GRS 890 900 GR 801 900
GRS 890 900 GR 801 900
GRS 890 900 GR 801 900
Issue 1
en
1711 043
Contents
Description of operation
General ..............................................................3
Work description
General ..............................................................13
Description of operation
Control circuit
General
The components of the range circuit and its operation are the same as for GR801/900 and GRS890/900. The sections dealing with the split circuit and its components applies only to GRS890/900. Wiring and compressed air diagram for GR801/900
+L (H) H L
5
Range
Range
H L
Range
8
H L
(NO)
7 4 3
H +24V
2 1
+24V
7 bar
6
= = =
A B C
1 2 3 4 5
Output shaft, on gearbox Engine speed sensors Overrevving protection Splice Range switch
6 7 8 9
Air tank Selector fork Neutral position valve Range cylinders with control valve
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Description of operation
+L (H)
Split
6
H
Range
13
Range
Range
Split
12
H L H L
(NO)
11 4 3
+24V H
Split
2 1
+24V
+L (H)
10
9
+
7 bar
(NC)
8
05_5168
7
A B C
+24V NO
1 2 3 4 5 6 7
Output shaft Engine speed sensors Overrevving protection Splice Range switch Split switch Air tank
8 Clutch pedal switch 9 Interlock valve, split 10 Splitter control cylinder with control valve 11 Selector fork 12 Neutral position valve 13 Range cylinders with control valve
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Description of operation
Speed sensor
Operation
The speedometer sensor and engine speed sensor are of speed sensor type. They are located in the gearboxs planet gear housing. The sensors produce 10 pulses per revolution. The speed sensor is security sealed. There should be a 1.0 mm thick steel washer underneath the engine speed sensor.
110 536
Speedometer sensor
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Description of operation
Function
The function of the overrevving protection is to prevent the gear being changed down into the low range at excessive speed, above 30 km/h. The overrevving protection device is mounted on the central electric unit, position RP15. The overrevving protection device incorporates a safety function which prevents changing down into the low range: In the event of a break in the sensor circuit. If the sensor inputs are in contact with a power supply or earth.
If the sensor circuit is shorted, no pulses will be obtained from it. As a result, there will be protective function to prevent changing down into the low range. When current is turned on, the overrevving protection device checks the sensor circuit. This takes about one second for the latest overrevving protection version and between two and three seconds for the earlier version. On the overrevving protection device is a contact pin, 9. This pin shows whether a fault has arisen in the overrevving protection device or sensor circuit. If the fault is present when the power is turned on, shifting into the low range cannot be performed. For emergency driving when there is a fault in the overrevving protection device or speed sensor circuit, a standard relay can be tted in place of the overrevving protection device. Shifting into the low range will then be possible. Note: If the overrevving protection device is replaced by a standard relay there will be no protection against overrevving. The risk then exists of gearbox or clutch damage if the low range gear is engaged at too high a speed.
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Description of operation
GR900
1 2
1 6 3 4
5
Component locations and hose routing are the same as for GR801.
1 Feed pipe, pressurized 2 Pressurized when the gear is in neutral 3 Pressurized in low range and the gear in neutral 4 Pressurized in high range and the gear in neutral 5 Neutral position valve 6 Control valve, range
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Description of operation
GRS890/900
1 6 3 4
1 Feed pipe, pressurized 2 Pressurized when the gear is in neutral 3 Pressurized in low range and the gear in neutral 4 Pressurized in high range and the gear in neutral 5 Neutral position valve 6 Control valve, range 7 Pressurized when the clutch pedal is depressed 8 Interlock valve, splitter gear 9 Control valve, split
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Description of operation
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Description of operation
1 3
23
21 22
12
24
12
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1 Supply air, in 2 Venting 3 Venting 12 Operating air, pressure in 21 Operating air, pressure out 22 Operating air, pressure out 23 Operating air, pressure out 24 Operating air, pressure out
10
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Description of operation
In high range and high split position no current is applied to the solenoid coil. The spring presses the valve plunger against the side of the housing where the solenoid coil is located. Supply air passes out to the cylinders via connections 21 and 23. Simultaneously, the other side of the control cylinder is vented via connections 22 and 24 on the valve housing and out through vent 3 on the control valve. Operating air is vented through vents 2 on the solenoid part.
