BW211D-3 svctrgBF4M2012C PDF

Service Training
Single Drum Roller

BW 211 D - 3
Deutz BF4M 2012
Teile-Nr. 008 099 75 Edition 01/ 2003

Service Training
Foreword
Reliable construction equipment is of greatest advantage for all parties involved:
• for the customer/user it is a basis for an exact calculation of utilization periods and the completion of
projects as scheduled.
• in the rental business it means that the equipment can be reliably used and planned without having
to stock a large number of stand-by machines.
• for the manufacturer it means that customers are satisfied, provides him with a good image and gives
him a feeling of confidence.
It is BOMAG’s philosophy to design and produce the machines with highest possible reliability. This
aspect of simple and easy maintenance was one of the key issues when developing and designing the
machine:
• the location of components in the machine eases maintenance work,
• the high quality standard of BOMAG is the basis for the considerable extension of the service and
maintenance intervals.
• the After Sales Service of BOMAG, including excellent operating and maintenance instruction
manuals, high quality training courses and on-site machine demonstrations helps the customer to
maintain their machines in good condition over a long period of time.
Permanent training of BOMAG’s own service personnel as well as the service personnel of BOMAG
Profit Centres and dealers is therefore a general prerequisite for BOMAG’s excellent world-wide service.
This program of permanent training is only possible with appropriate and up-to-date training material for
trainers as well as persons attending the training courses.
This training manual has not only been written as a support for the professional work of the trainer, but
also for the trainees attending these training courses.
The different levels of product training demand, that the training performed by BOMAG, its Profit Centres
or its dealers reflects the high quality of the training conducted at the Training Centre at BOMAG in
Boppard. For this reason we invested a lot of time in the preparation of these materials .
The structure of this training manual enables us to change or up-date individual chapters in case of
alterations to the machine.
BW 211 D-3 -A1-

Service Training
Documentation
For the BOMAG machines described in this Service Training book the following documents are
additionally available:
Attention!
Please draw the current P/N’s of the documents according to the serial number of the machine
from the Doclist respectively Central Service page iin the BOMAG-Intranet or Extranet (BOMAG
Secured Area).
1. Operating and maintenance instructions

2. Spare parts catalogue
3. Electric circuit diagram*
4. Hydraulic diagram *
5. Repair instructions
6. Service Information
* The at the date of publication current documents are part of this training manual.
BW 211 D-3 -A2-

Service Training
General
Single drum rollers of product range BW 211 D-3 are self-propelled soil compaction machines, which
are particularly suitable for medium to heavy compaction duties in earth construction.
Single drum rollers of product range BW 211 D-3 are from 2003 powered by a water cooled Deutz diesel
engine of series BF4M 2012C.
Diesel engine driven pumps transfer the output power of the engine via hydrostatic circuits to drum,
wheels and steering cylinder. These hydrostatic drives guarantee lowest possible power losses and
high efficiency.
Front and rear frame are connected by an oscillating articulated joint. The amply dimensioned
oscillation angle makes sure that drum and wheels are always in contact with the ground.
The rear axle is fitted with multi disc brakes in the planetary drives. The brakes have the function of
parking brakes. When starting the diesel engine the brakes are automatically released by the increasing
charge pressure. They close again automatically when shutting the engine down. The brakes can also
be applied when the engine is running, by simply actuating a special brake valve. However, this
possibility should only be used to park the machine for a short while with the engine running. This
parking brake must not be used as service brake, because the deceleration effect is very high and the
brake discs would be damaged.
All machines of this type work with hydraulic travel systems for rear wheels and drum.
The actual compaction tool, the drum, is equipped with a vibration shaft, which is running in cylinder
roller bearings. The vibration shaft is driven by a hydraulic motor via an elastic Bowex coupling.
Vibration of the drum is accomplished by the centrifugal forces generated by the rotating eccentric
weights.
Since the machine is designed to work with two different frequencies and amplitudes, the sense of
rotation of the vibration shaft can be reversed. Changing the sense of rotation effects also the position
of the change-over weights inside the eccentric weights on the shaft. This changes also the centrifugal
force and the amplitude. The rotary speed of the vibrator shaft is also different to both directions. This
means that the vibration frequency will also change.
The change-over weights inside the eccentric weights are arranged in combination with the hydraulic
system in such a way, that the high amplitude works with low frequency and vice versa.
The combination of high amplitude and low frequency is particularly suitable for compaction duties in
heavy earth work and for pre-compaction work. Low amplitude in combination with high frequency
should be used for final compaction during the last passes.
The individual machine functions such as travel system, vibration and steering are described in detail in
the respective chapters.
BW 211 D-3 -A3-

Service Training
List of components
1 2 3 4 5 8
9
11 12
6 13
10 14
7
15
20 19
21 16
23 22 18 17
Position of machine components
1 Front frame 13 Travel pump

2 Drum drive motor 14 Vibration pump
3 Articulated joint 15 Brake valve
4 Steering wheel and steering valve 16 Hydraulic oil filter
5 Operator’s seat 17 Fuel filter
6 Hydraulic oil cooler 18 Rear wheels
7 Radiator 19 Steering pump
8 Generator 20 Coolant pump
9 Lubrication oil filter 21 Operator’s platform
10 Perkins diesel engine 22 Vibration motor
11 Fuel pump 23 Drum
12 Starter
BW 211 D-3 -B1-

Position of test ports and connections BW 211 D-3
BW 211 D-3
Electric installation box Axle drive motor Pressure test ports, travel pump
HPRV 475 bar, POR 425 bar
Drum drive motor
Vibration motor
Pressure test port, vibration pump

HPRV 385 bar, POR 365 bar
Steering pump
Steering pressure 225 bar Engine speed test Brake control valve
-B2-
Service Training
Service Training
Technical data and adjustment values
The following pages contain technical data valid at the date of printing (see front page of this manual).
Attention!
The currently valid technical data and adjustment values can be taken from the BOMAG Intranet
or Extranet (BOMAG Secured Area) in accordance with the serial number of the machine.
BW 211 D-3 -B3-

BOMAG Central Service Seite 1 von 2
BOMAG Central Service - Technical data and adjustment values
Status: 2003-01-20
Product type: BW 211 D-3

Type No.: 580 85
Serial numbers from: 101 580 85 1001
Engine:
Manufacturer: Deutz
Type: BF4M2012C
Combustion principle: 4-stroke-Diesel
Cooling: Water
Number of cylinders: 4
Power acc. to ISO 9249: 98 kW
Power data at nominal speed of: 2300 1/min
Low idle speed: 900+/-200 1/min
High idle speed: 2430+/-50 1/min
Spec. fuel consumption: 225 g/kWh
Valve clearance, inlet: 0,3 mm
Valve clearance, outlet: 0,5 mm
Opening pressure, injection valves: 220 bar
Starter voltage: 12 V
Starter power: 3,1 kW
Travel pump:
Manufacturer: Hydromatik
Type: A4VG 71HW
System: Axial piston-swash plate
Max. displacement: 71 cm3/U
Max. flow ratio: 163,65 l/min
High pressure limitation: 475 bar
Pressure override: 425+/-15 bar
Charge pressure, high idle: 25+/-1 bar
Travel motor, rear:

Manufacturer: Sauer-Danfoss
Type: 51D110
System: Axial piston-bent axle
Max. displacement (stage 1): 110 cm3/U
Min. displacement (stage 2): 47,2 cm3/U
Perm. leak oil quantity: 2 l/min
Drum drive:
Manufacturer: Poclain
Type: MSE 18 2C(X)
System: Radial piston
Displacement stage 1: 2800 cm3/U
Displacement stage 2: 1400 cm3/U
Perm. leak oil quantity: 2 l/min
Vibration pump:
.../search_components_result.asp?Type=SN&Text=58085&OrderBy=SNsVon%5D%2C+%520.01.03
BOMAG Central Service Seite 2 von 2
Type: A10VG 45 EZ
Max. displacement: 45 cm3/U
Starting pressure: 380+/-20 bar
Operating pressure, soil dependent: ca.100 bar
Vibration motor:
Type: A10FM 45
Displacement: 45 cm3/U
Frequency: 30/36 Hz
Amplitude: 1,8/0,9 mm
Steering and charge pump:

Manufacturer: Bosch
Type: HY/ZFS11/22,5
System: Gear pump
Displacement: 22,5 cm3/U
Max. steering pressure: 190+/-10 bar
Steering valve:
Manufacturer: Sauer-Danfoss
Type: OSPC 500 ON
System: Rotary valve
Rear axle:
Manufacturer: Dana
Type: CHC 192/51HD
Differential: No-Spin
Degree of locking: 100 %
Reduction ratio: 43,72
Filling capacities:
Engine coolant: 16 l (50% Water, 50% Anti-freeze agent on
Ethane-diol-basis)
Engine oil: 10 l (SAE 15W-40, API SJ/CF)
Hydraulic oil: 60 l (HVLP 46 VI 150)
Vibration bearing housing: 2x 0,8 l (SAE 15W-40, API SJ/CF)
Rear axle: 11 l (SAE 90 EP, API GL 5)
Rear axle wheel hubs: 2,9 l (SAE 90 EP, API GL 5)
AC refrigerant: 1100 g (R 134a)
Compressor oil (filling the system): 100 ml (PAG Öl)
.../search_components_result.asp?Type=SN&Text=58085&OrderBy=SNsVon%5D%2C+% 20.01.03
Service Training
Maintenance
Single drum rollers are heavy-duty construction machines for extremely difficult tasks in earth
construction. To be able to meet these demands the machine must always be ready to be loaded up to
its limits. Furthermore, all safety installations, protections and guards must always be in place and fully
functional.
Thorough maintenance of the machine is therefore mandatory. This not only guarantees a remarkably
higher functional safety, but also prolongs the lifetime of the machine and of important components.
The time required for thorough maintenance is only minor when being compared with the malfunctions
and faults that may occur if these instructions are not observed.
The maintenance intervals are given in operating hours. It is quite obvious that with each maintenance
interval all the work for shorter preceding intervals must also be performed. During the 2000 hours
interval you must also perform the work described for the service intervals after 250, 500 and 1000
hours.
It should also be clear that with the 2500 hour interval only the work for the 10, 250 and 500 hours
intervals must be performed.
During maintenance work you must only use the fuels and lubricants mentioned in the table of fuels and
lubricants (oils, fuels, grease etc.).
This training manual is handed out together with the presently valid operation and maintenance manual.
For the individual maintenance intervals and the description of the maintenance work involved please
refer to these maintenance instructions.
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Service Training
Maintenance table
Running-in inspect.
1000 oper. hours

2000 oper. hours
250 oper. hours
500 oper. hours
10 oper. hours
50 oper. hours
(50 op. hours)
as required
Maintenance work Remark
Change the engine oil filter X

Change the engine oil X
Check, adjust the valve clearance X
Tighten all bolted connections on air intake, X
exhaust, oil sump and engine mounts
Tighten all bolted connections on the X
machine
Tighten the wheel studs X
Change the oil in the axle X
Change the oil in the planetary drives X
Change the oil in the vibrator housings see note X X X
drives
Check the engine oil level Dipstick mark X X X X X X
Check the water separator X X X X X X
Check the fuel level approx. 250 l X X X X X X
Check the hydraulic oil level Inspection glass X X X X X X
Check the coolant level X X X X X X
Check the dust separator on the oil bath air X X X X X X X
filter
Check the tire pressure 1.1 bar X X X X X
Adjust the scrapers X X X X X
BW 211 D-3 -C2-

Service Training
Running-in inspect.
1000 oper. hours

2000 oper. hours
250 oper. hours
500 oper. hours
10 oper. hours
50 oper. hours
(50 op. hours)
as required
Clean the cooling fins on radiator, charge X X X X

air and hydraulic oil cooler
Check the oil in the drive axle X X X X
Check the oil level in the planetary drives X X X X
Check the oil in the vibrator housings X X X X
Change engine oil and oil filter min. 1 x per year X X X
Darin the sludge from the fuel tank X X X
Battery maintenance Pole grease X X X
Change fuel filter and pre-filter X X
Check / change fuel leakage lines X X
Change the oil in the drive axle min. 1 x per year X X
Change the oil in the planetary drives min. 1 x per year X X
Change the oil in the vibrator housings 1 X year; 0.8 l/side X X
drives
Check V-belt and tension, replace v-belt if X X
necessary
Check the engine mounts X X
Check the fastening of the axle on the X X
frame
Tighten the wheel nuts X X
Check the ROPS X X X
Clean the oil bath air filter X X X
Check, adjust the valve clearance Inlet = 0,2 mm X X X
(on cold engine) exhaust = 0,45 mm
Change hydraulic oil and breather filter min. every 2 years X X
BW 211 D-3 -C3-

Service Training
Running-in inspect.
1000 oper. hours

2000 oper. hours
250 oper. hours
500 oper. hours
10 oper. hours
50 oper. hours
(50 op. hours)
as required
Change the hydraulic oil filter min. every 2 years X X

and after repairs in
the hydraulic
system
Change the coolant min. every 2 years X X
Clean, replace the dry air filter element min. 1 x year, X
safety cartridge
min. every 2 years
Adjust the parking brake X
Bleed the fuel system X
Change the tires X
Change the fresh air filter for the cabin X
Tighten all bolted connections Observe the X
tightening torques!
Engine conservation Before longer X
periods of standstill
Additionally every 12.000 hours: engine service:
• Replace the Injection valves
• Replace the coolant pump
• Replace the pressure retaining valve
• Replace the crankcase ventilation valve
Note:
When changing filters use only the original filters specified in the operating and maintenance
instructions for this machine. The installation of incorrect filters (e.g. insufficient pressure resistance)
can lead to severe damage on engine or hydraulic components.
The coolant for the water cooled engine must always be mixed with 40 to 50% anti-freeze additive (even
under hot environmental conditions) as a preventive measure against corrosion and cavitation.
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Service Training
However, the additive proportion must not exceed 60%, since this would have an adverse effect on the
cooling ability of the coolant.
Oil change intervals in the vibrator housings: after 50 h, after 500 h, after 1000 h and then every 1000 h.
BW 211 D-3 -C5-

Service Training
Deutz diesel engine
The single drum rollers treated in this manual are powered by a Deutz diesel engine of product range
BF4M 2012 C.
This automotive engine is characterized by the following features:
• short and compact design,
• low noise level,
• almost vibration-free running,
• low fuel consumption,
• low exhaust emissions (EPA II),
• high power reserves and
• good access to all service points.
Crankcase and cylinders of this engine are made of alloyed cast iron. This provides strength and
ensures high wear resistance.
The forged steel conrods are fitted with compensation weights near the conrod bearing seats. These
weights compensate manufacturing tolerances with respect to weight and centre of gravity.
The pistons are made of an aluminium alloy. The combustion chamber recess is slightly offset from the
middle at its side walls are inclined for 10° towards the inside. All pistons are fitted with three piston rings
and a cast iron ring carrier for the first ring. The pistons are lubricated by an oil mist.
The forged crankshaft is equipped with integrated counterweights.
The block-type cylinder head is made of cast steel. Each cylinder is fitted with one intake and one
exhaust valve. The valve guides are shrunk into the cylinder head. The valve seat rings are made of
high-grade steel and are also shrink fitted.
BW 211D-3 BF4M 2012C -D1-

Service Training
Service side
3 4
2
5
6
14
9 8
13 12 11 10
Fig. 1: Service side BF6M 2012
1 Oil filler neck 8 Fuel pump

2 Valve, boost fuel supply (not BOMAG) 9 Engine mounting
3 Engine solenoid 10 Fuel filter
4 Oil pressure switch 11 Lubrication oil filter
5 Cooling air blower 12 Oil sump
6 Coolant pump 13 Dipstick
7 V-belt pulley 14 Steering/charge pump
BW 211D-3 BF4M 2012C -D2-

Service Training
Starter side
3
1
Fig. 2: Starter side
1 Flywheel
2 Ground cable
3 Starter
4 Turbo charger
5 Generator
6 Coolant temperature switch
BW 211D-3 BF4M 2012C -D3-

Service Training
Lubrication oil circuit
3 4 5 6 7 8 9 10 11 12 13 14 15
2 1 22 21 20 19 18 17 16
Fig. 3: Lubrication oil circuit
1 Oil sump 12 Piston cooling nozzle

2 Return flow turbo charger to crankcase 13 Camshaft bearing
3 Turbo charger 14 Main oil channel
4 Oil line to turbo charger 15 Lubrication oil cooler
5 Line to mass balance wheel (2 x) 16 Lubrication oil pump
6 Oil pressure sensor 17 Pressure relief valve
7 Valve with pulse lubrication 18 Leak oil return line
8 Push rod, oil supply to rocker arms 19 Lubrication oil filter
9 Line to spray nozzles 20 Suction line
10 Rocker arm 21 Crankshaft bearing
11 Return flow to oil sump 22 Conrod bearing
BW 211D-3 BF4M 2012C -D4-

