Operating Instruction Manual

2-Axle Safety Steering System

Company: Ferrari Belotti

Projekt: Straddle Carrier

Safety-
Steering-
Computer

Type: SLC 019 613 Software- Version V1.30

MOBIL Bössingerstraße 33
D - 74243 Langenbeutingen
ELEKTRONIK 07946 / 9194 - 0
GMBH FAX 9194 - 30
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Table of Contents

1 General information.................................................................................... 4
1.1 Legend.............................................................................................................................. 4
1.2 Safety Advice ................................................................................................................... 4
1.3 List of abbreviations ....................................................................................................... 5
2 System Components .................................................................................... 6
2.1 Main Board 040 400........................................................................................................ 6
2.1.1 Special features ................................................................................................................. 6
2.1.2 Mechanique....................................................................................................................... 8
2.1.3 General Operating Hints ................................................................................................... 9
2.2 Safety Steering Simulator SLS 401 530 ...................................................................... 10
2.2.1 Technical Description ..................................................................................................... 10
2.2.2 Mechanical Drawing of the SLS..................................................................................... 12
2.2.3 Adjustment of the SLS 401 530...................................................................................... 13
2.2.4 Mounting specification ................................................................................................... 13
2.3 Safety Angle Transducer 530 282................................................................................ 15
2.3.1 Technical Description ..................................................................................................... 15
2.3.2 Adjustment of the Sensors .............................................................................................. 16
3 Operation, Data Display and Alignment Mode...................................... 17
3.1 Version Display ............................................................................................................. 17
3.2 Errordisplay .................................................................................................................. 18
3.2.1 Error Free Display .......................................................................................................... 18
3.2.2 Display of the current mistakes ...................................................................................... 18
3.2.3 Wrong Parameter Display............................................................................................... 19
3.3 Operating Data Display................................................................................................ 20
3.3.1 Steering Set Point Display .............................................................................................. 21
3.3.2 Steering Deviation Display............................................................................................. 21
3.3.3 Logical Digital Input Display ......................................................................................... 22
3.3.4 Steering-wheel Counter Display..................................................................................... 22
3.3.5 SLS error monitoring ...................................................................................................... 23
3.3.6 Speed and SLS- Steering brake ...................................................................................... 24
3.3.7 Potentiometer Track Display .......................................................................................... 24
3.3.8 Alignment Values ........................................................................................................... 25
3.3.9 Proportional Valve Output Display ................................................................................ 26
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3.3.10 Valve Solenoid Current .................................................................................................. 27
3.3.11 CAN- Bus display to PLC .............................................................................................. 27
3.3.12 End of operating data...................................................................................................... 28
3.4 Special Function Menu................................................................................................. 29
3.4.1 I/O Data Display ............................................................................................................. 30
3.4.2 Error Memory ................................................................................................................. 37
3.4.3 Hardware Error ............................................................................................................... 44
3.4.4 Parameterprogrammierung ............................................................................................. 47
3.4.5 Parameter list .................................................................................................................. 53
3.4.6 Axle alignment................................................................................................................ 57
3.5 Version Display ............................................................................................................. 63
3.6 Set Clock and Date........................................................................................................ 64
3.7 Entering password ........................................................................................................ 65
4 Installation.................................................................................................. 67
4.1 Mounting of the SLC in the vehicle............................................................................. 67
4.2 Wiring of the SLC......................................................................................................... 67
4.3 Installation of the angle transducer ............................................................................ 68
5 Start-up of the hydraulic system.............................................................. 69
5.1 Purge the steering sytem .............................................................................................. 69
6 Start-up of the steering system................................................................. 70
6.1 Power supply ................................................................................................................. 70
6.2 Angle transducer........................................................................................................... 71
6.3 Logic and test of the digital inputs .............................................................................. 73
6.3.1 DI 01 ‚hydraulic ok‘ ....................................................................................................... 73
6.3.2 DI 02 ‚centralise axles‘ ................................................................................................... 73
6.3.3 DI 03 ‚steering invers‘ .................................................................................................... 73
6.3.4 DI 04 ‚vehicle stand still‘................................................................................................ 73
6.3.5 DI 05 ‚diesel engine stop‘............................................................................................... 73
6.3.6 DI 08 ‚fuse monitoring‘ .................................................................................................. 74
6.4 Check of the digital output........................................................................................... 75
6.4.1 DO 01 ‚no main error‘ .................................................................................................... 75
6.4.2 DO 02 ‘enable driving‘ ................................................................................................... 75
6.4.3 DO 03 ‚steering system ok‘ ............................................................................................ 75
6.4.4 DO 06 ‚steering straigth‘ ................................................................................................ 75
6.5 Configuration of the CAN-Bus to the vehicle-PLC ................................................... 76
6.6 Constant current mode of the proportional valves.................................................... 78
6.7 Gain and deadband compensation .............................................................................. 79
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6.8 Adjustment of the SLS- steering force ........................................................................ 80
6.9 Driving test .................................................................................................................... 82
7 Installation of a new software version..................................................... 83
7.1 Explanation.................................................................................................................... 83
7.1.1 Definition ........................................................................................................................ 83
7.1.2 Requirements .................................................................................................................. 84
7.2 Program segment folder „C16x-Flash“ ...................................................................... 84
7.2.1 Description...................................................................................................................... 84
7.2.2 Operation ........................................................................................................................ 85
7.3 Program segment folder „C16x- prozessor data“...................................................... 87
7.3.1 Description...................................................................................................................... 87
7.3.2 Operation ........................................................................................................................ 88
8 Wiring Diagrams ....................................................................................... 89

Historie

Author: A. Jung

Date: 30.04.2003

File: G:\PROJEKTE\019\600-699\019613\Bedienan\ba19613e_V1.3.doc

Version: 1.0 new document

1.1 update to software version 1.3

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1 General information

1.1 Legend

These symbol stands before text positions that are absolutely to be

considered. Nonobservance can lead to thing harm and in extreme cases
from persons to injuries !

This symbol points out at text positions which are to be considered

particularly.

This symbol points out at text positions which contain references and tips
to installation, initiation and operation.

1.2 Safety Advice

CAUTION:
Installation and wiring changes must only be done by trained workers.

CAUTION:
The steering system described in this operating instruction manual is safe
against 1 error according to safety-class 4 DIN V 19250 or category 3
PrEN 954-1.
If 1 error occurs the electronic system switches to its safety state. This
safety state is defined as OFF-state of the digital outputs 1 ... 6.
The operational safety of the vehicle and the safety of the persons who are
working with the vehicle has to be guaranteed by the vehicle manufacturer
!

MOBIL ELEKTRONIK can not be held responsible for changes without notification.
In no case MOBIL ELEKTRONIK will be liable for direct, indirect or consequential
damage resulting from any errors or omissions in this document.
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1.3 List of abbreviations

AO AnalogOutput
AI AnalogInput
CAN Controller Area Network
DO Digital Output
DI Digital Input
EIA Electro-InstallationsAccessory
LED Lumineszensdiode
ME Mobil Elektronik GmbH
PWM Puls-Time Modulation
SLC Safety-Steering-Computer
SLS Safety-Steering-Simulator
+UBatt Supply (+)
0V-Last Supply Ground
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2 System Components

2.1 Main Board 040 400

2.1.1 Special features

TÜV tested hardware:

- EMV (electromagnetic compatibility)
- Mechanical firmness according to the severe rules of the motor car technique.
- Thermal shock test for worldwide commitment.

• Hardware checked by the TÜV:

- EMI (Elektromagnetic interferencies)
- Mechanical resistance according to the
strict demands for automotive.
- Climate check for worldwide use.
• TÜV checked safety software
• Simple and clear connection by using a wiring board with case plug technology
• Modern micro processor technology using 16-Bit Siemens micro controller.
• Software-updates without interference of the control possible by using CAN bus (FLASH-technology).
• Free programmable parameter (SPS)
• Flexible configuration of inputs and outputs allows a simple adaption to the application.
• Rugged construction for rough working conditions in commercial vehicles and special vehicles.
• Very compact design by SMD technology and multilayer board.
• Serviceability by diagnostic interface for PC notebook.
• LC display and membrane keyboard for ON BOARD operation with plain text

Technical data:
Housing / Size: Sheet steel housing 300x166x45 mm, black powder coated
Connectors: 2 plug connectors containing 210 contacts. Device can be plugged in case
technology and may be fixed on a customer specified wiring board by
thread
joints
Protection mode: IP 30 (Attachment housing IP 66)
Operation temperature range:
20 °C to + 70 °C, internal temperature is monitored by a
temperature sensor
Storage temperature range: - 40 °C to + 85 °C
Oscillation strength: 5...2000 Hz, Amax= 0,75 mm, amax= 10 g
Impact strength: 20g / 11 ms
Supply voltage range: +16 ... +30 VDC (nominal +24 VDC),
Voltage sources: battery, DC/DC-converter, mains supply circuit
Current consumption: ca. 0,3 A (without external load),
plus max. 1,5A each digital output / max. 2,7 A each PWM- output.
Maximum allowed current consumption: 15A
Micro controller: 16 Bit CMOS - technique, max. about 2 x 106 operations per sec.
Program memory: 128 kByte FLASH-ROM, 4 kByte RAM
Data memory: 128 kByte SRAM, serial E2PROM 32 kByte
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Output voltage: +5,0 VDC / 15 mA / ±0,1%,
reference voltage short circuit proof, with feedback
+5,0 VDC / 100 mA / ±5%, external supply, short circuit proofed, with
feedback
Safety outputs for proportional valves: 5 pcs. proportional-power outputs, pulse width modulated (PWM)
max. 2,7 A, with feedback, short circuit proofed,
redundant switch-off path, with diagnostic function,
alternatively usable as:
- Safety digital outputs: max. 2,7 A; with feedback, short circuit proofed,
redundant switch –off
path, with dignostic function
- Optional assembly: digital inputs: + UB = active; input resistance 7,5 k .

Outputs for proportional valves: 5 pcs. proportional-power outputs, pulse width modulated (PWM)
max. 2,7 A, with feedback, short circuit proofed, with diagnostic
function,
alternatively usable as:
- Safety digital outputs: max. 2,7 A; with feedback, short circuit proofed, with
dignostic function
- Optional assembly: digital inputs: + UB = active; input resistance 7,5 k .
Safety digital outputs: 4 pcs. safety digital outputs, max. 1,5 A, with feedback,
short circuit proofed,
with diagonostic function, redundant switch-off path
alternatively usable as:
- Optional assembly: digital inputs: + UB = active; input resistance 7,5 k .
Digital outputs: 12 pcs. digital outputs, max. 1,5 A, with feedback,
short circuit proofed,
with diagonostic function
alternatively usable as:
- Optional assembly: digital inputs: + UB = active; input resistance 7,5 k .

Safety digital inputs: 24 pcs. safety digital inputs, redundant readable; input resistance 7,5 k .
Digital input interruptable: 2 pcs. + UB = active; input resistance 10 k .
Usabel as a fast input (e.g. UP/DOWN-input for steering setpoint generator)
Input contains an internal pull up resistor to UB.
Digital input / Counter input: 2 pcs. input resistance 4,7 k ; fmax= 50 kHz at ton 10Osec
Usable as fast input (z.B. CLOCK-input)
Configurable as: +5V = active oder + UB = active or A/B-track or
UP/DOWN
alternatively usable as:
- 2 pcs. digital inputs: + UB = active ; input resistance 4,5 k .
- 2 pcs. pulse inputs: + UB = active ; input resistance 4,5 k .

Analog inputs: 11 pcs. analog inputs: 10 Bit; 0...5 V; input resistance 1M

alternatively usable as:
- Optional assembly, digital inputs: + UB = active; input resistance 7,5 k .

