Ginaf Systeemboek Hpvs Evs

TechnicalManual/System book
HPVS/EVS v20 e31
Figuur 2.3
.,n
HPVS/EVS system book v20 e31
© January 2008, Version 00
GI
NAFTrucks bv
Wageningselaan 243903LA
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ephone: 0318- 557444
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efax:0318-510983
E-mail
:inf
o@ginaf .
nl
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hereofare
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ten permission ofGI
NAFTrucks bv
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erestofcontinualproductdevel opment , GINAFreserves t
he rightt
o change
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ions andproducts wit
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OG0000070109
Inhoudsopgave
1. Safety instructions 1
2. HPVS/EVS operation 1
2.1 General 1
2.2 HPVS operation 2
2.3 EVS operation 5
3. HPVS/EVS powersupply 1
3.1 General 1
3.2 Oil supply system with pump 3
3.2.1 Pump with regulation block 3
3.2.1.1 Pump regulation 4
3.2.2 HPVS/ EVS reservoir with "oat and !lters 6
3.2.4 Proportional pump "ow unit 8
3.2.4.1 Proportional pump "ow valve 9
3.2.4.2 Pressure sensor for pump pressure ( DP) 9
3.2.4.3 Measurement point for pump pressure/ control pressure (
MP) 10
3.2.4.4 Pressure !lter 10
4.1 General 1
4.1.1 HPVS/ EVS valve block 1
4.1.2 2/ 2 Steering valve 2
4.1.3 Restrictor 2
4.2 HPVS cylinder 3
4.3 Suspension accumulator 4
4.4 LSP valve 5
4.5 Hydraulic system operation 6
4.5.1 Filling and draining 6
4.5.1.1 Filling right-rear 8
4.5.1.2 Draining right-rear 9
4.5.1.3 Filling left-rear 10
4.5.1.4 Draining left-rear 11
4.5.2 Stabilisation 12
4.5.2.1 Lateral stabilisation ( option) 12
4.5.2.2 Super stabilisation ( option) 13
4.5.3 Stabilisation 14
4.5.4 Container lifting system ( option) 15
4.5.5 Pump lowering system 15
4.5.6 Flushing 17
4.5.7 Lift axle unit 18
4.5.7.1 Lower/ block valve ( v20/43 and v20/ 44) 20
4.5.7.2 Raise valve ( all versions)or lower valve (
v20/
3x) 20
4.5.7.3 Pressure switch 20

4.5.7.4 Pressure-operated non-return valve 20
4.5.7.5 Lift axle v20/43 and v20/44, not operated 21
4.5.7.6 Lift axle v20/43 and v20/44, raise 21
4.5.7.7 Lift axle v20/43 and v20/44, lower 23
4.5.7.8 Lift axle v20/3x, not operated 24
4.5.7.9 Lift axle v20/3x, raise 26
4.5.7.10 Lift axle v20/3x, lower, phase 1 27
4.6 Electronic operation 30
4.6.1 Angle sensor 30
4.6.2 Level sensor 31
4.6.3 ECU input 32
4.6.3.1 HPVS/EVS power supply (diagram 1, appendix 1) 32
4.6.3.2 Angle sensors (diagram 4, appendix 1) 32
4.6.3.3 Level sensor (diagram 4, appendix 1) 32
4.6.3.4 Weight indication (diagram 5, appendix 1) 32
4.6.3.5 Indicator lamps (diagram 6, appendix 1) 32
4.6.3.6 Indicator lamps, diff-locks (diagram 9, appendix 1) 33
4.6.3.7 2nd gear protection (diagram 10, appendix 1) 33
4.6.3.8 Lift axle (diagram 3, appendix 1) 33
4.6.3.9 PTO protection (diagram 10, appendix 1) 34
4.6.4 E31 unit operation 35
4.6.4.1 Highest position (diagram 25093, appendix 1) 35
4.6.4.2 Lowest position (diagram 25093, appendix 1) 35
4.6.4.3 Continuous height control (manual) (diagram 25093, appendix 1) 35
4.6.4.4 Continuous height control (automatic) (diagram 25093, appendix 1) 35
4.6.4.5 Lateral levelling system 35
4.6.4.6 Raise/lower axle (lift axle unit v20/43 and v20/44) 36
4.6.4.7 Raise/lower axle (lift axle unit v20/3x) 36
4.6.4.8 Container lifting system 36
4.6.4.9 Lateral stabilisation (manual operation) 36
4.6.4.10 Lateral stabilisation (automatic) 37
4.6.4.11 Hydraulic roll stabiliser (
superstab) 37
5. EVS system description 1
5.1 General 1
5.1.1 HPVS/EVS valve block 1
5.1.2 Axle tilting valve block 2
5.2 2/2 steering valve 3
5.3 Proportional steering valve 4
5.3.1 Emergency steering safety valve 4
5.4 Non-return valve 5
5.4.1 Restrictor 5
5.5 Pressure sensor for emergency steering pressure (DY) 6

5.6 Measure/blow-off/bleed point for emergency steering system (M1) 7
5.7 EVS cylinder 8
5.7.1 EVS cylinder steering section 8
5.7.2 EVS cylinder centre position 9
5.7.2 EVS cylinder emergency steering section 8
5.7.4 EVS cylinder vehicle steered left 9
5.7.5 EVS cylinder vehicle steered right 10
5.8 Emergency steering accumulator 11
5.9 Hydraulic system operation 12
5.9.1 Emergency steering system 12
5.9.2 EVS steering 13
5.9.3 EVS vehicle steered left 14
5.9.4 EVS vehicle steered right 15
5.9.5 EVS coils 16
5.10 Electronic operation 17
5.10.1 Angle sensor 17
5.10.2 ECU power supply E31 v20 17
5.10.3 Operation 17
5.10.4 Pressure sensors 18
5.10.5 Summary of possible circuit states 19
5.10.5.1 Situation 1 19
5.10.5.2 Situation 2 20
5.10.5.3 Situation 3 20
5.10.5.4 Situation 4 21
5.10.5.5 Situation 5 21
5.10.5.6 Situation 6 22
5.10.5.7 Situation 7 23
5.10.5.8 Situation 8 23
5.10.6 Control panel 24
5.10.7 Electronic straight ahead position protection unit (limit sender, speed
switch) 24
6 HPVS/EVS diagnosis box (DCS) 1

6.1 General 1
6.1.1 DCS operation 1
6.2 Connection, login and disconnection 3
6.2.1 DCS1 connection 3
6.2.2 Login 4
6.2.3 Disconnection 4
6.2.4 Screen 1 E31 5
6.2.5 Screen 1-1: real-time display of HPVS data 6
6.2.6 Screen 1-2: real-time display of EVS data 8
6.2.7 Screen 1-3: fault message readout part 1, system operate normally 9
6.2.8 Screen 1-4: fault message readout part 2, system operate normally 10
6.3 Screen 2 E31 11
6.3.1 Screen 2-0: settings selection screen for pump and EVS 12
6.3.2 Screen 2-1 14
6.3.3 Screen 2-2: reading in the correction factors 15
6.3.4 Screen 2-3: code calculation 19
6.3.5 Screen 2-4: automatic "ushing HPVS/EVS 20
6.3.6 Screen 2-7: reading out faults 21
6.3.7 Reading out "ash code 22
6.3.7.1 Reading out fault messages 22
6.3.7.2 Erasing fault codes 22
6.3.8 Summary of "ash codes 23
6.3.9 Screen 2-8: reading out data 25
Appendix 1: Electrical installation 1

1.1 Overview of components in schematic diagrams 1
1.2 Overview of connectors 5
1.3 Schematic diagrams 7
Bijlage 2: Schema
s hydrauliek 1
Preface
This system book for the GINAF Hydro Pneumatic
Suspension System (HPVS)/ Electronic Vehicle
Steering system (EVS), version 20 (v20) contains
the following sections:
HPVS/EVS operation
HPVS/EVS power supply
HPVS system description
EVS system description
HPVS/EVS diagnosis box
The descriptions of the operation of the system can

be used to train technical personnel and as a refer-
ence.
Al
ways follow the saf
ety pr
ecauti
ons pr
esent-
ed i
n Chapter1.
GINAF Trucks bv is not liable for the consequences

of work on the HPVS/EVS system that is performed
by unquali!ed personnel, with incorrect tools and/
or without following the speci!ed safety precau-
tions.
Safety instructions
1. Safety instructions
W arning symbols
When text is accompanied by the warning symbol
shown here, this indicates that the information
provided is essential for the health and personal
safety of the mechanic.
The warning symbol with the overturned truck

is shown if there are circumstances that could
jeopardize the safety of the vehicle or that could
damage the vehicle.
If the safety instructions and warnings

contained in this chapter are not complied with,
the health or safety of the mechanic may be
jeopardized. In addition,serious damage could
be caused to the vehicle or even a hazardous
situation may arise.
Figure 1.1
Comply with all warning and safety

instructions referred to in this workshop
manual. Always read the warnings and
instructions on the labels and stickers
which are attached to the components !rst,
then make sure you comply with them. They
have been placed there for your safety and
health, so do not ignore them#
Wear clean, well-!tting clothes and apply

protective cream to unprotected parts of your
body, if necessary.
Always disconnect the earth connection of

the battery before carrying out work to the
vehicle.
Do not run the engine in an enclosed or

unventilated area. Make sure exhaust gases
are properly extracted.
Remain at a safe distance from rotating and/

or moving components.
Never remove the !ller cap of the cooling

system with the engine running.
Be careful when changing the oil. Hot oil may

cause serious inj
uries.
Avoid unnecessary contact with drained oil.

Frequent contact causes damage to the skin.
1-1
Safety instructions
Various types of oils and lubricants that

are used may constitute a health
hazard. This also applies to engine coolant,
clutch "uid, windscreen washer "uid,
refrigerant in air-conditioning systems,
battery acid and diesel oil. Therefore, avoid
internal and external physical contact.
Tilt the cab completely if work must be

carried out underneath the cab.
Always use support stands when carrying out
work underneath the vehicle.
Be careful when working on springs under

tension, such as those in spring brake
cylinders, valve springs, and the like.
Inadvertently released springs may cause
serious injuries. Even small springs
and circlips may cause injuries when
inadvertently released (wear eye protection).
Always use the appropriate lifting gear

(gearbox jack) or approved hoists for
the removal and installation of heavy
components. Attach the component properly
to the lifting or hoisting gear.
Be careful when working on systems

that may be under pressure such as a trailing
axle lift system, cab tilting mechanism, brake
system, steering system, fuel system and the
like.
After a !re it is possible that hazardous

combustion residues
may remain from certain synthetic materials
possibly used in oil seals and sealing rings.
Wear protective, acid-resistant clothing
and PVC gloves when removing such
combustion residues.
Submerge these combustion residues in

water, or spray them amply with a calcium
hydroxide solution (slaked lime and water).
Thoroughly clean the protective clothing after
use. Handle the gloves as chemical waste.
The general safety precautions applicable to

a chassis suspension system also apply to the
HPVS system.
The general safety precautions applicable to a

steering system also apply to the EVS
system.
During several of the test programs that are

executed via the HPVS/EVS diagnosis box (DCS),
the chassis or the rear axle of the vehicle move
automatically. Before these programs are activated,
make sure there are no people in the vicinity of the
vehicle, otherwise there is a possibility that someone
may become trapped.
1-2
Safety instructions
The suspension accumulators and HPVS (Hydro

Pneumatic Spring System)cylinders are under
pressure, even if the engine is not running.
First depressurise the HPVS system before removing

any of the parts mentioned below.
HPVS cylinders
suspension accumulator
LSP (load-sensing proportioning) valve
HPVS/EVS valve block
cartridge valves: SP6, SP8, SP9, SP10,
SP11, SP14, SP15, SP31
pressure switch for axle load v20/43 and
v20/44
lines for components listed above.
The emergency steering circuit is always under

pressure, even if the engine is not running!
Before removal of any of the parts listed below,

depressurise the emergency steering system by
loosening the test nipple on the HPVS/EVS valve
block.
EVS cylinders
emergency steering accumulator
accumulator valve with SP7
pressure sensor for emergency steering
pressure
emergency steering safety valve
non-return valve 7 (emergency steering
system)
lines for components listed above.
When a speed signal is absent, as the result of a

defective tachograph for instance, the rear axle will
continue to co-steer completely to a speed of ±88
km/h. This can have a negative effect on the stability
of the vehicle.
A second, independent speed signal has been added
to the X-series.
1-3
Safety instructions
1-4
HPVS/EVS operation
2. HPVS/EVS operation
2.1 General
HPVS and the EVS are two systems that can be !tted
on a vehicle. If both systems are !tted, several com-
ponents are shared between them. The HPVS/EVS
consists of a hydraulic section and an electric (con-
trol) section.
The hydraulic section consists of:

the drive part, consisting of a pump and a
reservoir
the regulating part, consisting of various
valves
the work part, consisting of (among other
things) HPVS cylinders, suspension accumula
tors and emergency steering accumulators.
The hydraulic section consists of:

various sensors and relays
an Electronic Control Unit (ECU).
The ECU is a microprocessor-controlled calculation

and control unit for controlling and safeguarding the
suspension and steering systems. A control panel is
installed in the cab, which is used for manual con-
trol of the system. This can also be used to read and
erase faults.
A technician can also connect a diagnostic box to

the ECU (GINAF no. OG0000087067-PA (old model Figure 2.1
OG0000008631PA), see Figure 2.1), which makes
it possible to:
read faults
read real time parameters
read correction factors
adjust angle sensors
read system data
"ush the HPVS/EVS system
test valve connections
For control unit E31, an adapter (programmer, see

Figure 2.2) is required for connection to the DCS.
The switch at the side is an on/off switch. In order to
perform programming, the switch must be in the on
position. If it is in the off position, you can program
but it will not be accepted.
Figure 2.2
2-1
HPVS/EVS operation
2.2 HPVS operation
For the HPVS, the air bellows and/or leaf springs on

the rear axles are replaced by double-acting HPVS
cylinders.
An HPVS cylinder is a double-acting cylinder contain-
ing a piston. The piston rod is attached to the chassis
and the cylinder is attached to the axle. The top (rod
side) of the piston is connected to the HPVS/EVS
reservoir and is at atmospheric pressure. The bottom
(piston side) of the piston is connected to the bottom
side of the suspension accumulator and the pump.
The suspension accumulators consist of a cylinder

containing a "oating piston. The bottom side of this
piston is exposed to oil pressure from the piston side
of the HPVS cylinders. The top side of this piston is
exposed to nitrogen at a certain set pre-pressure.
One suspension accumulator is required for each side
of the vehicle.
When the vehicle suspension is compressed, the

cylinder moves upwards and displaces the oil on the
piston side of the cylinder. The displaced oil "ows
through a line to the suspension accumulator and
forces the piston of the suspension accumulator up-
wards, which causes the nitrogen above the accumu-
lator piston to be compressed. The resistance caused
by the compression of the nitrogen increases, which
dampens the motion of the suspension.
The hydraulic suspension on the rear axles is com-

pletely separated between the two sides of the ve-
hicle. That is to say, there is no connection between
the cylinders on the left and right sides of the vehi-
cle. On each side of the vehicle, the return connec-
tions to the cylinders are all interconnected, as are
the pressure connections. This results in complete
compensation on each side of the vehicle.
Compensation means that when two or three cylin-

ders are interconnected, the oil that exits one cylin-
der is divided among the other cylinders. Consider
the law of communicating vessels. HPVS works in
a similar manner. If one cylinder is compressed, the
cylinder connected to it will expand an equal distance
(when the two cylinders have the same dimensions).
The advantage of this is that the vehicle can ride

over bumps and depressions while the chassis re-
mains level and the pressure (i.e. the load) remains
equally distributed over the remaining rear axles
under all conditions.
2-2
HPVS/EVS operation
The application of hydraulics and electronics instead

of mechanical components also makes it possible to
create all sorts of circuits that improve the function-
ality, safety and ef!ciency of the vehicle. Some of
these features are included as standard equipment
on the vehicles, such as:
automatic level regulation load maintained at

the same driving height at any vehicle speed
above 1-3 km/h
manual level regulation makes it possible for
the user to manually adjust the drive height
of the chassis at a vehicle speed under 1 kmh
manual height control(highest/lowest posi
tion) allows the user to temporarily adjust the
height at a vehicle speed under 1 km/h
rapid- lowering system(standard since Aug.
1999)
allows the chassis to be rapidly lowered using
oil pressure instead of just under the weight
of the chassis (e.g. for vehicles with a super
structure for swap bodies).
Other features are available as an option, such as:
lif
t axle,variable loadaxle or upcoupling lif t
axle
for lifting an axle in the unloaded or loaded
condition, or for the ability to temporarily un
load an axle.
levelling system for levelling the chassis,
which allows safer tipping.
hydraulic roll stabiliser (superstab)
for improvement of the lateral stability of the
vehicle in a turn, for superstructures with a
high centre of gravity or dynamic load (liq
uids)
automatic hydraulic lateral stabiliser
ensures that the HPVS cylinders on a station
ary vehicle can be compressed but cannot
rebound (additional tipping stability)
manual hydraulic lateral stabiliser
ensures that the HPVS cylinders can be com
pressed but cannot rebound when the switch
is operated (additional tipping stability). This
can be done at any speed and is standard on
the 3-side tipper.
container pull- upsystem allows the chassis to
sink to 3 cm above the axle buffers to enable
easier pulling-up or demounting of containers.
2-3
HPVS/EVS operation
weight indication system provides an indica

tion of the axle loads of the axles with HPVS
suspension on a display in the cab.
Due to the automatic level regulation, it is not possi-

ble to !t a mechanically-controlled load sensing pro-
portioning (LSP) valve in the brake system. There-
fore, Ginaf !ts an LSP valve with hydraulic pressure
control to convert the axle load to the necessary
brake pressure.
2-4
HPVS/EVS operation
2.3 EVS operation
For the EVS, the torque rods of the rear axle are
replaced by EVS cylinders (see Figure 2.3). An EVS
cylinder consists of a cylinder with a double-acting
piston. The double-acting piston is for control of the
retraction and extension of the EVS cylinder. During
turning, the cylinder on one side is retracted and the
cylinder on the other side is extended. Because the
axle is attached to the chassis via a V-rod, the axle
can be turned around this point, resulting in a steer-
ing movement.
Inside the EVS cylinder, there is a "oating piston !t-

ted around the piston rod. The purpose of this "oat-
ing piston is to move the EVS cylinder to the centre
position.
The hydraulic energy for the HPVS and EVS systems

is supplied by a hydraulic pump. This pump is driven
by the engine. The HPVS and EVS cylinders can be
operated via the hydraulic valves. Various informa-
tion is registered via the sensors, and this is used for
control of the HPVS and EVS systems.
Figure 2.3
2-5
HPVS/EVS operation
2-6
3. HPVS/EVS power supply

3.1 General
The HPVS/EVS system is an independent system. A

motor-driven pump is !tted to supply the hydraulic
power required by both systems. The pump draws oil
from a separate reservoir.
The pump is equipped with a regulation block with
which the maximum "ow and maximum pressure can
be adjusted.
The pump supplies oil to the proportional pump "ow

unit. The proportional pump "ow unit contains the
pressure !lter, the pressure sensor for the pump
pressure and the proportional pump "ow valve SP12
(see
Figure 3.1). This pump "ow valve ensures that oil is
supplied to the HPVS/EVS valve block as required.
A measuring point is also provided on the pressure
!lter cover on the pump "ow unit. The pump pres-
sure and control pressure can be measured at this
measurement point.
FILLER CONNECTION
RETURNFILTER DP
MP MPEH
MP DP MPEH T
AXI
ALPISTON PUMP
M
PP
P
LTER
PRESS.FI
FILLING FILTER SP12
S
FLOAT SW ITCH
PROPORTI
ONEL PUMPFLOW-UNI
T
Figure 3.1
3-1
The oil supply system of the HPVS/EVS system

consists of a number of components (see Figure FILLER CONNECTION
3.2):
Pump with regulation block
Reservoir with "oat and !lters
Filling system
RETURNFI
LTER
AXIAL PISTON PUMP
M
FILLING FILTER
FLOAT SW ITCH
Figure 3.2
3-2
3.2 Oil supply system with pump
3.2.1 Pump with regulation block

The hydraulic power supply of the HPVS/EVS is sup-
plied by a separate pump (see Figure 3.3 and Figure
3.4).
The pump is an axial plunger pump.

A regulation block is mounted on the pump;this is
used to set the maximum pump pressure and maxi-
mum volume "ow.
Figure 3.3
Figure 3.4
M A
A:Axialpist
onpump;B:Regul
ator
Figure 3.5
3-3
HPVS/EVS powersupply
3.
2.1.
1 Pump r
egul
ati
on
Inside the pump,ther e is abr anch ( 1)from the pr es-

sure connection tothe r egul ator,sothat the pump
pressur e is applied tothe r egulatoron the l eft ofthe A
twor egul atorpistons A ( max.vol ume "ow setting)
and B ( max.pr essur eregul ation),see !gur e 3.6. B
Outside the pump,achoke ( 3),apr essure !lter(4)
and a2/ 2val ve ( SP12)ar e placed in the main "ow.
Figures 3.6,3.7and 3.8show the situation in which

there is nooilconsumption.The ECU ensur es that
SP12is cl osed. 5 2
Toconsumer
s
Figure 3.6:with br anch 1,the pr essur e wil lincrease, 3 4

just as on the left ofr egulatorpistons A and B.Regu-
latorpiston A moves tothe r ight with apr essur e of
28bar ,regul atorpiston B moves tothe r ight with a Fi
gur
e3.
6
pressur e of190bar .
Piston A is ther ef
or e the !rst tomove tothe r ight.
As ar esul t,the channeltothe r egul atorpiston f or
the stop pl ate adjustment is r eleased,sothat the
stop plate moves tothe r ight and the vol ume "ow is A
reduced ( !gur e 3. 7).
B
Figure 3. 7:the stop plate is now compl etelyver tical
,
sothat the vol ume "ow is zer o.
The pr essur e on the l
eft ofregul atorpistons A and
Bf all
s away ,sothat theymove tothe l eft.This
position is purelytheor etical;in real
ity
,the system 52
searches f orabal ance (!gur e 3.8).
Toconsumer
s
3 4
Fi
gur
e3.
7
Figur e 3.8:balanced state;the top regulatorpiston

is on cut
,the stop pl
ate is at asl
ight angle.The A
pr essure at 1is now 28bar .
B
52
Toconsumer
s
3 4
Fi
gur
e3.
8
3-4
From this balanced state at 28 bar, the highest posi-

tion of the chassis is operated, for example. The ECU
now energises SP12 (!gure 3.9). The HPVS cylinders
are extended, which means oil consumption.
A
Figure 3.9: with an oil "ow to the consumers, the
pressure at branch 1 drops. This makes regulator
pistons A and B move to the left. Through branch B
2, pressure is also applied on the right of regulator
piston A. Because both regulator pistons move to the
left, the oil can "ow from the regulator piston for the
stop plate adjustment to the reservoir, so that the
stop plate moves to the left, and the pump delivery
5 2
is increased.
Toconsumer
s
3 4
Figure 3.10: in the situation shown here, we con-
tinue to operate the highest position, while the HPVS
cylinders are already extended to a maximum. The
ECU now continues to energise SP12. There is now Fi
gur
e3.
9
no more oil "ow through choke 3, pressure !lter 4
and SP12. The pressure at branch 1 now increases.
Regulator piston A cannot move to the right, because
the same pressure is also present (on a larger sur-
face) on the right through branch 2. The pressure
increases until regulator piston B opens, i.e. at 190 A
bar. As a result, the oil "ows to the regulator piston
for the stop plate adjustment, which moves to the
right, and the volume "ow is reduced. Here also, a
B
balanced state is searched for (!gure 3.11).
Figure 3.11: balanced state; the bottom regulator

piston is on cut, the stop plate is at a slight angle.
The pressure at 1 is now 190 bar. 5 2
Toconsume
As appears from the above, the pump regulation 3 4
continually looks for a balance between 28 and 190
bar, depending on the situation. Here, choke 3, pres-
sure !lter 4 and SP12 play a large role. When there
Fi
gur
e3.
10
is an oil "ow to the consumers, these three com-
ponents together ensure a pressure drop between
branch 1 and branch 2. The greater the oil "ow (i.e.
the consumption), the greater the pressure drop,
and the earlier that regulator piston A moves to the
right. The regulation then goes towards 28 bar (large A
oil "ow, low pressure). The lower the oil "ow (i.e.
the consumption), the lower the pressure drop, and B
the earlier that regulator piston B moves to the right.
The regulation then goes towards 190 bar (low oil
"ow, high pressure).
The bypass (choke and non-return valve) in branch