Service Training
Lubrication oil circuit
3 1
5 4
Fig. 4: Lubrication oil circuit
1 Cooler
2 To cooler
3 From cooler
4 Coolant pump
5 Lubrication oil cooler
6 Cylinder cooling
7 Cylinder head cooling
8 Ventilation connection between cylinder head and heat exchanger
BW 211D-3 BF4M 2012C -D5-

Service Training
Fuelsystem
1c
1b
1a
Fig. 5: Fuel system
BW 211D-3 BF4M 2012C -D6-

Service Training
Legend Fig. 6:
1a Fuel tank
1b Manual fuel pump with integrated check valve
1c Fuel pre-filter / water separator
2 Feed to fuel lift pump
3 Fuel lift pump
4 Connecting line lift pump – main filter (fuel pre-pressure up to 10 bar)
5 Main fuel filter (pressure resistant)
6 Connecting line main filter – supply for injection pump
7 Single injection pump
8 High pressure line
9 Injection nozzle
10 Leakage line
11 Pressure retaining valve - 5 bar
12 Return flow to tank
BW 211D-3 BF4M 2012C -D7-

Service Training
Fuel pre-filter / water separator (SEPAR-Filter)
2 6
Fig. 6: Fuel filter / water separator
1 Filter element
2 Seal kit
3 Drain valve
4 Discharge from drain valve
5 Electric connection for water level sensor
The fuel pre-filter / wate rseparator consists mainly of:
• the centrifugal water separator
• the dirt / water sediment bowl with water level warning sensor
• and the filter element
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Service Training
Function:
The fuel is drawn by the fuel lift pump into the filter through inlet port B (Fig.8). Inlet A is closed
closed
closed
Fig. 7: SEPAR-Filter
Phase1:
The fuel flows from the inlet to the centrifuge. The centrifuge itself does not rotate. Rotation of the
fuel is caused by the geometry of the centrifuge.
Phase 2:
The fuel coming out of the centrifuge flows against the outside wall of the collecting vessel. Here the
velocity of the fuel is braked. Due to the inertia of the heavier dirt and water particles these are
pressed to the outside so that they drop down into the collecting bowl by their gravity.
Phase 3:
Fuel now flow up along the outside of the centrifuge while it is still rotating inside the vessel. In this
phase smaller dirt and water particles move to the middle of the vessel, where the water particles
accumulate to larger drops. There they are picked up by the middle bigger wing of the centrifuge,
BW 211D-3 BF4M 2012C -D9-

Service Training
from where they drop down. This is caused by the fact that the lowest pressure in vessel is at the
lowest point of the centrifuge.
Phase 4:
Even directly in front of the filter element the fuel is still in rotation. This causes further dirt and water
particles to settle and drop down into the vessel.
Phase 5:
The water resistant filter element retains remaining smaller dirt and water particles.
Once the water level reaches the height of the warning connections, the warning light H 70 in the
dashboard will light up.
Draining of water/fuel / regeneration of the filter element:
To open the drain valve keep the actuating button depressed and turn it.
If the filter element is clogged before a service is due (indicated by e.g. a power drop), the filter may be
regenerated as follows to keep up operation of the engine:
• Open the bleeding screw (this applies atmospheric pressure to the filter element and releases bigger
dirt particles from the bottom side of the filter, which will then sink down.
• Open the drain valve and let approx. 0.5 l of fuel run out. The fuel above the filter element presses
through the filter element and cleans the underside of the filter element from dirt.
• Close the drain valve.
• Bleed the system with the manual fuel pump and then tighten the bleeding screw.
Main fuel filter
Attention!
The main fuel filter is subjected to approx. 10 bar fuel pre-pressure from the fuel lift pump. This
pressure is considerably higher than on other engines. For this reason only original filter
elements must be used. Filter elements of similar design or with adequate dimensions are not
necessarily pressure resistant!
A filter element of insufficient pressure resistance will be damaged by the high pressure and will
disintegrate. This causes severe damage to the injection system!
BW 211D-3 BF4M 2012C - D 10 -

Service Training
Checking and adjusting the valve clearance
Excessive or insufficient valve clearance can cause failure of the engine as a result of mechanical and
thermal overloads. The valve clearance must therefore be checked and, if necessary, adjusted at the
intervals specified in the operating and maintenance instructions.
Note:
The valve clearance must be checked and adjusted when the engine is cold.
Intake valve: = 0.3 mm
Exhaust valve= 0.5 mm
• Turn the crankshaft until both valves on cylinder 1 are overlapping (the exhaust valve is not yet
closed, the intake valve starts to open).
Flywheel
side
1 2 3 4
Fig. 8: Crankshaft position 1
• Check and adjust the valve clearance by following the black marking in the adjustment schematics.
For control purposes mark the respective rocker arm with chalk.
Flywheel
side
1 2 3 4
Fig. 9: Crankshaft position 2
BW 211D-3 BF4M 2012C - D 11 -

Service Training
• Turn the crankshaft one full turn (360°) further.
• Check and adjust the valve clearance by following the black marking in the adjustment schematics.
BW 211D-3 BF4M 2012C - D 12 -

Service Training
Explanation of pictograms
During the following work the following pictograms are used for the reason of simplicity:
BW 211D-3 BF4M 2012C - D 13 -

Service Training
plug-in injection pump
Deutz diesel engines of product range 2012 are equipped with plug-in injection pumps of series PF 33
from Bosch.
The concept of the plug-in fuel injection pumps enables the realization of high injection pressures in
connection with extremely short injection lines, which contributes to a high hydraulic stiffness of the
injection system. This in turn provides the prerequisite for low exhaust emission values (soot) in
combination with a low fuel consumption.
Plug-in fuel injection pumps have the following plunger dimensions:
• Stroke 12 mm
• Diameter 9 mm
Cavitation in the injection lines and injection overrun, which is normally associated with high pressures,
is prevented by a return flow nozzle arranged after the pressure valve
Das The constant volume relief is 50 mm³.
Assembling the plug-type injection pumps
The adjustment of the injection pump tziming (FB) affects:
• the fuel consumption,
• the power
• the exhaust emission
of the engine.
On engines of series 2012 the start of delivery is adjusted without tolerance. The start of delivery is
enered in degree of crank angle measured from the top dead centre of the piston and depends on
application, power and speed setting of the engine.
The plug-in injection pump is in position of start of delivery when the plunger just closes the fuel supply
bore in the plunger sleeve.
BW 211D-3 BF4M 2012C - D 14 -

Service Training
On engines with inline injection pumps the engine drive is turned to start of delivery position and closing
of the fuel supply bore is determined by means of a high pressure pump. Occurring tolerances are
compensated in the coupling of the injection pump drive, whereby the injection pump camshaft is turned
to start of delivery position against the fixed engine drive.
The injection pump cams of engine series 2012 are arranged on the camshaft of the engine. For this
reason the conventional adjustment method for the start of delivery cannot be used.
The start of delivery of the injection pump must be adjusted using the new method.
For this the conventional adjustment method is subdivided into length measurements of individual
engine parts and calculations.
The permissible manufacturing tolerances for the components
• cylinder crankcase,
• camshaft,
• plunger
• plug-in injection pump
are measured and eliminated by the adjustment of the start of delivery.
However, in cases of interest for BOMAG engineers the engine will not be overhauled completely, but
individual injection pumps will be replaced.
Crankcase, camshaft and plunger remain unchanged.
This results in a certain installation measurement for the engine drive, which is stamped on the engine
type plate.
In column „EP“ iit is stamped as „CODE“ for each cylinder.
Note:
If an injection pump and/or nozzle is replaced, the respective high pressure line between pump and
nozzle must also be replaced..
1. Remove crankcase ventilation and cylinder

head cover.
Fig. 10:
BW 211D-3 BF4M 2012C - D 15 -

Service Training
2. Remove the engine solenoid
Fig. 11:
3. Insert the pressing device WILBÄR No. 100

830 carefully into the groove of the governor
rod and fasten it.
Fig. 12:
4. Turn the knurled fastening screw to press the

governor rod to stop position.
Note:
Tighten the knurled fastening screw by hand.
Fig. 13:
BW 211D-3 BF4M 2012C - D 16 -

Service Training
5. Set the cylinder of the injection pump to be
replaced to ignition top dead centre (valves
Firing TDC
overlapping). Then turn the crankshaft
approx. 120° against the sense of rotation.
Note:
View on flywheel
Fig. 14:
6. Remove injection line and injection pump.
Fig. 15:
7. Take the compensation shim carefully out with

the rod magnet.
Fig. 16:
Determine the thickness of the new compensation shim:
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Service Training
Determination of the compensation shim thickness when replacing plug-in fuel injection
pumps
On the engine type plate column - EP – contains a code for the plug-in fuel injection pump for each
cylinder.
295
Each line represents 1 cylinder

e.g. 1st line = cylinder 1
2. line = cylinder 2 etc.
Fig. 17: Injection pump code BFM 2012
The EP-code is used to determine the installation measurement to be corrected „Ek“ from table 1.
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EK EP EK EP EK EP EK EP
(mm) code (mm) code (mm) code (mm) code
119,250 230 119,850 254 120,450 278 121,050 302
119,275 231 119,875 255 120,475 279 121,075 303
119,300 232 119,900 256 120,500 280 121,100 304
119,325 233 119,925 257 120,525 281 121,125 305
119,350 234 119,950 258 120,550 282 121,150 306

119,375 235 119,975 259 120,575 283 121,175 307
119,400 236 120,000 260 120,600 284 121,200 308
119,425 237 120,025 261 120,625 285 121,225 309
119,450 238 120,050 262 120,650 286 121,250 310

119,475 239 121,075 263 120,675 287 121,275 311
119,500 240 120,100 264 120,700 288 121,300 312
119,525 241 120,125 265 120,725 289 121,325 313
119,550 242 120,150 266 120,750 290 121,350 314

119,575 243 120,175 267 120,775 291 121,375 315
119,600 244 120,200 268 120,800 292
119,625 245 120,225 269 120,825 293
119,650 246 120,250 270 120,850 294

119,675 247 120,275 271 120,875 295
119,700 248 120,300 272 120,900 296
119,725 249 120,325 273 120,925 297
119,750 250 120,350 274 120,950 298

119,775 251 120,375 275 120,975 299
119,800 252 120,400 276 121,000 300
119,825 253 120,425 277 121,025 301
Ek (mm) = corrected injection pump measurement, determined by EP-code on type plate and from
table 1.
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Service Training
During the manufacture of the plug-in fuel injection pump the high pressure method is used to determine
the wear in the fuel supply bore. In this position – injection pump plunger in start of fuel delivery position
- the distance between pump contact face and plunger foot contact face is measured.
Measurement "A" in 1/100 mm has been written on the pump with an electric marker.
64
Fig. 18: Plunger code inscription
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Service Training
A=XXX
Fig. 19: Individual injection pump
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Measurement "A" specifies by how many 1/100 mm the gap between contact area on cylinder
crankcase and plunger foot is longer than the hydraulic base measurement Lo.
Lo
A = XX
A/100
Fig. 20: Presentation of measurement „A“
• Lo = 117,5 mm - BFM 2012
BW 211D-3 BF4M 2012C - D 22 -

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Ek Lo+A/100
Z
Ts
Fig. 21: Drive in start of delivery position after determination of „Ts“
The plug-in fuel injection pump is now positively connected with the drive, which has been set to start
of delivery by inserting a compensation shim "Z" of calibrated thickness..
The illustration explains that according to calculation:
(Ek) - (Lo + A/100)
there is a gap „Ts“ between injection pump plunger foot and roller plunger. This gap has to be
compensated with a compensation shim "Z" of appropriate (calculated) thickness.
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Theoretical Compensation Theoretical Compensation

thickness shim thickness shim
„Ts“ thickness „Ss“ „Ts“ thickness „Ss“
(mm) (mm)
(mm) (mm)
0.95 - 1.049 1.0 2.45 - 2.549 2.5
1.05 - 1.149 1.1 2.55 - 2.649 2.6
1.15 - 1.249 1.2 2.65 - 2.749 2.7
1.25 - 1.349 1.3 2.75 - 2.849 2.8
1.35 - 1.449 1.4 2.85 - 2.949 2.9
1.45 - 1.549 1.5 2.95 - 3.049 3.0
1.55 - 1.649 1.6 3.05 - 3.149 3.1
1.65 - 1.749 1.7 3.15 - 3.249 3.2
1.75 - 1.849 1.8 3.25 - 3.349 3.3
1.85 - 1.949 1.9 3.35 - 3.449 3.4
1.95 - 2.049 2.0 3.45 - 3.549 3.5
2.05 - 2.149 2.1 3.55 - 3.649 3.6
2.15 - 2.249 2.2 3.65 - 3.749 3.7
2.25 - 2.349 2.3 3.75 - 3.850 3.8
2.35 - 2.449 2.4
Table 1:
For the determination of the theoretical shim thickness „Ts“ it is also necessary to determine
measurement Lo + A/100 of the new fuel injection pump, which must then be subtracted from the
corrected injection pump measurement Ek.
Ts = Ek - (Lo + A/100) [mm]
The real compensation shim thickness „Ss“ is determined with the help of table 2.
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Exemplary calculation for BFM 2012
EP-code read off engine type plate: 295
• see table 1
corrected injection pump measurement „Ek“: 120,875 mm
Lo = 117,5 mm (fixed measurement)
Value for A/100 read off new injection pump A/100 = 42
• Ts = Ek - (Lo + A/100)
Ts = 120,875 mm - (117,5 + 42/100 mm)
Ts = 2.995 mm
• see also table 2
Ts = 3,0 mm
8. P?lace the new calculated compensation shim

on the roller plunger.
Fig. 22:
BW 211D-3 BF4M 2012C - D 25 -

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9. Turn the injection pump control lever to
approx. middle position.
Fig. 23:
10. Apply some oil to the locating bore in the

crankcase and the O-rings on the injection
pump. Carefully insert the injection pump
control lever into the governor rod.
Fig. 24:
11. Attach the flange.
Note:
The chamfer must face towards the injection

pump body
Fig. 25:
BW 211D-3 BF4M 2012C - D 26 -

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12. Slightly oil the screws and tighten them
evenly with 5Nm.
Fig. 26:
13. Loosen the screws again for 60°.
Fig. 27:
14. Carefully turn the injection pump with and

open end spanner in anti-clockwise direction
against the noticeable stop
Fig. 28:
BW 211D-3 BF4M 2012C - D 27 -

Service Training
15. Tighten the screws again for 60° and
continue in stages with tightening torques of
7 Nm, 10 Nm and 30 Nm.
Note:
Start with the outer screw, viewed from the

flywheel. (see arrow).
Fig. 29:
16. Back out the knurled screw of the pressing

device, remove the pressing device.
17. Reinstall the engine solenoid with a new O-

ring.
18. Reinstall the cylinder head cover. Tightening

torque: 9 +/-1 Nm.
Note:
If necessary replace the gasket.
Fig. 30:
19. Slightly oil the O-ring of the crankcase ventilation. Reassemble the crankcase ventilation. Tightening
torque 9 +/- 1Nm
Note:
If necessary replace the gasket.
BW 211D-3 BF4M 2012C - D 28 -

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Tools
The following tools can be ordered from the respective supplier (in brackets) under the stated part-
number.
For tools from Hazet and Bosch you should consult your nearest representative, orders to Wilbär should
be addressed to:
Co. Wilbär
P.O. box 140580
D - 42826 Remscheid
Fig. 31
• Pressing device for governor rod 100 830 (Wilbär)
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Electrical components and measuring point on the engine
2
1
Fig. 32: Diesel engine, right
Pos. Designation Pos. in wiring diagram Pos. in hydraulic Measuring values

diagram
1 Heating flange module A 13
2 High current relay for heating flange K 14 0/12 V
3 Oil pressure switch B 06 pressureless
closed,
0,8 bar
4 Engine solenoid Y 13 0/12V, approx. 4
Ω
BW 211D-3 BF4M 2012C - D 30 -

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1
2
Fig. 33: Top view of diesel engine

diagram
1 Heating flange R 19 0/12 V, 167 A,
approx. 0,07 Ω
2 Pressure differential switch for air B 03 pressureless
filter open,
50 mbar
BW 211D-3 BF4M 2012C - D 31 -

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Fig. 34: Rear view of diesel engine

diagram
1 Boost fuel valve Y01 0/12 V
2 Coolant temperature switch for B53 cold open, on ca.
warning light 110°C
3 Coolant temperature flange for B 113 approx. 2 Ω at
heating flange 20°C
BW 211D-3 BF4M 2012C - D 32 -

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Travel system
On single drum rollers of series BW 211 D-3 the travel system consists of a closed hydraulic circuit. It
consists mainly of the travel pump with the integrated safety elements, two travel motors, the hydraulic
oil filter and the hydraulic oil cooler.
5 6
3 7 8
10
4
1 9
6
2
Fig. 1 Closed circuit
1. Perkins diesel engine

