MH3037 Material Handler Machine System Caterpillar

Electronic Control Module (ECM)

Illustration 1	g06048949
MH3037 IQAN Control System (1) Service Brake Pedal (2) Travel Control Pedal (3) IQAN-MD3 Master Controller and Monitor (4) Control Valves (5) IQAN-MC2 Master Controller (6) IQAN-XA2 Electronic control modules (7) Joysticks (8) Machine Control Panels

Illustration 2	g03649128
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 electronic control 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. For diagnostic instructions refer to System Operation Troubleshooting, UENR5821, "MH3037 Material Handler - IQAN Monitoring & Control System".

Illustration 3	g06049015
Front, rear, and side views of the IQAN MD3 master controller and monitor (A) 137 mm (5.4 inch) (B) 48 mm (1.9 inch) (C) 23 mm (0.9 inch) (D) 116 mm (4.6 inch) (E) 91 mm (3.6 inch) (F) 116 mm (4.6 inch)

All IQAN expansion modules communicate with a master over a CAN bus. IQAN-XA2 expansion modules have voltage, digital and frequency inputs, and proportional PWM and digital outputs. IQAN-MC2 has 2 CAN buses to communicate with IQAN expansion modules or other IQAN master modules.

Illustration 4	g06048988
Operator control panel for the MD3 monitor (display when machine is in operation).

Illustration 5	g06062420
Mounting location for the electronic control modules (1) IQAN - XA2 expansion module 1 (2) IQAN - XA2 expansion module 2 (3) IQAN - XA2 expansion module 3 (4) IQAN - MC2 control module 4

General Information

The IQAN MD3 Master Controller and Monitor was designed to aid in operation of the machine.

The monitor provides many useful functions for the operator for increased work productivity and safety. Some of the features include

• Gauge panel and operational indicators

• Operational machine output data

• Work tool and hydraulic controls

• Performance enhancement controls

• Operational event warnings

• Maintenance intervals and diagnostics

The machine control system consists of the following

• IQAN-MD3 Master Controller and Monitor

• IQAN-MC2 Master Controller

• XA2 Module

IQAN-MD3

The MD3 a combined Master Controller and Monitor is the central unit in the machine multi-master control system. MD3 has three CAN (Controller Area Network) busses for connection to other units. The busses support ICP (IQAN CAN Protocol) and are able to communicate with other IQAN units such as the XA2 and MC2. SAE J1939 is also supported on the CAN busses and gives the possibility to interface with third-party units. Four function and five navigation buttons combined with a graphical display makes system feedback with user interaction possible. The display has a high optical performance across a wide operating temperature range and over a wide range of ambient light. MD3 has voltage and digital inputs and low-power digital outputs.

IQAN-MC2 Master Controller

The MC2 has inputs and outputs for control, and can communicate with IQAN masters, expansion modules or other CAN devices. In this multi-master application, the MC2 module is used to expand system memory and control. The machine control program resides in both the MD3 and MC2 modules. The MC2 communicates with the MD3 on one CAN bus MD3 CAN-A. It masters an additional CAN bus MC2 CAN-B for XA2 and joystick communications.

IQAN-XA2

The XA2 has voltage, digital, and frequency inputs. The outputs are proportional PWM and digital. The XA2 module communicates with the MC2 master controller over a CAN bus connection MC2 CAN B. The MH3037 is equipped with three XA2 modules.

Pin Locations

Illustration 6	g06049386
Machine ECM Connectors (C1) Connector 1 (C2) Connector 2

IQAN Module

IQAN Expansion Control Module 1

Electronic Control Module 2

Electronic Control Module 3

Electronic Control Module 4

Fuse Locations

Keyed Power

Unkeyed Power

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.

Load Sense Pressure Sensor

This sensor monitors the load sense pressure for the implement system and outputs a voltage signal. The electronic control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link. The auto-lube timer requires a minimum pressure signal to run.

Main Pump Pressure Sensor

This sensor monitors the main pump pressure for the implement system and outputs a voltage signal. The electronic control module for the sensor communicates the signal information to the Master Control module via the J1939 Data Link.

Travel Load Sense Pressure Sensor

This sensor monitors the load sense pressure for the travel system.

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.

Automatic Throttle

The speed of the engine will be lowered to idle 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 full speed.

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.

Grease Cycle Signal Sensor and Grease Pump Low Sensor

This machine is equipped with a fully automated grease system using an electric pump 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 pump 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 switch , for the grease system, is also monitored by the Master Control module.

