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PC5500_Contents and 00_Foreword.doc

10.06.02

MACHINE MODEL

SERIAL NUMBER

PC5500-6 Diesel

15014 and up

Backhoe attachment

This service manual may contain attachments and optional equipment that are not available in your area. Please consult your local Komatsu distributor for those items you may require. Materials and specifications are subject to change without notice.

PC5500_Contents and 00_Foreword.doc

10.06.02

CONTENTS TABLE OF CONTENTS

00 01 02

Safety - Foreword Technical DATA (Leaflet) Assembly PROCEDURE (Brochure)

Section 1. Main assembly groups 2. Drive. 3. Hydraulic oil tank. 4. Hydraulic oil cooling. 5. Controlling. 6. Components 7. Main hydraulic pumps and pump regulation. 8. Operating hydraulic. 9. Hydraulic track tensioning system. 10. Hydraulic operated excess ladder 11. Central refilling system 13. Hints for the electric circuit diagram

APPENDIX

• Each section includes a detailed table of contents.

SAFTEY

SAFTEY NOTICE

SAFETY SAFETY NOTICE

• IMPORTANT SAFETY NOTICE Proper service and repair is extremely important for safe machine operation. The service and repair techniques recommended by Komatsu and described in this manual are both effective and safe. Some of these techniques require the use of tools specially designed by Komatsu for the specific purpose. The following Symbols are used in this Manual to designate Instructions of particular Importance.

WARNING -

Serious personal injury or extensive property damage can result if the warning instructions are not followed. To prevent injury to workers, this symbol is used to mark safety precautions in this manual. The cautions accompanying these symbols should always be followed carefully. If any dangerous situation arises or may possibly arise, first consider safety, and take the necessary actions to deal with the situation.

W .

CAUTION -

Minor personal injury can result or a part, an assembly, or the shovel can be damaged if the caution instructions are not followed.

NOTE -

Refers to special information

GENERAL PRECAUTIONS Mistakes in operation are extremely dangerous. Read the OPERATION & MAINTENANCE MANUAL carefully BEFORE operating the machine. 1. Before carrying out any greasing or repairs, read all the precautions given on the decals which are fixed to the machine. 2. When carrying out any operation, always wear safety shoes and helmet. Do not wear loose work clothes, or clothes with buttons missing. • Always wear safety glasses when hitting parts with a hammer. • Always wear safety glasses when grinding parts with a grinder, etc. continued 00-1

SAFTEY

SAFTEY NOTICE

Cont'd: GENERAL PRECAUTIONS 3. If welding repairs are needed, always have a trained, experienced welder carry out the work. When carrying out welding work, always wear welding gloves, apron, glasses, cap and other clothes suited for welding work. 4. When carrying out any operation with two or more workers, always agree on the operating procedure before starting. Always inform your fellow workers before starting any step of the operation. Before starting work, hang UNDER REPAIR signs on the controls in the operator's compartment. 5. Keep all tools in good condition and learn the correct way to use them. 6. Decide a place in the repair workshop to keep tools and removed parts. Always keep the tools and parts in their correct places. Always keep the work area clean and make sure that there is no dirt or oil on the floor. Smoke only in the areas provided for smoking. Never smoke while working. PREPARATIONS FOR WORK 7. Before adding oil or making repairs, park the machine on hard, level ground, and block the wheels or tracks to prevent the machine from moving. 8. Before starting work, lower bucket, hammer or any other work equipment to the ground. If this is not. possible, insert the safety pin or use blocks to prevent the work equipment from falling. In addition, be sure to lock all the control levers and hang warning signs on them. 9. When disassembling or assembling, support the machine with blocks, jacks or stands before starting work. 10. Remove all mud and oil from the steps or other places used to get on and off the machine. Always use the handrails, ladders or steps when getting on or off the machine. Never jump on or off the machine. If it is impossible to use the handrails, ladders or steps, use a stand to provide safe footing. PRECAUTIONS DURING WORK 11. When removing the oil filler cap, drain plug or hydraulic pressure measuring plugs, loosen them slowly to prevent the oil from spurting out. Before disconnecting or removing components of the oil, water or air circuits, first remove the pressure completely from the circuit. 12. The water and oil in the circuits are hot when the engine is stopped, so be careful not to get burned. Wait for the oil and water to cool before carrying out work on the oil or water circuits. continued 00-2

SAFTEY

SAFTEY NOTICE

Cont'd: PRECAUTIONS DURING WORK 13. Before starting work, remove the leads from the battery. ALWAYS remove the lead from the negative (-) terminal first. 14. When raising heavy components, use a hoist or crane. Check that the wire rope, chains and hooks are free from damage. Always use lifting equipment which has ample capacity. Install the lifting equipment at the correct places. Use a hoist or crane and operate slowly to prevent the component from hitting any other part. Do not work with any part still raised by the hoist or crane. 15. When removing covers which are under internal pressure or under pressure from a spring, always leave two bolts in position on opposite sides. Slowly release the pressure, then slowly loosen the bolts to remove. 16. When removing components, be careful not to break or damage the wiring, Damaged wiring may cause electrical fires. 17. When removing piping, stop the fuel or oil from spilling out. If any fuel or oil drips on to the floor, wipe it up immediately. Fuel or oil on the floor can cause you to slip, or can even start fires. 18. As a general rule, do not use gasoline to wash parts. In particular, use only the minimum of gasoline when washing electrical parts. 19. Be sure to assemble all parts again in their original places. Replace any damaged part with new parts. • When installing hoses and wires, be sure that they will not be damaged by contact with other parts when the machine is being operated. 20. When installing high pressure hoses, make sure that they are not twisted. Damaged tubes are dangerous, so be extremely careful when installing tubes for high pressure circuits. Also check that connecting parts are correctly installed. 21. When assembling or installing parts, always use the specified tightening torques. When installing protective parts such as guards, or parts which vibrate violently or rotate at high speed, be particularly careful to check that they are installed correctly. 22. When aligning two holes, never insert your fingers or hand. Be careful not to get your fingers caught in a hole. 23. When measuring hydraulic pressure, check that the measuring tool is correctly assembled before taking any measurements. 24. Take care when removing or installing the tracks of track-type machines. When removing the track, the track separates suddenly, so never let anyone stand at either end of the track.

00-3

SAFTEY

SAFTEY NOTICE

FOREWORD GENERAL With this SERVICE MANUAL KOMATSU provides you with the description of the construction and the function of the major systems of the Hydraulic Excavator PC5500. We describe for you all functions and how to carry out the inspections and adjustments. How do you find "your" desired information? In the table of CONTENT all the functions and components are shown in their sequence of the description. If after reading this SERVICE MANUAL you can give us suggestions and comments for improvements - please do not hesitate to contact us. Komatsu Mining Germany GmbH - Service Training Postfach 180361 40570 Düsseldorf Tel.:0211 / 7109 - 206 Fax.:0211 / 74 33 07 The editorial staff will be pleased about your co-operation. - FROM THE PRACTICE - FOR THE PRACTICE -

• This service manual corresponds to the state of development of the machine at the time the manual was produced. Variations based on special customers request and special equipment are not included in this manual

00-4

FOREWORD

HOISTING INSTRUCTIONS

HOISTING INSTRUCTIONS HOISTING

ã .

• Heavy parts (25 kg or more) must be lifted with a hoist etc.

• If a part cannot be smoothly removed from the machine by hoisting, the following checks should be made: 1. Check for removal of all bolts fastening the part to the relative parts. 2. Check for existence of another part causing interface with the part to be removed.

WIRE ROPES 1. Use adequate ropes depending on the weight of parts to be hoisted, referring to the table below: Wire ropes (Standard "Z" or "S" twist ropes without galvanizing) Rope diameter [mm]

10,0

11,2 12,5 14,0 16,0 18,0 20,0 22,4 30,0 40,0 50,0 60,0

Allowable load [tons]

1,0

1,4

1,6

2,2

2,8

3,6

4,4

5,6

10,0 18,0 28,0 40,0

• The allowable load value is estimated to be 1/6 or 1/7 of the breaking strength of the rope used.

2. Sling wire ropes from the middle portion of the hook. Slinging near the edge of the hook may cause the rope to slip off the hook during hoisting, and a serious accident can result. Hooks have maximum strength at the middle portion.

continued Cont'd: 00-5

FOREWORD

HOISTING INSTRUCTIONS

WIRE ROPES 3. Do not sling a heavy load with one rope alone, but sling with two or more ropes symmetrically wound on to the load.

• Slinging with one rope may cause turning of the load during hoisting, untwisting of the rope, or slipping of the rope from its original winding position on the load, which can result in a dangerous accident.

4. Do not sling a heavy load with ropes forming a wide hanging angle from the hook. When hoisting a load with two or more ropes, the force subjected to each rope will increase with the hanging angles. The table below shows the variation of allowable load (kg) when hoisting is made with two ropes, each of which is allowed to sling up to 1000 kg vertically, at various hanging angles. When two ropes sling a load vertically, up to 2000 kg of total weight can be suspended. This weight becomes 1000 kg when two ropes make a 120E hanging angle. On the other hand, two ropes are subject to an excessive force as large as 4000 kg if they sling a 2000 kg load at a lifting angle of 150.

00-6

FOREWORD

STANDARD TIGHTENING TORQUE

STANDARD TIGHTENING TORQUE (1Kgm = 9,806Nm) STANDARD TIGHTENING TORQUE OF BOLTS AND NUTS

Bolt dia.

M 10 M 12 M 14 M 16 M 18 M20 M 22 M 24 M 27 M 30 M 33 M 36 M 39 M 42

Wrench Tightening torque size [mm] Quality grades 8.8 10.9 43 63 17 32 47 74 108 19 54.6 80 118 173 22 87 128 179 265 24 132 196 255 360 27 188 265 360 510 30 265 376 485 690 32 358 509 620 880 36 457 649 920 1310 41 679 966 1250 1770 46 922 1305 1690 2400 50 1246 1770 2170 3100 55 1600 2286 2800 4000 60 2065 2950 3500 4950 65 2580 3650

Insert all bolts lubricated with MPG, KP2K

00-7

Nm lbs.ft. 12.9 73 54 127 94 202 149 310 229 425 313 600 443 810 597 1030 760 1530 1128 2080 1534 2800 2065 3600 2655 4700 3466 5800 4277

FOREWORD

CONVERSION TABLE

CONVERSION TABLE METHOD OF USING THE CONVERSION TABLE The Conversion Table in this section is provided to enable simple conversion of figures. For details of the method of using the Conversion Table, see the example given below. EXAMPLE Method of using the Conversion Table to convert from millimeters to inches. 1. Convert 55 mm into inches. (a) Locate the number 5 in the vertical column at the left side, take this as (A), then draw a horizontal line from (A). (b) Locate the number 5 in the row across the top, take this as (B), then draw a perpendicular line down from (B). (c) Take the point where the two lines cross as (C). This point (C) gives the value when converting from millimeters to inches. Therefore, 55 millimeters = 2.165 inches. 2. Convert 550 mm into inches. (a) The number 550 does not appear in the table, so divide by 10 (move the decimal one place to the left) to convert it to 55 mm. (b) Carry out the same procedure as above to convert 55 mm to 2.165 inches. (c) The original value (550 mm) was divided by 10, so multiply 2.165 inches by 10 (move the decimal one place to the right) to return to the original value. This gives 550 mm = 21.65 inches.

00-8

FOREWORD

00-9

CONVERSION TABLE

FOREWORD

CONVERSION TABLE

00-10

FOREWORD

00-11

CONVERSION TABLE

FOREWORD

CONVERSION TABLE

00-12

FOREWORD

CONVERSION TABLE

TEMPERATURE Fahrenheit – Centigrade Conversion; a simple way to convert a Fahrenheit temperature reading into a Centigrade temperature reading or vise versa is to enter the accompanying table in the center or boldface column of figures. These figures refer to the temperature in either Fahrenheit or Centigrade degrees. If it is desired to convert from Fahrenheit to Centigrade degrees, consider the center column as a table of Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left. If it is desired to convert from Centigrade to Fahrenheit degrees, consider the center column as a table of Centigrade values, and read the corresponding Fahrenheit temperature on the right.

00-13

Main Assembly Groups

Section 1.0 Page 1

Table of contents section 1.0 Section 1.0

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Page Main assembly groups General lay out

1.1

Superstructure

1.1.1

Machine house

1.1.2

Hydraulic Oil Reservoir

1.1.3

Hydraulic Oil Cooler

1.1.4

Fuel Tank

1.1.5

Counter weight

1.1.6

Cab support

1.1.7

Operators cab

1.1.8

Control Blocks

1.1.9

Swing gears

1.2

Under carriage

1.3

Attachment

1.3.1.

Backhoe Attachment (BHA)

1.3.2.

Front Shovel Attachment (FSA)

PC5500_Sec_1-0_rev0.doc

1.0 2

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PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

Section 1.0 Page 2

General lay out Legend for illustration (Z 22387): (1) Superstructure (2) Under carriage (3) Front Shovel Attachment (FSA) (4) Backhoe Attachment (BHA)

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1.0 3

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PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

1.1

Section 1.0 Page 3

Superstructure Legend for illustration (Z 22386): (1) Operators Cab with integrated FOP system (2) Exhaust (3) Air cleaner (4) Cab support (contains the electrical switch board) (5) Swing ring connection (6) Fuel reservoir (7) Hydraulic ladder (8) Counter weight (9) Hydraulic oil cooler with hydraulic driven fans (10) Hydraulic oil reservoir (11) Batteries (12) Swing Gear (13) Grease pump of the Central Lubrication System (14) Grease pump of the Swing gear pinion Lubrication System (15) Main Control blocks with high pressure filters

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(16) (17) (18) (19) (20)

Engine 1 Flexible coupling, oil filled PTO gear with hydraulic pumps Main hydraulic pumps 1, 2 and 3 Radiator for the engine cooling system

(21) (22) (23) (24) (25)

Engine 2 Flexible coupling, oil filled PTO gear with hydraulic pumps Main hydraulic pumps 4, 5 and 6 Radiator for the engine cooling system

PC5500_Sec_1-0_rev0.doc

1.0 4

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Main Assembly Groups

1.1

Section 1.0 Page 4

Superstructure 1.1.1

Machine house

Legend for illustration (Z 22390): (1) Roof mounted exhaust (2) Roof mounted air cleaners with restriction switches (3) Expansion tank of the radiator for the engine cooling system (4) Hydraulic control and filter panel (5) PTO gear box (6) Main hydraulic pumps (7) Auxiliary pumps, installed at the drive through shaft of the main hydraulic pumps (piggyback pumps) (8) Hydraulic pump for radiator fan drive (9) Hydraulic pump for the hydraulic oil cooler fan drive (10) Suction oil reservoir (11) Flexible coupling, oil filled (12) Batteries (13) Engine 1 (14) Engine 2 (15) Hydraulic motor for the radiator fan drive (16) Radiator for the engine cooling system

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PC5500_Sec_1-0_rev0.doc

1.0 5

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Main Assembly Groups

1.1

Section 1.0 Page 5

Superstructure 1.1.2

Hydraulic Oil Reservoir

Legend for illustration (Z 22391): (1) Breather filter (2) Temperature controlled back pressure valve (3) Drain coupling of the hydraulic oil reservoir (4) Return oil filter (5) Case drain (leak oil) filter (6) Main shut-off valve (Gate valve) with compensator (7) Return oil collector tube (8) Drain coupling of the Return oil collector tube

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PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

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Section 1.0 Page 6

PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

1.1

Section 1.0 Page 6

Superstructure 1.1.3

Hydraulic Oil Cooler

Legend for illustration (Z 22392): (1) Cooler frame with swing out facility (2) Hydraulic motor of upper fan (3) Upper fan (4) Fan guard (5) Outer part of the upper radiator set (6) Inner part of the upper radiator set (7) Hydraulic motor of lower fan (8) Lower fan (9) Fan guard (10) Outer part of the lower radiator set (11) Inner part of the lower radiator (12) Swing out doors (13) Locking bars to secure the swing out doors

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PC5500_Sec_1-0_rev0.doc

1.0 7

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PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

1.1

Section 1.0 Page 7

Superstructure 1.1.4

Fuel tank (Fuel reservoir)

Legend for illustration (Z 21473): (1) Fuel tank (2) Fuel tank breather valve (3) Main shut-off cock (4) Drain coupling with protection cap (5) Shut-off cock for fuel pressure transducer (6) Fuel pressure transducer

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PC5500_Sec_1-0_rev0.doc

1.0 8

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PC5500_Sec_1-0_rev0.doc

Section 1.0 Page 8

Main Assembly Groups

1.1

Superstructure 1.1.5

Counter weight

Legend for illustration (Z 21474): (1) Counter weight Total weight 40000 kg (2)

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Mounting bolts Quantity

Bolt size (mm)

Grade

SW* (mm)

Tightening torque (Nm)

M 48 x 380

10.9

7500

SW = Wrench size

(3)

