MH3059 Material Handler Hydraulic System Caterpillar

Electronic Control Module (ECM)

Illustration 1	g03432719

Illustration 2	g03031736
A typical IQAN system

Illustration 3	g00875572
Electronic control module (1) Status Indicator (2) Status Indicator

Status indicator (2) is green when the module has the proper supply voltage. If status indicator (2) is OFF, the supply voltage is not present.

If the status of the IQAN Master module is normal, status indicator (1) will flash with a yellow light.

If errors are detected, status indicator (1) will flash with a red light. See Table 1 for an explanation of the sequence of the flash codes.

The IQAN module is the central unit in the IQAN system. The monitor is a driver information unit and a bus master that is intended for the high-end range of mobile hydraulic applications. The IQAN system is a CAN (Controller Area Network) bus control system for total vehicle control (for example, engine, working hydraulics, supervision). In most applications the MDL2 display can replace all mechanical dial-type instruments.

The display in the module has high optical performance across a wide operating temperature range and over a wide range of ambient light.

The monitor has three main roles in the control system for the vehicle: master control unit, information display and data gateway to other systems.

The monitor has four CAN interfaces that support ICP (IQAN CAN Protocol) for IQAN bus communication. The buses may be configured for SAE J1939 or Generic user-defined protocols (for example, CAN open). Additionally, any of the CAN buses may be used for diagnostic purposes. The unit has two diagnostic ports RS232 and USB. An additional RS232 connection in the main connector is dedicated for external modems.

The IQAN monitor also has multiple inputs and outputs flexibly configured using IQAN software for measurement and control.

All I/O are EMI filtered and protected against short circuit to -BAT and +BAT.

Illustration 4	g03031818
Front, rear, and side views of the IQAN monitor (A) 206 mm (8.1 inch) (B) 81 mm (3.2 inch) (C) 63 mm (2.5 inch) (D) 143 mm (5.6 inch) (E) 119 mm (4.7 inch) (F) 188 mm (7.4 inch)

Illustration 5	g03028579
Operator control panel for the IQAN monitor (display when machine is in operation).

Illustration 6	g03431846
Mounting location for the upper control modules (1) Upper controller 1 (2) Upper controller 2 (3) Upper controller 3

Illustration 7	g03431545
Mounting location for the lower control modules (4) Lower controller 1 (5) Lower controller 2

Pin Locations

Illustration 8	g03341166
Machine ECM Connector (42-Pin)

Input Components

Analog Sensor

Analog sensors produce a change in an electrical property in response to a change in conditions. This change in electrical property requires conditioning by an analog circuit before conversion to digital.

Travel Load Sense Pressure Sensor

This sensor monitors the load sense pressure for the travel and reports heavy use events to the Master Load Control module. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master Control module sends a signal to the Propel Solenoid to decrease machine velocity, when the speed control button is set high. The Master Control module will automatically set the machine speed to low during a heavy use event. Changing the load machine speed to the slow setting will also increase the torque available to move the machine.

Note: A pressure reading higher than 37921 kPa (5500 psi) for more than 1 second results in the creation of the log by the control module.

Outrigger A and B Sensors (1A, 1B, 2A, 2B, 3A, 3B, 4A, 4B)

Each of the outriggers are monitored by proximity sensors. The proximity sensors are used to monitor the position of each of the cylinders. The sensors indicate if each of the outriggers are fully extended or fully retracted. When the cylinder reaches the limit, the Outrigger Sensor will send a signal to the control module. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master Control module will send a signal to the Operator monitor to indicate that the outrigger is in the desired position. If one of the outriggers is not positioned correctly, the monitor will illuminate LEDs on the control push buttons for the effected outrigger.

The position of the outriggers determines the hydraulic power available to operate the boom functions. The boom functions operate in two different states depending on the position of the outriggers.

Normal Loading Operation - The outriggers are down (or the outrigger down sensors are enabled). The joystick loading function is normal.

Restricted Loading Operation - The outriggers are all not down (this condition will be indicated on the operator screen). In this condition, the boom and stick functions are limited to 60 percent of normal output. The lifting capacity of the boom is limited to 40 percent of normal output. The lifting capacity of the stick is limited to 35 percent of normal output. The swing function is limited to 20 percent of the normal output.

Note: The machine controller monitors the hydraulic pressure and the angle of the boom to determine the maximum lift for a given load. When the controller determines the maximum lift capacity is exceeded, the main lift, stick extend, and swing functions will be locked out.

Fan Speed Spend Unit Sensor

If the current to the fan solenoid valve is interrupted, the relief valve will continue to increase pressure. The relief valve will cause the discharge pressure to increase until the relief valve reaches the mechanical valve cutoff. The Fan Speed Sensor sends a signal to the control module. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master Control module will send a signal to the relief valve to energize the hydraulic circuit.

Air Filter Indicator Sensor

The air Filter Indicator Sensor monitors the flow of air through the air intake filter. When the flow of air is restricted because the filter is clogged or dirty, the sensor sends a signal to the control module. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master Control module will alert the operator by displaying an indicator on the operator monitor screen.