Hydraulic Level Send Unit

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.

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.

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. If equipped, the force on the front linkage is displayed on the operator monitor and indicates when a potential tipping hazard is present.

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 cab riser linkage to the Master Controller. The Master Controller communicates the signal information to the Master Controller and Monitor via the J1939 CAN Data Link. The non-contact magnetic sensors are on the main and secondary cab riser linkage pivots, and communicate the angle of the linkage as the cab is raised and lowered. The information from these sensors is compared to the values that are preset for the Master Controller and Monitor. The information is used to determine if the cab is in the operating position, main cab riser linkage fully retracted. The information is also used to maintain a pre-programmed distance from the machine structures when lowering the cab to the entry position.

Main Boom Angle Sensor and Stick 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 angle sensors is used to determine the current boom and stick position. If equipped, the Master Controller and Monitor uses the current position information, and boom cylinder pressure, to determine if a tipping hazard exists.

Travel Control Pedal Sensor

The Travel Control Pedal sensor is an analog voltage sensor that monitors the position of the travel control pedal. The signal from the sensor is monitored by the Master Controller and Monitor. The Master Controller and Monitor communicates the signal information to the Master Control module. The Master Control module sends a signal to the travel valve ECM to adjust current to the solenoid valve. As the current is increased, a greater amount of flow is applied to the travel motor, mounted on the transmission. As greater flow is applied, the wheel speed is increased.

Service Brake Pedal Sensor

The Service Brake Pedal sensor is an analog voltage sensor that monitors the position of the service brake pedal. The signal from the sensor is monitored by the Master Controller and Monitor. The Master Controller and Monitor communicates a signal to the Master Controller. The Master Control module sends a signal to the brake valve solenoid ECM, which adjusts current to the service brake solenoid valves. As the current is increased, a greater amount of main pump pressure is applied to the service brakes.

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.

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 decreases, 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.

Fuel Level Send Unit

The electronic Fuel Level Sensor is an analog (0.5 V to 4.5 V) sensor. The sensor provides a voltage input to the electronic control module. As the amount of fuel in the fuel tank increases, the voltage from the sensor decreases. The electronic control module will use the J1939 CAN Bus to send a signal to the Master Controller. The Master Controller will communicate over a second J1939 CAN Bus with the Master Controller and Monitor to display the status of the fuel level.

Switches

The following is a list of switches for the MH3037:

Hydraulic Lock Lever Switch (Neutral Start)

The Hydraulic Lock Lever switch is a two position switch which provides battery voltage to the Neutral Start relay, or the Master Controller and Monitor. With the hydraulic lock lever in the LOCK position the neutral start relay is energized, and circuit to the Master Controller and Monitor is open. Moving the hydraulic lock lever to the UNLOCK position the neutral start relay is de-energized, and circuit to the Master Controller and Monitor is closed.

Grease Cycle Switch

The normally CLOSED Grease Cycle Switch is at the end of the grease system, where the last piston acts upon the switch. When the last piston moves back and forth, the switch indicates that lubricant has reached every previous point in the system. The IQAN Master Control module looks for a grease cycle switch change of state during the timed grease cycle. 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. The machine operator will see an alert if the Master Control module fails to detect a Grease Cycle Switch change of state during the three grease cycles in a row.

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 10 minutes of operation.

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 opens 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 electronic control module. The electronic control module will use the J1939 CAN Bus to send a signal to the Master Controller. The Master Controller will communicate over a second J1939 CAN Bus with the Master Controller and Monitor to display a message to the operator. The message alerts the operator that the filter is in need of immediate replacement.

Hydraulic Return Filter Switch

When the filter to the hydraulic tank is being bypassed, the filter switch sends a signal to the electronic control module. The electronic control module will use the J1939 CAN Bus to send a signal to the Master Controller. The Master Controller will communicate over a second J1939 CAN Bus with the Master Controller and Monitor to display a message to the operator. The message alerts the operator that the filter is in need of replacement.

Case Drain Filter Switch

All the case drain oil from the pumps and the motors flows through the case drain filters to the hydraulic tank. Case drain oil from the swing and fan drive pumps and motors combine and flow into case drain filter number 1. Case drain oil from the main pump flows into case drain filter number 2. Case drain oil from the travel motor and generator pump and motor, combine and flow into case drain filter number 3.