Lifting points

PC5500_Sec_1-0_rev0.doc

1.0 9

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PC5500_Sec_1-0_rev0.doc

Section 1.0 Page 9

Main Assembly Groups

1.1

Superstructure 1.1.6

Cab support

Legend for illustration (Z 21475): (1) Cab support (Location of electrical switch board “X2”) (2) Mounting bolts Quantity Bolt size Grade SW* Tightening (mm) (mm) torque (Nm) 6

M 36 x 320

10.9

3100

Grade

SW* (mm)

Tightening torque (Nm)

10.9

3100

*SW = Wrench size (3)

Mounting bolts Quantity Bolt size (mm) 6

M 36 x 160

*SW = Wrench size (4) (5) (6)

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Door Gasket Door handle (adjustable)

PC5500_Sec_1-0_rev0.doc

1.0 10

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PC5500_Sec_1-0_rev0.doc

Main Assembly Groups

1.1

Section 1.0 Page 10

Superstructure 1.1.7

Operators cab

Legend for illustration (Z 21476): (1) (2) (3) (E19)

Monitor panel Switch panel Operators seat Control lever – EURO Control

– KMG Control

(E20)

Control lever – EURO Control

– KMG Control

(E21a)

Control pedal

A - forward Left track B - reverse

(E21b)

Control pedal

A - forward Right track B - reverse

(E22)

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Control pedal -

Swing brake

PC5500_Sec_1-0_rev0.doc

1.0 11

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Main Assembly Groups

1.1

Section 1.0 Page 11

Superstructure 1.1.8

Control blocks

Legend for illustration (Z 21477a): (1) Control block carrier (2) Remote control valves (3) Main control blocks (4) High pressure filter

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PC5500_Sec_1-0_rev0.doc

1.0 12

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Main Assembly Groups

1.1

Section 1.0 Page 12

Superstructure 1.1.9

Swing gears

Legend for illustration (Z 22395): (1) Swing gear box (2) Swing parking brake (4) (5) (6) (7) (8) (9) (10) (60.1 + 60.2) (61.1 + 61.2)

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– Spring loaded multi disk brake (Released by oil pressure) Oil level gauge - gear box Oil drain plug – motor adapter housing Oil level gauge - motor adapter housing Breather filter – brake housing Oil level gauge – brake housing Pinion Oil drain plug - gear box Swing motor Swing brake valve block

PC5500_Sec_1-0_rev0.doc

1.0 13

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Main Assembly Groups

1.2

Section 1.0 Page 13

Under carriage Legend for illustration (Z 21481): (1) Undercarriage center body (2) Crawler carrier R.H.-side (3) Crawler carrier L.H.-side (4) Connecting pins, center body to crawler carriers (5) Crawler tracks (6) Rotary distributor (7) Brake valves (8) Travel motors (9) Parking brakes, spring loaded disk type brakes (10) Travel gear (11) Sprocket (12) Track rollers (13) Carrier rollers (14) Guide wheel (Idler)

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1.0 14

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Main Assembly Groups

1.3

Section 1.0 Page 14

Attachment 1.3.1

Backhoe attachment (BHA)

Legend for illustration (Z 21482): (1) Boom (2) Boom Cylinders (3) Stick (4) Stick Cylinders (5) Bucket (6) Bucket Cylinders (7) Control arm (8) Linkage

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1.0 15

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1.0 15 1.3

Attachment 1.3.2

Front Shovel Attachment (FSA)

Legend for illustration (Z 21483): (1) Boom (2) Boom Cylinders (3) Stick (4) Stick Cylinders (5) Bucket backwall (6) Bucket Cylinders (7) Bullclam (8) Bucket Clam cylinders

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PC5500_Sec_1-0_rev0.doc

Drive

Section 2.0 Page 1

Table of contents section 2.0 Section 2.0

Page Prime drive assembly General lay out

2.1

Engine and PTO mounts

3+4

2.2

Coupling

2.3

Air filter

2.4

Fan drive and radiator assembly

7+8

2.5

Radiator fan drive speed adjustment

9 + 10

2.6

Pump distributor gearbox (PTO)

2.7

Pump-spline lubrication

2.8

PTO Lubrication and cooling

13 + 14

2.9

Hydraulic pumps – location, drive speed and flow rates

2.0 2

Drive

2.0

Section 2.0 Page 2

Prime drive assembly Legend for illustration (Z 22395): (1) Engine 1 (2) Torsion type coupling (2) Pump distributor gear (PTO) (6) (7) (8)

Engine 2 Torsion type coupling Pump distributor gear (PTO)

(5)

Power frame

General The drive unit, consists of the two PTO gear and the two engines, are bolted to the power frame. The connection between engine and PTO gear is a flexible coupling.

2.0 3

Section 2.0 Page 3

Drive

2.1

Engine and PTO mounts Legend for illustration (Z 21601): (1) Flexible bearing (2) Bolt with self locking nut

(3)

Quantity

Bolt size (mm)

4 per mount

M 10 x35

Bolt size (mm)

Grade

SW* (mm)

Tightening torque (Nm)

M 24 x420

10.9

snugly

Bolt size (mm)

Grade

SW* (mm)

Tightening torque (Nm)

M 16x 80

10.9

265

Bolt size (mm)

Grade

SW* (mm)

Tightening torque (Nm)

M 36 x250

10.9

Not specified

Bolt size (mm)

Grade

SW* (mm)

Tightening torque (Nm)

M 24 x 230

10.9

880

Grade

SW* (mm)

Tightening torque (Nm)

10.9

510

Grade

SW* (mm)

Tightening torque (Nm)

10.9

1770

Bolt Quantity 16

(12) (13)

Nut Bolt Quantity

(11)

8.8

Cup springs, seven per bolt Stop bolt Quantity

(9) (10)

Tightening torque (Nm)

Rubber-bounded metal bar Self locking nut M24 Bolt M16 with self locking nut Quantity

(7) (8)

SW* (mm)

Tie bolt Quantity

(4) (5) (6)

Grade

Bolt size (mm) M 20 x 120

Resilient sleeve Bolt Quantity 4

Bolt size (mm) M 30 x 200

(14)

Resilient sleeve

SW = Wrench size

continued

2.0 4

Drive

2.1

Section 2.0 Page 4

Engine and PTO mounts

Cont'd General The flexible bearings are installed to take the vibrations and the torsion forces and they carry the total weight of the engine, the pump distributor gear with all hydraulic pumps. Check mounting and security of Diesel engine and pump distributor gear, illustration (Z 21601) •

Check all flexible bearings (1) for engine and pump distributor gear. Check the flexible bearings for damage and signs of fatigue. Make sure that there is no contact between the upper and lower metal brackets of the flexible bearings (1). Replace the bearings if necessary. Use new bolts and self locking nuts (2). After new flexible bearings have been installed, check distance (B) on both torque supports.

• All flexible bearings (1) and all rubber-bounded metal bars (4) should be replaced during engine overhaul.

•

Check distance (B) between torque support and stop bolt (8). With setting of the flexible engine bearings (1) the distance (B) increases and must be readjusted. To do this, loosen lock nut (9) and tighten stop bolt (8) until the correct distance (B) is obtained. Tighten lock nut (9) and recheck distance (B). If new flexible engine bearings (1) have been installed, replace also cup springs (7) and adjust distance (B) to 29 mm.

•

Check tie bolts (3) on front and rear carrier units for looseness. (four tie bolts) Check to make sure that the self locking retainer nuts (5) are tight and that there is no gap between nut and rubber-bounded metal bar (4). If necessary retighten retainer nuts (5) snugly. Check rubber-bounded metal bars (4) for signs of fatigue and damage. Replace as necessary.

• Check all bolt connections for correct tightening torque. • Check condition of engine carrier and brackets. If any damages, failures or wrong condition are found, corrective action must be taken. • For more information, refer to Parts & Service News REF NO AH01521.

2.0 5

Drive

2.2

Section 2.0 Page 5

Coupling Legend for illustration (Z 21602): (1) Coupling Assy. (2) Input drive flange (3) Leave spring assy. (4) Output drive flange (5) Dip stick (6) Bleeder plug (7) O-Rings (8) Spacers E Engine side G Gearbox side (PTO-side) Task: The coupling is the connecting link between the engine and the PTO Function: "GEISLINGER COUPLING" The combination of the high elasticity of its leaf springs with complimentary viscous damping by oil displacement, ensures that the coupling reduces the intensity of torsional vibrations effectively. The widest engine speed range free of vibration periods and dangerous resonance’s is thus obtained. The springs (3) together with the inner driving and outer driven member form chambers A and B which are filled with oil. If the outer member is displaced in relation to the inner member, the deflection of the leaf springs displaces oil from one chamber to the next, by this action the relative movements of the two members of the coupling are braked and the vibrations are dampened. The spacers (8) limits the movement of the leaf springs.

2.0 6

Drive

2.3

Section 2.0 Page 6

Air Filter Legend for illustration (Z 22396): (1) Wing nut (2) Washer (3) Seal ring (4) Main filter element (5) Cotter pin (6) Wing nut with service indicator (7) Safety element (8) Maintenance switch (9) Flap for pre-separator (10) Air intake with pre-separation The air is filtered by a dry-air-filter with pre-separator for coarse impurities. One filter housing includes 2 filter sets. Each one consists of a main filter element (4) and a safety element (7). The filter condition is monitored by the maintenance switch (8). A fault message like „Engine air filter restricted“ is displayed at the operator's dash board as soon as the restriction is too high. The wing nut (6) incorporates a service indicator. Green indication = O.K. Red indication = safety element (7) needs maintenance. The indication mark must be re-set by blowing through the nut opposite to the normal air flow or by sucking at the other end, this can be done with the mouth.

• For service intervals and procedure refer to the OPERATION AND MAINTENANCE MANUAL of the corresponding machine.

2.0 7

Drive

2.4

Section 2.0 Page 7

Fan drive and radiator assembly Legend for illustration (Z 22398): (1) Radiator (2) Fan motor (Axial piston motor) (3) Intake air fan (4) Bearing group carrier (5) Ball bearings (6) Breather filter (7) Oil level plug (8) Check valve (Anti-cavitation valve)

• For service intervals and procedure refer to the OPERATION AND MAINTENANCE MANUAL of the corresponding machine.

continued

2.0 8

Drive

2.4

Section 2.0 Page 8

Fan drive and radiator assembly

Cont'd Legend for illustration (Z 22399): (1) Radiator (2) Intake air fan (10.1) Axial piston pump Engine 1 (fixed displacement pump, with variable setting) (10.3) Axial piston pump Engine 2 (fixed displacement pump, with variable setting) (23.1) Fan motor (Axial piston motor) (23.2) Fan motor (Axial piston motor) (41) Main oil reservoir (168.3) Pressure relief valve – Engine 1 radiator fan drive (168.4) Pressure relief valve – Engine 2 radiator fan drive (68.3) Pressure filter with pressure differential switch B21-1 (Engine 1) (68.5) Pressure filter with pressure differential switch B21-2 (Engine 2) (103.3) Check valve engine 1– (Anti cavitation valve for fan drive motor) (103.4) Check valve engine 2– (Anti cavitation valve for fan drive motor) (148.13) 4/3 direction flow valve – Engine 1 radiator fan speed (stop, low and high speed) (148.14) 4/3 direction flow valve – Engine 2 radiator fan speed (stop, low and high speed) (169.3) pressure reduction valve (low fan speed adjusting) engine 1 (169.4) pressure reduction valve (low fan speed adjusting) engine 2 (L) Leak oil (case drain) to tank (P) Pressure to motor (R) Return oil to tank Function: From pump (10.1 / 10.3) flows the oil through the filter (68.3 / 68.5) to the fan motor (23.1 / 23.2) and then back to the tank. The check valve (103.3 / 103.4) act as an anti cavitation valve and is installed, because the fan motor -driven by inertial force- is running for a short period after the engine has been switched off. The hydraulic circuit "Fan drive" is secured by the pilot controlled pressure relief valve (168.3 / 168.4). This valve works together with the 4/3 direction flow valve continued

2.0 9

Drive

Section 2.0 Page 9

Cont'd

(148.13 / 148.14) and the pressure reduction valve (169.1 / 169.4). The 4/3 direction flow valve (148.13 / 148.14) with the solenoids (Y14A-1 and Y14B-1 / Y14A-2 and Y14B-2) operates depending on engine coolant temperature. The PLC (Programmable Logic Control) in the cab support controls the 4/3 direction valve (148.13 / 148.14) by aktivating the solenoids (Y14A-1 and Y14B-1 / Y14A-2 and Y14B-2), depending on the engine coolant temperature. With de-energized solenoids the fan turn with max. speed. With aktivated solenoid (Y14A-1 / Y14A2) the fan is running with a very low speed, caused by the flow resistance only. With aktivated solenoid (Y14B-1 / Y14B2) the fan is running with middel seted speed, caused by the reduced pilot pressure on port X of pressure relief valve (168.3 / 168.4) with the pressure reduction valve (169.1 / 169.4).

2.0 10

Drive

2.5

Section 2.0 Page 10

Radiator fan drive speed adjustment Basic Adjustment Legend for illustration (Z 22400): (1) Dust cap (2) Lock nut (3) Set screw (P) Axial piston pump (fixed displacement pump, with variable setting) (6) Qmin stop bolt (6.1) Lock nut (7) Qmax stop bolt (7.1) Lock nut (10) Positioning pin (mover) (168.3) Pressure relief valve - Engine radiator fan drive (Engine 1) (168.4) Pressure relief valve - Engine radiator fan drive (Engine 2) (169.3) pressure reduction valve - Engine radiator fan drive (Engine 1) (169.4) pressure reduction valve - Engine radiator fan drive (Engine 2) (Y14A-1 /Y14B-1)) 4/3 direction flow valve – Engine 1 (Y14A-2 /Y14B-2)) 4/3 direction flow valve – Engine 2 (L1) Measurement of Qmin stop bolt (L2) Measurement of Qmax stop bolt (M19-1) Pressure check points - Engine 1 radiator fan drive operating pressure (M19-2) Pressure check points - Engine 2 radiator fan drive operating pressure

• Basic adjustment has to be carried out whenever one of the following components has been replaced: - pump - relief valve - hydraulic motor continued

2.0 11

Drive

2.5

Section 2.0 Page 11

Radiator fan drive speed adjustment

Cont'd Basic Adjustment max fan speed 1. Reduce the output flow of the respective pump (P),by adjusting the minimum possible swivel angle, to avoid over speeding the fan: To do this, loosen both lock nuts (6.1 + 7.1) and turn out bolt (6) and turn in bolt (7) the same length. This is necessary to avoid a loose positioning pin (10), resulting in oscillating of the cylinder barrel. Tighten the lock nuts. 2. Remove protection cap (1) from relief valve (168.x), loosen lock nut (2) and turn set screw (3) fully clockwise and then a half turn counter clockwise. 3. Disconnect the plug connectors (Y14A-x and Y14B-x) of the 4/3 direction flow valve, to ensure that the full flow of pump P will be delivered to the fan motor. The valve is in neutral position and all ports are blocked. 4. Connect a pressure gauge to check point (M19-x). 5. Start the engine and let it run with max. speed. 6. Check the fan speed with a non-contact rev counter Required fan speed: 1250 min-1

ã 7.

ã .

• Be careful not to get caught in the fan or other rotating parts

Increase the output flow of pump P ,by adjusting the swivel angle, until the fan speed will be 20 min-1 higher than required: To do this, loosen both lock nuts (6.1 + 7.1) and turn in bolt (6) and turn out bolt (7) the same length. This is necessary to avoid a loose positioning pin (10), resulting in oscillating of the cylinder barrel. Tighten the lock nuts (6.1 + 7.1). • Do not exceed the maximum permissible operating pressure of 230bar. • Note down the lengths ”L1” and ”L2” as reference measurements.

continued

2.0 12

Drive

Section 2.0 Page 12

Cont'd

8. 9.

Loosen lock nut (2) of the relief valve (168.x), and decrease the pressure with set screw (3) until the correct fan speed is obtained. Tighten lock nut (2) and fix protection cap (3).

Basic Adjustment middle fan speed 10. Activate the 4/3 direction flow valve (Y14B-x), by connecting the solenoid plug (Y14B-x ) to permanent 24 V. Use the 24V socket at the PTO *). 11. Check the fan speed with a non-contact rev counter Required fan speed: 1000 min-1 12. If adjustment is necessary loosen lock nut (5) of the relief valve (169.x), and decrease the pressure with set screw (4) until the correct fan speed is obtained. 13. Stop engine and reconnect the plugs to the correct positions. 14. Disconnect the pressure gauge from check point (M7). Fan speed check If the maximum fan speed is out of adjustment, increase or decrease first the pressure at relief valve (168.x), to change the speed.

• Do not exceed the maximum permissible operating pressure of 230bar.

If the speed can not be raised by increasing the pressure then increase the output flow of pump (10.x).

*) Prepare a test wire with a plug ET-No. 891 039 40, and a plug ET-No. 440 305 99. Connect terminal 1 to positive (+) (center off plug 440 305 99) and terminal 2 to ground (-).