Voltage Sensor (If Equipped)

The voltage sensor monitors the output of the generator of the machine. The generator is designed for 24 VDC output. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master Control module will alert the operator by displaying a gauge on the operator monitor screen.

Automatic Throttle

The speed of the engine will be lowered if the machine experiences a no load condition for 5 seconds. This process is designed to reduce noise and fuel consumption. When the joystick or button is activated, the engine speed returns to 800 rpm.

Fan Pump Pressure Sensor

The Fan Pump Pressure Sensor sends a signal to the control module to indicate the pressure being used to drive the cooling fan. The control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The Master control monitor will increase or decrease flow to the hydraulic cooling fan based on the reading from the Hydraulic Oil Temperature Sensor. While taking in consideration the fan pump discharge pressure, the Master Control module will provide a signal to the solenoid for the fan pump. When the solenoid receives minimum current and the engine is running at high idle, maximum flow is sent to the fan motor.

Pilot Pressure Sensor

The Pilot Pressure Sensor monitors the amount of pressure within the pilot circuit and reports that information to the control module. The control module for the sensor communicates the signal information to the Master Control module. If the pressure exceeds the programmed parameters of the Master Control module, a signal is sent to the machine controller to log the diagnostic event.

Note: A brake pressure reading higher than 4826 kPa (700 psi) for more than 1 second results in the creation of a log by the control module.

Grease Cycle Signal Sensor and Grease Pump Low Sensor

This machine is equipped with a fully automated grease system using electric pumps and multiple lines. The Master Control module monitors the movement of the machine to ensure that lubricant is distributed at the proper intervals. The grease system features a built-in pressure relief valve with an internal return to the reservoir and attached divider block. When the machine is in use, a stirring paddle is periodically active to prevent grease separation and reduce bleeding of the grease. The end of limit switches (upper and lower), for the grease pump, are also monitored by the Master Control module.

Hydraulic Level Send Unit

Note: A linear variable displacement transducer (LVDT) is used to monitor the hydraulic level on machines produced in 2011 and later.

The Hydraulic Level Send Unit is a linear variable displacement transducer that is located inside the hydraulic tank. The transducer provides readings in percentages similar to some fuel level sensors. The control module for the sensor communicates the signal information to the Master module. The operator is alerted by the monitor when the fluid in the hydraulic tank is low. The software that monitors the send unit applies a buffer of several seconds to the monitoring of the send unit. This buffer ensures that switch movement is not due to shifting hydraulic fluid inside the tank.

Note: A float switch is used to monitor the hydraulic level on machines produced in 2010 or earlier.

The Hydraulic Level Send Unit is a float switch that is located inside the hydraulic tank. When the float is in the down position, the switch on the send unit is open. The control module for the sensor communicates the signal information to the Master module. The operator is alerted by the monitor when the fluid in the hydraulic tank is low. The software that monitors the send unit applies a buffer of several seconds to the monitoring of the send unit. This buffer ensures that switch movement is not due to shifting hydraulic fluid inside the tank.

Main Boom Pressure Sensor

This pressure sensor is used to monitor pressure at the base of the Main Boom cylinders of the machine. The control module for the sensor communicates the signal information to the Master Control module. The module converts the pressure reading into a force (weight) reading for the load on the front linkage. The information is communicated via the J1939 CAN Data Link. The force on the front linkage is displayed on the operator monitor and indicates when a potential tipping hazard is present.

Note: A pressure reading higher than 37921 kPa (5500 psi) for more than 1 second results in the creation of the log by the control module.

Upper Lower Position Sensor

The Upper Lower Position sensor is used to determine the location of the upper section of the machine in relation to the undercarriage. The Master Control module is programmed to allow the cab of the machine to be lowered only under certain conditions. The control module, for the sensor, communicates the upper/lower machine alignment information to the Master module. The information is communicated via the J1939 CAN Data Link. When the position is correct, the Master module allows the operator to engage the Fore/Aft cab lift cylinders for lowering the cab to ground level. The position sensor is used to determine the positions at which the cab can be lowered without contacting the undercarriage.

Note: The Up/Down linkage for the cab is not impacted by this programming.

Cab Lift Main Angle Sensor and Cab Lift Secondary Angle Sensor

The Cab Lift Angle Sensors communicate the angle of the Boom and Stick to the control module. The control module communicates the signal information to the Master Control module. The information is communicated via the J1939 CAN Data Link. The sensors are located on the Boom and Stick and communicate the angle of the front linkage as the cab is raised and lowered. A magnet, near each of the sensors controls the position of each sensor as the booms are raised and lowered. The information from the Boom Angle Sensors is compared to the values that are preset for the Master Control module. The information is used to determine if the cab is maintaining a pre-programmed distance from the boom and secondary boom.