If any of the case drain filters are clogged, the drain filter switch will open due to an increase in pressure. The open switch will send a signal to the electronic control module. The electronic control module will use the J1939 CAN Bus to send a signal to the Master Controller. The Master Controller will communicate over a second J1939 CAN Bus with the Master Controller and Monitor. The Master Controller and Monitor will display a message to the operator via the operator monitor display when the switch is open and the hydraulic oil temperature is less than 15.5° C (60° F). 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.

Button Panels (Right and Left Consoles)

Illustration 7	g06018560
On right console (1) Parking brake (2) Swing brake (3) Magnet control (4) Auxiliary 1 (5) Radio mute (6) Boom lights (7) Auxiliary 2 (8) Auxiliary 3

Illustration 8	g06049444
On left console (10) All stabilizers up (11) Oscillating axle control (12) Raise secondary cab lift linkage (13) Retract main cab lift linkage (14) All stabilizers down (15) Operation mode control (16) Lower secondary cab lift linkage (17) Extend main cab lift linkage

Illustration 9	g03655617
If Equipped On left console (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 10	g03367615
Key start switch

The key start switch is an input of the engine and IQAN controller. The key start switch informs the IQAN controller of an attempt to start the engine. Then, the IQAN controller 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 key switch will remain in this position without handling.

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

When the key switch is in the EMERGENCY STOP position, the connected terminals are B and A only. The key switch 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 IQAN controller 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 11	g03367623

Parking Brake

The parking brake button is located to the right of the operator in the cab. When the button is pressed a message is sent to the Master Controller and Monitor of the machine via the J1939 Data Link. If all conditions for release have been met, the Master Controller and Monitor signals the Master Controller which signals the control module for the transmission speed solenoids to energize one. This allows lower main valve pilot pressure to disengage one clutch pack within the transmission. The Master Controller and Monitor displays Parking Brake status on the machine icon, and also signals the button panel to illuminate the green button light.

Steering A and B

The thumb wheel control on the right joystick is used to control the steering of the machine. The signal from the joystick thumb wheel is sent to the Master Control module of the machine via the J1939 Data Link. The Master Control module signals the control module for the steering cylinder solenoid valves, which adjusts the output current to the steering solenoid valves. These solenoid valves use lower main valve pilot oil pressure to move the steering valve spool, which applies implement pressure to move the steering cylinders.

HP Limit Pump #1

Engine rpm is monitored to control horse-power (HP) limiting as a percentage of the load on the engine. As the engine rpm difference of the machine (commanded rpm minus actual rpm) increases, the Master Controller signals the electronically controlled 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 cause the pump to de-stroke.

Oscillating Axle Lock A and B

The machine is equipped with oscillating axle lock cylinders.

The oscillating axle is locked when the oscillating axle lock solenoid valves are de-energized. When the oscillating axle lock solenoid is de-energized, a check valve traps the anti-cavitation return oil in the oscillating axle lock cylinders.

The oscillating axle is allowed to move when the axle lock solenoid is energized. When the oscillating axle lock solenoid is energized, a connection allows the anti-cavitation return oil to flow to the oscillating axle lock cylinders.

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 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 pump solenoid. When required, the IQAN system will send a signal to change the current to the fan pump 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.

Cab Raise/Lower A and B

The hydraulic cab riser system allows the cab to be raised and lowered using a hydraulic cylinder. The cylinder for the cab riser is controlled by the cab riser section of the upper main control valve. Oil from the pump flows to the upper main control valve. Solenoid valves on the valve section control the displacement of the section spool. The section spool controls the flow of oil to the hydraulic cylinder.

When the operator presses the button to raise the cab, electrical current energizes the solenoid valve. The solenoid valve uses upper main valve pilot oil to shift the valve section spool. Shifting the spool allows hydraulic oil to flow to the lowering control valve and then 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.

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

When the operator presses the button to lower the cab, electrical current energizes the solenoid. The spool inside the control valve shifts and hydraulic oil flows into to the lowering control valve. Hydraulic fluid from the head end returns to the hydraulic reservoir.

The cylinder is equipped with a lowering control valve to prevent undesired movement in the event of hose rupture.

Manual cab lowering valves are located inside the cab and on the upper machine frame. Rotate the rear knob to release the cab raise/lower cylinder.