2. Hydraulic oil tank
3. Travel pump
4. Charge pump
5. Charge pressure relief valve
6. High pressure relief valve
7. Drum drive motor with multi-disc brake
8. Wheel drive motor (without speed range selector)
9. Flushing valve
10. Rear axle
The installation of a hydraulic pump with variable displacement in a closed hydraulic circuit is a perfect
solution for a hydrostatic travel system, because this design enables reversing of the travel direction
without any problems.
BW 211 D-3 -E1-

Service Training
The travel pump is flanged to the flywheel side of the diesel engine. It is directly driven by the engine
with constant speed.
The charge pump is part of the vibration pump. Since the vibration system on this machine also works
with a closed hydraulic circuit, the required quantity of charge oil is much higher. For this reason a
second charge pump is needed.
The steering pump driven by the auxiliary drive of the diesel engine has the additional function of a
charge pump for the closed circuit. The return flow from the steering valve flows through a fine filter and
enters the travel pump through the charge ports.
Besides the function of supplying the closed hydraulic circuits with cool and filtered oil as compensation
for the leakage and flushing quantities, the oil from the charge circuit is also needed to accomplish the
following machine functions:
• to control the variable displacement pumps for travel and vibration drive,
• for speed range selection of the axle drive motor,
• to release the hydraulically operated multi-disc brakes.
On this machine range both drum as well as rear axle are driven by hydraulic motors.
All safety and control elements needed for the operation in a closed hydraulic circuit are integrated in
the travel pump. These are:
• High pressure relief valves (475 bar) with integrated boost check valves
• Charge pressure relief valve (min. 25 bar)
• Pressure override (425 bar)
• Servo control
The axial piston motor for the rear axle drive is fitted with an additional flushing valve for the closed
circuit.
The travel motors for drum and rear wheel drive are hydraulically connected in parallel mode.
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Service Training
Travel pump
The travel pump is swash plate operated axial piston pump with variable displacement from Hydromatik.
The pump is fitted with all control and safety elements needed for operation in a closed circuit. These
are:
• Servo control
• High pressure relief valves with integrated boost check valves
• Charge pressure relief valve
• Pressure override
Travel pump and vibration pump are connected to a tandem pump unit.
The travel pump is directly driven by the flywheel of the diesel engine via an elastic coupling. The pump
speed is therefore identical with the engine speed.
2 3
1. Drive shaft
4
2. Servo control
3. Pump control lever
4. Adjustment screw,
hydraulic neutral
position
5. High pressure relief
valve
6. Adjustment screw,
mechanical neutral position
6 5
Fig. 2 Variable displacement pump
The spherical valve plate centers the cylinder block sitting on the splined section of the drive shaft. This
prevents the appearance of unwanted transverse forces.
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The complete drive consists of
• Valve plate
• cylinder block with working pistons and
• swash plate
is held together and preloaded by Belleville springs. This compensates wear immediately, thereby
increasing the efficiency and the lifetime of the pump considerably.
1 6
2
4
5 7
Fig. 3 Hydraulic diagram for travel pump
1 Pump drive
2 Control piston
3 4/3-way control valve
4 High pressure relief valves with integrated boost check valves
5 Charge pressure relief valve
6 Pressure override
7 Shuttle valve
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Service Training
Pilot pressure is used to control the pump out of neutral position to the desired pumping direction
(direction of oil flow).
A manually operated 4/3-way valve guides the pilot oil (from the charge circuit) to the respective control
piston side in the servo control. The 4/3-way valve is controlled via travel lever and travel control cable.
In neutral position both control chambers are loaded with case pressure. When operating the 4/3-way
valve, pilot oil (from the charge circuit) will flow to one of the control piston sides and move the control
piston to the respective direction.
The swashing lever between the control piston and the swash plate transmits the movement of the
control piston to the swash plate. The swash plate mounted in needle bearings swashes to the required
direction. This generates the axial movement inside the rotating cylinder block. This axial movement
draws oil into the pump and presses it out again to the travel motors.
All of the working pistons have bores drilled through their entire length. Through these bores pressure
fluid flows to the areas between the slipper pads and the swash plate surface. This creates a
hydrostatically balanced field, on which all slipper pads can slide without metal to metal contact between
the surface of the swash plate and the slipper pads. The feedback lever on the control piston senses
when the swash plate has reached a position corresponding with the travel lever position. This feedback
lever controls a pilot oil portioning valve, which interrupts the pilot oil flow mto the control chambers,
once the swash plate angle is in accordance with the travel lever position. The angle of the swash plate
and the displacement of the working pistons (oil flow rate) will remain constant, until a new control
command requires and alteration of the angle.
Moving the swash plate of the pump through the neutral position reverses the oil flow direction and
thereby the sense of rotation of the travel motors.
When actuating the travel pump pressure will build up in the line between the pump outlet and the motor
inlet. This pressure depends on the load applied to the travel motors. This pressure keeps the boost
check valve in the high pressure relief valve for this particular side of the closed circuit closed.
Charging of cool and filtered oil is now only possible on the other side (low pressure side). The high
pressure relief valves limit possibly occurring high pressure peaks to the adjusted value. If these valves
react, hydraulic oil will flow out of the high pressure side and enter into the low pressure side through
the corresponding boost check valve.
Since the cross-sections of these valves are very small and the hydraulic oil enters into the low pressure
side again directly inside the pump, the system will overheat very quickly, if the pressure is relieved via
the high pressure relief valves. For this reason the pump is equipped with an additional pressure
override valve. This pressure override valve interrupts the pilot oil flow to the control piston, whereby the
system pressure is kept at the level of the pressure override setting. If the pressure drops, the pressure
override valve will open again and the pump will swash to the previously selected position. This
installation avoids overheating of the hydraulic system and overloading of the diesel engine.
BW 211 D-3 -E5-

Service Training
Control
The servo control on this pump is actually part of the pump housing and consists mainly of:
• the manually controlled 4/3-way valve
• control piston
• feedback lever
• pilot oil dosing valve and
• swash plate with swashing lever.
When operating the travel control lever, the 4/3-way valve moves out of neutral position to the selected
direction, thereby guiding the pilot oil flow through the pilot oil dosing valve to the corresponding control
piston side. The control piston moves to the corresponding direction and controls the swash plate
accordingly via the swashing lever.
The feedback lever, which is resting with it’s ball head in the pump control shaft, follows the control
piston and interrupts the oil flow when the control piston has reached the position that corresponds with
the position of the travel lever. The pump can now deliver oil to the travel motors.
The oil from the opposite control chamber flows via the 4/3-way valve as leak oil into the pump housing..
The supply bores for both control chambers are fitted with nozzles (swash time nozzles). These nozzles
restrict the pilot oil flow and enable very sensitive controlling of the pump.
to – from motor
from the charge pump

leak oil
4/3-way valve
travel pump
control piston
to – from motor
Fig. 4 Control in neutral position
BW 211 D-3 -E6-

Service Training
The feedback lever controls the pilot oil dosing valve so that the swashing angle remains unchanged,
until a new control command is initiated.
to – from motor
from the charge pump leak oil
4/3-way valve
travel pump
control piston
to – from motor
Fig. 5 Control actuated
If the 4/3-way valve is in neutral position, the pressure in both control chambers must be identical (case
pressure = max. 3 bar).
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Charge pressure relief valve
The charge pressure relief valve is part of the group of safety elements in a closed hydraulic circuit. This
valve limits the pressure in the charge circuit to the adjusted value.
Since the charge pressure relief valve in the vibration pump is blocked, the charge circuit for the
vibration drive is also protected by the charge pressure relief valve in the travel pump.
from the charge pump
pilot oil
adjustment spring
to the oil tank
Fig. 6 Charge pressure relief valve
The charge circuit is needed for the compensation of leaks and flushing quantities in the closed
hydraulic circuit. Charge oil is also needed as pilot oil for the pump control, the speed range selection
in the rear axle motor and to release the parking brake.
Since charging is only possible on the low pressure side of the closed circuit, the pressure in the low
pressure side is identical with the charge pressure. If the travel pump is in neutral position, both boost
check valves can open and let charge oil flow into the closed circuit. In this case the pressure in both
sides of the closed circuit is identical with charge pressure.
BW 211 D-3 -E8-

Service Training
High pressure relief valves
High pressure relief valves are safety elements, which are needed in each hydraulic circuit. These
valves restrict the pressure in the hydraulic circuit to the value determined by the adjustment spring.
5 2
4 3
Fig. 7 High pressure relief valves
1 High pressure relief valve

4 Valve plate
5 Pressure override
The high pressure relief valves in both sides of the hydraulic travel circuit protect the hydraulic system,
the combustion engine and all other machine components against overloads.
BW 211 D-3 -E9-

Service Training
to travel motor
1
4
2
from travel motor
Fig. 8 HPRV, hydraulic diagram
1 Travel pump
2 Control piston (actuated)
3 4/3-way valve (actuated)
4 High pressure relief valves
The boost check valves are integrated in the high pressure relief valves. These valves open to the low
pressure side and let cool and filtered charge oil flow into the closed circuit to compensate oil losses
cause by leaks and flushing.
BW 211 D-3 - E 10 -
Service Training
Pressure override
Since the cross-sections of the high pressure relief valves are very small, a longer reaction of these
valves would lead to extreme thermal overloading of the hydraulic circuit and consequently to very
serious failures in the pump itself or in other components. In order to avoid this, the travel pump is
equipped with an additional safety device, the pressure override valve.
2
5
1 3
4
Fig. 9 Pressure override
1 Charge pump
2 Pressure override
3 Travel pump
4 Control piston
5 4/3-way valve
6 Shuttle valve
The pressure override valve is hydraulically located in the pilot oil flow to the pump control, just before
the 4/3-way valve and consists of:
• axial spool with control edges,
• adjustment spring and
• adjustment screw with counter nut.
BW 211 D-3 - E 11 -
Service Training
The spool in the pressure override valve is always subjected to the highest pressure in the closed circuit
via a shuttle valve. If the pressure in the closed circuit is lower than the adjusted value of the pressure
override valve, the pilot oil connection through the 4/3-way valve to the respective control chamber is
open. The pump can now be actuated to full displacement.
If the pressure reaches the adjusted value of the pressure override valve, the spool in the valve will
move and cut off the pilot oil flow to the control piston. The pump cannot be actuated any further. The
system pressure will be maintained at the adjustment value of the pressure override valve, until the
resistance, that has caused the high pressure in the system, is overcome or if the operator de-strokes
the pump.
Should the pressure in the closed hydraulic circuit drop below the adjustment value of the pressure
override valve, the spring force will push the spool back, thereby re-opening the flow path between the
charge circuit and the pump control Pilot oil can now flow again to the respective control piston side and
the pump can be actuated.
The spring force and therefore the reaction value of the pressure override valve can be adjusted by an
adjustment screw.
Due to the design and the hydraulic installation position of the pressure override valve the high pressure
relief valves will not react. By this kind of pressure limitation no oil is relieved from the closed travel circuit
through the very narrow cross-sections of the high pressure relief valves. This prevents overheating of
the hydraulic oil.
To ensure correct function of the pressure override, the pressure override valve should be adjusted
approx. 10% lower than the high pressure relief valves.
High pressure relief valves = 475 bar

Pressure override = 425 bar
BW 211 D-3 - E 12 -
Service Training
Drum drive motor Poclain MSE 18 2 CX
On single drum rollers of series BW 211 D-3 the drum is driven by a hydraulic radial piston motor.
These drum drive motors consist of three housing parts, the flat distributor, the cylinder block with the
working pistons and the output shaft.
2 3
4
1
43090070
8 7 6 5
Fig. 10: Drum drive motor
1 Drive shaft with output flange

2 Piston with roller
3 Oil distributor
4 Brake piston
5 Multi-disc brake
6 Cylinder block
7 Cam ring
8 Bearing plate
BW 211 D-3 - E 13 -
Service Training
The housing consists of:
• bearing section (drive shaft bearings),
• torque section (cam race) and
• oil distributor.
Pressure oil flows through the flat distributor to the working pistons in the cylinder block. This pressure
oil presses the working pistons with the rollers against the cam race of the torque section and forces the
rollers to roll along the cam race.
This transforms the axial movement of the pistons to a radial movement of the cylinder block. The
cylinder block transfers this rotation via a spline connection to the output shaft.
The output shaft runs in two tapered roller bearings. It transfers the rotary movement via the drive disc
and the rubber elements to the drum.
The function of the radial piston motor is described hereunder. The piston positions described in this
explanation can be seen in the related illustration.
The movement of a piston along the cam race must be examined in several phases during a full rotation:
5
2
3
Fig. 11: Function of the radial piston motor
BW 211 D-3 - E 14 -
Service Training
Piston position 1:
The oil enters into the oil distributor under pressure, flows through the distributor and presses against
the piston. The rotation starts at this point. The pressure applied to the back of the piston moves the
roller along the cam and causes a rotation of the cylinder block.
Piston position 2:
At this point the opening cross-section for the oil flow to the piston has reached its maximum size. The
piston continues his travel along the cam race towards the valley between two cams. As the movement
continues, the opening cross-section for the oil supply decreases.
Piston position 3:
Once the piston has reached the bottom of the valley, the oil flow to the piston is interrupted. The piston
is no longer driven. It has reached its dead centre. Now another piston must be driven to move the first
piston out of the dead centre.
Piston position 4:
Other driven pistons now move the first piston out of the dead centre. The oil behind the piston is now
connected with the low pressure side and the reverse movement of the piston presses the oil back to
the pump.
Piston position 5:
The pumping movement of the motor back to the pump comes to an end, the connecting bore between
cylinder chamber and low pressure side closes again. The piston will now reach its second dead centre
position. This point is the start of a new working cycle.
Reversing the oil flow reverses also the rotation of the motor.
The output shaft runs in two tapered roller bearings. It transmits the rotary movement via the drive disc
and the rubber elements to the drum.
BW 211 D-3 - E 15 -
Service Training
Manual releasing of the brake in the Poclain motor (CE-version only)
For manual releasing of the brake in the Poclain motor (drum drive) you should proceed as follows:
Fig. 12: Manual releasing of the brake in the Poclain motor
• Remove the plug 1 (Fig. 17).
• Lay the U-bar (5) across the brake housing (2) and turn the screw (4) into the tapped bore (3) until it
bottoms.
• Turn the nut (6) down and tighten it for approx. one turn. The drum must turn freely.
BW 211 D-3 - E 16 -
Service Training
Travel motor (axle)
The axle drive motor is a swash plate controlled Sauer-Sundstrand axial piston motor (series 51 D 110)
with variable displacement.
5 7 8
6
9
11
10
4
2
Fig. 13: Axle drive motor
1 Control piston 7 Cylinder block

2 Flushing valve 8 Universal joint
3 Control 9 Output shaft
4 Spindle with ball 10 Output shaft bearing
5 Qmin-screw 11 Working piston
6 Valve plate
BW 211 D-3 - E 17 -
Service Training
The motor can be adjusted to two fixed displacements. This is accomplished by changing the angle
between cylinder block and output shaft.
With a large angle position the motor works with maximum displacement, slow speed and high torque.
When changing the swash plate position to minimal angle the motor works with minimum displacment,
high speed and low torque.
The displacement is changed by a control piston, which is tightly connected with the valve segment.
Changing of the displacement is accomplished by pressurizing the corresponding control piston side
with pressure oil from the charge circuit via a 4/2-way solenoid valve.
Function
The motor is connected with the travel pump via the high pressure ports A and B. The hydraulic oil flows
under high pressure through the corresponding port to the back of the working pistons. Since the
working pistons are arranged under an angle to the output shaft, the pressurized pistons will perform a
stroke movement, thereby causing a rotation of the output shaft.
Once the respective piston has passed its dead centre (max. extended position), it will change to the
low pressure side. As the rotation progresses, the piston will move back into the cylinder bore. Oil is
thereby displaced out of the cylinder chamber through the low pressure side back to the pump.
The synchronizing shaft with roll surfaces ensures uniform rotation of output shaft and cylinder block.
The ball joints of the pistons run in journal bearings, which are pressed into the outer shaft. For the
connection between output shaft and pistons no other parts are required. The output shaft runs in two
tapered roller bearings.
BW 211 D-3 - E 18 -
Service Training
Manual releasing of brake on axle drive (Hurth-axle 192/51)
For manual releasing of the brakes on the rear axle you should proceed as follows:
Fig. 14: Manual releasing of rear axle brakes
• Slacken the counter nut (Pos. 1, Fig. 14) and turn the counter nut approx. 8 mm back, until the brake
is released.
• Turn the brake realeasing screws (Pos.2) completety in against the end stop.
• From this stop turn the screw max. another turn in to release the brake.
Attention!
Turn the screws in evenly on both sides! (alternately 1/4 turn on each side)
• Repeat this measure on the opposite wheel side
BW 211 D-3 - E 19 -
Service Training
Travel circuit (routing of hoses)
Vibration pump
Travel pump
Hydraulic Hydraulic
oil tank oil filter
Axle
Drum drive
motor
Axle drive
motor
Fig. 15 Routing of hoses in the travel circuit
BW 211 D-3 - E 20 -
Service Training
Brake circuit
Travel pump
Vibration pump
Hydraulic
oil tank Brake
valve
Axle
Drum drive
motor
Axle drive
motor
Fig. 16 Brake circuit
BW 211 D-3 - E 21 -
Service Training
Trouble shooting travel circuit
The following description of trouble shooting steps contains a small selection of possible faults, which
may occur during operation of the machine. This list is by no means complete, however, the description
should help you to become acquainted with a systematic trouble shooting procedure.
The problems and trouble shooting steps described in this training manual are identical with the
problems and trouble shooting steps in the operating and maintenance instructions for this machine.
However, in this manual we have tried to describe the individual steps in more detail, in order to explain
why certain trouble shooting steps should be applied and why certain preparations must be made before
certain tests or measurements can be performed.
After this training session the persons attending the course should be able to apply the correct trouble
shooting steps, even if the actual problem is not described in this manual.
BW 211 D-3 - ETr 1 -