Main Boom Angle Sensor and Secondary Boom Angle Sensor

The Boom Angle Sensors communicate the angle of the Main and Secondary boom to the control module. The control module communicates the signal information to the Master module. The information is communicated via the J1939 CAN Data Link. The Boom Angle Sensors are mounted near the foot of the Main Boom and at the swing point on the Secondary Boom. A magnet near each sensor controls the position of each sensor as the booms are raised and lowered. The position of the front linkage is displayed on the operator monitor in relation to the body of the machine. The information from the Boom Angle Sensors is compared to current pressure and position readings for the boom. The information is used to determine if the machine is in a position that could result in a tipping hazard.

Travel Pedal Sensor

The Travel Pedal sensor is a pulse width modulated (PWM) sensor that monitors the position of the travel pedal. The signal from the sensor is monitored by the control module. The control module communicates the signal information to the Master Control module. The Master Control module sends a signal to the Travel Displacement solenoid to adjust the current to the valve. As the current is increased, a greater amount of flow is applied to the drive wheels. As greater flow is applied, the wheel speed is increased.

As the machine moves, the flow diverter valves on the lower valve manifold receive pressure information from each drive motor. The IQAN system monitors the working pressure for each drive motor and controls the displacement for each motor. The flow diverter valves are adjustable needle valves that are set to 19 L/min (5 US gpm). The needle valves allow flow in only one direction with one valve arranged for left-to-right flow and the other valve set to right-to-left flow. This system allows the outside wheel to turn faster than the inside wheel while steering.

Swing Pump Pressure Sensor

The Swing Pump Pressure Sensor provides an input to the control module. The control module uses the signal from the sensor to determine if the machine is performing work. The sensor can also be used to determine if the output of the pump is not active.

The control module communicates the status of the Swing and Machine pump pressure sensors to the Master Control module via the J1939 Data Link. The Master Control module will determine the operation of the auto lube system (based on frequency of movement), and the demand for machine power.

Note: A pressure reading higher than 41369 kPa (6000 psi) for more than 1 second results in the swing brake being engaged while in motion.

Brake Pressure Sensor

The Brake System Pressure Sensor provides an analog input to the control module. The control module uses the sensor input data and other machine conditions to determine if conditions are correct for the activation of the brake. The control module communicates the reading from the sensor to the main controller via the J1939 Data Link.

To activate the brake, the Brake Pressure Sensor must be indicating that the system pressure is OK.

Because the machine is driven by a motor at each wheel, the brake system consists of four-wheel independent hydraulic braking plus a parking brake. Stopping distance from 7.5 mph to zero is 9 feet.

Note: A brake pressure reading higher than 4826 kPa (700 psi) for more than 1 second results in the creation of the log by the control module.

Hydraulic Oil Temperature Sensor

The monitoring system obtains the value of the hydraulic oil temperature from the temperature sensor circuit. The sensor is considered an analog sensor because the sensor varies in resistance. As the temperature increases, the voltage that is measured at the pin decreases. The circuit of the sensor is processed by the control module. The value of the sensor is transmitted on the CAN (J1939) Data Link. This information is read by the instrument cluster to set the position of the hydraulic oil temperature gauge.

Note: When the temperature of the hydraulic oil exceeds 82° C (180° F), derate of machine functions begin to occur. When the temperature of the hydraulic oil reaches 85° C (185° F), the hydraulic function of the machine is limited to 80 percent.

Pulse Width Module (PWM) Sensors

When powered up, the sensor sends a continuous PWM square wave signal to the control module. Any movement on a specific axis is detected by the position sensor for that axis. The duty cycle of the sensor changes depending on the direction and amount of movement on the axis. The duty cycle is the percentage of time that the signal is high verses the overall period of the cycle. The longer that the duty cycle is high, the greater the percentage of the duty cycle will be.

The percentage of the duty cycle signal for a valid sensor is 10 ± 5 percent to 90 ± 5 percent. These percentages occur at the extreme ends of the axis movement. A typical joystick thumbwheel that is in the center position would result in a duty cycle of 50 ± 5 percent. For a foot pedal that is not depressed, a typical duty cycle signal would be 10 ± 5 percent. The duty cycle would be 90 ± 5 percent when the pedal is fully depressed. The control module uses the PWM signal and a software "map" to determine the appropriate output signal that is applied to a specific output device.

Fuel Level Send Unit

The electronic Fuel Level Sensor is a PWM sensor that operates at a frequency of 500 Hz. The sensor provides a PWM duty cycle input to the secondary control module. The secondary control module will use the J1939 Data Link to send a signal to the Master Control module. The Master Control module will communicate with the monitor to display the status of the fuel level.

As the amount of fuel in the fuel tank increases, the duty cycle signal from the sensor does not increase in a linear fashion. The signal increases at a higher rate for the half tank to full tank portion of the scale than the empty to half full portion.

When little or no fuel is in the tank, the PWM duty cycle input to the control module is approximately 5 percent. When the fuel tank is half full of fuel, the PWM duty cycle input to the control module is approximately 30 percent. When the fuel tank is full of fuel, the PWM duty cycle input to the control module is approximately 95 percent.