Cab Fore/Aft A and B

The hydraulic cab Fore/Aft system allows the cab riser to be extended or retracted with a hydraulic cylinder. The cylinder for the cab is controlled by the Fore/Aft section of the upper main control valve. Oil from the pump flows to the upper main control valve. Solenoid valves on the valve section control the displacement of the section spool. The section spool controls the flow of oil to the hydraulic cylinder.

When the operator presses the button to retract the cab, electrical current energizes the solenoid valve. The solenoid valve uses upper main valve pilot oil to shift the valve section spool. Shifting the spool allows hydraulic oil to flow to the Lowering Control Valve and then 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. Acceleration, deceleration, and cylinder snubbing of the cab riser is electronically controlled to provide a smooth start and stop. A position sensor provides a signal for an electronic speed reduction near the extreme cab riser linkage positions. During any of these conditions, the cross section of the directional control valve is reduced. The reduction is caused by changing the current to the solenoids.

The cab riser linkage must be in the full retract position before the IQAN Master Control allows the machine to function.

When the operator presses the button to extend the cab, electrical current energizes the solenoid. The spool inside the control valve shifts and hydraulic oil flows into to the lowering control valve. Hydraulic fluid from the head end returns to the hydraulic reservoir. The cylinder is equipped with a lowering control valve to prevent undesired movement in the event of hose rupture.

Manual cab lowering valves are located inside the cab and on the upper machine frame. Rotate the front knob to release the cab raise/lower cylinder.

Hydraulic Oil Warming

The hydraulic oil warming solenoid opens a loop for pump flow to circulate between the solenoid manifold and the hydraulic tank. The hydraulic oil warming system is activated by a button on the Master Controller and Monitor. The Master Controller and Monitor will communicate over a J1939 CAN Bus with the Master Controller. The Master Controller will communicate over a second J1939 CAN Bus with the electronic control module. The electronic control module for the hydraulic warming solenoid sends a current signal to energize the solenoid. As the fluid is being circulated, the engine speed is increased to 1300 rpm. Hydraulic warming will temporarily deactivate once the hydraulic system temperature reaches 15.5° C (60° F), and reactivate if the temperature drops below 12.8° C (55° F). The hydraulic warming system remains active until deactivated by pressing the button again, or commanding a change in engine speed.

Note: The hydraulic circuit includes a relief valve that will open above 16,547 kPa to 17,237 kPa (2,400 psi to 2,500 psi)

Swing Brake

The swing brake button is located to the right of the operator in the cab. When the button is pressed a message is sent to the Master Controller and Monitor of the machine via the J1939 Data Link. If all conditions for release have been met, the Master Controller and Monitor signals the Master Controller, which signals the control module for the swing brake solenoid. With the solenoid energized, upper main valve pilot pressure releases the swing brake and the upper structure is free to rotate. The Master Controller and Monitor also signals the button panel to display the Swing Brake status via button lights.

The machine has a diagnostic port for the Swing Brake on the test panel located in the engine compartment. The pressure should be steady at 2,068 kPa to 2,413 kPa (300 psi to 350 psi), with the engine running and the swing brake released.

Open/Close A and Open/Close B

The right joystick is used to control the open close cylinders of the attached work tool. When the joystick is moved left or right, the joystick sends a message to the Master Control module of the machine via the J1939 Data Link. The Master Control module sends a message to the Open/Close IQAN control module. The IQAN control module sends a current signal to the appropriate proportional solenoid valve, on the open/close valve section, which uses upper main valve pilot pressure to actuate a valve spool to provide implement pump flow. When the joystick is pushed to the left, the work tool is closed. When the joystick is pushed to the right, the work tool is opened.

Rotate A and Rotate B

A thumb wheel on the left joystick is used to control the rotation of the attached work tool. When the thumb wheel is displaced the joystick sends a message to the Master Control module of the machine via the J1939 Data Link. The Master Control module sends a message to the rotate IQAN control module. The IQAN control module sends a current signal to the appropriate proportional solenoid valve, on the rotate valve section, which uses upper main valve pilot pressure to actuate a valve spool to provide implement pump flow. When the thumb wheel is pushed left, the work tool rotates in a counter clockwise direction. When the thumb wheel is pushed right, the work tool rotates in a clockwise direction.

Boom A and B

The right joystick is used to control up and down boom movement. When the joystick is moved up or down, the joystick sends a message to the Master Control module of the machine via the J1939 Data Link. The Master Control module sends a message to the boom IQAN control module. The IQAN control module sends a current signal to the appropriate proportional solenoid valve on the boom valve section. Upper main valve pilot pressure is used to actuate valve spools in 2 valve sections to provide implement pump flow to the 2 boom cylinders.