Analog input current measurement:

2 pcs; for feedback measurement of magnet coil currents against load ground
10 Bit (1024 steps), range 0...2 A or 0...4 A.
Analog output: 2 pcs; 8 Bit; 0...10 V; Iout 5 mA; linearity 2 %; maximum frequency 11Hz;
with feedback
Serial interfaces: 1 pc. RS232C, 1200 – 19200 Bd
2 pcs. CAN ISO/DIS11898, protokol 2.0B (11 or 29 Bit identifier)
Display- and operation devices: 1 pc. LC-display; 2 x 16 characters; background lighted
4 pcs. membrane keys (optional with customer specified inscription)
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2.1.2 Mechanique

Dimensions of SLC:

ESC
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2.1.3 General Operating Hints

The operating of the safety steering computer SLC 019 613 is made directly at the
electronic unit by using the 4 buttons and the 2-line LC-display (16 characters each line).
With this operating elements and the menu guiding system on the display the system is
easy to operate even if the user has not worked with it before.
The four buttons have the following basic functions:
ESCAPE-button:
- Quit the actual menu.
- Quit without saving.
- Shift cursor left..
MINUS-button:
- One menu point back.
- Subtract value by 1.
PLUS-button:
- One menu point forward.
- Add value by 1.
ENTER-Taste:
- Activate selected menu.
- Confirm value.
- Save value.
- Shift cursor right.
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2.2 Safety Steering Simulator SLS 401 530

2.2.1 Technical Description

The safety steering force simulator SLS 401 530 was developed for electronic high quality steering
systems. It is one link of the steering control circuit ‘driver – SLS - steering computer – actuator –
vehicle’.
The steering force simulator provides the steering computer with digital steering wheel
informations in form of two UP/DOWN and two CLOCK signals.
For the two sensor systems as well as the signal generation are separated from each other the safety
steering force simulator meets the safety demands of class 5 DIN V 19250.
In addition to this the driver gets a feedback from the steering system by the internal proportional
steering brake. This feedback simulates a mechanical link to the axles like the drivers are used to at
an orbitrol steering.
As soon as the driver tries to turn the steering wheel faster than the axles are able to follow the
steering force is increased according to a progressive characteristic curve. On the other hand if the
axles are able to follow the steering wheel turn the driver can turn the steering wheel with a low
adjustable steering force.

At the ends of the steering range the steering wheel is locked to simulate a mechanical stop.
The technical construction of the steering force simulator is designed for the rough use in mobile
applications. Therefore the unit is prepared for assembling with a Danfoss steering column. So a
multitude of steering wheel types can be used.
Even horn contacts and various lengths of steering columns are possible.
The steering force simulator has a blue anodised housing and black mounting flange. So it can be
easily designed into the dashboard of vehicles.
In order to give the driver an ergonomic optimised position in the cabin a displacement of the
steering column via lateral fixing holes as well as a displacement of the inclination angle can be
done.
The compact connector allows easy electrical connection and interchangeability.
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Electrical Data:
Supply voltage: 10 VDC to 30 VDC
Supply current: max. 3,3 A at 24 VDC
Signal levels:
Digital brake setpoint input PWM signal; 0%...100%
< 8 VDC = LOW; > 10 VDC = HIGH
Analog brake setpoint input 0 V to +10 VDC / Rin = 5 k
Digital CLOCK output 8 VDC / Rout = 100 ; 12 ms
Digital UP/DOWN output 8 VDC / Rout = 100 ; 0V = left / 8 V = right
Resolution: 300 pulses per revolution
Operating temperature range: -25 °C to +70 °C

Mechanical Data:
Protection class: IP 54
Mechanic function angle: 360° without mechanical lock
Connector: 8-pole male flange connector DIN 45326
Oscillation strength: 5...2000 Hz, Amax = 0.75 mm, a max = 10g
Shock resistance: 30 g / 11 ms
Steering torque: 0.2 Nm up to 15 Nm adjustable
Shaft: involute internal gear DIN 5482 20 X 17
Weight 2.9 kg
Material Shaft: stainless steel
Housing: blue/ black anodised aluminium with black installation flange

Pin assignment: cable colours:

PIN 1: digital brake setpoint PIN 1: brown
PIN 2: CLOCK 1 PIN 2: yellow
PIN 3: power GND PIN 3: blue
PIN 4: CLOCK 2 PIN 4: green
PIN 5: UP / DOWN 1 PIN 5: grey
PIN 6: analog brake setpoint PIN 6: white
PIN 7: + Ub PIN 7: red
PIN 8: UP / DOWN 2 PIN 8: pink

Accessory: (available if requested)

• Danfoss steering column OTPB 150
• steering wheel
• 8-pole connector with 7 m shielded cable, completely wired and proofed.

Function Description:
The safety steering force simulator SLS 401 530 has two important functions.
The main function is to generate digital informations to the steering computer about the turning of the
steering wheel.
To do this the steering force simulator generates pulses out of the signals of two internal optical sensors
which sense the slots of a slotted disc. This disc is mechanically coupled to the steering wheel. The steering
informations are transmitted by using two digital output pairs for CLOCK and UP/DOWN information.
The other important task of the steering force simulator is to give the driver the feeling of driving a real
orbitrol or mechanical steered vehicle.
To realise this task the steering force simulator together with the steering computer generates a proportional
steering force by using a proportional steering brake. The steering force is increased according to the
deviation of the single axles from their setpoint. So the slowest axle (biggest deviation) determines the
steering force.
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If the driver does not turn the steering wheel faster than the axles are able to follow the steering force is low
which is advantageous for precise steering. But as soon as the steering speed is increased and the axles hang
back behind the steering setpoint the steering force is increased.
This strategy guarantees best tracking in multi axle steering systems under all conditions.
The characteristic curve for steering brake control can be adapted to the demands of the vehicle and the
driver. This setting can be done at the steering force simulator itself or the connected steering computer.
So the basic steering force as well as the inclination and the starting point of the steering force rise can be
adjusted separately.

2.2.2 Mechanical Drawing of the SLS

Zyl.-Schr. M10x20/DIN912 Envolventenzahnprofil Bei Montage von Lenksäulen-Flansch
(im Lieferumfang enthalten) 20x17/DIN5482 auf max. Einschraubtiefe 14 mm achten !
z = 12 Gewinde abdichten !

7,5
15

101 °133

90 turned ca..40 Der SLS 401 510 wird ohne Danfoss-Lenksäule geliefert !

Auf Wunsch kann die gezeichnete Lenksäule geliefert werden.

Typ : OTPB 150 Danfoss Best. Nr. : 150-5032

Andere Lenksäulen können direkt bei Danfoss bezogen werden.

max.°8 2
8x0,34mm geschirmt Technische Änderungen vorbehalten !

z.B. Datenleitung
LIYCY ( Fa. Lapp )

4 Befestigungsbohrungen für
9
Montage im Armaturenbrett

LK°82
219
140 120

OTPB 150

10

M6
100 4 Befestigungsgewinde für
Montage bei Neigungs- und
Höhenverstellung
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2.2.3 Adjustment of the SLS 401 530

The steering-force simulator SLS 401 530 makes in an intern way an own braking
force depending on the rotation rate of the steering wheel. In the normal steering
mode, that is if there are not any great track tolerance of the car tyres, the intern
braking force is not modified by the steering-computer. The steering-computer
should intervene only then if there is a great steering-deviation. Then the steering
wheel can not be turned by the driver anymore . For the attitude of the basic
steering force becomes in parameter 20 / 21 employed the basic strength.
The dead zone, that is the steering-deviation at which no contact of the steering-
computer occurs on the steering-brake yet, is determined with parameter 22.
The end point for the rise of the exceeding of the dead zone up to 100 % actuation
of the steering-brake is determined in parameter 23.
Example:
Parameter 20 / 21: 0030
the basic strength with that one the steering-brake at every time is
accessed is 30 % of the maximum parameter braking force 22
Parameter 23: 0100
At rule difference 10,0° the maximum brake excitation is achieved.

2.2.4 Mounting specification

2.2.4.1 Screw in depth of pan head screws

Please consider the maximum screw in depth of 14 mm and the sealing of threads when mounting the
steering column flange. With bigger depth (especially if you don´t use the original pan head screws) the
flange plate can be damaged. The result is an eccentric turn of the steering wheel.

Zylinderschraube / screw
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2.2.4.2 Fitting of Steering Column

When fitting the steering column please pay attention to the concentricity alignment. The steering wheel must
turn completely without hitches before the final tightening of the screws.
With hitching movements open the screws again and improve the alignment of the steering column.
With no acceptable concentricity change the steering column (gear cutting of steering column possibly too
eccentric) and check the maximum screw in depth of pan head screws
(see above).

2.2.4.3 Fitting with inclined steering column

If the steering column has an inclination of more than 10° to the vertical pay attention to the mounting
position drawings:
Consider „TOP“ marker at the flange plate. The
mounting position must be with the connector in lowest possible position.
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2.3 Safety Angle Transducer 530 282

2.3.1 Technical Description

Specific characteristics
two independent test systems
extreme rugged construction
good price-efficiency proportion
absolute water-proof, even against
high pressure steamer
increased corrosion protection by
shaft made out of stainless steel and
anodized housing made out of sea
water resistant aluminium alloy
extreme rugged bearings for high
axial and radial load
high lifetime
high resolution / good linearity
no turning limit
Technical description Electrical data
This unit has been developed as rated resistance track A and B 2k
linearity related to 360° < ± 0,25 %
safety angle transducer for the rough
micro linearity < ± 0,1 %
working conditions in mobile use. max. difference track A to track B <±2%
The safety angle transducer is equip- temperature coefficient of
ped with two independent slider com- the potentiometer relation 3 ppm / °C
nominal slider current 10 µA
binations and meets the security de- max. allowed slider current 10 mA
mands acc. to DIN 19250 class 5. slider protection resistance je 2 k
Rugged full metal housing, precision max. voltage lost at + 40°C 2W
bearing, sealing acc. IP 67 (even max. voltage lost at +85°C 0,1 W
against high pressure steamer). max. allowed connection voltage at 2 k 28 V
electrical function angle symmetrical 140 ° ± 2°
Conductive plastic tracks in press allowed operation and storage temperature - 40 °C to + 85 °C
technique and elastomer damped sli-
Mechanical data
der characterize the safety angle
transducer. protection mode IP 67
lifetime 50 x 106 revolutions
Reliability, linearity, resolution and jittering test (2° excursion to center, 100 Hz) 50 x 106 cycles
corrossion protection enable these mechanical function angle 360° fully rotable
components to fields of applications oscillation strength 5...2000 Hz, Amax= 0,75 mm, a
max= 20g
which are closed to other angle impact strength 50g / 11 ms
transducers. max. axial load 250 N
Terminal assignment max. radial load 900 N
max. moment 12 Nm
corrosion resistance shaft: stainless steel
housing: anodized aluminium alloy
cable: 1 m 6 wiring special cable, shielded
with 8-pole connector.
Min. bending radius 100 mm (flexible).
Flexible from -30°C to +80°C.
Finest flexible cord acc. to VDE0295 class 6

Phase sequence definition

track A: - to Pin 1; + to Pin 3 turning in clockwise direction (sight onto the axle), the
voltage rises at PIN 2.

Accessory
Connector plug: With lever 155mm 530 282-1
PIN 1:power supply Track A (Plug 1) With lever for Kessler axle 120mm/140mm: 530 282
PIN 2:slider Track A (Plug 2) With lever for Kessler axle 110mm/120mm: 530 282-2
PIN 3:power supply Track A (Plug 3) On demand: stainless steel housing
PIN 4:power supply Track B (Plug 1)
PIN 5:slider Track B (Plug 2)
PIN 6:power supply Track B (Plug 3)
PIN PE:shield
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2.3.2 Adjustment of the Sensors

The mechanical link-up between sensor and steered axle is to be carried out according to
following criteria:
1. The connection must be game-free.
2. no side strengths must be transmitted on the axis of the sensor.
3. The mechanical 0°-position of the sensor is defined as follows:
- the marker on the upper end of the shaft must in a line with the on that near
bigger heel contained tapped- hole M3 are and on the page of the cable lead-
through (PG) stand.
4. The mechanical 0 ° position of the sensor and axle of the car must agree.
5. The Sensor voltage must be at 0°- position of the axle 0,5 *supply voltage
( 2,500V )
6. Near the look of above onto the vehicle and axle turn to the right side
( clockwise ) must the sensor voltage 2,500V
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3 Operation, Data Display and Alignment Mode

3.1 Version Display

The version display is used to verify the steering software modules. The single module
version numbers and dates are shown.

