Bomag BC 771 PDF

Service Training
Refuse compactor
BC 771 RB
008 098 84 Release 12/99

Service Training
Contents
Foreword A1
Documentation A2
General A4
Maintenance B1
Maintenance table B2
List of components BC 571/671/771 RB B7
List of components BC 671/771 RS B8
Technical data B9
Cummins diesel engine C1

General C1
External engine parts C4
Fuel pump side C4
Exhaust side C6
Turbo charger C7
Fuel system C8
Electronic engine speed control CENTRY C9
Lubrication oil system C 14
Coolant system C 15
Air intake system C 16
Exhaust system C 17
Adjustment work C 18
Adjusting valves and injection nozzles C 18
Trouble shooting Cummins diesel engine C 31
Travel system D1
Hydraulic system D1
Travel system (general description) D2
Travel pump D4
Connection overview of pump unit D6
Pump control D8
The closed circuit D 16
Travel motor D 19
Charge circuit filtration D 22
BC 771 RB
Service Training
Return flow filter block D 22
Trouble shooting travel system D1
Working hydraulics E1
Steering/working pump E2
Steering E4
Steering control E5
Priority valve E6
Load-Sensing E6
Dozer blade control E8
Dozer blade control E7
Trouble shooting working hydraulics E 11
Electric system F1
General F1
Table of potentials F2
How to proceed in case of an electric fault F2
Junction box (Roose box) F3
Power supply F5
Starting F8
Plug X7 F9
Plug X8 F10
Engine plugs X17 and X18 F 11
Engine speed control MTA C370 Cummins F 15
Indicators, monitoring F 19
Brakes, emergency stop and speed range selector F 23
Warning devices, lubrication system, seat adjustment and seat heating F 27
Heating and ventilation F 29
Protective ventilation, air conditioning F 31
Steering and dozer blade control F 33
Cabin F 41
BC 771 RB
Service Training
Lubrication system G1
System design G1
Technical description G2
Duty cycle G2
Pause G2
Test run G3
Lubrication process G3
Lubrication points G3
Monitoring the function G4
Indication of faults G5
Description of parts G8
Working principle of pump element G9
The check valve G 11
The pressure relief valve G 11
Progressive distributor G 12
Features of a progressive distributor G 13
Description of function G 13
Maintenance and testing G 17
Trouble shooting lubrication system G 20
Air Conditioning H1
Physical principles H1
The boiling point H2
The refrigerant circuit H3
Description of the BOMAG refuse compactor refrigerant circuit H5
Description of components H6
General indications for repair and maintenance work H 16
Emptying the air condition system H 16
Evacuating the air condition system H 17
Filling the air condition system H 17
Technical data H 19
BC 771 RB
Service Training
Foreword
This training manual has been written for the refuse compactors BC 571/671/771 RB, a new develop-
ment based on the well established refuse compactors BC 570/670 RB and for the new BC 671/771 RS,
which are mainly based on the previous BC 670 RS.
Between 1995 and 1998 approx. 100 machines BC 670 RB were built per year with various engine va-
riants.
In the development of the BC 571/671/771 RB most information from the field was taken into account,
leading to the improvement of many details of the machine (e.g. cabin, steering, electrics, high comfort
level, etc.).
The new bucket version BC 671/771 RS is also based on the design principle of the BC 670, but shows
considerable differences with respect to e.g. electrics, front frame and dozer blade.
We would obviously like to continue to increase the customer benefit in the future and ask you therefore
to inform us about your ides and suggestions.
These training documents are not subjected to a permanent udating service. In case of a revision all
major changes to the machine will be included.
The chapter “Documentation” contains information about further documents, which are available for this
machine. The up-to-date operating instructions as well as the latest wiring and hydraulic diagrams are
contained in this training manual.
BC 571/671/771 RB/RS -A1-

Service Training
Documentation
The following documents are available for the refuse compactor BC 571/671/771 RB/RS:
1. Operating and maintenance instructions

Catalogue-No.: from serial-no. to serial-no.
in prep. * 101 570 62 1001 (571 RB Deutz)
008 163 10 * 101 570 72 1001 (571 RB Cummins)
008 163 50 * 101 570 32 1001 (671 RB Deutz)
008 163 50 * 101 570 35 1001 (671 RS Deutz)
008 163 50 * 101 570 42 1001 (671 RB Cummins)
008 163 50 * 101 570 45 1001 (671 RS Cummins)
008 163 50 * 101 570 52 1001 (771 RB)
008 163 50 * 101 570 55 1001 (771 RS)
2. Spare parts catalogue

Catalogue-No.: from serial-no. to serial-no.
008 160 33 * 101 570 62 1001 (571 RB Deutz) 101 570 62 1032
008 172 03 * 101 570 62 1033 (571 RB Deutz)
008 160 22 * 101 570 72 1001 (571 RB Cummins) 101 570 72 1025
008 160 08 * 101 570 32 1001 (671 RB Deutz) 101 570 32 1079
008 171 60 * 101 570 32 1080 (671 RB Deutz)
008 160 04 * 101 570 35 1001 (671 RS Deutz) 101 570 35 1017
008 172 00 * 101 570 35 1018 (671 RS Deutz)
008 160 14 * 101 570 42 1001 (671 RB Cummins) 101 570 42 1058
008 163 05 * 101 570 45 1001 (671 RS Cummins) 101 570 45 1002
008 160 25 * 101 570 52 1001 (771 RB) 101 570 52 1108
008 172 01 * 101 570 52 1109 (771 RB)
008 163 07 * 101 570 55 1001 (771 RS ) 101 570 55 1015
008 172 02 * 101 570 55 1016 (771 RS)
BC 571/671/771 RB/RS -A2-

Service Training
3. Wiring diagram
Drawing-No.: from serial-no. to serial-no.
570 700 17 * RB-machines to 10/99
570 700 20 * RB-machines from 10/99 to 9/00
570 700 22 * RB-machines from Bj. 9/00
570 700 18.* RS-machines to 10/99)
570 700 19 * RS-machines from 10/99 to 9/00
570 700 21 * RS-machines from Bj. 9/00
4. Hydraulic diagram
Drawing-No.: from serial-no. to serial-no.
571 908 12 * RB-machines
571 908 13 * RS-machines
5. Repair instructions
Catalogue-No.: Component Part-no.:
008 195 27 Travel gear GFT102 059 013 02
008 200 00
008 912 19 Deutz BF6M 1015
008 914 02 Cummins M11
6. Service Information
Remark:
* These documents are part of the training manual
BC 571/671/771 RB/RS -A3-

Service Training
General
The new BOMAG refuse compactors BC 571/671/771 RB/RS are mainly based on the design charac-
teruistics of their predecessors, the refuse compactor models BC 570/670 RB.
These refuse compactors were specially developed and designed for the extremely hard applications
on sanitary landfill sites. High pushing and compaction power as well as extremely high traction are the
most important criteria a refuse compactor must fulfill. THis is why the BOMAG refuse compactors were
solely designed for this type of application and not developed from a wheel loader.
All components used in these machines are series products and are subjected to stringent quality in-
spections. This ensures a high level of reliability and safety.
As with many other products, BOMAG decided to equip these machines with the well established drive
concept sonsisting of diesel engine (water cooled) and hydraostatic drives. The output power of the die-
sel engine is directly transferred to the compactor wheels via hydrostatic drives.
Each of the compactor wheels is driven by its own hydraulic motor with planetary drive. Each travel mo-
tor is supplied by an individual hydraulic pump. The travel system therefore works with four individual
closed hydraulic circuits. This ensures that the wheels always have traction, even if one of the wheels
should be without ground contact when driving on the rough terrain of a sanitary landfill site.
All refuse compactor models are equipped with a dozer blade (RB-versions) or a bucket (RS-versions)
for distributing (dozer blade version) and loading or transporting (bucket version) of refuse.
BOMAG refuse compactors are equipped with polygonal disc wheels. The gaps between the polygonal
discs are kept clean by scraper teeth. The specified penetration depth into the refuse is therefore always
assured.
Together with the replaceable wheel caps the polygonal discs penetrate into the refuse and crush all
bigger objects. This presses the rfefuse so that the spaces between the individual refuse components
are reduced to a minimum. This increases the capacity of the sanitary landfill site and reduces the risk
of fire and vermine.
During travel operation the polygonal disc wheels compact the refuse over a width of 1350 mm per
wheel side. A compaction width of 5 m is therefore already achieved after 2 passes. A surface covering
compaction with such a low number of passes saves time and increases the economy of the machine.
On a machine, which is solely used on sanitary landfill sites, the work place of the operator is of utmost
importance. With this kind of environmental influences it is very important that the operator feels well
during his work.
The new cabin of the refuse compactors BC 671 RB/RS is therefore very luxerious. The access to the
cabin via the steps at the rear of the machine and the gangway along the engine compartment is per-
fectly designed and meets all safety standards. The canin itself is very spacious and clearly arranged.
The operator's seat is very comfortable and can be individually adjusted to each operator, even for his
weight.
BC 571/671/771 RB/RS -A4-

Service Training
All control elements and gauges are arranged within the reach and the vision of the operator. The ope-
rator can use all control elements without having to take his hands off the steering wheel.
A monitoring board with light emitting diodes and clear pictograms informs the operator about any faults
and malfunctions. He is therefore always informed about the present status of the machine.
The roof mounted air conditioning unit makes sure that the operator can always keep the cabin door
closed, even during the hot summer period. The cabin temperature is very pleasant and there is a slight
overpressure inside, which keeps unpleasant smells and dust out of the cabin.
The amply glazed cabin with windscreen wipers and washing system for front and rear windscreens oro-
vides good vision to all sides.
Driving on the uneven surface of a sanitary landfill site demands a high safety level. The machine is the-
refore equipped as follows:
• a strong ROPS/FOPS according to SAE standard
• wear free service brake in form of four independet hydrostatic travel circuits
• multi-disc brakes in the planetary drives as parking and emergency brakes
• high safety against tipping over due to a very low center of gravity and the use of an articulated joint
• operating safety due to the use of a monitoring board for all important machine data
• automatic engine shut-down at too high coolant temperature, too low hydraulic oil level (when the
lowest level is reached, the engine will be shut down after 20 seconds) and too low engine oil pres-
sure.
Refuse compactors BC 571/671/771 RB/RS are well designed down to the last detail, for the use on
sanitary landfill sites.
BC 571/671/771 RB/RS -A5-

Service Training
Maintenance
Sanitary landfill compactors are heavy-duty machines, specially designed for the extremely tough
applications on sanitary landfill sites. To be able to meet these demands the machine must always be
ready to be loaded up to its limits. Apart from that, all safety installations must always be fully functional
when working under the partly very dangerous conditions of a landfill site.
Thorough maintenance of the machine is therefore mandatory. This not only guarantees a remarkably
higher functional safety, but also prolongs the lifetime of the machine and of important components.
The time required for thorough maintenance is only minor when being compared with the malfunctions
and faults that may occur if these instructions are not observed.
The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance
interval all the work for shorter preceding intervals must also be performed. During the 2000 hour
interval you must also perform the maintenance work for the 500 and 1000 hour intervals.
It should also be clear, that with the 2500 hours interval only the work for the 10, 250 and 500 hour
intervals must be performed.
During maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
These training documents include an operation and maintenance manual. Please refer to these
instructions for the individual maintenance intervals and the description of the individual maintenance
tasks.
BC 671/771 RB/RS - Cummins -B1-

Service Training
Maintenance table
Running-in inspect.
1000 oper. hours

2000 oper. hours
(50 oper. hours)
250 oper. hours

500 oper. hours
10 oper. hours
as required
Maintenance work Remark
Tighten all bolted connections on the X

machine
Change the oil in the splitter gear X
Change the oil in the L+S planetary drives X
Check the engine oil level Dipstick mark X X X X X
Check the coolant level X X X X X
Drain the water from the water separator in X X X X X
the fuel system
Check the V-belt X X X X X
Check the fuel level X X X X X
Check the hydraulic oil level X X X X X
Check the machine for damage and leaks X X X X X
Grease joints and bearings on bucket RS-machines only X X X X X
Change engine oil and oil filter at least every 6 X X X X
months
Drain the engine oil condensation from the X X X X
oil tank
Check anti-freeze concentration and at least every 6 X X X X X
coolant additives months
Change the coolant filter X X X X X

Service Training
Running-in inspect.
1000 oper. hours

2000 oper. hours
(50 oper. hours)
250 oper. hours

500 oper. hours
10 oper. hours
Remark
as required
Maintenance work
Change the fuel filter X X X X X
Service the air conditioning system X X X X X
(summer operation)
Check the fastening of the scrapers 628 Nm X X X X
Check the oil level in the splitter gear X X X X
Check the oil level in the planetary drives X X X X
Check the engine mounts X X X X
Check and clean radiator and hydraulic oil X X X X
cooler
Check condition of battery, check function Grease the poles X X X X
of battery disconnect switch
Check, fill the central lubrication system X X X X
Grease door hinges and service doors X X X X
Check condition and tension of generator X X X X
V-belt, replace the V-belt
Check, tension the V-belt for the refrigerant X X X X
compressor
Check condition and tension of generator X X X X
V-belt, replace the V-belt
Change fresh air filter and circulation air X X X X
filter
Check, adjust the valve clearance, check Inlet = 0,36 mm X X X
the injection valves exhaust = 0.69 mm
only every 1500 h

Service Training
Running-in inspect.
1000 oper. hours

2000 oper. hours
(50 oper. hours)
250 oper. hours

500 oper. hours
10 oper. hours
as required
Check fastening of engine/turbo charger/ X X X

combustion air hoses
Change the fuel filter for the cabin heater Diesel X X X
Check, clean the oil bath air filter for the X X X X
cabin heater (diesel)
Oil change in planetary drives X X X X
Oil change in splitter gear X X X X
Change the hydraulic oil filter ** X X X X
Check the coolant pump X X X X
Change the hydraulic oil (at least every 2 X X X
years) HV 46 VI
150
Change the coolant every 2 years or X X X
every 6000 h
Drain the fuel tank sludge X X X
Check the condition of the articulated joint X X X
Maintenance work to be performed every X X X
6000 h in a special workshop
Servicing the combustion air filter min. every 2 years, X X
or when the control
light lights up
Clean the condenser (air conditioning) Summer operation X X
Adjust scrapers and edge cutters X X
Replace the wheel caps X X
Check the condition of the cutting blades, if X
necessary replace the cutting blades

Service Training
Running-in inspect.
1000 oper. hours

2000 oper. hours
(50 oper. hours)
250 oper. hours

500 oper. hours
10 oper. hours
as required
Tighten all bolted connections Observe the X

tightening torques!
Check the preheating system, X
maintenance in case of frost
Fill the container for the windscreen X
washer system
Draining the fuel prefilter X
Conservation before longer X
downtimes
***Also after repairs in the hydraulic system
Special maintenance intervals:
The heating system must be operated every month (even during the hot season) for approx. 10 minutes.
The air conditioning system must be operated every month (even during the hot season) for approx. 10
minutes.
Note:
When changing filters use only the original filters specified in the operating and maintenance
instructions for this machine. The installation of incorrect filters (e.g. insufficient pressure resistance)
can lead to severe damage on engine or hydraulic components.
Attention!
After the installation of new or service exchange gears (splitter gear or planetary gears) the
service intervals start from the beginning.

Service Training
List of components BC 571/671/771 RB
19
9
14
16 21
18 20 2 3
11 4
M 8
13 10 12 7
5 6
17 1 15
M Diesel engine
1 Splitter gear
2 Travel pump right hand front
3 Travel pump right hand rear
4 Charge pump right hand side
5 Travel pump left hand front
6 Travel pump left hand rear
7 Charge pump left hand side
8 Working pump
9 Control valve block, dozer blade
10 electr. steering unit
11 Steering cylinder right hand side
12 Steering cylinder left hand side
13 Dozer blade cylinder
14 Central lubrication system
15 Hydraulik - Rücklauffilter
16 Hydraulic charge oil filter
17 Engine oil filter
18 Travel motor right front with planetary drive
19 Priority valve (steering over dozer blade)
20 Valve block (pre-tensioning valve)
9 Control valve block, steering

Service Training
List of components BC 671/771 RS
19
9
14
16 2
18 20 2 3
11 4
M 8
13 10 12 7
5 6
17 1 15
M Diesel engine
1 Splitter gear
2 Travel pump right hand front
3 Travel pump right hand rear
4 Charge pump right
5 Travel pump left hand front
6 Travel pump left hand rear
7 Charge pump left
8 Working pump
9 Valve block steering/bucket
10 Electric steering unit
11 Steering cylinder right
12 Steering cylinder left
13 Bucket tipping cylinder
14 Central lubrication system
15 Hydraulic return flow filter
16 Hydraulic charge oil filter
17 Engine oil filter
18 Travel motor right front with planetary drive
19 Bucket lift cylinder

BOMAG Central Service Seite 1 von 3
BOMAG Central Service - Technical data and adjustment values
Status: 2001-06-21
Product type: BC 771 RB

Type No.: 570 52
Serial numbers from: 101 570 52 1001
Engine:
Manufacturer: Cummins
Type: MTA 11-C370
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 6
Power acc. to ISO 9249: 266 kW
Power data at nominal speed of: 2100 U/min
Low idle speed: 750+/-50 U/min
High idle speed: 2100+/-10 U/min
Spec. fuel consumption: 210 g/kWh
Valve clearance, inlet: 0,36 mm
Valve clearance, outlet: 0,69 mm
Opening pressure, injection valves: PT-System bar
Starter voltage: 24 V
Starter power: 6,6 kW
Travel pump:
Manufacturer: Hydromatik
Type, front: A4VG 71 DA
Type, rear: A4VG 71 DG
System: Axial piston-swash plate
Max. displacement: 71 cm3/U
Max. flow ratio: 167,1 l/min
High pressure limiation: 480-20 bar
Pressure override: 430+10/-20 bar
Charge pressure, high idle: 30+/-2* bar
Control pressure, control start at speed: 6 bar @ 1150+/-50 U/min
Absolute pressure at control start: 50 bar @ 1150+/-50 U/min
Corresponds with engine speed: 1025+/-50 U/min
Control pressure control end: 14 bar @ 1750 +/-75 U/min
Absolute pressure at control end: 400 bar @ 1750+/-75 U/min
Corresponds with engine speed : 1560+/-75 U/min
Travel motors:
Manufacturer: Hydromatik
Type: A6VM 200 HA 2T
Number: 4
System: Axial piston-bent axle
Displacement stage 1: 200 cm3/U
Displacement stage 2: 70 cm3/U
Control start changeover: 240+/-5 bar
Regulating change-over: 340+/-5 bar
Perm leak oil quantity: 7 l/min
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BOMAG Central Service Seite 2 von 3
Perm. leak oil quantity: 7 l/min
Wheel gear:
Manufacturer: Lohmann+Stolterfoht
Type: GFT 102
Reduction ratio: 56,24
Steering and working pump:

Manufacturer: Brüninghaus-Hydromatik
Type: A10V0 71 DFR
System: Axial piston/swash plate
Max. displacement: 71 cm3/U
Max. dozer blade pressure: 230 +10 bar
Max. steering pressure: 200 +10 bar
Stand-By pressure: 30 +/-2 bar
Steering control block:

Manufacturer: Sauer-Danfoss
Type: PVG 32
Dozer blade control block:

Type: PVG 32
Priority valve:
Type: OLS 160
Pre-loading valve:
Type: HIC
Steering transducer:
Manufacturer: MFB
Type: 21-2-6-11B
Steering joystick:
Type: PVRES
Filling capacities:
Engine coolant: 44 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis + DCA 4)
Engine oil: 36,6 l (SAE 15W-40, API CG-4)
Hydraulic oil: 350 l (HVLP 46 VI 150)
Splitter gear: 4,5 l (SAE 90 EP, API GL 5)
Planetary wheel drives: 7 l (SAE 90 EP, API GL 5)
Central lubrication system: 2 kg (lithium soaped high pressure grease)
AC refrigerant: 1850 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
Other details:
Charge oil filter: 12 micron
Retrun flow filter: 80 micron
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Service Training
Diesel engine
General
The sanitary landfill compactors BC 771 RB/RS, for which these training manual was written, are
powered by a CUMMINS diesel engine of series 11C. This automotive engine is characterized by the
following features:
• low weight and compact design
• electronic engine speed control CENTRY
• outstanding reliability and long lifetime
• low specific fuel consumption
• low noise development
• low exhaust emissions
• simple, but effective constructive design with simple installation characteristics.
The CUMMINS engine used in the sanitary landfill compactor has the designation MTA 11C 370.
Fig. 1 Cummins diesel engine
BC 771 RB -C1-
Service Training
The 6-cylinder four-stroke engine is water cooled and equipped with a turbo charger.
The combustion method with direct fuel injection enables the use of a less expensive casting for the
cylinder head, highest possible utilization of fuel and minimum heat transfer to the coolant.
This in turn enables the use of more effective, quieter cooling fans and smaller, but more effective
radiators.
The extremely economical fuel consumption was achieved by the following design measures:
• small exhaust channels with minimum cooling,
• specially shaped combustion chambers for direct injection engines ti improve the rate of efficiency,
• excellent mixing of fuel and air due to the helical flow out of the intake channel,
• alloyed pistons with combustion troughs and piston rod carriers,
• specially formed exhaust manifold for effective utilization of exhaust pulses in the turbo charger.
The crankshaft is made of forged steel and has inductively hardened transition radii at the bearing
journals and integrated counter weights. The crankshaft is designed for considerably higher loads.
Due to the use of modern design methods the number of individual engine elements could be
considerably reduced. The relatively low number of parts per engine results in a lower problem
frequency and therefore a higher reliability. Apart from that, the expenses for the storage of spare parts
and maintenance activities can be reduced. In most cases O-rings are used as seals.
The water pump is a plug-type unit, which is installed at the front end of the cylinder block.
The oil pump is installed in a similar way in the front end of the cylinder block. It delivers the engine oil
from the oil sump to the individual lubrication points.
Excellent emission values and high availability of engine power are achieved by the following features:
• wet cylinder liners installed and support at half stroke height for noise reduction and avoidance of
cavitation,
• pistons with double ring carriers for high durability and long lifetime,
• twin jet oil cooling nozzles for better piston cooling to prolong the lifetime and reduce the oil
consumption
• lubrication oil temperature control to assure immediate oil supply during starting and to maintain the
optimal operating temperature during operation
• lubrication oil system components avoiding the complete drainage of the lubrication oil circuit after
stopping the engine, thereby assuring quick increase of oil pressure during starting
BC 771 RB -C2-
Service Training
• lubrication oil filtering system by means of combined main flow and auxiliary flow fine filter elements
(5 micron), to reduce the wear on bearings and piston rings by more than 60%.
BC 771 RB -C3-
Service Training
External engine parts
The following two illustrations show the exact positions of all important external engine parts, of filters
and other important parts for customer service and maintenance.
Fuel pump side
1 2
15 3
5
14
7
8
13
6
11
12 10
Fig. 2 Fuel pump side CUMMINS M11 with CENTRY
1 Fuel line pressure sensor (RPS) B93

2 Fuel block
3 AFC sensor line
4 Engine speed sensor (ESS) B94 (on underside of flywheel housing)
5 6 A fuses
6 Hydro-mechanical STC-control piston (injection timing gear)
7 C5 plug X5
8 C6 plug X6
9 OEM C5 & C6 plug carrier
10 Diagnostic plug on engine side X9
BC 771 RB -C4-
Service Training
11 CENTRY engine wiring harness
12 CENTRY fuel pump
13 CENTRY electronic control module (ECM) A48
14 Electronic fuel control valve (EFC) Y106
15 Fuel shut-off valve Y58
BC 771 RB -C5-
Service Training
Exhaust side
2
1
12
3
4
11
5
10 9
8 7
Fig. 3 Exhaust side
1 Coolant temperature sensor

2 Engine ventilation (coolant)
3 Fixed radiator cover
4 Fan sensor
5 Heate rreturn line
6 Compensation line from radiator
7 Coolant inlet
8 Oil drain plug
9 Prepared for oil sump heater
10 Engine braking oil supply
9 Prepared for oil sump heater
12 Heater supply
BC 771 RB -C6-
Service Training
Turbo charger
The turbo charger is an essential factor for an increase in power and a better fuel economy.
A diesel engine can only draw in air with a weight proportional its displacement and speed. The fuel
quantity that can be injected and therefore the engine power, is limited by the combustion air quantity
an engine can draw in. To increase the power of an aspirating engine one would have to increase its
displacement or its speed. A higher displacement would obviously require a bigger engine and a higher
speeds would cause higher internal friction. Moreover, this solution would be in contrast to the general
trend towards higher economy, lower fuel consumption and a longer lifetime of the engines.
If a diesel engine is equipped with a turbo charger, the engine will draw in air a density that is higher
than under normal air pressure. By increasing the density of the intake air the characteristic of fuel
combustion is considerably enhanced. With respect to utilization this leads to a better economy and/or
the injection of a higher fuel quantity, which increases the power and the torque of the engine.
Function:
The turbo charger consists of two main assembly groups – compressor and turbine. Turbine wheel and
impeller are connected by a common shaft in the turbo charger housing. The turbine side of the turbo
charger is connected with the exhaust manifold of the engine, whereas the compressor side is located
in the air intake.
The flow of exhaust gas through the blades of the turbine wheel causes a high speed rotation of the
turbine wheel. Since the compressor wheel is connected with the turbine wheel it will rotate at the same
speed as the exhaust gas driven turbine wheel.
The blades on the compressor wheel are arranged to draw in air from the air filter, compress it and
supply it under pressure to the engine air intake manifold. With this compression more air is pressed
into the cylinder, which improves the combustion and the fuel consumption.
BC 771 RB -C7-
Service Training
Fuel system
7
5
4 8
10
9
11
3 2
Fig. 4 CENTRY fuel system
1 Fuel tank
2 Fuel filter
3 PT-fuel pump
4 Electronic fuel control valve EFC
5 Fuel shut-off valve
6 Fuel block (sensor bracket)
7 Line pressure sensor RPS
8 Pump-nozzle element
9 Hydro-mechanical timer STC
10 Air intake manifold
11 Air-fuel-control AFC
BC 771 RB -C8-
Service Training
Electronic engine speed control CENTRY
Fig. 5 CENTRY electrical system
1 Electronic throttle pedal

2 CENTRY computer unit ECM
3 Fuel control valve EFC
4 5A fuse
5 Fuel shut-off valve
6 Fuel line pressure sensor RPS
7 Push button, fault diagostics
9 Ignition/starter switch
10 Battery 24V
11 Engine ground
12 Diagnostic plug, engine side
13 Engine speed sensor ESS
14 Temperature switch, torque reduction
BC 771 RB -C9-
Service Training
In contrasts to the machine of types 571 and 671 the Cummins-engines of the sanitary landfill
compactors BC 771 RB/RS are equipped with an electronic speed control (Cummins CENTRY).
The most important benefits of this system are:
• shorter response times compared with mechanically controlled engines, i.e. the response times are
up to 30% better. This improvement is achieved without increasing the acceleration fumes or the fuel
consumption.
• electronic idle speed control, resulting in an 25% higher starting torque
• no mechanical throttle control (light moving, maintenance free, less susceptible for faults)
The CENTRY-injection system is based on the CUMMINS-PT-injection system (pump-nozzle system).