In low range and low split position the electric coil is activated with 24 V. Operating air, which is controlled by the solenoid part, moves the valve plunger towards the evacuation side of the housing. The valve needs a pressure of up to 5 bar in connection 12 in order to change over when the electric coil is activated. The supply air passes out to the cylinders via connections 22 and 24 and the cylinder vents via connections 21 and 23. In the split circuit, valve connections 21 and 22 are plugged.
12
12 2
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11
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Work description
Control circuit
General
The components of the range circuit and its operation are the same as for GR801/900 and GRS890/900. The sections dealing with the split circuit and its components applies only to GRS890/900. Wiring and compressed air diagram for GR801/900
+L (H) H L
Range
5
Range
Range
8
H L
(NO)
7 4 3
H +24V
2 1
+24V
7 bar
6
= = =
A B C
1 2 3 4 5
Output shaft, on gearbox Engine speed sensors Overrevving protection Splice Range switch
6 7 8 9
Air tank Selector fork Neutral position valve Range cylinders with control valve
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Work description
+L (H)
Split
6
H
Range
13
Range
Range
Split
12
H L H L
(NO)
11 4 3
+24V H
Split
2 1
+24V
+L (H)
10
9
+
7 bar
(NC)
8
05_5168
7
A B C
+24V NO
1 2 3 4 5 6 7 8
Output shaft Engine speed sensors Overrevving protection Splice Range switch Split switch Air tank Clutch pedal switch
9 10 11 12 13
Interlock valve, split Splitter control cylinder with control valve Selector fork Neutral position valve Two range cylinders with one control valve
16
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Work description
References
Relevant wiring diagrams are included in the following literature: Wiring diagram GR801/GR900 16:04-22 Wiring diagram GRS890/900 16:04-23
8 5 2
9 6 3
R63 / C301 R64 / C302 R41 / R18
R30
14 15 16 17 18 19 20
R5
21 22 23 24 28
100606
R42 RP7 RP8 RP9 RP16 RP11 RP12 RP13 R55 RP1 RP2 RP3 RP4 RP5 RP6
R46
F3
F1
F2
K1
1 2 3 4 5
Engine speed sensor lead 1 Lead to solenoid valve, low range Engine speed sensor lead 2 Supply voltage (15) Not connected
6 7 8 9
Earth (31) Output signal, speed to retarder Lead from low range switch in gear lever Signal pin, operational test
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17
Work description
18
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Work description
20
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100606
21
Work description
Checking the solenoid valve circuit for the split control valve
1 The ignition should be switched off. 2 Set the switch in the high split position. 3 Take a resistance reading across pin 2 of the switch and earth. A correct reading is 195-250 ohms. In the event of a fault, check the wiring, connectors and control valve.
Checking the solenoid valve circuit for the split interlock valve
1 Take a resistance reading across the pins of the interlock valve. A correct reading is 53 64 ohms for the latest v ersion of the valve and 36-46 ohms for the earlier version. In the event of fault, check the wiring, connectors and interlock valve.
