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Description
1 General:
The LS system is able to regulate pressure and flow (DFR).
Now with the LS system the pump capacity can incorporate an electronic control unit
called RC2 to provide a power regulation. This provides better distribution of power
implement hydraulic and the transmission (gear box).
When the load of engine is too great, the EPDF system regulate the power taken by
hydraulic. This removes the need to have the VACR valve on earlier models.

Load of the engine =


Power required by TRANSMISSION +
Power Required by HYDRAULIC

HYDRAULIC Power
= Pressure X Flow

TRANSMISSION
Power
= Torque X Speed

A10EP 2003.c/VST6 02.00

EPDF: means Electro-proportional pressure and flow control.

Overview:
Stored Engine Speed - Characteristic
In the stored memory of the RC2 there is the unloaded engine speed
characteristic. This characteristic is represented by the engine speed in relation
to the accelerator pedal position.

Actual Engine speed - Load


If the engine is under a significant load the actual engine speed would be less
than that represented by the accelerator position. The engines actual speed can
be read from the alternator sensor.

Electronic Regulation
The RC2 compares the two inputs. If the difference between the load and the
characteristic is too great, the RC2 changes the electric control of the electrovalve on the pump to limit the maximum capacity pump capacity to 60 %.

A10EP 2003.c/VST6 02.00

NOTE: Engine engine characteristic with and without load is going to be different
due to differences in production tolerances. There are no definitive values for these
characteristics.

Description
Electronic
control unit

Potentiometer on
injection pump
Speed sensor
Pump

A10EP 2003.c/VST6 02.00

Potentiometer provides the Theoretical engine speed or characteristic.


Speed sensor from the alternator provides the Actual engine load.
Both are fed to the RC2 unit which compares the difference values. If they are
outside the stored parameters then it will reduce the pump output to 60% via the
solenoid valve on the pump. Pressure is still regulated by the DFR valve on the
pump.
If there are any changing of variables or characteristics affecting any of the inputs
then the RC2 parameters must be re-set or at least checked. Eg; Alternator belt,
potentiometer on the pump, alternator, RCS, engine injectors or pump etc.

Description

Potentiometer fitted on
injection pump

Electrovalve fitted on
pump

RC2

Speed sensor

Fuse (5 A)

A10EP 2004/VST6 11.KI

Regulation in relation to engine speed


RPM
3000

300 rpm

engine speed : W plug on alternator

2500

Theoretical load or
theoretical RPM

200 rpm

2000

1500

Q=100%

Real load
50 rpm

1000

Q=60%

500

0
0%

Q= pump flow

50%

Potentiometer position

100%

tolrance of losing speed

MOB 736/VST6 12.99

Q = Pump flow.
Blue Line (top) : represents the theoretical engine speed. (Calibrated by the
technician)
Green (lower): represents the engine speed threshold (Provided by the alternator
although has a set-up calibration for different models) where the RC2 will change
the pump output limit to 60% (can also be calibrated).
The values shown are the points that are used to develope a load factor.
At RPM of 930 if the actual engine speed drops by more than 50 RPM then the
displacement will be reduced.
At 50% of the maximum RPM if the actual engine speed is 200 RPM or more
below the theoretical speed then it will reduce the displacement.
At 100% Engine speed if the actual speed drops more than 300RPM below the
theoretical speed then the pump displacement will be reduced.
These values are for calibration of the curve only. They can be viewed via the
calibration menu. The program will calculate the infinite values in between these
benchmark values and apply them accordingly.

DFR Rgulator

Electroproportional solenod
valve EP
A10EP 2003.c/VST6 02.00

Electro proportional Displacement Control EK


A10VO 63 EK at maximum displacement

A10 2001.3.e/VST6 01.AB

Remember the spring applies the maximum displacement.


As a field option it is ok to disconnect the solenoid to allow operation although
stalling will occur.

Load sensing line


Flow spool FR
Pressure spool DR
Proportional Electrosolenoid valve EP
Control cylinder

A10 2001.2/VST6 01.00

Maximum capacity

A10EP 2003.a/VST6 02.AK

Shows pump in maximum capacity and normal DFR regulation acts directly onto
the control cylinder. If the solenoid fails it will operate in this position.

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60% capacity

A10EP 2003.a/VST6 02.AK

The RC2 will energise the proportional solenoid with a variable signal. This allows
the pump pressure more direct access to the control cylinder and the swash plate
angle is reduced to provide a pump output programmed into the RC2 (60%).

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Regulation Problem

A10EP 2003.a/VST6 02.AK

If there is a regulation problem and the engine is stalling then this scenario will take
place. Same as disconnecting the electro-proportional valve. DFR pressure can still
gain access to the control cylinder via the check valve because the small spring
moves the valve all the way to the right.

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P= 50 bar, n= 1500 U/min, T= 50C solenoide current= function (swivle angle)

110
100

Swash Plate Angle %

90
80
70
60
50
40
30
20
10
0
-10
0

0.2

0.4

0.6

0.8

1.2

1.4

Solenoid Amperes (A)


A10 2001.4/VST6 10.99

Shows the amps used to angle the swash plate. An angle of 30% requires 0.6 amps.
In Manitou LSU operation the 60(50)% to 100% range is usually applicable.

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Calibrator BB3
(Calibrator 662 070 + connector
662071)

Power is supplied via the


connection to the machine: Fuse
located next to connection point.
Power must switched OFF during
connection to machine.

A10EP 2003.c/VST6 02.00

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MLT LSU (with Electronic Regulation)


Diagnostic Error Messages
Access via F2 menu:
1 Actual Faults.
2 Saved faults.
3 Delete saved faults.
Actual Faults
ERROR MESSAGE
Level calibration (Parameter
is not Logical)
Prop pompe
Poti DIESEL
Consigne Poti
Not Used

POSSIBLE CAUSE

EFFECT
Proportionnal electrovalve not
Output level not calibrated
well guided
Output current reduced to
Wire selected or short circuit
30% *
Diesel instruction
Output current reduced to
potentiometer not fitted / wire
30%*
selected or short circuit
Pump tilting angle
Output current reduced to
potentiometer not fitted / wire
30%*
selected or short circuit

Sensor DIESEL (W connector


Wire selected or short circuit
on the alternator)

60%

REMEDY
Calibrate output level
(F1 setting)
Check wire and connector
Fit diesel instruction
potentiometer/ check wire
and connector
Check wire and connector
Check wire and connector

A10EP 2003.c/VST6 02.00

If the proportional solenoid on the pump


is disconnected then the pump will be at
100% displacement.

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MLT LSU (with Electronic Regulation)


Dynamic Value Viewing
Access via PROC menu
SUBMENU PROC Reading of values when machine is working
VALUE
UNIT
DESCRIPTION
Diesel engine instruction
1 Engine speed
RPM
2 Pump
%
Pump tilting instruction
3 Poti nominal
%
Not used
4 Poti DIESEL
%
Engine speed potentiometer gross value (pedal position in %)
5 Diesel Characteristic
RPM
Accelerator pedal learning curve (rev./ min)
6 D nominal value
RPM
Engine instruction (learning curve - load) alternator W plug)
7 Swi output
Digital output for external test (option)
Pump electrovalve current supply
8 Prop current
m.A
(1200 mA at 100%, 800 mA at 60%)

Able to read two values simultaneously

A10EP 2003.c/VST6 02.00

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Calibration Procedure - MLT

A10EP 2003.c/VST6 02.00

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