2 protects regulator piston A. When the pressure on 5 2
the right of this piston falls away quickly and there Toconsumer
s
is pressure on the left of the piston, the piston can 3 4

move to the right so quickly that it hits hard against
the stop and is damaged. By placing a choke in the
pipe, this impact is damped. Fi
gur
e3.
11
3-5
When SP12 is de-energised, there can still be a cer-

tain residual pressure in the pipe to the consumers,
so that SP12 does not fully close. Branch 5(to the
reservoir), with a choke of 0.5mm, is intended to
fully depressurise the pipe to the consumers in this
situation.
3.2.2 HPVS/EVS reservoir with "oat and

!lters
The hydraulic "uid is stored in plastic or stainless

steel reservoirs.
Figure 3.12
There are two types of reservoirs, depending on the
type of vehicle, see !gure 3.12:
upright reservoir
vertical reservoir B
This reservoir is !tted with a "oat switch for moni-

toring the "uid level. To prevent contamination, two C
!lters are !tted, see !gures 3.13 and 3.14:
A
- aerating !lter on the reservoir (not !tted in !gure
3.16)
- !lling !lter in the reservoir A: Reservoir; B:Fil
lingf
il
ter;
C: Fl
oatswit ch;
The aerating !lter !lters the air that is sucked in. The Figure 3.
13
!lling !lter !lters the oil that is poured in through the
!ller opening.
A pipe is !tted to the reservoir, with a quick-!ll con-
nection on the end. Oil should preferably be !lled
(topped up) through this connection. A return !lter
(and a ball valve) is !tted between this quick-!ll
connection and the reservoir. This return !lter !lters
both the oil that is topped up and the oil that "ows
back to the reservoir.
The ball valve is used to shut off the pipe during the
replacement of the return !lter, for example.
The ball valve is not !tted with the X series, because
the return !lter is above the "uid level.
Figure 3.14
3-6
3.2.3 Filling system

The !lling system (see !gure 3.15) consists of a
quick-!ll connection (1), a return !lter (2) (and pos-
sibly a ball valve (3)).
The quick-!ll connection is a connection with a non- 1
return valve. When a hose is connected, the non-re-
turn valve, and thus the connection are opened. Oil
can be topped up through the quick-!ll connection
with the special !lling pump.
The return !lter !lters the topped-up oil and the
returned oil.
2
The ball valve is !tted to be able to close off the pipe
between the reservoir and the return !lter, to pre-
vent the reservoir from emptying when the return
!lter is removed. Figure 3.15
FILLERCONNECTION
RETURNFILTER
Figure 3.16
3-7
HPVS/EVS powersupply
3.2.4 Proportional pump "ow unit

Theproportional pump "ow unit (seeFigure3.17
andFigure3.18)containsa number ofcomponents,
suchas:
proportional pump "ow valve( SP12)
pressuresensor for pump pressure( DP)
measurement point f or pump pressure/
control
pressure( MP)
pressure!lter
Figure 3.17
MP DP
MPEH
0.5 mm
MP DP MPEH
T
PP
3.5 mm
PRESS. FILTER P
SP12
PUMPFLOW VALVE
PROPORTIONAL PUMPFLOW-UNIT
Figure 3.18
3-8
3.
2.4.
1 Pr
opor
tionalpump "ow val
ve
This is a proportional 2/2 valve (see Figure 3.19),

electricallyoperated and with a spring return. When
coil SP12 is not energised, the valve is closed and no
oil is supplied to the HPVS/EVS system. When coil
SP12 is energised, an opening is created. This open-
ing becomes larger as the demand for oil increases.
Figure 3.19
SP12
3.2.
4.2 Pr
essur
e sensorf
orpump pr
essur
e
(DP) Figure 3.20
The pressure sensor (see Figure 3.21) is a sensor

that measures the oil pressure in the system. This
sensor is mounted on connection DP of the pump
"ow unit. When this oil pressure becomes too high or
too low, a fault will be stored in the ECU.
This sensor also monitors contamination of the pres-

sure !lter. An increased pressure drop across the
pressure !lter indicates increased contamination of
the !lter.
Figure 3.21
Figure 3.22
3-9
3.2.4.3 Measurement point for pump pres-

sure/control pressure (MP)
This measurement point (see Figure 3.23) is a con-

nection with a non-return valve, also referred to as
a test nipple. This test nipple is located on the pres-
sure !lter cover.
When the non-return valve in the test nipple is de-
pressed, the connection is opened. This test nipple
can be used to perform measurements of the pump
pressure and the control pressure.
Figure 3.23
Figure 3.24
3.2.4.4 Pressure #lter
The pressure !lter (see Figure 3.25) !lters the oil

delivered by the pump. A magnet is !tted in the
pressure !lter cover. This magnet collects all the
metal particles. Each time this cover is removed, the
magnet must be cleaned.
Figure 3.25
3-10
4.1 General
The pump "ow unit described in the previous chapter
supplies oil to the HPVS/EVS valve block(see Figure
4.1) in which all the valves for the HPVS and EVS
are located except the valves for the lift axle. I fa
lift axle, varialble load axle or an uncoupling lift axle
is present, a separate valve blockis !tted for that
system.
4.1.1 HPVS/EVS valve block
The diagram below shows the HPVS/EVS valve block.

This valve blockcan be roughly divided into an upper
and lower half. The lower half (containing valves SP8
through SP11, SP6.1, SP6.2, SP31.1 and SP31.2)
forms the HPVS section.
Figure 4.1
DY
M1
X1L X2R X2L X1R D4 Y M1 ACC

PROP.STEERINGVALVE (NG6)
T P
SP1 SP2
B A
SP7
MPE ACCUMULATORVALVE
SP30 SP5.
2 SP5.
1
6 2.0mm
8 NON-RETURN VALVE
(STEERINGSYSTEM)
RELEASE VALVE RELEASE VALVE
PP 7 5
1.0mm
NON-RETURN VALVE 9
(em ercengy steering system )
PUMPBLOCK VALVE EMERGENCYSTEERING VALVE
(regulate 330+10bar)
TT TT
PP
SP10 SP11 SP8 SP9 SP31.

1 SP6.
1 SP31.
2 SP6.
2
FILLING DRAINING FILLING DRAINING PUMPLOW ERING SUPERSTABVALVE PUMPLOW ERING SUPERSTABVALVE
LEFT LEFT RIGHT RIGHT LEFT LEFT RIGHT RIGHT
Tandem:1.
00mm
Tandem:1.00mm Tri
dem: 1.
50mm
1 Tridem:1.50mm 2
MBL BL MBR BR T1 T2
Figure 4.2
4-1
4.1.2 2/2 St
eer
ingval
ve
(12x)
Thi
sisa2/2 steer i
ngvalve,el
ectr i
call
yoperatedand
wit
haspr i
ngr eturn,twelveofwhi chare!ttedinthe
HPVS/EVS val
vebl ockandwhi chcanbecl assi!ed
i
ntothreetypes( seeFigure4.3).
ForHPVS onlytypesB andC ar eused.
A:
Whent hecoilisnotenergised,thecircuitisopened
sooilcan"ow inbot hdirect
ions.
Whent hecoilisenergi
sed,t heci r
cui
tisr out
ed
thr
ought henon- ret
urnvalvesot heoilcanonly"ow
inonedirect
ion. (
SP5.1/SP5.2)
B:
Whent hecoilisenergised,t hecir
cui
tisopenedso
oilcan"ow i
nbot hdi r
ections.
Whent hecoilisnotener gised,theci
rcuiti
srouted
Figure 4.3
throughthenon- ret
urnval vesot heoilcanonl
y"ow
i
nonedi rect
ion. (
SP6.1/SP6.2/SP7/SP9/SP11/SP30)
C:
Thisist hesameval veast ypeB. However,thisvalve A
hasani nt
egratednon-returnvalve. Thenon-ret
ur n
valveisplacedsot heoilcanonl y"ow throught he
steeri
ngval veinonedi r
ection.
Whent hecoilisnotenergised,both"ow directi
ons
B
areblocked.
sed,t heoilcanonly"ow i n
onedi r
ection. (
SP8/SP10/SP31.1/SP31.2)
Thet ypeA st eer

ingvalvesare!ttedwit
h26- Vol
t C
coi
ls.
Thet ypeB st eer
ingvalvesare!ttedwit
hei ther13-
Volt( SP6.1 andSP6.2)or26- Volt(al
lot
her s)coil
s.
Mostoft het ypeC steeri
ngvalvesare!ttedwi th26- Figure 4.4
Voltcoils. SP31.1 andSP31.2 ar
eexceptions:these
are!t tedwi th13- Vol
tcoil
s.
4.1.3 Rest
rict
or
Ar estrictor(seeFi gur e4.5andFi gur e4.6)i sa

constrictioninaci rcuit
. When"ui dpassest hrough Figure 4.5
ther estr i
ctor
,t hepr essurebeforether estictorwill
behi ghert hant hepr essureafterit
. Wer ef ertothis
asapr essur edr op. Atal ower"ow r atethepr essure
dropwi llbel essthanatahi gher"ow r ate.
Figure 4.6
4-2
4.2 HPVS cylinder
The HPVS cylinder consists of a cylinder with a dou-

ble-acting piston (see Figure 4.7 and Figure 4.8).
The piston divides the cylinder into two sections.
The upper section, the rod side, is connected to the
reservoir and is at atmospheric pressure. The lower
section, the piston side, is connected to the suspen-
sion accumulator.
To raise the vehicle, oil is routed from the pump to

connection P so oil is added. The oil enters the piston
side and the piston is pushed upwards.
To lower the vehicle, oil is routed from connection P

to the reservoir so oil is removed. The oil is pushed
out by the weight of the vehicle on the piston side
and the piston moves downwards.
Figure 4.7
Figure 4.8
4-3
4.3 Suspension accumulator
The suspension accumulator is a pressure vessel

that consists of two sections (see Figure 4.9). The
two sections are separated from each other by a
"oating piston. The lower section of the accumulator
is !lled with oil. The upper section of the accumula-
tor is !lled with pressurised nitrogen gas.
When the oil pressure in the suspension circuit is
higher than the nitrogen gas pressure in the accumu-
lator (because oil is forced out of the HPVS cylinders
during compression), oil "ows to the accumulator.
When this occurs, the "oating piston compresses the
nitrogen gas, increasing the gas pressure.
When the oil pressure in the suspension circuit is

lower than the nitrogen gas pressure (because the
suspension rebounds), the nitrogen gas pushes
against the piston, forcing the oil in the accumulator
back into the suspension circuit and the cylinders to
extend.
Thus an empty vehicle has a low nitrogen gas pres-

sure, making a relatively large compression possible.
In a loaded vehicle the nitrogen pressure in the ac-
cumulator is much higher, since the vehicle stands at
the same height. Therefore, relatively little compres-
sion will be possible. The result is a relatively supple
Figure 4.9
suspension in the unloaded condition and a stiff sus-
pension when the vehicle is carrying a heavy load.
Figure 4.10
Figure 4.11
4-4
4.4 LSP valve
The load-sensing proportioning (LSP) valve is a

standard LSP valve that has been modi!ed (see Fig-
ure 4.12). The valve was originally intended for ve-
hicles with air suspension and is therefore equipped
with an air cylinder.
In this application, the air cylinder has been replaced

by a hydraulic cylinder (see Figure 4.13), which is
connected to the piston side of the HPVS cylinders.
When the pressure in the system increases (due to
an increased vehicle load), the cylinder will be forced
inwards and the brake pressure will be adj usted to
the new load. Figure 4.12
A restrictor is built into the connection nipple to

dampen pressure surges.
This valve is not !tted on vehicles equipped with

EBS.
Figure 4.13
4-5
4.5 Hydraulic system operation
4.
5.1Fillingand draining
On the basis ofuser commands and operatingcondi-
tions,the electronics ( ECU)operate certain valves so
the HPVS cylinders are !lled withoil or oil is drained
from them.As explained earlier,the cylinders at the
left and right sides ofthe vehicle operate independ-
ently and thus the !llingand drainingare also per-
formed independently.The height ofthe chassis is
monitored via angle sensors that are !tted to one of
the rear axles,on the lef t and right sides.
Example:
The vehicle is stationary.The driver wishes to tem-
porarily lower the chassis and operates the lower
chassisbutton on the control panel.When this but-
ton is operated,oil is drained f
rom the lef t and right
HPVS cylinders,loweringthe chassis.
The driver leaves the chassis height in this position
and begins to drive.The chassis height is reported
to the ECU via the height sensors,as is the vehi-
cle speed.I fthe vehicle speed exceeds 2km/ hfor
longer than 3to 5seconds,the ECU will cause the
HPVS cylinders to be !lled until the chassis height
returns to the normal drivingposition ( automatic
level regulation).
As is apparent from this example,the automatic

level regulation only works at vehicle speeds above
2km/ h.The reason f or this is that ifa vehicle is
stationary and an axle withHPVS suspension is on
a bump or in a depression,the axle withactivated
level regulation will attempt to raise or lower the ve-
hicle,whichcould result in excessive pressure levels
in the system.
The time delay of3to 5seconds upon reaching2

km/ hbef ore activatingthe valves f
or the level regu-
lation is intended to prevent the system f rom mak-
ingcontinual adj ustments when drivingslowly over
uneven terrain.
The automatic level regulation may also activate

when the vehicle has been stationary f or a longtime
and internal leakage has resulted in loweringofthe
chassis.Af ter all,a hydraulic steeringvalve always
has a small amount ofinternal leakage.I t is not
necessary f or the driver to take any action,because
just as in the example above,once the vehicle speed
exceeds 2km/ hthe chassis will return to the driving
height.I ncidentally,it is possible to manually bring
the vehicle to drivingheight via the control panel.
4-6
The switches for !lling and draining the HPVS cyl-

inders on each side, discussed below, not only play
a role in the automatic and manual level regulation
but also in the optional lateral levelling system and
container lifting system.
4-7
4.
5.1.
1 Fi
lli
ng r
ight-
rear
In the non-energised state, coil SP8 of the right-

rear supply valve closes the connection between the
pump "ow unit and the HPVS cylinders on the right
side of the vehicle. Now no oil can be pumped to the
HPVS cylinders. In this state the HPVS cylinders can-
not extend.
By energizing coil SP8 of the right-rear supply valve,
a connection is established between the pump "ow
unit and the right-side HPVS cylinders.
Stabiliser valves SP6.1 and SP6.2 are energised so
oil from the rod side of the cylinder can "ow to the
reservoir.
Valve SP6.2 must also be energised to allow all the
oil to drain. This also energises SP6.1 because it is
wired in series with SP6.2. This causes the pump
pressure to be routed to the piston side of the right-
side HPVS cylinders and the supplied oil causes the
HPVS cylinders to extend. The right side of the vehi-
cle is raised.
When coil SP8 is de-energised, the spring will cause
the valve to return to the rest position. In this posi-
tion, a non-return valve is placed in the circuit that
blocks the "ow of oil from the cylinders to the pump.
Now the oil cannot "ow out of the HPVS cylinders
and the vehicle remains in this position.
PP
MPE
TT TT
PP

1 SP6.
2
1 2
MBL BL MBR BR T1 T2
LOAD SENSING VALVE (ALR)

HPVS-CI
LAXLE 2
HPVS-CI
L.AXLE 2
LIEFT RIGHT
HPVS-CI
L.AXLE 3
HPVS-CI
LAXLE 3
HPVS-CI
L.AXLE 4
HPVS-CI
L.AXLE 4
Figure 4.14
4-8
4.5.1.2 Draining right-rear
In the non-energised state, coil SP9 of the right-rear

drain valve closes the connection between the HPVS
cylinders on the right side of the vehicle and the
reservoir. Now the vehicle weight cannot force the
oil to "ow from the right-side HPVS cylinders to the
reservoir.
By energizing coil SP9 of the right-rear drain valve,
a connection is established between the reservoir
and the right-side HPVS cylinders. The vehicle weight
compresses the right-side HPVS cylinders and the oil
"ows via the open right-rear drain valve and the re-
strictor to the reservoir. The right side of the vehicle
lowers.
PP
MPE
TT TT
PP
SP10 SP11 SP8 SP9 SP6.1 SP6.2
1 2
MBL BL MBR BR T1 T2

HPVS-CIL AXLE 2
HPVS-CIL.AXLE 2
RIGHT
LEFT
HPVS-CIL.AXLE 3 HPVS-CIL AXLE 3
HPVS-CIL.AXLE 4
HPVS-CIL.AXLE 4
Figure 4.15
4-9
4.5.1.3 Filling lef

t-rear
In the non-energised state, coil SP10 of the left-

rear supply valve closes the connection between the
pump "ow unit and the HPVS cylinders on the left
side of the vehicle. Now no oil can be pumped to the
HPVS cylinders. In this state the HPVS cylinders can-
not extend.
By energizing coil SP10 of the left-rear supply valve,
a connection is established between the pump "ow
unit and the left-side HPVS cylinders.
This causes the pump pressure to be routed to the
piston side of the left-side HPVS cylinders and the
supplied oil causes the HPVS cylinders to extend. The
left side of the vehicle is raised.
Stabiliser valves SP6.1 and SP6.2 are energised so
oil from the rod side of the cylinder can "ow to the
reservoir.
When coil SP10 is de-energised, the spring will cause
the valve to return to the rest position. In this posi-
tion, a non-return valve is placed in the circuit that
blocks the "ow of oil from the cylinders to the pump.
Now the oil cannot "ow out of the HPVS cylinders
and the vehicle remains in this position.
PP
MPE
TT TT
PP

1 SP6.
2
1 2
MBL BL MBR BR T1 T2

HPVS-CI
LAXLE 2
HPVS-CI
L.AXLE 2
LEFT RIGHT
HPVS-CI
L.AXLE 3
HPVS-CI
LAXLE 3
HPVS-CI
L.AXLE 4
HPVS-CI
L.AXLE 4
Figure 4.16
4-10
4.5.1.4 Draining left-rear
In the non-energised state, coil SP11 of the left-rear

drain valve closes the connection between the HPVS
cylinders on the left side of the vehicle and the res-
ervoir. Now the vehicle weight cannot force the oil to
"ow from the left-side HPVS cylinders to the reser-
voir.
By energizing the coil of the left-rear drain valve, a
connection is established between the reservoir and
the left-side HPVS cylinders. The vehicle weight com-
presses the left-side HPVS cylinders and the oil "ows
via the open left-rear drain valve and the restrictor
to the reservoir. The left side of the vehicle lowers.
PP
MPE
TT TT
PP
1 2
MBL BL MBR BR T1 T2

HPVS-CIL AXLE 2
HPVS-CIL.AXLE 2
RIGHT
LEFT
HPVS-CIL.AXLE 3 HPVS-CIL AXLE 3
HPVS-CIL.AXLE 4
HPVS-CIL.AXLE 4
Figure 4.17
4-11
4.5.2 Stabilisation
4.5.2.1 Lateral stabilisation (option)
Lateral stabilisation is automatically activated as

soon as the vehicle speed drops below 2 km/h and
can be manually activated via a control panel button
(if present).
Lateral stabilisation can be activated manually at any
speed.
This system is intended to increase the lateral sta-
bility (at low speeds and during tipping). To achieve
this, the rod ends of the HPVS cylinders are blocked
by 2/2 valves. The piston end is exposed to the nor-
mal pressure of the load while the oil at the rod end
cannot escape. This results in a situation in which
the HPVS cylinders can be compressed but cannot
rebound.
When lateral stabilisation is deactivated, the 2/2
valves (nc) are energised and vice versa (safety).
These 2/2 valves (SP6.1 and SP6.2) are connected in

series, which means that the coils are always en-
ergised together. This series connection is a safety
measure that ensures both valves are deactivated if
one fails.
When coils SP6.1 and SP6.2 of the left- and right-
side stabilisation valves are energised, there is a
connection between the rod side of the left and right
HPVS cylinders and the reservoir. This allows the oil
to "ow to and from the left and right HPVS cylinders
(no stabilisation).
When coils SP6.1 and SP6.2 are not energised, a
non-return valve is placed in the circuits between the
left and right HPVS cylinders and the reservoir so the
oil can only "ow from the reservoir to the left and
right HPVS cylinders and not in the other direction
(stabilisation).
4-12
4.5.2.2 Super stabilisation (option)
Hydraulically, super stabilisation works identically to

lateral stabilisation. The big difference in comparison
with lateral stabilisation is that it is activated by the
ECU when demanded by the driving conditions.
It is intended for vehicles with a high centre of grav-
ity or with a live load, such as liquids, concrete, etc.
The ECU receives a signal from the tachograph, so
the vehicle speed is known. In addition, there is a
signal from an angle sensor, which measures the
angle of the steered wheels on the front axle. The
ECU combines this data and makes sure the lateral
stabilisation is activated when this is desirable or
when the steering angle of the front axle is too large
in relation to the vehicle speed.
PP
MPE
TT TT
PP
2
1
MBL BL MBR BR T1 T2
ALR-CILINDER
HPVS-CI
L AXLE 2
HPVS-CI
L.AXLE 2
LEFT RIGHT
HPVS-CI
L.AXLE 3 HPVS-CI
L AXLE 3
HPVS-CI
L.AXLE 4
HPVS-CI
L.AXLE 4
Figure 4.18
4-13
4.5.3 Stabilisation
This system makes it possible to level the vehicle
in the lateral direction so tipping can be done more
safely (see Figure 4.19 and Figure 4.20). An impor-
tant part of the lateral levelling system is the level
sensor.
The level sensor is an electronic sensor that meas-
ures the horizontal position of the vehicle in the
transverse direction (see also the section Electronic
operation).
For the HPVS there is a level sensor !tted to the
rearmost cross member of the chassis. This value is
sent to the ECU.
If the driver has placed the vehicle on a slanted

surface for tipping, he presses and holds the lateral
Figure 4.19
levelling system button. At this moment, the auto-
matic level regulation and the lateral stabilisation are
deactivated. The level sensor detects that the vehicle
is tilted and in which direction. The driver is informed
of this via a pulsing buzzer signal. The driver contin-
ues to hold the button. Through the !lling and drain-
ing of oil to and from the HPVS cylinders, the vehicle
reaches a nearly level position. From that moment,
oil is only drained.
By adding oil to the HPVS cylinders on one side of
the vehicle, !nal levelling of the chassis is achieved.
If the cylinders have reached their maximum exten-
sion and the chassis is not yet level, oil will be al-
lowed to "ow out of the cylinders on the other side.
The closer the chassis approaches the level position,
the more rapid the pulsing signal will become. As
soon as the vehicle is level, the buzzer will stop. If
the vehicle is tilted so far that the HPVS cylinders
cannot fully compensate, the buzzer will produce
a continuous signal. This warns the driver that the
vehicle could not be completely levelled.
As soon as the driver releases the lateral levelling Figure 4.20
system button, the lateral stabilisation is activated (if
installed).
The X-series is !tted with PTO protection to ensure
that once levelling has been performed, when the
PTO is activated the driver cannot operate the HPVS
system.
4-14
4.5.4 Container l
if
tingsystem (
option)
The container lif

tingsystem isavail able asan op-
tion f
or vehicleswithHPVS. I t isintendedto make it
easier to pul
lon andunl oadcontainers. To achieve
this,the HPVS system l owersthe chassisto create
a more f avourable angl
e ofapproach. The chassisis
loweredto severalcentimetresabove the rearmost
axle so the weight al
so remainsoptimal lydistributed
amongthe rear axl esin thisstate ( compensation) .
When the switchofthe container l if
tingsystem is
operated,oil"owsout ofthe l eft andright HPVS cyl -
indersto achieve the correct position.
4.5.5 Pumpl
oweringsystem
When a vehicl e without the pumpl oweringsystem is
loweredbyrel easingoilf rom the HPVS cyl inders,this
isachievedasa resul t ofthe weight ofthe chassis.
Thiscan be a probl em f or vehicleswithl ittle weight
above the rear axl es,because it occurstoo sl owlyas
a result ofthe friction ofthe HPVS cyl inders.
Withthe pumpl oweringsystem,asthe oildrains
from the piston side ofthe HPVS cyl inders,pump
pressure isappl iedto the rodside ofthe cyl inders
causingthe chassisto l ower rapidl yregardl essofthe
weight ofthe chassis. Two extra 2/ 2steeringval ves
(SP31.1andSP31.2)are !ttedin the HPVS/ EVS
valve blockf or thispurpose.
When the lower chassisor container l if
tingsystem
switchisoperated,the ECU wil l!rst checkwhether
valvesSP6.1andSP6.2( stabil
isation)are energised
and,ifso,it wil lde- energise them. Then val vesSP9
andSP11( drain l eft andright respectivel y)are en-
ergisedso the piston sidesofthe HPVS cyl indersare
connectedto the tank. Next,val vesSP31.1,SP31.2
andSP12are engagedso the rodsidesofthe HPVS
cylindersare connectedto the pump.
Asshown in the diagram ( Figure 4.21) ,duringl ow-

eringofthe chassis,stabil isation valvesSP6.1and
SP6.2must be de- energised;in other words,the
stabilisation system must be on. That meansthat the
pumpl oweringsystem can onl ybe !ttedifstabil isa-
tion val vesare also !ttedon the vehicle.
Stabil iser valvesSP6.1andSP6.2are energisedso
oilfrom the rodside ofthe cyl inder can "ow to the
reservoir.
The pumpl oweringsystem isstandardequipment on
the X- series.
4-15
MPE
PP
TT TT
PP
SP10 SP11 SP8 SP9 SP31.1 SP6.1 SP31.2 SP6.2
1 2
MBL BL MBR BR T1 T2