Service Training
The machine moves with the travel lever in “NEUTRAL”
Check neutral
position Fig. F1
no Adjust the travel cable

OK ? Fig. F2
yes
Check mechanical „0“-

position Fig. F3
no Adjust mechanical „0“-

OK ? position Fig. F4
yes
Check hydraulic „0“-

position Fig. F5
no Adjust hydraulic „0“-

OK ? position Fig. F 5
yes
Replace/repair
the servo control
or the travel pump
BW 211 D-3 - ETr 2 -

Service Training
The machine does not drive (to either direction)
Check the control
cable (broken /
detached)
no Replace / attach the

OK ?
control cable
yes
Check charge
pressure Fig. F6
no Check function and

OK ? moveability of steering
yes
Replace the
Check high pressure no steering/charge
Fig. F9 OK ?
pump
yes
no
OK ?
yes
Check magnetic coil on brake Check charge pressure relief

valve Fig. F10 valve Fig. F7
no no Replace the charge

OK ? OK ? pressure relief valve
Perform trouble
shooting in electric
system yes yes
Check brake release Check leakage of brake

pressure Fig. F11 Fig. F8
Repair the
component after
no no closing the brake
OK ? OK ? line of which the
Replace the brake charge pressure is
valve correct
yes yes
Mechanical fault in axle,

drum
BW 211 D-3 - ETr 3 -

Service Training
Check individual components
Check drum drive motor

Fig. F12
yes Replace / repair the drum

Pressures
OK ? drive motor
no
Check axle drive motor / travel

pump Fig. F13
Check the flushing yes

valve on the axle Pressures
drive motor Fig. F14 OK ?
no
Check the setting of the

no high pressure relief valves
OK ? Fig. F15
Replace the
yes flushing valve
yes Adjust the pressure

OK ? override Fig. F17
Replace / repair the axle
drive motor
no
Check, adjust the high

pressre relief valves
Fig. F16
no
OK ? Clean the valves, replace
and adjust if necessary
yes
Check the swash time

nozzles, Fig. F18
Replace / repair the servo yes no

control or the travel pump OK ? Clean the nozzles
BW 211 D-3 - ETr 4 -

Service Training
Insufficient travel power, max. speed is not reached
Check the engine speed

Fig. F19
no Perform trouble shooting on

OK ? the diesel engine
yes
Check travel cable for play

/ wear
no Adjust / replace the travel

OK ?
cable
yes
Continue with
„Machine does not
drive“, from „Check
charge pressure“
BW 211 D-3 - ETr 5 -

Service Training
Hydraulic oil overheating (> 90 °C)
Check thermostat
valve Fig. F20
Thermostat no Replace the

opens ? thermostat valve
yes
Check high pressure relief valves and pressure

override Fig. F15, F16, F17
Check hoses for tight

yes bends / check components
OK?
for excessive heat
no
Clean / replace and adjust

the respective valve
BW 211 D-3 - ETr 6 -

Service Training
Fig. F1:
Checking the neutral position
With the travel lever in neutral position the machine must not move, even when the engine is running.
In this condition the travel pump is centred in neutral position and both sides of the closed circuit have
identical pressure (charge pressure).
If the machine moves in this condition on flat ground you should perform trouble shooting by applying
the following steps.
• Shift the travel lever to ”Neutral” position
• Disconnect the travel cable from the pump
• Start the engine (if the machine is free of faults the machine will now stop)
• Check, whether bores in ball socket and pump control lever are in line
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Service Training
Fig. F2:
Adjusting the travel cable
• Slacken the counter nut on the travel cable bracket to adjust the travel control cable
• Turn the adjustment nut, until the correct neutral position (bores in line) is reached
• Tighten the counter nut again
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Service Training
Fig. F3:
Checking the mechanical neutral position
The mechanical neutral position of the travel pump determines the mechanical position of the pump
control piston. This piston is connected with the swash plate and its position determines the position of
the swash plate. If the piston is out of neutral position the swash plate actuates the working pistons,
whereby oil is being pumped to the travel motors.
• Connect both control chambers on the pump control with a suitable hose
• Start the engine
If the mechanical neutral position is correctly adjusted the machine will not move.
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Service Training
Fig. F4:
Adjusting the mechanical neutral position
If the machine still moves after connecting both control chambers, the mechanical neutral position of the
travel pump needs to be adjusted:
• Connect 600 bar pressure gauges to the high pressure test ports
• Pull the plug off the brake solenoid valve and block the drum
• Start the engine and run it with max. speed
• Read the pressure gauges and adjust the mechanical neutral position on the adjustment screw of he
spring pack on the control cylinder (see illustration), until identical pressure (charge pressure) is
reached on both sides.
For higher accuracy repeat the testing and adjustment procedure with two 60 bar pressure gauges.
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Service Training
Fig. F5:
Adjusting the hydraulic neutral position:
• Connect 60 bar pressure gauges to X1 and X2
• Read the pressure gauges
• Adjust the mechanical 0-position until the pressure readings are identical on both sides
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Service Training
Fig. F6:
Checking the charge pressure
• Connect a 60 bar pressure gauge to the charge pressure test port
Nominal value: 25 +/-1 bar
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Service Training
Fig. F7:
Checking the charge pressure relief valve
• Unscrew the valve and check for dirt and damage
Replace a defective charge pressure relief valve immediately.
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Service Training
Fig. F8:
Checking the leakage of the brake
A leakage in the brake housings can cause a drop in charge pressure, the brake cannot be released.
• Release the brake by shifting the travel lever out of braking position
• Disconnect the brake lines one after the other from drum drive and wheel drive motor and perform
charge pressure tests always after disconnecting a hose
Repair the motor after disconnecting the brake line of which the charge pressure was found correct.
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Service Training
Fig. F9:
Checking high pressure
• Drive the machine against the closed brake, for this purpose actuate the travel lever for a moment
and read the pressure gauges
Nominal values: High pressure 425 +/-15 bar, charge pressure 25 +/- 1 bar
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Service Training
Fig. F10:
Checking the magnetic coil of the brake valve
• Start the engine and release the brake (disengage the travel lever from the braking position)
• Use an appropriate meter to measure the voltage and current draw on the magnetic coil of the
solenoid valve
Nominal values: 12 V / 1,8 A
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Service Training
Fig. F11
Checking the brake releasing pressure
If the brake valve does not open, no oil from the charge circuit will be guided to the brakes and the brake
discs cannot open.
• Install a pressure test port with a 60 bar pressure gauge to the brake releasing line
• Start the engine and release the brake (disengage the travel lever from the braking position)
• Read the pressure gauges
Nominal value: 25 +/- 1 bar (charge pressure)
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Service Training
Fig. F12:
Checking the drum drive motor
• Unscrew the high pressure hoses from the drum drive motor and close them with suitable plugs
• Perform a high pressure test (Fig. F9)
If the specified pressure values are reached after disconnecting the drum drive motor, whereas they
have not been reached while the motor was still connected, the drum drive motor is defective. If the
specified pressures are not reached, the axle drive motor or the travel pump must be defective
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Service Training
Fig. F13:
Checking axle drive motor / travel pump
• Disconnect the high pressure hoses from the travel pump
• Close the pump port with pressure resistant plugs
If the specified pressure values are now reached and the drum drive motor is OK, the fault must be in
the axle drive motor. If the high pressure values are not reached, the fault must be in the travel pump.
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Service Training
Fig. F14:
Checking the flushing valve on the axle drive motor
In case of a fault on a flushing valve a too high oil quantity may be flushed out, so that the charge circuit
is not able to replace this amount of oil. The charge pressure will drop and important machine functions
will no longer be available.
• Pull the valve spool out of the flushing valve
• Check for moveability and damage
• Replace a defective flushing valve.
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Service Training
Fig. F15:
Checking the pressure setting of the high pressure relief valves
To be able to check the pressure setting of the high pressure relief valves the pressure override valve
must first be blocked, because under normal conditions this valve will react before the high pressure
relief valves.
• Slacken the counter nut on the pressure override, turn the adjustment screw completely in.
Attention!
Pressure test max. 3 seconds, risk of overheating
Nominal value: 475 bar (450 bar + charge pressure)
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Service Training
Fig. F16:
Checking, adjusting the high pressure relief valves
• Unscrew the valves and check for dirt and damage
• Replace damaged valves immediately or clean if soiled.
• Adjust the valves.

Slacken the counter nut on the adjustment screw, block the pressure override (Fig. 15), perform a
high pressure test (Fig. 9) and adjust the pressure with the adjustment screw
(turn in=pressure increase).
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Service Training
Fig. F17:
Adjusting the pressure override
• Turn the adjustment screw out (pressure decreases) or in (pressure increases) until the specified
value is reached, if necessary replace the pressure override.
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Service Training
Fig. F18:
Checking, cleaning the swash time nozzles
• Unscrew plugs and nozzles from the test ports X1 and X2
• Check the nozzles for dirt, clean if necessary
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Service Training
Fig. F19:
Checking the engine speed
• Measure the engine speed with a suitable RPM-meter (e.g. digital optical RPM-meter)
Nominal value: 2300 rpm (high idle speed)
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Service Training
Fig. F20:
Checking the thermostat valve
If the hydraulic oil heats up to a too high temperature it will loose its lubrication properties, which may
cause damage to important components in the hydraulic system.
In case of a too high hydraulic oil temperature shut the engine down immediately, let the system cool
down and perform trouble shooting. Do not start to operate the machine unless the fault has been
corrected.
First check the function of the thermostat valve. Up to a temperature of 60°C all leak oil, flushing and
return flow quantities flow directly back into the tank. At 60°C the thermostat valve should start to open
and guide the hydraulic oil through the hydraulic oil cooler back to the tank.
• Feel with your hand if the hose to the hydraulic oil cooler starts to become warm after a hydraulic oil
temperature of 60°C is reached.
If the thermostat valve does not open it must be replaced immediately.
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Service Training
Vibration
Similar to the travel drive, the vibration system also works with a closed hydraulic circuit.
The main components of this circuit are
• Vibration pump,
• Vibration motor
• and the pressure resistant hydraulic hoses
2 9 10
5
1
4 6
8
5
Fig. 1 Vibration circuit
1 Perkins diesel engine

2 Vibration pump
3 Solenoid valve
4 Control piston
5 High pressure relief valves (350 bar) with integrated boost check valves
6 Charge pressure relief valve (blocked)
7 Pressure override (365 bar)
8 Shuttle valve
9 Charge pump (only in vibration pump)
10 Vibration motor (A10FM 45/30W)
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Service Training
Vibration pump and travel are connected to a tandem unit, which is driven by the flywheel side of the
diesel engine.
When actuating the 4/3-way valve, pilot oil is guided to one of the control piston sides. This controls the
pump out of neutral position to either of two two maximum displacement positions. The pump now
delivers oil to the inlet port on the vibration motor corresponding with the oil flow direction.
thereby the sense of rotation of the vibration motors.
Since the displacement values are different to both flow directions, the rotation speed of the vibration
motor is also different to both directions.
The output shaft of the vibration motor is connected to the exciter shaft in the drum via a Bowex coupling.
The rotation of the exciter shaft with the bolted on eccentric weights causes the vibration of the
elastically suspended drum.
The eccentric weights on the vibrator shaft are fitted with additional change-over weights.
Depending on the sense of rotation of the vibrator shaft these change-over weights add to or subtract
from the basic weights.
• Basic weight + change-over weight = high amplitude
• Basic weight - change-over weight = low amplitude
The displacement of the pump is different to the two flow directions. This results in different exciter shaft
speeds to both directions of rotation..
The concept of the vibration system ensures that the high exciter shaft speed (frequency) is combined
with the low amplitude and the low exciter shaft speed (frequency) with the high amplitude.
Fig. 2
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Service Training
Vibration pump
The vibration pump is a swash plate controlled axial piston püump with variable displacement. The
pump is fitted with all control and safety elements needed for operation in a closed circuit. These are:
• Remote control
• High pressure relief valves with integrated boost check valves
• Pressure override
3
4
5
2
6
1
10 9 8 7
Fig. 3 Vibration pump
1 Drive shaft
2 Control piston
3 Pilot pressure port (X1/X2)
4 Remote control
5 Pressure override
6 Charge pump (internal gear pump)
7 Cylinder block
8 Working pistons
9 Slipper pad
10 Swash plate
The spherical valve plate centers the cylinder block, which is driven by the drive shaft via a splined
connection. This prevents the appearance of unwanted transverse forces.
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Service Training
6 7
2 4 5
Fig. 4 Vibration pump, hydraulic diagram
1 Pump drive
2 Control piston
3 Solenoid valve
4 High pressure relief valves (350 bar)
5 Charge pressure relief valve (blocked)
6 Pressure override (365 bar)
7 Shuttle valve
The complete drive consisting of valve plate, cylinder block and swash plate is held together by Belleville
springs. This results in a considerably higher rate of efficiency over the entire service life of the pump.
Pilot pressure is used to control the pump out of neutral position to the desired pumping direction
(direction of oil flow). A 4/3-way valve guides this pilot oil to the corresponding control piston side in the
remote control. Due to the use of a remote control (electrically controlled via solenoids) the pump can
only be actuated out of neutral to one of the two maximum displacement positions.
In neutral position both control chambers are loaded with case pressure. When operating the 4/3-way
valve, pilot oil (from the charge circuit) will flow to one of the control piston sides and move the control
piston to the respective direction. The pump now swashes to maximum displacement.
thereby the sense of rotation of the vibrator shaft.
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Service Training
The adjusted pump displacements are different to both directions.
This results in different vibration motor speeds to both directions of rotation..
This means:
• High displacement – high speed (frequency).
• Low displacement – low speed (frequency).
The position of the change-over weights depend on the sense of rotation of the exciter shaft. The various
positions of the change-over weight relative to the basic weight result in the following vibration effects:
• High displacement – high frequency – low amplitude
• Low displacement – low frequency – high amplitude
The resistance working against the rotation of the vibration motgor causes the pressure between pump
and motor. This pressure closes the boost check valve in the high pressure side of the closed circuit.
Feeding of cool and filtered hydraulic oil is therefore only possible on the low pressure side.
When the pressure reaches the adjusted value of the pressure override valve, the pilot oil flow to the 4/
3-way solenoid valve will be interrupted. The pressure cannot increase any further.
Sudden pressure peaks are compensated by the high pressure relief valves. In this case the hydraulic
oil flows out of the high pressure side and enters into the low pressure side again through the boost
check valve in the opposite side.
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Service Training
High pressure relief valves
1
2
7
3
6 5
Fig. 5 High pressure relief valves
1 Swash time nozzles

2 High pressure relief valve with integrated boost check valve
3 Adjustment screw for hydraulic neutral position
6 Valve plate
7 Pressure override
8 Adjustment screw for pressure override
When switching the vibration off the vibration otor will work as a pump for a short while. It will then pump
oil to the vibration pump. This effect is caused by the rotating exciter shaft with the bolted on eccentric
weights.
Since the vibration pump is already in neutral position, the oil cannot flow through the pump. The
pressure override is in this case ineffective. The high pressure relief valves will now work as brake
valves.
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Service Training
The charge pressure relief valve in the vibration pump is blocked. The charge circuit for the vibration
system and the travel circuit is protected by the respective valve inside the travel pump.
The functions of pressure override and high pressure relief valves in the vibration circuit are identical
with the functions of the respective components in the travel circuit. It is therefore not necessary to
repeat the descriptions of these components.
Control
The control is part of the pump and consists mainly of the 4/3-way solenoid valve, the control piston and
the swash plate with swashing lever.
When energizing one of the solenoids by operating the frequency pre-selector switch and the vibration
control switch, the 4/3-way solenoid valve is moved to open position. Pilot oil can now flow to the
corresponding control piston side. The control piston moves and displaces the swash plate via the
swashing lever. The pump delivers oil.
6 1
Fig. 6 Pump control
1 Solenoid valve 4 Neutral setting springs

