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    Electronic Regulation Manitou

    Uploaded by

    George Jhonson
    The document describes the electronic pressure and flow regulation system on an LS pump. 1) The system uses an electronic control unit (RC2) to regulate the pump capacity between 60-100% based on the difference between the actual engine speed under load and the theoretical speed from the accelerator position. This provides better power distribution than earlier systems. 2) The RC2 compares the actual engine speed from the alternator sensor to the theoretical speed-load characteristic stored in memory. If the difference is too great, it reduces the pump capacity to 60% via the proportional solenoid valve. 3) Diagnostic error messages and dynamic values can be viewed via the machine display to help troubleshoot regulation issues. The

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    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Electronic Regulation Manitou

    Uploaded by

    George Jhonson
    444 views18 pages
    The document describes the electronic pressure and flow regulation system on an LS pump. 1) The system uses an electronic control unit (RC2) to regulate the pump capacity between 60-100% based on the difference between the actual engine speed under load and the theoretical speed from the accelerator position. This provides better power distribution than earlier systems. 2) The RC2 compares the actual engine speed from the alternator sensor to the theoretical speed-load characteristic stored in memory. If the difference is too great, it reduces the pump capacity to 60% via the proportional solenoid valve. 3) Diagnostic error messages and dynamic values can be viewed via the machine display to help troubleshoot regulation issues. The

    Original Description:

    Electronic Regulation Manitou

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    The document describes the electronic pressure and flow regulation system on an LS pump. 1) The system uses an electronic control unit (RC2) to regulate the pump capacity between 60-100% based on the difference between the actual engine speed under load and the theoretical speed from the accelerator position. This provides better power distribution than earlier systems. 2) The RC2 compares the actual engine speed from the alternator sensor to the theoretical speed-load characteristic stored in memory. If the difference is too great, it reduces the pump capacity to 60% via the proportional solenoid valve. 3) Diagnostic error messages and dynamic values can be viewed via the machine display to help troubleshoot regulation issues. The

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    444 views18 pages

    Electronic Regulation Manitou

    Uploaded by

    George Jhonson
    The document describes the electronic pressure and flow regulation system on an LS pump. 1) The system uses an electronic control unit (RC2) to regulate the pump capacity between 60-100% based on the difference between the actual engine speed under load and the theoretical speed from the accelerator position. This provides better power distribution than earlier systems. 2) The RC2 compares the actual engine speed from the alternator sensor to the theoretical speed-load characteristic stored in memory. If the difference is too great, it reduces the pump capacity to 60% via the proportional solenoid valve. 3) Diagnostic error messages and dynamic values can be viewed via the machine display to help troubleshoot regulation issues. The

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 18

    1

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

    Load of the engine =


    Power required by TRANSMISSION +
    Power Required by HYDRAULIC

    HYDRAULIC Power
    = Pressure X Flow

    TRANSMISSION
    Power
    = Torque X Speed

    A10EP 2003.c/VST6 02.00

    EPDF: means Electro-proportional pressure and flow control.

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

    Actual Engine speed - Load


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

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

    A10EP 2003.c/VST6 02.00

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

    Description
    Electronic
    control unit

    Potentiometer on
    injection pump
    Speed sensor
    Pump

    A10EP 2003.c/VST6 02.00

    Potentiometer provides the Theoretical engine speed or characteristic.


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

    Description

    Potentiometer fitted on
    injection pump

    Electrovalve fitted on
    pump

    RC2

    Speed sensor

    Fuse (5 A)

    A10EP 2004/VST6 11.KI

    Regulation in relation to engine speed


    RPM
    3000

    300 rpm

    engine speed : W plug on alternator

    2500

    Theoretical load or
    theoretical RPM

    200 rpm

    2000

    1500

    Q=100%

    Real load
    50 rpm

    1000

    Q=60%

    500

    0
    0%

    Q= pump flow

    50%

    Potentiometer position

    100%

    tolrance of losing speed

    MOB 736/VST6 12.99

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

    DFR Rgulator

    Electroproportional solenod
    valve EP
    A10EP 2003.c/VST6 02.00

    Electro proportional Displacement Control EK


    A10VO 63 EK at maximum displacement

    A10 2001.3.e/VST6 01.AB

    Remember the spring applies the maximum displacement.


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

    Load sensing line


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

    A10 2001.2/VST6 01.00

    Maximum capacity

    A10EP 2003.a/VST6 02.AK

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

    10

    60% capacity

    A10EP 2003.a/VST6 02.AK

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

    11

    Regulation Problem

    A10EP 2003.a/VST6 02.AK

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

    12

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

    110
    100

    Swash Plate Angle %

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

    0.2

    0.4

    0.6

    0.8

    1.2

    1.4

    Solenoid Amperes (A)


    A10 2001.4/VST6 10.99

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

    13

    14

    Calibrator BB3
    (Calibrator 662 070 + connector
    662071)

    Power is supplied via the


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

    A10EP 2003.c/VST6 02.00

    15

    MLT LSU (with Electronic Regulation)


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

    POSSIBLE CAUSE

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

    Sensor DIESEL (W connector


    Wire selected or short circuit
    on the alternator)

    60%

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

    A10EP 2003.c/VST6 02.00

    If the proportional solenoid on the pump


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

    19

    MLT LSU (with Electronic Regulation)


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

    Able to read two values simultaneously

    A10EP 2003.c/VST6 02.00

    20

    Calibration Procedure - MLT

    A10EP 2003.c/VST6 02.00

    21

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