Switches

The following is a list of switches for the MH3059:

Grease Cycle Switch

For the grease cycle to begin, the Grease Cycle Switch must be in the OPEN position. The switch is normally CLOSED to block the flow of grease when a greasing cycle is not requested by the Master Control module. The greasing cycle frequency is determined by parameters programmed into the Master Control module. The Master Control module and the control module for the Grease Cycle Switch communicate with each other via the J1939 CAN Data Link. When the Master Control module detects an unexpected state for the Grease Cycle Switch, the module uses the operator screen to alert the machine operator.

Note: The Master control module is programmed with cycle times and frequency information to trigger the activation of the grease cycle. The settings, however, can be customized. The control module is programmed to activate the grease cycle following 15 minutes of operation.

Hydraulic Brake Alert Switch

The analog Brake Alert Sensor monitors the pressure available to apply the brakes to the material handler.

When the sensor is active, a signal is sent to the control module. The control module signals the Master Control module that the sensor is active via the J1939 Data Link. The Master module will display a message to the operator via the operator monitor display. The message alerts the operator to the status of the brake system.

Swing Pump Filter Switch

If the filter for the swing pump becomes full of debris, the restriction to flow causes a pressure increase. The increase in pressure activates the Swing Pump Filter Switch. When the filter is full of debris, a filter change must be performed immediately. The hydraulic circuit does not contain a bypass path around the filter when the filter is clogged.

When the pressure increases beyond the set limit, the filter switch sends a signal to the control module. The control module signals the Master Control module that the switch is active via the J1939 Data Link. The Master module will display a message to the operator via the operator monitor display when the switch is active. The message alerts the operators that the filter is in need of immediate replacement.

Hydraulic Tank Filter Switch

If the filter for the hydraulic tank becomes full of debris, the restriction to flow causes a pressure increase. The increase in pressure activates the Hydraulic Tank Filter Switch, which opens a bypass valve. When the bypass valve opens, oil is allowed to bypass the filter element. With the bypass valve active, oil entering the tank is allowed to bypass the filter element. The oil goes directly to the hydraulic tank. When the oil bypasses the filter element, debris in the oil will damage other system components.

When the filter to the hydraulic tank is being bypassed, the filter switch sends a signal to the control module. The control module signals the Master module that the switch is active via the J1939 Data Link. The Master module will display a message to the operator via the operator monitor display when the switch is active. The message alerts the operators that the filter is in need of replacement.

Case Drain Filter Switch

Case drain oil from the main pump, swing pump, and fan pump flows into the case drain line. The case drain oil from all of the travel motors combine into the drain line. Case drain oil from the swing motor and travel motors flows into the respective drain lines. All of the case drain oil from the pumps and the motors flows through the case drain filters to the hydraulic tank.

If any of the case drain filters are clogged, the drain filter switch will become active due to an increase in pressure. The active switch causes the oil to bypass the filter and return directly to the tank. The switch will send a signal to the control module. The control module signals the Master Control module that the switch is active via the J1939 Data Link. The Master Control module will display a message to the operator via the operator monitor display when the switch is active. The message alerts the operators that the filter is in need of replacement.

A bypass route will open when the pressure relief valve opens as a result of the increase in pressure.

Door Switch

The Door Switch is a proximity switch. The switch provides one switch-to-ground input to the control module that indicates that the door of the cab is closed. When the door is closed, the switch input is grounded. The control module signals the Master module that the door is closed via the J1939 Data Link. The Master module changes the display on the operator monitor to indicate that the cab can be raised.

Switch Panels (Right Side Console and Control Panel)

Illustration 9	g03341190
Located on right console (1) Parking brake control (2) Swing brake control (3) Auxiliary control (4) Headlights (5) Window wipers (6) Window washer fluid (7) Magnet control (8) Flood lamps

Illustration 10	g03341198
Located on right control panel (9) Cab raise (10) Cab retract (11) Cab lower (12) Cab extend (13) Oscillating axle control (14) Forward and reverse travel control (15) Stabilizers up (16) Stabilizers down

Illustration 11	g03341199
Located on right control panel (17) Left front stabilizer up (18) Right front stabilizer up (19) Left rear Stabilizer down (20) Right rear Stabilizer down (21) Left front stabilizer up (22) Right front stabilizer up (23) Left rear Stabilizer down (24) Right rear Stabilizer down

Key Start Switch

Illustration 12	g03367615
Key start switch

The key start switch is an input of the engine and pump controller. The key start switch informs the ECM of an attempt to start the engine. Then, the ECM initiates the start procedure.

The starting switch is a four position switch, and connects the battery supply terminal B to the other terminals.

Usually the position of the switch is the OFF position. At this time the connected terminals are the B and C terminals only.

When the switch is in the ON position, the connected terminals are B and R only. The keyswitch will remain in this position without handling.