2.0 13

Drive

2.6

Section 2.0 Page 13

Pump distributor gearbox (PTO) Legend for illustration (Z 22409): (1) Oil level gauge (2) Oil filler plug (3) Breather filter (4) Oil collector reservoir for auxiliary pump drive shaft housing (5) Breather filter with oil level gauge (drive shaft housing) (6) Main pump drive shaft housings (7) Oil level plug of main pump drive shaft housing (8) Oil filler plug with breather pipe of main pump drive shaft housing (9) Oil drain plug of main pump drive shaft housing (10) Oil drain plug of PTO gear (11) Flange for heater studs (12) Gear oil temperature probe mounting bore (13) Thermostat switch mounting bore cover plate (14) Suction line connection for gear oil cooling (15) Return line connection from gear oil cooler (D) Drive flange (M) Power take off for main pumps (R) Power take off for engine radiator fan drive pump (C) Power take off for hydraulic oil cooler fan drive pump Description The pump distribution gear (PTO gear) is a spur gear design and driven by an diesel engine. The PTO gear runs in antifriction bearings and has been provided with a splash lubrication system. The oil supply of the bearings and tooth contacts takes place by an injection. The gearwheels are of case-hardened steel. The hydraulic pumps are directly attached to the gearbox. O-rings included in the supply enable the unit to be reliably sealed statically. The gearbox housing is a one-piece design and made of grey cast iron. Gearbox design allows a direct attachment to the engine via connection flange. The gearbox has been provided with connections for a separate cooling system resp. for heating rods. For more information refer to the REPAIR MANUAL Description for the lubrication see next pages.

2.0 14

Drive

2.7

Section 2.0 Page 14

Pump-spline lubrication Drive shaft housings Legend for illustration (Z 21608): (1) Oil filler plug with breather pipe of main pump drive shaft housing (2) Oil collector reservoir for auxiliary pump drive shaft housing (M) Configuration, main pump drives (A) Configuration, auxiliary pump drives All drive shaft housings are filled with the same gear oil as the pump distributor gear. This is done for two reasons: 1. To lubricate the multi-spline connections, to prevent wear and corrosion. 2. It makes it easier to determine a sealring leak at one of the drive shaft connections. Function: M If the oil level increases the oil drops out of the breather pipe (1). If this oil is gear oil it indicates a possible leak at the gearbox side. If the oil is a mixture of gear oil and hydraulic oil it shows a possible leak at the pump side. If at an oil level check a loss of oil is found it may be due to worn or defective radial seal rings. Function: A The oil is filled in via the oil collector reservoir (2). All auxiliary drive shaft housings are connected by pipes with the reservoir. The reservoir is filled approx. one half with oil. If the oil level in the reservoir increases due to leakage the oil drops out from the breather filter (with oil level gauge) on top of the reservoir. Now a check has to be done to find out which one of the drive shafts seals is damaged. It can be done by disconnecting temporary the pipe to the reservoir. Disconnect the pipe at the drive shaft housing, plug the pipe and leave the union open. If now at operation the oil still comes out of the union, this drive shaft seal is gone. Otherwise check sequential all auxiliary drives.

2.0 15

Drive

2.8

Section 2.0 Page 15

PTO Lubrication and cooling Legend for illustration (Z 22410): The machine is equipped with two engines and gearboxes. The engine close to the counter weight is called engine 1 and the engine to the front is called engine 2. The extension of the component designation shows the mounted position. Example: Pressure filter (69.1) is the pressure filter for the PTO lubrication of engine 1 and (69.2) for engine 2. (1) Line to the cooler (hot oil) (2) Return line from the cooler (cooled oil) (3) Return line from valve (4) Suction line from PTO oil pan to the pump (P) Pressure port (8.1)(8.4) Gear pump PTO-gearbox lubrication (69.1)(69.2) Pressure filter - PTO gear lubrication (74.1)(74.2) Pressure relief valve, 7,5 bar (78.14)(78.15) Solenoid valve (Y53-x), (reduction of relief valve pressure) (105.3+105.4) Oil cooler, part of hydraulic oil cooler engine 1 (105.1+105.2) Oil cooler, part of hydraulic oil cooler engine 2 (M1-1)(M1-2) Pressure check point (B17-1)(B17-2) Pressure switch, 0,5 bar (B27-1)(B27-2) Maintenance switch, 5 bar (B49-1) Temperature sensor Function: Pump (8.1)/(8.4) forces the gear oil from the gear oil pan through filter (69.1)/(69.2)) to pressure relief valve (74.1/74.2). This pressure relief valve acts as a back pressure valve causing that most of the oil passes through the gear oil coolers (105.3+105.4)/(105.1+105.2). The gear oil coolers are a small part of the hydraulic oil coolers, thus the gear oil gets cooled by the same air stream as the hydraulic oil. From the coolers the oil flows to the port (P) of the gear and internally via a system of pipes to the several spray nozzles. The spray nozzles in the gear case ensure proper and adequate distribution of the lube oil. The circuit is monitored by the pressure switches (B17-1). At too low lube oil pressure (0.5 bar), a fault message will be displayed on the monitor at the dash board. The gear oil temperature is monitored by the sensor unit (B49-1) (B49-2). At too high oil temperature a fault message will be displayed on the monitor at the dash board. If the oil temperature is to low, solenoid valve (Y53-1) (Y53-2) energised and opened port X of the pressure relive valve (74.1) (74.2). This reduced the relieve valve pressure setting. The main gear oil flow direct back to the PTO to quick warm up of the gear oil. continued

2.0 16

Section 2.0 Page 16

Drive

Cont`d. 2.8

PTO Lubrication and cooling Legend for illustration (Z 22414): (1) Pilot operated relief valve (2) Plug screw (3) Valve piston (4) Port for pressure switch B17-1 (6) Port for pressure check stud (7) Jet bore

(8) Valve spring (9) Seal rings (B27-x) Maintenance switch (74.x) Pressure relief valve (A) Pressure port (T) Return from valve

Adjustments:

• The adjustment of the maximum permissible PTO lube pressure, has to be carried out with cold oil to avoid serious damages to the coolers. • The check for a sufficient PTO lube pressure has to be carried out with warm oil to avoid serious damages gearbox. Setting the pressure relief valve (74.x) at cold oil. 1. Connect a pressure gauge to check point (M1.x). 2. Disconnect plug of solenoid valve Y53-1/ Y53-2 3. Start the engine and let it run with max. speed. 4. Required pressure: 7,5 bar. If adjustment is required: 5. Remove protection cap (1a). 6. Loosen lock nut (1b). 7. Set the pressure with set screw (1c). 8. Tighten lock nut (1b) and re-install protection cap (1a) 9. Reconnect plug of Y53-1/ Y53-2

• If the pressure of 7,5 bar cannot be adj. 100 %, adj. to the lowest visible pressure.

Checking the PTO lube pressure at operating temperature (warm oil) 1. Connect a pressure gauge to check point (M1.x). 2. Start the engine and let it run with max. speed. 3. Required pressure: 2-7,5 bar.

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Section 2.0 Page 17

Drive

2.9

Hydraulic pumps – location, drive speed and flow rates Legend for illustration (Z 22415a): (1 - 6) Axial piston pump (swash plate type) theoretical flow rate, each Qmax Drive speed* n for all working motions pmax

= 700 Liter/min = 1400 min-1 = 310 bar

(10.1), (10.3) Axial piston pump theoretical flow rate Drive speed* for radiator fan drive

Qmax n pmax

= 158 Liter/min = 1973 min-1 = 230 bar

(10.2), (10.4) Axial piston pump theoretical flow rate Drive speed* for oil cooler fan drive

Qmax n pmax

= 142 Liter/min = 1770 min-1 = 180 bar

Gear pump theoretical flow rate Drive speed* for PTO gear lubrication

Qmax n pmax

= 82,2 Liter/min = 1400 min-1 = 7,5 bar

Gear pump theoretical flow rate Drive speed* for hydraulic oil circulation

Qmax n pmax

= 58,7 Liter/min = 1400 min-1 = 10 bar

Gear pump theoretical flow rate Drive speed* for pilot pressure supply

Qmax n pmax

= 120 Liter/min = 1400 min-1 = 50 bar

(8.1), (8.4)

(8.2), (8.5)

(7.1), (7.2)

• * at 1800 min-1 input drive speed

Hydraulic Oil Reservoir

Section 3.0 Page 1

Table of contents section 3.0 Section 3.0

Page Hydraulic oil reservoir General lay out

3.1

Main oil tank, location of switches, sensors etc.

3.2

Suction oil tank with strainers

3.3

Return oil collector tube with strainer

3.4

Back pressure valve

3.6

Return and Leak Oil Filter

3.7

Breather Filter

3.5

3.0 2

Hydraulic Oil Reservoir

Section 3.0 Page 2

General lay out Legend for illustration (Z 22416): (1) Filter cover retainer (2) Filter cover (3) Filter element (A) - Return oil filter - 10 µm (4x) (B) - Case drain filter - 3 µm (1x) (4) Man hole cover (24) Pressure switch B24 – monitors item (132.1+132.2) (39) Hydraulic oil level gauge (41) Main oil reservoir (114) Return oil collector tube with pressure check point M10 (115) Back pressure valve (118) Oil drain, quick release coupling (119) Dust cap for item (118) (128) Shut off valve with S31 (Gate valve) (129) Compensator (132.1 + 13.2) Breather filter (178) Return pipe filter (screen filter) The hydraulic oil tank is a welded sheet-metal construction. The capacity is about 3800 litres. The tank contains four return oil filters (3A) and one case drain filter (3-B). The breather filter (132.1 + 132.2) cleans the air that streams into the tank. The back pressure valve (115) and the pressure check point (M10) are located at the collector tube (114) for return oil. The connection to the suction tank can be closed with the shut- off valve (118) to prevent oil flow during repairs on the hydraulic pumps. This unit is controlled by the switch S31, it makes sure a motor start is not possible with a closed shut-off valve. Fault message ”Start blocked because of main Shut-Off (gate) valve” is displayed at the operators dash board

3.0 3

Hydraulic Oil Reservoir

3.1

Section 3.0 Page 3

Main oil tank, location of switches, sensors etc. Legend for illustration (Z 21495a): (B4) Oil level sensor “Hydraulic oil level too low” (B15) Hydraulic oil temperature probe “Hydraulic oil temperature below: too hot” (B24) Breather filter pressure switch (B25) Pressure switch – Pressure leak oil chamber (B26) Pressure switch – Pressure return oil chamber (B32) Hydraulic oil temperature probe “Temp. gauge cabin” (B42) Oil level sensor “Oil level maximum” (B50) Oil level sensor “Hydraulic oil refill level” (Y101) Solenoid valve “Back pressure reduction”

3.0 4

Hydraulic Oil Reservoir

3.2

Section 3.0 Page 4

Suction oil tank with strainers Legend for illustration (Z 22418): (1) Suction oil reservoir (2) Drain coupling (3) Bolt (4) Gaskets (5) Main suction oil strainer (6) Gaskets (7) Intermediate pipe (8) Nut (9) Bolt (10) Compensator (11) Suction strainer – one for each main pump (12) Suction hose connection pipe The suction oil tank (1) is a welded sheet-metal construction. The capacity is 187 liters. The suction lines of all hydraulic pumps are connected to the suction tank. *

SW = Wrench size

3.0 5

Hydraulic Oil Reservoir

Section 3.0 Page 5

3.3 Return oil collector tube with strainer Legend for illustration (Z 21497a): (1) Return oil collector tube - Part 1 (2) Return oil collector tube - Part 2 (3) Return oil collector tube - Part 3 (4) Strainer (5) Bolt (6) Self locking nut (7) Gasket

Task: The strainer is installed to prevent the hydraulic oil coolers from getting clogged up in case of contamination in the main return circuit oil. Excessive increase of the hydraulic oil temperature can be an indication for a restricted strainer, i.e. bad cooling performance due to insufficient oil flow through the coolers. In case that main components such as cylinders or motors are internal fragmentary damaged, the strainer should be inspected for metal chips.

3.0 6

Hydraulic Oil Reservoir

3.4

Section 3.0 Page 6

Back pressure valve Legend for illustration (Z 21498): (1) Back pressure valve assembly (2) Solenoid valve (Y101)

Task: The back pressure valve has to fulfill two functions in the hydraulic system: 1. To ensure a sufficient pressure within the return oil circuit, i.e. to supply oil via the anticavitaton valves to the low pressure side of cylinders, respectively motors. 2. To force the return oil through the coolers depending on the present hydraulic oil temperature, controlled by solenoid valve Y101. - Low temperature Þ low volume through the coolers - High temperature Þ high volume through the coolers

• Further information about the function principle and adjustments, refer to Section 4.0 this Manual.

3.0 7

Hydraulic Oil Reservoir

3.6

Section 3.0 Page 7

Return and Leak Oil Filter Legend for illustration (Z 21500): (1) Filter cover retainer (2) Filter cover with o-ring (3) Pre-tensioning spring (4) Retainer (5) Filter assembly (6) Filter pot with machined cover (7) Main filter element, 10 micron absolute (8) Safety filter element (200 micron strainer) (9) By pass-valve, 2.3bar (9.1) Valve cone (9.2) Valve spring (9.3) O-ring (10) Profile gasket (11) Seal ring (12) Self locking nut (13) Self locking nut Function: The returning oil flows into the filter chamber (A) of the hydraulic tank. (The sketch shows one section only). The chamber is split into two sections; one sections with 4 filters for the return oil and one for the leak oil. But the five filters are all the same. The hydraulic oil enters the filter at the top and passes then on its way to the entire tank the filterelement (7). "Inside to outside filtration." The filter element condition is monitored by a pressure switch (B25, 0.5 bar for the leak oil filter) and (B26, 2 bar for the return oil filter). As soon as the pressure inside the filter chamber reaches the set pressure of those switches due to the restriction of the filter-element which is caused by foreign matters, the fault message ”Return oil filter restricted" or ”Leak oil filter restricted” is displayed at the operator's dash board The filter elements must be replaced. For safety pre-cautions the filter is equipped with a by-pass valve. As the filter chamber pressure increases the by-pass valve opens at 2.3 bar and protects the element from bursting. But the oil flows not totally unfiltered into the tank because it must flow through the strainer (8).

•

The switch point of the pressure switch for the leak oil has been chosen so low with best intention to protect first of all the radial seal rings of the hydraulic motors. Because the filter is oversized for this purpose, the message ”Leak oil filter restricted” is displayed very seldom under normal circumstances. Maintenance see chapter. 6.5 of MAINTENANCE MANUAL

3.0 8

Hydraulic Oil Reservoir

3.7

Section 3.0 Page 8

Breather filter Legend for illustration (Z 21501): (1) Nut (2) Cover (3) Filter element (4) Filter pot A breather filter is installed to clean the air that streams into the tank any time the oil level decreases while extending attachment cylinders The filter element condition is monitored by a vacuum type pressure switch (B24, 80mbar). Maintenance see chapter 6.5 of MAINTENANCE MANUAL

Hydraulic Oil Cooling

Section 4.0 Page 1

Table of contents section 4.0 Section 4.0

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Page Hydraulic oil cooling 4.1

General

4.2

Function of the hydraulic oil cooling circuit

4.3

Adjustment of the Back Pressure Valve

4.4

Fan drive (Two stage cooler fan RPM control)

5+6

4.5

Pressure relief valves and solenoid valve

7+8

4.6

Fixed Displacement Pump, with variable setting

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Hydraulic Oil Cooling

4.1

Section 4.0 Page 2

General The hydraulic oil cooling system maintains the hydraulic oil at a normal operating temperature. Legend for illustration (Z 21594) (1) Noise shield (2) Cooler (Radiator) (3) Cooler frame (4) Fan (5) Fan motor (Axial piston motor) (6) Bolt (7) Bolt (8) Drive shaft (9) Shaft protecting Sleeve (10) Drive shaft seal (11) Ball bearings (12) Seeger clip ring (13) Bearing group carrier (14) Oil level plug (15) Breather filter Design: There are four* hydraulic oil coolers in front of the hydraulic tank on the R.H. side of the platform. They are in pairs mounted in one frame, one above the other. The air stream needed for the cooling is produced by hydraulic driven fans. The air flows from inside to outside through the coolers. For a better cleaning, the coolers can be moved to the side. ("Swing out cooler") The bearing group carrier is filled with oil to lubricate the bearings.

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4.0 3

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Hydraulic Oil Cooling

4.2

Section 4.0 Page 3

Function of the hydraulic oil cooling circuit Legend for illustration (Z 22419) (107.1-107.4) Restrictor, shock absorbers for the hydraulic oil cooler (106.1-106.4) Hydraulic oil cooler (41) Main oil reservoir (114) Return oil collector tube (115) Back pressure valve (L6 + L7) Return line from control blocks (L8 + L9) Supply line for the anticavitation circuit of the swing motors (M10) Pressure check point (Y101) Solenoid valve – 4/2-directional control valve (H) Lines to cooler (hot oil) (C) Lines to tank (cold oil)

Function: The returning oil from the system flows via the lines (L6 - L7) into the collector tube (114). On the top of it is the Back Pressure Valve (115) installed. The back pressure valve (115) causes a back pressure which forces most of the relative hot oil through the lines (H) to the cooler (106.1-106.4). On its flow through the cooler the hydraulic oil gets cooled and flows than through the restrictors (107.1-107.4) and the lines (C) into the filter chamber of the main oil reservoir (41). The restrictors are acting like shock absorbers to prevent cooler cracking at pressure peaks. Besides the back pressure valve acts as an oil flow control valve as far as the oil temperature has not reached its steady temperature. During the warm up period (1/2 Qmax) the back pressure valve (115) is wide open, because solenoid valve Y101 is energized, which results in less oil flows through the cooler which causes that the oil gets quicker its optimum operating temperature. With increasing oil temperature the oil gets thinner, so that the main pumps can be shifted to Qmax position and simultaneously solenoid valve Y101 will be de-energized, so that the valve piston will be more closed by the force of the spring thus that more oil passes the cooler. (See sectional drawing on next page.)