The version display is activated with the -button.

Use the -button and the -button to select the single software modules.

F:HA40400 V:0101
D:19.06.00 0

ESC

exit modus

previous modul

next modul

F: software-modul name
V: modul version
D: modul datum
0..X: counter of display (number of modul)
To exit the version display press the -button. This is working from every version display window.
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3.2 Errordisplay
After the version display the steering system automatically changes to the error display. As
long as no button is pressed the error display stays active during the whole operation of the
system.
3.2.1 Error Free Display

In the normal operation mode without errors the following status is displayed:
(1) 'no error' because the system is error free.
(2) Actual time and date.

3.2.2 Display of the current mistakes

As soon as a mistake is recognized by the steering-computer, the display to the display of

the error code changes. All three single codes (error location, error type, priority) of the
mistake are announced. If there are simultaneously several errors, the display changes
automatically after 2,5 seconds for the next error message. If all errors are corrected, the
display returns again to the faultless state.
Errors with priority 3 can be resetet only with power off.
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3.2.3 Wrong Parameter Display

The steering computer software checks each parameter for a maximum and minimum
value. If a parameter of the EEPROM is outside its specified range this parameter number
is shown on the display.
The only possibility to clear this error is to set the value of the displayed parameter to a
correct value. The parameter list shows all minimum and maximum values of the
parameters.
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3.3 Operating Data Display

The operating data display is activated with the -button. The display changes from
errors to operating data.
To quit the operating data display press the -button.
If no button is pressed with active operating data display for 5 minutes the steering
computer automatically changes back to the error display.

setp: 11.68°
ramp: 11.68°

ESC

The operating data display has 24 different windows for steering system data. The single
windows are selected with the -button and the -button.

setp: 0.00°
ramp: 0.00°

ESC

previous window next window

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3.3.1 Steering Set Point Display

Signed degree value of the actual steering set point. This set point is calculated out of the
steering-wheel pulse signals.
The second line shows the internally ramped steering set point. This value is the basis for
all steering angle calculations and monitoring.

setp: 23.71°
ramp: 22.08°

ESC

3.3.2 Steering Deviation Display

The display shows the maximum steering deviation in [°]. This maximum steering
deviation influences two functions of the steering computer:
- Turning force of the steering-wheel.
- Error monitoring.
3.3.2.1 Display of actual steering deviation of axle 1 and 2

3.3.2.2 Display of the steering deviation peak

The displayed value will be reseted on power up of the steering system or by pressing the
ENTER-button.
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3.3.3 Logical Digital Input Display

The display shows the 24 digital Inputs in ther logical state in 3 windows.
Tthe source of the state can be the digitale input of the hardware or the information of the
CAN- bus from the PLC.

3.3.4 Steering-wheel Counter Display

3.3.4.1 Display of counter

The display shows both 16-bit pulse counters of the incremental steering-wheel. If the
steering-wheel is turned the pulses are counted up or down depending on the turning
direction. The display range is –32768 ... 32767.
Note that the two counters are always counting with different direction. Additionally both
counters are cleared to '0' if the steering-wheel is not turned for more than 1 second.

3.3.4.2 Display of counter different

Darstellung der maximalen Counterdifferenz seit dem Einschalten der Anlage.
Die abgespeicherten maximalen Werte werden beim Einschalten der Anlage oder
durch Betätigung der ENTER-Taste zurückgesetzt.
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3.3.5 SLS error monitoring

In this display 7 different status- bits are represented.

1 = bit is activ
The reservation of the bits is following:
bit 0: cable break CLK 1
bit 1: cable break CLK 2
bit 2: Counter deviation CLK1 / 2
bit 3: Counter check CLK 1 >0
bit 4: Counter check CLK 1 <0
bit 5: Counter check CLK 2 >0
bit 6: counter check CLK 2 <0
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3.3.6 Speed and SLS- Steering brake

Become the registered rate and the current for the steering-brake in % displayed.
The actuation of the steering-brake occurs in different dependences:
1 - prepared basis current (parameter step 20 / 21)
2 - in dependence of the steering-deviation (parameter step 22 / 23)
3 – full look function at max. sterring angle (parameter step 24)
If no steering setpoint change is made for 10 seconds, the excitation of the steering-
brake is reduced to 0 so. As soon as a steering setpoint change is registered again
the steering brake gets excitation according to the parameterization and the current
state.

3.3.7 Potentiometer Track Display

Actual angle of both potentiometer tracks of each angle sensor.

The deviation of the two tracks normally is much lower than 1°. In case of really big
deviations the steering computer generates an alarm. So this display window can be used to
find out the faulty track.
The unit of the display values is [°].
3.3.7.1 Display of potentiometer tracks axle 1

3.3.7.2 Display of potentiometer tracks axle 2

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3.3.8 Alignment Values

Actual saved alignment values of both potentiometer tracks of each angle sensor is
displayed.
The displayed values are for 0°- maximum right and maxiumum left alignment.
3.3.8.1 Display of potentiometer tracks axle 1

axle 1 0°
2490mV / 2495mV

ESC

axle 1 max.right
3345mV / 3355mV

ESC

axle 1 max.left
1650mV / 1655mV

ESC
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3.3.8.2 Display of potentiometer tracks axle 2

axle 2 0°
2490mV / 2495mV

ESC

axle 2 max.right
3345mV / 3355mV

ESC

axle 2 max.left
1650mV / 1655mV

ESC

3.3.9 Proportional Valve Output Display

Control output to the proportional valve solenoids in signed percentage values. The set
point for the output driver is shown in the range of 0 ... 100%. 100% equals an output
voltage of approximately +24V.
3.3.9.1 Display for axle 1 and 2
The window shows the control output of the proportional valve 1 and 2 of each axle.

Axle 1 Axle 2
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3.3.10 Valve Solenoid Current

The display shows the current of the single valve solenoids. At the time only one solenoid
of a valve can be powered.

Axle 1 current of valve 1 solenoid 'a' and ‚b‘ Axle 1 current of valve 2 solenoid 'a' and ‚b‘

Axle 2 current of valve 1 solenoid 'a' and ‚b‘ Axle 2 current of valve 2 solenoid 'a' and ‚b‘

3.3.11 CAN- Bus display to PLC

Configuration see 6.5

3.3.11.1 Received data from the PLC

SPSrec: 00 00 00
00 00 00 00 00

ESC

3.3.11.2 Data display send to PLC

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SPSsnd: 00 00 00
00 00 00 00 00

ESC

3.3.12 End of operating data

As a last display of the operating data display the following picture is onto the display.
Tthe user has a clear user guidance.

The operating data display can both with the - press button than also with the
- press button operated.
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3.4 Special Function Menu

To activate the special function menu press the - and -button at the same time for
more than 3 seconds.

no error
11:01:19 22/10

ESC

Keep pressed for 3 second

The buttons can be released as soon as the display is changing to the 'i/o data display'.

1
i/o data display

back to ESC ESC

execute
error display

2
error memory

back to ESC ESC

execute
error display

3
parameter

back to ESC ESC

execute
error display

4
axle alignment

back to ESC ESC execute

error display

5
version display

back to ESC ESC execute

error display

6
date/time

back to ESC ESC

execute
error display
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Key function:
ESCAPE- button back to the error and operating data display
MINUS- button a menu item back
PLUS- button a menu item forward
ENTER- button activating menu

3.4.1 I/O Data Display

The 'i/o data display' is used to read all internal input and output values of the steering
computer. Mainly during service and start-up this function is helpful to check th wiring.
Follow chapter 4 to select the 'i/o data display'.

Press the -button to activate the data display function. The display shows the first 8
digital inputs.
The 'i/o data display' has 55 windows with various information which can be selected by
using the - and -button.

DI 1 ... 8:
0 0 0 1 0 1 0 0

ESC

quit data display

previous display

next display
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3.4.1.1 Digital inputs

The display shows the first 24 digital inputs in three windows. At '1' the corresponding
digital input is active.

DI 9 ... 16:
0 0 0 1 0 1 0 0

ESC

digital input 9 digital input 16

DI 17 ... 24:
0 0 0 0 0 1 0 0

ESC

digital input 17 digital input 24

All digital inputs are readed as safety-inputs in a normal and inversely way. The switching
condition must be always inversely to the corresponding normally read in entry (at '0' the
entry is acting and at '1' inactive).

DI 1...8 inv: DI 9...16 inv:

1 1 1 0 1 0 1 1 0 0 1 1 1 1 1 0

ESC ESC

digital input 1 digital input 8 digital input 9 digital input 16

DI 17...24 inv:
1 1 1 1 1 0 1 1

ESC

digital input 17 digital input 24

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3.4.1.2 Display of analog inputs

The steering-computer has 11 analogous inputs which are accessible from outside at the
pins.
Further intern analogous inputs are additional available, that are used for the check.
In total 53 analogous inputs are represented in 27 display windows.

The analog values are announced in millivolt. The reading area is to 0 mV ... 5000 mV.

3.4.1.3 Analog outputs

The SLC owns 2 analogous outputs. The reading area is to 0 V ... +10 V.
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3.4.1.4 Digital outputs

The SLC owns 16 digital output. These exits are back read by the steering-computer so that
via the arrangement of the spent and read back signals a check can be implemented.
As further alarms the digital output drivers are diagnosis-capable. About a digital signal of
the driver every digital output can be checked decollated.
The status display, the read back signals and the diagnosis management are represented in
3 once to two display windows for in each case 8 exits.

DO 1...8 feedb: DO 9...16 feedb:

1 0 0 0 0 1 0 0 0 1 1 1 0 1 0 0

ESC ESC

digital output 1 digital output 8 digital output 9 digital output 16

DO 1...8 diag: DO 9...16 diag:

1 0 0 0 0 1 0 0 0 1 1 1 0 1 0 0

ESC ESC

digital output 1 digital output 8 digital output 9 digital output 16

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3.4.1.5 PWM power output

The SLC owns 6 PWM power outputs.
PWM 1 ... 4 are employed to the excitation of proportional valves with each two separate
power drivers.
The exits PWM 5 and 6 are single outputs.
The exits can switch proportionally from 0 to +Ubat.
During the excitation of proportional valves a correction of the output value is carried out
about the battery voltage. With changeable battery voltage the same current to disposal
stands at the valve. At that the output voltage is on +24V limited.

The display of the PWM values occurs into percent of +Ubat and the in each case acting
end stage page. The representation occurs in 2 windows for the end stages 1 ...4. In a
further window the representation of the two occurs single outputs PWM 5 and 6th. In a
further display the directions and the PWM releasing as single bits are represented.

PWM enable/dir:
1 0 0 1 1 0 0 0

ESC

direction PWM1
enable PWM
direction PWM2

direction PWM3
direction PWM4
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3.4.1.6 Counter inputs

At the SLC 019 613 four incremental counter are available in two display windows.

The display value is the actual count. All incremental counter are diagnosis-capable. A
error is recognized with cable breakdown or short circuit. The state of the diagnosis-entries
is represented in an own display window. In the case of an error the respective bit stands
on '1'.

3.4.1.7 PWM diagnostic

In three windows the measured current PWM outputs are represented.
In each case a line for a valve with magnet 'A' and 'B'.

...
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3.4.1.8 End of in- / output data display

In the second line a cycle and interrupt counter is announced. The announced value must
change fast if the steering-computer runs normally. The right two places stop, so is not
processed the interrupt time base anymore. If the left two places stop, the program cycle is
not processed so anymore.
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3.4.2 Error Memory

Up to 32 detected errors are stored permanently in the error memory on their first occurrence. The error is
stored in the form location/type/priority as three separate numbers.
To read out or erase the error memory the menu item 'error memory' has to be selected according to chapter
4.

Press the -button to activate the error memory function. The display shows the first stored error code.

By pressing the -button the error memory function can be quit at any time.
The next or previous positions can be accessed by pressing the - and -keys. At the end of the error
memory (error no. 32) the display automatically jumps back to error no. 1.

After the -key is pressed for 3 seconds the systems asks if the user is really sure to clear the error
memory.