When the switch is in the Start position, the connected terminals are B, R, and S. The keyswitch must be handled to remain in this position.

When the keyswitch is in the EMERGENCY STOP position, the connected terminals are B and A only. The keyswitch must be handled to remain in this position.

During normal machine operation, the start terminal of the key start switch is open. If the key start switch is placed in the START position, the start terminal will close. +Battery voltage is supplied to the start terminal. When all starting conditions are satisfied, the ECM sends a +battery signal to the start relay and engine cranking begins.

Note: After the key start switch is initially turned to the START position, the switch will not return to the START position from the ON position. The switch must be turned to the OFF position first. Then, the switch can be turned to the START position.

Output Components

Solenoids

Illustration 13	g03367623

Auxiliary Open/Close A

Auxiliary Valve B

Upper Pilot ON

Isolate (Lower) A, Isolate Warn B

Parking Brake

The parking brake switch is located to the right of the operator in the cab. When the switch is pressed, an electrical current is detected by the control module for the switch. The control module for the switch relays a signal to the Master Control module of the machine via the J1939 Data Link. The Master Control module signals the operator monitor to display the Parking Brake request. The Master Control module also signals the control module for the Parking Brake solenoid. The pilot pressure for the Parking Brake solenoid is directly linked to each of the four travel motors that drive the machine. When the solenoid valve is OPEN, pressure is sent to each travel motor to brake the machine. A pressure sensor is used to monitor the brake pressure.

Note: A brake pressure reading higher than 4,826 kPa (700 psi) for more than 1 second results in the creation of the log by the control module.

Steering A and B

The thumbwheel control on the left joystick is used to control the steering of the machine. The signal from the joystick switch is sent to the control module. The control module for the switch relays a signal to the Master Control module of the machine via the J1939 Data Link. The Master Control module signals the operator monitor to display the steering signal request. The Master Control module also signals the control module for the active steering cylinders. The proximity sensors for the steering cylinders are mounted on the head end of the steering cylinders. The sensors provide a binary signal to the control module.

When the steering cylinder extension length changes, the change is measured in small increments. These small changes make the measurement of the duty cycle changes difficult.

The Master module monitors the signals from the left joystick thumbwheel switch to adjust the output current to the steering solenoids accordingly.

HP Limit Pump #1 and HP Limit Pump #2

Engine rpm is monitored to control horse-power (HP) limiting as a percentage of the load on the engine .As the engine rpm of the machine increases, the Master control module signals the electronically controled spring on the pump proportional reducing valve to shift. The spool is shifted to the right. By shifting the spool to the right, the hydraulic fluid at the valve is routed to the hydraulic tank, causing the pump to destroke.

Axle Lock A and B

The MH3059 is equipped with an oscillating axle lock. This locking system permits the operator to free float between the use of the axles. This feature permits the operator to swing the upper portion of the machine by 180 degrees, and steer the machine on the opposite wheels. The advantage to this feature is to reduce the need to drive the machine in reverse over long distances.

The oscillating axle is locked when the oscillating axle lock solenoid valves are de-energized. The oscillating axle lock solenoid valves are de-energized when the oscillating axle button is in the OFF position.

When the oscillating axle lock solenoid is de-energized, oil is returned to the hydraulic tank. Also a connection is made from the oscillating axle cylinders to the hydraulic tank.

The oscillating axle is allowed to move when the axle lock solenoid valve is energized. When the oscillating axle lock solenoid is energized, a connection allows anti-cavitation oil to flow from the pump to the axle cylinders. The pressure at the axle cylinder is approximately 689 kPa (100 psi).

Grease Selector Lower

The upper and lower auto-lube system sends grease to the machine components based on the frequency of machine movements. The Master Control module of the machine tracks the movement of machine components. Blocked and low reservoir notifications are built in to the monitoring software. The reservoir is estimated to run about 400 hours between fills.

Defrost Differential and Cab Differential

The heating system uses coolant from the engine cooling system. Coolant is always circulated through the heater core by the water pump. Dampers on either side of the heater core are actuated when the selected temperature requires heating in order to be attained. The selected temperature is relative to the sensed temperature in the cab. When the dampers open, air flows across the heater core. The dampers adjust accordingly depending on the amount of warm air that is required to achieve the set point. When the air flows across the heater core, the air is heated quickly. The heated air is blended with the circulated air to warm the discharged air. The warmed air is then discharged into the cab through the air outlets.

The amount of increase in air temperature is controlled by the amount of air that flows across the heater core. As the amount of air flow increases, the temperature of the air that is discharged increases. The blend of cool air and warm air contains a greater amount of warm air. The coolant continues to flow from the heater core to the engine cooling system.

Water Valve

The air temperature dial on the HVAC operator settings controls the position of the water valve. The water valve is shut off to prevent the engine coolant from flowing through the heater core, with the dial in the full counterclockwise position. The HVAC system will create cooler air when the dial is in this position. The water valve is open to allow the maximum engine coolant to flow through the heater core with the dial turned fully clockwise. The HVAC system will create warmer air when the dial is in this position.