2 Valve spool 5 Control piston
3 Adjustment screw for mechanical neutral 6 Control chamber
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Service Training
The oil from the opposite control chamber flows via the 4/3-way solenoid valve as leak oil into the pump
housing..
The supply bores for both control chambers are fitted with swash time nozzles. These nozzles restrict
the pilot oil flow and enable very sensitive controlling of the pump.
If the 4/3-way valve is in neutral position, the pressure in both control chambers must be identical (case
pressure = max. 3 bar).
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Service Training
Vibration motor
The vibration motor is a swash plate operated axial piston motor with fixed displacement. The motor is
designed for rotation two both directions and can therefore be pressurized from both sides.
The pressurized hydraulic oil supplied by the vibration pump flows through the kidney shaped control
slots in the valve plate to the cylinder block with the working pistons. The pressurized hydraulic oil forces
the working pistons to perform a stroking movement. Due to the swash plate design the axial movement
of the pistons is converted to a radial movement of the cylinder block. The output transfers this rotation
via an elastic Bowex coupling to the exciter shaft with the bolted on eccentric weights.
1 2 3 4 5 6 7 8
15 14 13 12 11 10 9
Fig. 7 Vibration motor
1 Circlip 9 Locating pin

2 Radial seal 10 Taper roller bearing
3 Housing 11 Spacer ring
4 Swash plate 12 Dowel pin
5 Cylinder block 13 Plug
6 Radial seal 14 Taper roller bearing
7 End cover with flushing valve 15 Output shaft
8 Fastening screw
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Service Training
When switching the vibration on, the vibration motor must first accelerate the resting exciter shaft, until
the nominal speed is reached. The relatively high resistance generates a hydraulic starting pressure,
which is limited to 365 bar by the pressure override valve. Once the vibrator shaft has reached its final
speed, the pressure will drop to an operating pressure between 100 and 180 bar. This operating
pressure depends on the compaction condition of the soil.
Flushing valve
The vibration motor is equipped with an integrated flushing valve in the end cover.
1 2 3 4 5 6 7 8 9 10 11
1 Flushing spool 7 Orifice Ø 1.6 mm

2 Circlip 8 Washer
3 Valve spool 9 O-ring
4 O-ring 10 Pressure spring
5 Pressure spring 11 Screw
6 Screw
The flushing valve is connected to both sides of the closed circuit.
BW 211 D-3 - F 10 -
Service Training
When the vibration is running the high pressure side of the closed circuit moves the flushing piston (1)
and opens a discharge passage for the oil in the low pressure side.
Oil can now flow out from the low pressure side back to the tank. This oil is immediately replaced by
fresh, cool and filtered oil from the charge circuit.
The flushing quantity is limited by the valve piston (3).
When reversing the direction of oil flow (changing the vibration frequency), the flushing valve will be
moved to the opposite direction, thereby opening a discharge passage for the opposite side of the
closed circuit (now low pressure).
When the vibration is not running, the flushing spool is centred by two springs at either end of the spool.
The flushing valve has the function to maintain the temperature in the hydraulic circuit at a permissible
level.
BW 211 D-3 - F 11 -
Service Training
Drum
4
14
5 9
7 13
6
10
3 8 11
12
Fig. 8 Cross-sectional view of drum
1 Drum shell 8 Change-over weight

2 Vibration bearing 9 Coupling vibr.-motor – vibrator shaft
3 Basic weight 10 Travel bearing
4 Vibration bearing housing 11 Travel bearing housing
5 Cooling fan 12 Rubber buffer
6 Vibrator shaft 13 Vibration motor
7 Elast. coupling between shafts 14 Flanged housing
BW 211 D-3 - F 12 -
Service Training
Vibration circuit (routing of hoses)
Charge pressure
test port
Hydraulic
Hydraulic oil filter
oil cooler
Vibration
pump
F
B
Vibration
motor
High pressure
Low pressure
Charge pressure
Leak oil
Fig. 9 Vibration circuit (routing of hoses)
BW 211 D-3 - F 13 -
Service Training
Trouble shooting vibration circuit
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Service Training
No vibration (travel system OK)
Check vibration
pressures Fig. V1
Charge pres. OK
Charge pres. OK Start pres. too low
Start pres. zero
Check magnetic coil Check coupling on
on vibration valve OK ? vibration motor
Fig. V4 Fig. V2
Charge pres. / Start
pressure too low
Voltage/ no Check vibration

current OK ? pump Fig. V3
yes Perform trouble

shooting in electric no Replacing/repairing
OK ? the vibration pump
system
yes
Check solenoid valve, Check flushing valve on

replace if necessary vibration motor
no Replace the flushing

OK ? valve
yes
Replace / repair the

vibration motor
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Service Training
Vibration works only with high or low amplitude
Check magnetic coil

of vibration valve
Fig. V4
Perform trouble
Voltage/ no shooting in electric
current OK ? system
yes
Check solenoid valve
no Replace the solenoid

OK ? valve
yes
Check the high pressure relief

valve for the defective
amplitude side, clean or replace
if necessary
Fig. V8, V9
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Service Training
Too low vibration frequency (travel system OK)
Check diesel engine

speed Fig. F15
no Perform trouble shooting on

OK ?
diesel engine
yes
Speed drop no Adjust speed for high or low

> 10%? frequency Fig. V5
yes
Check the vibration

pressures Fig. V1
Charge pres. OK
Operating pres. too
high
Check vibrator shaft
OK ? bearings, replace if
necessary Fig. V6
all pressures too low
Check vibration
pump Fig. V3
Check flushing valve on yes Check setting of high

Pressures no
vibration motor Fig. V7 pressure relief valves
OK ? Fig. V8
no
OK ? no
OK ?
Replace the flushing

yes valve
yes
vibration motor Adjust the pressure
override, Fig. V10
BW 211 D-3 - FTr 4 -

Service Training
Check high pressure

relief valves, Fig. V9
no
OK ?
Clean the valves,

replace if necessary
h l ja
Check the swash

time nozzles,
Fig. V11
no
OK ?
Clean the
nozzles
yes
Replace / repair
the vibration
pump
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Service Training
Fig. V1
Checking the vibration pressures
A too low charge pressure is an early indicator for a fault (leakage) in the closed vibration circuit (if travel
system is OK). The pump cannot be operated correctly.
A too low starting pressure is an indicator for extreme leaks in the closed circuit or a defective vibration
motor coupling.
A too high operating pressure is an indicator for damaged vibration bearings or overfilling of the vibration
bearing housing.
• Drive the drum on old rubber tires
• Switch the vibration on and read the pressure gauges
Nominal values: Charge pressure 25 +/- 1 bar

Starting pressure 365 +/- 35 bar
Operating pressure low amplitude approx. 90 +/- 15 bar
high amplitude approx. 110 +/- 15 bar
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Service Training
Fig. V2:
Checking the coupling on the vibration motor
• Disassemble the vibration motor
• Check the coupling parts between motor and shaft
• Replace defective parts
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Service Training
Fig. V3:
Checking the vibration pump
• Close the high pressure ports on the vibration pump with plugs
• Check the vibration pressures, see Fig. V2
If the pressure values are now reached whereas they were not reached while the vibration motor was
connected, the vibration motor must be faulty. If the high pressure values are not reached, the fault must
be in the pump
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Service Training
Fig. V4:
Checking the magnetic coil of the vibration valve
• Switch the ignition on
• Switch the vibration on with high or low frequency
• Measure the voltage applied to the magnetic coil and the current draw with an appropriate meter
Nominal values: 12V / 2,5 A
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Service Training
Fig. V5:
Adjusting high and low frequency
If the engine speed is correct and the drop in vibrator shaft speed is less than 10%, the corresponding
frequency can be adjusted on the vibration pump.
• Slacken the counter nut on the respective adjustment screw
• Turn the adjustment screw, until the required vibrator shaft speed is reached (the adjustment screw
for high amplitude protrudes further than the adjustment screw for low amplitude).
• Retighten the counter nut
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Service Training
Fig. V6;
Checking the vibrator shaft bearings
• Disassemble the vibration motor
• Check the moveability of the vibration bearings
• Replace defective parts
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Service Training
Fig. V7:
Checking the flushing valve on the vibration motor
• Unscrew the flushing valve from the vibration motor
• Check the flushing spool for damage and moveability
• Replace a defective flushing valve
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Service Training
Fig. V8:
Checking the pressure setting of the high pressure relief valves
To be able to check the pressure setting of the high pressure relief valves the pressure override valve
must first be blocked, because under normal conditions this valve will react before the high pressure
relief valves.
• Slacken the counter nut on the pressure override, turn the adjustment screw completely in
• Check the vibration pressures (Fig. V1): Attention! Pressure test max. 3 seconds
Nominal value: 375 bar
• Back the pressure override adjustment screw out again to the original measurement
• Adjust the pressure override (Fig. V10)
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Service Training
Fig. V9:
Checking the high pressure relief valves
The high pressure relief valves in the vibration system are valves with a fixed setting. If the specified
pressure values are not reached,
• unscrew the valves,
• check the valves for damage and dirt
• If necessary clean or replace
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Service Training
Fig. V10
Adjusting the pressure override
• Slacken the counter nut on the pressure override adjustment screw
• Check the vibration pressures (Fig. V1)
• Adjust the pressure override adjustment screw until the specified value is reached (turn out =
pressure increase); if necessary replace the pressure override valve.
• Retighten the counter nut, take care not to change the setting of the adjustment screw
Nominal value: approx. 365 bar
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Service Training
Fig. V11
Checking the swash time nozzles
The swash time nozzles restrict the oil flow to the control piston. If they are clogged the oil flow to the
piston may be restricted even more or it may even be interrupted, or no oil will flow out of the control
chamber.
• Unscrew plugs and nozzles from the test ports X1 and X2
• Check the nozzles for dirt, if necessary clean and install again
BW 211 D-3 - FTr 16 -

Service Training
Steering
The single drum rollers of series BW 211 D-3 are equipped with a hydraulically controlled articulated
steering system.
The steering system consists mainly of steering pump, steering valve, steering cylinder and the
pressure resistant hydraulic hoses.
to charge
system
1
7
6
5
3
2
4
from steering pump
Fig. 1 Steering hydraulics
1 Rating pump
2 Distributor valve
3 Steering pressure relief valve (∆p =175 bar)
4 Check valve (pre-loaded to 0.5 bar)
5 Anti-cavitation valve
6 Shock valves (240 bar)
7 Steering cylinder
The steering pump delivers the hydraulic oil from the hydraulic oil tank to the steering valve and the
connected steering unit under the dash board of the machine. If the steering is not actuated, the total oil
quantity will flow through the fine filter to the charge ports for the closed travel and vibration circuits.
When turning the steering wheel the distributor valve will guide the oil flow to piston or piston rod side
of the steering cylinder.
A rating pump inside the steering unit measures the exact oil quantity corresponding with the turning
angle of the steering wheel and delivers the oil to the steering cylinder. The steering cylinder extends or
retracts and articulates the machine.
BW 211 D-3 -G1-

Service Training
The steering unit is fitted with a pressure relief valve. This valve limits the steering pressure to 175 bar.
The charge pressure must, however, be added to this value, because the oil leaving the steering system
is used as charge oil. The maximum steering pressure is therefore approx. 210 bar.
Steering pump
The steering pump is a gear pump with fixed displacement. It is driven by the auxiliary drive of the diesel
engine, draws the hydraulic oil out of the hydraulic oil tank and delivers it via the steering valve to the
steering cylinder or to the charge system for the travel and vibration circuits.
9 9 6 1 7
8
2
4 5
Fig. 2 Steering pump
1 Housing
2 Flange
3 Shaft
4 Bearing plate
5 Bearing plate
6 Cover
7 Gear (driving)
8 Gear (driven)
9 Seals
BW 211 D-3 -G2-

Service Training
Working principle of the gear pump
The drive gear of the steering pump is connected with the auxiliary drive of the diesel engine via a
coupling. Drive pinion and driven gear are positioned by a bearing plate, so that the gears mesh ith only
minimum clearance.
The displacement chambers are created between the tooth flanks, the inside wall of the housing and
the faces of the bearing plates.
When the pump is running the chambers transport the hydraulic oil from the suction side to the pressure
side. This creates a vacuum in the suction line, which draws the oil from the hydraulic oil tank. The tooth
chambers transport the fluid to the outlet of the pump, from where it is then pressed to the consumers.
To ensure a safe function of the pump the tooth chambers must be so tightly sealed that the hydraulic
fluid can be transported from the suction side to the pressure side without any losses.
External gear pumps are therefore designed with gap seals. This causes pressure dependent fluid
losses from the pressure side back to the suction side. To make sure that these losses are reduced to
a minimum, the bearing plate on the cover side is pressed against the axial face of the gears by an axial
pressure field.
This pressure field is always loaded with the actual system pressure.
BW 211 D-3 -G3-

Service Training
Steering valve
The steering valve block consists mainly of the distributor valve, the rating pump, the steering pressure
relief valve and the shock valves.
9 2
5
8
Fig. 3 Cross-section of steering valve
1 Neutral setting springs

2 Housing
3 Inner spool
4 Outer spool
5 Universal shaft
6 Ring gear
7 Gear
8 Check valve
9 Pressure relief valve
When turning the steering wheel, the distributor valve guides the oil flow from the pump to the rating
pump. The rating pump leads the oil flow back through the distributor valve and to the corresponding
side of the steering cylinder.
The rating pump measures the exact oil quantity with respect to the turning angle of the steering wheel.
BW 211 D-3 -G4-

Service Training
This oil flow to the steering cylinder articulates and steers the machine.
240 bar
∆p = 175 bar
240 bar
0,5 bar
Fig. 4 Steering valve, hydraulic diagram
The high pressure relief valve in the steering unit limits the pressure in the steering system to 175 bar
+ charge pressure. The charge pressure value must be added to this pressure, because the oil coming
out of the steering system enters the charge system for the travel and vibration circuits.
The steering units contains so called shock valves in each pressure line to the steering cylinders. These
valves are adjusted to a response pressure of 200 bar. They respond to sudden pressure peaks, which
can occur when driving over obstacles, thereby protecting the system against overloads.
Each of these shock valves has its additional anti-cavitation valve. When the shock valves respond the
anti-cavitation valves protect the system against cavitation.
A check valve near the inlet port of the steering unit makes sure that no hydraulic oil can flow back to
the pump, if the machine is suddenly articulated by external forces. In such a case the steering cylinder
would act as a pump and press the oil back to the pump.
BW 211 D-3 -G5-

Service Training
Articulated joint
Front and rear frames on the single drum rollers of series BW 211 D-3 are connected by an oscillating
articulated joint. This ensures that drum and rear wheels are always in ground contact, even when
driving around extreme curves.
Fig. 5 Articulated joint
The rear console is tightly bolted to the rear frame.
The front console is fastened with screws to the rear cross-member of the front frame. The use of friction
bearings between front and rear frames makes sure that both frames can perform a pendulum
movement of +/- 12° relative to each other. This enables drum and wheels to keep good ground contact,
even under very difficult soil conditions.
BW 211 D-3 -G6-

Service Training
The front console is connected with the rear console by two vertical bolts. These vertical bolts are
mounted in rocker bearings.
The anchor point for the steering cylinder is welded to the front console.
When turning the steering wheel the steering cylinder will extend or retract. The piston rod swivels the
front console around the vertical bolts. This articulates and steers the machine.
All bearing points on the articulated joint are maintenance free and do not require any lubrication.
Notes on installation:
When installing or repairing the articulated joint it is of utmost importance to observe the correct
pretension of the centre bolt.
Please observe strictly the notes in the repair instructions for the articulated joint.
Note:
The correct pretension is most important, because the articulated joint would suffer extreme wear
because of the excessive loads in this area. During maintenance work the cover on the end of the
articulated joint facing the drum must always be retightened, until the correct pretension is achieved. If
further tightening is not possible anymore, the prescribed pretension must be re-established by adding
shims of appropriate thickness or by performing all necessary repair measures.
BW 211 D-3 -G7-

Service Training
Steering (routing of hoses)
Steering/
charge pump
Hydraulic
Steering valve oil filter
Charge
pressure
test port
Hydraulic
oil tank
Steering cylinder
Fig. 6 Steering (routing of hoses)
BW 211 D-3 -G8-

Service Training
Articulated joint - Assembly Instructions
BW 211 D-3 -G9-

Service Training
Trouble shooting steering
BW 211 D-3 - GTr 1 -

Service Training
No steering function, steering sticky, end stops not reached
(travel system OK)
Check steering pressure

Fig. L1
Check moveability of
yes articulated joint and
OK ?
steering cylinders
no
Check steering/ charge

pump Fig. L2

no steering/charge
OK ?
pump
yes
Check the steering

cylinders Fig. L3
Replace the
no respective steering
OK ?
cylinder
ja

steering valve
BW 211 D-3 - GTr 2 -

Service Training
Fig. L1:
Checking the steering pressure
• Connect a 600 bar pressure gauge to the steering pressure test port
• Turn the steering against an end stop and hold the steering wheel in this position while reading the
pressure gauge
Nominal value: 225 +/- 15 bar
BW 211 D-3 - GTr 3 -