By pressing the -key the error memory is not cleared and the system changes back to the error display.
Pressing the -key starts the clearing procedure.
The code „255, 255, 255“ indicates that no more errors are located inside the memory. If there is no error
located in the error memory all numbers are 255.
Clearing the error memory can be started at any displayed error number. It will always clear all errors inside
the memory.
In the first window of the respective error is displayed:

- error number position: 1

- error number: 1-4-2
error location: 1
error type: 4
priority: 2
- error frequency: 10

In the second window of the respective error is displayed:

- time of the first error appearance:

22. Oktober 13.21clock 55 second
- time of the last error appearance:
22. Oktober 14.01 clock 23 second
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3.4.2.1 Error messages

The check error mechanisms of the steering-system SLC 019 613 error reports in 3 priority
levels from.
The more highly the priority of the error, the error is the more critical for the steering-
system.
The error are spent according to their priority differently on the red warning-lamp and the
buzzer.
The steering-computer announces on his 2-line LCD display all detected mistakes.

Priority levels:

priority description

1 Warning
Status message for the driver. The guidance keeps on being fully operative. The
driver should test on next occasion the cause of the warning.
2 Error message
Error report which leads to the revocation of the driving-releasing.
With acting error report the steering system keeps on remaining fully operative.
The driver can still complete the current ride, must let test the steering-system
after that. This is particularly necessary if the error report does not disappear after
short time by itself again.
3 Revocation of the enable driving
Error report which leads to the revocation of enable driving.
The vehicle is to be checked immediately from trained specialists.

Note: You take the states of the corresponding digital exits for the further error response
through the SPS from the chapter 7.4 please.

The error reports generated by the steering-computer consist of 3 error codes:

(1) error location Which component caused the error?
(2) error type Which error was activated?
(3) priority How crutical is the error?
To the error code the date of the first error appearance, the frequency with repeated
mistake entry and the date of the last error appearance in the error log memory of the
electronics is still registered additional.
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Error Code List:

Error Prio Description
01 01 3 Cable break angle transducer axle 1 track 1
Cable of sensor track interrupted. Feedback voltage not in the range of 0,25 V ... 4,875 V
Possible causes: - Cable break to the angle transducer
- Angle transducer is deflected too far. Possibly through mechanical torsion of
the sender at the steering gear or break/curvature of the articulating-lever.

02 02 3 Cable break angle transducer axle 2 track 1

Possible causes: see error 1, 1, 3

03 03 3 Cable break angle transducer axle 1 track 2

Possible causes: see error 1, 1, 3

04 04 3 Cable break angle transducer axle 2 track 2

Possible causes: see error 1, 1, 3

05 05 3 Angle transducer axle 1 track 1 0°- alignment out of tolerance

The alignment value of track is out of the allowed range 2,400 ...2,600V.

06 06 3 Angle transducer axle 2 track 1 0°- alignment out of tolerance

Possible causes: see error 5, 5, 3

07 07 1 Angle transducer axle 1 track 1 range- alignment out of tolerance

The alignment value of track 1 is out of the allowed range
<2,400 ... >2,600V (0°- alignment) or the voltage rating is not valid for the turn of the axis.

08 08 1 Angle transducer axle 2 track 1 range- alignment out of tolerance

Possible causes: see error 7, 7, 3

09 09 3 Angle transducer axle 1 track 2 0°- alignment out of tolerance

Possible causes: see error 5, 5, 3

10 10 3 Angle transducer axle 2 track 2 0°- alignment out of tolerance

Possible causes: see error 9, 9, 3

11 11 1 Angle transducer axle 1 track 2 range- alignment out of tolerance

Possible causes: see error 7, 7, 3

12 12 1 Angle transducer axle 2 track 2 range- alignment out of tolerance

Possible causes: see error 7, 7, 3

13 13 2 Angle transducer axle 1 track deviation

The deviation between track 1 and track 2 of the angle sensor is higher than the value of parameter
Possible causes:
(1) Alignment axle 1 has not a correct value.
(2) Faulty of angle transducer of the axle.
(3) Angle transducer wiring is broken.
(4) The two supply voltages drift from each other.

14 14 2 Angle transducer axle 2 track deviation

Possible causes: see error 13, 13, 2

15 15 2 SLS 401 530 Inkremental input 1 cable break pin 40

CLK1 - signal of the SLS has a cable break or the output of the SLS is defective.

16 16 2 SLS 401 530 Inkremental input 1 cable break pin 41

Up/Down1 - signal of the SLS has a cable break or the output of the SLS is defective.

17 17 2 SLS 401 530 Inkremental input 2 cable break pin 96

CLK2 - signal of the SLS has a cable break or the output of the SLS is defective.

18 18 2 SLS 401 530 Inkremental input 2 cable break pin 97

Up/Down2 - signal of the SLS has a cable break or the output of the SLS is defective.
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Error Prio Description

19 19 3 SLS 401 530 both Inkremental inputs cable break
Both incremental inputs has an cable break.

20 20 2 SLS 401 530 Plausibility

The deviation between counter 1& 2 is higher than parameter 24.

30 30 3 Axle 1 Proportional Valve 1 Magnet A cable break pin 8

The power output to the solenoids of proportional valve of the axle is open loop or high impedance.
At vehicles with 2 valves per axis is steered with the second valve.

31 31 3 Axle 2 Proportional Valve 1 Magnet A cable break pin 14

Possible causes: see error 30, 30, 3

32 32 3 Axle 1 Proportional Valve 1 Magnet B cable break pin 10

Possible causes: see error 30, 30, 3

33 33 3 Axle 2 Proportional Valve 1 Magnet B cable break pin16

Possible causes: see error 30, 30, 3

34 34 3 Axle 1 Proportional Valve 1 Magnet A short circuit pin 8

The power output to the solenoids of proportional valve of the axle is open loop or high impedance.
At vehicles with 2 valves per axis is steered with the second valve.

35 35 3 Axle 2 Proportional Valve 1 Magnet A short circuit pin 14

Possible causes: see error 34, 34, 3

36 36 3 Axle 1 Proportional Valve 1 Magnet B short circuit pin 10

Possible causes: see error 34, 34, 3

37 37 3 Axle 2 Proportional Valve 1 Magnet B short circuit pin 16

Possible causes: see error 34, 34, 3

38 38 1 Axle 1 Proportional Valve 1 Magnet A tolerance pin 8

The permissible tolerance of the current measurement was exceeded.
Possible causes:
Too great total resistance of the wiring board about the valve to the ground.

39 39 3 Axle 2 Proportional Valve 1 Magnet A tolerance pin 14

Possible causes: see error 38, 38, 3

40 40 3 Axle 1 Proportional Valve 1 Magnet B tolerance pin10

Possible causes: see error 38, 38, 3

41 41 3 Axle 2 Proportional Valve 1 Magnet B tolerance pin16

Possible causes: see error 38, 38, 3

42 42 3 Axle 1 Proportional Valve 1 Initialisation Error

Are unvalidly the parameterization of coil resistance or max. current with the actual supply voltage.

43 43 3 Axle 2 Proportional Valve 1 Initialisation Error

Possible causes: see error 42, 42, 3

44 44 1 Axle 1 Proportional Valve 1 Permanent full load

The valve current of the axle is longer than 2 minutes on the peak value are.
The valve current is reduced to 10 %.

45 45 1 Axle 2 Proportional Valve 1 Permanent full load

Possible causes: see error 44, 44, 1

50 50 3 Axle 1 Proportional Valve 2 Magnet A cable break pin 8

The power output to the solenoids of proportional valve of the axle is open loop or high impedance.
At vehicles with 2 valves per axis is steered with the second valve..
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Error Prio Description

51 51 3 Axle 2 Proportional Valve 2 Magnet A cable break pin 14
Possible causes: see error 50, 50, 3

52 52 3 Axle 1 Proportional Valve 2 Magnet B cable break pin 10

Possible causes: see error 50, 50, 3

53 53 3 Axle 2 Proportional Valve 2 Magnet B cable break pin 16

Possible causes: see error 50, 50, 3

54 54 3 Axle 1 Proportional Valve 2 Magnet A short circuit pin 8

The power output to the solenoids of proportional valve of the axle is open loop or high impedance.
At vehicles with 2 valves per axis is steered with the second valve..

55 55 3 Axle 2 Proportional Valve 2 Magnet A short circuit pin 14

Possible causes: see error 54, 54, 3

56 56 3 Axle 1 Proportional Valve 2 Magnet B short circuit pin 10

Possible causes: see error 54, 54, 3

57 57 3 Axle 2 Proportional Valve 2 Magnet B short circuit pin 16

Possible causes: see error 54, 54, 3

58 58 1 Axle 1 Proportional Valve 2 Magnet A Tolerance pin 8

The permissible tolerance of the current measurement was exceeded.
Possible causes:
Too great total resistance of the wiring board about the valve to the ground.

59 59 3 Axle 2 Proportional Valve 2 Magnet A Tolerance pin 14

Possible causes: see error 58, 58, 3

60 60 3 Axle 1 Proportional Valve 2 Magnet B Tolerance pin 10

Possible causes: see error 58, 58, 3

61 61 3 Axle 2 Proportional Valve 2 Magnet B Tolerance pin 16

Possible causes: see error 58, 58, 3

62 62 3 Axle 1 Proportional Valve 2 Initialisation Error

Are unvalidly the parameterization of coil resistance or max. current with the actual supply voltage.

63 63 3 Axle 2 Proportional Valve 2 Initialisation Erkor

Possible causes: see error 62, 62, 3

65 65 3 Error Steering Deviation Axle 1

The deviation between steering wheel and axle is higher then the programmed value in step 109.

64 64 1 Axle 1 Proportional Valve 2 dauernde Vollansteuerung

The valve current of the axle is longer than 2 minutes on the peak value are.
The valve current is reduced to 10 %.

65 65 3 Error Steering Deviation Axle 1

The deviation between steering wheel and axle is higher then the programmed value in step 106.

66 66 1 Warning Steering Deviation Axle1 in speed range V1 … V2

67 67 1 Warning Steering Deviation Axle1 in speed range V2 … V3
68 68 1 Warning Steering Deviation Axle1 in speed range V3 … V4
69 69 1 Warning Steering Deviation Axle1 in speed range >V4
70 70 2 Warning Steering Deviation Axle1 in speed range >V4
71 71 3 Error Steering Deviation Axle 1
The deviation between steering wheel and axle is higher then the programmed value in step 106.
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Error Prio Description

72 72 1 Warning Steering Deviation Axle1 in speed range V1 … V2
73 73 1 Warning Steering Deviation Axle1 in speed range V2 … V3
74 74 1 Warning Steering Deviation Axle1 in speed range V3 … V4
75 75 1 Warning Steering Deviation Axle1 in speed range >V4
76 76 2 Warning Steering Deviation Axle1 in speed range >V4
80 80 2 Plausibility DI ‘stand still’ – speed signal
81 81 2 Plausibility DI ‘hydraulic ok’
88 88 2 CAN- Bus Timeout SPS
Timeout in connection to SPS. The operation reflects on the state wired at the digital inputs.

90 90 0 Angle of axle 1 bigger then alignment value

Check the maximum angle of the axle with the operating data display.
The maximum allowed value is ± (parameter 4 + parameter 5).
Otherwise you have to meke a correct alignment of the maximal mechanical angle once more.
Check the hydraulic pressure!

91 91 0 Angle of axle 2 bigger then alignment value

Description see error 90.

95 95 3 Fuse Control F101 (ext. Components) Cable break

The fuse on the wiring board for external components is blown. So the steering-force simulator is no longer
available and the steering has to be switched off.

98 98 1 Timeout EEPROM Write Routine

Timeout during the write routine onto the EEPROM

99 99 3 Plausibility Parameter
Parameter out of area

100 100 0 timeout data logger

101 101 0 plausibility data data logger
239 xxx 3 Hardware Error
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3.4.2.2 Clear the Error Memory

Clearing the error memory can be started at any displayed error number. It will always
clear all errors inside the memory.

After the -key is pressed for 3 seconds the systems asks if the user is really sure to clear
the error memory.

error memory
clear ?

ESC

cancel clear

By pressing the -key the error memory is not cleared and the system changes back to
the error display. Pressing the -key starts the clearing procedure.