Fan Speed

The hydraulic fan system controls the speed of the machine cooling fan. The ambient and fluid temperatures are monitored by sensors on the machine. The hydraulic fan system allows the fan to decrease speed during cool ambient temperatures or a light work application. The temperature sensors send data to the control module of the IQAN system. The control module sends the information to the Master Control module of the IQAN system. The Master Control module sends commands, based on the programmed instructions, to the control module for the fan solenoid. When required, the IQAN system will send a signal to change the current to the fan solenoid. The change in current will change the flow of oil from the control manifold to the spool of the flow compensator valve. The movement of the spool in the pressure and flow compensator valve will decrease the angle of the swashplate in the hydraulic fan pump. By changing the angle of the swashplate, the volume of oil from hydraulic pump will decrease. The decrease in the angle of the swashplate will slow the flow of oil to hydraulic fan motor.

When the temperature of the hydraulic oil in the reservoir reaches 55° C (130° F) the fan starts at minimal air flow, preventing over cooling of the Charge Air system and conserving engine horsepower.

When the hydraulic oil reaches 71° C (160° F), the fan speed will increase to maximum.

When the hydraulic oil reaches 82° C (180° F), the pump for the hydraulic system starts to de-rate to prevent damage to the hydraulic system.

When the valve is unplugged, the fan will run full air flow forward (sucking air into the engine compartment).

The Pressure and Flow compensator valve which controls the pump flow is mounted on the hydraulic fan motor. The Pressure and Flow compensator valve contains a proportional relief valve and a directional valve.

Fan Reverse

The fan directional solenoid is used to clear debris from the cooling coils of the hydraulic system. The Master Control module is programmed to energize the reverse solenoid at a specific time interval.

The engine fan will reverse air flow automatically every 30 minutes along with the hydraulic oil cooler fan. This process takes about a minute. The fan will go back to running the speed determined by the cooling parameters discussed above.

Note: The frequency for the reversal of the fan is adjustable within a range of 10 minutes to 60 minutes.

Cab Raise/Lower A and B

The hydraulic cab riser system allows the cab to be raised and lowered using hydraulic cylinders. The cylinders for the cab riser are controlled by the cab riser control valve. Oil from the pump flows to the upper control valve. Solenoids mounted on the control valve contain adjustable spools. The spool controls the flow of oil to the hydraulic cylinders.

When the operator moves the switch to raise the cab, electrical current energizes the solenoid. The spool in the solenoid valve shifts. Hydraulic oil flows to the Counter Balance Load Lock valves and then flows to the head end of the cylinder. At the same time hydraulic oil is ejected from the rod end of the cylinder and returned to the hydraulic tank. The raise/lower cylinders are linked by pressure equalizing lines for even loading.

Acceleration, deceleration, and cylinder snubbing of the cab riser are electronically controlled to provide a smooth start and stop. A position sensor provides a signal to for an electronic speed reduction in the extreme upper and lower position of the cab. During any of these conditions, the cross section of the directional control valve is reduced by changing the current to the solenoids.

When the operator moves the switch to lower the cab, electrical current energizes the solenoid. The spool inside the control valve shifts and hydraulic oil flows into to the counter balance valves. Hydraulic fluid from the head end returns to the hydraulic reservoir.

Each cylinder is equipped with a load-lock valve to prevent undesired movement in the event of hose rupture.

A manual cab lowering valve is located inside the cab, for machines produced before 2012. To active the valve a pull handle is located at the base of the operator seat on the left side. Pull the front handle to release the Fore/Aft cylinder, and the rear handle to release the Cab Down cylinder.

Cab Fore/Aft A and B

The hydraulic cab Fore/Aft system allows the cab to be moved with hydraulic cylinders. The cylinders for the cab are controlled by a control valve. Oil from the pump flows to the upper control valve. Solenoids mounted on the control valve contain adjustable spools. The spool controls the flow of oil to the hydraulic cylinders.

When the operator moves the switch to adjust the cab, electrical current energizes the solenoid. The spool in the solenoid valve shifts. Hydraulic oil flows to the counter balance valves and then flows to the head end of the cylinder. At the same time hydraulic oil is ejected from the rod end of the cylinder and returned to the hydraulic tank. The Fore/Aft cylinders are linked in the circuit to provide uniform displacement.

Acceleration and deceleration of the Fore/Aft cylinders are electronically controlled to provide a smooth start and stop. A position sensor provides a signal to for an electronic speed reduction in the extreme positions of the cab. During any of these conditions, the cross section of the directional control valve is reduced by changing the current to the solenoids.

The cylinder must be in the full Aft position before the IQAN modules allow the machine to function.

Each cylinder is equipped with a load-lock valve to prevent undesired movement in the event of hose rupture.

A manual cab lowering valve is located inside the cab. To active the valve a pull handle is located at the base of the operator seat on the left side. Pull the front handle to release the Fore/Aft cylinder, and the rear handle to release the cab Down cylinder.