HPVS-CIL.AXLE 2 HPVS-CILAXLE 2
LEFT
RIGHT
HPVS-CIL.AXLE 3 HPVS-CILAXLE 3
HPVS-CIL.AXLE 4
HPVS-CIL.AXLE 4
Figure 4.21
4-16
4.5.6 Flushing
There is hardly any oil "ow in the HPVS section dur-
ing normal compression and rebound of the cylin-
ders. As a result, the oil is only !ltered to a very
limited degree. In order to !lter this oil it is possible
to run the HPVS system through a "ush procedure
via the DCS1.
During this procedure the vehicle is !rst put in the
highest position and then in the lowest position in
order to "ush the oil in the HPVS cylinders. Then the
oil in the HPVS section is circulated by the pump so
the oil is !ltered.
To achieve "ushing, the supply (SP8and SP10) and
drain valves (SP9 and SP11) for the left and right
sides are alternatingly energised. All the valves are
open during this procedure so the oil can be circu-
lated without raising or lowering the vehicle.
The "ush procedure ends when the vehicle is once
again at driving height.
PP
MPE
TT TT
PP

1 SP6.
2
1 2
MBL BL MBR BR T1 T2

HPVS-
CILAXLE 2
HPVS-
CIL.AXLE 2
LEFT RIGHT
HPVS-
CIL.AXLE 3 HPVS-
CILAXLE 3
HPVS-
CIL.AXLE 4
HPVS-
CIL.AXLE 4
Figure 4.22
4-17
4.5.7 Lift axle unit

The lift axle unit is a separate valve block for the
lift axle that is mounted near the lift axle. There are
three different versions of the lift axle:
- v20/43 non-uncoupling lift axle (non-driven

axle)
- v20/44 unloadable axle (driven axle)
- v20/3x uncoupling lift axle (non-driven axle)
Version 20/43 is intended for a non-driven lift axle.

This version is used when it must be possible to drive
with the axle lifted, when the vehicle is unloaded.
The axle must be lowered automatically at speeds
above 15 km/h when the load has increased to such
a degree than the other axles exceed the legally
permitted axle load. When stationary and with a full
load, the operation is identical to that of an unload-
able axle.
Version 20/44 is intended for a driven lift axle. Due

to the operation of the differential, driving a vehi-
cle with a lifted driven axle is obviously impossible.
The lift axle is therefore used as an unloading axle,
during tipping for example. By lifting the axle, the
centre of gravity of the load is essentially moved
further towards the forward axle(s), which increases
the tipping stability.
Version 20/3x is intended for a non-driven lift axle.

This version is used when it must be possible to drive
with the axle lifted, even when the vehicle is loaded.
To achieve this, the HPVS cylinders of the lift axle
must be hydraulically isolated from the other HPVS
cylinders.
4-18
As shown in Figure 4.23, versions 20/43 and 20/44

are identical except for the pressure switch !tted in
the valve block for version 20/43.
HPVS-CIL. AXLE2LEFT
HPVS-CIL. AXLE 2LEFT HPVS-CIL. AXLE 2RIGHT HPVS-CIL. AXLE2RIGHT
MH MH
H1 H2 H2
SP15 SP14 SP15 SP14 H1
PRV CV S2
CV S2 DS
DS PLUG
P P
DRUKSCHAKELAAR
T S1 T S1
HEFAS-UNIT v20/
44
HEFAS-UNIT v20/
43
Figure 4.23
Figure 4.24 shows version 20/3x. This makes clear

that this is a completely different type of lift axle
unit.
NHZ1 drain drain NHZ2

pilot pilot
HZ1 HZ2
pilot pilot
HPVS-CIL. AXLE 2LEFT HPVS-CIL AXLE2RIGHT
HS1 HS2
SP14 SP15 MH2
ACC
HEFAS-UNIT v20/
34
T
Figure 4.24
4-19
4.5.
7.1 Lower
/bl
ock val
ve (v20/43 and
v20/44)
This is a 4/2 steering valve, electrically operated A B

and with a spring return. In the energised state of
SP15
electromagnet SP15, all the connections are shut
off and no oil can "ow. In the rest position (parallel
position) connection A and P are connected, as P T
are B and T.
Figure 4.25
4.5.7.2 Rai
se val
ve (al
lver
sions)orl
ower
valve (v20/3x)
A
This is a 3/2 steering valve, electrically operated SP14
and with a spring return.
When the coil is not energised, connections A and T
are connected. When the coil is energised, connec-
P T
tions A and P are connected.
Figure 4.26
4.
5.7.
3 Pr
essur
e swi
tch
The pressure switch is an adj ustable pressure

switch. On the left side is the pressure that is to be
measured/monitored, and on the right side is an ad-
justable spring. In the normal situation, the valve is
in the position shown in the adj acent drawing.
When the pressure that is to be measured/monitored
exceeds the set pressure, the switch will be forced to
the right and the switch contacts will open. Figure 4.27
4.5.7.4 Pr
essur
e-oper
ated non-
retur
n
valve
The pressure-controlled non-return valve opens, like

a normal non-return valve, when the pressure at B is
higher than the pressure at A, and it remains closed
when the pressure at A is higher than the pressure
at B. A B
With this valve, however, it is also possible to pil
ot
achieve a "ow from A to B by applying pressure to drain
the pilot connection, which forces the valve open.
Furthermore, this valve is equipped with a drain con- Figure 4.28
nection to ensure that only a relatively low pressure
is required to open the non-return valve. There is
also a version without a drain connection.
4-20
4.5.
7.5 Li
ft axl
e v20/43 and v20/44,not
operated
In both versions of the lift axle unit there is a lower/

blockvalve with coil SP15,a non- return valve,a
raise valve with coil SP14andtwo restrictors.
When the lift axle is not raised,coil SP14of the raise
valve is not energisedandthe rodsides of the HPVS
cylinders of the lift axle are connectedto the reser-
voir,as are the other HPVS cylinders ( via SP6. 1and
SP6. 2).The raise/blockvalve SP15is also de- ener-
gisedso the accumulator for the lift axle is !lled/
kept under pressure via the pumpandthe non- re-
turn valve.
P
PP
TT TT
T
PP
SP6.
1 SP6.
2
SP10 SP8
SP11 SP9
2
1
MBL BL MBR BR T1 T2
HPVS-CI
L.AXLE 4LEFT LOAD SENSING VALVE (ALR)
HPVS-CI
LAXLE 4RIGHT
HPVS-CI
L.AXLE 3LEFT
HPVS-CI
LAXLE 3RIGHT
HPVS-CI
L.AXLE 2 LEFT HPVS-CI
L.AXLE2 RIGHT
SP15 SP14
P PRESSURE SW ITCH
T
HEFAS-UNI
T v20/
43
Figure 4.29
4.
5.7.
6 Li
ft axl
e v20/43 and v20/44,r
aise
To raise the lift axle,coil SP14of the raise valve

must be energised.The rodsides of the lift cylinders
are connectedto the pumpandthe oil can now be
pumpedto the rodsides of the lift cylinders,via the
non- energisedlower/blockvalve,the non- return
valve,the restrictor andthe raise valve,so the cylin-
ders retract andthe axle is raised.
4-21
The oil on the piston sides is displaced to the piston

sides of the other HPVS cylinders.
P PP
TT TT
T
PP
SP6.
1 SP6.
2
SP10 SP8
SP11 SP9
1 2
MBL BL MBR BR T1 T2
HPVS-
CIL.AXLE 4LEFT LOAD SENSI
NG VALVE (ALR)
HPVS-
CILAXLE4RI
GHT
HPVS-
CIL.AXLE 3LEFT
HPVS-
CILAXLE3RI
GHT
HPVS-
CIL.AXLE 2 LEFT HPVS-
CIL.AXLE2 RI
GHT
SP15
SP14
P
PRESSURE SW I
TCH
HEFAS-
UNI
T v20/
43
Figure 4.30
The following applies to both versions:the axle will

not raise when the pressure on the piston side of
the lift cylinder (=load) is higher than the pressure
on the rod side. The pressure switch ensures that
the ECU receives a signal when the load becomes
so heavy that the axle must be lowered. This is only
!tted on version 20/43, because the vehicle may not
be driven with a raised axle when the load on the
remaining axles exceeds the legal maximum. The
axle is lowered automatically at speeds higher than
15 km/h. With version 20/44 it is impossible to drive
with a raised axle under any conditions (due to the
operation of the differential), so there is no reason to
!t a pressure switch. For this version there is an ex-
tra protection measure !tted to ensure that the vehi-
cle is not driven in the loaded condition with a raised
axle by making use of the diff-lock. In this case, the
ECU automatically lowers the axle when the vehicle
speed exceeds 2 km/h.
4-22
4.5.7.7 Lift axle v20/43 and v20/44,

lower
The lift axle can be lowered manually (via the control

panel) or automatically (as a result of the pressure
switch (v20/43) or the vehicle speed (v20/44)).
In the lifted position, SP14 is energised. If the axle
was to be lowered by de-energising SP14, the oil on
the rod side of the cylinders would be routed directly
to the tank via SP15, causing the axle to fall abruptly
to the lowest position. To do this in a controlled man-
ner, the ECU will !rst energise SP15 and then imme-
diately de-energise SP14 so the oil "ows to the tank
via restrictor S1. Approximately 30 seconds later, the
ECU will de-energise SP15 so the rod side is once
again routed to the tank without the restrictor.
Note:
If the ignition switch is turned off while the axle is
raised, a buzzer signal will sound. The system is
constructed in such a way that the axle must !rst
be lowered before the ignition switch can be turned
off. The reasons for this are that the axle can only
remain in the raised position by keeping SP14 en-
ergised, which could drain the battery, and lowering
the axle automatically when the ignition switch is
turned off could result in hazardous situations.
P
PP
TT TT
T
PP
SP6.
1 SP6.
2
SP10 SP8
SP11 SP9
1 2
MBL BL MBR BR T1 T2
HPVS-
CIL.AXLE4LEFT LOAD SENSI
NG VALVE (ALR)
HPVS-
CILAXLE4RI
GHT
HPVS-
CIL.AXLE3LEFT
HPVS-
CILAXLE3RI
GHT
HPVS-
CIL.AXLE2 LEFT
HPVS-
CIL.AXLE2 RI
GHT
Figure
SP14
SP15
P
PRESSURE SW I
TCH
HEFAS-
UNI
T v20/
43
Figure 4.31
4-23
4.5.7.8 Lift axle v20/3x, not operated
In the lift axle unit there is a lower valve with coil

SP15, a non-return valve, a raise valve with coil
SP14, three restrictors and four pressure-controlled
non-return valves.
In this situation (see !gure 32) coil SP14 of the
raise valve is not energised and the rod sides of the
HPVS cylinders for the lift axle are connected to the
reservoir, as are the other HPVS cylinders (via the
energised valves SP6.1 and SP6.2 in the HPVS valve
block). This also causes there to be no pressure at
the pilot connections of valves T3 and T4.
The lower/block valve SP15 is also de-energised so
the circuit between non-return valves T3 and T4 is
connected to the tank. There is no pressure above or
below the piston of the pilot connection in T3 and T4,
so these are closed.
T1 and T2 include a drain connection, so the pres-
sure from the HPVS cylinders of axle 2 cannot be
applied to the top of the piston of the pilot connec-
tion. Therefore, when the valve is opened via the
pilot connection, the only counterpressure is that of
the spring. Now the pressure of the HPVS cylinders
for axle 2 is applied to the pilot connection of T1 and
T2 so these valves are open, and the piston sides of
the HPVS cylinders are interconnected on each side
of the vehicle.
The lift axle is now coupled. This means that com-
plete compensation is possible because the HPVS
cylinders can send and receive oil to and from one
another. The lift axle, however, can only send oil to
another HPVS cylinder via the valve block. If this
must happen very quickly (e.g. when driving over
a speed bump, if axle 2 must quickly rebound), it
may be that the system responds too slowly. In this
case, the HPVS cylinders of axle 2 require oil quickly,
which could result in a vacuum. To prevent this, an
extra accumulator is placed at every cylinder of the
lift axle.
4-24
MBL T1 T2
BL MBR BR
ALR-CI
LINDER
HPVS-CI
L.AXLE3 LEFT HPVS-CI
L AXLE3RIGHT
HPVS-CI
L.AXLE 4LEFT
HPVS-CI
L.AXLE4RIGHT
T P
NHZ1 drai
n drai
n NHZ2
T1 pil
ot pil
ot T2
T3 T4
HZ1 HZ2
pil
ot pil
ot
HPVS-CI
L.AXLE 2LEFT HPVS-CI
L AXLE 2RIGHT
HS1 HS2
SP14 SP15 MH2
ACC
T
HEFAS-
UNI
T v20/
34
Figure 4.
32
4-25
4.5.7.9 Lift axle v20/3x, raise
To raise the lift axle, coil SP14 of the raise valve

must be energised. The rod sides of the lift cylinders
are connected to the pump and valves T3 and T4 are
opened as a result of the pressure applied to the pi-
lot connections. This removes the pressure from the
lines under T1 and T2, causing them to close, and
disconnects the HPVS cylinders for the lift axle from
the other HPVS cylinders. The HPVS cylinders of the
lift axle will retract, lifting the axle.
MBL T1 T2
BL M BR BR
ALR-CILINDER
HPVS-CIL.AXLE3 LEFT HPVS-CIL AXLE 3 RIGHT
HPVS-CIL.AXLE 4 LEFT HPVS-CIL.AXLE 4 RIGHT
NHZ2
T P drain drain
NHZ1 T1 T2
pilot pilot
T3 T4
HZ1 HZ2
HPVS-CIL.AXLE 2 LEFT pilot pilot HPVS-CIL AXLE 2 RIGHT
HS1 HS2
SP14 SP15 MH2
ACC
T
HEFAS-UNIT v20/34
Figure 4.33
4-26
4.5.7.10 Lift axle v20/3x, lower, phase 1
In the lifted position, SP14 is energised and SP15

is de-energised. If the switch for the lift axle is now
operated to lower the axle, in phase 1 the ECU will
energise SP14 and SP15. The pump will supply oil
via SP15 and T3 and T4 (which then begin to func-
tion as normal non-return valves) to the top of the
pistons of the HPVS cylinders for the lift axle as well
as to the rod sides via SP14. Then the pump (SP12)
is brie"y deactivated. The spaces above and below
the pistons of the HPVS cylinders are now !lled with
oil. Due to the difference in rod and piston surface
area, the lift axle will lower under the weight of the
axle. While this occurs, oil "ows from the rod side
to the piston side via SP14, SP15, T3/T4. Then the
pump (SP12) is activated again to bring the axle up
to pressure.
MBL T1 T2
BL MBR BR
ALR-
CILI
NDER
HPVS-
CIL.AXLE 3LEFT
HPVS-
CIL AXLE3RI
GHT
HPVS-
CIL.AXLE 4LEFT HPVS-
CIL.AXLE 4RI
GHT
T P NHZ1 NHZ2
dr
ain dr
ain
pi
lot pi
lot
HZ1 HZ2
HPVS-
CIL.AXLE2LEFT pi
lot pi
lot HPVS-
CIL AXLE2 RI
GHT
HS2
HS1 SP14 MH2
SP15
P
ACC
T
HEFAS-
UNI
T v20/
34
Figure 4.34
4-27
4.5.7.11 Lift axle v20/3x, lower, phase 2
In phase 2, SP14 is deactivated and the pump

(SP12) is activated. This results in the rod side of
the HPVS cylinders for the lift axle being connected
to the reservoir. Pressure build-up also occurs on the
piston side via SP15. Valves T3 and T4 now func-
tion as normal non-return valves. Initially the pres-
sure under T1 and T2 will be lower than the pressure
above, causing these valves to remain closed and
the lift axle to remain hydraulically isolated. The load
on the lift axle will continually increase, causing an
increase in the pressure under T1 and T2. Eventually
the pressure under T1 and T2 will exceed the pres-
sure above them, causing them to open and result-
ing in the re-establishment of the hydraulic connec-
tions to the lift axle.
MBL T1 T2
BL MBR BR
ALR-CI
LINDER
HPVS-CI
L AXLE 3RIGHT
HPVS-CI
L.AXLE 4LEFT
HPVS-CI
L.AXLE 4RIGHT
T P NHZ1 NHZ2
drain drain
T1 pilot pi
lot T2
T3 T4
HZ1 HZ2
HPVS-CI
L.AXLE2LEFT pi
lot pi
lot HPVS-CI
L AXLE 2RIGHT
HS2
HS1
SP14 MH2
SP15
P
ACC
T
HEFAS-UNI
T v20/
34
Figure 4.35
4-28
4.
5.7.
12 Li
ft axl
e v20/3x,l
ower
,phase 3
In phase 3, SP15 is de-energised. T1 and T2 were

alreadyopened during phase 2, sot he l
if
taxl e is
alreadyhydraul icallyconnect ed. Now t hatSP15 is
alsode-energised, t he pressure is removed f rom t he
connect ion between T3 and T4causing T3 and T4t o
close, and t he separat ion between t he HPVS cyl in-
ders is re-establ ished. The system is now once again
in the begin situat ion described under t he heading
notoperat ed;see Figure 4.35.
MBL T1 T2
BL MBR BR
ALR-CI
LINDER
HPVS-CI
L.AXLE3LEFT HPVS-CI
L AXLE3RIGHT
HPVS-CI
L.AXLE4LEFT HPVS-CI
L.AXLE 4RIGHT
T P NHZ1 NHZ2
drai
n drai
n
pil
ot pil
ot
HZ1 HZ2
pil
ot
pil
ot
HPVS-CI
L AXLE2RIGHT
HS2
HS1
MH2
SP14 SP15
P
ACC
T
HEFAS-UNI
T v20/
34
Figure 4.36
Not
e:
The f ollowing appl ies toal lversions oft he l iftaxl e:

Ift he ignition swit ch is turned of fwhil et he axl e is
raised, a buzzer signalwil lsound. The syst em is
const ruct ed in such a wayt hatthe axl e must!rst
be l owered bef ore t he ignition swit ch can be t urned
off. The reasons f or this are thatt he axl e can onl y
remain in t he raised posit ion bykeeping SP14en-
ergised, which coul d drain t he bat tery, and l owering
the axl e aut omat ical l
ywhen t he ignition swit ch is
turned of fcoul d resul tin hazardous sit uat ions.
Liftaxl e v20/ 3xcan onl ybe l owered when t he en-
4-29
4.6 Electronic operation
The electrical diagrams referred to in this description

can be found in the appendices.
4.6.1 Angle sensor
The angle sensor ( see Figure 4.37)is a non-contact

sensor.
For the HPVS there are two angle sensors !tted on
the chassis, at the left and right on the rear axle. Via
a lever attached to the lowest torque rods, these an-
gle sensors register the chassis height and send this Figure 4.37
information to the ECU.
1 23 4
90
Figure 4.38
4-30
4.6.2 Level sensor

The level sensor (see Figure 4.39) is a sensor that
measures the horizontal position of the chassis in the
transverse direction.
For the HPVS there is a level sensor !tted to the
rearmost cross member of the chassis (the tow bar).
This location was chosen because it places the sensor
as close as possible to the tipper hinge (if present).
The registered values are sent to the ECU.
Figure 4.39
1 2 3
Figure 4.38
4-31
4.6.3 ECU input
4.6.3.1 HPVS/EVS power supply (diagram

1, appendix 1)
The constant power supply is provided via wire 1000,

fuse GE003 and wire R001. Wire R001 is divided
among pins 22-1, 22-2 and 26-26 of the EVS unit.
The power supply controlled by the ignition switch
is provided via wire 1010, fuse GE002, wire 1011e,
diode GD003, fuse GE001 and wire R002. Wire 1011
on pin 22-21 of the EVS unit is the sensor line for ig-
nition on/off. Pin 26-4 is an power supply output that
takes over the function of the ignition switch power
when the lift axle is raised and the ignition switch is
turned off. This output maintains power to the EVS
unit for approximately 5 seconds after the ignition
switch is turned off.
4.6.3.2 Angle sensors (diagram 4, appen-

dix 1)
Angle sensors GD007 and GD008monitor the chas-

sis height on the left and right sides respectively. The
ECU receives the signal from GD007 on pin 22-4 and
from GD008on pin 22-16. Both angle sensors re-
ceive power via pin 26-2 and are connected to earth
via pin 22-22.
4.6.3.3 Level sensor (diagram 4, appendix