The clearing progress is displayed with a barograph in the second line.

After clearing the memory all error codes are set to 255. To confirm the display changes to
the first error number.
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3.4.3 Hardware Error

The SFET power switch of the electronics is switched off with active U-Error. So the first
8 digital outputs are switched off too. Additionally all digital and PWM outputs are
switched off by the operating system software. Each U-Error is stored into the error
memory with location code 239.

NOTE: To clear a U-Error the power supply of the electronics has to be

switched off.

Power- up Tests:
Code Cause of Error Description
U..1 CPU test Send electronics to repair.
U..2 RAM test Send electronics to repair.
U..3 RAM test Send electronics to repair.
U..4 External RAM test Send electronics to repair.
U..5 EEPROM parameter test (parameters 0 ... 511) Parameters of the electronics faulty or wrong parameter signature.
Reprogramming of the parameter set necessary.
U..6 FLASH ROM signature FLASH download of new program necessary.
U..7 Time base 10 ms interrupt Send electronics to repair.
U.10 5V power supply Check +5V reference voltage because the error might be caused by
external short-circuit or overload.
U.11 Mono flop triggering not successful Check +5V reference voltage because the error might be caused by
external short-circuit or overload. If no external problem then send
electronics to repair.
U.12 Mono flop time too short Send electronics to repair.
U.13 Mono flop time too long Send electronics to repair.
U.14 Triggering too fast Send electronics to repair.
U.15 Watchdog time too short Send electronics to repair.
U.16 Watchdog time too long Send electronics to repair.
U.17 Power up test for under voltage not successful. Send electronics to repair.
U.18 Power up test for over voltage not successful. Send electronics to repair.
U.19 Safety-FET power switch Check digital outputs DO1 to DO6 for short circuit to 0V or 24V. If
no short circuit present then send electronics to repair.
U.20 Program sequence monitoring. Send electronics to repair.
U.21 Digital output 1 The state of the digital output and of its feedback is not the same.
This error is mostly caused by an external short circuit or external
feed.
U.22 Digital output 2 see U 21.
U.23 Digital output 3 see U 21.
U.24 Digital output 4 see U 21.
U.25 Digital output 5 see U 21.
U.26 Digital output 6 see U 21.
U.27 Digital output 7 see U 21.
U.28 Digital output 8 see U 21.
U.29 Digital output 9 see U 21.
U.30 Digital output 10 see U 21.
U.31 Digital output 11 see U 21.
U.32 Digital output 12 see U 21.
U.33 Digital output 13 see U 21.
U.34 Digital output 14 see U 21.
U.35 Digital output 15 see U 21.
U.36 Digital output 16 see U 21.
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Cyclic Tests:
Code Cause of Error Description error memory
code
U101 CPU test Send electronics to repair. 239-101-3
U102 RAM test Send electronics to repair. 239-102-3
U103 EPROM signature Send electronics to repair. 239-103-3
U104 Signature error of RAM copy of all parameters Send electronics to repair. 239-104-3
U105 Safety circuit 5V-power supply (PIC pin 9) Check +5V reference voltage because the error might be 239-105-3
caused by external short-circuit or overload.
U106 Power supply > max. (31V) Check the power supply of the electronics. If the power supply 239-106-3
is all right and the error is not cleared after power up send
electronics to repair.
Big peaks or ripple on the power supply can only be checked
with a oscilloscope.
U107 Power supply < min. (15V) See U106 239-107-3
U108 Electronics temperature > max. (85°C) Switch the electronics off to cool down. If the error is not 239-108-3
cleared after cool down and power up send electronics to
repair.
U109 Program sequence monitoring. Send electronics to repair. 239-109-3
U110 Program sequence monitoring (key - lock) Send electronics to repair. 239-110-3
U111 Watchdog timeout Check digital output 1 to 6 for short circuit. If no short circuit 239-111-3
is there the program cycle time is too long.
U112 10 ms interrupt test Program cycle time is too short or timebase interrupt not 239-112-3
working. Send electronics to repair.
U113 Program in endless loop. The program cycle is longer than 200ms. 239-113-3
U114 +5V reference power supply out of range. Check the +5V reference supply. Disconnect all units 239-114-3
connected to it.
U115 +5V external power supply out of range. Check the +5V ext. supply. Disconnect all units connected to it. 239-115-3
U116 Test of safety circuit not successful. Check digital output 1 to 6 for short circuit. If no short circuit 239-116-3
is there send electronics to repair.
U121 Digital output 1 The state of the digital output and of its feedback is not the 239-121-3
same. This error is mostly caused by an external short circuit or
external feed.
U122 Digital output 2 See U121 239-122-3
U123 Digital output 3 See U121 239-123-3
U124 Digital output 4 See U121 239-124-3
U125 Digital output 5 See U121 239-125-3
U126 Digital output 6 See U121 239-126-3
U127 Digital output 7 See U121 239-127-3
U128 Digital output 8 See U121 239-128-3
U129 Digital output 9 See U121 239-129-3
U130 Digital output 10 See U121 239-130-3
U131 Digital output 11 See U121 239-131-3
U132 Digital output 12 See U121 239-132-3
U133 Digital output 13 See U121 239-133-3
U134 Digital output 14 See U121 239-134-3
U135 Digital output 15 See U121 239-135-3
U136 Digital output 16 See U121 239-136-3
U161 Digital input 1 The two channels to read the digital input have not the same 239-161-3
switching state. This error can also be caused by input voltages
between 1V and 9V or high frequencies at the input.
U162 Digital input 2 See U161 239-162-3
U163 Digital input 3 See U161 239-163-3
U164 Digital input 4 See U161 239-164-3
U165 Digital input 5 See U161 239-165-3
U166 Digital input 6 See U161 239-166-3
U167 Digital input 7 See U161 239-167-3
U168 Digital input 8 See U161 239-168-3
U169 Digital input 9 See U161 239-169-3
U170 Digital input 10 See U161 239-170-3
U171 Digital input 11 See U161 239-171-3
U172 Digital input 12 See U161 239-172-3
U173 Digital input 13 See U161 239-173-3
U174 Digital input 14 See U161 239-174-3
U175 Digital input 15 See U161 239-175-3
U176 Digital input 16 See U161 239-176-3
U201 Analog input 1 Disconnect signal at analog input and restart the electronics. If 239-201-3
the error is still active send electronics to repair.
U202 Analog input 2 See U201 239-202-3
U203 Analog input 3 See U201 239-203-3
U204 Analog input 4 See U201 239-204-3
U205 Analog input 5 See U201 239-205-3
U206 Analog input 6 See U201 239-206-3
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Code Cause of Error Description error memory
code
U207 Analog input 7 See U201 239-207-3
U208 Analog input 8 See U201 239-208-3

U221 Analog output 1 Arrangement with read back value.

U222 Analog output 2 s.o.
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3.4.4 Parameterprogrammierung

The steering system of the safety steering computer SLC 019 613 is set up by using 512
parameters. The menu item 'parameter' is used to read and modify these parameters.
Follow chapter 4 to select menu item 'parameter'.

Press the -button to activate the parameter function. the display changes to the
parameter number input. The cursor (underline) blinks left of the parameter number.
The parameter submenu is exit, by moving the input cursor with the -button left until
the most left digit of the parameter number is reached. One more press of the -button
finishes the parameter submenu. The steering computer is automatically restarted after a
programming action to check all parameter values again.
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3.4.4.1 Read Parameters One After the Other

By using the -button the parameter values can be read easily without changing the
values. The parameter values are not changed at that.

In the parameter number display press the -button once to move to the parameter value
display.

In the parameter value display the -button changes to the display of the next parameter
number.

One more press of the -button changes back to the parameter value again aso.
When the parameter mode is finished the steering computer performs a new start procedure
to check all parameter values again.
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3.4.4.2 Set the Parameter Number Directly

To read or to modify single parameters the parameter number can be set directly.

The -key shifts the cursor one digit to the left side. The actual cursor position is
flashing. If the -key is pressed with the cursor at the most left digit the parameter
submenu is quit.

The -key shifts the cursor one digit to the right side.
If the -key is pressed at a digit without number or at the most right digit the parameter
number input is finished and the display changes to parameter values. It does not matter if
the parameter number is given as 1, 2 or 3 digits.

The -key is used to reduce the value of the blinking digit by one. If the value is '0' the
-key changes it to '9'.
If the -key is pressed at the beginning of the parameter number input (cursor is right of
the parameter number) the cursor jumps to the most left digit without clearing the value.
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The -key is used to increment the value of the blinking digit by one.
If the value is '9' the PLUS-key changes it to '0'.
If the -key is pressed at the beginning of the parameter number input (cursor is right of
the parameter number) the cursor jumps to the most left digit clearing the parameter
number to '0'.
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3.4.4.3 Modify Parameter Values

After the parameter number input (see chapter 3.4.4.2) the display shows the actual
parameter value. The cursor is right of the parameter value.

The -button shifts the cursor one digit to the left side. The actual cursor position digit is
blinking. If the -button is pressed at the most left digit the display changes back to the
parameter number without saving the parameter value.

The -button shifts the cursor one digit to the right side. If the -button is pressed at a
digit without value or at the most right digit of a 4-digit value the parameter is saved and
the display continues with the next parameter number. It does not matter if the parameter
values are programmed with 1, 2, 3 or 4 digits.
Before saving the first modified parameter value an access code has to be set. The value is
only saved with correct access code.

Before saving the parameter value is checked to be in the allowed parameter range. If the
value is outside the allowed range the minimum and maximum value is shown on the
display. Press any key to switch back to the parameter value input again.
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The -button is used to decrement the blinking digit by one. If the value is '0' the -
button changes it to '9'. If the -button is pressed at the beginning of the input sequence
(cursor is located behind the parameter value), the cursor jumps to the first input digit
without clearing the parameter value.

The -button is used to increment the value of the blinking digit by one. If the value is '9'
the -button changes it to '0'. If the -button is pressed at the beginning of the
parameter value input (cursor is right of the parameter value) the cursor jumps to the most
left digit clearing the parameter value to '0'. This can be used mainly to set one digit values.
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3.4.5 Parameter list

step value unit range description

0 0001 - 0001 – 0002 Number of axles

1 = one axle 2 =.two axles

1 0001 - 0001 – 0002 Valve configuration

1 = axle with one valve
2 = axle with two valves

2 0000 - 0000 - 9999 -

3 0145 ° 0060 - 0360 Electrical function angle of the angle transducers
The angle transducers are potentiometers which are supplied by the steering computer with a
high precision +5 V. For calculating the real steering angle out of the potentiometer voltage the
steering computer needs to know the angle range of the internal. The parameter defines the
angle range during a change of the slider voltage from 0V to +5 V.

4 0027 ° 0010 – 0180 Angle of range alignment

During the maximum angle alignment of an axle the actual feedback voltage is saved into the
EEPROM memory of the steering computer. In normal operation this voltage is set in relation
to this angle parameter to calculate the real angle of the axle.
This alignment angle should match the real angle of the axle at the alignment as exactly as
possible because it influences the steering accuracy.

5 0003 0,1° 0001 - 0050 Additional angle for monitoring max. angle of the axle
If the actual angle of the steered axle is bigger then the alignment angle of the axle a error
message 90 / 91 will be set.ausgegeben.

6
...
9
10 0000 - 0000 - 0001 Turning direction of setpoint generator (SLS)
0000 = normal; 0001 = invers

11 0300 Impulse 0001 - 5000 Impulses per steering wheel turn SLS
Counts of generated pulses of 360° turn.

12 0100 0,1° 0001 - 3600 Setpoint change per steering wheel turn
Translation of the steering wheel turn onto the steering system.
Per steering wheel turn the steering-angle of the axle changes around the indicated value.

13 0000 - 0000 – 9999 -

14 0100 0,1°/s 0001 – 0200 Max. steering speed limit
The steering-angle change per second is limited on the indicated value in order not to overdriv
the proportional valves. The value must be fitted to the really attainable adjusting-rate (Credit
supporting-volume, valve passage amount, coil volume).