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4.0 4

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Section 4.0 Page 4

Hydraulic Oil Cooling

4.3

Adjustment of the Back Pressure Valve Checks and settings only at normal operating temperature of the hydraulic oil, main pumps in maximum flow position and "Idle Time" control eliminated (service switch S151 actuated)! 1. Connect a pressure gauge to check point (M10). 2. Disconnect plug connector (13) of solenoid valve Y101. 3. Actuate service switch S151 (). 4. Start the engine and let it run with maximum speed. 5. Required pressure: 8 ±0,5 bar If adjustment is required: a) Take off protective cap (12). b) Loosen lock nut (5). c) Adjust the pressure with the set screw (6). d) Tighten lock nut (5) and refit protective cap (12). 6. Disconnect the pressure gauge, reconnect solenoid valve Y101 and switch back service switch S151. Legend for illustration (Z 21596): (1) Control oil port (2) "Y"- port (external return to tank) (2a) "X"- port (external return to tank via solenoid valve Y101) (3) Poppet (4) Valve spring (5) Lock nut (6) Set screw (7) Jet bore (large) (8) Valve spring (9) Valve piston (10) Jet bore (small) (11) Plug screw (12) Protective cap (13) Plug connector (A) Return to tank (Filter chamber) (Z) Pressure oil to valve

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4.0 5

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Hydraulic Oil Cooling

4.4

Section 4.0 Page 5

Fan drive (Two stage cooler fan RPM control) Legend for illustration (Z 22420) (10.2) (10.4) (22.1) (22.2) (41) (168.1) (168.2) (68.1) (68.2) (103.1) (103.2) (148.11) (148.12) (169.1) (169.2) (L) (P) (R) 1 2

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Axial piston pump Engine 1 (fixed displacement pump, with variable setting) Axial piston pump Engine 2 (fixed displacement pump, with variable setting) Fan motor (Axial piston motor) Fan motor (Axial piston motor) Main oil reservoir Pressure relief valve – Engine 1 radiator fan drive Pressure relief valve – Engine 2 radiator fan drive Pressure filter with pressure differential switch B28-1 (Engine 1) Pressure filter with pressure differential switch B28-2 (Engine 2) Check valve engine 1– (Anti cavitation valve for fan drive motor) Check valve engine 2– (Anti cavitation valve for fan drive motor) 4/3 direction flow valve – Engine 1 radiator fan speed (stop, low and high speed), solenoid Y6A-1 + Y6B-1 4/3 direction flow valve – Engine 2 radiator fan speed (stop, low and high speed), solenoid Y6A-2 + Y6B-2 pressure reduction valve (low fan speed adjusting) engine 1 pressure reduction valve (low fan speed adjusting) engine 2 Leak oil (case drain) to tank Pressure to motor Return oil to tank Engine 1 Engine 2

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4.0 6

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Hydraulic Oil Cooling

Section 4.0 Page 6

Function: From pump (10.x) flows the oil through the filter (68.x) to the fan motor (22.x) and then back to the tank. The check valve (103.x) act as an anti cavitation valve and is installed, because the fan motor -driven by inertial force- is running for a short period after the oil flow is interrupted by solenoid valve (Y6A-x/Y6B-x) or if the engine has been switched off. The hydraulic circuit "Fan drive" is secured by the pilot controlled pressure relief valves (168.x) and (169.x). These valves are working together with the solenoid valve (Y6A-x/Y6B-x), controlled by the PLC, depending on the hydraulic oil temperature: • With de-energized solenoids Y6A-x and Y6B-x the relief valve (168.x) is functioning and the fans are running with max. adjusted speed (1300 RPM) • With solenoid Y6A-x energized the relief valve (168.x) is not functioning and the fans are running with a very low speed caused by the flow resistance only. • With solenoid Y6b energized the relief valve (169.x) is controlling the relief valve (168.x) and the fans are running with 1000 RPM only. (See also description on next page)

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4.0 7

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Hydraulic Oil Cooling

4.5

Section 4.0 Page 7

Pressure relief valves and solenoid valves Pressure relief valves (168.x) Legend for illustration (Z 21598a) (1) Valve cartridge (2) Spring (3) Spring chamber (4) "X" port (5) Jet bore, Pilot poppet (6) Jet bore, Main piston (7) Main piston (8) Valve housing (9) Pilot poppet (Y) External leak oil port (A) Pressure port (B) Return oil port Function: Pressure in line A affects the main piston (7). At the same time there is pressure via the jet bore (6) on the spring-loaded side of the main piston and via jet bore (5) at the pilot poppet (9) of the relief valve cartridge (1). If system pressure in line A exceeds the value set at the spring (2), pilot poppet (9) opens. The signal for this comes from line A via the jet bores (6) and (5). The oil on the spring-loaded side of the main piston (7) now flows via the jet bore (5) and poppet (9) into the spring chamber (3). From here it is fed internally by means of the control line (Y) to tank (port B). Due to the state of equilibrium at the main piston (7), oil flows from line A to line B, while the set operating pressure is maintained. The pressure relief valve can be changed (Remote controlled) by means of the port "X" and the function of the solenoid valve Y6A-x / Y6B-x and pressure reduction valve 169.x. .( Function see next page)

continued

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Hydraulic Oil Cooling

Section 4.0 Page 8

Cont’d. 4.5

Pressure relief valves and solenoid valve, illustration (Z 21599)

Function: With de-energized solenoids (Y6A-x and Y6B-x), the spool (3) of the 4/3 direction flow valve 148.x keeps the "X" connection of valve (168.x) and port “B“ to port “P“ closed. The pressure relief valve (168.x) operates normal. The energized solenoid Y6B, operate the spool (3) of the 4/3 direction flow valve 148.x and a connection is made between port “P“ and port “B“ and port "X" of valve (31.1) The system pressure now opens the main piston (7) of valve (31.1), because via solenoid Y6B (P to B) the oil from the rear side of piston (7) flows from the "X"-port to the “P“ connection of valve (169.x). The normal valve function is now remote controlled by the pressure adjusted at valve (169.x). The energized solenoid Y6A, operate the spool (3) of the 4/3 direction flow valve 148.x and a connection is made between port “P“ and port “A” and port "X" of relief valve (168.x). The system pressure now opens the main piston (7) of valve (168.x) because via the "X"-port the oil from the rear side of piston (7) flows to tank. The normal relief valve function is eliminated.

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Hydraulic Oil Cooling

4.5

Section 4.0 Page 9

Fixed Displacement Pump, with variable setting Legend for illustration (Z 21852) (1) Drive shaft (2) Bearings (3) Cylinder with pistons (4) Center pin (5) Control lens (6) Q-min adjustment bolt (7) Q-max adjustment bolt (8) Pressure port (9) Tank port Description. Pump type A7F0 is a variable displacement pump, designed to operate in open circuits. It has an internal case drain return. The rotary group is a robust self aspirating unit. External forces may be applied to the drive shaft. Changing the swivel angle of the rotary group is achieved by sliding the control lens along a cylindrical formed track by means of an adjusting screw. • With an increase in the swivel angel, the pump output increase together with necessary drive torque. • With an decrease in the swivel angel, the pump output decreases together with the necessary drive torque.

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• When increasing to maximum swivel angle, there is a danger of cavitation and over-speeding the hydraulic motor!

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Controlling

Section 5.0 Page 1

Table of contents section 5.0 Section 5.0

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Page Controlling General lay out

5.1

Control and filter panel location of components (valves, switches, sensors etc.)

5.2

Pilot Pressure Supply and Adjustments

4–7

5.3

Remote control valves arrangement

5.4

Function principle of the Electro-Hydraulic- Proportional Control

9 + 10

5.5

Potentiometer Control (Lever, Joy Stick)

5.6

Potentiometer Control (Pedal)

5.7

Proportional amplifier module, Type A (for swing brake only)

5.8

Proportional amplifier module, Type B (for Boom, Stick, Bucket, Swing and Travel)

5.9

Ramp Time Module (Analogue command value module for Boom, Stick, Travel and Swing function)

5.10

Adjustments of Amplifier Modules (General)

5.11

Adjusting the Amplifiers Type B

17 + 18

5.12

Adjusting the Amplifiers Type A

19 + 20

5.13

Adjusting the Ramp Time Module

21 + 23

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5.0 2

X4 - pump support pressure

X2 pilot pressure

X3 – remote control pressure (Qmax/2; Qmin) pump regulation

X1 - pump regulation pressure

to (45.2); (45.3) and (43)

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Controlling

5.0

Section 5.0 Page 2

General lay out Legend for illustration (Z 21631): (7.1 / (7.2) Pumps for pilot pressure and pump regulation system (84.1 / 84.2) Check valve (for combined operation) (68.1) Filter (70.1) Pressure relief valve (X4 – pressure) (70.2) Pressure relief valve (X2 – pressure) (85) Pressure accumulator (5 Liter, 10 bar pre-charge pressure) (91) Check valve (45.1; 45.2 ;45.3, 43) Remote control valves (14; 15; 16; 13)) Control blocks General The controlling includes the pilot pressure system and the pump regulation system. The pumps (7.1 / 7.2) forcing the oil through the filter (68.1) to all involved valves. The pressure accumulator ensures that under any circumstances enough pilot pressure oil is available. The accumulator (85) is also functioning as a hydraulic battery for a certain time when the engine was shut down or to pressure relive the system for repair works. When the operator is using his controls an electrical signal causes energising of the selected solenoid valve of the remote control valves(14). By the function of the remote control valves pilot pressure oil is send to the relevant control block spools which in turn allows operating hydraulic oil to the users.

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Section 5.0 Page 3

Controlling

5.1

Control and filter panel location of components Legend for illustration (Z 22497): Solenoid valves

Engine 1

Engine 2 (Y5)

(Y6A-1) (Y6A-2) (Y14A-1) (Y14B-1)

(Y6B-1) (Y6B-2) (Y14A-2) (Y14B-2) (Y16) (Y17) (Y17a) (Y127)

(Y61.1) (Y61.2) (Y102.1) (Y102.2) (Y124A/B) (Y124c) (Y48) (Y120) (Y123A/B) (Y125)

Swing gear house brake Oil cooler fan RPM control Oil cooler fan RPM control Radiator fan RPM control, low speed Radiator fan RPM control, middle speed Travel gear house brake Idle time“ control ½ Q-max (reduced oil flow at too cold oil) Swing foot brake pressure „XLR“ pressure, pumps 1+2, „XLR“ pressure, pumps 4 - 6 „X4“ pressure, pumps 1 - 3, „X4“ pressure, pumps 4 - 6 Refilling arm – up and down Refilling arm on and out Swing gear – pressure controlled turn Swing brake – enable valve ladder up and down ladder fast movement

Pressure switches: (B16) (B21.1)

(B21.2) (B22)

(B27.1) (B28.1)

(B27.2) (B28.2) (B48)

(B97.1) (B85.1)

(B97.2) (B85.2) (B86)

Pilot pressure for Swing gear house brake (24 bar) Radiator fan drive filter differential switch (filters 68.3+5) Differential pressure switch, pilot pressure system filter Differential pressure switch, PTO gear oil filter Pressure switch, cooler fan drive filter Pilot pressure for travel gear house brake (24 bar) „X4.1“ pressure, pumps 1 - 3, „X4.2“ pressure, pumps 4 - 6 “X1.1” pressure, pumps 1+2; “X1.2” pressure pumps 4 - 6 X2 pressure sensor

Pressure check points: (M1.1)

(M1.2) (M2) (M3)

(M5.1)

(M5.2) (M6) (M7) (M11) (M18)

(M19.1) (M20.1)

(M19.2) (M20.2) (M30) (M32) (M40)

Pressure PTO gear lubrication X4 - pressure X2 - pressure Cooler fan drive pressure Pressure travel gear house brake Pressure Swing gear house brake Pressure swing brake (safety circuit ) Pressure for hydraulic pump regulation (electronic out) Radiator fan drive pressure X1 pressure pumps 1, 2, 4, 5, 6 X3 pressure for pumps at ½ flow position X3 pressure for pumps at ½ flow position Pilot pressure, X-2

Filter: (68.1) (68.2) (68.3) (69.1)

(68.4) (68.5) (69.2)

Pilot pressure and pump regulation Oil cooler fan drive Engine radiator fan drive PTO gear lubrication

continued

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Controlling

5.2

Section 5.0 Page 4

Pilot Pressure Supply and Adjustments Pilot Pressure Circuit The pilot pressure oil is used for the following functions. To move the control block spools, to supply the main pump regulation system, to lubricate the main pump bearings, to release the travel- and swing gear house brakes (spring loaded multi disk brakes), to drive the Lincoln Lubrication pumps, to move the hydraulic operated ladder, to move the hydraulic operated refilling arm and to supply the hydraulic track tensioning system. Legend for illustration (Z 22498): (7.1 / 7.2) Pilot pressure pumps (84.1 / 84.2) Check valve (for combined operation) (68.1) Filter (70.1) Pressure relief valve 60 bar (70.2) Pressure relief valve 35 bar (85) Pressure accumulator (43 + 45.x) Remote control valves (M2) 60 bar pressure check point (X4-Pressure) (M3) 35 bar pressure check point (X2-Pressure) (M40) 35 bar pres. check point (X2-Pressure in front of accumulator)

Function: Study together with the hydraulic circuit diagram The pumps (7.1 and 7.2) are delivering the oil through the filter (68.1) to port A of the pressure relief valve (70.1) and the pressure relief valve (70.2) port A. The pressure relief valve (70.1) maintains the adjusted pressure of 60 bar it is called X4-pressure. X4 - pressure: Pump support pressure Pump bearing lubrication Actuation of refilling arm and ladder Lubrication system Track tensioning system continued

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5.0 5 con’t The pressure relief valve (70.2) maintains the adjusted pressure of 35 bar it is the X2-pressure. X2 – pressure: Pilot pressure system Pump regulation system Capacity regulation swing motors Travel- and Swing gear house brakes (spring loaded multi disk brakes) The pressure accumulator (85) holds an amount of oil under pressure to ensure sufficient pilot pressure during normal operations and a limited number of operations without engine power. The check valves (91) prevents return flow of the pilot pressure oil.

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Controlling

5.2

Section 5.0 Page 6

Pilot Pressure Supply and Adjustments

Cont'd: Pilot Pressure Circuit Legend for illustration (Z 22500): (41) Main oil reservoir (91) Check valve (85) Bladder Accumulator – 10 liter, 10bar (located behind the filter and valve panel of engine 2 on top of the PTO) (PX2) Pilot pressure line (LX2)

Leak / return oil line from the remote control blocks

Function: The pilot pressure oil flows via line (PX2) to port (P) of each remote control block and is present via a gallery at all proportional and directional solenoid valves. These solenoid valves are energized by the function of the Electro proportional controls (Joy sticks or pedals) and direct the pilot pressure oil to the respective spools of the main control blocks with a variable pilot pressure proportional to the deflection of the controls.

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• For the location and designation of the proportional and directional solenoid valves of the remote control blocks refer to page 8 in this section.

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Controlling

5.2

Section 5.0 Page 7

Pilot Pressure Supply and Adjustments

Checks and Adjustment of Pilot Pressure Legend for illustration (Z 21635a): (85) Bladder Accumulator – 10 liter, 10bar pre-charge pressure (located underneath the catwalk in front of the PTO) (70.1) Pressure relief valve for pump support pressure X4 (60bar) (70.2) Pressure relief valve for pilot pressure X2 (35bar) (M2) Pressure check point X4, pump support pressure (60bar) (M3) Pressure check point X2 pressure, pilot pressure (35bar) (M40) Pressure check point for accumulator (If not factory installed, fit a T-union with test connector as shown in illustration Z 21635a) • Since the “X2” and the “X4” pressure are influencing each other it is always necessary to adjust both valves 70.1+70.2 alternately. 60 bar pressure „X4“, valve 70.1: 1. Connect pressure gauge to check point (M2) 2. Start engine and let it run with max. speed 3. Read pressure, required = 60 -2 bar If readjustment is required *: 35 bar pressure „X2“, valve 70.2: 1. Connect pressure gauge to check point (M3) 2. Start engine and let it run with max. speed 3. Read pressure, required = 35+3 bar If readjustment is required *: * Valve adjustment: a Remove dust cap (1). b. Loosen lock nut (2). c. Set pressure with set screw (3). d. Tighten lock nut (2) and re-fit dust cap (1). Checking of Accumulator Function 1. Connect pressure gauge to check point (Ma). 2. Start the engine and let it run with maximum speed. 3. After build-up of pressure stop the drive motor, but do not turn the key switch to zero position. 4. Watch pressure gauge. Pressure should remain constant for at least 5 minutes.