1)
Level sensor GD004 monitors the horizontal position

of the chassis when desired. The ECU receives the
signal from GD004 on pin 22-9. The level sensor re-
ceives power via pin 26-11 and is connected to earth
via pin 26-14.
4.6.3.4 W eight indication (diagram 5, ap-

pendix 1)
When switch GC006 is operated, display unit GD019

receives power on pin 7 via DAF fuse E163, wire
1258and "oating fuse GE010. Pressure sensors
GF006 and GF007 are wired in parallel and deter-
mine the current level to the display unit based on
the pressure on the suspension at the left and right
sides of the vehicle.
4.6.3.5 Indicator lamps (diagram 6, ap-

pendix 1)
If raise valve SP14 or lower valve SP15 is energised,

power is supplied to pin 1 of lift axle indicator lamp
GD010 via diode block GD003 and wire SP115.
Power is supplied to fault lamp GD009 via pin 16-13
of the ECU and GG001. If there are no faults, there
is voltage on pin 16-13. In this state, GG001 is en-
4-32
ergised, interrupting the connection between GE002

and GD009, causing the lamp to go out. When there
are faults or no ECU is present or the engine is not
running, there will be no voltage on pin 16-13, which
will de-energise GG001 and cause the lamp to light.
Indicator lamp GD011 and relay GG000 are only
present on vehicles with manual lateral stabilisation.
If lateral stabilisation valves SP6.1 and SP6.2 are
energised (no hydraulic stabilisation), the coil of re-
lay GG000 is energised, interrupting contacts 3 and
5 of the relay. The indicator lamp no longer receives
power via wire SP61.
If the oil level of the HPVS/EVS system is too low, oil
level switch GF000 closes. This results in voltage on
wire ES114 and wire ES114a, which causes indica-
tor lamp GD012 to light and the EVS unit to receive
power on pin 12-7.
4.6.3.6 Indicator lamps, diff-locks (dia-

gram 9, appendix 1)
If one or more of the diff-locks is engaged, wire

G2408 of the diode block and the associated control
switch(es) are connected to earth, which causes the
diff-lock indicator lamp in the DIP to light as well.
4.6.3.7 2nd gear protection (diagram 10,

appendix 1)
Sender GF002 is mounted on the transmission or on

the driveshaft of the transfer gearbox. This sender
produces a square wave voltage, the frequency of
which is proportional to the vehicle speed, which is
sent via wire ES351 to speed switch GD001. This
speed switch interrupts the earth connection on wire
ES350 at a variable frequency, which causes the EVS
unit to interrupt wire SP30 by means of a relay.
4.6.3.8 Lift axle (diagram 3, appendix 1)
If a lift axle is present, GE003 ensures that the ECU

continues to receive power if the ignition switch is
turned off while the axle is raised. This allows the
ECU to activate a buzzer signal to warn the driver
that the axle must !rst be lowered before the igni-
tion switch is turned off.
From pin 16-1 of the ECU a signal is sent to raise
valve SP14 and via GD003 to lift axle indicator lamp
GD010. From pin 16-8 of the ECU a signal is sent to
lower/block valve SP15 and via GD003 to lift axle
indicator lamp GD010. When SP14 or SP15 is en-
ergised, lift axle indicator lamp GD010 will be lit. If
the ignition switch is turned off and the axle is in the
raised position, the ECU will continue to receive volt-
age on pin 36 via the continuous power supply wire
(wire no. 1000 rd), GE003.
If the lift axle is in the raised position and the load
exceeds the allowable weight, pressure switch GF001
4-33
activates and power is supplied to pin 22-20 of the

EVS unit via wire ES006. Depending on the speed,
the lift axle will be lowered automatically.
4.6.3.9 PTO protection (diagram 10, ap-

pendix 1)
If the PTO is engaged, power is fed to pin 22-20 of

the EVS unit via wire ES022. If the speed is 0 (can
be changed via a parameter), all functions of the
HPVS are frozen and valves may be deactivated so
that during use of the PTO the HPVS system cannot
operate. Once the PTO has been deactivated, de-
pending on the parameter setting (speed/time), the
functions are reactivated.
There is also a possibility to !t a proximity switch.
If the bed is raised this will have the same effect as
when the PTO is engaged: the HPVS system will be
frozen.
4-34
4.6.4 E31 unit operation
4.6.4.1 Highest position (diagram 25093,

appendix 1)
When switch GC002 on the control panel is oper-

ated, the ECU receives a signal on pin 12-9. The
ECU will energise coils SP8 (add oil to the right side)
and SP10 (add oil to the left side) until the switch is
released.
4.6.4.2 Lowest position (diagram 25093,

appendix 1)
When switch GC002 on the control panel is operated,

the ECU receives a signal on pin 12-3. The ECU will
energise coils SP9 (drain oil from the right side) and
SP11 (drain oil from the left side) until the switch is
released.
If a pump lowering system is !tted, the ECU will also
energise valves SP31, SP31.2 and SP12.
4.6.4.3 Continuous height control (manual

operation) (diagram 25093, appendix 1)
When switch S3 on the control panel is operated, the

ECU receives a signal on pin 12-6. If the angle sen-
sors register that the chassis is not at the set driving
height, the ECU will energise coils SP8 (add oil to the
right side) or SP9 (drain oil from the right side) and
SP10 (add oil to the left side) or SP11 (drain oil from
the left side) until the angle sensors register that the
set driving height has been reached.
4.6.4.4 Continuous height control (auto-

matic) (diagram 25093, appendix 1)
The ECU receives the D3 speed signal from the tach-

ograph on pin 26-22. If a vehicle speed higher than
approx. 3 km/h is registered for at least 5 seconds
and the angle sensors register that the chassis is not
at the set driving height, the ECU will energise coils
SP8 (add oil to the right side) or SP9 (drain oil from
the right side) and SP10 (add oil to the left side)
or SP11 (drain oil from the left side) until the angle
sensors register that the set driving height has been
reached.
4.6.4.5 Lateral levelling system

the ECU receives a signal on pin 16-9. If the vehicle
speed is zero and the level sensor registers that the
chassis is not level, the ECU will energise coils SP8
(add oil to the right side) or SP10 (add oil to the left
side), and if the level position cannot yet be reached
with completely extended cylinders, SP9 (drain oil
from the right side) or SP11 (drain oil from the left
4-35
side) until the level sensor registers that the chassis

is level or until the HPVS cylinders cannot be extend-
ed or retracted further.
4.6.4.6 Raise/lower axle (lift axle unit

v20/43 and v20/44)

the ECU receives a signal on pin 16-10. If the ECU
registers that raise valve SP14 is not energised (the
axle is not lifted), the ECU will energise coil SP14
so the axle is raised. If the ECU registers that raise
valve SP14 is energised (the axle is lifted), the ECU
will energise coil SP15 (raise/block valve) and then
de-energise coil SP14 so the axle is lowered in a con-
trolled manner. Approximately 30 seconds later, the
ECU will de-energise SP15.
4.6.4.7 Raise/lower axle (lift axle unit

v20/3x)

the ECU receives a signal on pin 16-10. If the ECU
registers that raise valve SP14 is not energised (the
axle is not lifted), the ECU will energise coil SP14
so the axle is raised. If the ECU registers that raise
valve SP14 is energised (the axle is lifted), the ECU
will energise coils SP12, SP14 and SP15 in the proper
sequence to lower the axle.
4.6.4.8 Container lifting system

the ECU receives a signal on pin 12-2. If the angle
sensors register that the chassis is not in the set
position for pulling-up or demounting of a container,
the ECU will energise coils SP9 (drain oil on the right
side) and SP11 (drain oil on the left side) until the
angle sensors register that the correct position has
been reached.
If a pump lowering system is !tted, the ECU will also
energise valves SP31.1 and SP31.2.
4.6.4.9 Lateral stabilisation (manual op-

eration)
When switch GC005 on the control panel is oper-

ated, the ECU receives a signal on pin 12-1. If the
ECU registers that the stabilisation valves SP6.1 and
SP6.2 are energised (in other words, the stabilisation
is switched off), the ECU will de-energise coils SP6.1
and SP6.2 to activate the lateral stabilisation.
4-36
4.6.4.10 Lateral stabilisation (automatic)
The ECU receives the D3 speed signal from the

tachograph on pin 26-22. If a vehicle speed below 3
km/h is registered, the ECU will de-energise valves
SP6.1 and SP6.2 so the lateral stabilisation is acti-
vated.
4.6.4.11 Hydraulic roll stabiliser (

super-
stab)
The ECU receives the D3 speed signal from the tach-

ograph on pin 26-22 and a signal from angle sensor
PM1, which allows it to compute the cornering speed.
If this cornering speed exceeds a certain value, the
ECU will de-energise coils SP6.1 and SP6.2 to acti-
vate the lateral stabilisation.
4-37
4-38
5. EVS system description

5.1 General
The pump "ow unit, as described in Chapter 3, sup-

plies oil to the HPVS/EVS) valve block (see Figure
5.2) which contains all the valves for the HPVS, the
EVS and axle tilting.
5.1.1 HPVS/EVS valve block
Figure 5.2 shows the HPVS/EVS valve block. This

valve block can be roughly divided into an upper and
lower half. The upper half (containing the proportion-
al steering valve, the release valves, the accumulator
valve, the pump blocking valve and the emergency
steering safety valve) form the EVS section. This up-
per section can also be subdivided into the steering
section (left of non-return valve 7) and the emergen- Figure 5.2
cy steering section (right of non-return valve 7).
DY M1
X1L X2R PROP.STEERING VALVE

X2L X1R D4 Y M1 ACC D3
T P
SP1 SP2
B A
SP7
MPE ACCUMULATORVALVE
SP30 SP5.
2 SP5.
1
D1 6 2.
0mm
8 NON-RETURN VALVE
(steeringsystem )
RELEASEVALVE RELEASEVALVE
PP 7 5
NON-RETURN VALVE 1. 0mm
(em ergency steering system )
MP PUMPLOCK VALVE 9
EMERGENCY STEERING VALVE
TT TT
PP
SP6.
1 SP6.
2
SP10 SP8
SP11 SP9
DRAINING LEFT DRAINING RIGHT SUPERSTABVALVE RIGHT
FILLING RIGHT SUPERSTABVALVE LEFT
FILLING LEFT
1 1.
5 mm 2 1.
5 mm
MBL BL MBR BR T1 T2
Figure 5.1
5-1
5.1.2 Axle tilting valve block
The axle tilting valve block is shown in Figure 5.3.

This valve block prevents the axle from tilting. SP26
and SP27 are 4/2 valves.
EVS-CYLINDER V20LEFT EVS-CYLINDER V20 RIGHT

Y Y
X1 X1
X2 X2
X1L X2R X2L X1R
SP26 SP27
XA XB
Figure 5.3
5-2
5.2 2/2 st
eer
ingval
ve
Thi
sisa2/2 st eeri
ngvalve,electri
cal
lyoperat
edand
wit
haspr ingr et
urn,twelveofwhi chare!tt
edi nt
he
HPVS/EVS valveblockandwhi chcanbecl assi
!ed
i
ntothreet ypes(seeFigure5.5).
ForEPS onlytypesA andB areused.
A:
Whent hecoilisnotenergised,thecircuitisopened
sooilcan"ow inbot hdirect
ions.
sed,t heci r
cui
tisr out
ed
thr
ought henon- ret
urnvalvesot heoilcanonly"ow
inonedirect
ion. (
SP5.1/SP5.2)
B:
Whent hecoilisenergised,t hecir
cui
tisopenedso
oilcan"ow i
nbot hdi r
ections.
Whent hecoilisnotener gised,theci
rcuiti
srouted
throughthenon- ret
urnval vesot heoilcanonl
y"ow Figure 5.4
i
nonedi rect
ion. (
SP6.1/SP6.2/SP7/SP9/SP11/SP30)
C:
Thisist hesameval veast ypeB. However,thisvalve
hasani nt
egratednon-returnvalve. Thi
snon-return
valveisplacedsot heoilcanonl y"ow throught he
steeri
ngval veinonedi r
ection. A
Whent hecoilisnotenergised,both"ow directi
ons
areblocked.
sed,t heoilcanonly"ow i n
onedi r
ection. (
SP8/SP10)
B
Thet ypeA st eeri
ngvalvesar e!t tedwit
hbot h13-
Voltand26- Voltcoi
ls(inser i
es).
Thet ypeB st eeri
ngvalvesar e!t tedwit
hei ther13-
Volt(SP6.1andSP6.2)or26- Vol t(al
lot
her s)coil
s. C
Mostoft het ypeC steeringval vesar e!ttedwi t
h26-
Voltcoil
s. SP31.1andSP31.2 ar eexcept ions:these
are!t t
edwi th13- Voltcoil
s.
Figure 5.5
5-3
5.3 Proportional steering valve
This is a 4/3 proportional steering valve, double

electrically operated and with a spring return to the
centre position (see Figure 5.6).
When coils SP1 and SP2 are not energised, the
steering valve is in the centre position. Ports A, B, T
and P are then closed.
When coil SP1 is energised, port P (pressure line
connection) is connected to port A and port T (return
line connection) is connected to port B.
When coil SP2 is energised, port P (pressure line
connection) is connected to port B and port T (return
line connection) is connected to port A.
Figure 5.6
T P
SP1 SP2
B A
5.3.1 Emergency steering safety valve
Figure 5.7
The emergency steering safety valve is located in

the HPVS/EVS valve block (see Figure 5.8). This
valve is pre-set to 310 + 60 bar. When the pressure
in the emergency steering system > 310 bar, this
valve opens and the pressure line (PP) is connected
to the return line (TT). This is to protect the emer-
gency steering accumulator and the EVS cylinders.
Figure 5.8
Figure 5.9
5-4
5.4 Non-return valve
The non-return valve consists of a ball in a line with

a seat at one end and sometimes a spring at the
other (see Figure 5.10 and Figure 5.11).
When the oil "ow comes from the seat side, the ball
is pressed off of the seat, against the spring pres-
sure, and the oil can "ow through.
If the oil "ow comes from the other side, the ball
will be pressed against the seat and the line will be
blocked. Now no more oil can "ow in this direction.
Two non-return valves are !tted in the EVS system:
Non-return valve 7 (see diagrams in Appen-

dix 2) in the pressure line of the emergency steering
system: this prevents the emergency steering accu-
mulator from draining when there is no pressure in
the pressure line (SP12 closed).
Figure 5.10
Non-return valve 8 (see diagrams in Appendix
2) in the pressure line of the steering system (!tted
under the proportional steering valve): this prevents
the oil from being forced out of the EVS cylinder
when external force is applied to the cylinder.
5.4.1 Restrictor
Figure 5.11
A restrictor (see Figure 5.13) is a constriction in a
circuit. When "uid passes through the restrictor, the
pressure before the restictor will be higher than the
pressure after it. We refer to this as a pressure drop.
At a lower "ow rate the pressure drop will be less
than at a higher "ow rate.
Figure 5.12
Figure 5.13
Figure 5.14
5-5
5.5 Pressure sensor for emergency

steering pressure (DY)
The pressure sensor is a sensor that measures the

oil pressure in the emergency steering system (see
Figure 5.15). This sensor can measure pressures
from 0 to 750 bar. When this oil pressure becomes
too high (higher than 240 bar) or too low, a fault will
be stored in the computer.
Figure 5.15
Figure 5.16
5-6
5.6 Measurement/blow-off/bleed
point for emergency steering system
(M1)
This measurement point is a Minimessconnection,

also refered to as a test nipple (see Figure 5.17).
This point can be used to measure the pressure in
the emergency steering system. This connection can
also be used to bleed the system or to release the
pressure from the emergency steering system so
repairs can be made safely.
Figure 5.17
Figure 5.18
5-7
5.
7 EVS cyl
inder
TheEVS cyl i
nder(seeFigure5.
19)consi
stsoftwo
secti
ons:thest eeri
ngsecti
onandtheemer gency
steeri
ng/centri
ngsecti
on.Thetwosecti
onshave
separateoilcir
cuit
s.
Figure 5.19
5.
7.1EVS cyl
inderst
eer
ingsect
ion Y
Thesteeri
ngsect i
onconsi stsoft hepist
ont hatis X2 X1
operatedviali
neconnect ionsX1andX2.Vi at he
steeri
ngvalve,theconnect ionsbet weenX1andX2 Figure 5.20
andt hepressureandr eturnl i
nesar eexchangedt o
achievethedesiredsteeringdi recti
on.Thiscauses
theEVS cyli
ndert oextendorr etract.
5.
7.2EVS cyl
inderemer
gencyst
eer
ing
sect
ion
Theemer gencysteeri
ng/centr
ingsectionisconnect-
edt otheemer gencysteeri
ngcircui
tvial i
neconnec-
tionYont heemer gencysteeri
ngcircuit.
Thef unct
ionoftheemer gencysteering/cent
ringsec-
tionisthe(ret
urnand)bl ocki
ngoft heEVS cyl i
nder
i
nt hecent r
epositi
on.
Theemergencyst
eeri
ngsecti
onconsi
stsoft
wo
chamber
s,wi t
harodsurf
aceononesideanda
"oat
ingpist
onontheother
.
5-8
RI
GHT
5.7.2 EVS cylinder centre position

Connections X1 and X2 of both cylinders are con-
nected to the reservoir (see Figure 5.21). Connec-
tions Y1 and Y2 of both cylinders are kept under
pressure by the emergency steering accumulator.
This pressure is applied to the piston rod via connec- LEFT
tion Y1 and to the "oating piston (shown in yellow)
via Y2. Because the surface area of the "oating
piston is approx. two times as large as the surface of
the piston rod, the "oating piston will force the main
piston to the left until the "oating piston reaches the Figure 5.21
stop. At the same time, the main piston is forced
to the right, with half the pressure, by Y1. The EVS
cylinder is now !xed in position. This situation oc-
curs when driving straight ahead at the transition
speed or when the EVS switch on the control panel
is off. Once the transition speed is exceeded, thus at
speeds above 45 km/h, the system will close con-
nections X1 and X2 so the oil cannot escape from
the steering compartments. The cylinders are now
doubly hydraulically blocked.
5.7.4EVS cylinder vehicle steered left

When the vehicle is steered left, oil is fed to connec- RIGHT
tions X1 (right cylinder) and X2 (left cylinder) (see
Figure 5.22). These connections are linked together.
The oil enters the right EVS cylinder via connection
X1 and will cause the piston to move outward. This
causes the oil at connection X2 to be pushed toward
the reservoir. If the vehicle is steered to the left from
LEFT
the centre position, the main piston will carry the
"oating piston to the right. The oil will be pressed
out of emergency steering compartment Y2 and will
partially !ll emergency steering compartment Y1.
The remaining oil volume returns to the emergency
steering accumulator. At the left EVS cylinder, the oil
Figure 5.22
enters connection X2 and will push the piston inward.
This causes the oil at connection X2 to be pushed
toward the reservoir.
The oil is pressed out of emergency steering com-
partment Y1. Because the volume of emergency
steering compartment Y2 does not change (the "oat-
ing piston remains stationary), this entire volume will
return to the emergency steering accumulator. The
difference in surface area of the main piston on the
X1 and X2 sides is compensated by the difference in
the surface area of the main piston on the Y1 and Y2
sides (ring surface area of "oating piston).
5-9
5.7.5 EVS cylinder vehicle steered right

When the vehicle is steered right, oil is fed to con- RI
GHT
nections X1 (left cylinder) and X2 (right cylinder)
(see Figure 5.23). These connections are linked
together. The oil enters the left EVS cylinder via
connection X1 and will cause the piston to move
outward. This causes the oil at connection X2 to be
pushed toward the reservoir. If the vehicle is steered
to the right from the centre position, the main piston LEFT
will carry the "oating piston to the right. The oil will
be pressed out of emergency steering compartment
Y2 and will partially !ll emergency steering compart-
ment Y1. The remaining oil volume returns to the
emergency steering accumulator. At the right EVS
cylinder, the oil enters connection X2 and will push Figure 5.23
the piston inward. This causes the oil at connection
X2 to be pushed toward the reservoir.
The oil is pressed out of emergency steering com-
partment Y1. Because the volume of emergency
steering compartment Y2 does not change (the "oat-
ing piston remains stationary), this entire volume will
return to the emergency steering accumulator. The
difference in surface area of the main piston on the
X1 and X2 sides is compensated by the difference in
the surface area of the main piston on the Y1 and Y2
sides (ring surface area of "oating piston).
5-10
5.8 Emergency steering accumulator
The emergency steering accumulator is a pres-

sure vessel that consists of two sections (see Figure
5.24). The two sections are separated from each
other by a membrane. The upper section of the ac-
cumulator is !lled with oil. The lower section of the
accumulator is !lled with pressurised nitrogen gas.
When the oil pressure in the emergency steering

circuit is higher than the nitrogen gas pressure in
the accumulator (because oil is forced out of the EVS
cylinders during compression), oil "ows to the accu-
mulator and is stored there.
When this occurs, the membrane compresses the
nitrogen gas, increasing the gas pressure.
Figure 5.24
When the oil pressure in the emergency steering
circuit is decreased (because the EVS cylinder re-
turns to the centre position), the nitrogen gas press-
ing against the membrane forces the oil out of the
accumulator and back into the emergency steering
circuit.
In this manner pressure is maintained in the emer-
gency steering circuit.
Figure 5.25
5-11
5.9 Hydraulic system operation
5.9.1 Emergency steering system

For oil to enter the EVS section, coil SP30of the
pump blocking valve must be energised. The oil then
"ows via the non-return valve (7) and the restric-
tor (5) to the emergency steering accumulator. Due
to the non-return valve, the oil cannot "ow from the
emergency steering accumulator back to the pump.
The pressure in the emergency steering system is
protected by the emergency steering safety valve.
For the operation of the emergency steering system,
it is not necessary that coil SP30of the pump block-
ing valve be energised. Coil SP7 (accumulator valve)
is not energised, so the oil can "ow from the accu-
mulator to the cylinders, but not vice versa.
The pressure from the emergency steering accumu-
lator is applied to the connection (Y) of each EVS
cylinder. This pressure is now applied to the "oating
piston in each EVS cylinder. These "oating pistons
hold the main pistons in the centre position. How-
ever, due to the non-return valve for the accumula-
tor valve, the oil cannot escape from the emergency
steering system and the cylinders remain !xed in the
centre position. For safety reasons, coil SP7 of the
accumulator valve is connected so it is closed in the
non-energised state. At vehicle speeds above 45 km/
h, release valves SP5.1 and SP5.2 will be connected
so the connection between the X connections and
the reservoir are closed and the rear axle is doubly
hydraulically blocked.
EVS-CYLI
NDER V20LEFT EVS-CYLI
NDER V20RI
GHT
EMERGENCY STEERI
NG ACCUMULATOR
Y Y ACC
X1 X1
X2 X2
DY
M1
X1L X2R X2L X1R M1 ACC

PROP.STEERI
NG VALVE (
NG6)
Y
T P
SP1 SP2
B A
SP7
ACCUMULATORVALVE
MPE
SP5.
2 SP5.
1 6
SP30 8
PP 7 5
9
EMERGENCY STEERI
NG VALVE
TT TT
PUMPLOCK VALVE
Figure 5.26
5-12
5.9.2 EVS steering

During steering, coil SP30 of the pump blocking valve
must be energised so the oil can "ow to the EVS sec-
tion. In addition, coil SP7 of the accumulator valve
must be energised so the oil can "ow freely from
and to the emergency steering system. Finally, coils
SP5.1 and SP5.2 of the left and right release valves
must be energised to close the connection between
the proportional control valve and the reservoir so
pressure can be built up to the X connections. Coils
SP5.1 and SP5.2 of the left and right release valves
are connected in series and are therefore opened
and closed simultaneously.
Beginning with the X series, in the standard con!gu-
ration, valves SP5.1 and SP5.2 are not connected in
series.
EVS-CYLINDER V20LEFT EVS-CYLINDER V20RIGHT

EMERGENCYSTEERING ACCUMULATOR
Y Y ACC
X1 X1
X2 X2
DY
M1
X1L X2R PROP.STEERINGVALVE (NG6)

X2L X1R Y M1 ACC
T P
SP1 SP2
B A
SP7
ACCUMULATORVALVE
MPE
SP5.2 SP5.1
6
SP30 8
VRI
JZETKLEP VRI
JZETKLEP
PP 7 5
9
EMERGENCYSTEERING VALVE
TT TT
PUMPLOCKVALVE
Figure 5.27
5-13
5.9.3 EVS vehicle steered left

In order to steer the vehicle to the left, the left-side
EVS cylinder must be retracted and the right-side
EVS cylinder must be extended. That means that oil
must be supplied to connection X2 of the left EVS
cylinder and connection X1 of the right EVS cylinder.
The connections of the two cylinders are cross-con-
nected: X1Lto X2R and X1R to X2L. In order to steer
the vehicle to the left, coil SP1 of the proportional
steering valve will be energised so it can supply oil to
the connections of the EVS cylinders as required.