Service Training
Fig. L2:
Checking the steering/charge pump
• Install a 200 bar pressure relief valve between steering pump outlet and high pressure hose to the
steering valve
• Connect a 600 bar pressure gauge
• Start the engine (low idle speed) and read the pressure gauge
Nominal value: 200 bar (adjustment value of the integrated pressure relief valve)
If the pressure is not reached, replace or repair the steering/charge pump.
BW 211 D-3 - GTr 4 -

Service Training
Fig. L3:
Checking the steering cylinders
• As a measure to check whether the steering cylinder is defective, i.e. if it has internal leakage, the
hydraulic hoses ”L” and ”R” can be disconnected from the steering cylinder and closed with plugs.
• Perform a steering pressure test (see Fig. L1): if the steering pressure is now reached, but is has not
been reached while the cylinder was still connected, the steering cylinder is defective.
BW 211 D-3 - GTr 5 -

Service Training
Electric system BW211 D-3
1
2 3 4 5
Fig. 1: Electric junction box
1 Relay starting current 5 D+ relay

2 Relay terminal 30/15 6 Travel lever “0”
3 Relay warning buzzer 7 Fuses
4 Backup alarm
BW 211 D-3 -H1-

Service Training
Power supply (Fig. 2)
Battery
When the engine is stopped the power supply for the vehicle electrics is assured a rechargeable and
maintenance free 12 Volt battery.
The minus pole of the battery (G01, 2:3) is connected to vehicle ground (potential 31).
The plus pole of the battery (G01, 2:3) is connected with potential 30 via the main fuse (F00, 2:3).
There is a direct connection between battery (+),
• terminal B+ on generator (G02, 2:4),
• starter (M01, 2:19:05) terminal 30.
The minus pole (-) of the battery is connected with potential 31.
Note:
Potentials 30, 31 and B+ are always directly connected with the battery. The current can only be
interrupted by fully discharging or disconnecting the battery.
Generator
When the engine is running a 14 V generator (G02, 2:4) supplies the vehicle electrics with current via
terminals B+ (to potential 30) and B- (to potential 31).
Terminal D+ delivers a (+) or (-) signal to charge control light (H08, 2:5) and operating hour meter (P00,
2:6). When the engine is not running terminal D+ is negative (ground potential). The charge control light
lights.
Sockets
The machines are equipped with an unitility socket (XS, 2:2). This is connected to potential 30 and
secured by fuse (F05).
BW 211 D-3 -H2-

Service Training
Fig. 2:
BW 211 D-3 -H3-
Service Training
Ignition and starter circuit (Fig. 2)
Ignition switch (S00) in position "0" (ignition off)
The ignition switch (S00, 2:17) is permanently supplied with current from the battery (G01) via main fuse
(F00) (potential 30) and fuse (F13, 2:17).
In this position the connection to the coil of relay (K11, 2:17) is interrupted and the relay drops off. The
solenoid valve (Y58, 2:11) to shut off the fuel supply is no longer supplied with electric current and the
engine will stop.
Ignition switch (S00) in position "1" (ignition on) with the engine at rest
In this position the coil of relay (K11, 2:17) is supplied with current.
Relay (K11, 2:6) switches potential 30 to potential K11 (15/54). Current flows
• from potential K11,
• via fuse (F24, 2:5),
• the closed emergency stop switch (S01, 2:11),
• to solenoid valve (Y58, 2:11) for shut off of fuel supply.
The engine is now ready for starting.
Ignition switch (S00) in position "3" (starting)
Note:
Position "2" is not used.
In this switching condition current flows from terminal 50a on ignition switch (S00, 2:17) to the contact
of relay (K05, 2:19).
When the travel lever is in "0" - and brake position the contact of proximity switch (B13, 3:2) opens, the
coil of relay (K48, 3:2) is no longer excited and the contact switches over.
BW 211 D-3 -H4-

Service Training
Current flows
• via relay (K48, 3:7),
• to the coil of relay (K05, 3:7).
The contact closes and current can now flow to the starter (M01, 2:19) terminal 50. The magnetic switch
of the starter is excited and the starter cranks the diesel engine.
Note:
The starter (M01) is supplied with current directly from potentials B+ and 31.
When releasing the ignition switch it will automatically return to position “1”.
To repeat the stating process the ignition must first be switched off and on again (start repetition
interlock).
Ignition switch (S00) in position "1" (ignition on) with the engine running
When the engine is running the generator (G02) (Fig. 2) produces electric current. This current flows
from terminal D+ to the operating hour meter (P00). At the same time operating voltage is applied to
both sides of the charge control light, the light goes out.
In addition to this the coil of relay K62 (2:5) is also supplied with the D+ signal. Relay K62 (2:15) is
thereby closed. This has the effect, that the low engine oil pressure warning buzzer will only sound when
the engine is running.
BW 211 D-3 -H5-

Service Training
Fig. 3:
BW 211 D-3 -H6-
Service Training
Brakes (Fig. 3)
With the engine at standstill no hydraulic pressure is available, the brake discs cannot be relieved, the
brake is automatically closed.
Travel lever in “brake”-position with the engine running
If the travel lever is in “brake”-position, the coil of relay (K48:05) is not supplied with current. The contact
of relay K48 (3:7) therefore remains open and the brake solenoid valve Y04 (3:8) is closed. The brake
is therefore also closed.
Travel lever operated
When operating the travel lever
• proximity switch (B13, 3:2) will close,
• relay (K48) switches over
• and cutrrent flows to the brake valve Y04.
The brake opens with the engine running (charge pressure), when the emergency stop switch is closed.
BW 211 D-3 -H7-

Service Training
Travel speed range selector (Fig. 3)
Reverse travel
When moving the travel lever to reverse while driving on level ground, the coil of relay (K26, 2:4) is not
supplied with current.
Current flows
• via fuse (F25, 3:2),
• through the closed contact (K26, 3:6)
• to the back-up alarm buzzer (H14, 3:6).
The back-up alarm will sound.
Forward travel
In this position the proximity switch (B14:05) closes.
Current flows
• via fuse (F25, 3:2),
• the closed proximity switch (B14, 3:4),
• to the coil of relay (K26, 3:6).
The relay switches over, the current supply for the warning buzzer (H14, 3:6) is interrupted.
Current flows also
• via fuse (F25, 3:2),
• to the travel speed range selector (S42, 3:12).
BW 211 D-3 -H8-

Service Training
Travel speed ranges
Depending on the position of the travel speed range switch (S42, 3:12) the solenoid valves (Y30, 3:11,
Y31, 3:13)
• for both travel motors (drum and axle),
• only for the front travel motor (drum),
• only for the rear travel motor (axle),
• or for none of the motors are supplied with current.
This enables the operator to influence the gradability of the machine by changing the displacement of
the travel motors. The motor of the slipping axle is switched over to low displacement.
If the travel speed range selector switch (S42:23) is in position 1 ”turtle”, none of the solenoid valves
(Y30:11/Y31:18) is supplied with current. In this switch position all motors for drum and axle work with
high displacement. The machine drives with low travel speed range (working speed).
In switch position 2 current flows
• via fuse (F25, 3:2),
• switch (S42, 3:12)
• to solenoid valve (Y30, 3:11).
The drum drive motor switches to low displacement.
The current flow to solenoid valve (Y31, 3:13) is avoided by diode (V02, 3: 11).
In switch position 3 current flows
• via fuse (F25, 3:2),
• switch (S42, 3:12)
• to solenoid valve (Y31, 3:13).
The axle drive motor switches to low displacement.
The current flow to solenoid valve (Y30, 3:11) is avoided by diode (V03, 3:13).
BW 211 D-3 -H9-

Service Training
If the speed range selector switch (S42, 3:12) is in position 4 “rabbit”, noth solenoid valves (Y30. 3:11/
Y31, 3:13) are supplied with current. In this switching condition both motors for drum and axle are
switched to low displacement. The machine drives with high speed range (transport speed).
In this switch position current flows
• via fuse (F25, 3:2),
• switch (S42, 3:12)
• to both diodes (V02, 3:11and V03, 3:13)
• to both solenoid valves (Y30, 3:11 and Y31, 3:13).
Drum drive motor and axle drive motor change to low displacement.
BW 211 D-3 - H 10 -
Service Training
Vibration (Fig. 3)
Switching the vibration on
Current flows:
• via fuse (F03, 3:16),
• to toggle relay (K04, 3:16).
When pressing the push button (S13:05) the toggle relay switches and the contact of toggle relay (K04,
3:16) closes.
Current flows to the selector switch for high / low amplitude (S35, 3:17).
Depending on the switch position current flows to the solenoid valve (Y07, 3:17) for high amplitude or
(Y08, 3:18) for low amplitude. The selected vibration starts.
BW 211 D-3 - H 11 -
Inhaltsverzeichnis: BW 211−3 / C840C
table of contents:
Blatt Nr.: Zeichnungsnummer
Funktionsgruppe function unit
sheet no.: drawing − no.
001 582 700 91 Stromlaufplan Circuit Diagram
002 582 700 91 Versorgung, Starten, Überwachung supply, starting unit, monitoring and indicators
003 582 700 91 Heizflanschsteuerung Deutz−Motor, ZA Sitzschalter heat−flange−control Deutz engine, opt. seat−switch
004 582 700 91 Bremse, Vibration, Stufenumschaltung, Rückfahrwarn. brake, vibration, back up alarm, speed ranges
005 582 700 91 Option Zusatzanzeigen options add.indicators
006 582 700 91 Optionen Arbeitsbeleuchtung, Klimaanlage options head lights, air conditioning
007 582 700 91 ZA Beleuchtung, Arbeitsscheinwerfer, StvZO Bel. option illumination, working head lights, StvZO illumination
008 582 700 91 Omegameter, Terrameter omegameter, terrameter
009 582 700 91 Detailansicht Drucker− und Bedieneinheit detail view printer− and operation−unit
010 582 700 91 ZA Kabine, Standheizung, Rundumkennleuchte option cabin, ind. heater, rotary beacon
101 582 700 91 Bauteilliste component listing
15.11.02
Seis Stromlaufplan 001 001 582 700 91
15.11.02 circuit diagram
Werner 001
30 3:1
X1:5E
X1:1 2 3
1
K11 30 F13 30A
2
2:16
X1:5A
87 87a
K11:87 4:1
S00
Hauptsicherung
X1:4E X1:6E 30
Startschalter
main fuse
1 starting swwitch
F05 1 F00 1 F24
30A
30A 125A 2
2 2 15 54 58 19 17 50a
6qmm
X1:4A
X1:6A
F48 3:10 F24:2 X1:12
F05 5:2
X1:43 X1:14
5:14
3:10
Nur bei ZA Sitzsch.
0,18A
0,18A
0,18A
0,18A
X1:14
heating−flange
only opt. seat−switch

Heizflansch
86 86 30
1 1 K09 1 1 K13 S03 23 K13
F48 X1:43 K05 30
H08 H09 H28 3:2 2:10
2
Ladekontrolle 2 2 2 S01:12 3:2 87 87a 4:6
85 85 24
charge control 87 87a
only acc. to air conditioning
Not−Stop X1:24
emergency shut off
4:8
D+ 1 3:10
3:2 X1:16 X1:13A X1:13
Nur für Klimaanlage
V08 S01 12 21 31 41 51 61
30
2,5qmm 2 K62
X1:47 X1:49 X1:50 X1:48
2:5
B+ 2:19 11 22 32 42 52 62 2:4 B+
87 87a
70qmm 70qmm 2x6qmm
6qmm
X1:44
X1:15 X1:17 V04 X1:23 X1:20
max. 65A
X1:59 X1:17 X1:18 2 1
max. 1,5A
ZY 3.9 (057 500 10)
X1:21
max. 5A
max. 5A
3:2
0,18A
2 2 1 30 50
P00 D+
B+ D+ V06 B06 1 B53 3 V05
Y13 1 2 B11 1 B11 1 K11 86 1
+ 1
XS + + Y01 M01
0,18A
12V P _t V01 M
−
G01 G03 86 2 4 2 1 2 2 85 2
− − G02 K62
B− W −
−
X1:60 X1:19
W 85
5:9 X1:63−66 X1:63−66
31 3:1
2:15 6:12 2:15 2:6

Steckdose Batterie Motoröldruck Kraftstoffabstellung Startmehrmenge Starter
socket battery engine oil pressure fuel shut off start boost fuel starter
Batterie Generator Kühlmitteltemperatur Signalhorn

battery generator coolant temperature 2. Signalhorn nur für warning horn
Perkins / LUCAS
CE−konforme Maschinen
Betriebsstundenzähler 2nd warning horn only
engine hour meter acc. to CE−confirm machines
15.11.02
1 1 582 700 91
Seis Versorgung, Starten, Überwachung
15.11.02
Werner supply, starting unit, monitoring and indicators 002
2:20 30 30 6:1
2:4 F48
2:17 X1:14 X1:14 6:9
2:20 X1:24
2:8 X1:17
H34
+
2:5 D+ Meldeleuchte
Vorglühen
4:8 X1:45 ind. light
glow system −
2:11 X1:43
X1:22
modul heating−flange−control
assembled in engine−area
Modul Heizflanschsteuerung
Motoröldruck
Anbau im Motorbereich
fahren
5 1 7 2
D+
A13 _t
1 12 14 13 11 9
3 4 6
25 qmm
A68
4 6
1
1 87(4)
B113
X1:139.1 X1:140.1 X1:136
assembled in engine−area
1 1 2
Anbau im Motorbereich
relais heating−flange
Relais Heizflansch
2 2 3
Sitzkontaktschalter
S58
seat−switch
X1:139.2 X1:140.2 K14

K14
3:16
+ 4
H07
−
2 30(3)
2:11 S01:12 X1:135
4:5 X1:27
1
R19 Heizflansch
heating−flange
2
167A
2:20 31 31 4:1
Modul Sitzschalter 3:17

modul seat−switch
Kühlmitteltemperatur
collant temperature
Warnsummer
warning buzzer
15.11.02
1 1 582 700 91
Seis Heizflanschsteuerung Deutz−Motor, ZA Sitzschalter
15.11.02
Werner heat−flange−control Deutz engine, opt. seat−switch 003
2:7 K11:87 K11:87 6:1
X1:7E X1:8E
1 1
F25 F03
30A 30A
2 2
X1:7A X1:8A
F03:2 6:1
X1:37 Modul Vibration
module vibration
X1:51
X6:2 X7:2 K04 30 56a
Schalter Fahrsstufen X1:55
switch speed ranges
BR/BN BR/BN
30 30 1234 2/4/6/8 31 56b
proximity switch forwards and "0"−position
proximity switch travel lever "0"−position
B13 B14 K26 K48 S42

4:4 4:2 S 56
BL/BU SW/BK BL/BU SW/BK 87a 87 87a 87 1 5 7 3 Notbetrieb

emerg. service
X6:1 X6:3 X7:1 X7:3
X1:41
NEUT"0" 8:4
Initiator Vorw. und Null
vibration small/big ampl.