However, the fuel line pressure, which together with injection time and nozzle cross-section determines
the speed, is not controlled mechanically, but by the CENTRY-system
The essential components of the CENTRY-system for speed control are:
• the computer unit ECM on the fuel pump. This unit processes input signals from:
- the electronic throttle pedal
- the engine speed sensor ESS on the flywheel
- the fuel line pressure sensor (RPS)
These input signals are processed to an output signal for the electronic fuel control valve EFC at the
front of the PT-pump, where the signal is converted to the corresponding fuel line pressure.
The position of the throttle pedal determines the nominal engine speed value. The computer unit
compares this nominal value with the actual speed value detected by the engine speed sensor. If the
nominal value corresponds with the actual value, the signal to the fuel control valve will remain
unchanged.
However, if the nominal speed deviates from the actual speed (e.g. when changing the throttle pedal
position or high speed), the computer unit uses the current fuel line pressure to determine the necessary
change in fuel line pressure to achieve the nominal speed value. The computer unit then sends a signal
to the fuel control valve to increase the fuel line pressure and thereby the engine speed.
Additional torque reduction function
If the operating temperature of the engine shows a tendency to raise, e.g. when the radiator is dirty and
full load operation (>103 °C coolant temperature), the torque reduction switch will close and the torque
will be reduced to 80%, over the complete engine speed range. This is also accomplished by regulating
the fuel line pressure.
BC 771 RB - C 10 -
Service Training
Individual CENTRY components
Fuel pump with EFC-valve
The PT-pump is almost identical with the one on the M11-engine without CENTRY. However, the
mechanical throttle shaft is fixed in fully open position. The engine speed regulation is accomplished by
the engine speed control valve (EFC). The mechanical EFC-valve is fitted with a rotary control piston,
which is turned by electric current. The signal from the computer unit ECM turns the rotary control piston
and aligns its openings in such a way, that the appropriate fuel line pressure is established.
CENTRY computer unit ECM
The computer unit contains a micro processor, a memory and the system drivers.
Fuel line pressure sensor RPS
The fuel line pressure sensor is located in the fuel pressure line to the pump-nozzle unit. The sensor
reports a voltage to the computer unit, which is proportional the fuel line pressure.
Engine speed sensor ESS
The engine speed sensor has a double signal output. When a flywheel tooth moves past the sensor an
alternating voltage is induced into the sensor windings. Even if one of the signals is lost the engine will
work normal. However, in this case the fault warning light will light continually (no severe fault, see
below).
Fuel shut-off valve
Even though the fuel shut-off solenoid valve is wired via the CENTRY wiring harness, the shut-off valve
is not actuated by the CENTRY-system, but via the ignition/starter switch (see chapter ”electrics” and
wiring diagram).
Hydro-mechanical STC-control piston
This timer is not electrically connected with the CENTRY-system, but is hydro-dynamically controlled
via the fuel line pressure. When the engine is cold and under partial load the injection timing is adjusted
to an earlier point.
BC 771 RB - C 11 -
Service Training
Air-fuel-control (AFC)
The suction pressure in the intake manifold is reported to the fuel pump via the AFC-sensor line,
whereby the charge air pressure is detected. The fuel line pressure is varied in dependence on the
charge air pressure. The AFC thereby permits an increase in fuel pressure with increasing charge air
pressure.
Diagnostic plug, engine side
Here the fault memory can be read out using a special Cummins fault reader. However, actual faults
can also be read via the fault indicator light (see below).
Indicator light and push button for fault diagnostic
After switching the ignition on the indicator light comes on for approx. 3 seconds. This test function
enables the operator to check the function of the fault indication system.
With the ignition switched on and the engine not started the indicator light will light permanently, if a less
severe fault in the CENTRY-system has been detected.
With the ignition switched on and the engine running or not the indicator light will flash, if a severe fault,
that must be rectified immediately, has been detected in the CENTRY-system.
Fault diagnostics
For a fault diagnose the push button ”Fault diagnose” must be pressed for 1 – 2 seconds (the indicator
light will light) and released again, with the ignition is switched on. After short pause the actual fault code
will be indicated in form of a 3-digit flashing code:
This flashing code consists of three numbers from 1 - 5 (e.g. 3 = 3x short flashes), which are each
interrupted by a one second pause. The fault code is always repeated after a 2 second pause.
Example fault code 234:
2x short flashes
1 second pause
3x short flashes
1 second pause
4x short flashes
2 seconds pause
The same flashing code will be repeated.
BC 771 RB - C 12 -
Service Training
If several faults are present, these can be called up individually by pressing the push button again
(approx. 5 seconds) after the previous fault code.
Example:
1. actual fault code (e.g. 234) is displayed and repeated.
Press the push button for 5 seconds
the next actual fault code (e.g. 121) is displayed and repeated.
Press the push button for 5 seconds etc.
Faults that had occurred, but have been rectified, will no longer be displayed. However, they can be read
out with the special Cummins fault reader.
The number of different fault codes and their related causes is too big and the problem solutions are too
complex to be presented here in a clear and sensible way.
In case of a fault report the detected fault code to the Central Service Department of BOMAG or to the
Service Department of CUMMINS.
BC 771 RB - C 13 -
Service Training
Lubrication oil system
11
10
12
6 1
4
9
8 5 3 2
Fig. 6 Lubrication oil system
1 Oil pump
2 Pressure control valve
3 Oil return line to oil sump
4 Pressure relief valve
5 Oil return line to oil sump
6 Oil thermostat
7 Oil cooler
8 By-pass filter for oil return line
9 Combination oil filter
10 Filter by-pass valve
11 Auxiliary drive/compressor
12 Intermediate gears
BC 771 RB - C 14 -
Service Training
Coolant system
5
4
3
6
1
Fig. 7 Coolant system
1 Coolant inlet on water pump

2 Coolant to bottom manifold cavity
3 Coolant to block cavity of cylinder liner
4 Coolant to cylinder head
2 Coolant to top manifold cavity
6 Coolant from bottom manifold to oil cooler
BC 771 RB - C 15 -
Service Training
Air intake system
2 3 4
5
Fig. 8 Air intake system
1 Filtered intake air to turbo charger

2 Turbo charger to intercooler
3 Intercooler
4 Intake manifold
5 Intake valve channels
BC 771 RB - C 16 -
Service Training
Exhaust system
3 2 1
Fig. 9 Exhaust system
1 Exhaust valve channels

2 Exhaust manifold
3 Turbo charger exhaust outlet
BC 771 RB - C 17 -
Service Training
Adjustment procedures
Adjusting valves and injection nozzles
For an optimal performance of the engine all valves and injection nozzles must be correctly adjusted.
For this reason valves and injection nozzles must be checked and adjusted to the correct values at
regular intervals. The following table contains adjustment values for engines with fixed timing.
Once an operating time of 1500 hours is reached or the engine has run for 6 months, valves and
injection nozzles must be checked and adjusted during each maintenance interval.
All work on valves and injection nozzles must be performed when the engine is cold and at a stabilized
coolant temperature of maximum 60 °C.
Fig. 10
BC 771 RB - C 18 -
Service Training
• Remove the crankcase ventilation tube from the crankcase ventilation outlet.
• Remove 16 screws, separators and spacers from the cover.
• Take the rocker arm cover with the gasket off.
Fig. 11
Each cylinder has three valve rocker arms:
• The long rocker arm is the exhaust lever.
• The middle rocker arm is the injection lever.
• The short lever is the intake lever.
The following illustration shows the position of the rocker arms.
Fig. 12
BC 771 RB - C 19 -
Service Training
The crankshaft rotation is clockwise when looking at the engine from the front end.
The cylinders are numbered. The numbers start from the front engine cover.
The firing sequence is 1 - 5 - 3 - 6 - 2 - 4.
Fig. 13
On an engine with fixed timing, valves and injection nozzles of one cylinder are not adjusted at the same
index mark on the auxiliary pulley.
Each index mark serves for the adjustment of two valves and one injection nozzle, before the auxiliary
pulley is turned further to the next index mark.
For the adjustment of all valves and injection nozzles two complete crankshaft rotations are necessary.
Adjustment sequence for injection nozzles and valves

Crank engine Cylinder
in sense of Pulley
rotation position Injection nozzle Valve
Start A 3 5
continue B 6 3
continue C 2 6
continue A 4 2
continue B 1 4
continue C 5 1
Firing sequence: 1 - 5 - 3 - 6 - 2 - 4
BC 771 RB - C 20 -
Service Training
Caution!
Do not turn the cooling fan with force, since this may damage the blades of the fan. Damaged cooling
fan blades can cause premature failure of the cooling fan, injury and severe damage to the machine.
The valve adjustment marks are on the auxiliary drive pulley. The marks are aligned to the timing gear
cover by means of a pointer.
Turn the crankshaft and the auxiliary drive pulley using a suitable spanner.
Fig. 14
The inspection and adjustment can be started at any of the valve marks. In the following example the
adjustment starts at the valve mark ”A”. The valves of cylinder number five are closed and the injection
nozzle of cylinder three is ready for adjustment.
BC 771 RB - C 21 -
Service Training
• Turn the auxiliary drive pulley in clockwise direction, until the pointer on the timing gear cover is in
line with the valve mark ”A” on the auxiliary drive pulley.
Fig. 15
Once the ”A”-mark is in line with the pointer, the intake and exhaust valves of cylinder five must be
closed. If these conditions are not met, the injection nozzle on cylinder four and the valves on cylinder
two must be ready for adjustment.
The valves are closed if both rocker arms are loose and can be moved to both sides.
Fig. 16
BC 771 RB - C 22 -
Service Training
• Slacken the injection nozzle adjustment nut on cylinder number 3. Tighten the adjustment screw, until
all play on the injection nozzle drive is eliminated.
• Tighten the adjustment screw for another complete turn, so that the connecting piece fits correctly.
Fig. 17
• Loosen the adjustment nozzle adjustment screw, until the lock washer for the injection nozzle spring
contacts the stop screw.
Fig. 18
Caution!
Overtightening the injection nozzle adjustment screw will overload the injection nozzle drive and the
injection cam on the camshaft. This can cause engine damage.
BC 771 RB - C 23 -
Service Training
• Tighten the adjustment screw with a torque wrench.
Nominal value: 0.1 to 0.7 Nm
Fig. 19
• Hold the adjustment screw in this position. Make sure the adjustment screw does not turn when
tightening the nut.
Tightening torque:
Without torque wrench adapter 61 Nm
With torque wrench adapter 47 Nm
Fig. 20
BC 771 RB - C 24 -
Service Training
• Before turning the auxiliary drive pulley to the next valve adjustment mark adjust the valves in the
sequence shown in the following table.

in sense of Pulley
Start A 3 5
continue B 6 3
continue C 2 6
continue A 4 2
continue B 1 4
continue C 5 1
Firing sequence: 1 - 5 - 3 - 6 - 2 - 4
• Choose a feeler gauge of appropriate thickness for the valve clearance.
Intake valve 0.36 mm
Exhaust valve 0.69 mm
• Insert the feeler gauge between top cross-head and rocker arm contact face.
Feeler gauges
Fig. 21
BC 771 RB - C 25 -
Service Training
• Tighten the adjustment screw, until a slight resistance can be felt on the feeler gauge.
Fig. 22
• Hold the adjustment screw in this position and tighten the counter nut without turning the adjustment
screw.
Tightening torque:
Without torque wrench adapter 61 Nm
With torque wrench adapter 47 Nm
Fig. 23
BC 771 RB - C 26 -
Service Training
• After tightening the lock nut to the correct tightening torque make sure that the feeler gauge can be
inserted into the gap between cross-head and rocker arm without any resistance.
Fig. 24
• Repeat the adjustment with an approx. 0.03 mm thicker feeler gauge. If this feeler gauge fits through
the gap, the valve clearance is to big and needs to be adjusted.
Fig. 25
BC 771 RB - C 27 -
Service Training
• After adjusting the valve turn the auxiliary drive and align the valve mark on the auxiliary drive pulley
with the pointer on the timing gear cover.
Fig. 26
• Adjust the corresponding injection nozzle and the corresponding valves. For this purpose observe
the table with the adjustment sequence for injection nozzles and valves.

in sense of Pulley
Start A 3 5
continue B 6 3
continue C 2 6
continue A 4 2
continue B 1 4
continue C 5 1
Firing sequence: 1 - 5 - 3 - 6 - 2 - 4
• Repeat this procedure, until all injection nozzles and valves are adjusted.
• After completing all adjustments check the tightening torque of counter nuts and adjustment screws,
tighten if necessary.
BC 771 RB - C 28 -
Service Training
• If the valve cover gasket was damaged during disassembly it must be replaced before attaching the
valve cover.
Fig. 27
• Attach the valve cover to the rocker chamber.
• Insert 16 separators, spacers and screws into the valve cover.
Fig. 28
BC 771 RB - C 29 -
Service Training
• Tighten the screws in the following sequence.
Fig. 29
• Connect the hose to the crankcase ventilation opening.
Fig. 30
BC 771 RB - C 30 -
Service Training
Trouble shooting CUMMINS diesel engine
The following section describes some problems, which may be encountered with the engine and
measures, which should help to rectify these problems.
For exact trouble shooting the following points must be strictly observed:
• Investigate the problem thoroughly before starting any action.
• Do the most simple and obvious things first.
• Find the general cause of the problem and rectify it.
The charts on the following pages of this chapter will help to diagnose specific engine problems.
Fault Cause Remedy

Generator does not charge the The generator is loose Check the V-belt tension
battery or charges insufficiently
Battery cable or connection Check battery cables and
loose, brittle or corroded terminals
Batteries defective
Check the condition of the
Generator V-belt pulley loose batteries
on shaft
Tighten the belt pulley
Crankcase pressure too high Crankcase ventilation restricted Check the vacuum in the
ventilation line
Poor or no starting of engine – Incorrect starting Refer to the operating
visible exhaust fumes instructions for starting
Engine drive elements are Disengage the engine drive

engaged elements
Starting aid required because of Check/repair the cold starting

cold weather or malfunction aid, replace if necessary
Change the fuel filter

Fuel filter clogged
Engine cranks but does not No fuel in the tank Fill in fuel
start (no exhaust fumes)
Shut-off valve closed Use the manual control, repair
the fuel shut-off solenoid
BC 771 RB - C 31 -
Service Training
Fault Cause Remedy

The engine does not turn or Engine drive elements are Disengage the engine drive
turns only slowly engaged elements
Battery cable or connection Check for wear. If necessary

loose, brittle or corroded clean and tighten
Battery too weak Check the acid level and the

specific density. Charge/
replace the battery
Battery power too low Use a battery with correct

nominal power
Use of wrong oil for the type of Change oil and filter. Use
application recommended oil (15W-40).
Check the operation
Oil temperature too low Install an oil sump heater or

drain he oil from the engine and
fill in warm oil
Battery temperature too low Check the operation of the

battery heater.
Observe the instructions of the
manufacturer.
The engine starts but stops Engine drive elements are Disengage the engine drive
again engaged elements
Air in the fuel system Check the fuel system for leaks.
Tighten the fuel fittings. Tighten
the filter. Check the fuel pipe in
the tank
Fuel filter clogged or fuel with a Change the fuel filter. Use a fuel
too high viscosity, due to cold heater, if the ambient
weather temperatures are too low
Vacuum in the fuel suction line Check the fuel suction line for
vacuum
Dirty fuel
Run the engine from a spare
tank and check the operation
BC 771 RB - C 32 -
Service Training
Fault Cause Remedy

The engine does not stop The manual fuel pump control is Make sure that the manual
open control screw is backed out as
far as possible
The shut-off valve cover on the Check the operation of the fuel
fuel pump is jammed shut-off solenoid
Fuel tank ventilation blocked Take the ventilation out, clean

with dirt or change it
Vacuum in the fuel drain line Check the fuel drain line for
chafing, sharp bends or
clamped sections
Engine runs by drawing in Investigate the cause for these

fumes into the intake socket fumes
Low lubrication oil pressure Incorrect oil level Check for leaks. Top up or drain
off engine oil. Check the
dipstick mark
Failure of the oil pressure Check the oil pressure sensor

sensor
Oil diluted with fuel Change the oil, consult a

workshop if the problem
reoccurs
Incorrect oil Change the oil and check the

specification
Oil temperature too high Refer to the chart ”to high

(120 °C) coolant temperature”
Loss of coolant – externally Coolant level too high Check the coolant level.
Observe the technical data of
the manufacturer
Check all components in the Tighten or replace if necessary

coolant circuit for leaks
Incorrect radiator cap or poor fit Check the radiator cap
BC 771 RB - C 33 -
Service Training
Fault Cause Remedy

Excessive coolant temperature Coolant level too low Check engine and radiator for
– slow overheating external leaks, repair if
necessary. Top up coolant
Damaged or blocked (dirt, Check the radiator fins

insects, etc.) radiator fins
(externally)
Clogged, bent or leaking Check the hoses

radiator hose
Loose blower V-belt and/or Check the belt tension, tighten if

water pump drive belt necessary
Incorrect oil level Top up or drain off engine oil
Damaged or missing cooling Check shroud and/or deflector

blower shroud. Damaged or plates, repair, replace or install
missing air circulation deflector
plates
Incorrect or missing radiator Check the radiator cap

cap
Too high concentration of anti- Use the right concentration

freeze and/or other coolant
additives
Excessive coolant temperature Coolant level too low Top up coolant
– sudden overheating
Clogged, bent or leaking Check the hoses
radiator hose
Damaged cooling blower belt Replace a damaged belt
Wrong or missing radiator cap. Check the radiator cap. Use the
Too low nominal pressure of correct cap
cap
Coolant temperature below the Permanent operation at low Observe the notes for operation
normal level ambient temperatures under cold conditions
BC 771 RB - C 34 -
Service Training
Fault Cause Remedy

Excessive exhaust smoke Vacuum in the air intake system Check the air intake system for
under load vacuum
The turbo charger wheel is
rubbing Check the turbo charger. Repair
or replace if necessary
Leaks in the intake system Check for air leaks.

between turbo charger and
cylinder head
Incorrect fuel specification Use specified fuel
Vacuum in the fuel drain line Check the fuel drain line for
bends, chafing and squeezes
Low engine output power Too high load for nominal power Reduce the load
Low performance because of Readjust the engine for

the high altitude operation at altitudes above
3.600 m
Vacuum in fuel suction line and Check the fuel suction line for
in fuel filter vacuum. Change the fuel filter
Lubrication oil level too high Check dipstick marks and oil
sump filling capacity
Incorrectly adjusted throttle Check whether the throttle shaft

shaft linkage linkage allows complete
opening of the throttle shaft
lever
Vacuum in intake and exhaust Check intake and exhaust

system systems for vacuum
Air in fuel - symptom: spongy Check for air in the fuel. Tighten
acceleration fuel fittings and filter, check the
pipe in the fuel tank
BC 771 RB - C 35 -
Service Training
Fault Cause Remedy

Low engine power (continued) Vacuum in the fuel drain line or Check the fuel drain line for
clogged fuel tank ventilation chafing, bends or squeezing.
Remove the ventilation, clean
or replace it
Poor fuel quality Run the engine from a spare

High intake air temperature In case of warm weather guide

(higher than 38 °C) fresh air to the turbo charger
Low intake air temperature In case of cold weather use

(below 0 °C) intake air from the engine
compartment
High fuel temperature (higher
than 70 °C) Fill the fuel tank; switch the fuel
heater off. Highest fuel
temperature: 70 °C
The engine does not reach Load too high for nominal Avoid too high engine loads or
nominal speed under load engine power drive in low gear
Engine rpm-meter not working Check the engine speed with a

correctly stroboscope light
Incorrect adjustment of the Check the full throttle

throttle shaft linkage movement
Vacuum in the fuel suction line Check the fuel inlet for vacuum
White exhaust smoke or Coolant temperature too low Observe the notes on coolant
irregular running(after warm- temperatures at normal
up) altitudes
Poor fuel quality Run the engine from a spare

Control incorrectly adjusted Adjust valves and injection

nozzles
BC 771 RB - C 36 -
Service Training
Hydraulic system
Travel system as well as steering and dozer blade/bucket control on these machines are operated via
hydraulic drives.
This guarantees an almost loss-free transfer of engine output power to compactor wheels, steering
cylinders and dozer blade/bucket control.
The pumps for these hydraulic circuits are driven by the engine via a splitter gear and convert the
mechanical energy provided by the engine into hydraulic energy.
Inside the motors or the cylinders for steering or dozer blade actuation this hydraulic energy is then
converted back to mechanical energy.
Since the medium oil is used for this transfer of power, any losses in power are only of minor
significance.
All hydraulic circuits are protected against contamination by charge oil filters and a hydraulic oil return
flow filter.
Safety elements in pumps and hydraulic control units protect the hydraulic system and the drive engine
against overloads and damage resulting from such excessive loads.
To ensure quick heating of the hydraulic oil up to operating temperature the return flow from the
hydraulic system flows directly back to the hydraulic oil tank, until the operating temperature is reached.
When the oil temperature comes close to operating temperature a thermostat valve will start to open
and guide the oil flow through the hydraulic oil cooler back to the tank.
This ensures that the operating temperature is quickly reached, particularly during the cold season, and
that the hydraulic system can be operated without any risks.
BC 771 RB -D1-
Service Training
Travel system (general description)
Fig. 1 Schematic, front right hand travel circuit
1 Diesel engine 8 Speed range selector switch

2 Splitter gear 9 Solenoid valve, speed ranges
3.1 Travel pump, front right 10 Control piston
3,2 Travel pump, rear right 11 Travel motor
3.3 Charge pump, left 12 Planetary gear
4 Control piston 13 Solenoid valve, brake
5 Travel direction valve 14 Foot brake switch
6 Travel direction switch 15 Emergency stop
7 DA-control valve 16 throttle pedal
BC 771 RB -D2-
Service Training
The travel system of the sanitary landfill compactor BC 671 RB/RS works with four closed hydraulic
circuits. Each of these circuits consists of a travel pump (variable displacement pump) and a travel motor
(variable displacement motor). Always two travel pumps are joined together to a tandem unit.
Both tandem units are driven by the diesel engine via a splitter gear. This splitter gear (Lohmann +
Stolterfoht) is flanged to the flywheel side of the engine.
All four pumps are simultaneously controlled by pilot pressure. The pilot oil needed to control the travel
pumps is supplied by two charge pumps. The pump flow from the charge pumps is also used to feed
the closed travel circuits and to compensate leak oil and flushing quantities.
The end of each tandem pump unit carries a charge pump. The charge pumps are gear pumps which
are drive by through-shafts with the output speed of the splitter gear.
The charge pump draws the hydraulic oil out of the hydraulic oil tank and delivers it through a 12 µ fine
filter to serve the individual functions (control of travel pumps, boost check valves). The charge oil flow
from the left hand charge pump (when looking in travel direction forward) is additionally used to change
the displacement of the travel motors and to open the multi-disc parking brakes in the planetary gears
on the compactor wheels. All leak oil and flushing oil quantities are returned to the hydraulic oil tank
through a central return flow filter block, a temperature controlled 3/2-way valve and the hydraulic oil
cooler.
The travel pumps are equipped with all control and safety elements needed for operation in a closed
hydraulic circuit, such as servo control unit, combined high pressure relief and boost check valves,
charge pressure relief valve and pressure override valve. At this point it must be mentioned that each
of the pumps is fitted with a pressure override valve.
All travel motors can be operated with two different displacements and therefore with two different travel
speed ranges. The high speed range is used for quick displacement of the machine, whereas the slow
speed range is used as working speed. Since the travel motors have the possibility to adjust themselves
towards the slow travel speed range whenever demanded by the load, it is possible to operate the
machine solely in high speed range. However, in such a case it must be noted that the motors will
immediately change back to high speed range when the load is relieved (when pushing the refuse over
the tipping edge).
All planetary gears are equipped with integrated multi-disc brakes.
These multi-disc brakes are opened by charge pressure and they close automatically when the charge
pressure supply is interrupted. This can be accomplished by shutting the engine down, by a fault in the
hydraulic system (travel system), by operating the foot brake or the emergency stop via one of the 4/2-
way valves.
BC 771 RB -D3-
Service Training
Travel pump
The travel pumps are swash plate controlled HYDROMATIK axial piston pumps with variable
displacement. Always one pump of series A4VG 71 DA (driven pump) and one pump of series A4VG
71 DG (dragged pump) are connected to a tandem unit. The end of each tandem pump unit carries a
charge pump. The charge pump is a gear pump with fixed displacement.
2
to PS pump 2
b a
PS
6 B A
480 bar
4
1
4 430 bar
3 8
480 bar
7
5 30 bar
A B
X1 X3 X4 X2
to X2 on pump 2
to X1 on pump 2
Fig. 2 Hydraulic diagram travel pump
1 Travel pump
2 4/3-way valve (travel direction)
3 Control piston
4 High pressure relief valves with boost check valves
5 Charge pressure relief valve
6 DA-control valve
7 Pressure override valve
8 Shuttle valve
The flow rate of the travel pump is determined by the displacement and the actual drive speed of the
pump. It is proportional to drive speed and displacement. The possibility of the infinite swash plate
BC 771 RB -D4-
Service Training
adjustment enables an infinite alteration of the pump flow rate and therefore an infinite adjustment of the
travel speed within the chosen travel speed range.
The pump is equipped with all control and safety elements needed for operation in a closed hydraulic
circuit, such as
• high pressure relief valves
• boost check valves
• Charge pressure relief valve
• pressure override valve and
• servo control
Fig. 3 Cross-section of travel pump
The spherical valve plate centres the cylinder block, which is tightly connected with the drive shaft, and
avoids the appearance of unwanted transverse forces.
Belleville springs hold the complete drive section (valve plate, cylinder block, swash plate) together and
eliminate appearing wear in axial direction immediately. Due to this design principle the pump has a very
high rate of efficiency over the entire lifetime.
BC 771 RB -D5-
Service Training
Connection, pump unit
Fig. 4 Connections, tandem pump
BC 771 RB -D6-
Service Training
1 Port A, high pressure reverse, driven pump
2 High pressure relief valves, driven pump
3 PS-line, pilot pressure supply to pressure override
4 Port A, high pressure reverse, dragged pump
5 High pressure relief valves, dragged pump
6 Port A, high pressure forward, dragged pump
7 Plug T2, dragged pump
8 Port B, high pressure forward, driven pump
9 Plug T2, driven pump
10 Plug A, solenoid valve forward
11 Port T1, leak oil to return flow filter, driven pump, with magnetic plug
12 Test port X1, control chamber reverse
13 Port T1, leak oil to return flow filter, driven pump, with magnetic plug
14 Test port G, charge pressure
15 Test port X2, pilot pressure forward
16 Port S, charge pressure from hydraulic oil filter
17 Plug b, solenoid valve reverse
18 Charge pressure relief valve, driven pump
19 DA-control valve
20 Pressure overrdie valve, driven pump
21 Test port B, high pressure forward, driven pump
22 Charge pressure relief valve, dragged pump
23 Pressure override valve, dragged pump
24 Test port MB, high pressure forward, dragged pump
25 Port S1, suction connection charge pump from tank
26 Port P, pressure port on charge pump
27 Test port MA, high pressure reverse, dragged pump
28 Test port MA, high pressure reverse, driven pump
BC 771 RB -D7-
Service Training
Pump control
Fig. 5 Travel pump control
1 DA-control valve 5 4/3-way valve (travel direction)