EMERGENCYSTEERINGACCUMULATOR
Y Y ACC
X1 X1
X2 X2
DY
M1
X1L X2R X2L X1R Y M1 ACC

PROP.STEERINGVALVE(NG6)
T P
SP1 SP2
B A
SP7
ACCUMULATORVALVE
MPE
SP5.2 SP5.1
6
SP30 8
PP 7 5
9
NOODSTUURVEILIGHEIDSKLEP
TT TT
PUMPLOCK VALVE
Figure 5.28
5-14
5.9.4 EVS vehi

clest
eer
edr
ight
Inor dertost eerthevehiclet otheright,ther ight-
sideEVS cylindermustber et r
actedandt heleft-si
de
EVS cylindermustbeext ended. Thatmeanst hatoi l
mustbesuppl i
edtoconnect ionX2oft her i
ghtEVS
cyli
nderandconnect ionX1oft heleftEVS cylinder.
Theconnect ionsoft hetwocyl indersar ecross-con-
nected:X1Lt oX2R andX1R t oX2L. Inor dert osteer
thevehi cl
et other i
ght,coilSP2oft hepr opor ti
onal
steeringvalvewi l
lbeener gisedsoi tcansuppl yoilto
theconnect i
onsoft heEVS cyl indersasr equired.
Oneoft hef uncti

onsoft hel eftandrightr elease
valvesisthepr otectionoft hecent r
eposi t
ion. When
thecont r
oll
erfails,thel ef
tandr i
ghtr eleaseval ves
open. Theoilthati ssupposedt o"ow t ot heEVS cyl -
i
nder sviathepr opor ti
onalst eeri
ngval venow goes
dir
ectlytother eser voi
rviat heopenr eleaseval ves.
Thereforenost eeringmovementoccur s.
EMERGENCYSTEERING ACCUMULATOR
Y Y ACC
X1 X1
X2 X2
DY
M1
X1L PROP.STEERING VALVE (NG6)

X2L X1R Y M1 ACC
X2R
T P
SP1 B A SP2
SP7
ACCUMULATORVALVE
MPE
SP5.2 SP5.1
6
SP30 8
VRI
JZETKLEP VRI
JZETKLEP
PP 7 5
9
EMERGENCYSTEERING SYSTEM
TT TT
PUMP LOCKVALVE
Figure 5.29
5-15
5.9.5 EVS coils

In the EVS section, j ust as in the HPVS section, the
oil is hardly circulated during steering. As a result,
the oil is only !ltered to a very limited degree. In or-
der to !lter this oil it is possible to run the EVS sys-
tem through a "ush procedurevia the DCS1. During
this procedure the oil in the EVS section is circulated
by the pump so the oil is !ltered. Then the rear axle
is steered to the left and right several times in order
to "ush the oil in the EVA cylinders.
In order to allow "ushing, release valves SP5.1 and
SP5.2 remain non-energised. Pump blocking valve
SP30and ( alternately)coil SP1 and SP2 are ener-
gised. All the valves are open during this procedure
so the oil can be circulated without steering the rear
axle to the left or right.

EMERGENCY STEERINGACCUMULATOR
Y Y ACC
X1 X1
X2 X2
DY
M1
X1L X2R X2L X1R Y M1 ACC

PROP.STEERINGVALVE (NG6)
T P
SP1 SP2
B A
SP7
ACCUMULATORVALVE
MPE
SP5.2 SP5.1
6
SP30 8
PP 7 5
9
EMERGENCY STEERING VALVE
TT TT
PUMPLOCK VALVE
Figure 5.30
5-16
5.10 Electronic operation
5.10.1 Angle sensor

The angle sensor is a contact-free sensor.
For the EVS, an angle sensor is !tted to the sector
shaft on the steering house (see Figure 5.31). This
angle sensor registers the rotation of the sector shaft
and supplies this information to the ECU.
An angle sensor is also !tted to the V-rod of the
rearmost axle. This angle sensor registers the rota-
tion of the rearmost axle and supplies this value to
the ECU.
Figure 5.31
5.10.2 ECU power supply E31 v20

fuse GE003 and wire R001. Wire R001 is divided 1 2 3 4
among pins 22-1, 22-2 and 26-26of the EVS unit.
The power supply controlled by the ignition switch 90
is provided via wire 1010, fuse GE002, wire 1011e,
diode GD002, fuse GE001 and wire R002. Wire 1011 Figure 5.32
on pin 22-21 of the EVS unit is the sensor line for
ignition on/off. Pin 26-4 is a power supply output for
take-over of ignition switch power when the lift axle
is raised and the ignition switch is turned off. This
output maintains power to the EVS unit for approxi-
mately 5 seconds after the ignition switch is turned
off.
In addition to the vehicle speed and earth connec-

tion, the ECU receives the speed signal from the
tachograph and a signal from the tachometer to reg-
ister whether or not the engine is running.
5.10.3 Operation
For the measurement of the wheel de"ection on the
front axle, angle sensor GD005 is !tted to the sector
shaft on the steering house. For the measurement
of the steering angle of the rear axle, angle sensor
GD006is !tted to the V-rod on the tandem. These
angle sensors are supplied with approx. 5 V from the
ECU and respond to angular rotation.
A changing signal from angle sensor GD005 (front
axle) tells the ECU that the vehicle is being steered.
Depending on the vehicle speed, during a left turn
the ECU energises electromagnetic valve SP1 and
during a right turn the ECU energises electromagnet-
ic valve SP2. Electromagnetic valves SP5.1, SP5.2,
SP7and SP30 are also energised.
5-17
The electromagnetic valves are controlled with the

vehicle system voltage.
The control of electromagnetic valves SP1 and SP2
is done proportionally. The valves are actuated as
required. This is determined by the software and is
dependent on factors such as the wheel de"ection
angle and the vehicle speed.
In response to the control of electromagnetic valve
SP1 or SP2, the ECU receives a different signal from
angle sensor GD006 (angle sensor on the rear axle).
As soon as angle sensor GD006 has reached the de-
sired angle, the ECU switches electromagnetic valve
SP1 or SP2 off.
The ECU checks whether the signals from angle sen-
sors GD005 and GD006 agree.
Up to a speed of approx. 25 km/h, the rear axle can
reach full wheel de"ection.
At a speed of approx. 25 - 45 km/h, the wheel de-
"ection of the rear axle is limited.
At speeds above approx. 50 km/h, the steering sys-
tem for the rear axle is deactivated and the rear axle
remains in the centre position during steering.
As the vehicle speed increases or decreases, the
steering system is gradually deactivated or activated.
Via electromagnetic valve SP1 or SP2, the ECU steers
the rear axle back to the centre position.
Once the ECU receives a signal from angle sensor
GD006 (angle sensor for the rear axle) indicating
that the rear axle is in the centre position, the ECU
!rst de-energises electromagnetic valve SP30, then
electromagnetic valve SP1 or SP2, then electromag-
netic valves SP5.1 and SP5.2, and several seconds
later electromagnetic valve SP7. Then electromag-
netic valves SP5.1 and SP5.2 are re-energised to
block the rear axle in the centre position.
5.10.4 Pressure sensors

To monitor the pressure in the system, a pressure
sensor is !tted in the proportional pump "ow unit.
When the pressure is above or below the set pres-
sure, a fault will be stored in the ECU.
There is also a pressure sensor in the emergency
steering system. This monitors the pressure in the
emergency steering system. When the pressure in
the emergency steering system is too high or too
low, a fault will be stored in the ECU.
5-18
5.10.5 Summary of possible circuit

states
This section provides an overview of the various
EVS circuit states that can occur during driving.
This overview is not complete, however, because an
extremely large number of combinations can occur,
especially when faults or combinations of faults are
present: virtually every fault is responded to in a dif-
ferent way#
Furthermore, steering to a certain position is not
truly a static event, because the steering wheel is
continuously adjusted. If you want to test the follow-
ing situations it is recommended that you switch off
the engine and begin in the centre position, perhaps
with a DELSI installed to simulate certain vehicle
speeds (DELSI is a tool that simulates the signal
from the speed sensor on the transmission or trans-
fer gearbox for test purposes).
5.
10.
5.1 Si
tuati
on 1
Steer
ing to the l
eftfrom the centr
e positi
on,
speed below transiti
on speed,no faul
ts
Energised valves:
SP12 Proportional pump "ow valve

- so the pump can supply oil to the
SP30 Pump blocking valve

- so the pump can supply oil to the EVS
section
SP7 Accumulator valve

- so the oil can "ow freely to the emergency
steering accumulator
SP5.1/5.2 Release valves

- so pressure can be built up to the
EVS cylinders
SP1 Proportional steering valve

- so this valve is moved to the parallel position
causing the left cylinder to retract and the
right cylinder to extend
5-19
5.10.5.2 Situation 2
Steering to the right from the centre position,

speed below transition speed, no faults
Energised valves:
SP12 Proportional pump "ow valve

- so the pump can supply oil to the
SP30 Pump blocking valve

- so the pump can supply oil to the EVS
section

- so the oil can "ow freely to the emergency
steering system

- so pressure can be built up to the
EVS cylinders
SP2 Proportional steering valve

- so this valve is moved to the cross position
causing the right cylinder to retract and the
left cylinder to extend
Front axle in the centre position (approx.

straight ahead, small corrections permitted),
speed lower than transition speed but higher
than 15 km/h, no alarms
While driving approximately straight ahead, steer-

ing of the rear axle is undesirable: it must be in the
100% straight ahead position. This is achieved by
deactivating the main steering system and centring
the rear axle with the emergency steering system.
During this process, oil must be prevented from "ow-
ing to the accumulator as a result of external forces.
The same applies when the EVS switch is off. After
all, you do not want the rear axle to steer.
Energised valves: none
The main steering system is deactivated by de-en-

ergising release valves SP5.1 and SP5.2. After all,
when these are de-energised, no pressure can be
built up to the EVS cylinders, regardless of which
other valve may be energised.
SP7 is de-energised to prevent oil from the emergen-

cy steering system from "owing to the accumulator.
Now it is only possible for oil from the accumulator
5-20
to "ow to emergency steering connections Y1 and Y2

and not vice versa.
Because the oil in the accumulator is held under
pressure, the axle will remain in the centre position.
SP12 does not have to be energised because it is not

necessary to build up pressure. However, the HPVS
can still energise SP12, if, for example, the height
control is activated.
Note: When the vehicle is driven at less than 15 km/

h in this situation, the main steering system and SP7
are non de-activated by de-energising the release
valves, except when the vehicle is driven straight
ahead for a minimum time (2.5 s).
Front axle in any position, speed higher than

transition speed, no faults
When the vehicle is driven at a speed above the

transition speed, the rear axle may not steer;this
ensures good vehicle stability.
In fact, this amounts to the same as the situation

described above, however the speed is higher, so de-
viations from the straight ahead position of the rear
axle are even more dangerous. For this reason, the
rear axle is now doubly hydraulically blocked. This is
done by activating the main steering system while
not energising the proportional steering valve. As a
result, this remains in the centre position, in which
the ports are blocked. A speed switch serves as a
safeguard to ensure that SP30 cannot be energised.
This speed switch is also the second speed protection
measure. Beginning with the X series, the V-gearbox
or intermediate gearbox is !tted with an extra ta-
chometer, which sends a signal in the same manner
for the purpose of deactivating the EVS.
Transition from desired rear axle angle other

than centre position to desired rear axle angle
= centre position, speed lower than transition
speed, no faults
Essentially this is a transition from situation 1 or 2

to situation 3, in which the reason for steering back
to the centre is either that the front axle has moved
back to the approximate centre position or the vehi-
cle speed has become so high that, despite steering
of the front axle, the rear axle angle should be the
centre position.
5-21
What happens is that SP1 or SP2 is energised to

return the axle to the centre position. Once both cyl-
inders have reached the centre position, the system
waits approx. 3 seconds, then SP7 is de-energised,
followed by SP5.1 and SP5.2 0.2 seconds later; situ-
ation 3 has now been reached.
Energised valves:
- First, so pressure can be built up to
the EVS cylinders
SP30 Pump blocking valve for EVS

- Pump can now supply oil to the EVS
section

- at the same time as SP5.1 and SP5.2 so the
oil can "ow freely to the accumulator.
SP1 or SP2 Proportional steering valve

- at the same time as SP5.1, SP5.2 and SP7 so
the rear axle steers to the right or left
Once the centre position of both EVS cylinders has

been reached, the valves are de-energised as de-
scribed above.
Front axle in any position, transition from a

speed lower than the transition speed to a
speed higher than the transition speed, no
faults
In fact, this is nothing more than a transition from

situation 3 to situation 4, because at a speed under
the transition speed, the rear axle will already be
steered electronically to the centre position. That is
because the maximum rear axle steering angle at
this speed is, at a maximum, 0% of the maximum
rear axle steering angle, thus the straight ahead
position of the rear axle is desired. If this is not the
case, situation 5 takes place !rst.
If situation 3 is reached and the transition speed has
been passed (both conditions must be met), a wait-
ing time of approx. 3 seconds begins, after which
SP5.1 and SP5.2 are energised.
Energised valves:
Initially none (see situation 3), so the rear axle is
straight ahead and blocked by the emergency steer-
ing system.
Once the transition speed has been exceeded and a
waiting time of 3 sec. has elapsed: SP5.1 and SP5.2
5-22
so the rear axle is doubly hydraulically blocked (see

situation 4).
Front axle in any position, transition from a

speed higher than the transition speed to a
speed lower than the transition speed, no faults
No response from the system, situation 4 is main-

tained until the front axle has been steered to a
point at which the desired rear axle position is not
the centre position; then situation 1 or 2 goes into
effect. If necessary, SP12 can be energised again to
adjust the HPVS.
The fact that SP5.1 and SP5.2 are not de-energised

again is done to prevent unnecessary wear; this con-
siderably decreases the number of switching cycles
for these valves.
Note:
The vehicle speeds at which the rear axle transitions
from steering to not steering and vice versa are not
identical. There is a difference of approx. 3 km/h be-
tween these speeds to prevent rapid switching when
driving at speeds around the switch point.
Change in position of EVS on/off switch
When the switch is off, the rear axle steers as if

the front axle is exactly in the straight ahead posi-
tion, in which case the rear axle should also be in
the straight ahead position. As the speed changes,
situation 3 or 4 will occur or, immediately following
deactivation of the rear axle steering, situation 5.
The switch can be operated at any time. An off-to-on
transition, however, will only be accepted once the
angle of the front axle has passed through the centre
position since activation; this prevents unsafe situa-
tions (sudden oversteering). An on-to-off transition
will always be accepted, because sudden unders-
teering is not dangerous.
5-23
5.10.6 Control panel
In the cab of the X series, the switches for control of

the HPVS/EVS system are integrated into the dash-
board (see Figure 5.33). This makes it possible, for
instance, for the driver to manually deactivate the
EVS system or level the vehicle.
This control panel also includes a warning lamp for
reading out the faults from the ECU. When a fault
occurs in the system, the warning lamp will light.
5.10.7 Electronic straight ahead

position protection unit (limit Figure 5.33
sender, speed switch)
As an extra safety measure, an electronic straight

ahead position protection unit (also called a limit
sender or speed switch) is !tted. The protection unit
receives the D3 speed signal from the tachograph.
In the E31 box, the speed switch (see Figure 5.34) is
mounted outside the box. At a speed of approx. 57
km/h the protection unit interrupts the connection to
electromagnet SP30 by means of a relay. Above this
speed it is no longer possible for the pump to build
up pressure in the EVS section of the valve block, not
even when SP12 is energised for the height control
of the HPVS.
Beginning with the X-series, the second speed signal
has been !tted as standard equipment.
Figure 5.34
5-24
6 HPVS/EVS diagnosis box

(DCS)
6.1 General
6.1.1 DCS operation

The DCS (see Figure 6.1), special tool (GINAF no.
OG0000087067--PA) (old model OG0000008631)
makes it possible to:
read faults
read real time parameters
read correction factors
adjust angle sensors
read system data
"ush the HPVS/EVS system
test valve connections
The values displayed on the DCS are in hexadecimal

numbers instead of decimal numbers.
Figure 6.1
For control unit E31, an adapter (programmer, see
Figure 2.2) is required for connection to the DCS.
The switch at the side is an on/off switch. In order to
perform programming, the switch must be in the on
position. If this is in the off position, you can pro-
gram but it will not be accepted.
6.1.2 Hexadecimal numbers

The hexadecimal, or base-16 number system, con-
sists of a maximum of 2 positions; letters are used in
addition to numbers. The hexadecimal system runs
from 00 to FF.
The numbers 0 to 9 are the same in both the hexa-
decimal and decimal system.
Differences occur from number 10 onwards. After
number 9, the hexadecimal system continues with
the letters A to F. In the hexadecimal system, the Figure 6.2
number 10 comes after the letter F (expressed as
one - zero). In the hexadecimal system, the value
of number 10 therefore differs from its value in the
decimal system.
6-1
6.1.2 Over
view oft
hedeci
malsyst
em
00 10 20 30 40 50 60 70 80 90 A0 B0 C0 D0 E0 F0
01 11 21 31 41 51 61 71 81 91 A1 B1 C1 D1 E1 F1
02 12 22 32 42 52 62 72 82 92 A2 B2 C2 D2 E2 F2
03 13 23 33 43 53 63 73 83 93 A3 B3 C3 D3 E3 F3
04 14 24 34 44 54 64 74 84 94 A4 B4 C4 D4 E4 F4
05 15 25 35 45 55 65 75 85 95 A5 B5 C5 D5 E5 F5
06 16 26 36 46 56 66 76 86 96 A6 B6 C6 D6 E6 F6
07 17 27 37 47 57 67 77 87 97 A7 B7 C7 D7 E7 F7
08 18 28 38 48 58 68 78 88 98 A8 B8 C8 D8 E8 F8
09 19 29 39 49 59 69 79 89 99 A9 B9 C9 D9 E9 F9
0A 1A 2A 3A 4A 5A 6A 7A 8A 9A AA BA CA DA EA FA
0B 1B 2B 3B 4B 5B 6B 7B 8B 9B AB BB CB DB EB FB
0C 1C 2C 3C 4C 5C 6C 7C 8C 9C AC BC CC DC EC FC
0D 1D 2D 3D 4D 5D 6D 7D 8D 9D AD BD CD DD ED FD
E
0E 1E 2E 3E 4E 5 6E 7E 8E 9E AE BE CE DE EE FE
0F 1F 2F 3F 4F 5F 6F 7F 8F 9F AF BF CF DF EF FF
Tabl
e6.
1
6-2
6.2 Connection, login and disconnec-

tion
6.2.1 DCS1 connection
Turn off the vehicle ignition switch.

1. Tipthe armrest of the passenger seat for Figure
ward.
2. Attach the connector of the DCS to the ECU.
3. Turn on the vehicle ignition switch. The login
screen appears on the display.
4. If the login screen does not appear, there is
a problem with the cable or the ECU is defec
tive.
Figure 6.3
6-3
6.2.2 Login
1. Enter the login code (
four characters)
:screen
1 appears.
Note
L OG I N - CO D E :
If the DCS is connected but is not logged in, the
HPVS/ EVS system does not function.
Loginscreen Figure 6.4
2. Press A:screen 2 appears. G I N A F E V S / H P V S - e 3 V 2 0

E V S / H P V S P ROG . : 0 - 4
< G E E N E V S : G E E N ' 2 ' >
= > A
Screen1 Figure 6.5
3. Enter the desired choice. Attention:If you

enter 2 (settings program EVS correction PMP / E V S : 0 H P V S : 1
factors)or 3 ( settings program E V S - CO R : 2 H P V S - CO R : 3
HPVS correction factors) , the entire
con!guration must be performed. It is S P O E L E N : 4 F O U T U I T L : 7
not possible to interrupt the program. GE G E V E N S : 8 E C U : C = > A
Screen2 Figure 6.6
6.2.3 Disconnection
1. Press E.
2. Turn off the vehicle ignition switch.
3. Disconnect the DCS from the ECU.
4. Reattach the fuse panel.
6-4
6.2.4 Screen 1 E31

In the screen shown here, a selection can be made
from the following options: E V S / H P V S - e 3 1 V 2 0 - T R I
E V S / H P V S P ROG . : 0 - 4
Note:
Every screen shown in this bookis labelled to in- ( G E E N E V S : G E E N ' 2 ' )
dicate which screen it is. This also indicates which = > A
buttons are used to access the screen. Screen 2-0-1
means: screen 2, button 0, button 1. Screen1 Figure 6.7
Choice Description
0 blanco screen,HPVS/EVS i sworki ng normal
ly
1 '
real-ti
m e'screen HPVS specifi
cati
ons,HPVS/EVS isworki
ng normally
2 '
real-ti
m e'screen EVS speci
fi
cations,HPVS/EVS i
sworking normal
ly
3 Actualal arm s,HPVS/EVS isworking normall
y
4 Actualal arm s,HPVS/EVS isworking normall
y
A Go to screen 2
E exit,
Tabl
e6.
2
Selecti on:
Enter the desired number an the requested screen
appears.
6-5
6.2.5 Screen 1-1:

real-timedisplay of
HPVS data
Screen 1-1 shows the real-timedisplay of a number
of HPVS data items. The HPVS/EVS continues to op-
erate while this screen is displayed. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A X X X X X X X X X X X X X X X X X X
B X X X X X X X X X X X X X X
C X X X X X X X X X X X
Postion Value Description

A1, 2 00 Onl ylevelregul ation byspeed
02 Lateralstabi li
zeron
08 Automati clevelregul ation:on
10 Hei ghestposi ti
non:on
20 lowestposi tion:on
40 Contai ner-lifti
ng system
A3,4 00 Manuall ateralstabi l
izer:stabil
izernotacti
ve
40 Manuall ateralstabi l
izer:stabil
izeracti
ve
A6-7 IRQ-counter
A9 -12 Speed (Exampl e.001E = ± 42 km/h)
A17,18 Frontangl e
A20 0 Stabi l
izerval ve SP6.1 /SP6.2 off
1 Stabi l
izerval ve SP6.1 /SP6.2 on
B1,2 sol l-value hei ght
B4,5 ist-value hei ghtl eft
B7 0 hei ght-l eft:okay
1 hei ght-l eft:too hi gh
2 hei ght-l efttoo l ow
B9,10 ist-value hei ghtri ght
B12 0 hei ght-ri ght:okay
1 hei ght-ri ght:too hi gh
2 hei ght-ri ght:too l ow
B14 0 synchroni sation:notacti ve
1 synchroni sation:acti ve
B16,17 00 HPVS bock:notacti ve
01 HPVS bl ock:acti ve
B19.20 ist-waarde l evel li
ng sensor
C1 0 fil
ling leftSP10:notacti ve
6-6
1 Filli
ng l eftSP10:acti ve
C3 0 Drai ning l eftSP11:notacti ve
1 Drai ning l eftSP11:acti ve
C5 0 Filli
ng ri ghtSP8:notacti ve
1 Filli
ng ri ghtSP8:acti ve
C7 0 Drai ning ri ghtSP9:notacti ve
1 drai ning rightSP9:acti ve
C9 0 status l evel ling l eft:too low
1 status l evel ling l eft:okay
C11 0 status l evel ling ri gth:too l ow
1 status l evel ling ri ght:okay
C13 0 sol l
/ist-controlsensors :notacti ve
1 sol l
/ist-controlsensors:acti ve
C15,16 regul ation val ue SP12
C18,19 sensorval ue pumppressure
D1,2 00 SP12 forl ifting/l oweri ng:notacti ve
01 SP12 forl ifting/l oweri ng:acti ve
D4 0 Lifti
ng/l oweri ng:notacti ve
1 Lifti
ng
2 Loweri ng
D6,7 Timecounterl owering
D9 0 ignition control :notacti ve
1 ignition control :i
gni ti
on off,axl elifted
D11 0 Pressure swi tch automati cloweri ng:pressure < m ax.
1 Pressure swi tch automati cloweri ng:pressure > m ax.
D13 0 Automati cl oweri ng:notacti ve
1 Automati cl oweri ng:acti ve
D15 0 Laterstabi lizer(superstab):notacti ve
1 Laterstabi lizer(superstab):acti ve
D17,18 Laterstabi lizer(superstab)val ue
D20 0 approach swi tch contai nerl ifti
ng s-ystem:notactive
1 approach swi tch contai nerl ifti
ng s-ystem:acti
ve
Tabl
e6.
3
Press E to return to screen 1.
6-7
6.2.6 Screen 1-
2:
real
-ti
medi
spl
ayofEVS
data 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A X X X X X X X X X X X X X X
Screen 1-2 shows the real-
timedisplayofanumber B
X X X X X X X X X X X X
ofEVS datai tems. The HPVS/ EVS conti
nues to oper-
ate whil
e this screen i
s di
splayed. C X X X X X X X X X
D X X X X X X X X X X
Screen1-
2 Figure 6.9
Postion Value Description