15 0000 - 0000 – 9999 -

...
19
20 0020 % 0000 – 0100 Minimal steering brake steering wheel 1
Value with that the steering-brake in every operating state is accessed.

21 0020 % 0000 – 0100 Minimal steering brake steering wheel 2

Value with that the steering-brake in every operating state is accessed. In case of active input
,steering invers‘ pin 47.

22 0030 0,1° 0000 – 1000 Steering brake deadband

This parameter is used to set the influence of the steering computer to the steering brake of the
steering-force simulator. As long as the steering deviation is lower than the programmed value
the steering computer does not influence the steering brake.
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step value unit range description

23 0100 0,1° 0000 – 1000 Steering brake rise

[rise to 100% to x°]
If the steering deviation is higher than the programmed deadband the steering force is
increased proportionally to the deviation. If the deviation is higher than the deadband value
plus the maximum brake value the steering-wheel is locked.
(So with increasing steering deviation the steering-wheel becomes harder to turn.

24 0000 - 0000 – 0001 Function steering lock

In case of attaining of the maximum angle at the steered axles the steering wheel is blocked.
0000 = not active; 0001 = active

25 0000 - 0000 – 9999 -

...
29
30 2500 mA 0050 - 3500 Maximum current of steering valves
The proportional magnets of the steering-valves are accessed from PWM-outputs of the
steering-computer directly..
example: BOSCH NG 6 = 2500
BOSCH SB12 = 2300
Rexroth M4-15 = 0800

31 0038 0,1 0010 ... 1000 Nominal resistance of the solenoids

The nominal resistance of the built-in solenoids must be indicated.
example: BOSCH NG 6 = 0030
BOSCH SB12 = 0038
Rexroth M4-15 = 0120

32 1250 - 0010 – 9999 Control gain of steering control axle 1

The actual control deviation is multiplied by the value of this parameter. As soon as the result
is 4095 or higher the valve is fully opened.
example:
At an parameter setting of 4095 the proportional valve is accessed fully already with a
deviation of 1 °.

33 1250 - 0000 – 9999 Control gain of steering control axle 2

see parameter 32

34 0050 % 0005 – 0100 Deadband compensation proportional valve

axle 1 valve 1
For the proportional valves have quite a big deadband in the centre position the steering control
circuit compensates for this by giving a compensation output value as soon as the control
deviation is not zero. So the valve spool is always close to the edge and an oilflow starts at
once.
Example: BOSCH NG 6 = 0025
BOSCH SB12 = 0035
Rexroth M4-15 = 0048

35 0040 % 0000 – 0100 Deadband compensation proportional valve

axle 1 valve 2
Definition see parameterstep 34

36 0000 % 0000 – 0100 Deadband compensation proportional valve

axle 2 valve 1
Definition see parameterstep 34

37 0000 % 0000 – 0100 Deadband compensation proportional valve

axle 2 valve 2
Definition see parameterstep 34

38 0007 0,1° 0000 – 9999 Bend point gain increasing

The steering deviation is greater as the parameterized value the gain is multiplies with the
factor of parameter 39.

39 0200 % 0100 – 0500 Factor gain increasing

The deviation is greater than the value parameterized in parameter 38 becomes the gain with
this factor multiplies..

40 0030 % 0000 - 0100 Valve opening to activate of release the hydraulic cylinder
If the maximum steering angle is reached, the parametriced value of the valve is actvated.
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step value unit range description

41 0023 % 0000 – 0050 integral valve opening (version 2.0)

valve opening at axle speed from parameter 14

42 0001 - 0000 - 0002 Configuration gain (version 2.0)

0 = only proportional gain
1 = proportional and integral gain
2 = only integral gain

43 0000 - 0000 – 9999 -

...
46
47 0001 - 0000 – 0001 proportional valve monitoring
0000 = not activ
0001 = activ ( Monitoring of cable break , short circuit,
current tolerance and overlaod )

48 0080 0,1° 0001 – 3600 maximum deviation between the single potentiometer tracks
Each angle transducer includes two separate potentiometer tracks. Both tracks are read in by
the steering computer and are evaluated to real angles. If the deviation of these internal angles
is higher than the programmed value the steering computer activates an alarm

49 0050 Impulse 0005 – 0300 maximum deviation between the two steering counters
The safety steering force simulator SLS 401 530 has 2 impulse exits that are led onto separate
counter inputs of the leading-computer. These counter must not exceed the programmed
difference. In the case of an error the vehicle is stopped since the vehicle can not be led
anymore.

50 0050 0,1° 0000 – 1800 Limit DO ‚steering straight‘

The output is setted if setpoint varies close to the programmed thresholds

51 0000 - 0000 – 9999 -

...
54
55 0001 - 0000 ... 0001 PLC about CAN- Bus
0000 = no communication
0001 = communication aktiv

56 0010 10ms 0000 ... 1000 Timeout for CAN-Bus monitoring

PLC- communication
A error is generated if than the programmed timeout time no message was received longer by
the PLC on the bus CAN.

57 0010 10ms 0000 ... 1000 Repetition rate for sending-message to the PLC
58
...
99
100 0100 10ms 0001 ... 1000 Tolerance time steering deviation for warning
If the control deviation exceeds the programmed value the steering set point speed is reduced
to 50% of the selected steering speed. This allows the slower axle to close up to the others
without causing an alarm.

101 0002 km/h 0001 ... 0050 1. speed limit for steering deviation monitoring
The control deviation is monitored in the range of PS 105 if the speed is higher then the
programmed value..

102 0006 km/h 0001 ... 0050 2nd speed limit for steering deviation monitoring
The control deviation is monitored in the range of PS 106 if the speed is higher then the
programmed value

103 0010 km/h 0001 ... 0050 3th speed limit for steering deviation monitoring
The control deviation is monitored in the range of PS 107 if the speed is higher then the
programmed value

104 0020 km/h 0001 ... 0050 4th speed limit for steering deviation monitoring
The control deviation is monitored in the range of PS 108 if the speed is higher then the
programmed value
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step value unit range description

105 50 0,1° 0001 … 0200 Control deviation limit for warning V1 … V2

If the steering deviation is biggerthen the programmed value and the tolerance time from PS100
= 0 an alarm is generated

106 40 0,1° 0001 … 0200 Control deviation limit for warning V2 … V3

If the steering deviation is biggerthen the programmed value and the tolerance time from PS100
= 0 an alarm is generated

107 30 0,1° 0001 … 0200 Control deviation limit for warning V3 … V4

If the steering deviation is biggerthen the programmed value and the tolerance time from PS100
= 0 an alarm is generated

108 15 0,1° 0001 … 0200 Control deviation limit for warning >V4
If the steering deviation is biggerthen the programmed value and the tolerance time from PS100
= 0 an alarm is generated

109 200 % 0100 … 0500 Control deviation limit for error

If the steering deviation in all monitored ranges is higher then the programmed factor a alarm
is generated.
The trucking-deviation is to big, so the enable driving is switched of.

110
...
239
240 0000 - 0000 – 3333 Inversion of digital inputs 1...8
xxx0 = digital input 1 normal 2 normal
xxx1 = digital input 1 invers 2 normal
xxx2 = digital input 1 normal 2 invers
xxx3 = digital input 1 invers 2 invers
xxyx = digital input 3/4
xyxx = digital input 5/6
yxxx = digital input 7/8

241 0000 - 0000 – 3333 Inversion of digital inputs 9...16

see parameter step 240

242 0000 - 0000 – 3333 Inversion of digital inputs 17...24

see parameter step 240

243 0000 - 0000 – 9999 -

...
511
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3.4.6 Axle alignment

To align the axle the actual voltage feedback at 0° steering angle (straight driving) and at
maximum steering angle (full lock steering) is saved into the EEPROM memory of the
steering computer. During normal steering the steering computer uses these values to keep
best tracking.
The menu item 'axle alignment' is activated as described in chapter 3.4.

The -button starts the alignment menu. The alignment is only available if the access
code was set before.
In the axle selection mode the alignment mode can be quit with the -button and started
with the -button.

select axle for

alignment 1

ESC

finish start

CAUTION:
In alignment mode the selected axle can be steered without checking the
maximum steering angles and without error monitoring.

HINT:
So the alignment mode can also be used to steer a faulty axle to straight
position or to turn it out of the cable break range.
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3.4.6.1 Alignment Procedure
First the axle must be aligned to the exact straight position (0°).
If only a maximum angle alignment is to be made the 0° alignment can be skipped by
pressing the -button. So the old alignment value is not changed but is displayed (which
can be used to check the values).
Steer the axle using the -button to the left and the -button to the right. If the key is
only pressed once the steering angle is changed by 0.1°.
If the button is held pressed for more than 1 s the steering starts to turn continuously. The
steering speed is increased in three steps up to approximately 10 °/s.
3.4.6.2 Control the polarity of the closed-loop
Seen in case of look of above onto the vehicle in driving direction must the axle in
the alignmentmode with the plus press button turn to the right ( clockwise) and with
that one MINUS- to let adjust press button turn to the left (against the clockwise).
The direction of the movement is invers to the definition the supply voltage of the
angle transducer the hydraulic pipes to be negated (Couplers at the valve or wire at
the wiring board).
At vehicles with two valves per axis the assignment of the valve outputs is to be
checked for the corresponding valve and the crosswise interchanging within the
valves.
NOTE:
Check the following items if the axle cannot be steered at all:
(1) Hydraulic supply available.
(2) System pressure high enough.
(3) Axle not blocked mechanically.

NOTE:
If the steered axle turns towards full lock without any position
control, check th following items:
(1) The feedback voltage of the angle transducer has to increase at a
clockwise turn of the axle (to the right side).
If not swap the supply lines of the corresponding potentiometer.
(2) With an oilflow from P to A through the proportional valves the
steering has to turn clockwise (to the right side).
If not swap the two solenoid plugs at the valve.
(3) Check if the angle sensor link is fixed to the axle mechanically.
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3.4.6.3 0° - alignment

steer axle to 0
2532mV 2509mV

ESC

skip alignment

steer left

steer right

save alignment values

The axis selected for the adjustment becomes now through keystroke into the exact one 0
°- brought to position.
The second line of the display shows the feedback voltage of both tracks of the angle
sensor potentiometers. The unit is [mV].
Save the alignment value with the -button as soon as the axle is perfectly positioned to
0°.
The actual value of both angle sensor feedback voltages must be in the range of 2200 mV
... 2800 mV. If one voltage is outside this range the values are not saved and an error
message appears on the display.

Confirm the error message with the -button. Then the steering mode is active again to
correct the position or the mechanical installation of the angle transducer.

NOTE:
At straight position of the axles both feedback voltages of
the angle transducer potentiometer tracks must be inside
the range of 2200 ... 2800 mV.

If both actual voltages are correct they are saved into an EEPROM memory. The saved
values are shown on the display (even if the alignment is skipped with the -button).
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saved values are

2532mV 2509mV

ESC

quit

The announced value is the value entered in the memory which is employed to the
correction of the steering setpoint later in the steering program.
After acceptance with the - button the adjustment mode is called for the maximal angle
to the right.
3.4.6.4 Maximum angle alignment right
Here the alignment can be skipped with the -button too

steer max right

3819mV 3799mV

ESC

skip alignment

steer left

steer right

save alignment value

Now the steering is set to maximum angle by turning to the end lock with the - or -
button. It does not matter if the left or right lock is selected, but if the left and right
maximum angles are different always take the bigger one. (full look).
As soon as the maximum angle is reached save the actual feedback voltages with the -
button.
Both actual values must be outside the 0° alignment range (higher than 2800 mV ) to avoid
the error message on the display. The actual values being in the 0° alignment range would
cause poor resolution of the steering.
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out of tolerance
must be > 2800mV

ESC

quit

Confirm the error message with the -button. The display will change back to the
steering mode to allow a correction of the steering angle or the angle transducer
installation.
If both actual voltages are correct they are saved into an EEPROM memory. The saved
values are shown on the display (even if the alignment is skipped with the -button).
The displayed values are taken by the steering computer to correct its steering setpoints in
normal operation.

saved values are

3819mV 3799mV

ESC

quit

After confirming with the -button the system changes back to the start menu and the
alignment mode can be quit or repeated.