When the joystick is pulled rearward, the boom is raised. When the joystick is pushed forward, the boom is lowered.

Stick A and B

The left joystick is used to control in and out Stick movement. When the joystick is moved up or down, the joystick sends a message to the Master Control module of the machine via the J1939 Data Link. The Master Control module sends a message to the Stick IQAN control module. The IQAN control module sends a current signal to the appropriate proportional solenoid valve on the stick valve section. Upper main valve pilot pressure is used to actuate a valve spool to provide implement pump flow to the 2 stick cylinders.

When the joystick is pulled rearward, the stick moves toward the machine. When the joystick is pushed forward, the stick moves away from the machine.

Stabilizers A and B

Buttons on control panels on the left console are used to control the stabilizer cylinders of the machine. Each stabilizer cylinder is connected to an individual valve section of the lower main control valve. Two control buttons operate all four cylinders at the same time. If equipped, eight other buttons operate individual stabilizer cylinders. Signals from these control buttons are sent to the Master Controller and Monitor of the machine via the J1939 Data Link. The Master Controller and Monitor communicates with the Master Controller over a second J1939 CAN Bus. The Master Controller adjusts the output current to the individual stabilizer solenoid valves. These solenoid valves use lower main valve pilot oil pressure to move their stabilizer valve spool, which applies implement pressure to move a stabilizer cylinder.

Service Brake 1 and 2

The Service Brake Pedal on the cab floor is used to apply the service brakes of the machine. Pushing forward on the top of the service brake pedal sends a signal to the Master Controller and Monitor. The Master Controller and Monitor communicates with the Master Controller over a J1939 CAN Data Link. The Master Controller signals brake electronic control module over a second J1939 CAN Data Link, which adjusts output current to the two service brake solenoid valves. These solenoid valves use main pump oil pressure to actuate four service brakes.

Reversing Fan

If equipped with an automatic reversing fan, the cooling system airflow will periodically change direction for a short period of time, to blow debris out of the cooling system. A timer in the machine control program reverses the fan after a programmed period of machine operation. A button on the Master Controller and Monitor can also be used to start a reversing fan cycle. When requested, the Master Controller and Monitor send a signal to the Master Controller via the J1939 CAN Data Link. The Master Controller signals reversing fan electronic control module over a second J1939 CAN Data Link, which adjusts output current to the reversing fan proportional solenoid valve. The reversing fan proportional solenoid valve uses upper main valve pilot pressure to actuate the reversing valve on the fan motor. The reversing valve switches the motor inlet and outlet connections so the pump rotates the fan in the opposite direction.

Swing PV1 and PV2

The left joystick is used to control rotation of the machines upper structure. When the joystick is moved left or right, the joystick sends a message to the Master Controller via the J1939 Data Link. The Master Controller sends a message to the swing electronic control module. The electronic control module sends a current signal to the appropriate proportional solenoid valve, on the swing manifold, which uses upper main valve pilot pressure to actuate swing pump flow. When the joystick is pushed to the left, the upper structure rotates counterclockwise. When the joystick is pushed to the right, the upper structure rotates clockwise.

Lower Isolate A and B

With the hydraulics unlocked, a command for any lower hydraulic function requiring main pump flow will also activate the Lower Isolate valves. The Master Controller sends a message to the Lower Isolate electronic control module. The electronic control module sends a current signal to both solenoids A and B, on the Lower Isolate manifold, which opens the main supply to the hydraulic swivel. After a period of lower inactivity, the Master Controller sends a message to the Lower Isolate electronic control module to deactivate both solenoids. Deactivating both solenoids isolates the lower hydraulic system from main pump flow.

Hydraulic Lock Solenoid

The Master Controller and Monitor receives input from the hydraulic lock lever switch, and signals the Master Controller over a J1939 CAN Data Link. The Master Controller signals hydraulic lock electronic control module over a second J1939 CAN Data Link. The hydraulic lock solenoid is energized to enable primary hydraulic pressure by disconnecting the path between Upper Main Valve pilot and tank. The hydraulic lock solenoid is de-energized to disable primary hydraulic pressure by connecting the path between Upper Main Valve pilot and tank.

This solenoid is activated while the key switch is in the ON position and the hydraulic lock lever is in the UNLOCK position.