Hydraulic Warming

The hydraulic warming solenoid creates a closed loop for the fluid circulating between the solenoid manifold and the hydraulic tank. The warming system is activated by a control button inside the cab of the machine. The circuit is maintained until the required operating temperature is reached. The IQAN Master Control module monitors the temperature of the hydraulic fluid at the storage tank until the temperature reaches 15° C (60° F). An optional in-tank heating element is used for heating the hydraulic fluid. As the fluid is being circulated, the engine is running at 1100 rpm. When the proper temperature is reached, the Master module will send a signal to the control module. The hydraulic warming solenoid is energized (ON), releasing hydraulic fluid to the machine systems.

Note: The hydraulic circuit includes a relief valve that will open when the Master control module detects a pressure above 17926 kPa (2600 psi)

Swing Brake

The swing brake solenoid is an output of the IQAN Master Control module. The swing brake is released when the solenoid is energized. When the swing brake is released, the upper structure is free to rotate. The swing brake is released when the control button is activated.

The pressure tap for the Swing Brake is located on the test port panel. The pressure should be steady at 2,241 to 2,413 kPa (325 to 350 psi) , with the engine running and the swing brake released.

Open/Close A and Open/Close B and Rotate A and Rotate B

The IQAN Master Control module controls the electronic functions of the grapple. The grapple is used to both clamp onto and rotate objects after an object has been clamped. The right joystick is used to open and close the grapple. When the joystick is pushed to the left, the grapple is closed. When the joystick is pushed to the right, the grapple is opened. A thumbwheel control switch is used to control the spin of the grapple. When the thumbwheel switch on the right joystick is pushed left, the grapple rotates in a counter clockwise direction. When the thumbwheel is pushed right, the grapple rotates in a clockwise direction.

The grapple electrical system consists of the following components:

• Grapple control lever

• IQAN Master Control module

• Tong auto/manual switch

• Tong open solenoid

• Grapple pressure sensor

• Tong close solenoid

• Grapple rotate CW solenoid

• Grapple rotate CCW solenoid

The grapple rotate switch and the tong position switch are located on the grapple control lever. The operator uses the switches to move the grapple. The switches send input information to the IQAN Master Control module via the J1939 Data Link. The Master Control module processes the information and the appropriate grapple solenoids are activated.

Main A and B

These solenoids are used to supply hydraulic fluid to the head end and rod end of each of the Main Boom cylinders. The solenoids are proportional solenoids.

When the right-hand joystick is moved up or down, the joystick sends a signal via the CAN Data Link to the IQAN Master Control module. The command is then sent to the proper IQAN control module via the CAN Data Link. The IQAN control module for the cylinders sends a current signal to energize the corresponding boom solenoid. Once the corresponding solenoid is energized, the boom will be activated accordingly.

Stick A and B

The solenoids (stick) are outputs of the IQAN control module. The solenoids are proportional solenoids. There is a stick-in solenoid and a stick-out solenoid.

When the left-hand joystick is moved in or out, the joystick sends a signal via the CAN Data Link to the IQAN Master Control module. The Master Control module then analyzes the signal. The data is then sent to IQAN control module for the Stick cylinders. The IQAN control module sends a current signal to energize the corresponding Stick solenoid. Once the corresponding solenoid is energized, the stick will be activated accordingly.

Relays

Illustration 14	g02640537

A relay is an electrically operated switch. Relays use an electromagnet to operate a switching mechanism mechanically. Relays are used where necessary to control a circuit by a low-power signal, allowing complete electrical isolation between control and controlled circuits.

When an electric current is passed through the coil, a magnetic field is generated activating the armature. The consequent movement of the movable contact either makes or breaks (depending upon construction) a connection with a fixed contact. When the coil is energized with direct current, a diode is often placed across the coil. The diode dissipates the energy from the collapsing magnetic field at deactivation, avoiding a dangerous voltage spike to semiconductor circuit components.

Relays are used for the following functions on this machine:

• Floor heat

• Generator enable

• Wiper low

• Wiper high

• Wiper park

• Window washer

• Blower 1

• Blower 2

• Blower 3

• Blower 4

• Grease pump

• Boom lights

• Horn

• Auxiliary 1

• Auxiliary 2

• Auxiliary 3

• Auxiliary 4

• Auxiliary 5

• Auxiliary 6

• Auxiliary 7

• Auxiliary 8

• Cab front lights

• Cab front lights 1

Travel Displacement

Illustration 15	g03043777
(1) Piston motor (propel) (2) Piston pump (propel) (3) Return line (4) Pressure line

Propel A and B

The machine propel speed is selected with the right joystick button. The signal for the creeper/standard speed button is sent to the control module. The control module communicates the request to the Master module via the J1939 Data Link. The Master Control module relays the signal to the propel solenoid. The propel solenoid is connected to the control valve. When the Master Control module opens the Propel solenoid (high speed request), the swash plate on the drive motor is at a minimum angle. Under this condition, the machine will be driven by high speed and low torque. When the Propel solenoid is closed, the swash plate will move to the maximum angle. Under this condition the machine will be driven by low speed and high torque.