3.4.6.5 Maximum angle alignment left

Also here the adjustment mode with the - button can be skipped over.

steer max left

1219mV 1199mV

ESC

skip alignment

steer left

steer right

save alignment value

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The axle can be steered with the - button up to the left Maximal angle (against the
mechanical end).
As soon as the axle is positioned on the Maximal angle, the actual value with the -
button is stored.
For the retention the actual value of both angle transducer trucks must be smaller than
2200 mV.
If the actual value is greater than the indicated value, an error report appears so.

out of tolerance
must be < 2200mV

ESC

quit

The error report must be confirmed with the -button. The display returns then to the
adjustment mode again. Now the actual value can be patched when the axles is led on
Maximal angles correctly.
With correct actual value the storage is carried out into the EEPROM.
The stored value is announced on the display (even if the Maximal angle adjustment was
skipped over).

saved values are

1219mV 1199mV

ESC

quit

3.4.6.6 Straightening of the axle

After acceptance with the -button the direction of the axle is changed for to the display
in 0°-Position.
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steer axle to 0°
axle 1: 12.02°

ESC

quit

The menu item is used for the direction at vehicles with 2 axles. Thus it is guaranteed that
the axes already stand after the adjustment in the geometrically correct position. The menu
item can be finished in every axle position with the -button.

3.5 Version Display

The version display is used to verify the steering software modules. The single module
version numbers and dates are shown.

The version display is activated with the -button.

Use the -button and the -button to select the single software modules.

F:HA40400 V:0101
D:19.06.00 0

ESC

exit modus

previous modul

next modul

F: software-modul name
V: modul version
D: modul datum
0..X: counter of display (number of modul)
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To exit the version display press the -button. This is working from every version display window.

3.6 Set Clock and Date

To set the internal clock and date of the steering computer activate the menu item with the
-button.

At first the actual time, date and day of the week is displayed.

20.06.00 2
13:20:59

ESC

exit modus set date / time

Press the -button to exit without changing a value.werden.

Press the -button to set time and date. The 'set clock/date' window is displayed for 1
second.

Setting the time and date works like a parameter value input (see chapter 3.4.4.3).
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As soon as the cursor is shifted to the right side with the -button right of the second
value the setting is saved automatically.
After 1 second displaying the 'finished' message the display changes back to the main
menu.

After 1 second displaying the 'finished' message the display changes back to the main
menu.

3.7 Entering password

Only authorized persons are supposed to be able to change adjustment and parameter
values.
Therefore for the adjustment of the steeried-axles and parameter programming one
password must be entered.

According to correct input the display changes again for the axle alignment.
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With wrong input an error report which can be confirmed with each press button is
announced. To the confirmation in case of acting and left at the alignment mode (Display
on 'i/o data display').

HINT: The password must be entered also for parameter programming

with the PCS-tool.
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4 Installation

4.1 Mounting of the SLC in the vehicle

CAUTION:

The case of the SLC offers only a protection against touch and dust (with
wall mounting with wiring board below). The steering-computer must be
installed from that either at protected places (Cabin) or into a control box
that corresponds to the necessary type of protection of the installation site.

HINT:
On the SLC is a 2-line LCD display and four press buttons to the diagnosis
and initiation of the steering-system available.
The SLC should be installed so that the display is well to read and the
press buttons are slightly attainable.

4.2 Wiring of the SLC

The SLC owns 162 connection terminals onto which the complete wiring of the plant is
carried out. An additional external terminal block is not necessary.
The wiring is carried out according to the connection diagrams.
The connection diagrams are filed in the appendix onto this document.
As plug adapters WAGO - set in wedges.
Are opened the wedge with a small screwdriver, introduced then the management. The
wedge is closed again when the screwdriver is diverted from the wedge.
The indicated wire cross sections are absolutely to be kept. Larger sectional views are
permissible to a maximum of 2,5 mm².
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HINT FOR WIRING:

• The wire cross sections indicated in the connection diagram are
minimum values. Larger sectional views to a maximum of 2,5 mm²
are permissible.
• For all sensors and interfaces are to be employed shielded
management. The shield line are connected on one side at the SLC.
The sensor end of shield line shud be open.
• Es ist für eine separate Zugentlastung zu sorgen.
• The management keeps up or to be wedged in without wire end
sleeves. With aggressive climate (chemical industry, steel industry,
lake air ...) wire end sleeves with a special-purpose tool must be
pressed in a gasproof way.
• During the cable-laying it should be ensured that the management is
protected at sharp rims and are not frayed in case of movements of
the management. The signalling lines of sensors should lie not about
longer routes parallel to high performance cords. It can result in
troubles of the signals through strong stray pick-up.
• In the plug of all switching-valves must be integrated a quenching
diode. (not for proportional valves)

CAUTION:
Never change the plugs of the electronics under voltage !

Disconnecting electronics from the supply voltage in case of welding

jobs ! (especially vehicle ground / frame)

4.3 Installation of the angle transducer

The angle transducer is in the left vehicle frame seen in main going-direction mounts and
must be exact onto the centre position equalized. The angle transducer is with a cable and a
plug adapter furnished.

CAUTION:
Between angle transducer and axle no mechanical clearance must exist
since otherwise the axle can move in this clearance without the steering-
computer noting it.
A clearance often shows itself in a slow swinging-movement in case of
which the axle swings slowly from an end of the clearance on the other
hand.
In axial direction the mounting must be strength-free in order not to
burden the bearing of the angle transducer.
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5 Start-up of the hydraulic system

A current hydraulics plan is to be employed for the assembling and the initiation.
The complete function of the steering system is condition for the hydraulic initiation.
Please note that the pipeline / hose must be rinsed onto the respective function block before
the arrangement cleanly in order.

CAUTION:
Ensure during the hydraulic initiation no person is in the field of the
axes. With system errors ( for example wrong pipe laying) it can result
in unintentional movements of the steered-axles..

5.1 Purge the steering sytem

a) Start the engine. Move the axle five times with the steering wheel from one end to the
other. You purge the steering-cylinder with that for the axle as well as the management
of the regulating loop.
If this should not be possible it can lie, that the pressure control valve onto a too low
pressure is preset.
The steering-electronic must be in the normal operation and not announce any errors in
the display. If the steering-electronics still announces errors check the angle transducer,
you test in accordance with 7.2 the startup instruction the angle transducer wiring and
align the axle.
b) Test the oil level in the hydraulic tank after the complete ventilation of the system.
Fill up missing oil after.
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6 Start-up of the steering system

6.1 Power supply

The power supply range is: 16 ... 30 VDC.
CAUTION:
The supply line for +Ub must be led about a protection according to the
connection diagram (see appendix).
The indicated wire cross sections are absolutely to be kept. Larger
sectional views are permissible to a maximum of 2,5 mm².

CAUTION:
During the first initiation or in case of wiring changes to the supply the
mains voltage must be checked first for correct value and polarity with
unplugged electronics at the wiring board. Switching off the main power
switch after that, connect the electronic and starting the SLC through
switch-on of the ignition.

After the switch-on the back lighting of the LCD display must light up. After the power-up
test in case of which 'self test 040 400' in the display is announced the SLC with the project
number and the software-version (with date) reports itself.

HINT:
If during the switch-on indeed the back lighting is acting, but they are
spent on the display, the dip-counter could be for the FLASH-
programm- download turned on. The dip-switch is on the electronics
motherboard to the left of the right compact coupler and must be in the
normal operation switched off.

NOTE:
Fatal errors in the steering-system can be receipted only, when the mains
voltage switched of and on again.
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6.2 Angle transducer

The angle transducer are used for the measurement of the angle transducer of the axles.
They include 2 potentiometer tracks, that are supplied from the SLC with ever a +5 V
reference voltage.
The slider voltage of the potentiometers is in the field of 0 V ... +5 V.
The first potentiometer track is supplied from the precise +5 V reference. The second
potentiometer track is supplied from the more inaccurate +5 of V Extern, differences
between the two tracks which are compensated at the axle alignment.
Since the two +5 of V supplies are independent of each other. Through that can also with
short circuit of one of the two tensions that other supply their track of the angle transducer
still correctly.

DEFINITIONS:
• The slider voltage of the potentiometer at straight line position must
be 2,50V (tolerance ±100 mV).
• The second potentiometer track are supplied equidirectional. The
slider voltage are from that always approximately identical.
• With a clockwise rotation of the axle (seen clockwise from above)
the slider voltage must increase from both tracks.

The voltage of the potentiometer can be read out in the i/o- data display.
The display window for AI 1 and AI 2 can select with the - and - press button.

AI1: 2545mV
AI2: 2450mV

ESC

axle 1 potentiometer track 1

axle 1 potentiometer track 2

In the display windows the above entered definitions can be verified.

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NOTES FOR TROUBLESHOOTING:

If the definition is not correct to the polarity of a voltage, for the
appropriate track the utility lines (+5V and 0V) must be exchanged.
Testing the reference voltage +5V with problems with the actual value
first. The voltage can be measured at pin 86 and 138. If these are not on
+5 V exactly, they are short-circuited possibly externally.
In order to find the cause, the potentiometer are clamped after each other
and measured the voltage again. After disconnecting of a wire the +5 V
are again exactly perceptible, the connected sensor is the error cause.
Check wiring !
The wiring of the individual sensor voltages is to be tested by
disconnecting of the actual sensor tracks at the SLC:
Diverting couplers at the angle transducer of axle A and testing
the corresponding error reports.

After a successful adjustment of the steering-axles also the angle values calculated from
the voltage in degree can be read out in the operating data display.
The operating data display is activated in the normal operation (Error display) with the -
button and left with the -button again.

With the - and -button the different display windows can be switched.
On separate display windows the angles of the individual potentiometer tracks are
represented.
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6.3 Logic and test of the digital inputs

The i/o- data display must be activated to the testing of the signals.

6.3.1 DI 01 ‚hydraulic ok‘

pin 49
The signal ,hydraulic ok' comes of the SPS. It is switched activ, when the SPS the signals
of the vehicle ( for example engine runs, push switch at the hydraulic pump, aso.) are
available. Only if the signal is activ the steering system will be working.
If the signal is not switched in an acting way, the evaluation of the steering wheel and the
error evaluation of the steering system are deactivated.

6.3.2 DI 02 ‚centralise axles‘

pin 48
The digital input can be employed, around the axes through activation of the input on the
stored straight line position / 0 °- to set up position.
The positioning is only for so long acting as the entry is acting and the vehicle is in the
stand still state. The positioning of the axes occurs in this case with the steering speed
ramp with is parametrised in parameter 14.

6.3.3 DI 03 ‚steering invers‘

pin 47
The signal is used for the inversion of the steering-direction generated from setpoint
generator. The steering is negated if the signal 'seat in position180°' is activ.
So the driver can steer in the actual sitting position logically correctly.
The changing of the state normal / invers is only possible in stand still of the vehicle

6.3.4 DI 04 ‚vehicle stand still‘

pin 46
The signal is used for the check of the plausibility of the speed signal .

6.3.5 DI 05 ‚diesel engine stop‘

pin 45
The signal is used for the check of the plausibility of the signal ‘hydraulik ok’.
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6.3.6 DI 08 ‚fuse monitoring‘

pin 42
The digital input ,fuse control' is employed in order to check the fuse F101. At the pins
132 ... in 137 the external components are supplyed with Ub. ( for example the SLS)
If the fuse is blown, so is deactivated also to the DE and an error report can be generated.
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6.4 Check of the digital output

The i/o- data display must be activated to the testing of the signals.

6.4.1 DO 01 ‚no main error‘

pin 72
In the cabin an status lamp is installed.
OFF: error with priority 3
ON: error priority < 3

6.4.2 DO 02 ‘enable driving‘

pin 71
ON: error with priority < 2 and
‘hydraulic state’ is one time activated.
OFF: error with priority >= 2

6.4.3 DO 03 ‚steering system ok‘

pin 70
ON: The steering system is without error.
OFF: The steering-system recognizes a error with priority 1 or higher.