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• If the pressure droops the system must be checked for leakages. • To check the accumulator charging pressure refer to SERVICE BULLETIN 21-426 latest edition.

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Section 5.0 Page 8

Controlling

5.3

Remote control valves arrangement Legend for illustration (Z 21636) No.

45.1

45.2

45.3

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Solenoid valve

Proportional valve

Function

Y20a Y20b

Y20

L.H. Crawler forward L.H. Crawler reverse

Y21a Y21b

Y21

Stick extending Stick retracting

Y22a Y22b

Y22

Bucket filling (curl) Bucket emptying (dump)

Y23a Y23b

Y23

Boom raising Boom lowering

Y24a X24b

Y24

Bucket filling (curl) Bucket emptying (dump)

Y25a Y25b

Y25

Boom raising Boom lowering

Y26a Y26b

Y26

Reserved Reserved

Y27a Y27b

Y27

Stick extending Stick retracting

Y28a Y28b

Y28

R.H. Crawler reverse R.H. Crawler forward

Y29a Y29b

Y29

Boom raising Boom lowering

Y30a Y30b

Y30

Bucket filling (curl) Bucket emptying (dump)

Y31a Y31b

Y31

Stick extending Stick retracting

Y32a Y32b

Y32

R.H. Swing L.H. Swing

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Section 5.0 Page 9

Controlling

5.4

Function principle of the Electro-Hydraulic- Proportional Control Legend for illustration (Z 21637) (1) Pump (2) Filter (3) Pressure relief valve (4) Check valve (5) Pressure Accumulator (6) Directional Solenoid valve, a side (7) Directional Solenoid valve, b side (8) Proportional Solenoid valve (9) Control valve block (10) Battery (11) Electronic units with amplifiers etc. (12) Control lever (Potentiometer control) Function: The electric-hydraulic control system is used to control the direction and volume of oil flow to the operating cylinders and motors via the control valve blocks. Hydraulically: The oil volume of pump (1) flows through filter (2) into the pilot pressure system. The pressure is limited by the pressure relief valve (3). With the pressurized oil stored in accumulator (5), a limited number of spool movements can be carried out with the main drive motor at standstill. When a lever (or pedal) is actuated, proportional solenoid valve (8) and one of the directional solenoid valves (either 6 or 7) are energized, and allows the pilot pressure oil to flow to the spools of the control blocks. Electrical Whenever a lever or a pedal is moved out of its neutral position, an amplifier will created a current between 0 and 1000 mA. (For detailed information refer to page 10 in this section) Depending on the lever direction, simultaneously one of the directional solenoid valves (either 6 or 7) is energized. The proportional solenoid valve alters the pilot pressure, proportional to the lever deflection, this results a spool movement between neutral and full stroke position. continued

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Section 5.0 Page 10

Controlling

5.4

Function principle of the Electro-Hydraulic- Proportional Control

Cont'd: (Exemplary illustration of the function of two axis with one Amplifier only) Legend for illustration (Z 21638a) (1) Control lever (joystick) (2) Capacitor-Module (3) Ramp time module (4) Proportional-Amplifier-Module (5) Relay (Supply Voltage) (6) Proportional solenoid valve-(Pressure-Reducing Valve) (7) Directional solenoid valve (8) Control block spool General Function Control lever (1) is supplied with 24 VDC battery voltage for the switch contacts and with 24 VDC capacitor supported to create the signal voltage. When moving lever (1) out of its neutral position, 24 VDC battery voltage arrives at relay (5) and energizes the Proportional Amplifier (4) with capacitor supported 24 VDC via terminal 1. Depending on the function of the control lever, 1 to 4 Amplifiers can be involved for the „Y-axis“ (forward/ backwards direction) and 1 to 4 Amplifiers for the „Xaxis“ (left/right direction.) The polarity of the Output Signal from joystick (1), either positive or negative, between 0 and 10 VDC indicates the direction of the lever movement and is proportional to the lever deflection. This is the Input Signal to the ramp time module (3) at terminal 5 which will arrive after the adjusted ramp time delay via terminal 7 to the proportional amplifier (4) at terminal 5. This Input Signal (between 0 and 10 VDC) is amplified to an Output Signal between 0 to 1000 mA and is simultaneously send via terminal 7 (negative) or terminal 8 (positive) to the Proportional Solenoid valve (6) and to the Directional solenoid valve (7) via terminal 3 (negative) or terminal 9 (positive) to the “a” or “b”-side. The proportional Solenoid valve (6) alters the pilot pressure (“X2”) of 35 bar to a value proportional to the Current Signal. This pressure controls the movement of the control block spool (8) between neutral and full stroke position.

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Controlling

5.5

Section 5.0 Page 11

Potentiometer Control (Lever, Joy Stick) Legend for illustration (Z 21639a) (1) Push button * (2) Toggle switch * (3) Push pin (3.1) Coil (4) Switch actuator Switches for: (5) Direction monitoring (5.1) Directional contacts (6) Neutral position monitoring (6.1) Neutral position contacts (7) Electronic * Alternative application The Potentiometer Control (inductive, linear travel transmitter) contains both the electronic and mechanical components which converts the lever movement into a proportional electrical voltage. The lever can be operate in two axes: Axis "Y", splitted into the half axis Y- and Y + Axis "X", splitted into the half axis X- and X + Of course the lever can be moved in any other direction (Joy stick function) In order to be able to monitor the direction of the lever movement and the neutral position, two switches (5 and 6) are fitted per half axis; which are actuated by the actuator (4) as soon as the lever gets moved out of its neutral position. For the Output Signal generation are used two coils (3.1), in series connected, for one axis. The push pin motion causes a variation of the induction and this in turn causes a signal variation at the AC voltage bridge. The AC voltage gets rectified and becomes the DC-Signal Voltage for the amplifiers.

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Controlling

5.6

Section 5.0 Page 12

Potentiometer Control (Pedal) Legend for illustration (Z 21300) (1) Potentiometer Control Unit (2) Pedal (3) Standard cable (4) Connection cable for combined operation Application for: (A) Swing foot brake (B) Clam Opening/closing, (only face shovel attachment) (C) Travelling The Potentiometer Control (inductive, linear travel transmitter) contains both the electronic and mechanical components which converts the pedal movement into a proportional electrical voltage. In order to be able to electrically monitor the pedal (2) action a neutral position switch is fitted. This switch closes when the pedal is moved out of the rest position. When using the double unit (B) (combined operation) only the signal output from one unit is used for the Clam Operation. Due to the cross lined connection via the connection cable (4) the signal is once positive and once negative (inverted), depending on the Pedal used.

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Controlling

5.7

Section 5.0 Page 13

Proportional Amplifier Module, Type A Legend for illustration (Z 21516) Type A (for swing brake only) (LED) LED for Solenoid A or B (P) Set Potentiometer R1 for the lowest current value R2 for the highest current value The amplifier module contains the necessary electronics for the control of two proportional solenoids. Depending on the input polarity, either solenoid A or solenoid B is operated. The solenoid current (solenoid A - solenoid B) is measured and compared with the external input value. Differences between feed-back and input values, for example caused by changes in solenoid temperature or supply voltage, are compensated. The module also generates a direction-dependent voltage signal (solenoid A solenoid B) as soon as the solenoid current reaches the lowest set value. The lowest and highest values are set externally via the potentiometer R1 + R2. The brightness of the LED's changes with the current. This function should not be used for setting.

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Controlling

5.8

Section 5.0 Page 14

Proportional Amplifier Module, Type B Legend for illustration (Z 21640) Type B (for Boom, Stick, Bucket, Clam, Swing and Travel) (LED) (P) Set Potentiometer: AX: Proportional output AX active - 10% for the lowest current value AS: Switched output AS active - J2 for the highest current value BX: Proportional output BX active (Pt) Set Potentiometer for the „Ramp BS: Switched output BS active Time“ Power: Internal supply voltage Fault: Fault indication The amplifier module contains the necessary electronics for the control of two proportional solenoids and two directional solenoids. The amplifier outputs for proportional solenoids Ax and Bx and the switched outputs As and Bs are activated by connecting a minimum of approx. 10% signal voltage at the amplifier input. A positive signal voltage controls outputs A, a negative signal voltage controls output B. A signal voltage of approx. 10% with respect to +/- 10 V input voltage at the amplifier, produces a stepped output voltage. The height of this 10% jump may be set separately for proportional outputs Ax and Bx via external potentiometer. As the signal voltage rises the solenoid current for the proportional outputs increases linearly. A further step in output current occurs at approx. 90% signal voltage. The maximum current or the 90% jump may be set separately for outputs Ax and Bx via external potentiometers and hence the gradient of the output curve may be influenced. LED`s indicate the current output to each proportional and switched output, whereby the brightness is approx. proportional to the solenoid current in Ax and Bx. This function should not be used for setting. A Ramp Time function is included in the amplifier which may be externally changed by a set potentiometer. The setting range for the ramp time is approx. from 80ms to 1s. The time setting applies to both up and down ramps and to both proportional solenoids. A fault is indicated by the LED „Fault“.

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Section 5.0 Page 15

Controlling

5.9

Ramp Time Module (Analogue command value module for Boom, Stick, Travel and Swing function) Legend for illustration (Z 21518) Potentiometer: "t1" to "t5" Þ Ramp times "w1" to "w4" Þ Command value call-ups "G" Þ Zero point matching "Z" Þ Amplitude attenuation for the differential input LED displays: (1) green Þ Operational power (2) "4-Q" Þ Quadrant recognition (3) "INV" Þ Inversion active (4) yellow Þ display for potentiometer t1 to t4 (5) yellow Þ display for potentiometer w1 to w4 (6)

Measurement sockets: "t" Þ "w" Þ "⊥" Þ

Actual ramp time Internal adjustment variable Reference potential / GND

General The Ramp Time Module is snapped onto mounting rails inside the X2-box. The electrical connection is done via screw terminals. The module is operated with 24 VDC. A power supply provides the internally required positive and negative supply voltages. As soon as the power supply is in operation the green LED (power) lights up. Internal command values The internal command value signal is generated from the external command value signal which is being applied to the differential input, a called-up signal and an offset signal (zero point potentiometer "Z"). The external command value signal can, via potentiometer "G", changed from 0% to approx. 110%. Command value call-ups The call-up signals w1 to w4 also have an adjustment range of 0% to 110%. No settings required. (factory set to 100%). Ramp time call up If the quadrant recognition is not activated, then each command value call-up "w1" to "w4" is allocated its own ramp time "t1" to "t4". As long as there is a signal change, the LED allocated to the actual ramp time is alight. 10.06.02

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Controlling

5.10 Adjustments of Amplifier Modules (General) Legend for illustration (Z 21641) (1) Potentiometer control (2) Terminal with a separating possibility (3) Ramp time module (4) Amplifier (5) Solenoid valve (6) Service module Introduction: The illustration shows simplified the route of the signal voltage from Potentiometer Control (1) to Solenoid-Valve (5): A. With ramp time module, B.

i.e. Boom,- Stick,- Travel,- and Swing Function. Without ramp time module, i.e. Bucket,- Clam,- and Swing Brake Function.

The ramp time modules (3) and the amplifiers (4) are adjustable. Adjustments are required: Ramp time modules

Amplifiers

• When commissioning the machine • When replacing a module

• When replacing a solenoid valve • When replacing an amplifier

For Checking and Setting the Signal Current at the Proportional-Amplifier (4), both separating terminal (2) before and behind the Amplifier (4) must be opened. For the setting procedure the signal voltage from the potentiometer control (1) can be simulated with the potentiometer of Service-Module (6),which is installed on the X2-panel. Accessories required for the adjustments: a) A multimeter, good readable for values between 0 and 1000 mA. b) More convenient is a second meter for reading voltage simultaneously. c) A simple wire, 1m length, or better a prepared test lead same length d) Four test leads, 1m length, with banana type connectors on each end.

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"a"

"b"

VDC

"c" "d"

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Controlling

Section 5.0 Page 17

5.11 Adjusting the Amplifiers Type B, illustration (Z 21642a) Procedure applicable for all amplifiers except the one for the swing brake: (Do not start the motor, turn only the key switch in ON – position.) 1. Open* the respective separating terminal (T1) between the lever unit and the amplifier module to be set. 2. Open* the respective separating terminal (T2) between the amplifier module to be set and the proportional solenoid valve. 3. Disconnect the wire from terminal five. 4. Connect the positive output of the service module with terminal five of the amplifier module, using test lead (2). 5. Attach a multimeter for voltage reading to the service module, using test lead (3). 6. Attach a multimeter (in series) for Amp reading to the terminal between amplifier module and solenoid valve, using test leads (3). 7. Move the lever of the Potentiometer Control into its final position; or override manual the relay which allows 24 V operating voltage to the amplifier module; thus the amplifier gets 24 V operating voltage. The power LED and simultaneously LED A(+) or B(-) lights up, depending on the polarity. 8. Turn the potentiometer (P) of the Service-Module until the multimeter shows 1 VDC (it may be either positive or negative); the multimeter for the current reading will show a value which should correspond to the value giving in the circuit diagram e.g. 330 mA. (The first step (10 %) value) If necessary correct the value with potentiometer (R1). 9. Turn the potentiometer (P) of the Service-Module further until the multimeter shows 9 VDC; the multimeter for the current reading will show a value which should correspond to the value giving in the circuit diagram e.g. 660 mA. (The second step (90 %) value). If necessary correct the value with potentiometer (R2). 10. Repeat settings of item 8 and 9 until both mA values are stabilized, because R1 and R2 influence each other.

* How to open and close the terminal: Push the yellow stud (1) down with a screw driver and turn it 90° to the left to open or to the right to close the terminal. A spring pushes then the stud outwards and the contacts are either open or closed. continued

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Controlling

Section 5.0 Page 18

5.11 Adjusting the Amplifiers Type B, illustration (Z 21642) Cont'd: 11.

12. 13.

If the setting with either positive or negative potential was successful, turn the potentiometer (P) of the service module into the opposite direction and check the settings with the other polarity i.e. if the first setting was done with positive potential then turn the pot into negative direction; otherwise vice versa. Repeat the setting as described under item 7 to 10. Remove multimeter, test wire, close* the terminals and reconnect the wire to terminal 5 of the amplifier module.

Adjusting the Ramp Time 1. 2.

Turn potentiometer (Rt) 30 revolutions counter clockwise, to guarantee the correct start position at the complete left side. Turn potentiometer (Rt) so many revolutions clockwise as shown in the table below (part of the electrical circuit diagram).

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Section 5.0 Page 19

5.12 Adjusting the Amplifiers Type B, illustration (Z 21643)

The amplifiers for the crawler foot pedals are adjustable in the same way as the amplifiers for the joy sticks.(refer to page 17 and 18 in this section) The amplifier for the swing foot brake is similar. Procedure for the swing foot brake: 1. Open* the respective separating terminal (T1) between the pedal unit and the amplifier module to be set. 2. Open* the respective separating terminal (T2) between the amplifier module to be set and the proportional solenoid valve. 3. Disconnect the wire from terminal five. 4. Connect the positive output of the service module with terminal five of the amplifier module, using test lead (2). 5. Attach a multimeter for voltage reading to the service module, using test lead (3). 6. Attach a multimeter (in series) for Amp reading to the terminal between amplifier module and solenoid valve, using test lead (3). 7. Press the pedal fully down ; or manual override the relay which allows 24 V operating voltage to the amplifier module; thus the amplifier gets 24 V operating voltage. 8. Turn the potentiometer (P) of the Service-Module until the multimeter shows 1 VDC ; the multimeter for the current reading will show a value which should correspond to the value giving in the circuit diagram e.g. 10 mA. (10 % value) If necessary correct the value with potentiometer (R1).

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Controlling

Section 5.0 Page 20

5.12 Adjusting the Amplifiers Type B, illustration (Z 21643) Cont'd: 9.

. 10. 11.

Turn the potentiometer (P) of the Service-Module further until the multimeter shows 10 VDC; the multimeter for the current reading will show a value which should correspond to the value giving in the circuit diagram e.g. 500 mA. (100 % value). If necessary correct the value with potentiometer (R2). • It is important that the pilot pressure for the pressure increasing valve is 19+/- 1 bar. For more information refer to section 8.2 „Swing Circuit“ Repeat settings of item 8 and 9 until both mA values are stabilized, because R1 and R2 influence each other. Remove multimeter, test wire, close* the terminals and reconnect the wire to terminal 5 of the amplifier module.

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Section 5.0 Page 21

5.13 Adjusting the Ramp Time Module Legend for illustration (Z 21644) (2) Capacitor-Module (3) Ramp time module (6) Service module (P) Potentiometer

• The following adjustments have to be done when commissioning the machine and whenever the Ramp Time Module has been replaced. • Do not start the motor, turn only the key switch in ON – position.