Initiator Farhebel"0"
X8:1
Vibration klein/groß
X1:38 X1:39 X1:27 X1:45 X1:52 X1:53 X1:54
Schalter Vibration
24 13
switch vibration
X1:45 S13 3 S35 G0K
3:2
21
S01 4
23 14
2:11
22 X8:2 KA
5:15
GA
X1:27 5:15
3:2 X1:46 V02 V03
2 1 1 2 X1:56 X1:57
X1:42
X1:29
max. 1,8A
max. 2,5A
max. 2,5A
0.18A
max. 1,67A
max. 1,23A
X1:35 X1:25 X1:31 X1:33
0.18A
0.18A
X9:1
86 86 86 Y04 Y30 Y31 Y07 Y08
K48 K26 + K05 1 1 1 1 1
H14
− 2 2 2 2 2
85 85 85
X9:2
X1:40 X1:28 X1:30 X1:36 X1:26 X1:32 X1:34
X1:63−66 X1:63−66 X1:63−66 X1:63−66 X1:63−66 X1:63−66 X1:63−66

3:20 31 31 5:1
4:7 4:5 2:20

Stufenumschaltung vorn Vibration vorne groß
switching drum vibration big ampl.
Stufenumschaltung Achse Vibration vorne klein
Rückfahrwarnsummer Magnetventil Bremse switching axle vibration small ampl.
buzzer back up alarm solenoid valve brake
15.11.02
1 1 582 700 91
Seis Bremse, Vibration, Stufenumschaltung, Rückfahrwarn.
15.11.02
Werner brake, vibration, back up alarm, speed ranges 004
2:15 F24:2
F05 F05
2:2 8:3
X1:43 X1:121 X1:125

sender frequency vibration
Tachographenmodul
Aufnehmer Vibration
module, tachograph
A2+A3
5 6 X1:122 A1
P09
1 X1:123 B3
A16
7,8,9 2 X1:126 B4
4 3 X1:127 C4
+
B16 A5+A6
Anzeige
1 4 indicator
−
inddicator frequency
A51
OUT+
OUT−
15/54
Frequenzanzeige
+
in
− + 3 2 5
P03
A06 Elektronik P12 n
elektronik P05
+ − G − GA
−
4:19
4:19 KA
X1:58
BW 156−179 −3: −−−−−

BW 213,214,216−3: PIN 4: + 2:4 W B60:3
8:4
BW 219−3: PIN 3: +
BW 225−3: PIN 3,4: +
BW 212−3: PIN 1: − X1:66 X1:124 X1:128
BW 212D/PD−3 Variomatik: PIN 4: + / PIN 1: −
4:20 31 31 6:1
Platine Frequenzanzeige
circuit board, frequency indicator
Voltmeter Drehzahlanzeige
voltmeter rpm inddiccator ZA Tachograph
option tachograph
15.11.02
1 1 582 700 91
Seis Option Zusatzanzeigen
15.11.02
Werner options add.indicators 005
3:20 30 30 7:1
4:20 K11:87 K11:87 7:1 3:16 X1:14 X1:14 10:1
4:20 F03:2 F03:2 7:1
K33 30 K09 30
6:16 2:6
S15:32
7:2 87 87a 87 87a
X1:72
30
K06
Versorgung bei Anbau StvZO
X34:1
6:2
87 87a 0123 B Schalter Klimaanlage
supply acc.to STvZO
switch, air contitioning
S102 L MH C
ge/rt
rt/ge
rt
B29 1
Thermostat
X1:61
X1:9E X1:10E M09 M P thermostat
Lüfter 2
Schalter Arbeitsbeleuchtung
max 12,2A
switch wworking head lights
S16 23 blower
F22 1 F19 1
X34:2 X34:3
30A 30A
24 2 2 X1:74 X1:73
X1:9A X1:10A
X1:62
STV1 STV2 X1:119

10:16 8:17
30
4
K49 6:14
B75 P
LP 3 HP 87 87a
X1:120
X1:117
0,18A
4,6A
4,6A
4,6A
4,6A
K06 86 1 1 1 1 Y15 1 2 K49 86 K33 86 + Warnsummer Klima

E27 E28 E23 E25 V07 H07 warning buzzer air. cond.
−
2 2 2 2 2 1
85 X1:118 85 85
X1:64
X1:63−66
5:20 31 31 7:1
6:4 Arbeitsscheinwerfer hinten Arbeitsscheinwerfer vorn 6:17 6:10

working head lights, rear working head lights, front
Anbau Arbeitsbeleuchtung ohne Kabine

assembing head lights without cabin
15.11.02
1 1 582 700 91
Seis Optionen Arbeitsbeleuchtung, Klimaanlage
15.11.02
Werner options head lights, air conditioning 006
6:5 K11:87 K11:87 8:1
6:20 30 30 10:1
6:5 F03:2 X1:76E X1:75E X1:77E
Schalter StvZO F11 1 F07 1 1 F08

switch, StvZO 15A
2 15A 2 2 15A
31 11 24
012
X1:76A X1:75A X1:77A
S15
32 12 23 1
Meldeleuchte Warnblinker
H06 indicator light, hazard light
S15:32 2
6:2
X1:78E X1:79E K16 30
7:8
1 5 87 87a
F09 F10
Anschluß Arbeitsscheinwerfer mit StvZO
15A 15A
2 E
Warnblinkschalter Schalter Blinker
switch, hazard light switch indicator
X1:78A X1:79A
connection working head lights
13 24
01 23 12 64 33 44 L0R
S14 01 S37 L0R
X1:97 X1:87 X1:84 X1:94 X1:88 X1:89
24 11 63 34 43 14 23
X24:1 X25:2 X26:2 X27:2 X22:1 X23:1 X1:86 X1:96 X1:85 X1:95
acc.to StvZO
0,42A
0,42A
0,42A
0,42A
4,6A
4,6A
X25:3 X24:2 X26:3 X27:1
Umrißleuchte hinten rechts
Umrißleuchte vorne rechts
contour indicator front, RH
contour indicator front, LH
contour indicator rear, RH

contour indicator rear, LH
Umrißleuchte hinten links
Umrißleuchte vorne links
Schlußleuchte rechts
Scheinwerfer rechts
Schlußleuchte links
Scheinwerfer links
Parkleuchte rechts
Parkleuchte links
parking light, RH
parking light, LH
head light RH
head light LH
Meldeleuchte Blinker
tail light, RH
tail light, LH
indicator light, indicators
indicator front, RH
indicator front, LH
indicator rear, RH
H05
indicator rear, LH
2
Blinkleuchte HR
Blinkleuchte VR
Blinkleuchte HL
Blinkleuchte VL
0,18A
E41 1 E42 1 E13 1 E12 1 E14 1 E15 1 E43 1 E44 1 86 E16 1 E17 1
K16 49 49a
2 2 2 2 2 2 2 2 2 2 E08 1 E09 1 E10 1 E11 1
85
A02
0,42A
0,42A
0,42A
0,42A
X24:3 X25:1 X26:1 X27:3 X22:2 X23:2

2 2 2 2
31
X1:93 X1:80 X1:81 X1:91 X1:82 X1:83
1,75A
1,75A
1,75A
1,75A
X1:100
6:20 31 31 8:1
7:9
Blinkgeber
indicator relay
15.11.02
1 1 582 700 91
Seis ZA Beleuchtung, Arbeitsscheinwerfer, StvZO Bel.
15.11.02
Werner option illumination, working head lights, StvZO illumination 007
7:20 K11:87 K11:87
X1:101E
10:16
NEUT"0"
4:8
6:8
F38 F05 Stecker für in Planung STV2 STV2
5:15
20A befindliche Zusatzanwendungen
connectors for additional
equipment, not jet available
X1:101A
Spannungsversorgung GPS
+
BCM V24 Sub−D
8:12
9:12
9:12
9:12
9:13
9:13
9:13
9:14
9:15
9:15
9:15
9:16
Handeingabegerät
Datenleitung GPS
Datenleitung GPS
1
max. 10A
max. 1A
E07 P07
S19:1−6 S19:1−6
2 −
S6:1
S5:1
S6:3
S6:5
S6:6
S6:9
S5:3
S6:2
S5:2
S6:4
S5:4
X1:110
ST21:6 X1:111
X1:112
S11:1−25
S8:1−10
S7:1−15
S20:1−9
S9:1−5
connector board, omega meter

S4:1
S4:2
S6:1
S6:2
S6:3
S6:4
S6:5
S6:6
S6:9
S5:1
S5:2
S5:3
S5:4
Koppelplatine Omegameter
S1:3
S1:2
S4:1
S4:7
B60:3 Kopplung Komponenten Terrameter
5:14 A33 connector board, terra meter components
S2:1 A08
S16:1
S18:1
ST21:1
S12:1−5
S17:1−8
S14:1−5
S16:3
S16:7
S15:3
S15:5
S15:6
S15:7
S16:2
S18:5
S18:6
S15:8
S18:2
ST21:5
S15:4
S4:3
modul, terra meter
S2:2
S2:3
S2:4
S2:5
Modul Terrameter
X1:113 114 115

X1:102
6 2,3
S16:1
S16:2
S16:3
S16:7
S18:1
S18:2
S18:5
S18:6
S15:3
S15:4
S15:5
S15:6
S15:7
S15:8
15/54
r−out
br 1 speed 4
bl
3 w−in Bildschirm
9:11
9:11
5
9:16
9:16
9:17
9:17
9:12
9:12
9:6
9:6
9:6
9:7
9:7
9:7
8 BW 213/214 H−Version diplay
B60 X1:103 A44
1/4 w−out und BW 216/219/225 P15
8:10
r−in 5
2
sw
4 ws
X1:104 1 4 4 8
7
S19:1−6
direction
gnd w−out
B62
X1:105
15 Beschleunigungsaufnehmer
3
acceleration sensor
Dip−Schalter 1: Geschlossen, für Bandagenart "D"
11
Dip−Schalter 1: Offen, für Bandagenart "PD"
+15V − bl
18 Dip−Schalter 2: Geschlossen, für BW 213/214/217/219
B62
Dip−Schalter 2: Offen, für BW 142/172/212
−15V − brn X10:1−19 Alle anderen Dip−Schalter : keine Verwendung
AGND − gb/gn
Dip−switch 1: closed, for "D" − drum
B62 S − sw
7 Dip−switch 1: open, for "PD" − drum
Dip−switch 2: closed, for BW 213/214/217/219
ST1:1 Dip−Schalter 2: open, for BW 142/172/212
all other Dip−switches : no use
ST2:1−8 Schnittstelle
A35
ST1:2 interface
X1:116
7:20 31 31 10:1
Sensor Achsgeschwindigkeit Beschleunigungsaufnehmer (BH)

sensor, axle speed acceleration sensor (BH)
Beschleunigungsaufnehmer (BV)
acceleration sensor (BV) Terrameter, Ausrüstungsumfang VM2−VM5 Omegameter, Ausrüstungsumfang VM1
terra meter, applications VM2−VM5 omega meter, application VM1
15.11.02
1 1 582 700 91
Seis Omegameter, Terrameter
15.11.02
Werner omegameter, terrameter 008
Druckereinheit
S12 S4 P11 printer−unit
ST21 S14 S5 20
Koppelplatine BTM05
S6
S15
link−unit BTM05
S16 S7
Druckercontroller
printer−controller
paper formfeed
Papiervorschub
3
S17 S153
S8 X15 X16
S18 1 3 4 2 6 5 4 3 2 1
4
S9
S19
X13 X14
S10 1 2 3 4 5 6 7 1 2 3 4
S13
S6:1
S6:2
S6:3
S6:4
S6:5
S6:6
S6:9
S5:1
S5:2
S5:3
S5:4
S20 S11
8:11
8:11
8:11
8:11
8:10
8:10
8:13
8:13
8:12
8:12
8:12
8:11
8:12
8:12
8:12
8:13
8:13
8:10
8:11
8:11
8:11
8:10
8:10
8:9
8:9
S16:1
S18:1
S15:3
S15:5
S15:6
S15:7
S16:3
S16:7
S15:8
S18:5
S18:6
S16:2
S18:2
S15:4
Bedieneinheit
operation−unit
+ + +
23 23 23 13 13 23 X2 X2 X2 X2 X2
S131 S132 S133 S152 S140 S134 H56 H57 E07 E05 E04 P07 P05 P04
X1 X1 X1 X1 X1 − − −
24 24 24 14 14 24
START DRUCKEN TEST−NORMAL WEITER Bel. Omegameter Omegameter Geschwindigkeitsanzeige

start print test−normal continue illum. omegameter omegameter speedometer
STOP PD−D LÖSCHEN FERTIG Bel. Frequenzanzeige Frequenzanzeige
stop PD−D clear comp. achieved illum. frequency meter frequency meter
Bel. Geschwindigkeitsanzeige
illum. speedometer
15.11.02
1 1 582 700 91
Seis Detailansicht Drucker− und Bedieneinheit
15.11.02
Werner detail view printer− and operation−unit 009
30 X29/1:5
7:20
6:18 X1:14 X1:68 X29/2:8
8:18
STV2
X1:14 STV1
X1:3 6:5
F42 B F43 C F44 D F31 E F17 F F02 A
10A 10A 10A 15A 10A 10A
2 3 4 5 6 1
86 X1:130E
K32 X32:1
30
F02
K32
F40 20A
10:2
85
10:6
87 87a 3
0,18A
S45 7 2 7 2
X1:130A 01W 01W 012 3
01 01
4
S21 5 4 S20 5 4 S44
5 1
A12
B51 15 B51
+ + + +
X28/2:6
X28/2:8
X28/2:5
X28/2:7
X29/2:5
X29/2:7
X28/2:2
X29/2:6
X29/2:2
X29/2:1
− − − −
31
X29/1:6
X29/1:7
X29/1:3
X28/1:7
X28/1:5
X28/1:6
X29/1:8
X28/1:3
X28/1:8
X29/1:4
Steuergerät
control unit
E30
A13 5
Heizgerät
heating unit S38
X31:1
X30:1
X31:3
X33:1
X31:4
X30:3
X30:3
X33:3
rt D2 airtronic 1
br diagnose 1 1 1 1 1
5A
E32
n M09 +
n E29 M05 M M04 M M E27 E28 E23 E25
X36:2−8
2 2 2 2 2
4,6A
4,6A
4,6A
4,6A
14,2A
1,3A
2,9A
4,7A
−
n
4
n X32:2 X30:2 X31:2 X33:2
X37:1
gn
1
X1:69 X1:70
Y14 S28
2 + +
gn
X37:2 M07 M M06 M
F02
10:19
Kraftstoffpumpe − −
max. 3,8A
max. 3,8A
fuel pump heating unit

X1:131
Außerhalb der Kabine mont. X1:67 X1:63−66
31 ass. outside of cabin 31
8:20
10:5 Standheizung Innenleuchte Wascher hinten Wascher vorn Arbeitsscheinwerfer hinten Radio
independent heater inside light, cabin washer rear washer front working head lights, rear radio
Schalter Standheizung Wischer hinten Wischer vorne Kabinenlüfter Arbeitsscheinwerfer vorn Rundumkennleuchte
switch ind. heater windscreen wiper, rear windscreen wiper, front cab ventilator working head lights, front rotary beacon
15.11.02
1 1 582 700 91
Seis ZA Kabine, Standheizung, Rundumkennleuchte
15.11.02
Werner TS013 option cabin, ind. heater, rotary beacon 010
Name Bl. Pf. Benennung title TYP
003 5 FE5B/KABEL
003 5 WAGO−DIODE
A02 007 12 Blinkrelais Indicator relay

A06 005 2 Elektronik Frequenzanzeige vorne Electronic system, frequency meter, fr.
A08 008 18 Elektronik Omegameter Electronic system, Omegameter
A12 010 18 Radio Radio
A13 003 14 Steuergeraet Heizung Control unit, heating
A16 005 13 Elektronik Tachograph Electronic system, tachograph
A33 008 7 Zentralplatine Kopplung Verdichtungskomponenten Connection dircuit board, compac. components
A35 008 14 Versorgungsplatine Suppling circuit board
A44 008 5 Zusatzelektronik Additional control unit
A51 005 15 Platine Frequenzanzeige Circuit board,frequenzy meter
A68 003 3 Modul Sitzkontakt Modul seat contact
Werner
15.11.02
Seis
15.11.02
B06 002 8 Druckschalter Motoroel Pressure switch, engine oil

B11 002 13 Signalhorn Warning horn MAX. 5A
B11 002 14 Signalhorn Warning horn MAX.5A
B13 004 2 Naeherungsinitiator Fahrhebel links Proximity switch, travel lever, lh.
B14 004 4 Naeherungsinitiator Fahrhebel rechts Proximity switch, travel lever, rh.
B16 005 2 Aufnehmer Vibrationsfrequenz vorne Transducer, vibration frequency, front
B29 006 14 Raumthermostat Room thermostat
B51 010 18 Lautsprecher Radio Speaker radio
B51 010 19 Lautsprecher Radio Speaker radio
B53 002 8 Temperaturgeber Kuehlmittel Temperature switch, collant
B60 008 2 Aufnehmer Achsgeschwindigkeit Sensor, axle speed
B62 008 9 Beschleunigungsaufnehmer Acceleration sensor
B75 006 14 Kuehlmitteldruck coolant pressure
B113 003 14 EMR Temperaturgeber Kuehlmittel EMR Temperature switch, collant
E04 009 13 Beleuchtung Geschwindigkeitsanzeige Illumination, speedometer

E05 009 12 Beleuchtung Frequenzanzeige vorne Illumination, frequency gauge, front
E07 008 17 Beleuchtung Omegameter Illumination, Omegameter
E07 009 12 Beleuchtung Omegameter Illumination, Omegameter
E08 007 17 Blinkleuchte vorne links Indicator, front, lh. MAX. 1,75A
E09 007 18 Blinkleuchte hinten links Indicator, rear, lh. MAX. 1,75A
E10 007 18 Blinkleuchte vorne rechts Indicator, front, rh. MAX. 1,75A
E11 007 19 Blinkleuchte hinten rechts Indicator, rear, rh. MAX. 1,75A
E12 007 4 Parkleuchte links Parking light, lh. MAX. 0,42A
E13 007 4 Schlussleuchte links Tail light, lh. MAX. 0,42A
E14 007 5 Parkleuchte rechts Parking light, rh. MAX. 0,42A
component listing
E15 007 5 Schlussleuchte rechts Tail light, rh. MAX. 0,42A

E16 007 9 Scheinwerfer links Head light, lh. MAX. 4,6A
Bauteilliste
E17 007 9 Scheinwerfer rechts Head light, rh. MAX. 4,6A