2 Charge pressure relief valve 6 Drain orifice
3 Pressure override 7 Inlet orifice
4 Control 8 Charge pump
A High pressure port B High pressure port
BC 771 RB -D8-
Service Training
Fig. 6 DA-control valve
1 Charge pump 12 Circlip

2 Circlip 13 Stud
3 Control tube 14 Control screw
4 Stepped piston 15 Locknut
5 Ring 16 Charge pressure valve
6 Circlip 17 Housing channel
7 Nut 18 Pilot pressure channel
8 Washer 19 Control edge
9 Pressure spring 20 Control edge
10 O-ring 21 Measuring orifice
11 Spring cup 22 Bore
BC 771 RB -D9-
Service Training
The pump is infinitely controlled with pilot pressure from neutral position to the desired flow direction and
to the desired displacement.
The necessary hydraulic oil for the pump control is provided by the charge circuit of the respective
tandem pump. The oil supplied by the charge pump flows to the DA-control valve.
At an engine speed between low idel speed and control start (for values refer to the technical data) the
pump flow rate is so low, that almost all oil can flow through the inside of the control valve cartridge to
the charge system for the travel pumps. The static pressure in front of the orifice (ø 7,9 mm) in the
control valve cartridge is not yet high enough to be able to displace the inner spool against the spring
force.
When raising the engine speed higher than the control start, the flow rate from the charge pump will also
increase. This higher oil flow rate causes a far higher pressure drop at the orifice and pushes the inner
spool against the spring. The movement of the spool opens four bores, which are arranged in a ring
around the circumference of the spool, and connects them with the ¾-way solenoid valve on the pump
control. The opening cross-section of these bores depends on the pressure drop at the inlet orifice on
the control valve cartridge and therefore from the rotary speed of the engine. It increases with raising
engine speed or with increasing oil flow.
At control end (for values refer to the technical data) the bores are fully open.
Since the bores have a considerable throttle effect even when they are fully open, the pilot pressure will
never be higher than max. 14 bar.
At control start (bores are beginning to open) the static pressure is approx. 6 bar.
If the solenoid valve is now actuated to one of the two possible directions, the pilot pressure is high
enough to actuate the pump slowly out of neutral position. The pump starts to deliver oil to the respective
travel motor.
Raising the engine speed will also increase the oil flow from the charge pump, the bores around the
control valve spool (orifice) will open further and the pilot pressure will gradually increase. The
displacement increases and the pump delivers a larger oil volume to the motor per unit of time. The
machine drives faster.
The rest of the oil flows through the DA-control valve to the charge pressure relief valves in the travel
pumps. The setting of these valves (see technical data) determines the charge pressure.
BC 771 RB - D 10 -
Service Training
Fig. 7 Arrangement of valves
1 DA-control valve 7 Inlet orifice

2 Charge pressure relief valve 8 Charge pump
3 High pressure relief valve 9 Travel pump
4 Pressure override A High pressure port
5 Travel direction valve B High pressure port
6 High pressure relief valve
The charge circuit is necessary for the compensation of leaks and flushing quantities in a closed
hydraulic circuit and for controlling the pump.
BC 771 RB - D 11 -
Service Training
11
10
8
6
9
3
2
13
12 1
Fig. 8 Pilot controlled high pressure relief valve
1 Valve sleeve 8 O-ring

2 Pressure spring 9 Pressure spring (high pressure)
3 Piston 10 Locknut
4 O-ring 11 Adjustment screw
5 Pilot valve 12 High pressure circuit
6 Valve body 13 Charge circuit
7 Valve body
The charge oil flow is now available at the boost check valves for the closed hydraulic circuit. The boost
check valves are non-return valves, which are integrated in the high pressure relief valves. Their back
is always loaded with the actual pressure in the closed circuit (high pressure or low pressure). Since the
charge pressure is not able to open the boost check valve against the high pressure, fresh oil can only
be fed in through the boost check valve in the low pressure side.
BC 771 RB - D 12 -
Service Training
A2
2
Charge circuit
Low pressure side
A1
Fig. 9 High pressure relief valve, boost check valve function
Boost check valve function
The charge oil (charge oil circuit) from the charge pressure relief valve acts on the ring area A1 of piston
(3).
The piston is lifted off because the force (P x A1) is higher than the sum of spring force (2) and
counteracting force (P x A2).
Charge oil can now flow into the low pressure side of the closed hydraulic circuit.
This ensures permanent filling of the closed circuit.
BC 771 RB - D 13 -
Service Training
A2
Charge circuit
Pressure Pressure
relief relief
A3 High pressure side

HPRV closed HPRV open
Fig. 10 Valve positions
High pressure relief valve
High pressure relief valve closed:
High pressure acts on area A3 and tries to lift the piston (3) of its seat. High pressure is guided through
valve sleeve (1) to the back of piston (3). The effective area A2 is bigger than A3, the piston is therefore
pressed down in its seat and selas the high pressure side to the charge pressure side.
High pressure relief valve opened:
If the high pressure exceeds the value adjusted on pilot (5) with the high pressure spring (9), the pilot
will open against the high pressure spring (9). Oil will now flow through valve sleeve (1) and pilot (5) to
the charge pressure side.
This causes a pressure drop at piston (3) and the piston is lifted off its seat.
The connection between high pressure side and charge pressure side opens, whereby the high
pressure value set by the high pressure spring (9) is maintained.
BC 771 RB - D 14 -
Service Training
1 2 4
3
9 8
Fig. 11 Charge pressure relief valve
1 Plug 5 Pressure spring

2 Adjustment screw 8 O-ring
3 Valve piston 9 Collar nut
4 Spring cup
The charge oil coming from the DA-control valve enters the charge pressure relief valve through the
charge oil channel and acts against area A1 on the valve cone.
If the force acting against the valve cone exceeds the force of the pressure spring, the valve cone will
be lifted off its seat in the valve body and charge oil can flow into the housing channel.
BC 771 RB - D 15 -
Service Training
The closed circuit
As soon as the swash plate inside the travel pump is displaced out of neutral position, the pump will start
to deliver oil to the respective travel motor.
In dependence on the speed of the diesel engine the swash plate can be infinitely displaced out of
neutral position up to maximum displacement position.
Immediately after the swash plate has been moved out of neutral the pressure in the hoses from pump
to motor will increase. This pressure is higher than the pressure in the hose from the motor to the pump.
The pressure in the hose from pump to motor depends on the actual load condition of the motor. Under
normal conditions this pressure may increase up to the setting of the pressure override (for pressure
values refer to the technical data).
The high pressure relief valves protect the closed hydraulic circuit and the combustion engine against
overloads (e.g. short pressure peaks). In such a case the valve on the high pressure side will open and
relieve oil through the boost check valve into the low pressure side.
Since permanent responding of the high pressure relieve valves would cause extreme overheating of
the hydraulic oil and quickly lead to serious damage, this system is protected by another kind of primary
pressure limitation, the pressure override. Each of the travel pumps is equipped with a pressure override
valve.
The high pressure in the system is permanently reported to the pressure override valve via a shuttle
valve between both sides of the closed hydraulic travel circuit. The pressure override valve itself is
connected with the pilot oil flow from the DA-control valve to the 4/3-way valve for the travel direction.
If the high pressure in the travel system increases up to the setting of the pressure override, this high
pressure will push the valve spool in the pressure override against the pressure spring. This guides part
of the pilot oil flow between DA-control valve and 4/3-way solenoid valve through the now open spool to
the valve.
The pressure drop in the pilot oil supply redces the force acting on the control piston and the pump
swashes back towards neutral. This reduces the pump displacement´, until the pump pressure is in
accordance with the value adjusted with the pressure spring.
If the pressure drops below the setting of the pressure override, the pilot oil flow is opened again and
the pump will return to the previously chosen displacement.
As a measure to avoid any reaction of the high pressure relief valves, the pressure override is adjusted
to a lower value than the high pressure relief valves.
BC 771 RB - D 16 -
Service Training
Pressure override valve

in function
Fig. 12 Pressure override valve
1 Valve piston 8 Pressure spring

2 Bore 9 Adjustment screw
3 Valve seat 10 Pilot pressure channel
4 Piston 11 Housing channel
5 Valve bush 12 High pressure circuit
6 Control piston 13 High pressure circuit
7 Spring cup 14 Valve seat
The adjustment values can be found in the technical data in chapter ”Maintenance”. The minimum
difference between high pressre relief valve and pressure override is 30 bar.
BC 771 RB - D 17 -
Service Training
Adjustment procedure:
• Block the pressure override on the rear pump by turning the adjustment screw in.
• Adjust the pressure override on the front pump to the specified value (high pressure measurement
on front pump!).
• Adjust the pressure overrdie on the rear pump (high pressure measurement on rear pump!).
Explanation:
If the pressure override on one pump is not correctly adjusted (remains blocked), the high
pressure in this circuit can raise up to the setting of the high pressure relief valves, because in
such a case the pilot oil supply would not be cut off.
BC 771 RB - D 18 -
Service Training
Travel motor
Each wheel of the sanitary landfill compactor is driven by a HYDROMATIK bent axle motor A6VM 200
HA 2T. These motors are designed with two different displacments an can therefore be operated in two
different travel speed ranges.
Fig. 13 Travel motor
Dthe motors are connected to the respective travel pumps via the high pressure ports A and B. The high
pressure hydraulic oil flows through the respective high pressure port to the back of the working pistons.
Since these pistons are arranged under an angle to the output shaft, the pressurized pistons perform
an axial movement, thereby generating the rotary movement of the connected output shaft.
Once a piston has passed through its dead centre (max. extension), the piston will change to the low
pressure side. The continuing rotation presses the piston back into the cylinder. This forces the hydraulic
oil from the cylinder chamber through the low pressure side back into the pump.
Charge pressure can be applied to the control unit on the travel motgor via a solenoid valve. This
changes the angle between piston drum and output shaft.
In this context a large angle means high displacement. In low speed range the motor works with a high
torque. With a small angle these conditions are exactly the other way round.
BC 771 RB - D 19 -
Service Training
When driving the refuse compactor in high speed range, he travel motors will automatically start to
adjust towards high displacement once a certain pressure level is reached. At the same time the torque
increases accordingly.
Function
A G X
F1 A1 6
2 A2
F3
8
4 F2
7 1
3
B T
Range 1 Control Range 2

range
Fig. 14 Hydraulic diagram travel motor
1 Motor 2 Non-return valve

3 Non-return valve 4 Pilot control piston
5 Pressure relief valve 6 Flushing valve
7 Planetary gear 8 Control piston
BC 771 RB - D 20 -
Service Training
1. Motor works in speed range 1
If speed range 1 (slow) is selected, charge pressure is applied to port X. This pressure causes reversing
of the pilot control piston (4) against the spring forces F2 and F3. The high pressure in A or B is guided
through the corresponding non-return valve via the pilot control piston to the control piston area A2. High
pressure is also applied to control piston area A1. The resulting force F1 (F1 = (A2-A1) x P) has the
effect, that the motor changes to high displacement (max. torque and slowest speed).
2. Motor works in speed range 2
Pilot pressure below control start
The high pressure in A or B is guided through the corresponding non-return valves to the pilot control
piston. With pressures up to control start of the travel motors (pressure values see technical data) the
adjustable spring force F3 of the control start spring is higher than the force applied by the pressure.
The connection to control piston area A2 is interrupted. High pressure is only applied to control piston
area A1. In this case the control piston force F1 = A1 x P and holds the motor at the small swashing
angle (min. torque and high speed).
Operating pressure within the control range
With the automatic displacement control (high pressure dependent), the adjustment of the displacement
(proportional swashing angle) is accomplished automatically in dependence on the operating pressure.
The control start is pre-set by the adjustment of spring force F3. Once the operating pressure reaches
the adjusted value, pressure is also applied to control piston area A2 via the control piston.
The pressure increase spring F2 prevents the pilot control piston from opening completely. Due to the
”restrictor effect” of the slightly opened control piston, the pressure applied to A2 is lower than the
operating pressure. Only when the operating pressure reaches the control end (for value refer to the
technical data), the force of the pressure increase spring is exceeded and the pilot control piston
enables operating pressure to flow to the control piston area A2.
The two motors on one side of the machine are linked via the ports ”G”. Through these ports the
pressure in the travel circuit with the highest pressure is reported to the other motor. The motor with the
lower pressure thereby responds exactly in the same way as the motor with the higher pressure. This
installation synchronizes the motor controls of the two motors on one side of the machine.
This type of control ensures that both motors on one machine side work with almost the same
displacement / speed. This prevents the unloaded motor from changing to max. speed, if one of the
wheels is unloaded (e.g. when raising the wheels with the dozer blade).
Since the output speed of the motors is too high for direct driving of the wheels, the motor output speed
is reduced to final working speed by planetary gears.
Each wheel unit therefore consists of a hydraulic motor with a planetary gear.
The motors are directly connected to the planetary gears via splined shafts.
BC 771 RB - D 21 -
Service Training
The housings of the planetary gears also contain the multi-disc brakes. The brakes run in an oil bath
and are therefore almost wear-free. The brakes are released by charge pressure and close
automatically when the charge pressure drops below the brake releasing pressure (when shutting the
engine down, when actuating the parking brake etc.).
Note:
The brake is designed and intended as a parking and emergency brake. Unnecessary use of the
emergency stop during travel operation reduces the lifetime of the brake discs and should therefore be
avoided!
Filtration
Function and lifetime of a hydraulic system depend decisively on the cleanliness of the power
transmission medium (hydraulic oil).
For this reason it is mandatory to filter the hydraulic oil permanently while the machine is working. In
closed hydraulic circuits the full flow filtration of the charge circuit and the return flow from the individual
components has been found very beneficial.
Charge circuit filtration
Both charge circuits are fitted with one 12 µm fine filter each. The oil flows through these filters to the
individual consumers and functions.
The filters are fitted with by-pass valves. These open at a pressure differential (pressure difference
between filter inlet and filter outlet) of 3.5 bar. This pressure differential depends on the filter
contamination and the viscosity of the hydraulic oil.
Pressure differential switches on the filters report any increase of the pressure differential into the cabin.
These switches are designed for a pressure differential of 2.5 bar. The respective information will
therefore already be available before the by-pass valve opens.
Return flow filter block
As a second measure to keep the oil free of any impurities, all leaks, flushing quantities and return flows
are guided back to the tank through a central return flow filter block.
The return flow filter block contains two 80 µ filters, two dirt sensors, one pressure switch and a
temperature controlled 3/2-way valve.
All return flows pass through the primary filter, followed by a temperature controlled valve (thermostat).
This valve guides the oil flow directly back to the tank, until the operating temperature is reached. At an
oil temperature of 55 °C the valve starts to switch over and at 70 °C the total amount of oil will flow
through the hydraulic oil cooler.
If the primary filter is dirty, the oil flow is guided through the secondary filter. The oil can only pass
through this filter when the static pressure in front of the primary filter is higher than 2 bar. In this case
BC 771 RB - D 22 -
Service Training
the oil is no longer cooled. The pressure switch reports a too high static pressure in front of the primary
filter and informs the operator via a light emitting diode.
In addition to this the dirt sensor (permanent magnet) reports any metallic contamination in the oil via a
visual indicator in the cabin.
BC 771 RB - D 23 -
Service Training
Trouble shooting travel system
The following description of trouble shooting steps contains a small selection of possible faults that may
occur during the operation of the machine. This list is by no means complete, however, the description
should be of help for you to become acquainted with a systematic trouble shooting procedure.
The problems and trouble shooting steps described in this training manual are identical with the
problems and trouble shooting steps described in the operating and maintenance instructions for this
machine.
However, in this manual we have tried to describe the individual steps in more detail and to explain why
certain trouble shooting steps should be taken and why certain perparations must be made before
certain tests or inspections can be performe.
After this training course the participants should be able to apply the correct trouble shooting steps, even
if the actual problem is not described in this manual.
BC 771 RB - D 24 -
Service Training
The machine drives with the travel lever in ”NEUTRAL”
With this malfunction you should first check the power supply for the solenoids on the travel direction
valves on the travel pumps.
• Pull the plugs off the solenoids on both controls one after the other.
If the machine does now stop perform trouble shooting in the electrical system.
Fig. 15
BC 771 RB - D 25 -
Service Training
If the machine does still move check the hydraulic neutral position on the travel pumps.
• Connect the control chamber test ports X3 and X4 of one pump with a hose of size NW 10.
• Start the engine and check whether the machine continues to move.
• Perform this test on all pumps.
Fig. 16
BC 771 RB - D 26 -
Service Training
If the machine stops while testing the hydraulic neutral position, check the control unit on the
corresponding pump.
• Remove the control unit.
• Check the moveability of the control piston.
• Change a defective control unit.
• If the control unit works correct, the travel pump must be replaced or repaired.
Fig. 17
BC 771 RB - D 27 -
Service Training
If the inspection of the hydraulic neutral position is not successful you must check the mechanical
neutral position.
• Connect 600 bar pressure gauges to MA and MB.
• Start the engine and check which pump delivers oil.
• On this pump adjust the mechanical neutral position so that the pressure reading drops below 60 bar.
• Continue to adjustment procedure with 60 bar pressure gauges, until the lowest possible pressure is
reached.
If this adjustment is not successful there must be a fault inside the pump and the respective travel pump
must be replaced or repaired.
Fig. 18
BC 771 RB - D 28 -
Service Training
The machine does not drive
With this fault you should always check first whether the emergency stop switch is unlocked or not.
• Check whether the emergency stop switch has been actuated.
Note:
After operating the emergency stop switch you must first select the travel direction again or actuate the
brake.
• Unlock the emergency stop switch by turning it in clockwise direction.
Fig. 19
BC 771 RB - D 29 -
Service Training
If the emergency stop switch has not been actuated, check the electrical power supply. On new sanitary
landfill compactors the magnetic plugs are each fitted with a light emitting diode. These light up when a
voltage of 24 V is applied. Checking the voltage is therefore reduced to simply looking if the light emitting
diodes are on
• Switch the ignition on and select the desired travel direction.
• Check, whether the corresponding light emitting diode lights green.
If the diode does not light perform trouble shooting in the electrical system.
Fig. 20
BC 771 RB - D 30 -
Service Training
If the light emitting diode lights, check the magnet.
• Pull the plug off the magnet.
• Remove the adapter cable and measure the current draw.
Nominal value:
approx. 2 A
If the nominal value is not reached replace the solenoid.
Fig. 21
BC 771 RB - D 31 -
Service Training
If the current draw is correct perform a charge pressure test with the brakes applied.
• Connect a 60 bar pressure gauge to the left hand charge pressure test port.
• Start the engine and read the pressure gauge.
Nominal value:
see technical data
If the nominal value is not reached check the charge pump and determine the reason for the pressure
drop.
Fig. 22
BC 771 RB - D 32 -
Service Training
If no charge pressure is present in the left and right hand travel systems check the coupling between
engine and splitter gear.
Please proceed as follows:
• Loosen the charge pump from the travel pump and pull it off.
Attention!
Do not disconnect any hoses from the charge pump!
• Operate the starter for a moment.
Note:
The through shaft between travel pump and charge pump must rotate, as otherwise the coupling is
defective.
BC 771 RB - D 33 -
Service Training
The machine drives to one direction only or with reduced power
In this case check the electrical control first.
• Switch the ignition on and select the desired travel direction.
• Check the light emitting diode on the magnetic plug.
If the diode does not light perform trouble shooting in the electrical system.
Fig. 23
BC 771 RB - D 34 -
Service Training
If the voltage is correct, check the corresponding control solenoid.
• Pull the plug off the magnet.
• Remove the adapter cable and measure the current draw.
Nominal value:
approx. 2 A
If the nominal value is not reached replace the respective solenoid.
Fig. 24
BC 771 RB - D 35 -
Service Training
If the current draw is correct, check the high pressure relief valves. This work should be performed by
the After Sales Service of BOMAG.
• Unscrew the high pressure relief valves and interchange them.
Note:
If the fault occurs now to the opposite direction, replace the corresponding high pressure relief valve.
Fig. 25
BC 771 RB - D 36 -
Service Training
If the above mentioned measures do not lead to any success, replace the control.
• Remove the control from the pump.
• Install a new control.
If the travel direction does not change despite this measure replace or repair the travel pump.
Fig. 26
BC 771 RB - D 37 -
Service Training
Hydraulic oil overheating
If the hydraulic oil overheats you must first check the cooling system for the engine.
• Check the hydraulic oil cooler for dirt.
• Check the engine cooling fan.
• Inspect the air intake box on the cabin roof for dirt.
• Clean a dirty cooler or repair the cooling system.
Fig. 27
BC 771 RB - D 38 -
Service Training
If the cooling system is correct, check the high pressure relief valves.
• Pull the plug off the brake solenoid valve.
• Start the engine and actuate the travel lever.
• Choose speed range 1.
• Run the engine with max. speed and check the high pressure relief valves for overheating.
• Repeat this test to the opposite direction.
If the valves are overheating check and adjust the pressure setting of high pressure relief valves and
pressure override.
Fig. 28
BC 771 RB - D 39 -
Service Training
Kif no overheating can be noticed, check the thermostat in the return flow filter block.
• Run the machine up to operating temperature (hydraulic oil 55 °C).
• Check, whether the hose to the hydraulic oil cooler warms up at an hydraulic oil temperature of more
than 70 °C or becomes warmer than the direct hose from the thermostat to the tank.
• Replace a defective thermostat valve immediately.
Fig. 29
BC 771 RB - D 40 -
Service Training
The max. travel speed is not reached
In case of insufficient travel power you must first check all pressures and rotary speeds.
• Connect the pressure gauges as shown in the illustration:
600 bar pressure gauges to high pressure ports (1 to 4)
60 bar pressure gauges to control chamber test ports (7 and 8)
60 bar pressure gauges to charge pressure test ports (5 and 6)
• Start the engine and run the machine up to operating temperature (hydraulic oil temperature of
approx. 50°C).
Fig. 30
BC 771 RB - D 41 -
Service Training
• Pull the plug off the brake solenoid valve and perform the pressure test.
Nominal values:
Engine speed min. 2100 min-1
The charge pressures must not drop, values see technical data
The control chamber pressure must increase steadily
The high pressure values must increase evenly up to the setting of the pressure override
(values see technical data)
If the engine speed is not correct, perform trouble shooting on the engine.
Fig. 31
BC 771 RB - D 42 -
Service Training
If the charge pressure is correct at idle speed, check the brakes (only if the charge pressure for the left
hand pump drops below 10 bar).
• Reconnect the plug to the brake solenoid valve.
Fig. 32
BC 771 RB - D 43 -
Service Training
If the charge pressure is not reached:
• Disconnect the brake hoses from all four travel motors , one after the other.
• Close the hoses with plugs.
• Repeat the pressure test.
Note:
If the pressure is correct after disconnecting the brake hose of a certain gear box, replace the respective
gear box or have it repaired.
Fig. 33
BC 771 RB - D 44 -
Service Training
If the charge pressure is correct in test Fig. 30, check the flushing valves.
• Remove the flushing valves from the travel motors.
• Check the moveability and condition of valves and nozzles.
• Replace a defective valve immediately.
Fig. 34
BC 771 RB - D 45 -
Service Training
If the flushing valves are in good condition, check the charge pressure relief valves.
• Unscrew the charge pressure relief valves for the respective machine side, check the valves and
adjust them accordingly.
Fig. 35
BC 771 RB - D 46 -
Service Training
If the charge pressure is not reached or if the charge pressure measured in Fig. 33 drops under load,
check the charge pump.
• Close the outlet of the respective pump with a 200 bar pressure relief valve.
• Connect a 600 bar pressure gauge to the valve.
Caution!
During the following test the engine must not be started.
• Crank the engine with the starter (pull the plug off the engine shut-down solenoid).
Nominal value:
200 bar
If the nominal pressure is not reached replace the charge pump.
Fig. 36
BC 771 RB - D 47 -
Service Training
If the charge pressure is reached, check the components in the travel circuit individually.
• Disconnect the high pressure hoses from one pump.
• Close the pump ports with plugs.
• Check the other pump in the same way
If the charge pressure is correct, replace or repair the corresponding travel motor.
If the charge pressure is not correct, replace or repair the corresponding travel pump.
Fig. 37
BC 771 RB - D 48 -
Service Training
If the charge pressure measured in Fig. 33 does not drop under load, but the control chamber pressure
is not correct, check and adjust the DA-control valve.
• Unscrew and check the DA-control valve, replace it if necessary.
• Adjust the DA-control valve.
Nominal value:
(see technical data)
at ”engine speed control start”-1 the high pressure must be 50 bar
at ”engine speed control start”-1 the high pressure must be 390 bar
The control chamber pressure must increase evenly.
Fig. 38
BC 771 RB - D 49 -
Service Training
If the control chamber pressure is not correct, check the pressure override.
• Turn the adjustment screw completely in (block).
Attention!
This test must not exceed3 seconds, as otherwise the pressure will be relieved via the high
pressure relief valves.
If the control chamber pressure is not reached, replace or repair the travel pump.
If the control chamber pressure is correct and the high pressure value is also reached, there must be a
mechanical fault on the travel motors or there is a lack of engine power.
Fig. 39
BC 771 RB - D 50 -
Service Training
If the high pressure is not reached, check the components in the travel circuit individually.
• Disconnect the high pressure hoses from one pump.
• Close the pump ports with plugs.
• Perform this test also on the other pump.
If the high pressure is not reached, replace or repair the respective pump.
If the high pressure is reached, replace or repair the respective travel motor.
Fig. 40
BC 771 RB - D 51 -
Service Training
Working hydraulics
The working hydraulics on the sanitary landfill compactors BC 571/671/771 RB cover the hydraulic
systems for steering and dozer blade or bucket control (option for dozer blade version).
A swash plate operated axial piston pump supplies both systems with pressure oil.
A priority valve makes sure that the steering system is supplied with oil under every possible operating
condition. This ensures that the steering is always fully functional, under every possible condition.
The working hydraulics consists mainly of the axial piston pump, the priority valve, the control valve
block for dozer blade and steering, the steering and dozer blade cylinders and the control
potentiometers for steering and dozer blade control.
The movement of the dozer blade is controlled via a joystick beside the driver’s seat. The control is
extremely light moving and sensitive.
When moving the control lever forward over a notched position, the dozer blade can be held in floating
position. In this operating mode the dozer blade can be used to level the landfill site surface while driving
in reverse.
On the bucket version of the sanitary landfill compactors BC 571/671/771 the steering control and
actuation follows the principle of the dozer blade control. The electronic steering unit under the steering
wheel or the steering joystick (option) triggers the potentiometer on the steering valve block.
BC 771 RB -E1-
Service Training
Steering and working pump
The pump for the working hydraulics is a swash plate controlled axial piston pump with variable
displacement. However, the pump delivers oil only to one direction, i.e. the swash plate moves out of
neutral position only to one direction. It is therefore particularly suitable for the use in open hydraulic
circuits.
to bucket control and steering