A1,2 00 Mi ddle regi ster: mi ddl e
01 Mi ddle regi ster: steeri ng left
80 Mi ddle regi ster: steeri ng right
A4,5 ist-value front-angl e
A7,8 reducti onfactor00– 80
A10-13 Speed (Exampl e.001E = ± 42 km/h)
A15 0 SP5.1: notacti ve
1 SP5.1: acti ve
A16 0 SP5.2: notacti ve
1 SP5.2: acti ve
A17 0 SP7: notacti ve
1 SP7: acti ve
A20 0 SP30: notacti ve
1 SP30: acti ve
B1,2 mi nim um sol l-value
B4,5 ist-value rearangl e
B7,8 masi mum sol l-value
B10 sol l
-fl
ag
B12,13 m ax.permi tted sol l
/ist-di fference
B15,16 actualsol l/i
st-di fference
B18
C1,2 Pumppressure
C4,5 Emergencysteeri ng pressure
C7,8 Feeding voltage
C10 0 Engine control : engi
ne off
1 Engine control : engi
ne on
C12 0 Regulation off, because parking
- brake notengaged
1 Regulation off, because parking
- brake engaged
C14 0 Fi
ll
ing emergencysystem: notacti ve
1 Fi
ll
ing emergencysystem: acti ve
D1,2 Regulation val ue SP1
D10,11
D13.14
Tabl
e6.
4
6-8
6.2.7 Screen 1-3: fault message readout

part 1,HPVS/EVS operates normally
Screen 1-3shows part 1 of the correct fault mes-
sages. The fault must occur !ve times or be continu-
ously present before a fault message is shown.
The HPVS/EVS continues to operate while this screen
is displayed.
A fault message is indicated by a 1. The nature of
the fault message is determined based on the posi-
tion on the screen. If zeros change to ones in row A,
you must lookon screen 1-4( part 2)because a fault
message will be shown there as well.
Note
See the workshop instruction manual for an overview
of the fault messages.
Exampl e
In this screen,a 1 is shown in position B11. The po-
sition represents the fault message EVS front angle 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
> allowed.
A X X X X X X X X X X X X ∗ 3
Press C to clear the error message(
s). B 0 0 0 0 0 1 0 0
C 0 0 0 0 0 0 0 0
D 0 0 0 0 0 0 0 0
Screen1-
3 Figure 6.10
6-9
6.2.8 Screen 1-4: HPVS fault message rea-

dout part 2, HPVS/EVS operates nor-
mally
Screen 1-4 shows part 2 of the correct fault mes-
sages. The fault must occur !ve times or be continu-
ously present before a fault message is shown.
The HPVS system continues to operate while this
screen is displayed.
A fault message is indicated by a 1. The nature of
the fault message is determined based on the posi-
tion on the screen. If zeros change to ones in row A,
you must look on screen 1-3 (part 1) because a fault
message will be shown there as well.
Note
See the workshop instruction manual for an overview
of the fault messages.
Example
In this screen, a 1 is shown in position C7. The posi-
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
tion represents the fault message HPVS left-rear
target-actual value > allowed. A X X X X X X X X X X X X ∗ 4
B 0 0 0 0 0 0 0 0
Press C to clear the error message(s).
C 0 0 0 1 0 0 0 0
D 0 0 0 0 0 0 0 0
Screen1-
4 Figure 6.11
6-10
6.3 Screen 2 E31
In the screen shown here, a selection can be made P M P / E V S : 0 H P V S : 1

from the following options: C O R R E C . : 2 CO D E B E R . : 3
S P O E L E N : 4 F O U T U I T L : 7
G E G E V E N S : 8 E C U : C = > A
Screen2 Figure 6.12
Choice Description
0 Setti
ngsselecti
on-screen pump and EVS
1 Setti
ngselecti
on-sreen HPVS
2 Adjustcorrecti
onfactorsHPVS/EVS and
others
3 Code-cal cul
ation
4 Automati cfl
ushing HPVS/EVS
7 Readi ng outfaults
8 Readi ng outspeci fi
cati
ons
C Controlthe ECU
A go to screen 1
Table 6.5
6-11
6.3.1 Screen 2-
0:set
tingssel
ect
ion screen
for pumpandEVS
I N S T E L K E U Z E S C H E RM
Controlscreen f
or pumpandemergencyst
eeri
ng POMP / NOO D S T U U R S Y S : 1
pressure E V S S E N S OR S E . V . : 2
E = E X I T
Screen2-
0 Figure 6.13
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A V H : X X A H : X X P Y : X X
B P O MP = 1 ∗ P P : X X I : X X / X X
C S P 3 0 = 4 ∗ L I = 2 ∗ R E = 3 ∗
D F L OW = F ∗ E X I T = E
Screen2-
0-1 Figure 6.14
Position Description
A4,5 value front-angle sensor
A10,11 value rear-anglesensor
A16,17 value emergencypressure sensor
B11,12 value pump-pressure sensor
B16,17 controlvalue pum pflow
B19,20 m axim um val ue pum pfl
ow
Tabl
e6.
6
Choice Description
1 By-passval ve SP12 on/off
2 Steering LeftSP1
3 Steering ri
ghtSP2
4 pump-l ockval veSP30 on/off
F fl
owcontrol
E exit,go to previ
ousscreen
Tabl
e6.
7
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A M V H : X X M A H : X X B - D -/ E
B V 2 4 = X X L / R : 0 / 1 - 4 / 5 *
C V H : X X S P 1 = X X S P 2 = X X
D A H = X X S P 1 2 = X X / X X 6 - A
Screen2-
0-2 Figure 6.15
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A M V H : X X M A H : X X E = E X I T
B V 2 4 = X X L / R : 0 / 1 - 4 / 5 *
C V H : X X S P 1 = X X S P 2 = X X
D A H = X X S P 1 2 = X X / X X 6 - A
Screen2-
0-2 Figure 6.16
6-12
A5,6 Middle frontangl e
A12,13 Middle rearangl e
B5,6 Value feedi ng voltage
C4,5 Actualval ue frontangl e
C11,12 Regulati on-value SP1
C18,19 Regulati on-value SP2
D4,5 Actualval ue rear-angle
Control screen for EVS sensors and the steering D12,13 Acti
ve regul ation-value SP12
valve D15,16 Rightregul ation value SP12
For a vehicle without lift axle Tabl
e6.
8
Choice Description
0 Regul ati
on SP1 <-> SP2
1 Lowerregul ati
onval ue SP1
Control screen for EVS sensors and the steering 2 Higherregul ationvalue SP1
valve for a vehicle with lift axle 3 Lowerregul ati
on val ue SP2
4 Higherregul ation value SP2
5 SP5.1 and SP5.2 on/off
6 Min.regul ation value SP12
7 Lowerregul ati
on val ue SP12
8 Higherregul ation value SP12
9 Max.regul ationvalue SP12
B19without *,SP5.1/SP5.
2de- energised
B19with *,SP5.1/SP5.2energised A Make the ri ghtSP12 val ue acti
ve
B Li
ftthe axl e
C Lowerthe axl e
D By-coupl i
ng
E exit,goto the previ ousscreen
Tabl
e6.
9
6-13
6.3.2 Screen 2-1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A 0 =WP L A / R A B Y / A F = 1 - 4
HPVS settings selection screen B 5 - 8 = 1 + 4 / 2 + 3 / 1 + 3 / 2 + 4
C A = HG T B - D = H E F F = S T AB
D L A : X X R A : X X WP : X X
Screen2-
1 Figure 6.17
D4,5 Actualval
ue, heightsensorleft
D10,11 Actuelval
ue, heightsensorright
D16,17 Actualval
ue levelsensor
Tabl
e6.
10
Choice Description
0 Lateral levelli ng reg.acti ve
1 Filling LeftSP10
2 Drai ning LeftSP1 1
3 Filling Ri ghtSP8
4 Drai ning rightSP9
5 Filling leftand drai ni ng ri
ght
6 Drai ning leftand filling right
7 Filling leftand ri ght
8 Drai ning leftand right
A Hei ghtregulati on acti ve
B Li
ftvalve acti ve (SP14)
C Drai nval ve active (SP15)Attenti on:
SP14 and SP15 sti ll engaged)
D Bycoupli ng active
E exi t,go to previ ousscreen
F Testi ng stabilsation
Tabl
e6.
11
6-14
6.3.3 Screen 2-2:reading in the correction COR R . F A C T . E V S : 1

factors COR R . F A C T . H P V S : 2
COR R . F A C T . O V E R I G : 3
E = E X I T
Screen2-
2 Figure 6.18
Choice Description
1 Adj
ustcorrecti
onfactorsEVS
2 Adj
ustcorrecti
onfactorsHPVS
3 Adj
ustcorrecti
onfactorsothers
Tabl
e6.
12
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A E V S - CO R R . F A C T O R E N
B S t u u r d e v o o r a s n a a r
Reading in the EVS correction factors C r e c h t u i t : d r u k A
D S T U U R HO E K V OO R A S : X X
Screen2-
2-1 Figure 6.19
D19,20 Actualval
ua front-angl
e sensor
Tabl
e6.
13
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
B D r a a i s t u u r v o l l e d i g
C n a a r l i n k s : d r u k A
D S T U U R H O E K V O O R A S : X X
Screen2-
2-1-
... Figure 6.20
D19,20 Actualval
ue front-angl
e sensor
Table6. 14
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
B D r a a i s t u u r v o l l e d i g
C n a a r r e c h t s : d r u k A
D S T U U R H O E K V O O R A S : X X
Screen2-
2-1-
... Figure 6.21
D19,20 Actualval
ue front-angl
e sensor
Tabl
e6.
15
D e o p n a m e v a n d e E V S
s t u u r h o e k e n g e b e u r t
a u t om a t i s c h ! P A S OP
V OO R D E W I E L E N - E -
Screen2-
2-1-
... Figure 6.22
6-15
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A *
A C H T E R A S M I D D E N *
B 0 = S T O P 1 = S T A R T
C E V S - S T U U R HO E K : X X
D A = A C C E P T . D E W A A R D E
Screen 2-2-1-... Figure 6.23
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A *
R E C H T S OM S T U R E N *
B 0 = S T O P 1 = S T A R T
D A = A C C E P T . D E W A A R D E
Screen2-
2-1-
... Figure 6.24
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A *
L I N K S OM S T U R E N *
B 0 = S T O P 1 = S T A R T
D A = A C C E P T . D E WA A R D E
Screen2-
2-1-
... Figure 6.25
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A D E CO R R E C T I E F A C T O R E N
B A FW : X X M I N : X X MA X : X X
C V HM : X X V H L : X X V H R : X X
D A HM : X X AH L : X X A H R : X X
Screen2-
2-1-
... Figure 6.26
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A S T D . R I J HOOG T E I N S T .
B L I / R E O P / N E E R = 1 - 4
C S E N S O R L A : X X R A : X X
Screen2-
2-2 Figure 6.27
C11,12 Actualval
ue sensorleft
C17,18 Actualval
ue sensorright
Tabl
e6.
16
D e o p n a m e v a n H P V S
s e n s o r w a a r d e n g a a t
a u t om a t i s c h ! P A S O P ,
V O E R T U I G B EWE E G T - E -
Screen2-
2-2-
... Figure 6.28
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A *
HOOG S T E S T A N D *
B 0 = S T O P 1 = S T A R T
D A = A C C E P T D E WA A R D E
Screen2-
2-2-
... Figure 6.29
C11,12 Actualval
ue sensorleft
C17,18 Actualval
ue sensorright
Tabl
e6.
17
6-16
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A *
L A AG S T E S T A N D *
B 0 = S T O P 1 = S T A R T
Screen2-
2-2-
... Figure 6.30
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A D E C O R R E C T I E F A C T O R E N
B A FW : X X M I N : X X MA X : X X
C L AM : X X L A H : X X L A L : X X
D R AM : X X R A H : X X R A L : X X
Screen2-
2-2-
... Figure 6.31
COR R . F A C T . WA T E R P . : 1
COR R . F A C T . P - S E N S . : 2
E = E X I T
Screen2-
2-3 Figure 6.32
Choice Description
1 Correcti
onfactorslevell
ing control
2 Correcti
onfactors PX en PY
Table6. 18
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A W A T E R P A S M I D . I N S T .
B L I N K S O P / N E E R = 1 / 2
C S E N S O R WA T E R P A S : X X
Screen2-
2-3-
1 Figure 6.33
Choice Description
1 Fi
ll
ing l
eft(SP10)
2 Draini
ng left(SP8)
Tabl
e6.
19
C17,18 Actualval
ua l
evel
sensor
Tabl
e6.
20
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A D E C OR R E C T I E F A C T OR E N
B A F W: X X
C WP M : X X
D E = E X I T
Screen2-
2-3-
1-... Figure 6.34
B5,6 Maxim um di fferende (08)
C5,6 Realdifference (lessthanAFW )
Tabl
e6.
21
6-17
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A P OMP D R U K P X = X X
B NO OD S T U U R D R U K P Y = X X
C S E N S . W . ME T S P 1 2 U I T
Figure 6.35
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A P OMP D R U K P X = X X
B NO OD S T U U R D R U K P Y = X X
C S E N S . W . ME T S P 1 2 A AN
Figure 6.36
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A D E CO R R E C T I E F A C T O R E N
B P X : X X / 7 0 - 9 0 P Y : X X
C P X A : X X P X C : X X P Y A : 0 2
D E = E X I T
Figure 6.37
B5, 6 Maximum permi tted correcti
onfactor
B19, 20 Maximum permi tted correcti
onfactor
C5, 6 Actualcorrecti
on value
on value
on value
Tabl
e6.
22
6-18
6.3.4 Screen 2-
3:code cal
cul
ati
on
1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20
A K A S T : X X X X C O D 1 : X X X X
B C O D 2 : X X X X C O D 3 : X X X X
C K - W A A R D E : X X X X X X
D V E R D E R : J A = 1 /E = E X I T
D * B E L N U G I N A F ! *
Screen2-
3 Figure 6.38
A6-9 ECU seri enumber
A16-19 Value code 1
B6-9 Value code 2
B16-19 Value code 3
C10-14 k-val
ue (tacho)
Tabl
e6.
23
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
A K A S T : X X X X C O D 1 : X X X X
After the code i
sent ered,press1( =yes). B C O D 2 : X X X X C O D 3 : X X X X
Ifyoudi dnotent er the code correctl
y,press2 C G I N A F / V S E C O D E : - - - -
(=no) . D O K : J A = 1 / N E E = 2 / E = E X I T
Screen2-
2-2-
1 Figure 6.39
6-19
6.3.5 Screen 2-
4:aut
omat
ic "ushi
ngHPVS/
S P O E L P ROG . H P V S / E V S
EVS DOO R S P O E L E N H P V S = 1
DOO R S P O E L E N E V S = 2
E = E X I T
Screen2-
4 Figure 6.40
Choice Description
1 Fl
ushi
ng HPVS system
2 Fl
ushi
ng EVS system
Tabl
e6.
24
P A S O P B I J S P O E L E N
B EWE E G T H E T V O E R T U I G
T I J D S D U U R : C A . 3 M I N
E = E X I T
Screen2-
4-1 Figure 6.41
P A S O P B I J S P O E L E N
B EWE E G T D E E V S - A S
T I J D S D U U R : C A . 3 M I N
E = E X I T
Screen2-
4-2 Figure 6.42
6-20
6.3.6 Screen 2-7: reading out f

aul
ts
Button 1 F O U T U I T L E Z I NG
The f ault messages are displayed. Press anybutton OP G E S L AG E N A L ARME N : 1
to displaythe foll
owing faul t message. F OU T E N T E L L E R S : 2
E = E X I T
Screen2-
7 Figure 6.43
Press C or E C = W I S S E N E N E X I T ,
You now return to screen 7-2. ( N I E T : C O R R . F A C T. )
E = A L L E E N E X I T
Screen2-
7-1 Figure 6.44
A L . T E L L E R : 1 / 2 / C / E
Press 1or 2
Screen2-
7-2 Figure 6.45
Choice Description
1 Errorcounter screen 1
2 Errorcounter screen 2
C Delete errors
E Exit
Tabl
e6.
25
A L . T E L L E R : 1 * / 2 / C / E
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
Screen2-
7-2-
1 Figure 6.46
A L . T E L L E R : 1 / 2 * / C / E
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
Screen2-
7-2-
2 Figure 6.47
6-21
6.3.7 Readingout"ash code
The warningl ampon t he instrumentpanelcan be

usedt o readoutt he f
aultmemoryoft he ECU. This
met hodofread- outprovides l ess inf
ormat ion than
when t he DCS1is used.
The warningl ampindicat es t
he f aultmessage by
"ashingaf aul
tcode.
The "ash code representst he f aul
tcode. I fthe warn-
inglamp"ashes 3 t imes,f aultcode 3 is indicat ed.
Ifthe warninglamp"ashes 5t imes,t his indicates
eit
her faultcode 5.1or faultcode 5.2.
Readingoutf aul tcodes withthe "ash code is only

possible when t he vehicl
e engine is notrunning. Dur-
ingact ivat
ion oft he "ash code,the HPVS/ EVS sys-
tem is de-activated.
6.
3.7.
1 Readi
ng out f
aul
t messages
1. Hol dt he but ton f or t

he l at erallevel l
ingsys
tem andt he but ton for either the l owestposi
tion or t he highestposit ion simul taneousl y
unt ilapul singt one is heard.
Rel ease bot h but t ons. Ift here is no f aultcode
in the memory ,ashortpul singt one is heard.
2. Ifthere are f aul tmessages in t he memory ,
al ongpul singt one is heard.
The t one is followedbya"ash code.
3. Ifthere are mul tiplef aultmessages in t he
memory ,the f aul tmessage wit ht he l owest
number is displ ayed!rst . Each f aul tmessage
is f
ol lowedbyat one. Af ter the tone t he f
ol
lowingf aultmessage is displ ayedviaa"ash
code.
4. Af t
er t he lastf aul tmessage al ongt one is
produced.
5. The f aultmessages remain in t he memoryaf
ter theyhave been readoutandcan be read
mul tipletimes wit ht he "ash code.
6.
3.7.
2 Er
asi
ng f
aul
t codes
1. Holdt he but ton for the laterallevell

ingsyt em
andt he but ton for either the lowestposit ion
or the highestposit ion simultaneouslyun
tilapul singt one is heard. Firstthe fault s are
readout ;now cont inue t o hol
dt he but tons
untilashortpul singt one is heardt his
means t he f
aul tmessages have been erased.
6-22
6.3.8 Summary of "ash codes
Faultcode Num berof Description

flashes
AL011 1 Oilpressure ofthe emergencysteeri ng system i ncorrect
AL02 2 Oill
evelHPVS/EVS too l ow
AL03 3 EVS target-actualfaul t;rearaxl edoesnot steerto the correct posi ti
on
AL04 4 The measured speed i sveryi rregul ar
AL051 5 The angle sensorat the front axl ei snot worki ng correctly(val ue < 07)
AL052 5 The angle sensorat the front axl ei snot worki ng correctly(val ue > F8)
AL061 6 The angle sensorat the rearaxl ei snot worki ng correctl y(value <07)
AL062 6 The angle sensorat the rearaxl ei snot worki ng correctl y(value > F8)
AL071 7 Wire break/short ci rcuitin the pump l ockval ve (SP30)
AL072 7 The pump l ockval ve (SP30) rel ayremai nscorrectl y
AL081 8 Wire break/short ci rcuitin the steeri ng val ve SP1 (crossposi ti
on)
AL082 8 Wire break/short ci rcuitin the steeri ng val ve SP2 (paral l
elposi ti
on)
AL09 9 Wire break/short ci rcuitin the rel ease val ves(SP5.1/SP5.2)
AL101 10 Wire break/short ci rcuitin the accum ul atorval ve (SP7)
AL102 10 Accum ulatorval ve (SP7) doesnot swi tch on correctl y
AL111 11 Wire break/short ci rcuitin the pump fl ow val ve (SP12)
AL112 11 Pumpfl owvalve (SP12) doesnot swi tch offcorrectl y
AL113 11 Pumpfl owvalve (SP12) doesnot swi tch on correctl y
AL121 12 Wire break/short ci rcuitin the fi lli
ng hei ght controlval ve (SP8) RIGHT
AL122 12 Wire break/short ci rcuitin the drai ni ng hei ght controlval ve (SP9) RIGHT
AL123 12 Wire break/short ci rcuitin the fi lli
ng hei ght controlval ve (SP10) LEFT
AL124 12 Wire break/short ci rcuitin the drai ni ng hei ght controlval ve (SP11) LEFT
AL13 13 Wire break/short ci rcuitin the pump l oweri ng valves(SP31.1/SP31.2)
AL14 14 Wire break/short ci rcuitin the transverse stabi l
izerval ves(SP6.1/SP6.2)
AL151 15 The emergencysteeri ng pressure sensori snot worki ng correctly(val ue < 04)
AL152 15 The emergencysteeri ng pressure sensori snot worki ng correctly(val ue > DF)
AL161 16 The pump pressure sensori snot worki ng correctl y(val ue <04)
AL162 16 The pump pressure sensori snot worki ng correctl y(val ue >DF)
AL171 17 The levell
ing sensori snot worki ng correctl y(val ue < 04)
AL172 17 The levell
ing sensori snot worki ng correctl y(val ue>DF)
AL18 18 Wire break/short ci rcuitin the l ifti
ng axl eval ve /axlel oad reduci ng val ve SP14
AL19 19 Wire break/short ci rcuitin the l oweri ng val ve (SP15)
AL231 23 HPVS target-actuel(sol l
-ist) left side doesnot reach the correct hei ght
AL232 23 HPVS target-actuel(sol l
-ist) right si de doesnot reach the correct hei ght
AL261 26 Height sensorat the rearl eft isnot worki ng correctl y(val ue <06)
AL262 26 Height sensorat the rearl eft isnot worki ng correctl y(val ue >F8)
AL271 27 Height sensorat the rearri ght i snot worki ng correctly(val ue <06)
AL272 27 Height sensorat the rearri ght i snot worki ng correctly(val ue >F8)
AL28 28 Pump pressure too hi gh wi th SP12 swi tched on
AL29 29 VCC/VDD faul t
Tabl
e6.
26
6-23
Silent alerts
Faultcode Num berof Description

flashes
AL012 -- Refi
llti
me ofthe emergencysteeri ng system too l
ong
AL20 -- EVS correction factorsoutofrange
AL21 -- HPVS correction factorsoutofrange
AL301 -- Pump pressure too l ow wi
th SP12 swi
tchedoff
AL302 -- Pump pressure too l ow wi
th SP12 swi
tchedon
AL31 -- System started atspeed
AL32 -- -
AL33 -- -
Tabl
e6.
27
6-24
6.3.9 Screen 2-8:reading out data OV E R Z . V T G . I N F O : 1