Basic Adjustment: 1. Connect 0VDC with a test lead from the red positive terminal of the service module (6) to terminal 5 of the Ramp Time Module (3) and adjust with "Pot Z" a value of 0 VDC measured at terminal 7. Disconnect the test lead after the setting is done. 2. Connect +10VDC with a test lead from the red positive terminal of the service module (6) to terminal 5 of the Ramp Time Module (3) and adjust with "Pot G" a value of 10 VDC measured at terminal 7. Check the negative voltage as well(- 10 VDC). Disconnect the test lead after the setting is done.

• Repeat settings of item 1 and 2 until both values are stabilized, because "Pot Z" and "Pot G" influence each other. • The factory setting of potentiometer "w1" to "w4" for the command value call-ups must not be adjusted.

continued

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Section 5.0 Page 22

5.13 Adjusting the Ramp Time Module Cont'd: Legend for illustration (Z 21645) (1) Control lever (joystick) (2) Capacitor-Module (3) Ramp time module (4) Proportional-Amplifier-Module (5) Relay (Supply Voltage) Ramp time adjustment in relation to the operating movements: 3.

Disconnect the cables at terminal 3 and terminal 5 of the respective module. Connect 24Volt with a test lead to terminal 9, 10, 11 and 12 one after another and adjust with the respective "Pot t1, t2, t3 and t4" the values giving in the table on the next page. (Measure the voltage only at the Measurement socket "t" of the ramp time module)

To check the adjustments under operating conditions reconnect terminal 3 and terminal 5 and measure the ramp time with a stopwatch.

If the above mentioned values are not suitable for the local working conditions, for example due to, different Attachments or different operation feeling of the operator, the ramp time can be changed according to the NOTE on illustration Z 21645, to ensure smooth and efficient working cycles.

continued

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Controlling

5.13 Adjusting the Ramp Time Module Cont'd: E48 Stick 24 Volt at

Joy stick Signal

Pot

Value to be measured at socket "t"

Terminal 9

Neutral Þ Stick out

0V to +10V

0,10 Volt = 1000ms

Terminal 10

Stick out Þ Neutral

+10V to 0V

5,00 Volt = 20ms

Terminal 11

Neutral Þ Stick in

0V to -10V

0,10 Volt = 1000ms

Terminal 12

Stick in Þ Neutral

-10V to 0V

5,00 Volt = 20ms

Pot

Value to be measured at socket "t"

E49 Boom 24 Volt at

Joy stick Signal

Terminal 9

Neutral Þ Lower

0V to +10V

0,10 Volt = 1000ms

Terminal 10

Lower Þ Neutral

+10V to 0V

0,10 Volt = 1000ms

Terminal 11

Neutral Þ Lift

0V to -10V

0,10 Volt = 1000ms

Terminal 12

Lift Þ Neutral

-10V to 0V

0,10 Volt = 1000ms

Pot

Value to be measured at socket "t"

E50 Swing 24 Volt at

Joy stick Signal

Terminal 9

Neutral Þ Swing R

0V to +10V

0,10 Volt = 1000ms

Terminal 10

Swing R Þ Neutral

+10V to 0V

5,00 Volt = 20ms

Terminal 11

Neutral Þ Swing L

0V to -10V

0,10 Volt = 1000ms

Terminal 12

Swing L Þ Neutral

-10V to 0V

5,00 Volt = 20ms

Pot

Value to be measured at socket "t"

E59 Bucket 24 Volt at

Joy stick Signal

Terminal 9

Neutral Þ Fill

0V to +10V

0,10 Volt = 1000ms

Terminal 10

Fill Þ Neutral

+10V to 0V

0,10 Volt = 1000ms

Terminal 11

Neutral Þ Dump

0V to -10V

0,10 Volt = 1000ms

Terminal 12

Dump Þ Neutral

-10V to 0V

0,10 Volt = 1000ms

continued

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Controlling

Section 5.0 Page 24

E51 Left crawler 24 Volt at

Pot

Value to be measured at socket "t"

Terminal 9

0,10 Volt = 1000ms

Terminal 10

0,10 Volt = 1000ms

Terminal 11

0,10 Volt = 1000ms

Terminal 12

0,10 Volt = 1000ms

E52 Right crawler 24 Volt at

Pot

Value to be measured at socket "t"

Terminal 9

0,10 Volt = 1000ms

Terminal 10

0,10 Volt = 1000ms

Terminal 11

0,10 Volt = 1000ms

Terminal 12

0,10 Volt = 1000ms

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Components

Section 6.0 Page 1

Table of contents section 6.0 Section 6.0

Page Components 6.1

Hydraulic 6.1.2

Main Control Blocks and High Pressure Filter BHA

6.1.4

Distributor Manifold – Restrictor blocks BHA

6.1.5

Restrictor Block with Pressure Relief Valve

6.1.6

Anti Cavitation Valve Block

6.1.7

Remote Control Valves

6.1.8

Directional Solenoid Valves (4 way / 3 positions)

6.1.9

Proportional Solenoid Valves

6.1.10

High Pressure Filter

6.1.11

Control Blocks and Valves

6.1.12

Load Holding Valve

6.1.13

Travel Brake Valve

6.1.14

Pressure Reducing Valve

6.1.15

Directional Solenoid Valves (Two positions / 4-ways)

6.1.16

Pressure Increasing Valve

2-3

11-14

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Components

Section 6.0 Page 2

6.1.2 Main Control Blocks and High Pressure Filter Back Hoe Attachment Legend for illustration (Z 22433): Pump circuit No. I (175 / I ) Control block I (L.H. Travel, Stick, Bucket, Boom,) (46.1) High pressure filter, Pump 2 and 5 (31.01) SRV Travel motors left backward (32.01) ACV Travel motors left backward (31.02) SRV Travel motors left forward (32.02) ACV Travel motors left forward (33.1) SRV Stick cylinder piston side (32.3) ACV Stick cylinder piston side (32.4) ACV Stick cylinder rod side (32.5) ACV Bucket cylinder rod side (32.6) ACV Bucket cylinder piston side (32.7) ACV Boom cylinder rod side (32.8) ACV Boom cylinder piston side Pump circuit No. II (15 / II) Control block II (Bucket, Boom, Reserved, Stick) (44.2) High pressure filter, Pump4 (32.9) ACV Bucket cylinder rod side (32.10) ACV Bucket piston side (33.06) SRV Boom cylinder rod side (32.11) ACV Boom cylinder rod side (33.05) SRV Stick cylinder piston side (32.15) ACV Stick cylinder piston side (32.16) ACV Stick cylinder rod side continue

6.0 3

Components

Pump circuit No. III (176 / III) Control block (R. H. Travel, Boom, Bucket, Stick) (46.2) High pressure filter, Pump 1 and 6 (31.03) SRV Travel motors right backward (32.17) ACV Travel motors right backward (31.04) SRV Travel motors right forward (32.18) ACV Travel motors right forward (32.19) ACV Boom cylinder rod side (32.20) ACV Boom cylinder piston side (32.21) ACV Bucket cylinder rod side (32.22) ACV Bucket cylinder piston side (32.23) ACV Stick cylinder rod side (32.24) ACV Stick cylinder piston side Pump circuit No. IV (13 / IV) Control block IV (Single spool for swing) (44.1) High pressure filter, Pump 3

• There is one MRV in each control block.

Section 6.0 Page 3

6.0 4

Components

Section 6.0 Page 4

6.1.4 Distributor Manifold - Location of restrictor blocks and anti cavitation valves Backhoe Attachment Legend for illustration (Z 22434): (1) Distributor manifold (2)

Synchronization (Equalization) lines

(3)

Synchronization (Equalization) lines

(5)

Service-line Relief Valve

(4)

ACV Block Section A ,Boom cylinder rod side

(6)

Service-line Relief Valve Pressure check point

(7)

Restrictor blocks

6.0 5

Components

Section 6.0 Page 5

6.1.5 Restrictor Block with Pressure Relief Valve

• A restrictor block is used for limiting cylinder lowering speeds. • A Service Line Relief Valve is installed to limit the maximum system pressure due to external forces.

Legend for illustration (Z 21834): (1) (2 + 3) (4) (5 + 6) (7) (8) (9) (10) (11 (12) (13) (14) (15) (16) A+B M Y

Adjustment spindle O-ring with back-up ring Retainer O-ring with back-up ring Spring Spring cup Throttle sleeve O-ring Housing Return line port, T Pressure relief valve Allen bolt Clip ring Lock nut Line ports Pressure check point Control oil drain port

Function: Setting of the maximum permissible cylinder speed (flow B to A) is carried out by spindle (1). Depending on the spindle setting, the radial holes (9.1) in the valve poppet (9) will be partially opened to achieve the required throttling of the oil flow. The extra holes (fixed throttle 9.2) prevents the valve from becoming completely closed. For the lifting operation (flow A to B), the valve poppet (9), which is guided by the spindle (1), is pressed against spring (7) so that the valve will be completely open.

6.0 6

Components

Section 6.0 Page 6

6.1.6 Anti Cavitation Valve Block

• ACVs are installed to avoid cavitation damages on users (hydraulic cylinders), by compensating a possible lack of oil, when the SRV at the opposite side of the cylinder opens (see circuit diagram).

Legend for illustration (Z 21835): (Type 64.1 to 64.9 of the hydraulic circuit diagram) (1) Housing (2) Valve cone (3) Spring (4) O-ring (5) Control and leak oil bore (6) Cap screw (torque 900 Nm) S Supply line (Return oil pressurized to approximately 10 bar by back pressure valve) A and B Line connections Function: The circuit pressure in the line A and B hold the valve cone (2) closed. The pressure of the supply line S forces onto the valve cone. The valve cone opens, whenever the pressure at the A and B side is lower than the back pressure at return oil port S, to allow necessary oil supply into the circuit.

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Components

Section 6.0 Page 7

6.1.7 Remote control valves

• Remote control valves are part of the electric-hydraulic control system

Legend for illustration (Z 21838): (1 - 8) (9) (10) (11) (12) (13)

Pilot pressure lines to the control block Pilot pressure supply port Return to tank port Manifold block Double directional solenoid valve Single proportional solenoid valve

Function: The electric-hydraulic control system is used to control the direction and volume of oil flow to the operating cylinders and motors via the main control valve blocks. When a lever (or pedal) is actuated, a proportional solenoid valve (13) and one of the directional solenoid valves (12 either a or b) are energized, and allows the pilot pressure oil to flow to the spools of the main control blocks. The proportional solenoid valve alters the pilot pressure, proportional to the lever deflection, this results a spool movement between neutral and full stroke position.

6.0 8

Components

Section 6.0 Page 8

6.1.8 Directional Solenoid Valves (4 way / 3 positions)

• This solenoid operated directional spool valves are installed to control the start, stop and direction of an oil flow.

Legend for illustration (Z 21839): (1) (2) (3) (4) (5) (6)

Housing Solenoids Control spool Reset springs Plunger End cover

Function: In un-operated condition the control spool (3) is held in the neutral or starting position by the reset springs (4). Operation of the control spool is by means of oil immersed solenoids (2). The force of the solenoid (2) acts via the plunger (5) on the control spool (3) and pushes its from its resting position into the required end position. This results in the required free flow from P to A and B to T or from P to B and A to T. When the solenoid (2) is de-energised, the control spool (3) is returned to its original position by the reset springs (4).

6.0 9

Components

Section 6.0 Page 9

6.1.9 Proportional Solenoid Valve

• This valves are responsible for the creation of a variable control pressure proportional to the electrical signal output of an amplifier.

Legend for illustration (Z 21697): (1) (2) (3) (4)

Proportional solenoid Control piston Valve housing Pressure measuring spool

(5) (6) (7) (8)

Pressure measuring spool Connection plug Return spring Bleed screw

Function: In un-operated condition the control spool (2) is held in the neutral or starting position by reset springs. The control spool (2) is directly operated by the proportional solenoid (1). If the solenoid is energized, it produces a force to operate the control spool (2) via the pressure measuring spool (4) and moves the spool to the left. Oil flows from P to A. As pressure in A increases, it passes via the radial borings in the control spool (2) to the inner end of the pressure measuring spool (2). The force generated by the pressure now works against the solenoid force and pushes the control spool (2) to the right (closing direction) until a balance is achieved between the two forces. In order to achieve this, the pressure measuring spool (2) moves to the left until it is supported by the pin (5). When the force balance is achieved, the connection between P and A is interrupted and the pressure in line A is held constant. Any reduction in the solenoid force leads to the pressure force exceeding the solenoid force on the control spool (2). The control spool is then moved to the right causing a connection from A to T allowing the pressure to fall until a balance is re-established at a lower level. At rest, when the solenoid is de-energized, ports A and B are open to tank, whilst port P is blocked from both ports A and B.

• In order to achieve optimum functioning of the valve, it must be bleed when commissioning: - Supply pressure to the valve - Remove plug 8 - When no more air bubbles appear screw in plug 8.

6.0 10

Components

Section 6.0 Page 10

6.1.10 High Pressure Filter

• There is one filter in each pump line installed.

Legend for illustration (Z 21696): (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) P1 P2 a b c d e

Filter head Drain plug Filter case Hexagon Filter element Packing ring O-ring Back-up ring O-ring Spring Differential pressure switch Higher static pressure Lower static pressure Electrical connection REED contact Permanent magnet piston Spring Plug screw

Function: High-pressure in-line filters prevent contamination from entering the hydraulic circuits. The spin-on filters are installed between the main hydraulic pumps and multi-valve control blocks. All hydraulic components, behind the pumps, are effectively protected from damage and undue wear. Each filter is equipped with a differential pressure switch to monitor the filter flow restriction. If the pressure reaches an unsafe difference of 8.5 bar, a visual/acoustic warning appears on the display in the cab and the engines will be shifted automatically to low idle.

6.0 11

Components

Section 6.0 Page 11

6.1.11 Control Blocks and Valves

• This is a principle drawing, showing valve block I, II and III.

Legend for illustration (Z 22436): (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)

Control block housing Cab ("A side) Cap ("B" side) Solid spool "B" side service line ports Centering springs MRV, main relief valve Port A, to cylinder/motor Port B, to cylinder / motor Fine controlling grooves Port P, from pumps Port T, to tank Load holding valves

Control blocks with "Open Center and Closed Ports". Control blocks I, II and III are 4 spool blocks and IV is a 1 spool block. See hydraulic circuit diagram for spool details. Each spool is provided with "Fine Controlling Grooves" and ring grooves for hydraulically centering of the spool. Between 8 and 19 bar pilot pressure the spools are moved in their fine control range. Spool number 4 of block I, 2 of block II and 4 of block III are special designed, to keep the pressure channel connected to the center channel during the floating function is activated, so that pump flow is available for other functions. This spools are marked in the hydraulic diagram with (#) symbol. The Load Holding Valves are installed inside of the spool, for each port to the cylinder or motor one valve. The hydraulic diagram shows only one. The MRV is a pilot operated pressure relief valve.

6.0 12

Components

Section 6.0 Page 12

6.1.11 Control Blocks and Valves Legend for illustration (Z 22440): (1) (2) (3) (4)

Main relief valve (MRV)Control block housing Load holding valve Anti cavitation valve (ACV) Service line relief valve (SRV)

Explanation of the schematic drawing of the control block: The hydraulic oil flows through the control block from port P to T, if all spools are in neutral position ("pressure-less circuit" or “Free circulation“). (A) 4 valve block E.g. the spools moves up when pilot pressure is build up in the control pipe line a1. (Imagine the lower symbol box moves to the center position.) Now pump oil flows through holding valve (2) to the user port A1 because the free flow circulation to the hydraulic reservoir is closed. The main relief valve (1) limits the maximum operation pressure in this circuit. Via port B1 the return oil from the user is flowing back to the hydraulic reservoir. During down hill travelling motion and stopping procedure (e.g. travel motors) the anti cavitation valves (3) prevents cavitation on the hydraulic motors. Because during these short periods of time the hydraulic motor needs a higher oil supply than the pump can deliver. E.g. the spool #4 moves up when pilot pressure is build up in the control pipe a4. Now the user port A4 is connected to the pump pressure line and the free circulation to the tank. There is no high pressure build up only 8 bar from the back pressure valve and line resistance. Via port B4 the return oil from the user is flowing back to the hydraulic reservoir. Service line relief valve (4) is additional installed in this circuit to protect the circuit for extreme pressure. The shortly extreme pressure closes also the holding valve (2) which secures the hydraulic pump from extreme pressure peaks.

(B)

The holding valves (2) have also the function of load holding valves because during the fine controlling period all lines are connected together (negative over-lapping). The load pressure is for a moment higher than the pump pressure. single valve block

6.0 13

Components

Section 6.0 Page 13

6.1.11 Control Blocks and Valves Legend for illustration (Z 22441): (1) (2) (3)

Spool Reset springs Load holding valve

Function: Reset springs (1) moves the spool (3) in neutral position. Fine control grooves provide for sensitive controlling, because a motion is started always while the pressure oil and the return oil first passes this fine control grooves before spool (1) is inter connecting the entire groove to the user channel. In neutral position of spool (1) the pump oil is flowing back via port PU to the tank. Lower picture: Example. The spool is moved by pilot pressure on the left spool side to right position: Port PU is closed and the connection through the holding valve (3) to the user (port A) is open. Also the connection from the other user side (port B return)is connected to the port T (return line to tank).