230 bar
Load signal from LS
steering and
bucket X
L S
to hydraulic oil tank from hydraulic oil tank
Fig. 1 Hydraulic diagram of steering and working pump
1 Working pump
2 Flow control valve
3 Pressure control valve
4 Reversing piston
5 Control piston
BC 771 RB -E2-
Service Training
When the engine is not running the swash plate is in max. displacement position, however, when
starting the engine the swash plate will move immediately back towards zero, until the stand-by pressure
adjusted on valve 2 (Fig. 1) is reached.
As long as the steering system or the bucket hydraulics do not require any oil, the pump maintains the
so-called ”stand-by pressure” (values see technical data). Due to the flow control in the working
hydraulics the engine has to supply power only when it is actually needed.
Working principle
When looking at the working hydraulics, for better understanding one must always consider two different
operating conditions:
1. Engine not running
2. Engine running
When the engine is not running the swash plate in the steering and working pump is at maximum
displacement position. The spring of the smaller control piston in the pump holds the swash plate in this
position.
At the same time the valve spool in the priority valve is in a position in which it only permits oil flow to
the steering valve block. The passage to the working hydraulics (dozer blade hydraulics) is interrupted.
When starting the engine pressure builds up between the outlet on the steering and working pump and
the inlet ”P” on the steering valve block. This pressure increase is possible, because the 7/4-way valve
in the steering valve block is closed in non-actuated condition.
The now increasing pressure moves the flow control valve spool on the pump and opens a connection
between the pump flow and the bigger control piston (reversing piston) for the pump swash plate.
Since the effective area of this piston is much bigger than the area of the counter piston, the increasing
pressure moves the swash plate towards zero (despite the spring force supporting the counter piston).
The setting of the flow control valve ensures a so-called ”stand-by pressure” in the system.
This pressure is guided to the back of the priority valve. This moves the spool inside the priority valve
to middle position and opens the flow passage to the dozer blade hydraulics.
BC 771 RB -E3-
Service Training
Steering
While the engine is running the steering-PVG is supplied with pressure oil from the steering and working
pump via the priority valve.
A M8 B M9
LS
T M31 P
Tank return flow
Load signal from
M29 M30 dozer blade hydraulics
Load signal to steering/
working pump Oil supply
CF EF LS
dozer blade hydraulics
from steering/working pump P T
Fig. 2 Hydraulic diagram steering system
BC 771 RB -E4-
Service Training
As long as the steering wheel is not operated pressure is applied to the closed 7/3-way valve and the
load signal for the steering control is relieved to the tank through the same valve. The pilot controlled
290 bar pressure relief valve is in this situation without function, because the adjustment of the working
pump limits the system pressure to a lower value (see technical data).
The pilot pressure of the electro-hydraulic control on the way valve is reduced to 12 bar by a pressure
reducing valve. This circuit is additionally protected by a 25 bar pressure relief valve.
When actuating the 7/3-way valve, e.g. in direction ”steering left”, hydraulic oil flows through outlet ”B”
to the piston side of the right hand cylinder and to the piston rod side of the left hand cylinder. At the
same time the load signal line is connected with the pressure line. The load signal is applied to the flow
control valve on the pump via the shuttle valve and the pump responds.
The pressure control valve on the working pump limits the high pressure in the working hydraulics.
(values see technical data). If the system pressure increases up to the adjusted value because of
steering or dozer blade operation, this pressure will move the spool inside the pressure control valve.
This guides high pressure on the piston area of the reversing piston inside the pump and the swash plate
is thereby moved towards zero position.
If the pressure drops below the adjusted value, the spring is able to close the pressure control valve and
the pump returns to the previous displacement.
Two shock valves (280 bar) with integrated anti-cavitation valves protect the system against sudden
pressure peaks, which may be introduced by driving with the front wheels against any obstructions.
Steering control
The steering movements are controlled by means of the electric steering unit under the steering wheel
or the optionally available ”steering joystick” in the left hand armrest of the driver’s seat.
The control commands from the steering wheel always have priority over the commands from the
steering joystick. With these control elements the 7/3-way valve for the steering hydraulics is electrically
proportionally controlled via a potentiometer.
The steering speed is proportional to the turning angle of the steering wheel or the displacement of the
steering joystick.
Due to the proportional control via a potentiometer the opening cross-sections in the 7/3-way valve in
the two positions ”left” and ”right” change very sensitively and in accordance with the displacement of
the steering wheel / joystick. This enables very sensitive steering of the machine.
The return line is fitted with a valve block containing three non-return valves. The oil flowing back from
steering valve block and dozer blade valve block is pre-tensioned to 4.5 bar, so that a the dozer blade
cylinder is able to utilize the oil in the return flow.
BC 771 RB -E5-
Service Training
Priority valve
The priority valve is a control valve, which never switches fully between two end positions. When the
engine is running and the steering or the dozer blade is operated, the spool of the valve is always in a
position, that cannot be clearly defined.
When the engine is shut down the valve is in position ”steering only”.
When starting the engine, the ”stand-by pressure” (value see technical data) moves the valve spool
against the spring forces, thereby opening connections to both consumers.
Load-Sensing
If the working hydraulics (steering and dozer blade control) does not demand any power, the load signal
(load sensing line ”LS”) for both consumers is dumped into the tank, in this case the load signal is 0 bar.
If one of the consumers requires hydraulic oil, the actuation of the steering or bucket hydraulics will
generate a load signal.
Example steering:
In neutral position the steering valve is ”closed”, i.e. there is no connection between the valve inlet ”P”
and one of the outlets ”A” or ”B” to the steering cylinders. The load signal line is directly connected with
the tank return line.
When operating the steering wheel the valve inlet port ”P” is connected with one of the outlets ”A” or ”B”
and with the load sensing line ”LS”.
The pressure, which is now increasing because of the load resistance, is applied to the back of the flow
control valve on the steering and working pump through the ”LS”-line. The spool in the flow control valve
moves and interrupts the oil flow to the reversing piston for the swash plate.
The spring loaded counter piston actuates the swash plate and the pump delivers oil to the steering
system.
When stopping the steering wheel movement after this steering operation, the 7/3-way valve in the
steering valve block will automatically return to neutral position. The connection between valve inlet port
”P” and the valve outlets ”A” or ”B” and the load signal line ”LS” is interrupted again. The valve spool
connects the load signal line ”LS” with the return flow to the tank, the pump returns immediately towards
zero and the pressure drops to the stand-by pressure value.
A pressure relief valve (210 bar) in the ”LS”-line for the steering system protects the steering system
against overloads.
BC 771 RB -E6-
Service Training
The dozer blade control works according to the same principle. Also in this system the actuation of the
dozer blade hydraulics generates a load signal to the flow control valve on the steering and working
pump, which causes the pump to change to the appropriate displacement for the required oil quantity.
Both load signals meet in a shuttle valve. The higher signal will be transmitted to the pump.
BC 771 RB -E7-
Service Training
Dozer blade operation
While the engine is running the dozer blade hydraulics is supplied with pressure oil from the steering
and working pump via the priority valve.
A B
250
250
25
12
Load signal 250
to pump
x
LS LX
Oil supply
from priority T P
valve
HT LX T
0,3
4,5 4,5
T T
Fig. 3 Hydraulic diagram dozer blade control
BC 771 RB -E8-
Service Training
As long as the dozer blade is not operated pressure is applied to the closed 7/4-way valve and the load
signal for the dozer blade control is relieved to the tank through the same valve. The pilot controlled 250
bar pressure relief valve is in this situation without function, because the adjustment of the working pump
limits the system pressure to a lower value (see technical data).
The pilot pressure of the electro-hydraulic control on the way valve is reduced to 12 bar by a pressure
reducing valve. This circuit is additionally protected by a 25 bar pressure relief valve.
When operating the 7/4-way valve hydraulic oil will flow to the piston side or the piston rod side of the
dozer blade cylinder, depending on the actuation of the valve. At the same time the load signal line is
connected with the pressure line. The load signal is applied to the flow control valve on the pump via the
shuttle valve and the pump responds.
The pressure control valve on the working pump limits the high pressure in the working hydraulics.
(values see technical data). If the system pressure increases up to the adjusted value because of dozer
blade operation, this pressure will move the spool inside the pressure control valve. This guides high
pressure on the piston area of the reversing piston inside the pump and the swash plate is thereby
moved towards zero position.
If the pressure drops below the adjusted value, the spring is able to close the pressure control valve and
the pump returns to the previous displacement.
Two shock valves (250 bar) with integrated anti-cavitation valves protect the system against sudden
pressure peaks, which may be introduced by the dozer blade hitting against any obstructions.
Dozer blade control
The dozer blade movements (up, down and float position) are controlled by means of a ”joystick” on the
right hand side of the driver’s seat.
With this joystick the 7/4-way valve for the dozer blade hydraulics is electrically proportionally controlled.
When operating the ”joystick” forward, the 7/4-way valve is moved to position ”dozer blade down”. Oil
flows from the working pump to the piston side of the lifting cylinder and the blade moves down.
The lowering speed is proportional to the displacement of the joystick.
When pushing the joystick further forward over a noticeable detent, the 7/4-way valve will change to
”floating position”. This position is particularly suitable for levelling the landfill site surface during reverse
travel.
If the joystick is pulled back the valve is switched to position ”up”. Oil flows from the working pump to
the piston rod sides of the lifting cylinders and the dozer blade moves up.
The lifting speed is proportional to the displacement of the joystick.
BC 771 RB -E9-
Service Training
Due to the proportional control via a potentiometer the opening cross-sections in the 4/4-way valve in
the two positions ”up” and ”down” change very sensitively and in accordance with the displacement of
the joystick. This enables very sensitive operation of the dozer blade.
The return line is fitted with a valve block containing three non-return valves. The oil flowing back from
steering valve block and dozer blade valve block is pre-tensioned to 4.5 bar, so that the dozer blade
cylinder is able to utilize the oil in the return flow.
This protects the cylinder against cavitation, which could be caused by abrupt lowering of the dozer
blade.
BC 771 RB - E 10 -
Service Training
Trouble shooting working hydraulics
The following description of trouble shooting steps contains a small selection of possible faults that may
occur during the operation of the machine. This list is by no means complete, however, the description
should be of help for you to become acquainted with a systematic trouble shooting procedure.
The problems and trouble shooting steps described in this training manual are identical with the
problems and trouble shooting steps described in the operating and maintenance instructions for this
machine.
However, in this manual we have tried to describe the individual steps in more detail and to explain why
certain trouble shooting steps should be taken and why certain perparations must be made before
certain tests or inspections can be performe.
After this training course the participants should be able to apply the correct trouble shooting steps, even
if the actual problem is not described in this manual.
BC 771 RB - E 11 -
Service Training
Poor steering, steering not possible
Check dozer blade
fundtion
no
Check EHF-module see chapter
OK? elecctric system, steering and blade
Check steering
yes pressure at
no yes
perform trouble- working hydraulics
shooting in OK? pump, (Fig 1)
electric system
Check steering
pressure at steering- yes
PVG (Fig 2) OK?
no
Check / change ja
steering cylinders Check LS-signal at
OK? working hyd.
and center joint
pump, (Fig 3)
nein LS-Signal <

working hydr.
Check pressure relief pump pressure
valve at priority valvel , – 30 bar
(Fig 5) OK?
LS-Signal
app. work. hyd.
no pump pressure –
Clean / change
OK? 30 bar
PRV
Check pressure
yes regulators at work.
hyd. pump (Fig 6)
Check LS-signal at work. hyd.
pump (Fig 3) and before two-
Check voltages at way-valve (Fig 4)
steering-PVG, see
chapter electric,
no
steering and blade both pressures OK?
functions. two low, but at OK?
the same level
Clean / change
valve yes
no
unequal Change / repair
OK? pressures at working hydraulics
the mea- pump
yes suring points
Change / repair Perform Clean / change

steering-PVG troubleshooting in two-way-valve
electric system
BC 571 / 671 / 771 RB

Service Training
No dozer blade function, poor dozer blade movement
Check steering
function
Check EHF-module, see

no chapter electric, steering
OK? and blade functions
yes
yes
Check LED /
voltages at OK? Check blade pressure at
steering-PVG, see work. hyd. pump, Fig 1
chapter electric,
steering and blade
functions
no yes
OK?
no Perform trouble no
OK? shooting in electric
system
Checlk LS-signal
at work. hyd.
yes pump, Fig 3
LS-Signal <
working hydr.
Check LS-signal at work. pump pressure –
hyd. pump (Fig 3) and 30 bar OK?
before two-way-valve (Fig
4) LS-Signal app.
work. hyd.
pump pressure
– 30 bar
both pressures two
low, but at the same Check pressure
Change / repair two- regulators at work.
way valve level
OK? hyd. pump (Fig 6)
no
OK?
unequal pressures at
the mea-suring points
Clean / change
valve yes
Change/repair Change / repair

blade-PVG working hydraulics
pump
BC 571 / 671 / 771 RB

Service Training
Checking the working pump
• Connect a 600 bar pressure gauge to the high pressure test port.
• Connect an additional 600 bar pressure gauge to the pressure test port ”X” on the pump (LS-
pressure) (see Fig. 3).
• Start the diesel engine and actuate the steering to an end stop or lift the dozer blade and hold it
against the stop
• Read the pressure gauges without and with actuated steering / dozer blade.
• Check the stand-by pressure again with a 60 bar pressure gauge. Do not operate the steering or
dozer blade!
Nominal values:
see technical data
steering pressure
dozer blade pressure
stand-by pressure (= pump pressure – LS-pressure = 30 +/- 2bar; value in technical data is
absolute pressure on high pressure test port)
Fig. 4
BC 771 RB - E 12 -
Service Training
Checking the steering pressures on the steering PVG
• Connect 600 bar pressure gauges to the 3 pressure test ports
• Start the diesel engine and turn the steering wheel against an end stop
• Read the pressure gauges
• Release the steering wheel and read the stand-by pressure
Nominal values:
high pressure: max. steering pressure
stand-by pressure on P: stand-by pressure as on working pump
B: steering to left
P: from priority valve

A: steering to right
Fig. 5
BC 771 RB - E 13 -
Service Training
Checking the load signal to the working pump
• Connect a 600 bar pressure gauge to pressure test port X on the pump.
• Connect an additional 600 bar pressure gauge to the high pressure test port on the pump (see Fig. 1).
• Operate the steering or the bucket while the engine is running and read the pressure gauge.
Nominal values:
see technical data
Steering: Depending on the load the pressure must increase up to max. steering pressure.
Dozer blade: Depending on the load the pressure must increase up to max. dozer blade
pressure.
Fig. 6
BC 771 RB - E 14 -
Service Training
Checking the load signal in front of the shuttle valve
• Connect 600 bar pressure gauges to the 2 pressure test ports
• Start the engine and turn the steering wheel or operate the dozer blade.
• Read the pressure gauges
Nominal values:
Steering: Depending on the load the pressure must increase up to max. steering pressure.
Dozer blade: Depending on the load the pressure must increase up to max. dozer blade
pressure.
LS-signal from dozer blade PVG
LS-signal to
working pump
LS-signal from steering PVG
Fig. 7
BC 771 RB - E 15 -
Service Training
Checking / adjusting the pressure relief valve in the priority valve
• Unscrew the valve insert from the priority valve, dismantle the valve insert and count the adjustment
(number of thread revolutions)
• Clean the valve insert, reassemble with the previous setting and reinstall in the priority valve.
• Start the engine, hold the steering at the end stop and adjust the pressure relief valve.
Nominal value: max. steering pressure (see technical data)
Fig. 8
BC 771 RB - E 16 -
Service Training
Electric system BC 771 RB
General
For trouble shooting in the electrical system of the machine you need the appropriate wiring diagram for
the machine.
The wiring diagrams in these documents are only excerpts from the general wiring diagrams and
represent only certain electric circuits, which need to be explained. They are only an additional aid for
the training session and do not replace the valid general wiring diagram.
All important machine functions, such as
• starting, monitoring and stopping of the engine,

• driving of the machine,
• speed regulation of the diesel engine,
• opening and closing of the parking brake while the engine is running,
• steering, dozer blade, air conditioning etc.
are electrically controlled and monitored.
For this purpose the electrical system is equipped with the following modules:
• two monitoring boards (A15) which indicate operating faults by means of light emitting diodes,
• a control circuit (A31) for the air conditioning control,
• a generator module (A23) for the adaptation to various generators,
• two time delay modules (K37) for travel and brake control,
• a Cummins-CENTRY computer unit on the fuel pump,
• and a printed circuit board (A38) to control he working hydraulics (dozer blade).
Attention!
The sanitary landfill compactors of series BC 771 are equipped with a 24-V electric system,
similar to their predecessor, the BC 670.
Advantages:
• smaller cable cross-sections possible,

• more powerful engines with smaller dimensions
As a measure to achieve a higher loading capacity, several fuses are partly connected in parallel mode.
This is not directly noticeable in the wiring diagram, but is mentioned in the corresponding equipment
list.
BC 671 RB - Cummins -F1-

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

31 Vehicle ground, battery minus, via battery disconnect switch S30
15/54 is supplied when the ignition is switched on, via terminal 15/54 on ignition
switch S00 and potential 30
K11 corresponds with potential ”15" via K11
- K11 control current via 15/54
- K11 working current via 30
How to proceed in case of an electric problem
Do not become confused by the high number and variety of electric cables, current can only flow in a
closed circuit. Perform trouble shooting in a systematic way. First become acquainted with the function
of the respective electric circuit. Use the wiring diagram or one of the following descriptions.
The wiring diagrams show all relays in dead condition and all switches in off position.

Service Training
Junction box X2 (Rose box)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Fig. 1 Terminal designation X2 (Rose-Box)
The junction box (X2) is located at the rear right hand side on the engine compartment door. It serves
as distributor for the following functions
• Solenoid valves for forward and reverse travel,

• Solenoid valve for brake
• Solenoid valve for steering
• Solenoid valve for dozer blade
• Solenoid valve, tipping of bucket (option)
• Pressure switch for brake
• Solenoid valve for speed ranges 1 + 2
• Differential pressure switch for hydraulic oil filter
• Warning buzzer for reverse travel
• Rear working light

Service Training
Legend to junction box X2
X2:1 Connection between terminal (X1:71) and solenoid valves (Y16) for travel direction
forward
X2:2 Connection between terminal (X1:72) and solenoid valves (Y17) for travel direction
reverse
X2:3 Connection between terminal (X1:73) and solenoid valve (Y04) for brake
X2:4 Connection between terminal (X1:74) and solenoid valve (Y05) for brake
X2:5 Connection between terminal (X1:75) and solenoid valve (Y03) for speed range
selection
X2:6 Connection between terminal (X1:76) and pressure switch (B22) for pressure
differential front hydraulic oil filter
X2:7 Connection between terminal (X1:89) and pressure switch (B21) for pressure
differential rear hydraulic oil filter
X2:8 Connection between terminal (X1:77) and the rear working head lights (E27 and E28)
X2:9 Connection between terminal (X1:239) and supply input solenoid valve (Y64) for
steering (PVG)
X2:10 Connection between terminal (X1:240) and signal input solenoid valve (Y64) for
steering (PVG)
dozer blade (PVG)
X2:12 Connection between terminal (X1:242) and signal input solenoid valve (Y63) for dozer
blade (PVG)
X2:13 Connection between terminal (X1:238) and signal input solenoid valve (Y101) for
tipping of bucket (PVG), option
tipping of bucket (PVG), option
X2:15 - X2:18 Reserve for options
X2:19 Ground supply for (B21, B22), (B05), (E27, E28), (Y03, Y16, Y17, Y63, Y64, Y101),
(H14)

Service Training
Power supply (sheet 002)
Fig. 2
Service Training
Battery
When the engine is not running the electric system of the machine is supplied by two rechargeable and
service friendly 12 V / 180 Ah lead batteries.
Both batteries are connected in series and provide a vehicle voltage of 24 Volt.
The minus pole of one battery G01 (2:12) is connected to vehicle ground (potential 31) via battery
disconnecting switch S30 (2:12).
The plus pole of the second battery G01 (2:12) is connected with potential 30 via main fuse F00 (2:10).
The load-dump-module V 24 (2:9), which is connected parallel to the batteries, compensates possible
voltage peaks and protects the electric system and particularly sensitive electronic components against
damage.
Note:
The potentials 30, 31 and B+ are always directly connected with the battery. The current can only be
interrupted by disconnecting or discharging the battery, by blowing fuse F00 or by disconnecting
potential 13 by means of the battery disconnecting switch.
Sockets and cigarette lighter
Both sockets XS (2:6) and XS (2:7) are directly supplied with 24 Volt from potential 30 via fuse F05 (2:6).
The cigarette lighter is also supplied with 24 Volt from potential 30 via fuse F89. The light system E21
(2:3) works only when the ignition is switched on.
Generator
When the engine is running, a 28 V / 50 A generator G02 (2:15) supplies the vehicle electrics via
terminals B+ (to potential 30) and B- (to potential 31) with three-phase current of 24V.
The Cummins-generator has no D+ terminal. Terminal W / R is in this case connected with the D+
terminal on the generator module via X17-1:3, X18-1:2 and X1:92. X1:92 and X1:92 are bridged. The
engine rpm-meter receives its engine speed pulse (W) via this bridge.

Service Training
Generator module
The D+- signal is passed on to the generator module A 23 (2:18). This module is able to process the
signals from different generators which are used in different engine concepts. It evaluates the signals
and adjusts them to a common level. Surge protection and load-dump protection are integrated. It also
amplifies the D+ signal and has a self-exciting function for the generator (generator starts to load). The
module is supplied with voltage via the ignition system (15/54). The amplified signal MD+ is used to
trigger
• the operating hour meter,
• the monitoring board and
• relay K62 (2:19) (power supply for air conditioning unit)

Service Training
Starting (sheet 003)
Fig. 3
Service Training
Plug X7
The plugs X7 and X8 are located on the right hand side of the cabin (open outside flap) in travel direction
in front of the heat exchanger.
X7:1
X7:2
X7:5
X7:5 X7:3
X7:6
X7:9
X7:4 X7:4
X7:8
to the cockpit
to junction box X7:7
Fig. 4 Plug assignment plug EUROIT (instruments X7)
X7:1 empty/blind
X7:2 Connection between plus terminal on operating hour meter (P00) and X1:42
X7:3 Connection between signal terminal fuel level gauge (P01) and X1:43
X7:4 Connection between signal terminal coolant temperature gauge (P02) and X1:44
X7:5 Connection between signal terminal hydraulic oil temperature gauge (P14) and X1:45
X7:6 Connection between ground for P00, P01, P02, P03, P14, E01, E02, E03, E22 and X1:46
X7:7 Connection between plus terminal P00, P01, P02, P03, P14 and X1:47
X7:8 Connection between plus terminal E01 (lighting of fuel level gauge), E02 (lighting coolant
temperature), E03 (lighting of rpm-meter) and E22 (lighting of hydraulic oil
temperature) to X1:55
X7:9 Connection between signal terminal rpm-meter and X1:56

Service Training
Plug X8
top plug
bottom plug
Fig. 5 Plug assigmnment plug EUROIT (ignition switch) X8
X8:1 Connection between terminal 15/54 on ignition switch (S00) and X1:59
X8:7 Connection between terminal 50a on ignition switch (S00) and X1:60
X8:8 Connection between push button for warning horn (S03:23) and X1:57
X8:10 Connection between terminal 30 on ignition switch (S00) and X1:61
Rest not used/blind
BC 671 RB - Cummins - F 10 -
Service Training
Engine plugs X17 and X18
The engine plugs X17 (engine side, i.e. cables lead to engine) and X18 (machine side, i.e. cables lead
to electric junction box) are located on the left hand side of the machine, near the bottom left hand
radiator corner. They consist of 2 individual plugs (X17-1 / X18-1 (top plug) and X17-2 / X18-2 (bottom
plug)) each. Plugs X17 and X18 are mounted to a common connecting part.
X17-1:8 X17-1:7 X17-1:6 X17-1:5
X17-1:4 X17-1:3 X17-1:2 X17-1:1
X17-2:8 X17-2:7 X17-2:6 X17-2:5
X17-2:4 X17-2:3 X17-2:2 X17-2:1
Fig. 6 Plug assignment engine plug (engine side) X17 Cummins-engines (view cable side)
X17-1:1 Connection between coolant temperature sensor (B53) and X18-1:4

X17-1:2 empty
X17-1:3 Connection between W/R (generator, G02) and X18-1:2
X17-1:4 empty
X17-1:5 Connection between coolant temperature switch (B53) and X18-1:8
X17-1:6 Connection between engine solenoid (Y58 or Y13) and X18-1:7
X17-1:7 spare cable
X17-1:8 Connection between engine oil pressure switch (B06) and X18-1:5
X17-2:1 empty
X17-2:2 empty
X17-2:3 Connection between magnetic clutch for air conditioning (Y15) and 18-2:2
X17-2:4 Connection between KI 50 starter (M01) and X18-2:1
X17-2:5 empty
X17-2:6 empty
X17-2:7 empty
X17-2:8 Connection between temperature switch of torque reduction (B95, only BC771) / spare
cable
Service Training
X18-1:8 X18-1:7 X18-1:6 X18-1:5
X18-1:4 X18-1:3 X18-1:2 X18-1:1
X18-2:8 X18-2:7 X18-2:6 X18-2:5
X18-2:4 X18-2:3 X18-2:2 X18-2:1
Fig. 7 Plug assignment engine plug (machine side) X18 Cummins-engines (view cable side)
X18-1:1 Connection between X17-1:4 and X1:91 (spare cable)

X18-1:2 Connection between X17-1:3 and X1:92
X18-1:7 Connection between X17-1:6 and X1:93 / X1:94