L AD E N S T D . P AR AM . : 2
OV E R Z . / W I J Z . P AR AM . : 3
E = E X I T
Screen2-
8 Figure 6.48
Choice Description
1 Setti
ng vehi
cle parameters
2 Load standard parameters
3 Change parameters
Tabl
e6.
28
K E U Z E S C H E R M G E G E V E N S
E P R O M : 1 T Y P E / D R U K : 2
A C C U M : 3 S MO R I NG E N : 4
P A R A M : 5 D I V : 6 E X I T = E
Screen2-
8-1 Figure 6.49
Choice Description
1 Eprom version
2 Surveypressures
3 Surveyaccumul atorpressures
4 Restri
ctordiametersEVS+HPVS
5 Param eters
6 Di
vers
Tabl
e6.
29
P AG 1 / 1 0 : - E P ROMS -
P ROG R AMMA : X X X X X X X X
Screen2-
8-1-
1 Figure 6.50
H P V S v a r i a n t : V 2 0 / 3 4
P A G 2 / 1 0 : - D R U K K E N -
P O MP D R U K : X X X b a r
R E G E L D R U K : X X b a r
Screen2-
8-1-
2 Figure 6.51
P A G 4 / 1 0 : - A C C U ‘ S -
V E R I NG : P O = X X b - X / + X
E V S : P O = X X X b - X X / + X
H E F A S : P O = X X b - X / + X
Screen2-
8-1-
3 Figure 6.52
6-25
P A G 5 / 1 0 : - SMOR I NG -
H O OG T E R E G . : X X X mm
H E F K L E P : X X X mm
Z A K K L E P : 2 x X X X mm
Screen2-
8-1-
4 Figure 6.53
P A G 6 / 1 0 : - SMOR I NG -
S P 1 - 2 : G E E N
S M O R I NG 5 : X X X mm
S M O R I NG 6 : X X X mm
Screen2-
8-1-
4-... Figure 6.54
P A G 7 / 1 0 : - P A R A M . -
H P V S S T D . R I J H . : $ X X
H P V S MA X . R I J H . : $ X X
S T D . WA T E R P A SW . : $ X X
Screen2-
8-1-
5 Figure 6.55
P A G 8 / 1 0 : - P A R AM . -
M I N . E V S HO E K : $ X X
M A X . E V S HO E K : $ X X
V O O R : MA X . G E S T U U R D
Screen2-
8-1-
5-... Figure 6.56
P A G 9 / 1 0 : - P A R AM . -
A C H T E R : B I J B E N U T T E N
V A N D E V O L L E D I G S L AG
V A N D E E V S - C I L I N D E RS
Screen 2-8-1-5-... Figure 6.57
P A G 1 0 / 1 0 : - D I V . -
Z I E OO K WP L . H AN D BO E K
V O O R A L G EME N E U I T L EG
O V E R H P V S / E V S !
Screen2-
8-1-
6 Figure 6.58
B A S I S G E G E V E N S L A D E N
S T D . P A R AME T E R S : 3
S T D . T E K S T E N : 4
E = E X I T
Screen2-
8-2 Figure 6.59
U O V E R S C H R I J F T UW
OU D E P A R AME T E R S I N C L
COR R E C T I E F A C T OR E N !
J A = 1 N E E = E
Scherm 2-
8-2-
3 figuur 6.60
U O V E R S C H R I J F T UW
OU D E P A R AME T E R S I N C L
COR R E C T I E F A C T OR E N !
J A = 1 N E E = E
Screen2-
8-2-
4 Figure 6.61
6-26
Electricalinstallation
Appendix 1: Electrical installation

1.
1 Overview ofcomponents in schematic diagrams
Overvi
ew ofbasi
ccode numbersi n the schemati
cdi
agr
am
25093/00 (di
agr
am i
si ncl
uded i
n the appendix)
Numberon
E.
C.N. Descr
ipti
on ref
er ence
bar
GB000 Coil,pump "ow unit,SP12 0018
GB001 Coil,steeringvalve,SP1 0011
GB003 Coil,release valve,SP51 0003
GB005 Coil,accumulator valve,SP7 0008
GB006 Coil,EVS protection valve,SP30 0015
GB007 Coil,lateral stabilisation,lef t,SP6. 1 0024
GB008 Coil,lateral stabilisation,right,SP6. 2 0024
GB009 Coil,!ll left HPVS,SP10 0028
GB010 Coil,drain lef t HPVS,SP11 0030
GB011 Coil,!ll right HPVS,SP8 0033
GB012 Coil,drain right HPVS,SP9 0035
GB013 Coil,lift axle,SP14 0037
GB014 Coil,lift axle,SP15 0041
GB015 Coil,rapid- loweringHPVS lef t,SP31. 1 0044
GB016 Coil,rapid- loweringHPVS right,SP31. 2 0044
GB017 Coil,batteryblockingHPVS lef t,SP28. 1 0046
GB018 Coil,batteryblockingHPVS right,SP28. 2 0046
GB019 Coil,axle tiltingprotection,SP26 0020
GB020 Coil,axle tiltingprotection,SP27 0022
GB021 Buzzer,EVS 0051
GB022 Buzzer,4thbrake circuit 0159
GB023 Valve,f ront wheel drive 0125
GB024 Valve,dif f-lock,f ront 0130
GB025 Valve,cross- axle lock,rear 0135
GB026 Valve,dif f-lock,rear 0140
GB027 Valve,cross- axle lock,steered axles 0145
GB028 Valve,intermediate gearbox,low 0153
GB029 Valve,intermediate gearbox,high 0150
GB030 Valve,3rd PTO
GB031 Valve,intermediate gearbox,neutral
GB032 Buzzer,reverse signal
GB033 Valve,"owcontrol,SP201 0220
GB036 Buzzer,EMAS 0194
GB037 Valve,asphalt brake
GB038 Buzzer,pneumatic lif t axle ( ignition switchoff/lif
t axle raised)
GB039 Valve,lif t bellows
GB040 Valve f or bleedingoflif t bellows ( disconnection)
GB041 Electric motor,lif t axle unit
B1-1
Electrical installation
GC000 Switch, EVS on/off 0007

GC001 Switch, levelling/height control 0010
GC002 Switch, highest/lowest position 0013
GC003 Switch, lift axle 0016
GC004 Switch, lowering system 0019
GC005 Switch, manual lateral stabilisation 0022
GC006 Switch, weigh system 0240
GC007 Switch, front wheel drive 0125
GC008 Switch, diff-lock, front 0130
GC009 Switch, cross-axle lock, rear 0135
GC010 Switch, diff-lock, rear 0140
GC011 Switch, cross-axle lock, steered axles 0145
GC012 Switch, intermediate gearbox, high/low 0150
GC013 Switch, 3rd PTO
GC014 Reverse lamp, left
GC015 Reverse lamp, right
GC016 Switch, alphalt brake
GC017 Switch, emergency, lift axle unit motor
GC018 Switch, highest/lowest position, left
GC019 Switch, disconnect, rearmost axle (silo demounting system)
GD000 Electronic unit, HPVS, EVS
GD001 Electronic unit, protection, EVS (speed switch) 0102
GD002 Diode unit (3 diodes)
GD003 Diode unit (9 diodes) 0035, 0116,
0175
GD004 Diode unit (1 diode)
GD004 Levelling unit 0055
GD005 Front angle sensor 0058
GD006 Rear angle sensor 0061
GD007 Height sensor, left rear 0064
GD008 Height sensor, right rear 0067
GD009 Warning lamp, EVS 0114
GD010 Indicator lamp, lift axle 0117
GD011 Indicator lamp, lateral stabilisation 0112
GD012 Indicator lamp, oil level 0121
GD013 Indicator lamp 4th steering circuit 0156
GD014 Indicator lamp, front wheel drive 0161
GD015 Indicator lamp, diff-lock, front 0164
GD016 Indicator lamp, cross-axle lock, rear 0166
GD017 Indicator lamp, diff-lock, rear 0171
GD018 Indicator lamp, cross-axle lock, steered axles 0169
GD019 Electronic unit, weigh system 0242
GD020 Indicator lamp, 3rd PTO
GD021 Angle sensor, axle 1, left (EMAS) 0207
GD022 Angle sensor, axle 1, right (EMAS) 0210
GD023 Angle sensor, axle 2, left (EMAS) 0214
GD024 Angle sensor, axle 2, right (EMAS) 0217
GD025 Indicator lamp, EMAS 0198
GD026 Electronic unit, protection, EMAS (speed switch) 0191
GD027 Electronic unit, EMAS 0216
GD028 Indicator lamp, probe installation (tracks raised)
GD029 Electronic unit, protection, asphalt brake (speed switch)
GD030 Indicator lamp, asphalt brake
GD031 Indicator lamp, EMAS oil level 0201
GD032 Indicator lamp, PTO protection active 0053
B1-2
GD033 Diode unit (1 diode)

GD034 Electronic unit, protection, lift axle unit
GD035 Electronic unit, protection, uncoupling lift axle (speed switch)
GE001 Fuse, HPVS and EVS, power from ignition switch 0031
GE002 Fuse, power monitoring/speed switch/switches/various chassis 0037
GE003 Fuse, HPVS and EVS, continuous power 0047
GE004 Proximity switch, lift axle 0086
GE005 Proximity switch, lowering system, axle 2, right 0088
GE006 Proximity switch, lowering system, axle 4, left 0091
GE007 Fuse, diff-lock valves 0125
GE008 Fuse, indicator lamps, diff-locks 0156
GE009 Fuse, accessories
GE010 Fuse, weigh system ("oating fuse) 0241
GE011 Fuse, asphalt brake
GE012 Proximity switch, PTO protection 0082
GE013 Proximity switch, lowered reverse switch
GE014 Fuse, pneumatic lift axle, power from ignition switch
GE015 Fuse, pneumatic lift axle, continuous power
GF000 Switch, HPVS/EVS oil level 0025
GF001 Pressure switch, automatic lowering, lift axle 0028
GF002 Speed sensor (2nd speed) 0098
GF003 Pressure sensor, monitor SP30 0073
GF004 Pressure sensor, emergency steering pressure 0070
GF005 Pressure sensor, pump pressure 0075
GF006 Pressure sensor, suspension system, left 0242
GF007 Pressure sensor, suspension system, right 0245
GF008 Control switch, front wheel drive 0161
GF009 Control switch, diff-lock, front 0164
GF010 Control switch, cross-axle lock, rear (rear axle 2-3) 0166
GF011 Control switch, diff-lock, rear 0171
GF012 Control switch, cross-axle lock, steered axles (rearmost axle) 0169
GF013 Control switch, 4th steering circuit 0156
GF014 Control switch, 3rd PTO (intermediate gearbox)
GF015 Control switch, clutch
GF016 Control switch, cross-axle lock, steered axles (axle 1) 0170
GF017 Control switch, cross-axle lock, steered axles (axle 2) 0172
GF018 Control switch, diff-lock, rear (rear axle 1-2) 0176
GF020 Pressure sensor, X-system 0230
GF021 Pressure sensor, 0-system 0233
GF022 Switch, engine coolant temperature
GF023 Switch, EMAS oil level
GF024 Pressure switch, pneumatic lift axle 4.3b
GF025 Pressure switch, pneumatic lift axle 5.3b
GF026 Pressure switch, lift axle unit
GG000 Relay, lateral stab. lamp 0027, 0111
GG001 Relay, alarm lamp 0049,0114
GG002 Relay, lowered reverse switch
GG003 Relay, ign. take-over 3rd PTO
GG004 Relay, engagement delay 3rd PTO
GG005 Relay, EMAS indicator lamp 0199
GG006 Relay, 2nd speed, EMAS 0194
GG007 Relay, neutral switch, probe inst.
GG008 Relay, starter interrupter, probe inst.
GG009 Relay, charging current lamp, probe inst.
B1-3
GG010 Relay, asphalt brake

GG011 Relay, PTO protection 0080
GG012 Relay, EMAS oil level 0203
GG013 Relay, protection, manual lowering of lift axle (V>30km/h)
GG014 Relay, ign. take-over, lift axle switch
GG015 Relay, automatic lowering (V>30km/h and P>4.3b)
GG016 Relay, buzzer (lift axle raised and ign. off)
GG017 Relay, raise/bleed pneumatic lift axle
GG018 Relay, engagement delay, automatic lowering
GG019 Relay, lowering delay, lift axle unit
GG020 Relay, lift axle unit motor
GG021 Relay, interruption of axle raising
GG022 Relay 2nd speed (EVS) only for VG2000 intermediate gearbox
GG023 Relay, clutch, intermediate gearbox PTO
GG024 Relay, raise condition, uncoupling lift axle
B1-4
1.2 Overview of connectors
Connector overview
Column 1 = Connector coding

Column 2 = No. of connection points on the connector
Column 3 = Colour of the connector
Column 4 = Description of the connector
Column 5 = Location of the connector in the vehicle
1 2 3 4 5
K000 18 Black Conn. to diode block Central PCB
K001 21 Blue Chassis wiring for EVS and Bulkhead feed-through location
HPVS valves D7/8
K002 21 Yellow Chassis wiring for EVS and Bulkhead feed-through location
HPVS sensors A7/8
K003 9 Grey Chassis conn. for diff-lock Bulkhead feed-through location
valves B7
K004 6 Grey Chassis conn. for diff-lock Bulkhead feed-through location
indicator lamps B8
K005 6 Green Conn. for 2nd speed signal Bulkhead feed-through location
C9
K006 6 Green Chassis conn. for proximity Bulkhead feed-through location
switches / oil level C4
K007 6 Yellow Conn. for various DAF signals Bulkhead feed-through location
A4
K008 12 Yellow Conn. for diff.lock control Behind cover for radio panel
switches
K009 21 Green Conn. for switches and indic. Behind cover for radio panel
lamps EVS and HPVS.
K010 6 Blue Conn. for accessories and weigh Behind cover for radio panel
system
K011 12 Yellow Conn. for diff-lock indic. lamps Right-side heater panel
K012 10 Green Conn. for control lamp relay Central PCB
K013 6 Black Conn. for HPVS/EVS fuses Central PCB
K014 6 Black Conn. for accessory fuses Central PCB
K015 4 White Conn. for speed switch, 2nd Under central PCB
speed EVS
K016 18 Black Conn. for 9-position relay block Under central PCB
K017 9 Grey Conn. for E-MAS Under central PCB
K018 4 Black Conn. for axle tilting protection At rear of chassis
K019 4 Black Conn. for proximity switch, For T-beam chassis
lowering system, left
K020 4 Black Conn. for oil level Near HPVS tank
K021 4 Black Conn. for pressure sensor, Right side FUP
pump
K022 4 Black Conn. for front angle sensor Left side FUP
K023 4 Black Conn. for pressure sensors In T-beam chassis
emer. steering system/control
SP30
K024 35 Black Conn. for HPVS/EVS valve block In T-beam chassis
K025 4 Black Conn. for "ow valve SP12 Right side FUP
B1-5
1 2 3 4 5
K026 4 Black Conn. for battery blocking At rear of chassis
valves
K027 8 Black Conn. for lift axle valve block For T-beam chassis
K028 4 Black Conn. for levelling unit Right rear, in chassis
K029 4 Black Conn. for pressure sensors, In T-beam chassis
weigh sys.
K030 4 Black Conn. for height sensor, left Left side, under T-beam chassis
K031 4 Black Conn. for height sensor, right Right side, under T-beam
chassis
K032 4 Black Conn. for rear angle sensor On V-rod, rearmost axle
K033 2 White Conn. for press. sensors, weigh Ceiling compartment, driver'
s
sys. side
K034 21 Green Chassis wiring, lighting Bulkhead feed-through location
C5/6
K035 4 Black Conn. for lowered reverse On transmission
switch
K036 35 Black Conn. for tail lights At rear of chassis
K037 21 Yellow Chassis wiring for EMAS Bulkhead feed-through location
A1/2
K038 4 White Conn. for speed switch, 2nd Under central PCB
speed EMAS
K039 10 Green Conn. for relay indicator lamp/ Central PCB
2nd speed EMAS
K040 16 Black Diagnostic connector, EMAS Central PCB
K041 12 Yellow Conn. for diff-lock indic. lamps Left-side heater panel
K042 3 Black Conn. for pressure sensor, PSF E-MAS "ow-valve block
K043 2 Black Connection SP201 E-MAS "ow-valve block
K044 4 Black Conn. for right-front sensor (E- Right-front chassis, near front
MAS) axle 1
K045 4 Black Conn. for right-rear sensor (E- Right-front chassis, near front
MAS) axle 2
K046 3 Black Conn. for pressure sensor, PSX E-MAS steering valve block
K047 2 Black Connection SP051 E-MAS steering valve block
K048 4 Black Connection SP011 E-MAS steering valve block
K049 4 Black Conn. for left-rear sensor (E- Left side of chassis, near front
MAS) axle 2
K050 4 Black Conn. for left-front sensor (E- Left side of chassis, near front
MAS) axle 1
K051 6 Yellow Conn. for relay, transfer Under central PCB
gearbox
K052 4 Black Conn. for prox. sw., PTO Behind cab
protection
K053 6 Blue Chassis wiring, pneum. lift axle Bulkhead feed-through location
D3
K054 4 Black Conn. for press. sw., pneum. lift At lift axle, in chassis
axle
K055 2 Black Conn. for reverse buzzer In tow bar
K056 6 Blue Conn. for lowered reserve Bulkhead feed-through location
switch D9
K057 4 Black Conn. for reverse switch On transmission
K058 4 Black Conn. for 2nd speed sensor On transmission
K059 4 Black Conn. for 2nd speed sensor for On transmission
AS Tronic
K060 4 Black Conn. for 2nd speed sensor for On transmission
AS Tronic
B1-6
1.3 Schematic diagrams
Partial diagrams from schematic diagram 25093/00
1 HPVS/EVS power supply
2 EVS valves / SP12
3 HPVS valves
4 Angle sensors / Level sensor
5 Pressure sensors / Weight indication
6 HPVS/EVS indicator lamps
7 HPVS/EVS control switches
8 Diff-lock control switches
9 Diff-lock indicator lamps
10 Tachograph and tachometer / 2nd gear pro

tection / Pressure switch for lift axle / PTO
protection
11 Power for E-MAS / Indicator lamp / Buzzer /

2nd gear protection
12 Valves for E-mas / Pressure sensors for E-

MAS
13 Angle sensors for E-MAS
B1-7
1 HPVS/EVS power supply

fuse GE003 and wire R001.
Wire R001 is divided among pins 22-1, 22-2 and 26-
26 of the EVS unit.
The power supply controlled by the ignition switch is
provided via wire 1010, fuse GE002, wire R1011, di-
ode GD002, fuse GE001 and wire R002. Wire R1011
on pin 22-21 of the EVS unit is the sensor line for
ignition on/off. Pin 26-4 is a power supply output for
take-over of ignition switch power when the lift axle
is raised and the ignition switch is turned off. This
output maintains power to the EVS unit for approxi-
mately 5 seconds after the ignition switch is turned
off.
B1-8
1000
1010
08 /06
1010a
1000
R 1012
R 1012a
R 1012b
12 14 B2 C 2
5A
15 A
G D 003
G E 002
G E 003
11 13 B1 C 1
R 1011b
R 1012
R 1014
R 1011
R 001
R 1012f
R 1012e
R 1012d
R 1012c
R 1012b
R 1011c
R 1011a
A2
K 009 G G 000 G G 001 G D 001 K 005 K 006 K 017 G G 011

1 B3 A3 1 1 2 1 30
2A
7 10 10 10 10 6 11 10
G E 001
A1
R 002
R 1014
R 1011d
R 001b
R 001a
R 001c
01
26-12 26-4 22-21 22-1 22-2 26-26
G D 000
22-12 26-13
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
2 5 09 3 /00
B1-9
2 EVS valves / SP12
B1-10
B1-11
2 5 09 3 /00 08 /06
02
1
1010
1000
2
3
4
5
6
f
7
2
1
e
1
S P 51 S P 51 S P 51
8
16-15
K 024 K 024 K 001

9
G B003
10
h
2
1
g
11
11
S P 52 S P 52 S P 52
26-6
12
K 024 K 024 K 001

13
G B004
14
p
2
1
n
2
15
SP7 SP7 SP7
26-3
K 024 K 024 K 001
16
G B005
17
18
b
2
1
a
3
19
SP1 SP1 SP1
26-16
K 024 K 024 K 001
20
G B001
21
22
c
d
2
1
4
SP2 SP2 SP2

16-4
23
K 024 K 024 K 001
24
G B002
25
G D 000
2
1
10
26
S P 30 S P 30 S P 30
26-8
27
K 024 K 024 K 001
28
G B006
29
2
2
1
1
12
30
S P 12 S P 12 S P 12
16-12
K 025 K 025 K 001
31
G B000
32
33
2
2
1
1
16
34
S P 26 S P 26 S P 26
26-20
K 018 K 018 K 001
35
G B019
36
37
4
2
1
3
17
S P 27 S P 27 S P 27
38
K 018 K 018 K 001 26-19
39
G B020
40
R 001b
41
22-12
R 001a
42
R 001c
43
22-1 22-2 26-26
26-13
44
45
C1
C2
15 A
46 47
R 001 1000
48
G E 003
4
3 HPVS valves
B1-12
B1-13
2 5 09 3 /00 08 /06
03
1
1010
1000
2
3
4
5
6
6
2
S P 14a
K 061
7
2
2
1
1
13
S P 14 S P 14 S P 14
8
16-1
K 027 K 027 K 001

9
GB 013
10
6
1
S P 15a
K 061
4
2
1
3
14
11
S P 15 S P 15 S P 15
16-8
12
K 027 K 027 K 001

13
14 GB 014
v
2
1
8
15
S P 10 S P 10 S P 10
16-3
16
K 024 K 024 K 001
17
GB 009
18
x
2
1
9
19
S P 11 S P 11 S P 11
16-14
K 024 K 024 K 001
20
GB 010
21
22
r
s
2
1
6
23
SP8 SP8 SP8
16-16
K 024 K 024 K 001
24
GB 011
25
GD000
26
t
u
2
1
7
SP9 SP9 SP9

16-2
27
K 024 K 024 K 001
28
GB 012
29
6
1
K 012 S P 6a
l
j
2
1
2
1
5
30
SP6 SP6 SP6
16-5
31
K 024 K 024 K 024 K 001
32
GB 008 GB 007
33
2
1
2
1
15
F
E
D
34
S P 31 S P 31 S P 31
26-9
K 024 K 024 K 024 K 001
35
GB 016 GB 015
36
37
2
2
1
2
1
1
18
38
S P 28 S P 28 S P 28
26-7
K 026 K 026 K 001
39
GB 018 GB 017 0ptioneel
40
R 001b
41
22-12
R 001a
42
R 001c
43
22-1 22-2 26-26
26-13
44
45
C 1
C 2
15 A
46 47
R 001 1000
48
GE003
49
4 Angl
e sensor
s/l
ater
all
evel
ling system
B1-14
1000
1010
08 /06
G D 000
22-13 22-15 26-15 22-14 22-22 22-16 26-2 22-4 26-11 26-14 22-9 22-3
PM 1
PM 1
PM 1
PM 4
PM 3
PM 3
PM 3
PM 2
P M 61
P M 61
P M 62
P M 62
1 2 3 4 5 6 7 8 15 13 20 21
K 002
04
PM 1
PM 1
PM 1
PM 4
PM 4
PM 4
PM 3
PM 3
PM 3
PM 2
PM 2
PM 2
PM 6
PM 6
PM 6
PM 6
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
K 022
K 032
K 031
K 030
K 028
o o o o
90 90 90 90
U U U U U
G D 005 G D 006 G D 008 G D 007 G D 004
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
2 5 09 3 /00
B1-15
5 Pressure sensors / W eight indication
Wei
ghti
ndi
cat
ion
Whenswi tchGC006isoperated,displ
ayunitGD019
receivespoweronpin7vi aDAFf useE163,wire
1258and"oat i
ngfuseGE010.
PressuresensorsGF006andGF007ar ewir
edinpar -
all
elanddet erminet
hecur r
entl evelt
othedisplay
unitbasedont hepressur
eont hesuspensi
onatt he
l
eftandr ightsi
desofthevehi cl
e.
B1-16
1000
1010
08 /06
1010
25A
10A
E 163
(D A F )
E 117
(D A F )
1258
G D 000 2630
22-17 22-11 22-6 26-24 22-5 16-6 22-7 26-23 22-10