6.0 14

Components

Section 6.0 Page 14

6.1.12 Control Blocks and Valves Legend for illustration (Z 21705): (01) (02) (03) (04) (5) (6) (7) (8)

Service -Line Relief Valve Anti Cavitation Valve Main Relief Valve Closing plate Plug screw Spring Valve cone Dust cap

(9) (10 (11) (12) (13) + 16) (14) (15) (17)

Set screw Lock nut Spring, pilot part Poppet Jet bore Spring, main cone Main valve cone Pilot oil dump line to tank

MRVs and SRVs are pilot operated relief valves. The MRV limits the max. Pump supply line pressure. The SRV limits the max. possible pressure peak in the service-line. The valves have an „opening characteristic“. That means, that in case of contamination after the response procedure no further pressure increasing is possible and damages are avoided. Function: The circuit pressure P forces with the force F1 on the piston surface A of the main valve cone (15). Because there is via the jet bore (16) the same pressure on the back side of the main cone, this results together with the spring (14) force in a force F2 that keeps the main cone closed. Via the jet bore (13) the circuit pressure is in front of the poppet (12). Exceeds the circuit pressure the setting value of the spring (11), the poppet opens against the force of the spring (11). This causes that the force F2 decreases and there is no more balance condition between F1 and F2. Valve cone (15) is moved upwards by the greater force F1. That means there is now a direct connection from port P to T (tank). ACVs serve for compensation possible lack of feed when the SRV at the opposite port is actuated (see circuit diagram) and for avoiding cavitation damages. In addition, to supply a user in case it is continuously moved by acceleration forces at zero position of the control spool. Function: The circuit pressure inside the spring chamber closes the valve cone (7). The back pressure of the return line acts on the surface of the valve cone (7). Whenever the pressure in the service-line is lower than the springs force the valve cone opens by the force of the back pressure and hydraulic oil is additional supplied.

6.0 15

Components

Section 6.0 Page 15

6.1.12 Load Holding Valve Legend for illustration (Z 21706): Legend for illustration (Z 22441): (1) (2) (3)

Spool Reset springs Load holding valve

Control Blocks I to IV (4 spool blocks and single spool block) Two load holding valves are fitted into each spool of the control blocks, one valve for each port (A and B). They have three tasks: 1. When circuit pressure due to attachment weight is higher than pump pressure these valves prevent dropping of the attachment, within their sensitive (fine controlling) range. 2. Due suddenly pressure peaks in the service lines the valves also protect the pump. 3. When two pumps flows are used for one user they ensure that at least the flow of one pump reaches the user in case one MRV is defect or not more correct adjusted. That means: Up to the max. Pressure of the defective valve both load holding valves are open allowing the flow of both pumps to the user, then one valve will be closed by the higher pressure and the flow of one pump only flows to the user. Function: The system pressure forces onto the front area of the valve cone (1). This force moves the valve cone against the spring and allows the oil to flow from the pump through the spool centre to the port. In neutral position of the spool no further flow is possible. (see circuit diagram) If the spool is not more in neutral the flow continues to the user. If due to an external force the pressure directed to the pump overcomes the pump line pressure, this pressure forces the valve onto its seat (closed position)

6.0 16

Components

Section 6.0 Page 16

6.1.13 Travel Brake Valve Illustration Z 21695 Task: Travel brake valves control the oil flow from the hydraulic motor to the tank depending on operating pressure. This braking action prevents the motors from overspeeding. Function: Spring force keeps the spool in the lowest flow position. with increasing operating pressure the opening for the return oil flow becomes larger. On its way to the hydraulic motor the oil flows from A to A1 respectively from B to B1 depending on the selected travel motion. Example: Operating pressure at port A moves spool (1) against the force of the spring (2) and opens the way for the return oil (B1 to B). Holding valve (3) prevents a direct oil flow from B1 to B. If the operating pressure decreases to such an extend that the spring force overcomes the pressure, the flow to the tank becomes restricted, resulting in braking of the machine.

6.0 17

Components

Section 6.0 Page 17

6.1.14 Pressure Reducing Valve

• Pressure reducing valves are installed to reduce the common 45 bar pilot pressure to a lower pressure for other systems, e.g. the pump regulation system.

Legend for illustration (Z 21844): (1) (2) (3) (4) (5) (6) (7) (8)

Set screw Spool Compression spring Threaded sleeve Non return valve Boring Spring chamber Control land

Function: Pressure reducing valves type DR & DP are direct operated valves of 3 way design, e.g. with a pressure relief function on the reduced pressure side. At rest, the valve is normally open, and fluid can flow unhindered from port P to A. Pressure in port A is also present on the end of the spool (2), via control line (6), opposing the compression spring (3). When the pressure in port A reaches the pressure level set at spring (3), spool (2) moves to the control position and holds the pressure in port A constant. Fluid to control the valve is taken from port A via the boring (6). If the pressure in port A rises still further due to external forces, the spool (2) is moved still further towards the compression spring (3). This causes a flow path to be opened over control land (8) in the control spool (2) to tank. Sufficient fluid then flows to tank to prevent any further rise in pressure. An optional non return valve (5) is available to allow free flow from A to P.

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Components

Section 6.0 Page 18

6.1.15 Directional Solenoid Valves (Two positions / 4-ways)

• This solenoid operated directional spool valves are installed to control the start, stop and direction of an oil flow.

Legend for illustration (Z 21845): (1) (2) (3) (4) (5) (6)

Housing Solenoid Control spool Return spring Plunger Dust cap with stem for manual operation

Function: When there is no flow through the valve, control spool (3) is held in neutral or output position by means of the return springs (4). The control spool (3) is operated by means of oil immersed solenoid (2). The force of the solenoid (2) effects control spool (3) by means of the plunger (5) and pushes it from its resting position to the required end position. This results in free flow from or P to B and A to T. When solenoid (2) is de-energized, control spool (3) is moved back to its resting position by means of return springs (4). An optional hand emergency (6) allows movement of the control spool (3) without energizing the solenoid.

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Components

Section 6.0 Page 19

6.1.16 Pressure Increasing Valve

• The pressure increasing valve is a remote controlled pressure relief valve, actuated by hydraulic pressure. The individual pressure is in such a way determined by the pilot pressure.

Legend for illustration (Z 21846): (1) (2) (3) (4) (5) (6) (7+8) (9) (10) (11+12) (13+14)

Pilot valve with valve seat Valve poppet Compression spring Main valve with sleeve Main piston Closing spring Set screws Piston Pin Jet bore Lock nut

Function: The valve poppet (2) is connected via the jet bores (11) and (12) with the P port. If static pressure increase above the set pressure value, the valve poppet (2) opens and allows oil to flow freely to tank (T1). This oil generates a pressure drop in the spring chamber of the main spool, the closing force of the spring (6) is cancelled, and the main piston (5) opens to allow the pump flow to flow to tank (T2). Damped opening and closing is obtained by the throttled volumetric change. By applying external pressure of Pst max = 45 bar to the main spool (9) via port X, the pre-tensioning of the pressure spring (3) is increased by the amount of the piston stroke "S" and system pressure is increased correspondingly. The possible pressure increase p is 440 bar max. or 440 bar minus the basic setting. The setting is fixed by means of the setting screw (7) and lock nut (13); 1 turn of the screw = 150 bar.

Main Hydraulic Pumps and Pump Regulation System

Section 7.0 Page 1

Table of contents section 7.0 Section 7.0

Page Main hydraulic pumps and pump regulation system General 7.1

7.2

7.3

7.4

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2–5

Main Pumps 7.1.1 Location of Pumps

7.1.2

Pump bearing flushing / lubrication

7.1.3

Operating Principles

8 – 15

7.1.4

Checks and Adjustments

16 – 20

Electronic Pump Regulation System 7.2.1 Electronic load limiting control - General

7.2.2

Microcontroller MC7

7.2.3

Checks and adjustments - General

Method A -

X1-pressure adjustment with 24V supply to separating terminals at the X2-switch board.

Method B - With the electronic service tool BB-3 - Language selection

25 + 26

- Excavator Type selection

27 + 28

- X1-pressure (max. current) adjust.

29 + 30

Method C - With a laptop and BODEM software - Starting the program

31 + 32

- Language selection

- Excavator Type selection

- X1-pressure (max. current) adjust.

Hydraulic Constant Regulation System 7.3.1 General

7.3.2

X1-pressure adjustment (constant-pressure)

Determination of the Peak point

38+39 …

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Section 7.0 Page 2

Main hydraulic pumps and pump regulation system General lay out (Hydraulic only)

Legend for illustration (Z 22442): (1 - 6) Main hydraulic pumps (7.1) Pilot pressure pumps, engine 1 (7.2) Pilot pressure pumps, engine 2 (68.1) Pilot pressure filter unit (70.1) 60 bar pressure relief valve (70.2) 35 bar pressure relief valve (Y17) Solenoid valve: "Idle time control and low hydraulic oil temperature" Q-min flow for all main pumps (Y17a) Solenoid valve: "Remote control pressure" ½ Q-max flow reduction for all main pumps (low hydraulic oil temperature) (Y102-1) Solenoid valve: "Pump regulation support pressure and pump bearing lubrication" (Y102-2) Solenoid valve: "Pump regulation support pressure and pump bearing lubrication" (81.1) Pressure reducing valve: "Remote control pressure" ½ Q-max flow reduction for the warming-up period (81.2) Pressure reducing valve: "Pump regulation pressure X1 at hydraulic pump regulation" (Hydraulic constant regulation mode) (Y61-1) Proportional solenoid valve: "Pump regulation pressure X1 at electronic pump regulation, engine 1" (Standard operation mode) (Y61-2) Proportional solenoid valve: "Pump regulation pressure X1 at electronic pump regulation, engine 1" (Standard operation mode) (79.1) Change over valve: "Electronic or Hydraulic pump regulation", engine 1 (79.2) Change over valve: "Electronic or Hydraulic pump regulation", engine 2

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Main Hydraulic Pumps and Pump Regulation System 7.0

Section 7.0 Page 3

Main hydraulic pumps and pump regulation system Pump regulation system General Controlled output flow of the main pumps is necessary: • To utilize the available engine power most efficiently in every operating mode. • To limit the power consumption of the hydraulic pumps depending of the load of the engine. (Electronic pump regulation with micro-controller MC7) • For additional functions, such as rotating dependent or temperaturedependent flow reduction. Function: X1 – pump regulation pressure (0 – 24 bar): The power controller of the main pumps can be remotely controlled by applying an external pilot pressure (X1 ) at port X LR to the spring chamber of the power control valve. The start of destroking can be varied in proportion to the applied X1 - pressure.

X2 – pilot pressure (35 bar): Constant pilot pressure to regulate the main pumps at special circumstances, e.g. to fix pump # 3 in Q-max position (pump for swinging.)

X3 – remote control pressure (0 / 16 / 35bar): Basic setting Q-min (0 bar), the flow rate increases with the pilot pressure X3 at port Pst, up to Q-max (35 bar). The hyperbolic power control is superimposed on the pilot pressure signal and keeps the specified drive power constant. (p x Vg = constant). The flow rates are: Q-min.: X3 = 0 bar ½ Q-max.: X3 = 16 bar Q-max.: X3 = 35 bar

X4 – pump support pressure (60 bar): Constant pilot pressure to support the regulation function at low operating pressure and to lubricate the main pump bearings.

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Main Hydraulic Pumps and Pump Regulation System 7.0

Section 7.0 Page 4

Main hydraulic pumps and pump regulation system Pump regulation system general Function: Solenoid valve Y17: (33/7)* If de-energized pumps #1-6 are in Q-min position. It gets energized as soon as one of the control levers/pedals has been operated and de-energized when ever all controls are in neutral position for more than 20 seconds. Solenoid valve Y17a: (33/5)* The solenoid is de-energized as long the hydraulic oil temperature is below the values of temperature range „T2“ (depending on the filled in hydraulic oil) shown in the table. ( pumps #1-6 are in ½ Q-max. position)

Note:

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* Electric circuit diagram page / column (based on Id # 897 899 40)

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Main hydraulic pumps and pump regulation system Pump regulation system general Function: Proportional Solenoid valve Y61-1 and Y61-2: (51/2)* This valves, connected to the MC7 micro-controller E32 (electronic pump regulation), creates a X1-pressure depending on the load of the engine. This X1-pressure is the information for the pumps to destroke from Q-max. into Q-min. – position, to keep the engine at rated speed of approx. 1800 RPM. Pressure reducing valve 81.1: "Remote control pressure" (X3) -

½ Q-max flow reduction during the warming-up period for all pumps by the function of solenoid valve Y17a. ½ Q-max flow reduction only for pump #1 while swinging with max. speed by the function of solenoid valve Y126.

Pressure reducing valve 81.2: Pump regulation pressure X1 at "hydraulic pump regulation" (Hydraulic constant regulation mode) by the function of change over valve (79.1 / 79.2). One valve for both engines. This valve create a constant X1 pressure, the pressure can be change for different pump regulation checks and adjustments. Change over valve 79.1 and 79.2: Change over three way cock valve to select "Electronic or constant regulation mode", one for each engine.

Note:

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* Electric circuit diagram page / column (based on Id # 897 844 40)

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Main Hydraulic Pumps and Pump Regulation System

7.1

Section 7.0 Page 6

Main Pumps 7.1.1. Location of Pumps Legend for illustration (Z 22415a): (1 - 6) Axial piston pump (swash plate type) theoretical flow rate, each Qmax Drive speed* n for all working motions pmax

= 700 Liter/min = 1400 min-1 = 310 bar

(10.1), (10.3) Axial piston pump theoretical flow rate Drive speed* for radiator fan drive

Qmax n pmax

= 158 Liter/min = 1973 min-1 = 230 bar

(10.2), (10.4) Axial piston pump theoretical flow rate Drive speed* for oil cooler fan drive

Qmax n pmax

= 142 Liter/min = 1770 min-1 = 180 bar

Gear pump theoretical flow rate Drive speed* for PTO gear lubrication

Qmax n pmax

= 82,2 Liter/min = 1400 min-1 = 7,5 bar

Gear pump theoretical flow rate Drive speed* for hydraulic oil circulation

Qmax n pmax

= 58,7 Liter/min = 1400 min-1 = 10 bar

Gear pump theoretical flow rate Drive speed* for pilot pressure supply

Qmax n pmax

= 120 Liter/min = 1400 min-1 = 50 bar

(8.1), (8.4)

(8.2), (8.5)

(7.1), (7.2)

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• * at 1800 min-1 input drive speed

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 7

Main Pumps 7.1.2. Pump bearing flushing / lubrication The installed main pumps are provided with an external cooling and lubrication system for flushing of drive shaft bearing and shaft seal. Oil supply is provided from the X4-pressure circuit. To reach the restricted guidance of the coolant for external bearing flushing, the throttle screw (located behind the union at port U) must screwed in all the way. An information sign is fixed at the pump. Legend for illustration (Z 22443): (1 – 4) Main pumps (147.1-147.6) Orifice (one for each main pump) (33) Filter for pilot pressure (P) Ports for X4-pressure (pump support pressure) (U) Port for the pump bearing flushing / lubrication

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 8

Main Pumps 7.1.3 Operating Principles Main hydraulic pump A4VSO 500 LR3DN / 30L Type code explanation: A4VSO 500 LR 3 D N / 30 L Rotation Series Basic adjustment for minimum displacement With pressure control Hydraulic remote adjustment facility Constant power with hyperbolic curve Max displacement in cm3 at one (1) revolution Axial piston pump series 4, variable displacement ,swash plate design for open circuits

Function and characteristics: • The A4VSO variable displacement axial piston pump in swash plate design is intended for drives in open circuit operation. • The flow volume is proportional to the drive speed and the displacement. By adjusting the swash plate a infinitely variable flow adjustment is possible. • Pumps of the same nominal size can be built onto the trough drive. Combinations with gear pumps are also possible. Legend for illustration (Z 22446): The lower illustration shows only a principle pump construction (1) Drive shaft (2) Cylindrical roller bearing (3) Slipper pad (4) Swivel angle indicator (5) Positioning piston (6) Swivel pin (7) Cylinder with pistons (8) Final connecting plate (9) Cylindrical roller bearing (10) Splints for the through drive coupling (Aux. pump drive) (11) Swivel cradle (12) Q-min stop bolt (13) Power control valve (14) Pressure balance valve (15) Power curve correction (16) Pressure cut off valve (17) Q-max. stop bolt (18) Remote control valve continued

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 9

Main Pumps 7.1.3 Operating Principles Cont'd: Symbol of main hydraulic pump A4VSLO 750 LR3DN / 30L Legend for illustration (Z 22447): (1) Main pump (swash plate pump, variable displacement) (2) Pump bearing group (3) Drive shaft (4) Non return valves (5) Remote control valve (5.1) Mechanical stroke limitation* (5.2) Remote pressure (PST) operated piston for item 6 (5.3) Mechanical stroke limitation* (6) Spool valve (pressure balance valve) (7) Nozzle (8) Power control valve (9) Nozzle (10) Pressure cut-off valve (11) Auxiliary pump (Gear pump, fixed displacement (12) Positioning piston (13) Slipper pad piston (14) Lever (15) Cam (16) Through drive shaft