Relays

Illustration 12	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:

• Travel alarm

• Generator enable

• Cab alarm

• Beacon

• Neutral start

• Ignition

• 12V radio

• 12V outlets

• Condenser Hi

• Condenser clutch solenoid

• Blower main clutch solenoid

• Grease pump

• Boom lights

• Horn

• Auxiliary 1

• Auxiliary 2

• Auxiliary 3

• Auxiliary 4

• Auxiliary 5

• Auxiliary 6

• Auxiliary 7

• Auxiliary 8

• Auxiliary 9

• Cab lamp

• Chassis lamp (Cab)

• Ignition

• Heated mirror

Travel Operation

Travel A and B

The machine speed range is selected with the right joystick buttons. The signals from the travel rate decrease and travel rate increase buttons are sent to the Master Controller module via the J1939 Data Link. The Master Controller and Monitor displays travel mode and percentage of mode speed available with full travel pedal displacement, on the main display screen. The Master Controller sends signals to the control modules for travel displacement, speed high, speed low. These control modules send signals to solenoid valves, which use lower main valve pilot pressure to set travel motor displacement, and transmission gear.

When the travel control pedal sends a signal to the Master Controller and Monitor via the J1939 Data Link, it sends a signal to the Master Controller which signals propel control module. The control module sends a current signal to the appropriate proportional solenoid valve, on the propel valve section, which uses lower main valve pilot pressure to actuate valve spools in two valve sections to provide implement pump flow to the travel motor, which rotates the transmission input shaft.

Pushing top of the travel control pedal moves machine forward, and bottom moves machine rearward. Operation Mode Control button defines the Front and Rear of the machine.

Operation Control Mode

Operation mode control - the operation mode control allows the operator to change the definition of the travel controls, steering controls, and stabilizer controls. Press the operation mode control button to switch between "Boom Over Steering" mode and "Counterweight Over Steering" mode.

• "Boom Over Steering" mode defines the steering wheels as the front of the machine.

• "Counterweight Over Steering" mode defines the steering wheels as the rear of the machine.

Select the "Boom Over Steering" mode when the boom is located over the front steering wheels. Select the "Counterweight Over Steering" mode when the counterweight is located over the steering wheels.

Note: When carrying a load, center the boom over the front steering wheels and select the "Boom Over Steering" mode.

Boom Over Steering Mode

The "Boom Over Steering" mode defines the steering wheels as the front of the machine. Indicator (A) will illuminate when the "Boom Over Steering" mode has been selected. When this mode is selected, the travel control pedal, steering controls, and stabilizer controls will operate as described in the table and illustrations below:

Note: Steering is controlled by the thumb wheel that is on the right joystick.

Illustration 13	g06049556
(A) Boom over steering light (B) Counterweight over steering light

Illustration 14	g06060761
(1) Right Front Stabilizer (2) Right Rear Stabilizer (3) Left Rear Stabilizer (4) Left Front Stabilizer (C) Steering Axle

Counterweight Over Steering Mode

The "Counterweight Over Steering" mode defines the steering wheels as the rear of the machine. Indicator (B) will illuminate when the "Counterweight Over Steering" mode has been selected. When this mode is selected, the travel control pedal, steering controls , and stabilizer controls will operate as described in the table and illustrations below:

Note: Steering is controlled by the thumb wheel that is on the right joystick.

Illustration 15	g06049556
(A) Boom over steering light (B) Counterweight over steering light

Illustration 16	g06060768
(1) Right Front Stabilizer (2) Right Rear Stabilizer (3) Left Rear Stabilizer (4) Left Front Stabilizer (C) Steering Axle

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.

Travel Alarm

An audible alarm is on the upper frame of the machine. The alarm alerts people in the immediate area that the machine is traveling.

Cab Alarm

An audible alarm is on the upper frame of the machine. The alarm alerts people in the immediate area that the secondary cab riser linkage is moving down and or the main cab riser linkage is moving forward.

CAN Data Link

J1939

The IQAN control system uses CAN-buses to communicate between IQAN modules, and other systems. The CAN-bus is a robust communication protocol. The buses were configured using IQAN software to SAE J1939 defined CAN protocol. The Master Controller and Monitor (MD3) have 3 CAN buses; MD3 CAN-A, MD3 CAN-B, and MD3 CAN-C. Electronic control module 4 (MC2) has a separate CAN bus, MC2 CAN-B. A personal computer with IQANrun software installed will allow communication with the IQAN machine control system for diagnostic and troubleshooting.