2 4 8
183C
(D A F )
PM 7
PM 5
PM 5
PM 5
PM 9
PM 8
PM 8
PM 8
PM 8
2 1
14 9 10 11 12 16 17 18 19
K 002
0 1
E S 603
E S 602
G C 006
05
1 2
6 10
K 033
PM 7
PM 7
PM 7
PM 5
PM 5
PM 5
PM 9
E S 602
E S 603
E S 602a
E S 603a
1
1 2 3 4 1 2 3 4 1 2 3 4
K 021
K 023
K 029
3A
G E 010
PM 7
PM 7
PM 7
PM 5
PM 5
PM 5
PM 9
PM 9
PM 9
5 1 2 6 7 8
+ + +
_ out _ out _ out 1 2 1 2
P P P P P G D 019
U U U I I
G F 005 G F 004 G F 003 G F 006 G F 007
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
2 5 09 3 /00
B1-17
6 HPVS/EVS indicator lam ps
If raise valve SP14or lower valve SP15 is energised,

power is supplied to pin 1 of lift axle indicator lamp
GD010 via diode blockGD003 and wire SP115.
Indicator lamp GD009 is controlled by the EVS unit

via wire ES008, relay GG001 and wire ES009.
Indicator lamp GD011 and relay GG000 are only

present on vehicles with manual lateral stabilisation.
If lateral stabilisation valves SP6.1 and SP6.2 are en-
ergised ( no hydraulic stabilisation)
, the coil of relay
GG000 is energised, interrupting contacts A3 and A5
of the relay. The indicator lamp no longer receives
power via wire SP61.
If the oil level of the HPVS/

EVS system is too low, oil
level switch GF000 closes. This results in voltage on
wire ES114and wire ES114a, which causes indica-
tor lamp GD012 to light and the EVS unit to receive
power on pin 12-7.
B1-18
B1-19
2 5 09 3 /00 08 /06
06
1
1010
1000
2
3
4
5
6
7
B1
B2
5A
8
10
30
R 1011 1010
G G 011
G E 002
9
2
1
11
R 1011a
6
10
K 017
R 1011a R 1011c
K 027
10
14
K 006 R 1011d
13
R 1012b
R 1011b R 1012a
11
R 1011
R 1011c
12
11
12
R 1012
13
14
15
G D 002
1
2
1
16
E S 114 E S 114 E S 114
12-7
R 1014
17
R 1011d
K 006
E S 114a
18
G F 000
22-21
19
3
20
21
K 009
26-4
2
1
13
22
E S 114 E S 114a
2
11
K 017
23
K 009
1
G D 012
10
R 1012
K 005
24
S P 14a
S P 14b
13
2
1
14
15
25
3
1
16
S P 14
K 027
16-1
S P 115 S P 115
K 001
26
K 009
17
G D 010 18
27
S P 15a
14
28
3
3
G D 003 S P 15
K 027
16-8
S P 15b
K 001
29
10
86
G G 011
3
11
K 017
30
31
G D 000
E S 004 E S 004
16-7
32
7
1
33
G B 021 K 009
R 1012f
34
1
A2
R 1012e
35
G E 001
2
1
16
B4
B3
S P 61 S P 61
36
B5
R 1012e
K 009
G D 011
37
S P 6a
B2
B1
38
5
G G 000
j
3
SP6
K 024
16-5
39
R 1012d
K 001
40
2
1
15
A4
A3
E S 009 E S 009
41
A5
R 1012c
K 009
G D 009
42
E S 008
A2
A1
16-13
43
G G 001
44
1
10
R 1012c
G D 001
R 1012b
45
46 47
48
49
7 HPVS/EVS control switches
B1-20
1000
1010
08 /06
2630a 2630b 2630c 2630d 2630e
R 1011a R 1011b R 1011c R 1011d R 1011e
9 5 9 3 9 3 9 3 9 3 9 3
1 0 1 0 2 1 0 2 1 0 1 0 1 0
G D 010 G D 009 G D 011 G D 012
G C 001
G C 002
G C 003
G C 004
G C 005
2 2 2 2
G C 000
6 6 6 6
10 1 7 10 7 1 10 7 1 10 7 1 10 1 7 10 1 7
E S 013
E S 035
E S 201
E S 203
E S 204
E S 031
E S 030
E S 210
E S 215
2630
R 1011
1 2 3 12 7 6 4 5 9 8 10 11
K 009
07
2630
2630a
R 1012f
G E 001 K 008
E S 013
E S 035
E S 201
E S 203
E S 204
E S 031
E S 030
E S 210
E S 215
A2 2 1
1 8 D AF
16-11 16-9 12-6 12-9 12-3 12-5 16-10 12-2 12-1
G D 000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
2 5 09 3 /00
B1-21
8 Dif
f-lock control switches
B1-22
B1-23
2 5 09 3 /00 08 /06
08
1
1010
1000
2
3
4
B1
B2
10 A
5
R 007 1010
G E 007
6
7
1
R 007 R 007
8
9
10
2
2630 2630
D AF
11
12
7
2
2630a
K 009
13
3
14
15
B
A
16
2
6
1
1
5
17
1
S P 082a S P 082
10
K 051
7
18
3
1 0
G B 028 S P 082 S P 082
19
G C 012
2630a
2
1
5
8
20
S P 084 S P 084 S P 084
R 007a
21
B
A
22
G B 029
2
1
2
5
23
1
5
S P 081 S P 081 S P 081

7
24
1 0
25
G B 024
G C 008
2630b
26
27
R 007b
28
B
A
29
2
1
1
4
1
5
S P 080 S P 080 S P 080
30
7
31
1 0
G B 023
G C 007
32
2630c
33
R 007c
34
B
A
35
2
1
7
10
1
5
36
G 4518 G 4518 G 4518
7
37
1 0
G B 026
38
G C 010
2630d
39
40
R 007d
B
A
41
42
2
1
4
7
1
5
S P 083 S P 083 S P 083
43
7
1 0
44
G B 027
G C 011
45
2630e
R 007e
46 47
B
A
48
2
1
6
9
1
5
49
G 4517 G 4517 G 4517
50
1 0
K 003 K 008
G B 025
51
G C 009 Electrical installation
9 Diff-lock indicator lamps
If one or more of the diff-locks is engaged, wire

G2408 of the diode block and the associated control
switch(es) are connected to earth, which causes the
diff-lock indicator lamp in the DIP to light as well.
B1-24
B1-25
2 5 09 3 /00 08 /06
09
1
1010
1000
2
3
4
-
+
E S 3600a
5
6
G B 022
7
7
2
1
8
2
1
E S 3600 E S 3600 E S 3600

P
K 003 K 011
9
G D 013
G F 013
10
11
5
12
G 3408 G 3408
K 004
13
17 15 13 11 9 7 5 3 1
14
R 005f
G 3408
13
15
3408
G D 003
16
K 034
18 16 14 12 10 8 6 4 2
17
D AF
18
C 34
D 310
19
20
21
22
3408
R 080
R 081
R 083
3408a
3409a
3409b
R 080a
R 081a
R 083a
23
24
2
1
1
4
2
1
R 080 R 083
25
G D 018
26
G F 008
27
2
1
2
R 081
R 005
28
R 005e
29
G F 009
30
2
1
3
3
2
1
31
3408 3408
32
G D 016
G F 010
33
2
1
R 005d
34
R 083a
35
6
2
1
3409
36
G F 017
2
1
G D 017
37
R 083b
38
R 005c
39
G F 016
40
2
1
1
2
1
R 083c R 080
41
G D 014
42
R 005b
G F 012
43
2
1
2
2
1
3409b R 081
44
6
G D 015
45
12
G F 011 3409 R 005 R 005a
K 004
2
1
K 011 R 005
46 47
3409a
10
48
12-8
G D 000
49
G F 018
A1
A2
1A
R 005 1010
50
G E 008
5
10 Tachograph and tachometer / 2nd gear

protection / Pressure switch for lift axle
/ PTO protection
2nd gear protection
Sensor GF002 is !tted on the transmission or the

transfer gearbox. This sender produces a square
wave voltage, the frequency of which is proportional
to the vehicle speed, which is sent via wire ES351
to speed switch GD001. This speed switch interrupts
the earth connection on wire ES350 at a variable fre-
quency, which causes the EVS unit to interrupt wire
SP30 by means of a relay.
Note:With an AS Tronic transmission the 2nd sensor
is connected to the Ginaf wiring via an extra wiring
harness.
Pressure switch, lift axle
If the lift axle is in the raised position and the load

exceeds the allowable weight, pressure switch GF001
activates and power is supplied to pin 12-10 of the
EVS unit via wire ES006. Depending on the speed,
the lift axle will be automatically lowered.
PTO protection
When the PTO is operated, voltage is provided to

pin 85 of relay GG011 via wire 4594, which inter-
rupts the power to proximity switch GE012. This
removes the voltage on pin 22-20 of the EVS unit. If
the speed is 0 (can be changed via a parameter), all
functions of the HPVS are frozenand valves may be
deactivated so that during use of the PTO the HPVS
system cannot operate. After the PTO is disengaged,
the proximity switch receives power again. It reg-
isters the position of the tipping bed. Only once the
tipping bed has been completely lowered does the
proximity switch supply power to the EVS unit again
and, depending on the parameter setting (speed/
time), are the functions once again active.
B1-26
1000
1010
08 /06
6
R 1011a E S 036
2
1010
R 1011c R 1011 K 027 2
4594 B2 K 006
P
G F 001
5A
R 1011
4D
G E 002
2
K 002
3
D AF B1 K 020
1
6
E S 006
R 1011a
4594
R 1011
5
G E 012
K 027
85 30
R 1011b
R 1011c
1 3 2
107C 107C
E S 006
K 052
12 8
K 017 G D 003 3
D AF D AF
G G 011
1 13
R 1013
E S 022
K 006
11 1 21
86 87a
K 001
20
3003
3502
E S 006
R 1013
E S 022
R 1012b
K 001 R 1011d
22-20 22-21 26-21 26-22 12-10
K D 017 G G 001 24V U 2.8

6 A3
G D 000
R 1012
R 1012
E S 351
R 1012a
11 1
26-10 26-8 26-5
10
G D 003 G D 003
14 12
1 1 E S 351a
E S 351
R 1012b
R 1012c
4 1 3 2
S P30
E S 010
E S 350a
K 005
E S 350
K 001 8
2 3 1 4
K 011
10
2
2
K 015
G D 001
E S 010
K 051
4 1 3 2 87 86
S P82
K 058
G D 032
1
N
G G 022
K 051
G F 002 30 85
S P82
S P82a
9
K 011
3 K 008 K 003
6 3
K 051
8 8
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 4
2 5 09 3 /00
B1-27
11 PowerforE-MAS / Indicatorlamp /
Buzzer/ 2nd gearprotecti
on
B1-28
B1-29
2 5 09 3 /00 08 /06
11
1
1010
1000
2
3
3
4
5
K 008
9
12
1
2
2115 2115 2115

7
K 017 K 008
G D 031
8
8
11
1
2
2009 2009 2009

K 008
10
K 017 G D 025
11
B1
B2
2
1
1
5A
12
2010 1011 1011 R 1011 1010
4
G E 002
13
K 017
2009
5
3
14
1011a
1011d
15
-
G G 005
2008
16
2
1
2101 1011b G B 036
17
1011e
18
3
2100
19
G G 006
20
30
21
1011c
87a
22
2115
1
2
86
85
19
23
4
2114a 2114
24
2101 K 037
G G 012
3
6
25
3
G F 023
10
E S 351 E S 351a
G D 001
26
K 017
1
20
1011e
27
1011f 1011f 1011
2
K 037
28
6-B 2114
29
G D 026
12-B 2100
30
2-C 2008
31
2
32
6
15
12-A S P 14 S P 14 S P 14b
G D 003
2010 1-C
3
33
9-A S P 15 S P 15 S P 15b
4
34
6
17
15-B 2002 2002

G D 003
35
3-A 2015 2015
36
8
9-B 3157 3157 3157

D AF
101C
37
K 017
38
8
12-D 3502 3502 D AF
107C
39
2
1
G D 027
2
10A
40
1-A 1221 1221 1221
107C E 062
41
4-A 1117a
2
1
1
5-A 1117b 10A
42
1117 1117
1-B 1117c
107C E 051
43
2-B 1117d
(D A F )
44
1117e
45
2-A 5-D 2011 2011
8
18-B 6-D 2012 2012
10
3-B 15-C 2013 2013
46 47
16
2
48
K 040
49
50
12 Valves for E-mas / Pressure sensors
B1-30
B1-31
2 5 09 3 /00 08 /06
12
1
1010
1000
2
3
4
5
6
7
8
9
10
11
12
13
2026 2026 2026 13-B

13
14
1
2
14
2026 2027 2027 2027 14-B
15
16
G B 033
17
18
15
19
2020 2020 2020 16-B
20
1
2
16
21
2020 2021 2021 2021 17-B
4
3
22
G B 034
23
24
17
25
2022 2022 2022 10-B
26
1
2
18
27
2022 2023 2023 2023 11-B
G D 027
28
G B 035
29
30
31
2019a
32
_
P
10
out
2718 2718 2718 9-C
33
G F 020
U
+
34
2016a
35
36
37
38
12
2019 2019 2019 3-D
39
_
P
11
40
out
2018 2018 2018 10-C
G F 021
U
9
41
2016 2016 2016 4-D
42
K 037
43
44
45
46 47
48
13 Angle sensors for E-MAS
B1-32
1000
1010
08 /06
G D 027
4-C
14-C
3-C
13-C
1-D
12-C
2-D
11-C
PM 1
PM 1
PM 1
PM 2
PM 3
PM 3
PM 3
PM 4
1 2 3 4 5 6 7 8
K 037
13
PM 1
PM 1
PM 1
PM 2
PM 2
PM 2
PM 3
PM 3
PM 3
PM 4
PM 4
PM 4
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
K 050
K 044
K 049
K 045
o o o o
90 90 90 90
U U U U
G D 021 G D 022 G D 023 G D 024
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 4
2 5 09 3 /00
B1-33
B1-34
HPVS/EVS systeemboek v20 e31
Electrische installatie
Bijlage 2: Schemas hydr

auliek
B2-1
HPVS/EVS systeemboek v20 e31
Elektrische installatie
B2-2
© January 2007 GINAF Trucksb.v. OG0000070109
1 2 3 4 5 6 7 8 9 10
F
SNELVULAANSLUITING F
16x2.0
MEETPUNT POMPDRUK + REGELDRUK
(TESTNIPPEL STD. NIET MONTEREN)

16x2.0
MEETPUNT EVS+HPVS DRUK

DRUKSENSOR POMPDRUK
(OP DEKSEL PERSFILTER)
16x2.0
HPVS MANIFOLD
RETOURFILTER
MET BYPASS (3.5 BAR), - BLACK ANODIZED ALUMINIUM, 350 bar, 32 l/min.
B75=05 um DP 10x1.5 D1 - NG6-CONNECTION FOR STEERING VALVE
MP - G1/2": PP(2x)-TT(2x)-T1-T2
E MPEH - G3/8": BR-BL E
- G1/4": MP-D1-MBL-MBR
0.5 mm
MP DP MPEH nulleiding -SMORINGEN 1 en 2 MONTEREN NA SPOELEN
16x2.0
T
MP
AXIALE PLUNJERPOMP
A10VO/028-28bar
M
i=1.455xn-motor, max. 30 l/min

Pmax. 190bar
16x2.0 16x2.0 SLANG TBV FLOWMETING + SPOELEN SYSTEEM
16x2.0 PP
28x1.5 3.5 mm
PERSFILTER P
smoring 2x 0,7mm ZONDER BYPASS, 16x2.0 PP
0.3 mm B05=75
Line filter
SP12 without BYPASS
B30=75
16x2.0 POMPFLOWKLEP
10X1.5 S
D 22L/15L D
VUL_BELUCHTINGSFILTER PROPORTIONEEL POMPFLOW-UNIT 16x2.0 TT TT

30 um + 3 um
22L/15L
PP
16x2.0
28x1.5
SP10 SP11 SP8 SP9 SP31.1 SP6.1 SP31.2 SP6.2

Warning: Pipe length (suction, return and vent pipe) to the two reservoirs must be the same. PUMP UP FLOW OFF PUMP UP FLOW OFF QUICK-LOWERING SUPERSTAB.VALVE
QUICK-LOWERING
SUPERSTAB.VALVE
left-rear left-rear right-rear right-rear left-rear left-rear right-rear
right-rear
1 Tridem: 1.50 mm 2 Tridem: 1.50 mm
VLOTTERSCHAKELAAR
POMPFLOW MANIFOLD
ART.NR.: XXXXXX MBL BL MBR BR T1 T2

C C
UITVOERING: Pressure switch connection G1/4"
NO adjustable (setting 77bar)
Line filter Line filter Line filter Line filter
PLUG WITHOUT-BYPASS PLUG WITHOUT-BYPASS WITHOUT-BYPASS WITHOUT-BYPASS
B10=75 B10=75
- ZWART GEANODISEERD ALUMINIUM, 350 bar, 32 l/min. B10=75 B10=75
- SMORING 3.5 mm GEINTEGREERD (ALLEEN BIJ restriction 0,3mm
EERSTE BLOKKEN VERWIJDERBAAR) PRESSURE-SENSOR
10x1.5
- SMORING 0.5 mm IN T VERWIJDERBAAR (M10 INBUS) 10x1.5 16x2
PRESSURE-SENSOR
16x2
- G1/2": PP-P
- G1/4": T-S-MP-DP-MPEH 16x2 16x2
2nd axle right side
HPVS-CYL. 2nd axle left.
25x3
10x1.5 75x56x320
75x56x320
25x3
16x2
16x2
16x2 GINAF HYDR. ALR-CYLINDER
with reducing valve 1mm. in connection. ACCUM.
25x3
16x2 16x2
16x2 25x3
1.0L-PO=10bar
1.0L-PO=10bar 16x2 16x2 16x2
3rd axle right side
16x2
16x2
25x3
HPVS-CIL. 3rd axle left. 80x56x260
25x3
80x56x260
16x2
25x3
B B
16x2
16x2 25x3
25x3
16x2
1.0 L - P0=10 bar
1.0 L - P0=10 bar 16x2
16x2
4th axle right side
HPVS-CIL. 4th axle left. 16x2 16x2 80x56x260
80x56x260
16x2
16x2
WIJZ. OMSCHRIJVING WIJZIGING DATUM GET. GEC.

NR.
GET. B.v.Toorn. BLAD Deze tekening blijft het eigendom
GEC. GEZ. 1 van GINAF en mag zonder haar
GINAF
schriftelijke toestemming, noch
geheel, noch gedeeltelijk
DATUM 14-03-2007 VAN gekopieerd of aan derden ter hand
1 gesteld of getoond worden.
A SCHAAL A
MAT. MAT. NR. PROJECTIE
OPM.
WARMTE/OPP. BEH. PASSINGEN RUIMHEID, VORM- MATEN IN

EN PLAATSTOL. VOLGENS ISO
MATERIAAL VLGS. 10027-1/2 MM
TITEL TEKENING NR. FORMAAT
schema,hydr-HPVS/EVS-V22 25703/00 A1
X5376
CAD SCHEMATIC
1 2 3 4 5 6 7 8 9 10
1 2 3 4 5 6
GET.
GB
GB
1000 1000
05-10-2007
20-09-2007
DATUM
1010 1010
D 5A 3A 5A D
approach switch
GE012 GE011 GE010
GE012
GE002
Added for dump body indication light and buzzer
GINAF
R1014a
R1014
R1015
R1013
1 3
K052
1 3 2
ES022b
1 3
ES022
Check light D7/8:20
load indication R3 (GG026) Check light

24V 21W 1 2 Dump body indication
ES022a 2 4 Vmax application
R1013
D7/8:21 4A
Overrule switch 3039 4
ES705a
ES700
approach switch 2 4
DAF
2 1
A1/2:2
C ES705 C
ES035c 3
ES022
ES706 ES706b
5 ES706a
1 3 A 7
16
22-20 R1 (GG024) 1 0
Brake deactivation
Pressure P P Air pressure GD000 R2 (GG025) switch
switch HPVS switch adjustable
0-150 bar (77 bar) 0-10 bar 26-18 26-17 16-9 2 5 B 5
15
SP090b
ES035
V = 0 km/h
4594
11 12
A1/2:5
ES708
13
1 0
3 1
B R4 (GG027) Description relays B
SP090
14 ES035a
R1 = Relay v=0
5 2 D993 C750 R2 = Relay Brake
2630
C7 1 A1/2:1
valve
DAF DAF
R3 = Relay vmax
R4 = Relay v=0
Dump body indication added

4594a
Dashboard light
Updated schematic
OMSCHRIJVING
1 2
ES035b
Overrule switch Brake valve

PTO protection
REV.
03
02
LOCATIE
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53
A A
Deze tekening blijft het eigendom van GINAF en GET. G. de Bruin
CAD SCHEMATIC mag
zonder haar schriftelijke toestemming, noch geheel, GEC. GEZ.
noch gedeeltelijk gekopieerd of aan derden ter hand
gesteld of getoond worden DATUM 18-04-2007
TITEL: TEKENING NR. Formaat
Scheme, X5376 tipper security 25784/03 A3

KLASS.KODE:
and indication lights
1 2 3 4 5 6

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TechnicalManual/System book

HPVS/EVS v20 e31

© January 2008, Version 00

4.5.7.3 Pressure switch 20

5. EVS system description 1

5.5 Pressure sensor for emergency steering pressure (DY) 6

6 HPVS/EVS diagnosis box (DCS) 1

Appendix 1: Electrical installation 1

The descriptions of the operation of the system can

GINAF Trucks bv is not liable for the consequences

The warning symbol with the overturned truck

If the safety instructions and warnings

 Comply with all warning and safety

 Wear clean, well-!tting clothes and apply

 Always disconnect the earth connection of

 Do not run the engine in an enclosed or

 Remain at a safe distance from rotating and/

 Never remove the !ller cap of the cooling

 Be careful when changing the oil. Hot oil may

 Avoid unnecessary contact with drained oil.

 Various types of oils and lubricants that

 Tilt the cab completely if work must be

 Be careful when working on springs under

 Always use the appropriate lifting gear

 Be careful when working on systems

 After a !re it is possible that hazardous

 Submerge these combustion residues in

 The general safety precautions applicable to

 The general safety precautions applicable to a

During several of the test programs that are

The suspension accumulators and HPVS (Hydro

First depressurise the HPVS system before removing

The emergency steering circuit is always under

Before removal of any of the parts listed below,

When a speed signal is absent, as the result of a

The hydraulic section consists of:

The hydraulic section consists of:

The ECU is a microprocessor-controlled calculation

A technician can also connect a diagnostic box to

For control unit E31, an adapter (programmer, see

2.2 HPVS operation

For the HPVS, the air bellows and/or leaf springs on

The suspension accumulators consist of a cylinder

When the vehicle suspension is compressed, the

The hydraulic suspension on the rear axles is com-

Compensation means that when two or three cylin-

The advantage of this is that the vehicle can ride

The application of hydraulics and electronics instead

 automatic level regulation load maintained at

Other features are available as an option, such as:

 weight indication system provides an indica

Due to the automatic level regulation, it is not possi-

2.3 EVS operation

Inside the EVS cylinder, there is a "oating piston !t-

The hydraulic energy for the HPVS and EVS systems

3. HPVS/EVS power supply

The HPVS/EVS system is an independent system. A

The pump supplies oil to the proportional pump "ow

The oil supply system of the HPVS/EVS system

AXIAL PISTON PUMP

3.2 Oil supply system with pump

3.2.1 Pump with regulation block

The pump is an axial plunger pump.

Inside the pump,ther e is abr anch ( 1)from the pr es-

Figures 3.6,3.7and 3.8show the situation in which

Figure 3.6:with br anch 1,the pr essur e wil lincrease, 3 4

Figur e 3.8:balanced state;the top regulatorpiston

Comply with all warning and safety

Wear clean, well-!tting clothes and apply

Always disconnect the earth connection of

Do not run the engine in an enclosed or

Remain at a safe distance from rotating and/

Never remove the !ller cap of the cooling

Be careful when changing the oil. Hot oil may

Avoid unnecessary contact with drained oil.

Various types of oils and lubricants that

Tilt the cab completely if work must be

Be careful when working on springs under

Always use the appropriate lifting gear

Be careful when working on systems

After a !re it is possible that hazardous

Submerge these combustion residues in

The general safety precautions applicable to

The general safety precautions applicable to a

automatic level regulation load maintained at

weight indication system provides an indica

The bypass (choke and non-return valve) in branch