X18-2:6 empty
Service Training
Starter
The engine is started by means of a 24 V / 6.6 kW starter motor.
The starter M01 (3:2) is permanently supplied with current via potentials 30 and 31 (battery). Potential
50 is used to trigger the starter solenoid switch. To control the starting process, e.g. starting only with
travel lever in ”0"-position, potential 50 is only controlled via relay (K05).
Ignition switch (S00) in position ”0" (ignition off)
The ignition switch (S00/3:10) is permanently supplied with current from potential 30 via fuse F13 (3:10).
The contacts 50a and 15/54 are open or the respective potentials are dead.
Ignition switch (S00) in position ”1" (ignition on) with the engine not running
The following potentials are supplied with current via contact 15/54 of the ignition switch S00 (3:10):
• Potential 15/54 directly
• Potential K11 the coil of relay K11 (3:14) is excited, the contact of K11 (3:18) closes and provides
a connection to battery current (potential 30).
Ignition switch (S00) in position ”2" (starting)
In this position current flows from terminal 50a on ignition switch (S00) via terminals X 8:7 and X1:60 to
the contact of relay K05 (3:2)
If the travel lever is in ”0"-position, contact K05 is closed and current continues to flow via terminal X1:90,
terminals X18-2:1 and X17-2:4 to the starter solenoid switch.
Furthermore the following functions are switched via 50a:
• Pulse to the monitoring board (sheet 5:13),
The pulse applied to terminal X1:203 on the monitoring board during starting has the effect that warning
buzzer and engine shut-down caused by too low engine oil pressure are out of function for a short while.
The monitoring board applies voltage to the coil of relay K22.
This closes contact K22 (3:18) immediately and the engine solenoid Y13 is energized. The engine
starts.
Service Training
Cold starting system
BC 571 / 671 with Cummins-engine are equipped with an “ether starting system”.
At temperatures of approx. -5 °C and lower ether is needed as a starting aid. In this case the push button
S58 must be pressed once and released again during the starting process. Only when releasing the
push button the engine will be supplied with a defined quantity of ether as starting aid.
Shutting the engine down
Ignition switch (S00) is in position ”0". The connection between potential 50 and potential 15/54 is
interrupted.
The coil of relays (K11) and (K22) are no longer supplied with current. The contacts of these relays
open.
Potential K11 is deenergized and engine solenoid (Y13) drops off. The engine will stop.
Service Training
Engine speed control MTA11 C370 Cummins (sheet 004)
Fig. 8
Service Training
Fig. 9
Service Training
The electronic engine speed control CENTRY is supplied with voltage by relay K22 (sheet 5:11) via F84
(4:17) and terminal X5:G on the engine (Pin 22 and 23, 4:10), together with the supply for the fuel shut-
off valve Y58 (4:17). The motor control A48 (4:5) is additionally protected by two 5A fuses F95 (4:15).
The electronic throttle pedal S119 (4:10) supplies the nominal value for the respective engine speed.
For this purpose it is supplied with 5V from the engine control (Pin 13) via terminals X6:E and X10:3
(4:10).
The corresponding ground connection is provided by the engine control (Pin 27) via a 5A fuse F95 (4:11)
(on the engine wiring harness), the engine plugs X6:B and X10:3 to the throttle pedal.
The potentiometer reports the signal voltage related to the required engine speed back to the engine
control (Pin 19) via the terminals X10:2 and X6:D.
In addition the engine control receives information via X10:6 and X6:A or X10:5 and X6:C whether the
pedal is in idle speed position (X10:6) or not. The related ground connection is X10:4.
The actual engine speed value is sensed twice by the engine speed sensor (ESS) B94 (4:5):
• Primary signal: Pin 4 and Pin 17 (ground)

• Secondary signal: Pin 24 and Pin 18 (ground)
These signal lines have a plug connection each before the engine speed sensor, which is not shown in
the wiring diagram.
If the actual value corresponds with the nominal value, the engine control will not change the signal to
the fuel control valve Y106 (4:8). If the values do not correspond the signal from the fuel line sensor
(RPS) B93 (4:11) determines which change in fuel pressure is required to achieve the required nominal
engine speed. The engine control sends corresponding voltage pulses to the electric control motor on
the fuel control valve, in order to adjust the fuel line pressure with the rotary control piston.
The EFC is supplied by Pin 21 (+) and Pin 10 (-) of the engine control. The line pressure sensor (B93)
is supplied with 5V direct voltage from the engine control via Pin 11.
The ground connection, which is protected by fuse F95, is provided by Pin 27.
The voltage signal proportional the line pressure is reported back to Pin 14.
If the coolant temperature exceeds 103 °C, switch B95 (4:2) will switch. This connects the coil of relay
K30 (4:2) with the vehicle ground and the coil is energized. The contact of K30 (4:8) will open; the ground
connection to Pin 15 of the engine control is interrupted. In this case the engine control will reduce the
engine torque via the EFC to 80%.
The control light “fault diagnostics” H04 (4:17) lights whenever the engine control detects a fault (for
more details refer to the chapter “engine”); current will then flow from Pin 03 on the engine control via
the CENTRY-plug X5:F and X1:124 (4:16) to the control light. The control light will also light when
pressing the push button “fault diagnostics”.
Current will then flow directly from the CENTRY-supply X1:20A (4:17) to the control light.
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In this case current will also flow to Pin 03 (4:10) on the engine control, which will then display available
fault codes, if the ignition is switched on and the engine is not running (see chapter ”engine”).
A fault diagnose can also be performed by connecting a special Cummins fault reader to the diagnostic
socket X9 on the engine (4:4).
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Indicators, monitoring (sheet 005)
Fig. 10
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The cabin is equipped with the following gauges:
• RPM-meter P03
• Coolant temperature gauge P14
• Hydraulic oil temperature gauge P02
• Fuel level gauge (filling level in fuel tank) P01
These gauges are supplied with ignition current (K11) via X1:18E (5:11), F24 (5:11); X1:18A (5:11),
X1:55 (5:5) and X7:8 (5:5). Each gauge has its own illumination, which is also switched by ignition
current and via X1:47 (5:5) and X7:7 (5:5). To ensure a correct function all gauges are obviously
connected to vehicle ground.
Engine PRM-meter
The generator sends a rotary speed pulse from its terminal W. The faster the engine/generator turns,
the higher the frequency. The RPM-meter picks up this frequency and converts it into an RPM-value.
Attention!
Due to the slippage in the belt drive of the generator and the tolerance of the gauge of approx.
+/- 100 min-1, the RPM-meter is not suitable for adjustment work on engine or hydraulic system!
These adjustments must be made using a proper workshop RPM-meter!
Operating hour meter
The electric power (MD+) for the operating hour meter is supplied via X1:42 and X7:2.
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Monitoring board A15
The most important machine functions are monitored by the printed circuit boards A15 (monitoring
module). The inputs and outputs are directly wired inside the electric junction box, i.e. there are no
additional plugs on the circuit boards.
The monitoring modules have the following duties:
1. to inform the driver by means of indicator lights (LED) in case of:
• LED 4 the cabin dehumidifier is switched on,
• LED 10 the parking brake is applied,
• LED 16 the travel lever is in ”0”-position,
• LED 17 speed range 1 is selected,
• LED 18 speed range 2 is selected,
• LED 11 or the central lubrication system is in operation or faulty

(for more details refer to chapter G)
2. to trigger the warning lights (LED) in case that:
• LED 12 the front charge circuit filter is dirty and the flow resistance is too high
• LED 13 the rear charge circuit filter is dirty and the flow resistance is too high
• LED 20 the hydraulic oil level has dropped down to a certain level (1st warning)
• LED 5 the engine air filter is dirty,
• LED 9 the contamination sensor in the hydraulic system indicates dirt in the system,
• LED 2 the generator is defective and the batteries are not being charged,
• LED 8 or the fresh air ventilator in the cabin does not work (in preparation),
3. to trigger the warning lights (LED) and the warning buzzer in case that:
• LED 15 the return flow filter is dirty,
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4. to trigger the warning lights (LED), the warning buzzer and the engine shut-down in case that:
• LED 3 the oil pressure in the engine is too low (engine shut down after 20 seconds)
• LED 19 the hydraulic oillevel has dropped to a minimum (engine shut down after 20 seconds)
• LED 18 the coolant level is too low (engine shut down after 20 seconds)
• LED 6 the coolant temperature is too high (engine shut down after 2 minutes)
• LED 11 or the hydraulic oil temperature is too high (engine shut down after 2 minutes)
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Brake, emergency stop and travel speed range selection (sheet 006)
Fig. 11
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The parking brakes are spring loaded multi-disc brakes in the final drives for the compactor wheels. The
brake is hydraulically released by charge pressure. When shutting the engine down or when operating
the emergency stop switch, the brake will close automatically.
Brake pedal not operated
If the hand/foot brake is not operated hand brake switch S04 (6:2) and foot brake switch S49 (6:2) are
closed and the coil of relay K48 (6:2) is supplied with voltage. Current can now flow from potential K11
via the now closed contacts of relay K48 (6:6) into the S-inlet on the timer relay for the brake K37 (6:7).
If the emergency stop (S01) has not been operated, current will flow from terminal 87 on relay K37 to
the brake solenoid valve Y04 (6:8). The valve switches and the charge pressure, which is present when
the engine is running, opens the brake.
Brake control
The current flow to input S+ from the timer relay for the brake K37 (6:7) and from the timer relay for travel
K37 (6:12) is interrupted by the open switch S04 (6:2) and / or S49 (6:2). This immediately interrupts the
power supply from the timer relay for travel K37 to the travel direction switch S31 (6:13) and therefore
also the power supply for the travel direction solenoids Y16 (6:9,6:10) and Y17 (6:13,6:14). The travel
pumps swash to ”neutral” and the hydrostatic circuit brakes the machine. Relay K37 (6:7) interrupts the
current supply for the brake solenoid valve Y04 (6:6) only after a period of 4 seconds. The valve changes
over and closes the multi-disc brake.
This time delay ensures that the braking is performed by the hydrostatic drive and not by the multi-disc
brakes in the final drives.
The pressure drop in the brake line closes the pressure switch (B05) (see sheet 5:18) and triggers the
control light A 15/10 (5:18). The lamp lights up and informs the operator that the brake is closed.
Releasing the brake
If switches S04 (6:2) and S49 (6:2) are closed, the coil of relay K48 (6:2) will be supplied with current.
The contact of relay K48 (6:6) closes and the inputs of the two timer relays are supplied with current.
The timer relay for the brake closes immediately and the brake solenoid valve Y04 (6:6) is supplied with
current, i.e. the brake opens. One second later the timer relay for travel will also switch over. This
supplies the travel direction switch S31 with voltage and the travel direction solenoids Y16 (6:9,6:10)
and Y17 (6:13) are energized again. The travel pump can be actuated and the machine starts to move.
This delayed response makes sure that the brakes are released before the machine will start to drive.
Timer relay for brake and driving
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The two modules K37 for braking and driving are identical in design. However, both are variably
adjustable relays. With the wiring of the parts it is possible to determined whether a relay should have
a delay in energizing or a delay in deenergizing. Apart from this the delay times can also be adjusted
via the wiring. The wiring can also be used to determined whether the relay should be plus or minus
switching.
The adjustment is made as follows:
• Delay during energizing:No connection from input ”Vz” to ”-”
• Delay during deenergizing:Connection from input ”Vz” to ”-”
• Times no connection from ”-” to ”1s” / ”2s” / ”4s” = 8s. Connection from ”-” to ”1s” /
”2s” / ”4s” sets the respective time in seconds.
• Plus switching: Input ”St-” via switch to ground potential
• Minus switching: Input ”St+” via switch to ground potential
The output signal can either be processed as normally closed or normally open contact. For this purpose
the signal must be demanded either by output ”87” or ”87a”.
Note:
The positions of the relay contacts are not in accordance with the ones on the actual relay with respect
to location and sequence! The contacts are, however, marked on the relay, as shown in the following
illustration.
Emergency stop function
When actuating the emergency stop switch the travel pumps return to ”Neutral” and the brakes close
immediately.
• Emergency stop switch in normal position
If the travel direction switch (S31) (6:13) is in ”0”-position, the coil of relay K48 (6:2) is supplied
with current and the contact of relay K48 (6:6) closes.
Current flows now via the closed contact K48 (6:6), the timer relay (6:3) and the closed
emergency stop switch S01 (6:6) and the brake can be released.
• Emergency stop switch actuated
If the emergency stop switch S01 (6:6) is actuated, the brake solenoid valve Y04 (6:6) drops
off and the brake closes. At the same time the current supply to the engine solenoid (sheet
3:18) is interrupted. The engine stops and the machine comes to a halt.
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Selection of travel direction and travel speed range
• Travel direction switch in ”0”-position

If the travel direction switch S31 (6:13) is in middle position, the solenoid valves Y16 (6:9 and
6:10) for travel direction forward and the solenoid valves Y17 (6:13) for travel direction reverse
are dead.
In this position the coil of relay K05 (6:16) is supplied with current from potential K11 via F25
(6:8) and (X1:52). Contact (K05) (sheet 3:2) closes and enables starting of the diesel engine.
This supplies also the control light ”travel lever in neutral” A15/16 (sheet 5:17) with voltage and
the lamp lights up.
• Selecting the travel direction
When switching the travel direction selector switch to forward or reverse, the coil of relay K05
(6:16) is no longer supplied with current. Starting of the engine is no longer possible (see sheet
3:2). The control light ”travel lever on 0-position” goes out.
To be able to energize the travel direction solenoids (Y16 and Y17) the contact of relay K48
(6:6) must be closed. This switching position is only achieved if foot brake S49 (6:2) and hand
brake switch S04(6:2) are not operated.
When contact K48 (6:6) is closed, current will flow from potential K11 via fuse F25 (6:8) and
switch S31 (6:13) to both solenoid valves ”travel direction forward” (Y16) or (Y17) and ”travel
direction reverse”. The travel pumps will respond and the machine will drive to the chosen
direction.
When selecting travel direction reverse the warning buzzer (H14) (6:15) is additionally
triggered.
• Selecting the travel speed range
If the travel speed range selector switch S02 (6:18) is in position ”speed range 1" (slow), the
function contact of the switch is open and only the contact for the indicator light 1st gear A15/
17 (sheet 5:15) is closed, current flows via X1:53 and X1:229 (sheet 5:15) to the control light.
The solenoid valve Y03 (6:18) remains dead and the travel motors work with high
displacement.
High displacement means high torque and low speed, i.e. slow travel speed range.
If the travel speed range selector switch S02 is in position ”speed range 2” (fast), the switch is
closed and current flows to solenoid valve Y03. Current flows also via X1:54 and X1:228 (sheet
5:16) to the control light for 2nd gear A15/18 (sheet 5:16), the lamp for 2nd speed range lights
up.
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Warning devices, lubrication system, seat adjustment and seat heating (sheet 007)
Fig. 12
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Central lubrication system
This manual contains a separate description of the central lubrication system. See chapter G.
Plug assignment X11
3 2 1
6 5 4
Fig. 13 Plug assignment, interface seat X11 (view: cable side on seat end of plug)
X11:1 Connection between X1:151 and plus terminal on seat compressor M10 (red)
X11:2 Connection between X1:152 and plus terminal on seat heating R06 (black)
X11:3 Connection between X1:164 and the ground terminal on seat heating and seat compressor
(2-lead, black)
X11:4 seat side empty
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Heating and ventilation (sheet 008)
Fig. 14
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Blower monitoring (only with air conditioning) (in preparation, not yet available)
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Protective ventilation, air conditioning (sheet 009)
Fig. 15
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When the engine is running the coil of relay K62 (sheet 2:19) is excited by the MD+ signal. Contact K62
(9:15) closes. Current flows now from potential 30 via the closed contact and fuse F33 (9:15) to the time
delay relay A31 (9:9) and to the switches for dehumidification S122 (9:12) and air conditioning S102
(9:15).
When switching the air conditioning unit on with the 3-step switch S102, current flows in dependence
on the selected step via R21 (9:14, step 1), R20 (9:15, step 2) or directly to the blower of the air
conditioning evaporator E37 (9:14), enabling 3 stepped blower speeds.
Current flows also from S102 to the internal thermostat (temperature selection knob) B29 (9:17). If the
temperature is high enough, current will continue to flow to the pressure switch B75 (9:17), which
monitors the refrigerant pressure. If the pressure drops below 1,5 +/-0,5 bar or increases above 25 +/-
1,5 bar, current will flow through the closed contacts of relay K33 (9:20) to the warning buzzer for the
air conditioning unit H 07 (sheet 5:13) and the compressor will not start.
If the refrigerant pressure increases to a value higher than 3,4 bar or drops again under 18 +/- 1,5 bar
or if it is between the two specified shut-off limits, i.e. the pressure is correct, the pressure switch
enables current to flow to the coil of cut-off relay K41 (9:17) as well as the coil of the warning buzzer
relay K33 (9:16)via diode V16 (9:17). This opens the contact of K33 (9:20) and the warning buzzer will
stop sounding or will not start to sound. The contact of K41 (9:7) to the timer closes as well. After this
time the timer switches and the current flows via terminal (X0:1) and the resistors R24 and R25 to the
magnetic coupling Y15 (9:8). The coupling switches and the air conditioning compressor starts.
The resistors R24 and R25 have the function to reduce the voltage from 24 Volt to 12 Volt.
Dehumidification function
When actuating the dehumidification switch S122 (9:12) current flows through X1:187 and X1:E to the
control light for dehumidification A15/4 (sheet 5:8). Current flows also without dropping resistor via diode
V48 (9:13) to the blower for the evaporator, so that it runs with full speed. Current flows via diode V47
(9:13) and via the pressure switch B75 to the coil of relay K41, i.e. the inside thermostat B25 is bridged.
The coil of the warning buzzer relay K33 is directly excited via diode V15, i.e. the warning buzzer does
not sound when the dehumidification function is switched on, even if the pressure is correct and the
compressor is not running.
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Steering and dozer blade control (sheet 010)
Fig. 16
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Plug assignment X12
X12:1
X12:6
X12:5
X12:4
X12:3 to steering sender
to junction box
X12:2
Fig. 17 Plug assignment, plug steering sender X12
X12: Connection between terminal X1:62 and supply input (+) ”steering” on steering sender
X12:2 Connection between terminal X1:63 and supply input (+) ”direction” on steering sender
X12:3 Connection between terminal X1:64 and ground input steering sender
X12:4 Connection between terminal X1:65 and signal output steering sender
X12:5 Connection between terminal X1:66 and switching output ”steering direction left” on steering
sender
X12:6 Connection between terminal X1:67 and switching output ”steering direction right” on steering
sender
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The sanitary landfill compactor BC 671 RB is for the first time equipped with an electronically controlled
steering system. Similar to the dozer blade control on the BC 670 the steering system is actuated via
an electrically controlled proportional valve.
The steering unit A45 (10:6) is supplied with voltage from potential K11 via F63 (10:2), terminals X12:1
(10:8) and X12:2 (10:7). When turning the steering wheel to a certain direction, one of the two contacts
L or R switches the current supplied via X12:2 to the coil of the steering relay K56 (10:7). This causes
the contact of relay K56 (10:4) to switch to contact 87, so that the signal line from the steering unit to the
valve block is closed. This ensures priority of the steering wheel over the optionally available joystick
steering S71 (10:03).
EHF-module
The signals from the steering unit or the steering joystick and the dozer blade control lever are monitored
by the module ”oil flow limitation” A47 EHF (10:13). In case of a faulty input signal both outputs (steering
and dozer blade) are blocked (no output signal). To delete the error status the ignition must be switched
off and on again. The 4 adjustable potentiometers on this module are adjusted to maximum, i.e. during
normal operation the input signals are passed on as unchanged output signals. In order to check
whether the module allows the voltage to pass the same voltage value must be measured before
(X1:165) and after the EHF-module (X1:240) with identical steering angle.
As a measure to avoid pressure peaks in the hydraulic system of the dozer blade control, the
proportional control is fitted with a time delay circuit board A38 (10:10).
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Function of the dozer blade control S70, type PVREL
Fig. 18 Dozer blade control lever
he control lever is supplied with vehicle voltage to connection + and receives ground potential via the
connection -.
In dependence on the position it sends a signal voltage (Us) via the oil flow limitation module (A47 EHF)
and the time delay board (A38) to the electric control Y63 on the control valve block for the dozer blade
control.
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Fig. 19 Floating position
In accordance with the charactristic curve the signal voltage (Us) behaves to the supply voltage (UDC)
as follows:
Assumption: UDC = 24 V
1. Neutral position: Us = UDC x 0.5 = 24 x 0.5 = 12V
2. Up: The voltage drops proportional to the displacement of the control lever. When
reaching the end stop the signal voltage US (24V x 0.33) is
approx. 8V
3. Down: The voltage Us increases from 12V in neutral position up to approx. 16V (24
x 0.66)
when the end stop is reached.
4. Float position: If the lever is moved to this position, the signal voltage Us is approx.
18V (24 x 0.75).
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Function of the electric control PVEH for dozer blade and steering control block
Fig. 20 Dozer blade control block PVEH
The electric control converts the signal voltage Us coming from the dozer blade control lever, the
steering unit or the joystick to a displacement of the valve spool.
The general function can be seen on the following illustration:
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Fig. 21 Characteristic curve: Oil flow, displacement and voltage
The characteristic curves B (25 l/min) to E (100 l/min) show the nominal oil flows for various spool types.
In case of the dozer blade control at a ratio of control voltage Us and supply voltage UDC of:
• approx. 0.35 to 0.45 the function ”Up” is switched on
• approx. 0.5 the function ”zero position” is switched on
• approx. 0,55 to 0,65 the function ”Down” is switched on
• approx. 0,75 the function ”float position” is switched on.
The characteristic curves B (25 l/min) to E (100 l/min) show the nominal oil flows for various spool types.
In case of the steering control at a ratio of control voltage Us and supply voltage UDC of:
• approx. 0,25 to 0.45 the function ”Right” is switched on
• approx. 0.5 the function ”zero position” is switched on
• approx. 0,55 to 0,75 the function ”Left” is switched on
The electric control PVEH are equipped with an integrated fault monitoring system. Above the
connecting socket there is a light emitting diode which lights green during normal operation and changes
to red in case of a fault.
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Fault monitoring:
The fault monitoring installed in the PVEH should indicate a malfunction, e.g. a main spool seized by
dirt, as early as possible. It reacts quickly and independently from the machine operator and it allows to
switch the system off before it performs any uncontrolled movements.
Reaction in case of control faults
The voltage to the solenoid valves in the PVEH is interrupted and the valves return to initial position.
The main spool returns to neutral position by spring force, as long as it is not seized by dirt.
The light emitting diode lights red.
The fault monitoring system responds
If the signal voltage is clearly outside the working range (max value 90%, min. value 10% of the supply
voltage), e.g. in case of a short circuit in the cable to the remote control lever or steering unit.
If the main spool is actuated any further (actual value) than it should be because of the control voltage
(nomina value) (15%), i.e. if the spool does not return analogue to the electric signal.
This may happen e.g. if a neutral setting signal is sent to a PVG with jammed main spool.
The duration of the fault must be at least 500 ms, before the fault monitoring system will respond.
Starting after a fault
The electric controls PVEH are different in this respect: The PVEH for the dozer blade control contains
an active fault monitoring system, i.e. it remains in malfunction condition, until the supply voltage has
been switched off and on again.
The control for steering contains a passive fault monitoring system, i.e. if a signal voltage fault occurs
during steering to the right, the system will first change to malfunction. When releasing the steering
wheel, i.e. no apparent fault any more, the control is again ready for operation.
For manual control in case of a fault the valve blocks are fitted with hand levers.
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Cabin (sheet 011)
Fig. 22
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Central lubrication system
The sanitary landfill compactors BC 571 / 671 / 771 RB are equipped with an automatically working
lubrication system.
System layout
Fig. 1 Layout of automatic lubrication system
1 Ignition switch 5 Main distributor

2 Fuse F16 6 Main distributor, rear frame
3 Push button with control light 7 Piston detector, monitors
4 Lubrication pump with integrated and terminates working cycle
control 8 Sub-distributor, front frame
BC 771 RB -G1-
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Technical description
When switching the ignition on, the automatic lubrication system is supplied with voltage via fuse F13.
At the same time the system performs a function test for drive motor and control light.
During this function test the motor is activates for 0.1 seconds (short movement of stirring blade) and
the control light lights up for 2 seconds. In case of a fault the control light will flash. If the control light
does not light up, the light is defective.
The system is equipped with an electronic control and a monitoring device for the function of the
lubricant distributor.
The electronic control is integrated in the pump case and controls the lubrication cycle automatically.
One lubrication cycle consists of a pumping period and a pause.
Duty cycle:
The duty cycle is aprox. 45 seconds. It depends on the grease used for lubrication and the operating
temperature. It is monitored by a piston detector mounted to the sub-distributor (rear frame). The piston
detector terminates its working cycle after all pistons have ejected their quantity of grease. The duty
cycle is indicated by the control light in the cabin.
Pause:
Once the lubrication interval is finished, the system will pause for 1 hour. After this pause a new
lubrication cycle will start.
Remark:
When switching the ignition off, all times (duty cycles and pause times) as well as the present operating
conditions (faults) are stored in an electronic memory.
When switching the ignition back on, the control will start exactly at the same point where it stopped
before the ignition was switched off.
BC 771 RB -G2-
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Test run:
To check the function of the system you can perform a test run. For this purpose press the push button
for approx. 2 seconds after switching the ignition on. This triggers a normal lubrication cycle.
Lubrication process:
During a duty cycle the lubricant pump delivers the lubricant to the main distributor. This distributor
delivers the grease quantity to the sub-distributors in front and rear frames . These sub-distributors
press the grease to the individual lubrication points.
Lubrication points
The sub-distributor in the rear frame supplies the following points in the rear frame with grease:
• the rocker bearings (4 pieces) on both steering cylinders
• top and bottom bearings on the articulated joint
The sub-distributor in the front frame supplies the following points in the rear frame with grease:
• the live ring bearing in the oscillating joint
• all bucket bearings
• the upper rocker bearing on the bucket cylinder
BC 771 RB -G3-
Service Training
Monitoring the function:
Main distributor and sub-distributors are connected by a main grease line. This results in a positive
connection between the pump and the connected progressive system.
If one of the pistons in any of the distributors does not move or if one of the pistons is not able to push
out the grease through the corresponding outlet, the distributor will block itself.
If one of the sub-distributors is blocked, the positive connection of the system will also block the main
distributor. The complete progressive system will stop.
The fundamental internal structure of the progressivbe distributor ensures a self-monitoring of the
working cycle in the distributor.
The cross-linking of this system enables monitoring of the complete system.
Due to the use of the piston detector functional faults are immediately detected and indicated by a
flashing sequence of the control light.
The complete system can be visually monitored on the pressure relief valve of the pump. If grease
emerges from this pressure relief valve during the pumping process, there must be a blockage in the
system.
BC 771 RB -G4-
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Indication of faults
Fig. 2 Indication of faults
A Drive motor defective