22
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Work description
To enable pressure gauge 98 601 to be used, the connectors must be suitably prepared. Use the following parts, for example: Test connection 303498 (1) T-pipe 303467 (1) Unions 307257 (2)
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Work description
1 6 3 4
5
Component locations and hose routing also apply to GR801/GRS890/900
1 Feed pipe, pressurized 2 Pressurized when the gear is in neutral 3 Pressurized in low range and the gear in neutral 4 Pressurized in high range and the gear in neutral 5 Neutral position valve 6 Control valve, range
24
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Work description
Operational test 1 Engage a gear, rendering control line 2 to the range valve pressureless. On engaging a gear, the neutral position valve should vent (make a hissing sound), otherwise it should be tight. The neutral position valves breaking position (venting) should occur before the synchronization position. 2 Disconnect control line 2. 3 Put the gear in neutral. The valve should allow air to pass when the valve is in the neutral position. 4 Measure the pressure after the neutral position valve using pressure gauge 98 601. The pressure after the neutral position valve should be the same as the supply pressure. 5 Engage a gear. The valve should not allow air to pass through when a gear is engaged. If the operational test has to be carried out while the vehicle is being driven, pressure gauge 98 601 can be connected to line 2. Note that range changing takes longer because there is a comparatively large volume of air in the pressure gauge hose. There is also a certain degree of hysteresis in the pressure gauge reading, particularly when venting (pressure decrease). It is thus perfectly normal for it to take up to a few seconds before the gauge shows a zero reading when the gear is engaged. If the gear lever is moved from the neutral position before range changing is completed, the range gear will remain in neutral.
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Work description
1 3
23 24
12
Checking range valve operation. 1 Engage a gear, rendering control line 2 to the range valve pressureless. 2 Disconnect control lines 3 and 4. 3 Put the gear in neutral. In high range the valve should pressurize line 4. In low range the valve should pressurize line 3. Both lines should not be pressurized at the same time. 4 Measure the pressure after the control valve, using pressure gauge 98 601. The pressure should be the same as supply pressure. If the operational test has to be carried out while the vehicle is being driven, pressure gauge 98 601 can be connected to lines 3 and 4. Note that range changing takes longer because there is a comparatively large volume of air in the pressure gauge hose. There is also a certain degree of hysteresis in the pressure gauge reading, particularly when venting (pressure decrease). It is thus perfectly normal for it to take up to a few seconds before the gauge shows a zero reading when the gear is engaged.
26
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Work description
To enable pressure gauge 98 601 to be used, the connectors must be suitably prepared. Use the following parts, for example: Test connection 303498 (1) T-pipe 303467 (1) Unions 307257 (2)
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Work description
1 6 3 4
1 Feed pipe, pressurized 2 Pressurized when the gear is in neutral 3 Pressurized in low range and the gear in neutral 4 Pressurized in high range and the gear in neutral 5 Neutral position valve 6 Control valve, range 7 Pressurized when the clutch pedal is depressed, pressureless when the pedal is released. 8 Interlock valve, split 9 Control valve, split
28
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Work description
When the clutch pedal is released, the valve should vent (make a hissing sound). Otherwise it should be tight. Operational test 1 Disconnect control line 7. 2 When the clutch pedal is depressed, the valve should allow air to pass through to the control valve. 3 The valve should not allow air to pass through when the clutch pedal is released. If the operational test has to be carried out while the vehicle is being driven, pressure gauge 98 601 can be connected to line 7. Note that gear changing takes longer because there is a comparatively large volume of air in the pressure gauge hose. There is also a certain degree of hysteresis in the pressure gauge reading, particularly when venting (pressure decrease). It is thus perfectly normal for it to take up to a few seconds before the gauge shows a zero reading when the clutch is released.
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Work description
When troubleshooting, the compressed air system must have working pressure and the ignition key should be in the drive position. Operational test 1 The clutch pedal should be in the released position. 2 Move the gear lever control from low to high range. Check that the valve vents in connection 2. If the valve fails to vent, the solenoid coil is probably faulty.
1 3
23
21 22
12
24
12
110 427
Checking split valve operation. 1 Slightly undo the plugs in connections 21 and 22. 2 Depress the clutch pedal. 3 In the high split position the valve should pressurize connection 21. In the low split position the valve should pressurize connection 22. Both connections must not be pressurized at the same time. An operational test of the split valve cannot be carried out while the vehicle is being driven. Accessibility for connecting the hoses to the valve is restricted.
30
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