The machine can travel at up to 4.8 km/h (3 mph) when in creeper mode. When the machine is in standard mode, the top speed is 12 km/h (7.5 mph). The operator can shift between the modes while the machine is in motion.

Forward Travel Operation

When the lower portion of the travel pedal is depressed, piston motors (1) rotate clockwise and the machine moves in a FORWARD direction. Pilot pressure is directed to the brake defeat valve that is in piston motor (1) . Pilot oil then travels to the forward servo piston that is in piston pump (2) . The oil from the pump flows through line (4) to motor (1) . This causes piston motor (1) to rotate clockwise. Return oil from motor (1) flows through line (3) and the return oil flows back to piston pump (2) .

Pilot pressure will move the forward servo piston and the displacement control valve to the left for forward travel. The displacement control valve will direct a charge pressure to the pump servo piston. As a result, piston pump (2) will upstroke in the forward direction.

As piston pump (2) upstrokes, flow increases to piston motor (1) . Piston motor (1) will turn in the forward direction. System pressure will be directed through the brake defeat valve to the left end of the displacement control valve. The displacement control valve is held in position by spring force.

Note: A brake pressure reading higher than 4,826 kPa (700 psi) for more than 1 second results in the creation of the log by the control module.

Reverse Travel Operation

When the upper portion of the travel pedal is depressed, the swashplate of piston pump (2) is tilted rearward. Piston motor (1) will rotate counterclockwise and the machine moves in the REVERSE direction. Line (3) will become the pressure line and line (4) will become the return line. Pilot pressure is directed to brake defeat valve that is in piston motor (1) . Pilot oil then travels to reverse servo piston that is in piston pump (2) .

Pilot pressure will move the reverse servo piston and the displacement control valve to the right for reverse travel. The displacement control valve will direct a charge pressure to the pump servo piston. As a result, the piston pump (2) will upstroke in the reverse direction.

As piston pump (2) upstrokes, flow increases to piston motor (1) . Piston motor (1) will turn in the counterclockwise direction. System pressure will be directed through the brake defeat valve to the left end of the displacement control valve. The displacement control valve will be held in position by spring force.

Note: A brake pressure reading higher than 4826 kPa (700 psi) for more than 1 second results in the creation of the log by the control module.

Other Outputs

Alarm

An audible alarm is located inside the cab to alert the machine operator when a significant fault has been identified by the Master Control module.

Backup Alarm

An audible alarm is located on the upper body of the machine. The alarm alerts people in the immediate area that the machine is in reverse mode.

Cell Phone Alerts

The master control module can communicate alerts to cell phones. To link the control module to a cell phone capable of receiving text messages, follow the instructions listed below.

Note: Notifications concerning the performance of systems can be turned ON or OFF as desired.

1. Press the Menu button on the operator monitor. (The symbol for the Menu button is indicated by three lines. The button is located above the selector knob.)

2. Press the "F1" button.

3. Enter the pin code for the machine. (The default code is 1111.)

4. Use the control knob to locate the title "Comm Warning Group".

5. Press the control knob to select "Comm Warning Group".

6. Use the selector knob to scroll through the phone listings.

Show/hide table



Illustration 16	g03085379

7. Press the control knob to select the number you wish to edit.

   Note: The programmed phone number for the highlighted item appears on the upper right area of the screen, under the text "Value". See figure 16 above.

8. Use the control knob to scroll through the digits. Press the control knob to select each digit. Refer to Illustration 17.

Show/hide table



Illustration 17	g03085442

9. When the phone number is displayed correctly, scroll the control knob to select "DONE". Press the control knob.

   Note: If the screen displays letters instead of numbers, press "F3" to change the option to numbers.

The master control module will send notices about the following sensors/subsystems when attention is required:

• Fuel level

• Hydraulic oil temperature (high)

• Swing pump filter

• Case drain #1 filter

• Case drain #2 filter

• Case drain #3 filter

• Hydraulic oil level

• Return filter

• Hydraulic reservoir breather

• Grease level (low)

• Upper grease cycle (error)

• Lower grease cycle (error)

• Machine overrides (active)

• Parking brake override (active)

A test message will also be sent by the Master control module when service is due based on the hours of usage. For example, when the machine reaches 50 hours, 500 hours, and 2000 hours of service a text notice will be sent

CAN Data Link

J1939

The IQAN monitor uses a CAN-bus to communicate with the IQAN expansion modules and other systems. The CAN-bus is a robust communication protocol. The unit has four (4) CAN buses, CAN-A through CAN-D. The buses may be configured using IQAN software to be SAE J1939 defined CAN protocol. Any of the CAN buses may be used for communication and diagnostics. A CAN communication card is required for your PC to use this feature.