E23 006 6 Arbeitsscheinwerfer vorne links Working head light, front, lh. 4,6A
E23 010 17 Arbeitsscheinwerfer vorne links Working head light, front, lh. 4,6A
E25 006 8 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 4,6A
E25 010 18 Arbeitsscheinwerfer vorne rechts Working head light, front, rh. 4,6A
E27 006 4 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 4,6A
E27 010 16 Arbeitsscheinwerfer hinten links Working head light, rear, lh. 4,6A
E28 006 5 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 4,6A
E28 010 16 Arbeitsscheinwerfer hinten rechts Working head light, rear, rh. 4,6A
E29 010 7 Innenleuchte Kabine Inside light, cabin 1,3A
E30 010 2 Heizgeraet Heating unit
E32 010 20 Kennleuchte Warning light 5A
E41 007 2 Umrissleuchte vorne links Contour illumination front, lh. MAX. 0,42A
E42 007 3 Umrissleuchte hinten links Contour illumination rear, lh. MAX. 0,42A
E43 007 6 Umrissleuchte vorne rechts Contour illumination front, rh. MAX. 0,42A
E44 007 6 Umrissleuchte hinten rechts Contour illumination rear, rh. MAX. 0,42A
F00 002 2 Hauptsicherung Batterie Fuse, main, battery 125A

F02 010 19 Ersatzsicherung Fuse, spare 10A
F03 004 15 Sicherung Vibration Fuse, vibration 30A
F05 002 1 Sicherung Steckdose Fuse, socket 30A
F07 007 12 Sicherung Warnblinker Fuse, hazard light 15A
F08 007 12 Sicherung Blinker u. Arbeitsscheinw. Fuse, indicators a. work. head light 15A
F09 007 4 Sicherung Park− u. Schlussl. links Fuse, parking and tail light, lh. 15A
F10 007 5 Sicherung Park− u. Schlussl. rechts Fuse, parking and tail light, rh. 15A
F11 007 9 Sicherung Scheinwerfer links Fuse, head light, lh. 15A
F13 002 16 Sicherung Startschalter Fuse, starter switch 30A
F17 010 18 Sicherung Radio Fuse, radio 10A
F19 006 6 Sicherung Arbeitsscheinw. vorne li. Fuse, working head light, front, lh. 30A
F22 006 4 Sicherung Arbeitsscheinwerfer hinten Fuse, working head lights, rear 30A
F24 002 5 Sicherung Ueberwachungsmodul Fuse, monitoring module 30A
F25 004 2 Sicherung Magnetv. Fahren u. Bremse Fuse, sol. valve, travel and brake 30A
F31 010 14 Sicherung Kabinenluefter Fuse, cabin ventilator 15A
F38 008 2 Sicherung Terrameter Fuse, terrameter 20A
F40 010 3 Sicherung Kabinenheizung Fuse, heating unit cab 20A
F42 010 7 Sicherung Kabineninnenleuchte Fuse, inside light cab 10A
F43 010 9 Sicherung Wischermotor hinten Fuse, wipermotor rear 10A
1
F44 010 11 Sicherung Wischermotor vorn Fuse, wipermotor front 10A

F48 002 3 Sicherung Gluehanlage Fuse, glow plug system 125A
G01 002 2 Batterie Battery

G02 002 4 Generator Generator
5
G03 002 3 Batterie Battery
H05 007 13 Meldeleuchte Blinker Indicator light, indicators

H06 007 13 Meldeleuchte Warnblinker Indicator light, hazard light
582 700 91
H07 003 5 Warnsummer Betriebsstoerung Warning buzzer, breakdown

H07 006 18 Warnsummer Betriebsstoerung Warning buzzer, breakdown
H08 002 5 Meldeleuchte Ladekontrolle Indicator light, charge control
H09 002 8 Meldeleuchte Oeldruck Motor Indicator light, engine oil pressure
H14 004 5 Warnsummer Rueckwaertsfahrt Back−up alarm buzzer MAX. 0,12A
101
H28 002 8 Meldeleuchte Kuehlmitteltemperatur Indicator light, engine coolant temp.

H34 003 14 Meldeleuchte Vorgluehen Indicator light, glowing
H56 009 10 Meldeleuchte "Weiter" Indicator light, "continue"
H57 009 10 Meldeleuchte "Fertig" Indicator light, "ready"
K04 004 15 Schrittrelais Vibration Toggle relay, vibration

K05 004 6 Relais Startstrom Relay, starting current BOSCHW
K06 006 2 Relais Scheinwerfer hinten Relay, head lights, rear BOSCHW
K09 002 6 Relais Klimageraet Relay, air conditioning BOSCHW
K11 002 16 Relais Klemme 30 auf 15 Relay, terminal 30 to 15 BOSCHW
K13 002 10 Relais Signalhorn Relay, warning horn BOSCHW
K14 003 16 Relais Vorgluehen Relay, glow plug system BOSCHL
K16 007 8 Relais Scheinwerfer vorne Relay, head lights, front BOSCHW
K26 004 4 Relais Rueckfahrwarneinrichtung Relay, back up alarm BOSCHW
K32 010 2 Relais Kabine Relay, cabin BOSCHW
K33 006 16 Relais Warnsummer Betriebsstoerung Relay, warning buzzer, failure indication BOSCHW
K48 004 2 Relais Fahrhebel 0−Stellung Relay, travel lever 0−position BOSCHW
Werner
15.11.02
Seis
15.11.02
K49 006 14 Relais Warnsummer Relay, warning buzzer BOSCHW

K62 002 5 Relais D+ Relay, D+ BOSCHW
M01 002 19 Starter Starter

M04 010 11 Scheibenwischermotor vorne Windscreen wiper motor, front 4,7A
M05 010 8 Scheibenwischermotor hinten Windscreen wiper motor, rear 2,9A
M06 010 12 Scheibenwaschermotor vorne Windscreen washer motor, front MAX. 3,8A
M07 010 9 Scheibenwaschermotor hinten Windscreen washer motor, rear MAX. 3,8A
M09 006 12 Kabinenluefter Cabin ventilator MAX. 12,2A
M09 010 14 Kabinenluefter Cabin ventilator 14,2A
P00 002 6 Betriebsstundenzaehler Operating hour meter

P03 005 10 Drehzahlmesser Rpm meter
P04 009 17 Geschwindigkeitsanzeige Speedometer
P05 005 4 Frequenzanzeige vorne Frequency meter, front
P05 009 16 Frequenzanzeige vorne Frequency meter, front
P07 008 19 Omegameter Omegameter
P07 009 15 Omegameter Omegameter
P09 005 18 Frequenz− und Geschwindigkeitsanzeige Frequency− and Speedometer
P11 009 12 Drucker Printer
P12 005 7 Voltmeter Volt meter
P15 008 14 BCM 03 Bildschirm BCM 03 terminal
R19 003 17 Heizflansch heater flange
S00 002 16 Startschalter Starter switch

S01 002 11 Schalter NOT AUS Switch, emergency off NOTAUSH
S01 002 11 Schalter NOT AUS Switch, emergency off
S03 002 14 Taster Signalhorn Push button, warning horn MAX. A
component listing
S13 004 15 Vibrationsschalter Fahrhebel rechts Switch, vibration, travel lever, rh.
S14 007 12 Warnblinkschalter Switch, hazard light
Bauteilliste
S15 007 3 Beleuchtungsschalter StVZO Switch, lighting StVZO

S16 006 2 Schalter Arbeitsbeleuchtung vorne Switch, working head lights, front
S20 010 11 Schalter Scheibenwischer vorne Switch, windscreen wiper, front
S21 010 9 Schalter Scheibenwischer hinten Switch, windscreen wiper, rear
S35 004 17 Vibrationsschalter klein/gross Switch, vibration low/high
S37 007 16 Schalter Blinker Switch, indicator
S38 010 20 Schalter Kennleuchte Switch, warning light
S42 004 10 Stufenumschalter schnell−langsam Speed range selector, fast−slow
S44 010 14 Schalter Kabinenluefter Switch, cabin ventilator
S45 010 7 Schalter Kabineninnenleuchte Switch, cabin inside light
S58 003 7 Schalter Aetherstartanlage Push button, ether starting unit
S102 006 12 Schalter Klimaanlage Switch air conditioning
S131 009 4 Schalter Start Switch, start
S132 009 5 Schalter Stop Switch, stop
S133 009 6 Schalter Drucken Switch, print
S134 009 8 Schalter Loeschen Switch, erase
S140 009 8 Schalter Test / Normal Switch, test mode / standard mode
S152 009 7 Schalter PD−D Switch, PD−D
S153 009 18 Papiervorschub Paper formfeed
V01 002 12 Diode Diode DIODENMODUL

V02 004 10 Diode Diode
V06 002 5 Diode Diode ZY 3.9
V07 006 11 Diode Diode KABEL FE5B
V08 002 6 Diode Diode FE5B
X1:1 002 2 WAGO E−KASTEN WAGO E−BOX

X1:3 010 3 WAGO, E−KASTEN WAGO, E−BOX
X1:15 002 5 WEIDMÜLLER E−KASTEN WEIDMÜLLER E−BOX
2

5

582 700 91

102

Werner
15.11.02
Seis
15.11.02

X1:4A 002 1 SICHERUNGSKLEMME fuse terminal
X1:4E 002 1 SICHERUNGSKLEMME fuse terminal
X1:63−66 002 6 WAGO E−KASTEN WAGO E−BOX
component listing

X1:63−66 010 12 WAGO, E−KASTEN WAGO, E−BOX
Bauteilliste

X1:101A 008 2 SIKA − KLEMME fuse terminal
X1:101E 008 2 SIKA − KLEMME fuse terminal
3

5

582 700 91

103

X1:123 005 16 WEIDMÜLLER K−KASTEN Weidmüller e−box
X1:130A 010 3 WAGO, E−KASTEN WAGO, E−BOX
X1:130E 010 3 WAGO, E−KASTEN WAGO, E−BOX
X1:139.1 003 5 WAGO, E−KASTEN WAGO, E−BOX
Werner
15.11.02
Seis
15.11.02
X1:13A 002 19 WAGO E−KASTEN WAGO E−BOX

X1:75A 007 12 WEIDMÜLLER E−KASTEN WEIDMÜLLER E−BOX
X1:75E 007 12 WEIDMÜLLER E−KASTEN WEIDMÜLLER E−BOX
X6:1 004 2 AMP FAHRHEBEL AMP, travel lever
X9:1 004 5 AMP RÜCKFAHRSUMMER AMP BACK UP ALARM
X9:2 004 5 AMP RÜCKFAHRSUMMER AMP BACK UP ALARM
XS 002 1 Steckdose Socket
X10:1−19 008 13 SCHALTBAU FAHRERSTAND SCHALTBAU, operators platform
X13:1 009 12 Druckerschnittstelle intreface printer
component listing

Bauteilliste

X15:1 009 12 Druckercontroller Printer−controller
X22:1 007 9 STECKER SCHEINW. STVZ connector head lights StvZO
X24:1 007 4 STECKER SCHLUßLEUCHTE connector tail lights
X25:1 007 4 STECKER PARKLEUCHTE connector parking lights
X30:1 010 10 WISCHER HINTEN connector wiper rear
X30:3 010 9 STECKER WISCHER HINTE connector wiper rear
X31:1 010 13 WISCHER VORN connector wiper front
4

X32:1 010 7 STECKER INNENLEUCHTE connector inside light, cabin
X32:2 010 7 STECKER INNENLEUCHTE connector inside light, cabin
X33:1 010 14 STECKER LÜFTER connector blower
5

X34:1 006 12 LÜFTERVERBINDER connector blower
582 700 91

X36:2−8 010 5 STECKER DIAGNOSE connector diagnosis
X37:1 010 5 STECKER KRAFTSTOFFPUM connector fuel−pump
X37:2 010 5 STECKER KRAFTSTOFFPUM connector fuel−pump
X28/1:3 010 12 KABINE HAUPTSTECKER main connector cabin
104

Werner
15.11.02
Seis
15.11.02

Y01 002 18 Magnetventil Startmehrmenge Solenoid valve, start boost fuel

Y04 004 8 Magnetventil Bremse Solenoid valve, brake MAX. 1,8A
Y07 004 17 Magnetventil Vibration vorne gross Solenoid valve, vibration, front, high MAX. 2,5A
Y08 004 18 Magnetventil Vibration vorne klein Solenoid valve, vibration, front, low MAX. 2,5A
Y13 002 11 Hubmagnet Motor Shut off solenoid, engine MAX. 1,5A
Y14 010 5 Kraftstoffpumpe Heizgeraet Fuel pump, heating unit
Y15 006 9 Magnetkupplung Klimakompressor Magnetic clutch, air conditioning compr. 3,5A
Y30 004 9 Magnetventil Stufenumschaltung vorn Solenoid valve, speed range sel., front MAX. 1,67A
Y31 004 11 Magnetventil Stufenumschaltung hinten Solenoid valve, speed range sel., rear MAX. 1,23A
component listing
Bauteilliste
55
582 700 91
105
Option Arbeitsbeleuchtung
option working head lights
Option StvZO Beleuchtung

057 664 33 option StvZO illumination
A68
057 556 57
K49 K33 K09 K05 K11 K13 K26 K48 K62 K06 K32 K16 A02 A44 A16
582 701 68
057 664 38
057 268 42 057 664 80 057 665 08

Option Kabine K04
option cabin
Option Klimaanlage A51
option air conditioning
Option Kabine Option VM2−VM3

X1:67−74 X1:101−116 057 665 90
X1:67−74 option VM2−VM3
option cabin X1:101−116
Option StvZO Beleuchtung Option Tachograph
Klemmleiste X1:1−66 X1:75−100 X1:121−128
terminal X1:1−66 X1:75−100 option tachograph
Option StvZO illumination X1:121−128
15 16 17 18 19 20 21 29 30 31 32 37 38 39 40 41 47 48 49 50 51 52 59 60 69 70 71 80 81 82 83 84 85 86 87 88 89 135136
F11
F10
F07
F09
F08
F13
F05
F03
F25
F38
F22
F40
F24
F19
111
115
110
117
112
118
121
103
102
123
122
104
124
139140
13a
116
14a
22 23 24 25 26 27 28 33 34 35 36 42 43 44 45 46 53 54 55 56 57 58 61 62 72 73 74 90 91 92 93 94 95 96 97 98 99 137138
100
131
13
12
14
63
65
66
67
68
64
1
3
2
113
115
119
114
106
107
109
108
120
125
126
127
128
101
130
10
75
76
77
79
78
5
9
8
4
057 565 19 Option Klimaanlage Option Sitzschalter

057 564 35 057 565 19 057 564 21 057 564 23 X1:117−120 X1:135−140
057 564 24 X1:117−120 X1:135−140
057 564 36 057 565 20 option air conditioning option seat−switch
057 564 29
057 564 19 Option Standheizung
X1:130−131
057 564 17 057 564 23
X1:130−131
057 564 22 option ind. heater
Signal "W" für option Drehzahlmesser (X1:58)

signal "W" for option rpm meter (X1:58)
15.11.02
1 1 582 700 91
Seis Schaltkasten
15.11.02
Werner e−box 202

BW211D-3 svctrgBF4M2012C PDF

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Service Training

Single Drum Roller

Teile-Nr. 008 099 75 Edition 01/ 2003

• the location of components in the machine eases maintenance work,

BW 211 D-3 -A1-

1. Operating and maintenance instructions

BW 211 D-3 -A2-

BW 211 D-3 -A3-

Position of machine components

1 Front frame 13 Travel pump

BW 211 D-3 -B1-

Drum drive motor

Pressure test port, vibration pump

BW 211 D-3 -B3-

BOMAG Central Service - Technical data and adjustment values

Product type: BW 211 D-3

Travel motor, rear:

Steering and charge pump:

BW 211 D-3 -C1-

1000 oper. hours

Change the engine oil filter X

BW 211 D-3 -C2-

1000 oper. hours

Clean the cooling fins on radiator, charge X X X X

BW 211 D-3 -C3-

1000 oper. hours

Change the hydraulic oil filter min. every 2 years X X

Additionally every 12.000 hours: engine service:

• Replace the Injection valves

• Replace the coolant pump

• Replace the pressure retaining valve

• Replace the crankcase ventilation valve

BW 211 D-3 -C4-

BW 211 D-3 -C5-

This automotive engine is characterized by the following features:

• short and compact design,

• low noise level,

• almost vibration-free running,

• low fuel consumption,

• low exhaust emissions (EPA II),

• high power reserves and

• good access to all service points.

The forged crankshaft is equipped with integrated counterweights.

BW 211D-3 BF4M 2012C -D1-

Fig. 1: Service side BF6M 2012

1 Oil filler neck 8 Fuel pump

BW 211D-3 BF4M 2012C -D2-

Fig. 2: Starter side

BW 211D-3 BF4M 2012C -D3-

Fig. 3: Lubrication oil circuit

1 Oil sump 12 Piston cooling nozzle

BW 211D-3 BF4M 2012C -D4-

Fig. 4: Lubrication oil circuit

BW 211D-3 BF4M 2012C -D5-

Fig. 5: Fuel system

BW 211D-3 BF4M 2012C -D6-

BW 211D-3 BF4M 2012C -D7-

Fig. 6: Fuel filter / water separator

The fuel pre-filter / wate rseparator consists mainly of:

• the centrifugal water separator

• and the filter element

BW 211D-3 BF4M 2012C -D8-

BW 211D-3 BF4M 2012C -D9-