6.4.4 DO 06 ‚steering straigth‘

Pin 67
ON: The actual value of the axle is inside the range of parameter 25 (±).
Note: A hysteresis of ±0,1° is fixed.
OFF: The actual value of the axle is not inside the range.
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6.5 Configuration of the CAN-Bus to the vehicle-PLC

About parameter 44 a communication CAN-Bus to the Fahrzeug-SPS is selectable.
All in- and ouput- data which were carried out wired before directly by CAN-Bus are
exchanged in this case.
The new CAN-Messages are:
Message SSC#2
Transmitter Mobil Elektronik steering system SLC 019 613
Receiver Ferrari PLC
repetition rate Adjustable in parameter 46
ID 0x18FF10F1
Data byte 0 Actual value axle 1 low-byte
byte 1 Actual value axle 1 high-byte
Format: 16-bit twos complement
resolution: 0,1 °
range: -1000 ... +1000 (-100° ... +100°)
offset: 0° (value 0 = straigth position).
At the actual one axle system becomes on 'byte 0/1' the global steering
actual value sended.
byte 2 Actual value axle 2 low-byte
byte 3 Actual value axle 2 high-byte
Format: 16-bit twos complement
resolution: 0,1 °
range: -1000 ... +1000 (-100° ... +100°)
offset: 0°
byte 4 Error code location
byte 5 Error code type
byte 6 Digital output 1...8
bit-0 main error ( 1 = error)
bit-1 enable driving ( 1 = driving allowed)
bit-2 system ok ( 1 = no error)
bit-3 digital output 4
bit-4 digital output 5
bit-5 axles straigth ( 1 = straigth)
bit-6 digital output 7
bit-7 digital output 8
byte 7 digital output 9...16
bit-0 digital output 9
bit-1 digital output 10
bit-2 digital output 11
bit-3 digital output 12
bit-4 digital output 13
bit-5 digital output 14
bit-6 digital output 15
bit-7 digital output 16
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Message VCS#1
Transmitter Ferrari PLC
Receiver Mobil Elektronik steering system SLC 019 613
repetition rate is determined by Ferrari
ID 0x18FF10F0
Data byte 0 Vehicle speed low-byte
byte 1 Vehicle speed high-byte
Format: 16-bit unsigned
resolution: 0,01 km/h
range: 0 ... vmax (ca. 3000)
Offset: 0 (0 = stand still)
byte 2 Digital input 1...8
bit-0 hydraulic ok ( 1 = ok)
bit-1 steering straigth ( 1 = straigth)
bit-2 steering invers ( 1 = invers)
bit-3 vehicle stand still ( 1 < 1km/h)
bit-4 diesel engine stopped ( 1 = no rpm)
bit-5 digital input 6
bit-6 digital input 7
bit-7 digital input 8
byte 3 Digital input 9...16
bit-0 digital input 9
bit-1 digital input 10
bit-2 digital input 11
bit-3 digital input 12
bit-4 digital input 13
bit-5 digital input 14
bit-6 digital input 15
bit-7 digital input 16
byte 4 -
byte 5 -
byte 6 -
byte 7 -

parameter 55: activation of the CAN communication

0000 CAN- communication not aktiv
0001 CAN- communication activ.

parameter 56: tolerance time for timeout-monitoring (unit: 10ms)

0100
example: timeout time 1 second (100 * 10ms).
description:
If for 1 second no data reception has occurred, the error report
'timeout PLC becomes acting.

parameter 57: repetition rate transmitted data (unit: 10ms)

0050 example: The outgoing message is transmitted all 0,5
seconds (50 * 10ms).

With a reception timeout the error report '88, 88, 1' becomes acting. The current driving
speed is put on '0000' in an intern way automatically by the steering-computer.
INFORMATION:
The digital signals are read in the timeout case again directly from the inputs of the
steering-computer. So at the digital inputs of the steering-computer in fail save
position the entries can be wired, that becomes automatically acting with the timeout.
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6.6 Constant current mode of the proportional valves

The solenoids of the proportional valves change their resistance with the temperature. With
increasing temperature the resistance increases and the current through the solenoid
decrease. This results in the consequence, that with increasing temperature the automatic
controller gain and also the deadband compensation jump becomes smaller. In the same
way it can result in an increase of the gain and the deadband compensation with low
temperatures.
In order to compensate this effect, the power outputs are practised for the proportional
valves in the current controlled mode.
Following parameters must be programmed for this purpose:
parameter 30: maximum coil current of the proportional magnets (unit: mA):
2300 example: The nominal current of the proportional magnets at
the
hydraulics block conducts:
BOSCH NG6 2,5A (2500mA)
BOSCH SB12 2,3A (2300mA)
Rexroth M4-15 0,8A (800mA)

parameter 31: Nominal resistance of the prop. magnets at 20 °C (unit: 0,1 ):

0037 example: Nominal resistance of the proportional magnets at the
hydraulics block conducts:
BOSCH NG6 3
BOSCH SB12 3,8
Rexroth M4-15 12

To control the constant current mode the current solenoid can be announced in the
operating data display of the steering-computer. (unit: mA).
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6.7 Gain and deadband compensation

The controller gain and the deadband compensation jumps are separate for both axles and
both directions programmable.
Thus a sensitive adaptation to the vehicle hydraulics can occur.
The parameters are:
parameter 32: gain axle 1
parameter 33: gain axle 2
1000 example: The actual control deviation is multiplied by the value
of
this parameter. As soon as the result is 4095 or higher
the valve is fully opened.
At an parameter setting of 4095 the proportional valve
is
accessed fully already with a deviation of 1 °.

parameter 34: deadband compensation axle 1 valve 1

parameter 35: deadband compensation axle 1 valve 2
parameter 36: deadband compensation axle 2 valve 1
parameter 37: deadband compensation axle 2 valve 2
0035 example: If the regulating deviation in the direction not equal to
0 °, the deadband compensation jump with the
programmed parameter value is spent at the
proportional
magnets.
The solenoid current of the first valve is then 35 % of the nominal current.
The deadband compensation jump of the differnt valves conducts:
BOSCH NG6 25%
BOSCH SB12 35%
Rexroth M4-15 48%

Preparing-references:
Deadband compenssation and gain must fit to each vehicle.
That means: axle must be able to positioned exactly, and the axle must not tend to
swinging.
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6.8 Adjustment of the SLS- steering force

The basic steering force of the SLS can adjust at the sterring-computer.
At vehicles with two steering wheels (rotatable seat) the attitude is just carried out
always at that acting steering wheel. The recognition of the acting steering wheel
occurs about the digital input 'steering inverse '. Two separate parameters are
employed for the storage of the adjusted value:
DI 3 = 0V parameter 20 (steering wheel 1)
DI 3 = +24V parameter 21 (steering wheel 2).
operational sequence:
(1) Activating preparing-mode

The preparing-mode can activated by pressing the - no error

14:05:57 28/10
and -button at one time.
The display change to the beginning of the preparing-mode.
ESC

press at one time

The start display remains for so long on the display until the
press buttons are released.

After the releasing of the press buttons the actual value is

announced. The display value is in the range of 0 ... 100%.
100 % corresponds a blocked steering wheel.
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(2) Tuning basic steering force

The basic steering force of the SLS keeps up now the -

button in 1 % steps increases and with that one -button
in 1 % steps are decreased. At 0 % and 100 % the adjusted
value is limited automatically
The modification of the attitude affects directly the steering
force. So the steering wheel can be tested directly during
the adjustment.

steering brake:
The attitude keeps up at every time the - button are 16 %
interrupted. The actual value is not stored then.
ESC

cancel without saving

(3) Save basic steering

steering brake:
The adjusted value can be stored with the - button. 16 %

ESC

save

After the memory process the steering-computer carries out

automatically a new start in order to test the complete
parameter set.
After the new start it lasts approx. 5 ... 10 s until the
steering system is activ.
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6.9 Driving test

The vehicle must run with every driving speed exactly straight ahead.
They control the mechanical trace attitude and the function of the hydraulic equilibrium
function at the coil end.
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Programmfenster
bzw. program

dialog field title

program segment
folder

group field
„flash-typ“

group field
„baud rate“

control box (activ)

status display

7 Installation of a new software version

7.1 Explanation
7.1.1 Definition

The denotation of the parts of the program window employed in this operating manual is
represented.
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7.1.2 Requirements

The computer is connected with the steering-computer about a serial null modem cable
about a COM-port.
WinEEA is started and selected register card "C16x-flash".
Additional must while describing the flash-or E2-Prom of the programming DIP-switch on
the electronic. Opening the DIP/switch again on completion of the job ! The switch-on of
the DIP- switch can inapplicable in case of operations with a software version higher than
1.08 !
Closing programming counters as a precaution with possible problems.
It is recommended, during the flash programming with older software (versions less than
1.08), not to carry out the software reset about WinEEA. The danger that after successful
initiation it is forgotten to bring the programming DIP-switch into the initial position
exists. As "a reset" following procedure is possible:
DIP- switch in initial position back, to pull power supply connectors of the
operation
then and to pocket again.

7.2 Program segment folder „C16x-Flash“

7.2.1 Description

With the help of "C16x flash" let flash in operations with processors of the 16bit-Familie
C16x ... and compatible, program and erase.

Currently following microcontroller / flash are supported:

C167cs with intern flash
STF269 with intern flash
C167 family, compatible with external flash
C16x (for example ‚700‘ and ‚800‘ graphics terminal)
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7.2.2 Operation

7.2.2.1 Setting up interconnection

Group field „COM- port“:
Tuning the corresponding control box (COM1 etc.) in the lower key field "port" (according
to the port chosen at the personal computer). The baud rate can be put in the normal case
on the highest value (57600) (Selection about control boxes).
Opening interface about the correspondingly designated button. In the dialog field title the
display changes from "Not connected“ to „Connected with COMx - 57600Baud".
Reference:
With transfer problems (external troubles) the installment is reduced in a step by step way.

7.2.2.2 Start
Group field „Data transfer“:
After the configuration of the connection, by activating the "Build up connection"/ buttons
the connection is built up.
Group field „flash-typ“:
In case of successful conveyance the information on the flash appear here. These
are:
- intern or external flash data capacity + in bit
- addressing in bit (only relevant for software producers))
- memory chip size

7.2.2.3 Erase all segments

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The complete flash memorz will be erased. (do not forget the programming dip switch to
the later rewriting - see requirements). A new dialogue window appears. Confirm or finish
the delete process. During the deletion the status is announced. After successful deletion
corresponding announcement appears in a dialogue window.

7.2.2.4 Programing
An Explorer dialogue window with which the program file can select appears. Through the
file open is started the programming. In the key status field the status of the file check and
then the status of the programming appears, first of all . After successful programming that
one appears ok- announcement in a dialogue window.

7.2.2.5 Software Reset

After the programming of the flash the software in the operation is started.
This function is thought for software versions with which the programming dip switch
does not have to be closed no more urgently. With older versions of the operating system
this is not recommended (see point "requirements").
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It is to be guaranteed that the dip switch is opened again since otherwise during the switch-
on of the operation the software can not be started.

7.3 Program segment folder „C16x- prozessor data“

7.3.1 Description

With help of "C16x processor dates", specific dates of processors of the 16bit
microprocessor family C16x ... and compatible, announce.
Supplementary flash typs:
Currently following microcontrollers are supported:
- C167cs
- STF269
- C167 compatible
-C16x family (for example ‚700‘ and ‚800‘ graphics terminal)

Displayed are:
- Manufacturer
- chip
- revision
- Manufacturer code
- Chip-ID
- memory typ
- memory size
- programming voltage VPP
- programming voltage VDD
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7.3.2 Operation

7.3.2.1 Setting up interconnection

Group field „COM- port“:
Tuning the corresponding control box (COM1 etc.) in the lower key field "port" (according
to the port chosen at the personal computer). The baud rate can be put in the normal case
on the highest value (57600) (Selection about control boxes).
Opening interface about the correspondingly designated button. In the dialog field title the
display changes from "Not connected“ to „Connected with COMx - 57600Baud".
Reference:
With transfer problems (external troubles) the installment is reduced in a step by step way.

7.3.2.2 Prozessor test

After the combination is configured, Buttons are read by activating the "Processor test" the
dates of the controller.
In the key field "processor date" the information on the controller appear.
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8 Wiring Diagrams