B Fault in lubrication circuit 1
C Fault in lubrication circuit 2 (not applicable)
D Fault in lubrication circuit 1 + 2 (not applicable)
E Empty signal: Container empty
F Acknowledgement of fault (permanent light)
A = Drive motor defective
If the motor does not start when operating the starter switch or the machine contact, or if the cable of
the motor is defective, the control lamp will flash after 2 seconds as follows:
A = 1 second ”ON” - 1 second ”OFF”
BC 771 RB -G5-
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B = Malfunctions
e.g.
• blocked lubrication point(s)
• blocked distributor
• main hose to distributor with piston detector interrupted
• air in system
The above faults mean that the piston in the monitored distributor cannot move any more. The control
lamp indicates the fault by means of the following flashing sequence:
Lubrication circuit faulty
B = 0,5 second ”ON” - 1 second ”OFF”
E = Empty signal
The control lamp shows the following flashing sequence
Container empty
E = 0,5 second ”ON” -0,5 second ”OFF”
Note:
After 6 motor revolutions the empty signal will be converted to a flashing signal with the above
mentioned frequency.
In case of a system fault the piston detector (initiator) cannot register any piston movement and
therefore the pump will not switch off.
With the help of the parallel running monitoring time the controls switch the pump off at the end of the
monitoring time (5 minutes).
This is followed by a fault signal!
The contact lamp flashes.
The pump does no longer start automatically.
BC 771 RB -G6-
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F = Acknowledging a fault
Pressing the button (< 1 second) acknowledges the fault signal, i.e the flashing of the control lamp
changes to a permanent light.
Note:
An acknowledged fault also remains stored after switching the drive switch or the machine contact off.
When switching on again the control lamp flashes again, according to the respective fault.
Rectify the fault and release additional lubrication
In the event of a fault check the central lubrication pump and the connected system for faults.
Rectify the cause of the fault.
Switch the pump on again by releasing an additional lubrication cycle. Keep the button slightly longer
depressed (> 2 seconds). If the fault is eliminated, the control lamp will go out at the end of the
lubrication process.
IMPORTANT:
In case of a malfunction the pump will not automatically start to run again after the rectification
of the fault. The pump must be switched on.
BC 771 RB -G7-
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Description of parts:
Central lubrication pump
The pump is a compact multiple-line pump and consists of:
• container with stirring blade,
• housing with built-in motor,
• control device,
• pump element,
• safety valve and
• filler nipple.
The pump works in lubrication cycles (breaks, stand-by and operation times)
Fig. 3 Lubrication pump
1 Container
2 Pump element
3 Safety valve
4 Filler nipple
5 Control board
BC 771 RB -G8-
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Fig. 4 Pump element
1 Piston
2 Resetting spring
3 Check valve
Working principle of the pump element
The electric motor drives the eccentric 1 (see following illustrations).
During operation the piston (2) draws lubricant out of the grease container and delivers it via the
distributor to the connected lubrication points in front and rear frames.
Suction phase
Fig. 5 Pump element drawing in grease
1 Eccentric
2 Piston
3 Spring
4 Check valve
BC 771 RB -G9-
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Pumping phase
Fig. 6 Pump element pumping
1 Eccentric
2 Piston
3 Spring
4 Check valve
BC 771 RB - G 10 -
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The check valve
The check valve supports the function of the pump element. It prevents the back flow of lubricant to the
housing, i.e. to the container.
Fig. 7 Hydraulic diagram of pump
1 Container with stirring blade

2 Pump
3 Check valve, spring loaded
4 Pressure relief valve
P Pressure line
The pressure relief valve
The pressure relief valve limits the pressure in the system to the adjusted value.
The valve opens at a pressure of 350 bar.
Lubricant escaping from the pressure relief valve indicates a fault in the system.
BC 771 RB - G 11 -
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Progressive distributor
Fig. 8 Progressive distributor
1 Inlet fitting
2 Supply bore from piston
3 Fitting, assembled
4 Plug for piston
5 Check valve, complete
6 Clamping ring (brass)
7 Valve body
8 Cutting ring
9 Spigot nut
10 Connecting passage
11 Copper sealing ring
12 Plug
BC 771 RB - G 12 -
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Features of a progressive distributor
The term ”progressive” refers to the special processes which occur in the distributor during the supply
of lubricant, e.g.
• successive movement of the individual pistons in the distributor caused by the supplied pressurized
lubricant.
• the pistons move in a present sequence and in constantly repeated cycles.
• each piston must have fully completed its movement before the movement of the next piston can take
place, irrespective of whether the supply of lubricant is constant or intermittant.
• the pistons work in dependence on each other.
None of the connected lubrication points will be missed out.
Progressive distributors of type SSV are piston distributors.
• They control the distribution of the lubricant (progressively) to the connected lubrication points.
• Per outlet and piston stroke a quantity of 0.2 cm³ of lubricant is supplied.
• By closing single outlets it is possible to deliver the double or multiple amounts of lubricant.
• This distributor provides the possibility to connect several lubrication points to one central lubrication
point.
Description of function
Lubricant flow in the distributor
The following five illustrations show how the individual outlets are supplied with the proper amount of
lubricant.
Note:
For simplification we show only the delivery details for the outlets 2, 7, 5, 3 and 1. All other processes
result from the logic pumping sequence.
BC 771 RB - G 13 -
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Phase 1
Fig. 9 Phase 1
The lubricant enters from above (vertical arrow) into the lubricant distributor and flows to the right end
of piston A.
The lubricant pressure moves piston A (horizontal arrow) to the left and presses the confined lubricant
from the left hand end of piston A to outlet 2.
Phase 2
Fig. 10 Phase 2
When piston A reaches its left hand stop position it opens the connecting passage at the right hand end
of channel B.
The lubricant flowing in from above (vertical arrow) likewise moves piston B (horizontal arrow) to the left
and presses the confined lubricant from the left hand end of piston B to outlet 7.
BC 771 RB - G 14 -
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Phase 3
Fig. 11 Phase 3
When piston B reaches its left hand stop position it opens the connecting passage at the right hand end
of piston C.
The lubricant flowing in from above (vertical arrow) likewise moves piston C (horizontal arrow) to the left
and presses the confined lubricant from the left hand end of piston C to outlet 5.
Phase 4
Fig. 12 Phase 4
The connecting passage at the right hand end of piston D is now open (bottom horizontal arrow).
Lubricant flowing in from above (vertical arrow) presses piston D to the left hand side, thus the confined
lubricant from the left hand end of piston D leaves the distributor through outlet 3.
BC 771 RB - G 15 -
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Phase 5
Fig. 13 Phase 5
In phase 4 piston D opens the connecting passage to the left end of piston A.
The flowing lubricant (vertical arrow) pushes piston A to the right (upper horizontal arrow) and conveys
the confined lubricant to outlet 1.
In the subsequent sequence of delivery the pistons B – D move in succession from left to right.
Thus one complete revolution has come to an end and a new cycle can start.
If the flow of lubricant is interrupted the piston will stop. In this case there is no conveyance of lubricant
to the lubrication points.
When lubricant flows through the distributor again, the cycle starts exactly at the point where it was
interrupted.
BC 771 RB - G 16 -
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Maintenance and testing
Maintenance
Maintenance of the central lubrication system is limited to refilling the container with clean grease in due
time. However, you should check at regular intervals whether grease emerges effectively from all
lubrication points.
Apart from this all main connections and lubrication point connections must be checked for damage and,
if necessary, be changed.
Note:
Strict cleanliness is of utmost importance when working on the central lubrication system! Dirt in the
system will lead to severe damage.
For cleaning the system use petroleum ether or petroleum. Tri, Per or similar solvents should not be
used.
Filling the pump
The 2 litre container of the lubrication pump should be filled to the ”Max”-mark with the hand operated
filling pump.
Important:
Grease or oil must be free of contaminants and impurities and should not change its consistency
over the course of time.
Note:
If the system has been completely emptied the pump may need up to 10 minutes running time before
reaching full pumping capacity.
BC 771 RB - G 17 -
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Fig. 14 Filling pump
1 Cartridge
2 Filling pump, complete
3 Seal
4 Arrangement of sealing collar for cartridge operation
• Remove both lids from the cartridge (1).
Important:
Before inserting the cartridge observe the position of the sealing collar (4). The sealing collar
must be folded back.
Note:
Before assembling the filling pump make sure that the sealing ring (3) has been inserted.
• Assemble the filling pump and connect it to the lubrication pump
• Pump the grease into the lubrication pump by actuating the pumping rod. Repeat this procedure,
until the grease level has reached the ”Max”-mark on the pump.
• After filling the pump reinstall all plugs on the grease pump.
BC 771 RB - G 18 -
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Checking the system
When checking the system it is necessary to run one or more additional lubrication cycles.
Note:
With every additional lubrication cycle the pump will deliver grease to the connected lubrication points.
• Check the main supply lines and the lines to the lubrication points for tight fit.
• Check, whether grease is emerging from all lubrication points.
Checking the safety valve
Fig. 15 Checking the safety valve
1 Hose, min. 1 m long 3 Pressure gauge

2 T-piece 4 Relief valve
• Connect the pressure gauge (0 - 600 bar; 0 - 8708 psi) to the safety valve.
• Start an additional lubrication cycle.
The safety valve should open at a pressure of 350 bar (5080 psi).
Important:
Do not connect the pressure gauge directly to the pump element. Very high pressure peaks,
exceeding the measuring range of the gauge, will occur. The motor will stop. It can be blocked
for up to 30 minutes without any harm.
BC 771 RB - G 19 -
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Trouble shooting
Central lubrication system not working
If grease emerges from the relief valve, there is a fault in the central lubrication system.
In this case the grease pump must be checked first.
• Remove the lubrication hose.
• Connect a 600 bar pressure gauge.
• Close the lubrication hose with a plug.
• Switch the pump on and press the push button several times.
Nominal value:
Pressure increase to approx. 350 bar, grease emerging from the relief valve
Fig. 16
BC 771 RB - G 20 -
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If the nominal pressure is not reached, check the pressure relief valve.
If the valve is faulty it must be replaced immediately.
If the valve works correctly the pump must be replaced.
Fig. 17
BC 771 RB - G 21 -
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If the pressure was reached during the first test step, the main distributor must be examined.
• Reconnect the lubrication hose.
• Connect the hand press to the grease nipple and generate a pressure of 200 bar by manual pumping.
Fig. 18
BC 771 RB - G 22 -
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• Loosen the top and bottom lubrication hoses (one after the other).
Note:
The hose from which grease comes flowing out indicates in which branch the blockage can be found.
• Reconnect the hoses.
Fig. 19
BC 771 RB - G 23 -
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If no grease flows out, replace the main distributor.
If grease emerges from the bottom hose, check the sub-distributor in the front frame.
• Generate a pressure of approx. 200 bar with the hand press and loosen the lubrication lines one after
the other. The hose from which grease comes flowing out indicates the blocked lubrication point.
If no grease comes running out replace the sub-distributor.
If grease comes out repair the respective bearing.
Fig. 20
BC 771 RB - G 24 -
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If grease emerges from the top hose, check the sub-distributor in the rear frame.
• Generate a pressure of approx. 200 bar with the hand press and loosen the lubrication lines one after
the other. The hose from which grease comes flowing out indicates the blocked lubrication point.
If no grease comes running out replace the sub-distributor.
If grease comes out repair the respective bearing.
Fig. 21
BC 771 RB - G 25 -
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Air conditioning
Physical principles
To be able to understand the working principle of an air conditioning system, it is nec-

essary to be familiar with the physical principles of this kind of equipment. One of
these basic principles is the fact that any kind of material can have three different ag-
gregations:
• solid
• liqiud
• vaporous
Fig. 1 Aggregations
You should also know, that liqiuds absorbe heat when changing from liqiud to vaporous
aggregation and give away heat when they change from vaporous to liquid aggrega-
tion.
Heat will always flow from warmer to the cooler substance, i.e. the temperature of the
cooler medium will always raise when bringing it in contact with a warmer substance.
BC 571/671/771 RB/RS air conditioning -H1-

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The boiling point
The boiling point is the temperature, at which a liquid substance vaporizes. This point
changes with the pressure which is applied to the liquid substance.
Fig. 2 The boiling point
A pressure reduction lowers and a pressure increase rises the boiling point.
Example:
The following values are valid for the medium water:
• Vacuum - 0.6 bar

Boilingpoint = 71 °C
• Atmospheric pressure
Boiling point = 100 °C
• Overpressure + 0,4 bar

Boiling point = 126 °C
The function of a pressure cooker is based on this physical principle. The overpressure
in this type of saucepan makes sure, that the transformation from liquid to vaporous ag-
gregation (boiling point) happens at a temperature higher than 100 °C. This ensures a
higher cooking temperature and reduces the cooking time.
Liquid refigerants must have a low boiling point, so that they can absorb and emit heat
very quickly for optimal heat exchange.
For this reason the refuse compactors BC 571/671/771 RB/RS use the refrigerant
R 134a (Tetrafluor ethane, CH2F-CF3). This medium has a boiling point of -26 °C at
atmospheric pressure (0 bar technical pressure).
All pressure values for the air conditioning unit mentioned in these training documents
refer to the technical pressure.

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The refrigerant circuit
Fig. 3 Refrigerant circuit
1 Compressor
1a Electro-magnetic clutch
2 Condenser
3 Liquid container
3a Drier
3b Sight glass
3c Pressure switch B75 (Low pressure OFF 1.5 +/-0,5 bar, ON max 3.4 bar,
High pressure OFF 25 +/-1,5 bar, ON 18 +/-1.5 bar)
4 Expansion valve
5 Evaporator
6 Temperature sensor / Thermostat B29 (COLD OUT-3 +/-1°C, COLD ON.0,5 +1°C)
(WARM OUT 9 +/-1°C, WARM ON 13 +1°C)
7 Temperature switch (Thermostat) B29

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Temperature pressure
35
°C bar
-45 -0,61
30 -40 -0,49
-35 -0,34
25 -30 -0,16
-25 0,06
-20 0,32
20 Liquid -15 0,63
-10 1
bar
15 -5 1,43
0 1,92
5 2,49
10
10 3,13
15 3,87
5 Vapour 20 4,7
25 5,63
0 30 6,67
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 35 7,83
40 9,12
-5
45 10,54
°C 50 12,11
55 13,83
Fig 4 Temperature - pressure curve R134a
The basic circuit of the air conditioning unit consists of compressing, liquifying, decom-
pressing and evaporating.
The vaporous refrigerant is compressed and heated up in the refrigerant compressor.
In the condenser the vaporous refrigerant is transformed to liquid aggregation by low-

ering the temperature.
The liquid container with built-in drier receives the liquid refrigerant.
The expansion valve reduces the pressure in the system again.
In the evaporator the liquid refrigerant is transformed to the vaporous aggregation by

increasing the temperature.
The vapour-liquid curve for R134a shows, that the vapour will change to liquid when
reducing the temperature (condenser) or that the liquid will change to vapour when
changing the pressure (evaporator).

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Description of the BOMAG refuse compactor refrigerant circuit
The refrigerant cicuit consists of a suction and a high pressure section. This searation
refers to the pressures of the refrigerant in the respective area of the system. The two
separating points between the suction side and the high pressure side are the refriger-
ant compressor and the expansion valve.
The refrigerant compressor sucks the vapory refrigerant from the evaporator, com-
presses it, whereby it is also heated up (60-100 °C) and presses it into the condensers.
In the condensers the vapory refrigerant changes to liquid, because of the heat ex-
change with the outside air. The transformation from the vapory to the liquid aggrega-
tion takes place when reaching dew point, which depends on the present pressure.
The refrigerant, which is now totally liquified, flows from the condenser to the liquid con-
tainer with the integrated drier.
This drier insert binds moisture and contamination. Water causes corrosion in the cir-
cuit and impairs the properties of the refrigeration oil, which can cause severe damage
in the system.
From the liquid container the refrigerant flows through a pipe system to the expansion
valve.
The expansion valve throttles the circuit and causes the high pressure between the
compressor and the expansion valve. The expansion valve always injects a certain
quantity of refrigerant into the evaporator. It is therefore also called “injection valve“.
The liquid refrigerant detentions in the evaporator and vaporizes. The necessary va-
porizing heat is extracting from the air, which circulates around the evaporator fins.
The radial blowers (= heater blowers) in the right hand side of the cabin force the air
from inside the cabin through the evaporator grid back into the cabin. This lowers the
temperature inside the cabin.
In the evaporator between the fins there is a temperature sensor installed. The temper-
ature signal from the sensor is sent to the adjustable temperature switch. Depending
both on the measured temperature and on the current adjustment this thermostat reg-
ulates the temperature inside the cabin by switching the cooling circuit on or off.
The pressures in the suction and in the high pressure sides depend on the respective
ambient temperature.
Note: Higher temperature means higher pressure.
The refrigerant compressor sucks the vapory refrigerant in again and compresses it.
The refrigerant circuit is closed.

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Description of components
Compressor
Fig 5 Refrigerant compressor
The refrigerant compressor is a swash plate operated 6-cylinder compressor (3 double

pistons).
The swash plate is arranged in the middle between 3 piston pairs and generates a
stroking movement of the piston when it is switched on.
Through the cylinder heads at the ends of the compressor the vapory refrigerant flows
into the compressor, is compressed and pressed out again to the condenser.
The connections for suction and high pressure hoses on the refrigerant compressor are
fitted with two service valves. the hoses of the filling and testing station can be connect-
ed to these valves.
The oil sump of the refrigerant compressor is filled with refrigeration oil up to the filler
and level bore. The internal ring gear pump at the end of the drive shaft delivers this oil
to the bearings in the compressor for lubrication.
Directly at the compressor connection ports are the service adapters installed. These
are the ports to evacuate and fill the system.
Here are also 2 shut-off-valves installed. These valves can be used e.g. in case of a
compressor failure; The compressor can be changed after closing the valves and the
system is ready for operation again after the repair without refilling the system.

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Electro magnetic Red service adapter
shut-off valves
clutch (Y15) Pressure side
Blue service adapter

Suction side
Fig 6. Compressor assembly BC 671/771 with Cummins engine
Electro magnetic clutch (Y15)
The electro magnetic clutch is attached to the front of the refrigerant compressor and
provides a positive connection between the V-belt pulley and the crankshaft.
The coupling consists of the magnetic coil (Fig7, Pos. 1), the V-belt pulley (Pos.2) with
the bearings and the spring plate (Pos.4).
The magnetic clutch is tightly connected with the compressor. The spring plate is fixed
and the V-belt pulley rotates on the drive shaft of the compressor.
Fig 7 Electro magnetic clutch: A-open B-closed
When current flows through the magnetic coil, the spring plate is pulled against the V-
belt pulley and the compressor starts to run. When the current flow to the magnetic coil
is interrupted, the spring plate disengages from the V-belt-pulley and the compressor
will stop. Note: The clutch works with 12V, not with 24V!

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Electric control
warning buzzer
Fig 9 Electric circuit diagram
If the engine is running (that means K62 is closed, the air condition can be switched on
either with the rotary switch for cabin air circulation (S102), or with the rotary switch for
cabin de-humidification (S04).
S102 S04
Fig 10 Rotary switches for cabin air circulation and de-humidifier
In Position 1 of S102 current flows from Pin 5 of this switch via X1:180 and the pre-
resistors R30 and R31 to the blower E37, connector „Min.“. Then it flows via the blower-
internal pre-resistors R28 and R29 to the blower motor. The blower runs in Minimum
speed.

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Current also flows from Pin 5 of S102 to the thermostat B29 (Fig.11).
Rotary switch for air conditioning system
/ Thermostat (B29)
Fig 11 Thermostat B29
Is the thermostat closed, current flows via X1:183 and X1:121 to the pressure switch
B75 at the liquid container. Is the pressure OK, the switch is closed and the coils of K41
and K33 are energized. The contact of K33 opens, the warning buzzer stays quiet.
The contact of K41 closes and current flows to Terminal 2:2 of the time control module
A31. This module protects the magnetic clutch of the compressor against premature
wear. It prolongs the duty cycles of the clutch.
At last the module energizes magnetic clutch of the compressor. However the module
still delivers 24V, but the clutch works with 12V. Therefore the two pre-resistors R24
and R25 are installed. These resistors let the voltage to the compressor drop to 12V.
Fig 12 Electric box Time control module A31 Diode module

in cabin (V41 - V48)
A31
Pre-resistors magne-
tic clutch R24, R25 Pre-resistors blower
Min speed, R30, R31

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Is the adjusted thermostat temperature reached, the thermostat B29 opens, K41 and
K33 are no longer energized. So at the end of the duty cycle of the time control module
A31 the magnetic clutch opens and the compressor stops.
Is the refrigerant pressure too high or too low, the pressure switch B75 opens. Again
K41 and K33 are no longer energized and the compressor clutch opens. But in this
case current also flows via B29 and K33 to the warning buzzer H07.
In Position 2 and 3 of switch S102 the blower E37 runs faster (less pre-resistors). If e.g.
Position 3 is chosen, current flows directly from Pin 3 of S102 to the Max-Terminal of
the blower. However current also flows „back“ via R29, R28, R30 and R31 and X1:180
to the thermostat B29, so that the relays K41 and K33 can be energized
If the De-humidifier switch S04 is used, current flows from X1:179, X1:187 and V48 di-
rectly to the blower E37, which then automatically runs in Max. speed. Current also di-
rectly flows via V47 to the output terminal of B29. So it doesn’t matter if the thermostat
is closed or not, with right refrigerant pressure the air condition system will run with
maximum power.
Condensers
Fig 13 Condensers
The 2 condensers are installed on a hinged plate on the cabin roof and is permanently
subjected to the surrounding air.
The compressed refrigerant liquifies in the condensers, i.e. the cooling effect of the air
changes the aggregation of the vapory refrigerant.
The condensers consist of pipes and fins, which are tightly connected with the pipes.
This ensures a large heat exchanges area and therefore an excellent exchange of tem-
perature.

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The exchange of temperature in the condensers is caused by air cooling, whereby the
most favourable air temperature is the temperature of the surrounding air. The whole
combustion air for the engine flows through the condensers and then through the
ROPS to the combustion air filter. This ensures an excellent heat exchange because
of a high flow rate.
Function:
Hot vaporized refrigerant with a temperature of 60-100°C from the refrigerant compres-
sor is pressed into the condensers. pipes and fins absorbe this heat very quickly.
The outside air is blown through the condenser, thereby absorbing the heat and cooling
the refrigerant.
At a certain temperature and a certain pressure the refrigerant will liquify and flow out
through the outlet.
Maintenance:
The condensers must be regularly checked for deposits of dirt. a dirty condenser will
have very poor condensing performance, which will result in unnecessarily high oper-
ating pressures.
The condensers must be cleaned by blowing or washing dirt out. Bent fins can be easily
straightened with a special fin comb.
Liquid container with drier
to expansion valve
from
condensers
pressure switch
sight glass
Fig 14 Liquid container with drier
The liquid container takes the liquid refrigerant and compensates its volume changes
at the different temperatures.

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Fig 15 Liquid container with drier (principle)
1 Pressure switch
2 Drier outlet
3 Sight glass
4 Liquid container
5 Drier element
The liquid level can be checked on the sight glass on the side of the container.
Every time the compressor starts and at high ambient temperatures, the ball must float
in the lower half or in the middle of the sight glass (see Fig 16). During the normal work-
ing time at low ambient temperatures the ball normally stays at the bottom of the sight
glass.
swimmer ball
indicator pearl
blue: dry
pink: moist
Fig. 16: Sight glass when compressor is starting
The drier element is integrated in the liquid container. The cone-shaped drier is made
of silicagel. The drier extracts water and dirt from the refrigerant.
The liquid container with integrated drier has to be replaced, if the small indicator pearl
in the sight glass is pink and also if signs of rust or dirt can be noticed in the sight glass.

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In this case the absorbing capacity of the drier element is exhausted. The liquid con-
tainer must also be changed after every repair in the refrigerant circuit.
Never leave the ports of a new liquid container open before the installation, because
humidity may enter and reduce the lifetime of the drier.
Because of the design of the liquid container it only works properly, if it stays in a ver-
tical position. Therefore the system cannot work, if the hinged air condition plate is
flapped down into transport position.
Pressure switch (B75)
Fig 17 Pressure switch
In the BOMAG system a combined low/high pressure switch is used.
In case of too low pressure (< 1,5 +/-0,5 bar) the switch opens and the compressor will
stop. A pressure drop down to this value is normally caused by a too low refrigerant
level. When filling the system, the switch will only close again, if the pressure increases
to 3,4 bar.
In case of too high refrigerant pressure (> 25 +/- 1,5 bar) the switch also opens. This is
a protective measure for the compressor.
A too high pressure in the high pressure side of the refrigerant circuit can be caused by
a dirty condenser. Increasing temperature will also increase the pressure (see temper-
ature - pressure diagram, Fig.4).
Note: There are 4 wires which come out of the pressure switch. Only two of them are
used! (black/yellow: input from X1:121; black: output to X1:122)
Block-type expansion valve
The block-type expansion valve is located in the refrigerant circuit, just before the evap-
orator. It is the interface between the high pressure side and the suction side. It controls
the injection quantity of liquid refrigerant into the evaporator in dependence on suction
pressure and temperature.

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The temperature sensor in the expansion valve senses the refrigerant temperature at
the evaporator outlet. When the compressor starts to run, the pressure in the evapora-
tor will drop and the valve will open.
Fig 18 Expansion valve
The following pressures influence the work of the expansion valve:
• PFÜ = Pressure in the temperature sensor
• PSA = Suction pressure at the evaporator outlet
• PFe = Spring pressure
The pressure in the temperature sensor and the suction pressure after the evaporator
work against each other on both sides of the diaphragm in the valve head. The control
movements of this diaphragm are transferred via a pin to the ball which closes the bore
in the valve head. This controls the injection quantities.
Control process:
The sum of suction pressure PSA and spring force PFe works against the sensor pres-
sure PFÜ. These forces are normally balanced.
PFÜ = PSA + PFe
Since the spring pressure normally is of constant value, the valve will open if the suction
pressure drops and a higher amount of refrigerant will be injected. The resulting cold
evaporation temperature is sensored by the temperature sensor. This reduces the flow
diameter in the valve. This regulating process of the expansion valve guarantees an
overheating of the refrigerant by 2,8 °C. This ensures, that all injected refrigerant will
be evaporated and that no liquid refrigerant will be sucked into the compressor.
The overheating of the refrigerant is the temperature difference between the theoretical

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evaporating temperature (boiling point) at the respective pressure level and the meas-
ured temperature at the evaporator outlet.
Example:
An evaporator pressure of 1 bar represents an operating temperature of -10°C (refer to

the vapour - pressure curve). If the temperature at the evaporator outlet is higher than
- 7 °C., the medium will decrease in volume and the spring will reduce the valve open-
ing.
Evaporator
The evaporator is fitted in the right side of the cabin in the heat exchanger housing.
Inside the evaporator the liquid refrigerant, which is injected by the expansion valve, is
vaporized by reducing the pressure. This causes a temperature drop in the refrigerant
down to boiling or evaporating temperature, which is determined by the actual temper-
ature (see temperature - pressure curve)
The blower air is cooled down by the evaporator fins before it flows into the cabin.
As a result of this cooling, humidity will condensate on the evaporator fins. This con-
densation water is collected in a pan and runs through a hose to the outside.
Thermostat (B 29)
The evaporator is fitted with a temperature sensor. A thin metal pipe sticks between the
evaporator fins. This feeler measures the temperature at the coolest point in the evap-
orator. The agent in the feeler transmits volume changes caused by temperature dif-
ferences via a pressure diaphragm to an electric switch in the thermostat (B29). When
the adjusted temperature is reached, the switch in the thermostat opens. Then the
compressor will stop after the duty cycle. At the maximum position of the rotary switch
this prevents the evaporator from icing up
Rotary switch for air conditioning system

/ Thermostat (B29)

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Blower
The double-radial blower draws the filtered air out of the cabin through the evaporator.
The air is cooled down by the evaporator fins and flows through air channels into the
cabin again.
General indications for repair and maintenance work
• Before mounting, all O-Rings and tube fittings have to be lubricated with compres-
sor oil (PAG-oil).
• Please use new O-Rings for each mounting.
• For tube and hose connections please do always use 2 spanners, so that the tube
ends will not be damaged.
• The fittings have to be tightened only according to the tightening torque moment.
• As the compressor oils are very hygroscopic, keep the oils only in shut oil-cans.
• Remove the protecting caps only directly before mounting.
• Check the connections of the tubes, fittings or components carefully, if they are
damaged, replace them.
• After tightening of all connections the drier, as the last construction part, has to be
installed in the refrigerant circuit.
• Never keep the refrigeration circuit longer open to the atmosphere than necessary.
• Never try to repair bent and burst tubes.
• When exchanging a heat exchanger, for example evaporator or condenser, the oil
which has fallen away by exchanging the components, has to be added again.Too
much oil influences the refrigeration capacity and less oil influences the working life
of the compressor negatively.
• If an A/C unit is opened, the drier should in any case always be changed.
• Only open compressor valves (shut off valves) if the density of the system is estab-
lished.
• The work at refrigeration circuits should only be done with unobjectionable tools in
order to avoid a destruction of connections.
Emptying the air conditioning system
For repairs on the air conditioning the system must be completely emptied.
After this the filling and testing station must be prepared for operation according to the
instructions of the manufacturer.

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Note: Please observe strictly the relevant safety instructions.
• Connect the hoses of the filling and testing station to the service valves on the com-
pressor. The blue hose should always be connected to the suction side and the red
hose to the high pressure side.
• Open the ventilation fitting and low pressure shut-off-valve (blue hose) on the fitting
unit and let the refrigerant flow slowly out of the suction side.
Note: The refrigerant must only flow out very slowly, as otherwise considerable quan-
tities of refrigeration oil will also flow out. The exact quantity of refrigeration oil must be
replaced.
Evacuating the air conditioning system
The air connditioning system must be evacuated before refilling.
Connect the hoses from the filling and testing unit to the service valves on the compres-
sor. Connect the blue hose to the suction side and the red hose to the pressure side.
Note: All valves must be closed.
• Switch the vacuum pump on the filling and testing unit on and open the evacuation
valves.
• Run the evacuation process, until the pointer in the Torrmeter stops to move.
• Set the maximum indicator to the same position as the pointer.
• Open the ventilation fitting on the filling and testing station and relief existing over-
pressure.
• Close the ventilation fitting again and slowly open the valves on the compressor.
• Keep evacuating the system, until the position of the maximum indicator is reached.
• Close the valves on the filling and testing unit and switch the vacuum pump off.
Note: The longer the evacuation process, the drier the system.
Filling the air conditioner system
The filling cylinder on the filling and testing unit is suitable for filling an exactly meas-
ured quantity of refrigerant.
When increasing the refrigerant temperature in a closed cylinder, the pressure and the
specific volume of the liquid refrigerant will also increase.
Attention: When filling with the filling and testing unit make sure that the valve
for the Torrmeter on this unit is definetely closed. The torrmeter will be de-
stroyed and cannot be used if it is subjected to a pressure of more than 1.2 bar.

ServiceTraining
• Connect a hose to the valve on the bottom of the filling cylinder and to the valve on
the refrigerant bottle. Turn the refrigerant bottle upside down (with the valve point-
ing downwards).
• Open the valves on the filling cylinder and on the refrigerant bottle. Open the valve
on the top of the filling cylinder for a short time, so that air and gas can escape from
the filling cylinder.
Note: A considerable acceleration of the filling process can be achieved by warming

the bottle up in a water bath (temperature max. 40 °C).
• Fill the filling cylinder up to the desired quantity, close the valve on the bottom of the
filling cylinder.
• Turn the plastic cylinder, until the reading on the top pressure scale corresponds
with the reading on the filling cylinder pressure gauge.
Attention: Use only the scale for R134a !
• Check on the filling cylinder, whether the correct quantity was filled in. If necessary
open the valve again and top up.
• Disconnect the hose from the refrigerant bottle and switch the heater in the filling
cylinder off.
Note: This will increase the pressure in the filling cylinder. a pressure of 7 bar is requi-
red to fill in liquid refrigerant. The higher the pressure, the quicker all refrigerant will flow
into the air conditioning system.
• Connect the filling and testing unit with the hoses to the compresor.
• The valve for Torrmeter and low pressureside on the filling and testing unit must be
closed.
• Open the valves for emptying the filling cylinder and the high pressure side of the
filling and testing unit.
• Watch the refrigerant level in the sight glass of the filling cylinder, until the neces-
sary refrigerant quantity has flown into the system. Open the valves for the low
pressure side on the filling and testing unit.
• Switch the air conditioning unit on and set it to max. cooling power (thermostat posi-
tion Max.)
Note: Close the valves for suction and high pressure on the filling and testing unit as
soon as the reading of the pressure of the pressure gauges is identical with the reading
of the pressure gauge on the suction side. Open the low pressure valve again to let the
rest of the refrigerant flow in.

ServiceTraining
Technical Data
Filling capacities
Refrigerant R 134 a 1850 g

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

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

ON max. 3,4 bar
High pressure switch OFF 18 +/- 1,5 bar
ON 25,0 +/- 1,5 bar
Thermostat switching points (evaporator temperatures)
Position Max.(Cold) OFF -3 +/-1°C

ON 0,5 +1°C
Position Min. (Warm) OFF 9 +/-1°C
ON 13 + 1°C

Inhaltsverzeichnis:
table of contents: BC 571/671/771−RB
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
001 570 700 22 Stromlaufplan circuit diagram
002 Versorgung, Zigarettenanzünder supply, cigarette lighter
003 Starten starting unit
004 Drehzahlregelung MTA C370 CUMMINS rpm control MTA C370 CUMMINS
005 Anzeigen, Störmeldungen monitoring, failure indication
006 Fahren, Fahrstufen und Bremse driving, speed ranges and brakes
007 Warneinr., Schmieranl., Sitzverst. u. −heizung warning equip., lub. systhem, seat hight adj. and heating
008 Heizung und Belüftung heating and ventilation
009 Schutzbelüftung, Klimaanlage protected ventilation systhem, air conditioning
010 Lenkung und Schildsteuerung steering and blade control
011 Kabine und Anbauteile cabin and attachment parts
101 Bauteilliste component listing
201 Schaltkasten e−box
31.08.2000
Werner Stromlaufplan 001 001 570 700 22
31.08.2000 circuit diagram
Seis 001
30 3:1
W
5:2
X1:18A
X1:6E X1:5E 5:1
F89 6E F05 5E
30A 30A
6A 5A
X1:6A X1:5A
1,5qmm 2,5qmm
X1:91 X1:92 X1:91 X1:92

X18−1:1 X18−1:2 X18−1:1 X18−1:2
X1:186 X17−1:4 X17−1:3 X17−1:4 X17−1:3
emergency service MD+

wiring acc. to Cummins
Anschluß bei Cummins
W/R D+ W/R D+
wiring acc. to KHD

Anschluß bei KHD
Notbetrieb MD+
G02 G02
4x6qmm
Generator Generator
generator B+ B− generator B+ B−
2x10qmm große Lima 2x10qmm große Lima
10qmm kleine Lima 10qmm kleine Lima
X1:39
15/54
15/54
D+
S04:12 X1:40 F00 B+ 3:2
6:2
250A A23 4 5 1 3 2
Modul Generator
MD+
G01 + module generator
1 −
E21 X1:194 Batterie
2 battery
G01 MD+
+
noch nicht realisiert!
3:8
max. 10A
max. 10A
5A
−
not jet realized
E20 1 2
+ + 30 S30 3 K62 86
XS XS
24V 24V V24
− −
31
4 85
31 3:1
9:12
Zigarettenanzünder Steckdosen Load dump Modul Batterietrennschalter
cigarette lighter sockets load dump modul switch battery disconnect
03.08.2000
1 1 570 700 22
Werner Versorgung, Zigarettenanzünder
03.08.2000
Seis supply, cigarette lighter 002
2:20 30 30 9:1
6qmm 6qmm
X1:4E
X1:1E X1:2E X1:9E 6qmm
F30 F112 X1:4A

30A 20A
X1:1A X1:9A
30
K11
X1:61
Lieferumfang EUROIT 3:14 87
delivery equipment EUROIT 6qmm
X8:10 K11:87 5:1
2x4qmm
012 30
S00
01
Zündstartschalter X1:10E
Nur bei Cummins ignition switch
In EUROIT Lenksäule 50a 15/54 F14
30A
only acc. to CUMMINS
in EUROIT seering unit X8:7 X8:1
4qmm 2,5qmm X1:10A
Taster Startpilot X1:60 60 X1:59

push button, starting pilot Not−Aus Schalter
X1:96 X1:173
emergancy shut off
6:6
X1:37
MD+ S01 11 21 31 41 51 61
S58 Glühen
13 24 5:7
2:20 5:1
Sicherung 80A innerhalb des Steuergerätes

A K H G 30 12 22 32 42 52 62
14 23 A22
D+ 50 L X1:174
fuse 80A inside of control unit

30 15
K05 Vorglühsteuerung X18−2:6
6:16 glow plug contr. 30
87 87a X1:38 X17−2:7 K22 5:11

87a 87
31 T MV
Ether starting unit, only acc. to CUMMINS engine
4qmm
50A D L M J N P O R X1:93 X1:94

17A
B+
X17−2:6 X18−2:7 X1:100

2:11 5:13 Check 2 Steckerklemmen 2,5qmm X1:94 4:2
X17−1:2 X18−1:3 X1:95
X17−2:1 X18−2:4 X1:97
X17−2:5 X18−2:8 X1:99

X17−2:2 X18−2:3 X1:98
X1:145 X1:33 X1:101
X1:90 X18−1:7
Ätherstartanlage für CUMMINS Motor
Versorgungsleitung 70qmm
X17−1:6
X18−2:1
X17−2:4 X18−1:6
0,7A
X17−1:7
0,2A
AW ws rt Y58 1
30 50 V42 2 Y59 1 86 2
1 1 1 1 K11 Y13 V44
2 2
M01 M V41 B54 V43 R02 R02 sw HW 1 2
1 1 2
16A
16A
− 2 1 2 2 2 85
X1:146
Y02
2:20 31 31 4:1
0,75A
Starter Mag.−vent. Ätherstartanlage keine Potentialdifferenz! Glühkerzen 3:17 Hubmagnet Kraftstoffabstellung
starter sol. valve, ether starting unit glow plug engine switch off fuel shut off
Anzugswicklung Cummins C250 = 36A je 2x2,5qmm Anzugswicklung KHD ca. 39A
Geber Starthilfe
Haltewicklung Cummins C250 = 6A Haltewicklung KHD ca. 0,46A
starting assistance
Anzugswicklung Cummins C325 = 67A
Mag.vent. Flammglühanlage
Haltewicklung Cummins C325 = 13A
Kaltstartanlage KHD solenoid valve glow plug syst. für 671/771er CUMMINS
Anzugswicklung KHD = 73A
Haltewicklung KHD = 12A
starting equpment, KHD acc. to 671/771 CUMMINS version
31.08.2000
1 1 570 700 22
Werner Starten, KHD und CUMMINS Maschinen
31.08.2000
Seis starting unit, KHD and CUMMINS engine 003
X1:94
3:19
X1:20E
Lieferumfang Williams Control
delivery equipment williams control
elektronisches Fußpdal F84

10A
elektronic foot pedal
S119 X1:20A
Nicht serienmäßig eingebaut
no series−assembeling
X1:188
Diagnoseschnittstelle Kabine
sw rt ws or gn bl
86
K30 X4:− X4:+ K30 30 23
S118
4:2
X10:2
X10:3
X10:1
X10:4
X10:6
X10:5
Taster Fehlerdiagnose
85 87 87a 24
taster, fault diagnosis
X1:107 X1:108 X1:189
Meldeleuchte Fehlerdiagnose
Leerlauf 0−Signal
Leerlauf 1−Signal
X1:103
indicator, fault diagnosis

X1:124 X1:123
Signal
1
+5V
2,5qmm 2,5qmm
H04
Lieferumfang CUMMINS X6:H J X5:E D C B X6:F X6:D E B G A C X5:J C X5:H X5:F X5:G
2
delivery equipment CUMMINS
X1:102
08 06 05 28 02 15 01 03 19 13 26 25 09 16
A48
Motorsteuerung
X18−2:5 engine management
X17−2:8 04 17 24 18 20 21 10 22 23 11 14 27
F95
0.7A
5A 1
F95 F95 Y58
+5V 5A 5A
2
B A C
B95 3 +
X9:B X9:A A B Y107 Y106 A B
T
4 Diagnoseschnittstelle Motor −
B94 B93
X1:171
3:20 31 31 5:1
4:8 Geschwindigkeitssensor Motor ESS Leistungskraftstoffdruck Sensor RPS Kraftstoffabstellung

electronic speed sensor rail pressure sensor fuel switch off
STC Einheit (optional)
step timing control
Temperaturschalter Drehmomentreduzierung Kraftstoffregelventil EFC
temperature switch altern. torque electric fuel control valve
03.08.2000
1 1 570 700 22
Werner Drehzahlregelung MTA C 370 Cummins
03.08.2000
Seis rpm control MTA C 370 Cummins 004
3:20 K11:87 K11:87 6:1
X1:18E Abschmieren
7:2
X1:143
F24
30A
X1:18A
X1:18A
2:20
X1:55 X1:47 Modul 2: Maschinenfunktionen
für KHD Motore module 2: mashine functions
Lieferumfang EUROIT Glühen acc. to KHD engine
3:10
delivery equipment EUROIT X7:8 X7:7 Modul 1: Motorfunktionen X1:53 1.GANG 6:17
module 1: engine functions 50A X1:54 2.GANG
3:2 6:17
X1:51 NULL
Entfeuchten 6:15
9:13
Lüfter 8:9 X1:202 X1:214 X1:213 230 229 228 227
X1:212 X1:E X1:L X1:201
ws/or
br/sw
br/gn
E46
E03
E02
E22
E01
ws/vi
br/rt
ws/vi
1 1 1 1 1
br
vi
vi
rt
ws/ge
ws/ge
rt
br
+ + + + + 1 4 8 A15 A15 11 17 18 16 9
2 2 2 2 2
X1:215
X1:203
n T T Q
− G − G − G − G 6 3 7 5 2 20 19 14 15 12 13 10
−
P12 P03 P14 P02 P01
sw
sw
bl
bl
or
or
gr
ws/gn
ws/gn
ws/bl
ws/gr
ws/br
ws/or
ws/br
ws/gr
br/gn
br/or
ws/rt
X1:204 X1:216
209
Voltmeter
voltmeter
X1:211 X1:210 207 X1:217 X1:218 219 220 221 222 223 224 225 X1:226
hydraulic oil temperature
coolant charge expansion tank

Betriebsstundenzähler
Füllstand Ausgleichsbehälter
Hydrauliköltemperatur
X1:104
Kühlmitteltemperatur
hydraulic oil temperature

coolant temperature
Verschmutzungssensor
Schwimmer Hydrauliköl
X1:208
engine hour meter
Differenzdruckschalter
Differenzdruckschalter
Hydrauliköltemperatur
P00
contamination sensor
Drehzahlmesser
engine oil pressure X1:205
pressure diff. switch
pressure diff. switch

Kühlmitteltemperatur
Tankanzeige
collant temperature
hydraulic oil min.

level gauge
Hydrauliköl min.
RPM meter
return flow filter
brake pressure
Motoröldruck
X1:113
Rücklauffilter
Bremsdruck
+
float switch
KLIMA
X1:206 9:15
air cleaner
Luftfilter
X7:6
X7:1 X7:2 X7:9 X7:4 X7:5 X7:3
X1:41 X1:42 X1:56 X1:44 X1:45 X1:43 X18−1:5

X17−1:8 X1:68 X1:111 110 109 115 76 89 74 X1:112
X1:46 X1:116 X1:134 X1:120 X1:119
X2:6 X2:7 X2:4
0,7A
X18−1:8 X18−1:4 X1:117 H07
B23 3 B24 3 B20 3 B25 3 B22 3 B21 3 B05 +
X17−1:5 X17−1:1 + 1
86 B19
1 1 B53
2 1 B06 1 B55 3 B03 3 K22 Q Q P P
− 2 −
2min
4 4 4 4 4 4
P Q P
20s
R04 R03
2min
2 4 4 85 X1:69
20s
20s
2 2
X2:19
W X1:133
2:19 X1:78
31 31 6:1
4:20
3:9 MD+ 3:17
Warnsummer
warning buzzer
03.08.2000
1 1 570 700 22
Werner Anzeigen, Störmeldungen
03.08.2000
Seis monitoring, failure indication 005
5:20 K11:87 K11:87 7:1
X1:17E
F25
30A
X1:17A
30
K48
6:2
X1:178 87 87a
0−Signal = Bremse schließen
1−Signal = Bremse öffnen
15 in
15 in
S+
S+
S04:12
Vz
1s
4s
1s
2s
4s
2:3
−
−
K37 K37
12
Zeitrelais Bremse Zeitrelais Fahren
S04 timing relay, brake timing relay driving
Bremsschalter 11 4s abfallverzögert 1s anzugsverzögert
switch brake 30
30
87
87
S−
S−
87a
87a
−
−
2s
Vz
15 out
15 out
X1:177
strom = Bremse offen
stromlos = Bremse geschlossen X1:52
X1:48
X1:175
V0R 33 44 13 24 1. 2. 12 23
X1:135 21
Schalter Fahrrichtung S31 S02 Schalter Fahrstufen
S01 switch, travel direction speed range selector
1 3:17 34 43 23 11 24
S49 22 14
Fuß − Bremsschalter
foot − brake switch X1:176 5:17 1.GANG
2 2.GANG
X1:49 X1:50 5:17
X1:73 X2:1 X1:71 X1:51 X1:75
X1:72
X1:136 5:17 NULL
X2:2
X2:3 X2:5
1,29A
1,08A
1,08A
1,08A
1,08A
1,29A
86
+
H14 K05
K48 86 Y04 1 Y16 1 Y16 1 Y17 1 Y17 1 − Y03 1
85
V09 V10 V13 V14 V11 V12
2 2 2 2 2 2
85
X2:19
31 X1:78 31 7:1
5:20
6:6 Magnetventil Bremse Magnetventile vorwärts Magnetventile rückwärts 3:2 Mag.−vent Fahrstufen
solenoid valve brake solenoid valves, travel direction forw. solenoid valves, travel direction backw. solenoid valve, speed range selector
stromlos = Vorwärtsfahrt nicht aktiv stromlos = Rückwärtsfahrt nicht aktiv stromlos = 1.Gang
strom = Vorwärtsfahrt aktiv strom = Rückwärtsfahrt aktiv strom = 2.Gang
Warnsummer Rückwärtsfahrt
back up alarm
stromlos = keine Startbereitschaft
strom = Startbereitschaft
03.08.2000
1 1 570 700 22
Werner Fahren, Fahrstufen und Bremse
03.08.2000
Seis driving, speed ranges and brakes 1 006
6:20 K11:87 K11:87 8:15
Abschmieren
5:19
X1:11E X1:12E X1:16E
F16 F23 F29

10A 30A 10A
X1:11A X1:12A X1:16A
X1:184
X1:158
S25 23
X1:143 X1:141 3A X11:1
24
7,5A
+
X34:4 1 2
M10
LA 15 X1:185
M
drivers seat with compressor and switch

K13 86 30
M08 K13
−
M 7:10
Sitz mit Kompressor und Schalter

Zentralschmieranlage X1:159
87 87a
delivery equipment GRAMMER

central lubrication system 85
Z 31
Lieferumfang GRAMMER
X11:2
X33:1
X33:2
X34:3 5
2,5A
S29 23
X1:144 X1:57
142
R06 sw
24
ge
K13:87
11:19 ge
Signalhörner Kabine R06
X1:172
X8:8
br
23 23
S27
S03
Taster Schmieranlage
switch, lubrication system 24 Taster Signalhorn 24
B52
push buttonwarning horn
X1:171
Lieferumfang EUROIT X11:3
delivery equipment EUROIT
X1:160
6:20 31 31 8:15
7:11 Sitzheizung
heating, drivers seat
Initiator Schmierkolben
proximity switch lubrication piston
03.08.2000
1 1 570 700 22
Werner Warneinrichtungen, Schmieranlage, Sitzverstellung und −heizung
03.08.2000
Seis warning equipment, lubrication systhem, seat hight adjustment and heating 007
K30 K32:87 7:20 K11:87 K11:87 10:1
11:3 11:4
F40 G F69 F F02 F X1:13E

Box 2 Box 2 Box 1
25A
7 5A
6 10A
6
F31
F41:4
11:8 30A
X1:31
6qmm
X1:13A
X1:190
ZA; Lieferumfang EBERSPÄCHER Stufenschalter Frischluft X1:13A 9:3
switch, fresh air
option; delivery eqipment EBERSPÄCHER
Kleine Stufe = 0,4A
X1:179
mittleter Stufe = 0,5A
höchste Stufe = 1,25A 123 13 31 42 24
Anlaufstrom beim Start = 11,3A
Steuergerät 1234 2/4/6/8
control unit S102
S44
E30 14 32 41 23
1 3 5 7
D3LC Compact A13
rt X1:191 X1:192 X1:193
1 1
R22 R23
22 Ohm
10 Ohm
br
n 1 2 2 2
n
X1:32
057 666 59
4 n 2x3,9Ohm
Lüfterintern
X1:180
n 1 R30 2 inside of
X1:27 blower
X1:131
5:10 Lüfter
Min +
X13:1 1 1 R31 2 1
X1:181
Y14 Heizungsschaltuhr R28
S28 heater timer 2
2
X13:2 15/54
6qmm
X1:132
87a
30 +
in
X1:28 1
X1:182
R29
2
Kraftstoffpumpe A53 n
fuel pump heating unit
Max +
+
20s; n kleiner 1300 1/min
im Elektrokasten und 20s; rpm lower 1300 1/min
8s; n=0 1/min M
am Kraftstofftank montiert 8s; rpm=0 1/min S + M09
assembled inside of e−box
−
and fuel tank area M17 M
−
15/54
− −
X1:23
K31 7:20 31 31 9:1
Kabinenlüfter
Überwachung Lüfter Frischluft Lüfter blower, cabin
monitoring blower blower fresh air
Einbau in Kabine Lüftermotor und Schalter ohne Klimaanlage

assembling inside of cabin blower and switch without air conditioning
14.08.2000
1 1 570 700 22
Werner Heizung und Belüftung
14.08.2000
Seis heating and ventilation 008
3:20 30 30 11:3
6qmm
X1:8E X1:13A X1:7E
8:19
F94 F34
25A 30A
X1:8A X1:7A
1,5qmm
30
K62
2:19
87 87a
4qmm X1:179 KLIMA

5:13
Warnsummer
Schalter Klimaanlage X1:196 Schalter Entfeuchtung

switch, air conditioning switch reheat
max.15A
2/4/6/8
30
Bedienteil 1234 23 11 EA S04 K33
operating unit 30 S102
9:19
K41
9:18 24 12 87 87a
E47 XK0:1 Z 1 5 7 3
87 87a X1:195 V16
Klemmenkasten
strip terminal A31 X1:187 2 1
10:1
t1 Entfeuchten 1 2
XK0:3 10:2 5:9 B29 1
V47 Thermostat 1
n n 2:2 1 thermostat 1 T
t2 057 666 59 V48
10:4 2
1x3A 1 R30 2 2
X1:180
3x3A 0:1 FE5B Freilaufdiode im Schaltausgang vorhanden 2x3,9_O
max. 6A
Min + X1:183
1 R31 2 1
1 1 R28
Schutzbelüftung R24 R25 Spannungs− 2 X1:121
protec. ventil. system X1:181
inside of blower
6,8 Ohm 6,8 Ohm reduzierung
max. 8A
2 2 +
1
Lüfterintern
R29 B75 4
2
X1:106 X1:182 P
LP HP
max. 12A 3
4qmm Max +
+
X18−2:2
E37
X17−2:3
VD X1:122
1,75A
−
86 86
Y15 1 2
−
12V! V45 K41 K33
2 1 X1:23 85 85
8:20 31 31 10:1
Magnetkupplung Verdampferlüfter 9:7 9:18
magnetic clutch blower, evaporator
ZA; Lieferumfang SEKA ZA

option; delivery eqipment SEKA option
14.08.2000
1 1 570 700 22
Werner Schutzbelüftung, Klimaanlage
14.08.2000
Seis protected ventilation systhem, air conditioning 009
8:20 K11:87 K11:87 11:1
X1:15E
X1:19E
F63
30A
PVRES: F52
X1:15A Signalspannung: 0,25 ... 0,75 x Ub (6V...18V) Signalspannung: 0,2 ... 0,8 x Ub (4.8V...19.2V) 30A
PVREL:
Signalspannung: 0,33 ... 0,66 x Ub (7,9V...15,8V)
Neutralspannung: 0,5 x Ub (12V) Neutralspannung: 0,5 x Ub (12V)
X1:197 Neutralstellungsschalter Richtungskontakte mit 6A belastbar
Schwimmstellung: 0,75V x Ub (18V)
Option Schaufel PS3
Neutralspannung: 0,5 x Ub (12V)
ist in Nullstellung X1:19A option shovel PS3
X1:198 geöffnet (mit 1A belastbar)
Option Joy−Stick X3:1

optional joy−Stick
Hebel Schildsteuerung
ws/gn
Joy−Stick Lenkung Lenkrad
gr/br
steering lever steering wheel lever, blade control
A45
1
L NR L NR
PVRES L NR L PVREL S129 1 1=senken/let down
N N 3 2=heben/lift
N N 3 4 3=schließen/close
4 4= öffnen/open
R 1/2 3/4 2 2 1
S71 S70
2
S S − L R + + + S −
L/R
sw
pi
+/−
+/−
bl
ws/gr
br/gn
gr/pi
rt/bl
X12:4
X12:3
X12:5
X12:6
X12:2
X12:1
X3:5 X3:4 X3:2 30
Ausgang neutral = 0
1
R26 390 Ohm K115 10:16
X1:162
X1:161
X1:163
2
X1:154
X1:155
X1:156
X1:157
X1:152
87a 87
X1:65
X1:64
X1:66
X1:67
X1:63
X1:62
0,08A 0,08A
87 87a 30 30
1
87a 87 R27 1,2 kOhm
K116 10:17 K35 10:19
K46 10:18
K56
A38 2 30 87a 87 87a 87
10:7 X32:1
30
X28:1
X32:2 X3:8 X3:3

X1:239 X1:240 X1:241 X1:242 X28:2
X1:241 X1:242 X1:237 X1:238
X2:9 X2:10 X2:11 X2:12
X2:11 X2:12 X2:14 X2:13 X1:23 X3:7 X3:6
0,33A
0,075A 0,33A 0,33A 0,33A
1 2 1 2 1 2 1 2 86 86
PVEH K56 86 PVEH PVEH PVEH K115 86 K116 86 K46 K35
Y64 Y63 Y63 Y101

− 85 M M M 85 85 85 85
X2:19 X2:19 X2:19 X2:19

X1:78 X1:78 X1:78 X1:78
9:20 31 31 11:1
Magnetventil Lenkung 10:4 Schild Heben/Senken Schaufel Heben/Senken 10:19 10:18 10:13 10:19
solenoid valve, steering blade, up/down shovel, up/down
heben aktiv senken aktiv Schwimmstellung aktiv
Zeitverzögerung Schaufel Öffnen/Schließen

time delay shovel, open/close
03.08.2000
1 1 570 700 22
Werner Lenkung und Schildsteuerung
03.08.2000
Seis steering and blade control 010
10:20 K11:87 9:20
30
7:12
K13:87
X1:2E X1:3E
X1:14E 6qmm
X1:30 X1:29
F90 14E X1:2A X1:3A
10A
14A
K30
X1:14A 8:7
30
K32
11:1
87
K32:87
8:10
H D E D G E C A B
F49 F85 F42 F41 F99 F86 F98 F27 F28
10A 20A 10A 10A 15A 15A 10A 10A 10A
Box 2 8 Box 1 4 Box 2 5 Box 2 4 Box 1 7 Box 1 5 Box 2 3 Box 1 1 Box 1 2
8:7 F41:4
S16 S45 1 S38 1 S137 1 S26 1 S128 1 123 3 2 1 012 7 2

01 1 S22
01
5 5 5 5 5
5 6 S20 5 1 8 5 S21 5 4
X1:118
voltage transformer
X1:26
X1:25
Spannungswandler
15 J S 86
inside light, cabin
Innenleuchten
E32 Impulsgeber
2,9A
X1:77 A57
Interval switch
+ X2:8
1,5A
31 31b
Spiegelheizung
2A
−
mirror heating
86 +24 +12
K32 E56 E28
E23 1 E16 1 E29 1 1 1 1
Rundumkennleuchte
24V
0,6
2,9A
2,9A
2,9A
2,9A
12V B11
85 2 2 2 2 2
rotary beacon
U01 − 2
A12 15 53a 31b 53
31b
53a
+ B51
53
+ R77 R77 + +
1 1
− − E25 1 E17 1 E29 1 E57 1 E27 1
2A
2,9A
2,9A
0,6A
2,9A
2,9A
M04 M M06 M M05 M M07 M
B51 31 1
2 2 2 2 2
Radio 2 2 31 − 31 − B28
1,7A
1,7A
7,9A
2,5A
2,5A
5A
radio
2
2x6qmm
Scheinwerfer vorn Wischer vorn Wischer hinten Signalhorn
head lights front wiper, front wiper, rear warning horn
X1:21 22 Scheinwerfer links/rechts Wascherpumpe Wascherpumpe

head lights left/right washer pump washer pump
10:20 31 31
11:6
Scheinwerfer Motorraum Arbeitsscheinwerfer hinten
head lights, engine area working head lights, rear
ZA
option
03.08.2000
1 1 570 700 21
Werner Kabine und Anbauteile BOMAG−Fertigung/Montage
03.08.2000
Seis cabin and attachment−parts, BOMAG production/assembling 011
Name Bl. Pf. Benennung title TYP
A12 011 3 Radio Radio
A15 005 12 Platine Ueberwachungsmodul Printed circuit board, monitoring module
A15 005 13 Platine Ueberwachungsmodul Printed circuit board, monitoring module
A22 003 9 Platine Fahr− und Vorgluehsteuerung Printed circ., trav.− a. clow plug contr.
A23 002 19 Platine Generator Printed circuit,generator
A31 009 8 Schaltkreis Zeitsteuerung Klimaanlage Switching network, time contr. air condit.
A38 010 10 Platine Zeitverzoegerung Circuit board, time delay
A45 010 6 Lenkrad Steering wheel
A48 004 5 elektronische Motorsteuerung electronic engine management
A53 008 9 Modul Luefterueberwachung Modul blower monitoring
A57 011 14 Intervallschalter Scheibenwischer Interval switch, wiper
B03 005 10 Unterdruckschalter Luftfilter Vacuum switch, air cleaner

B05 005 18 Druckschalter Bremse Pressure switch, brake
Seis
31.08.2000
Werner
31.08.2000
B06 005 8 Druckschalter Motoroel Pressure switch, engine oil

B11 011 19 Signalhorn Warning horn 2A
B19 005 19 Magnetsensor Verschmutzung Magnetic sensor, contamination
B20 005 16 Temperaturschalter Hydraulikoel Temperature switch, hydraulic oil
B21 005 17 Differenzdruckschalter Hydr.−Oelfilter Pressure diff. switch, hydr. oil filter
B22 005 17 Differenzdruckschalter Hydr.−Oelfilter Pressure diff. switch, hydr. oil filter
B23 005 15 Schwimmerschalter Hydraulikoel Float switch, hydraulic oil
B24 005 15 Schwimmerschalter Hydraulikoel Float switch, hydraulic oil
B25 005 16 Druckschalter Ruecklauffilter Pressure switch, return flow filter
B28 011 20 Signalhorn Warning horn 2A
B29 009 18 Raumthermostat Room thermostat
B51 011 3 Lautsprecher Radio Speaker radio
B51 011 4 Lautsprecher Radio Speaker radio
B52 007 5 Naeherungsinitiator Schmierkolben Proximity switch, lubrication piston
B53 005 7 Temperaturgeber Kuehlmittel Temperature switch, collant
B54 003 9 Temperaturgeber Starthilfe Temperature switch, starting assistance
B55 005 9 Kuehlmittelstand Ausgleichsbehaelter Coolant charge expansion tank
B75 009 18 Kuehlmitteldruck coolant pressure
B93 004 11 Leistungskraftstoffdruck Sensor RPS Rail pressure sensor
B94 004 5 Geschwindikgeitssensor Motor Electronic speed sensor, engine
B95 004 2 Temperaturschalter f. Drehmomentumsch. Temperature switch f. altern. torque
E01 005 5 Beleuchtung Tankanzeige Illumination, level gauge

E02 005 3 Beleuchtung Temperaturanzeige Illumination, temperature gauge
E03 005 2 Beleuchtung Drehzahlmesser Illumination, rpm meter
E16 011 6 Scheinwerfer links Head light, lh. 55W
E17 011 6 Scheinwerfer rechts Head light, rh. 55W
E20 002 3 Zigarettenanzuender Cigarette lighter
E21 002 3 Beleuchtung Zigarettenanzuender Illumination, cigarette lighter
component listing
E22 005 4 Beleuchtung Temperaturanzeige Hydr.−oel Illumination, temp. gauge, hydraulic oil
E23 011 5 Arbeitsscheinwerfer vorne links Working head light, front, lh. 55W
Bauteilliste
E25 011 5 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 55W
E27 011 11 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 55W
E28 011 11 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 55W
E29 011 7 Innenleuchte Kabine Inside light, cabin 15W
E29 011 7 Innenleuchte Kabine Inside light, cabin 15W
E30 008 2 Heizgeraet Heating unit max. 10A
E32 011 8 Kennleuchte Warning light 70W
E37 009 16 Klimaverdampfer Air conditioning, evaporator
E46 005 1 Beleuchtung Voltmeter Illumination volt meter
E47 009 2 Schutzbelueftung Protection ventilation system 650W
E56 011 10 Scheinwerfer Motorraum rechts Head light, engine area rh. 55W
E57 011 10 Scheinwerfer Motorraum links Head light, engine area lh. 55W
F00 002 10 Hauptsicherung Batterie Fuse, main, battery 250A

F02 008 10 Ersatzsicherung Fuse, spare 10A
F05 002 6 Sicherung Steckdose Fuse, socket 30A
F14 003 17 Sicherung Hubmagnet Motor Fuse, shut off solenoid, engine 30A
F16 007 5 Sicherung Zentralschmieranlage Fuse, central lubrication system 10A
F23 007 10 Sicherung Signalhorn Fuse, warning horn 30A
F24 005 11 Sicherung Ueberwachungsmodul Fuse, monitoring module 30A
F25 006 8 Sicherung Magnetv. Fahren u. Bremse Fuse, sol. valve, travel and brake 30A
F27 011 16 Sicherung Wischer u. Wascher vorne Fuse, windscr. wiper and washer, fr. 10A
F28 011 18 Sicherung Wischer u. Wascher hinten Fuse, windscr. wiper and washer, re. 10A
F29 007 15 Sicherung Kompressor Sitzverstell. Fuse, compr., seat height adjustm. 10A
F30 003 10 Sicherung Heizung Fahrersitz Fuse, heating, operator’s seat 30A
F31 008 16 Sicherung Kabinenluefter Fuse, cabin ventilator 30A
F34 009 12 Sicherung Klimageraet Fuse, air conditioning 30A
F40 008 2 Sicherung Kabinenheizung Fuse, heating unit cab 25A
F41 011 8 Sicherung Rundumkennleuchte Fuse, rotary beacon 10A
F42 011 7 Sicherung Kabineninnenleuchte Fuse, inside light cab 10A
F49 011 2 Sicherung Spannungswandler Fuse, voltage transformer 10A
F52 010 9 Sicherung Schubschild Fuse, dozer blade 30A
F63 010 2 Sicherung Lenkung Fuse, steering 30A
F69 008 3 Sicherung Streueinheit Fuse, scratter unit 5A
F84 004 17 Sicherung Steuerung (Klemme 54) Fuse, controller (Pin 54) 10A
F85 011 6 Sicherung, Scheinwerfer vorne Fuse, head light front 20A
F86 011 11 Sicherung, Scheinwerfer hinten Fuse, head lights rear 15A
1
F89 002 3 Sicherung, Zigarettenanzuender Fuse, cigarette lighter 30A

F90 011 1 Sicherung, Ansteuerung Fuse, actuation 10A
F94 009 2 Sicherung Schutzbelueftung Fuse, protected ventilation syst. 30A
F95 004 12 Sicherung Motormanagement intern Fuse, engine controller (internal) 5A
6

F98 011 12 Sicherung Spiegelheizung fuse,mirror heating 10A
F99 011 10 Sicherung Motorraumbeleuchtung fuse, illumination engine area 15A
F112 003 15 Sicherung Anzugswicklung Fuse, pull in coil 20A
570 700 22
G01 002 11 Batterie Battery

G01 002 11 Batterie Battery
G02 002 12 Generator Generator
G02 002 15 Generator Generator
101
H04 004 19 Meldeleuchte Betriebsstoerung Indicator light, breakdown

H07 005 13 Warnsummer Betriebsstoerung Warning buzzer, breakdown
H14 006 15 Warnsummer Rueckwaertsfahrt Back−up alarm buzzer
K05 006 16 Relais Startstrom Relay, starting current BOSCHW

K11 003 14 Relais Klemme 30 auf 15 Relay, terminal 30 to 15 BOSCHL
K13 007 10 Relais Signalhorn Relay, warning horn BOSCHW
K22 005 11 Relais Hubmagnet Motor Relay, shut off solenoid, engine BOSCHW
K30 004 2 Relais Ueberlastschutz Relay, overload protection BOSCHW
K32 011 1 Relais Kabine Relay, cabin BOSCHL
K33 009 19 Relais Warnsummer Betriebsstoerung Relay, warning buzzer, failure indication BOSCHW
K35 010 19 Relais Selbsthaltung Relay, holding contact BOSCHW
K37 006 7 Zeitrelais Timing relay
K37 006 12 Zeitrelais Timing relay
K41 009 18 Trennrelais Relay, separation BOSCHW
K46 010 18 Umschaltrelais Switching relay BOSCHW
Seis
31.08.2000
Werner
31.08.2000
K48 006 2 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
K56 010 7 Relais Lenkung Relay, steering system BOSCHW
K62 002 19 Relais D+ Relay, D+ BOSCHW
K115 010 16 Relais Heben Relay, lifting BOSCHW
K116 010 17 Relais Senken Relay, let down BOSCHW
M01 003 2 Starter Starter

M04 011 14 Scheibenwischermotor vorne Windscreen wiper motor, front 190W
M05 011 17 Scheibenwischermotor hinten Windscreen wiper motor, rear
M06 011 16 Scheibenwaschermotor vorne Windscreen washer motor, front 60W
M07 011 18 Scheibenwaschermotor hinten Windscreen washer motor, rear 60W
M08 007 4 Zentralschmieranlage Central lubrication system
M09 008 19 Kabinenluefter Cabin ventilator
M10 007 15 Kompressor Fahrersitzhoehenverstellung Compr., operator’s seat height adjustm. 7,5A
M17 008 12 Zusatzluefter Additional blower
P00 005 2 Betriebsstundenzaehler Operating hour meter

P01 005 6 Tankanzeige Level gauge
P02 005 4 Temperaturanzeige Hydraulikoel Temperature gauge, hydraulic oil
P03 005 2 Drehzahlmesser Rpm meter
P12 005 1 Voltmeter Volt meter
P14 005 3 Anzeige Kuehlmitteltemperatur Temperature gauge, coolant
R02 003 12 Gluehkerze Glow plug

R02 003 12 Gluehkerze Glow plug
R03 005 6 Geber Tankanzeige Sender, level gauge
R04 005 5 Geber Hydraulikoeltemperatur Sender, hydraulic oil temp.
R06 007 19 Heizung Fahrersitz Heating, operator’s seat
R06 007 19 Heizung Fahrersitz Heating, operator’s seat
component listing
R22 008 11 Widerstand Resistor 1,5 OHM

Bauteilliste
R24 009 8 Widerstand Resistor 6,8 Ohm

R26 010 12 Widerstand Resistor 390 Ohm
R27 010 12 Widerstand Resistor 1.2 kOhm
R28 008 19 Widerstand Resistor intern
R77 011 12 Widerstandsheizung Außenspiegel Resistor heating outside mirror 40W
R77 011 13 Widerstandsheizung Außenspiegel Resistor heating outside mirror 40W
S00 003 10 Startschalter Starter switch MERIT

S01 003 17 Schalter NOT AUS Switch, emergency off NOTAUSH
S01 003 17 Schalter NOT AUS Switch, emergency off
S02 006 18 Fahrstufenschalter Switch, speed range selector
S03 007 10 Taster Signalhorn Push button, warning horn
S04 006 2 Bremsschalter Switch, brake
S04 009 15 Bremsschalter Switch, brake
S16 011 5 Schalter Arbeitsbeleuchtung vorne Switch, working head lights, front
S20 011 14 Schalter Scheibenwischer vorne Switch, windscreen wiper, front
S21 011 18 Schalter Scheibenwischer hinten Switch, windscreen wiper, rear
S22 011 16 Schalter Scheibenwascher vorne Switch, windscreen washer, front
S25 007 19 Schalter Fahrersitzheizung Switch, heating, operator’s seat
S26 011 11 Schalter Arbeitsbeleuchtung hinten Switch, working head lights, rear
S27 007 4 Taster Zentralschmieranlage Push botton, central lubrication system
S29 007 15 Schalter Fahrersitz Hoehenverstellung Switch, operator’s seat height adjustm.
S30 002 11 Batterietrennschalter Switch, battery disconnect
S31 006 13 Schalter Fahrtrichtung Switch, travel direction
S38 011 8 Schalter Kennleuchte Switch, warning light
S44 008 11 Schalter Kabinenluefter Switch, cabin ventilator
S45 011 7 Kabineninnenleuchte Switch, cabin inside light
S49 006 2 Schalter Bremse Switch, brake
S58 003 5 Schalter Aetherstartanlage Push button, ether starting unit
2
S70 010 10 Schalter Schubsschild Switch, dozer blade

S71 010 3 Schalter Lenkung Switch, steering
S102 008 16 Schalter Klimaanlage Switch air conditioning
S102 009 12 Schalter Klimaanlage Switch air conditioning
S118 004 16 Schalter Fehlerdiagnose Switch, fault diagnosis
6
S119 004 10 Elektronisches Fusspedal Electronic foot pedal

S128 011 12 Schalter Spiegelheizung Switch, mirror heating
S129 010 14 Schalter Schaufel Switch, shovel
S137 011 10 Schalter Motorraumbeleuchtung Switch, illumination engine area
570 700 22
U01 011 2 Spannungswandler Voltage transformer
V09 006 7 Diode Diode Stecker

102

V16 009 17 Diode Diode Wago, E−Kasten
V24 002 9 Load−Dump−Modul Load−dump−modul
V41 003 3 Diode (A1) Diode (A1) Diodenmodul
V47 009 15 Diode (A7) Diode (A7) Wago, E−Kasten
V48 009 14 Diode (A8) Diode (A8) Wago, E−Kasten
X1:E 005 8 Zentralelektrik e−box

X1:L 005 9 Zentralelektrik e−box
X1:1A 003 10 Sika − Klemme fuse terminal
Seis
31.08.2000
Werner
31.08.2000
X1:1E 003 10 Sika − Klemme fuse terminal

X1:21 011 3 Zentralelektrik e−box
component listing

Bauteilliste

3

6

570 700 22

103

Seis
31.08.2000
Werner
31.08.2000

X1:13A 008 16 Zentralelektrik e−box
component listing
X1:13E 008 16 Zentralelektrik e−box

Bauteilliste

4

6

570 700 22

104

Seis
31.08.2000
Werner
31.08.2000

component listing

Bauteilliste

X2:1 006 11 Rose − Kasten ROSE − box
X3:1 010 16 Zentralelektrik PS3 e−box PS3
X4:− 004 6 Schnittstelle Motor interface engine
X4:+ 004 6 Schnittstelle Motor interface engine
X5:B 004 9 Motorstecker OEM C5 engine connector OEM C5
X5:C 004 8 Motorstecker OEM C5 engine connector OEM C5
5

X5:D 004 8 Motorstecker OEM C5 engine connector OEM C5
X5:E 004 8 Motorstecker OEM C5 engine connector OEM C5
X5:F 004 16 Motorstecker OEM C5 engine connector OEM C5
X5:G 004 17 Motorstecker OEM C5 engine connector OEM C5
6
X5:H 004 14 Motorstecker OEM C5 engine connector OEM C5

X5:J 004 13 Motorstecker OEM C5 engine connector OEM C5
X6:A 004 11 Motorstecker OEM C6 engine connector OEM C6
X6:B 004 11 Motorstecker OEM C6 engine connector OEM C6
570 700 22

X6:D 004 10 Motorstecker OEM C6 engine connector OEM C6
X6:E 004 10 Motorstecker OEM C6 engine connector OEM C6
X6:F 004 9 Motorstecker OEM C6 engine connector OEM C6
X6:G 004 11 Motorstecker OEM C6 engine connector OEM C6
105
X6:H 004 6 Motorstecker OEM C6 engine connector OEM C6

X6:J 004 6 Motorstecker OEM C6 engine connector OEM C6
X7:1 005 1 Stecker EUROIT connector EUROIT
X9:A 004 5 Schnittstelle Motor interface engine
X9:B 004 4 Schnittstelle Motor interface engine
Seis
31.08.2000
Werner
31.08.2000
XS 002 6 Steckdose Socket

XS 002 7 Steckdose Socket
X10:1 004 11 AMP Stecker Gaspedal AMP connector throttle
X11:1 007 15 Schnittstelle Sitz connector drivers seat
X12:1 010 8 Stecker Lenkgeber connector sender steering
X13:1 008 4 Stecker Kraftstoffpum connector fuel pump
X13:2 008 4 Stecker Kraftstoffpum connector fuel pump
X17−1:1 005 8 Motorstecker Motor engine plug, engine side
component listing

Bauteilliste

X18−1:1 002 12 Motorstecker Maschine engine plug, machine side
X33:1 007 5 Schmieranlage lubrication system
Y02 003 11 Magnetventil Flammgluehanlage Solenoid valve, glow plug system 4,00A
Y03 006 18 Magnetventil Fahrstufenumschaltung Solenoid valve, speed range selector 1,29A
Y04 006 6 Magnetventil Bremse Solenoid valve, brake 1,29A
Y13 003 16 Hubmagnet Motor Shut off solenoid, engine
Y14 008 5 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
6
Y15 009 8 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 1,75A
Y16 006 9 Magnetventil Fahrtrichtung vorwaerts Solenoid valve, travel direction forw. 1,08A
Y16 006 10 Magnetventil Fahrtrichtung vorwaerts Solenoid valve, travel direction forw. 1.08A
Y17 006 13 Magnetventil Fahrtrichtung rueckwaerts Solenoid valve, travel direction backw. 1,08A
Y17 006 13 Magnetventil Fahrtrichtung rueckwaerts Solenoid valve, travel direction backw. 1,08A
6
Y58 003 19 Magnetventil Kraftstoffabschaltung Solenoid valve, fuel switch off 0,7A
Y58 004 17 Magnetventil Kraftstoffabschaltung Solenoid valve, fuel switch off 0.7A
Y59 003 5 Magnetventil Aetherstartanlage Solenoid valve, ether starting unit 17A
Y63 010 9 Magnetventil Schubschild Solenoid valve, dozer blade 0,33A
570 700 22
Y63 010 12 Magnetventil Schubschild Solenoid valve, dozer blade 0,33A

Y64 010 2 Magnetventil Lenkung Solenoid valve, steering 0,33A
Y101 010 14 Magnetventil Schaufel kippen So.valve, tipping shovel 0,33A
Y106 004 8 Kraftstoffregelventil EFC electronic fuel control valve
Y107 004 7 STC Einheit step timing control
106
Rose − Kasten
Klemmleiste X3:1−10 (Option PS3−Schaufel) Rose − box
057 543 12 terminal X3:1−10 (option PS3 shovel)
057 573 08 nur bei KHD−Motor
1
only acc. to KHD engine
2
3
1
4
057 116 87
10
3
5
6
7
9
2
8
4
5
6
X3
K05 K22 K33 K13 K41 K48 K62 K30 K56 K11 K46 K35 7
8
9
10
11
A22 12
13
14
15
16
17
057 268 42 057 664 33 18
19
057 664 32
4s abfallverzögert
057 564 17 057 565 20
057 564 36 057 564 29 057 564 24 057 565 19
057 664 34
K37
057 564 23 057 564 22 057 564 21 057 565 01

Bremse
Klemmleiste X2:1−19
X2 terminal X2:1−19
X0
1s anzugverzögert
057 664 34
25 26 27 31 32 37 38 41 42 43 44 45 46 47 55 56
K37
Fahren
A38
057 662 25
X28
057 662 24
V15
V16
28 29 30 33 34 39 40 48 49 50 51 52 53 54 57 58
11
10
13
15
16
17
19
61
12
18
21
14
59
60
20
23
1
5
6
7
9
2
8
4
X32
X10
Reserve
057 664 36
F13
F16
F15
F14
F05
F90
F63
F89
F23
F29
F25
F52
F34
F94
F24
F84
057 664 03
A23
1
2
1
V41
5 4 3 2
057 665 61
057 665 62
1
V42
Klemmleiste X1:1−61 057 564 25
terminal X1:1−61 V43
2
057 564 30
1 1 1 1
2
057 564 35 057 564 37 V44
1
057 564 19 V45
2
R23 10_O
R22 22_O
6
V46
2
Klemmleiste X1:62−245
7
terminal X1:62−245 V47
1
2 2
8
62 63 64 68 69 71 72 73 74 75 76 77 78 79 80 91 92 93 94 95 96 97 98 99 V48
1
2
2
100
101
102
103
104
105
106
107
131
132
133
134
141
142
143
151
152
153
154
155
156
157
171
172
173
174
175
176
177
178
179
180
181
193
194
195
196
201
202
203
204
205
206
213
214
215
216
217
218
219
220
221
236
237
238
239
240
65 66 67 81 82 83 84 85 86 87 88 89
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
135
136
137
138
144
145
146
158
159
160
161
162
163
164
182
183
184
185
186
187
188
189
190
191
192
207
208
209
210
211
212
222
223
224
225
226
227
228
229
230
241
242
243
244
245
E
L
057 665 64
057 665 64
057 666 59
057 666 59
90
K116 K115
197
198
1
nur bei Option PS3 Schaufel
6,8_O
6,8_O
3,9_O
3,9_O
only acc. to option PS3 shovel
R25
R24
R30
R31
nur bei CUMMINS Motor
only acc. to CUMMINS engine
H07
2
057 513 10
03.08.2000
1 1 570 700 22
Werner Übersicht Elektrokasten und Rose − Kasten; Schildversion
03.08.2000
Seis 053_2 overview e−box and Rose − box; blade version 201

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What are the main components of the refuse compactor discussed in the document?

What are the main components of the refuse compactor discussed in the document?

What are the main systems covered in the maintenance and troubleshooting sections?

What are the main systems covered in the maintenance and troubleshooting sections?

Service Training

008 098 84 Release 12/99

Cummins diesel engine C1

Trouble shooting working hydraulics E 11

Trouble shooting lubrication system G 20

BC 571/671/771 RB/RS -A1-

1. Operating and maintenance instructions

2. Spare parts catalogue

BC 571/671/771 RB/RS -A2-

BC 571/671/771 RB/RS -A3-

BC 571/671/771 RB/RS -A4-

• a strong ROPS/FOPS according to SAE standard

• multi-disc brakes in the planetary drives as parking and emergency brakes

BC 571/671/771 RB/RS -A5-

BC 671/771 RB/RS - Cummins -B1-

1000 oper. hours

250 oper. hours

Tighten all bolted connections on the X

BC 671/771 RB/RS - Cummins -B2-

1000 oper. hours

250 oper. hours

BC 671/771 RB/RS - Cummins -B3-

1000 oper. hours

250 oper. hours

Check fastening of engine/turbo charger/ X X X

BC 671/771 RB/RS - Cummins -B4-

1000 oper. hours

250 oper. hours

Tighten all bolted connections Observe the X

***Also after repairs in the hydraulic system

Special maintenance intervals:

BC 671/771 RB/RS - Cummins -B5-

BC 671/771 RB/RS - Cummins -B6-

BC 671/771 RB/RS - Cummins -B7-

BOMAG Central Service - Technical data and adjustment values

Product type: BC 771 RB

Perm. leak oil quantity: 7 l/min

Steering and working pump:

Steering control block:

Dozer blade control block:

• low weight and compact design

• electronic engine speed control CENTRY

• outstanding reliability and long lifetime

• low specific fuel consumption

• low noise development

• low exhaust emissions

• simple, but effective constructive design with simple installation characteristics.

Fig. 1 Cummins diesel engine

• small exhaust channels with minimum cooling,

• alloyed pistons with combustion troughs and piston rod carriers,

Fuel pump side

Fig. 2 Fuel pump side CUMMINS M11 with CENTRY

1 Fuel line pressure sensor (RPS) B93

Fig. 3 Exhaust side

1 Coolant temperature sensor