• * Factory side adjusted, no field adjustment required

B/B1 S MB Mst R(L) T, K1, K2 P Pst U XLR

Pressure port Oil intake (suction port) Operating pressure check point Control pressure check point Filler and bleeder port Connection port for chip indicator Pump support pressure (”X4”-pressure) Remote control pressure port (”X3”-pressure) Bearing flushing port Regulating pressure port (”X1”-pressure) continued

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Section 7.0 Page 10

Main Pumps 7.1.3 Operating Principles Cont'd: Sectional drawing of Power Controller LR3DN / 30L Legend for illustration (Z 21551a): (5) Remote control valve (5.1) Mechanical stroke limitation (5.2) Remote pressure (PST) operated piston for item 6 (5.3) Mechanical stroke limitation (6) Spool valve (pressure balance valve) (8) Power control valve (10) Pressure cut-off valve (12) Positioning piston (13) Slipper pad piston (14) Lever

• Refer also to illustration Z 22447 on the previous page.

continued

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Main Assembly Groups

7.1

Section 7.0 Page 11

Main Pumps 7.1.3 Operating Principles, illustration (Z 21552a) Cont'd: Q-min position: (remember Q means volume) When are the pumps in Q-min position? A: Engine at standstill B: Engine running and the controls are not used for 20 sec. or longer at normal operating temperature C: Engine running and service switch S150 activated Example C with the following conditions: • Engine running (high idle) • Pump pressure smaller than X4 = 60 bar (pump support pressure) • X1 = 24 bar (pump regulation pressure), this pressure will not influence the Q-min position under these conditions. • X3 = 0 bar (remote control pressure); Y17 de-energized (S150 activated) for pumps #1, #2 #4, #5 and #6. Pump #3 is not connected in the regulation circuit its port XLR is permanent charged with X2-pressure • X4 = 60 bar (pump support pressure) Pump support pressure is present at valve #6, the slipper pad of piston #13 and the small area side of the positioning piston #12 Response of pump control mechanism: Valve #6 moves to position "b" because the X4-pressure will overcome the spring force, since the oil behind nozzle (7) flows through valve #5 (which is in position "a", due to the missing remote control pressure X3) back to tank. Pump support pressure X4 passes valve #6 position "b" and flows via power control valve #8 position "a" to the large area side of positioning piston #12. Because the large area side of positioning piston #12 is approximately three times larger as the small area side, the pump support pressure X4 of 60 bar present on both sides, resulting in stronger force at the large area side, keeps the pump in Q-min position. The pump remains in Q-min position continued

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 12

Main Pumps 7.1.3 Operating Principles, illustration (Z 21553a) Cont'd: Q-max position: (remember Q means volume) When does the pumps move into Q-max position? and and and

Engine running hydraulic oil at normal operating temperature (> T2) the controls frequently used within 20 sec. (or Service switch S151 activated) a pump pressure below start of de-stroking.

Example with the following conditions: • Engine running (> 1800 min-1) • Pump pressure between 60 bar and 300 bar, present at the slipper pad of piston #13 and the small area side of the positioning piston #12 • X1 = 24 bar (pump regulation pressure) • X3 = 35 bar (remote control pressure); Y17 and Y17a energized for all six pumps. • X4 = 60 bar (pump support pressure), present at valve #6. Response of pump control mechanism: Valve #6 moves to position "a" because the spring force is supported by the X4-pressure, since the oil flow back to tank is blocked at valve #5 (which is in position "b", due to the 35 bar remote control pressure X3). The large area side of positioning piston #12 is connected, via power control valve (8) position "a" and pressure balance valve (6) position "a", to the return oil line. The pump moves into Q-max position, because the pump pressure acts only at the small area side of positioning piston #12.

The pump moves into Q-max position continued

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 13

Main Pumps 7.1.3 Operating Principles, illustration (Z 21554a) Cont'd: ½ Q-max position: (remember Q means volume) When does the pumps move into half Q-max position? and and and

Engine running hydraulic oil below normal operating temperature (< T2) the controls frequently used within 20 sec. (or Service switch S151 activated) a pump pressure below start of de-stroking.

Example with the following conditions: • Engine running (> 1800 min-1) • Pump pressure between 60 bar and 300 bar, present at the slipper pad of piston #14 and the small area side of the positioning piston #13 • X1 = 24 bar (pump regulation pressure) • X3 = 16 bar (remote control pressure); Y17 energized and Y17a de-energized for all six pumps. • X4 = 60 bar (pump support pressure), present at valve #6. Response of pump control mechanism: Valve #6 moves to an intermediate position (in-between "a" and "b"), since a certain amount of oil behind nozzle (7) flows through valve #5 (which is also in an intermediate position, due to the 16 bar remote control pressure X3) back to tank. The large area side of positioning piston #12 is connected, via power control valve (8) position "a" and pressure balance valve (6), to the return oil line. The pump moves into ½ Q-max position, because the return oil flow through pressure balance valve (6) is restricted (due to its intermediate position), resulting in a pressure at the large area side of the positioning piston (12).

The pump moves into ½ Q-max position continued

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 14

Main Pumps 7.1.3 Operating Principles, illustration (Z 21555a) Cont'd: Destroking: (Pump moves from Q-max. into of Q-min. direction) When does the pumps start to destroke Engine running and hydraulic at normal operating temperature (> T2) and Service switch S150 deactivated and The load stalls the engine RPM below 1800 min-1 Þ (The electronic pump regulation system will reduce the X1-pressure) or With pump pressure above ≈ 150 bar (Hydraulic constant regulation) (Constant X1-pressure of approximately 8 bar) Example with the following conditions: • Engine running (> 1800 min-1) • Pump pressure 260 bar adjustable at main relief valve, present at the slipper pad of piston #13 and the small area side of the positioning piston #12 • X1 = 12 bar (constant regulation pressure adjustable at pressure reducing valve 81.2) Change over valve (79.1 / 73.2) switched to hydraulic mode • X3 = 35 bar (remote control pressure); Y17 energized and Y17a energized • X4 = 60 bar (pump support pressure), present at valve #7. Response of pump control mechanism: Valve #6 moves to position "a" because the spring force is supported by the X4-pressure, since the oil flow back to tank is blocked at valve #5 (which is in position "b", due to the 35 bar remote control pressure X3). The operating pressure (with the value for start of de-stroking) at the slipper pad of piston #13 moves the power control valve (8) into position "b" (against the spring force supported by the X1-pressure). This in turn connects the operating pressure to the large area side of positioning piston #12. Because the large area side of positioning piston #12 is approximately three times larger as the small area side, the operating pressure present on both sides, resulting in stronger force at the large area side, moving the pump in Q-min direction. The pump de-strokes until the forces at positioning piston #12 are balanced continued

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Section 7.0 Page 15

Main Pumps 7.1.3 Operating Principles, illustration (Z 21556a) Cont'd: Pressure cut-off valve: (DR control valve, Pump moves into Q-min. position) When is the pressure cut-off valve active? Engine running and With pump pressure above ≈ 300 bar Example with the following conditions: Engine running (> 1800 min-1) Pump pressure 300 bar X1 = 24 bar (pump regulation pressure) X3 = 35 bar (remote control pressure) X4 = 60 bar (pump support pressure) Response of pump control mechanism: Independent of the position of power control valve #8 the pressure cut-off valve #10 causes the pump to de-stroke to the pre-adjusted Q-min position. The operating pressure moves the pressure cut-off valve #10 (at set pressure) into position "b" and flows to the large area side of positioning piston #12. Because the large area side of positioning piston #12 is approximately three times larger as the small area side, the operating pressure present on both sides, resulting in stronger force at the large area side, moving the pump in Qmin position. The pump moves into Q-min position

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Main Hydraulic Pumps and Pump Regulation System 7.1

Section 7.0 Page 16

Main Pumps 7.1.4 Checks / Adjustments Location of Adjustments Legend for , illustration (Z21557) (1) Remote control valve (2) Q-min. stop bolt (3) Pressure balance valve (4) Start of destroking (5) Power curve correction (6) Pressure cut-off valve (7) Q-max. stop bolt (8)

Angle indicator

The average length of the measurement "L" is: set crews (bolts ) location 1 2 3 4 5 6 7

length (mm) 13.4 21.9 8.3 8.1 ---6.3 27.6

• The measurement "L" is an orientation only if the adjustment is totally out of requirements. They must not be used for final adjustments. The detail for (5) shows the position of the housing edge and the edge of the eccentric set bolt. The example shows them in parallel position which is mostly not the case. The adjustment should never be altered.

Further information see next pages

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Section 7.0 Page 17

Main Pumps 7.1.4 Checks / Adjustments Pressure balance valve (∆ ∆ P 20bar), illustration (Z21558) 1.

Connect a 60 bar pressure gauge to check point MST.

Eliminate "Idle Time Control" by using the switch ”S151” of the X2-panel, if necessary see Operation Manual.

Unplug solenoid valve Y17a (this causes a remote control. pressure (X3) of approx.16 bar)

Start the respective engine and let it run with max. speed.

Gauge reading at MST must be 40 bar (20bar less than the pump support pressure of 60bar Loosen lock nut #4 and adjust with the set bolt #5

Plug-on Y17a

Remove the pressure gauge and set S151 for "Idle Time" elimination into normal position.

continued

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Section 7.0 Page 18

Main Pumps 7.1.4 Checks / Adjustments Cont'd: Start of destroking(LR valve), illustration (Z21559) The reason of this check is to make sure, the pump starts destroking at an operating pressure of 150 bar with a pump regulation pressure X1 of 0 bar. 1. 2. 3. 4. 5. 6. 7.

Connect a 400 bar pressure gauge to the pressure check point at the respective high pressure filter for the pumps being checked. Connect a 25 bar pressure gauge to respective pressure check point M20-1 or M20-2 at the control and filter panel (X1-pressure). Change over the respective three way cock to electronic regulation. Unplug the respective proportional valve Y61.1 / Y61.2. Insert an Allen key into the angle indicator bolt (see illustration) for better visibility of the start of. Start the respective engine, let it run with max. speed. The X1pressure should be 0 bar. Stall the hydraulic for the pump to be checked and alter the operating pressure with the MRV between 140 and 160 bar. Start of destroking should be at an operating pressure of 150 bar, shown at the gauge connected to the high pressure filter.

If readjustment is required proceed as follow: a) Adjust with the MRV an operating pressure of 150 bar. b) Loosen lock nut #6 (Power control valve). c) Turn set bolt #7, so that the pump is still in Q-max. position, but just at the beginning of destroking. d) Tighten lock nut #6. 8.

Re-adjust the operating pressure at the MRV to 310+10 bar and plug

on the Y61.1 resp. Y61.2 (For exact values refer to the final test report.) Remove Allen key and gauges. continued

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Section 7.0 Page 19

Main Pumps 7.1.4 Checks / Adjustments Cont'd: Pressure cut-off valve (DR control valve), illustration (Z21560) The sense of this check is to make sure that the pump is in Q-min. position at an operating pressure between 300 bar and 310 bar. 1. 2. 3.

Connect a 400 bar pressure gauge to the pressure check point at the respective high pressure filter for the pumps being checked. Insert an Allen key into the angle indicator bolt (see illustration) for better visibility of the start of destroking. Start the respective engine, let it run with max. speed, stall the hydraulic for the pump to be checked and alter the operating pressure with the MRV between 280 and 310 bar. The angle indicator must indicate Q-min. position at a pressure of 300 bar shown at the gauge connected to the high pressure filter.

If readjustment is required proceed as follow: a) Loosen lock nut #8. b) Turn set bolt #9, so that the pump is in Q-min. position at the required value. c) Tighten lock nut #8. 5. 6.

Re-adjust the operating pressure at the MRV to 310+10 bar Remove Allen key and gauges.

continued

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Main Pumps 7.1.4 Checks / Adjustments Cont'd: Q-max. and Q-min. stop bolt, illustration (Z21561) 1. 2. 3. 5.

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Unscrew box nut (10 or 14). Loosen the lock nut (11 or 13) Turn the stop (12 or 15) in or out until required length Length "X" or "Y" Tighten the lock nut and screw on box nut (12).

• Turning the Q-min. stop bolt too much out can cause serious damage to the pump. The pump moves over 0 (zero) position into the opposite drive direction: (suction line becomes pressure line and pressure line becomes suction line)

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 21

Electronic Pump Regulation System

7.2.1 Electronic load limiting control - general, illustration (Z 21713) The drive train of the excavator consists of two diesel engine, several hydraulic pumps, which supply cylinders and hydraulic motors. The load limiting control ensures optimum use of the power required for the excavator under varying operating conditions and avoiding overload of the diesel engine. Illustration Z22448 shows the principle of the electronic load limiting control. The MC7 (E32) processes the following input signals: • Diesel engine speed (Pin 52, 53 and 54) from magnetic pick-up (B64-1 and B64-2) • Switch signal (Pin 35) from engine control (3E14-1), 24V if n > 300 min-1 The MC7 (E32) processes the following output signals: • Signal value to control the proportional solenoid valve Y61-1 (Pin 28) and Y61-2 (Pin 30). • Switch signals (Pin 32 and 33), diagnostic of the MC7 (E32-1) The diesel engine drives three variable displacement pumps by means of a PTO-gearbox. Each pump is equipped with a hydraulic power controller (HPC). This controller limits the input torque of the pump to an adjusted command value (X1-pressure, for start of destroking). The command value (X1-pressure) is present via proportional solenoid valve Y61-1 and Y61-2 at the hydraulic power controllers of each pump. The actual speed of the engine is measured with a speed sensor at the flywheel.

• The auxiliary hydraulic pumps and other consumers can be operated without being directly affected by the load limiting control.

The control algorithm of the load limiting control always compares the actual engine speed with the rated load speed. With increasing load the engine torque will rise and the engine speed will drop. For this reason the electronic load limiting control will be initiated when the load speed falls below 1800 min-1 , i.e. the torque of the main pumps will be lowered (by reducing the X1-pressure) until the rated speed of 1800 min-1 is attained again.

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 22

Electronic Pump Regulation System

7.2.2 Microcontroller MC7, illustration (Z 21716) The MC7 microcontroller is used for the programmable control of a maximum of four proportional solenoids and two additional switching functions. As input signals, the microprocessor processes analog voltages in the 0V to 5V range and switching information. All inputs are protected against overvoltage and electrical interference. As output signals, the output stages of the MC7 deliver closed loop controlled currents for the connection of proportional solenoids. The analog voltage output is suitable for the simple forwarding of analog information to other electronic circuits. Characteristics • Closed loop control of solenoid currents, i.e. independent of voltage and temperature. • Pulse width modulated (PWM) solenoid currents for minimal hysteresis. • Internal buzzer for programmable monitoring of functions or errors. Setting and Display Facilities All calibration operations and the display of functions, faults and system variables are connected via the serial interface to the BB-3 control panel or to a PC running the BODEM software. MC7 - Unit Dimensions

Plug Contacts

8 junior power timer contacts 47 micro timer I contacts MC7 - Block Circuit Diagram

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 23

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 21714a) The adjustment of the X1-pressure can be done with three different methods: A. With 24V supply to separating terminals at the X2-switch board or B. With the electronic service tool (EST) BB-3 connected to the serial interface X13-1 (located in the operators cab) or C. With a laptop, running the BODEM software, connected to the serial interface X13-1 (located in the operators cab)

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• Procedure B and C should only be carried out by authorized personnel. [ Dealer or KMG-factory staff ] Because it is possible to influence the behavior of the pump regulation system. On the following pages are only the necessary setups described. If additional information is required, please contact KMG-Service department.

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 24

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 21717a) Method A - X1-pressure with 24V supply to separating terminals at the X2switch board Pre-conditions: Normal operating temperature, correct pilot pressure setting and the system must be free of air. 1. Make sure the change over valves is in position “Electronic Pump Regulation” 2. Connect a pressure gauge to the respective check point (M20-1 or M20-2), using a long pressure gauge hose to be able reading the pressure in front of the X2-panel. 3. Selection of adjusting mode: Turn the main key switch in on position, and activate the adjusting mode as follows: Connect 24V, simultaneously to terminal 127 and 128 for 10 seconds, using two test leads and disconnect the voltage thereafter. 4. Selection of the required proportional solenoid valve: With the main key switch still in on position, select the applying terminal (X2-board) for proportional solenoid valve Y61-1 or Y61-2 as follows: Y 61-1 → Connect 24V, simultaneously to terminal 125 and 126 for 2 seconds, using two test leads and disconnect the voltage thereafter Y 61-2 → . Connect 24V, only to terminal 126 for 2 seconds, using one test lead and disconnect the voltage thereafter 5. Adjusting the X1-pressure: Start the engine, let it run with maximum speed. Read the pressure, required = 24± 0,5 bar If necessary increase the X1-pressure as follows: Connect 24V to terminal 127. • As long as voltage is supplied, the X1-pressure drops to zero. After interrupting the voltage supply, the gauge pointer will move slowly to the new present X1-pressure. • Example: Keeping voltage supply for two seconds , will increase the X1-pressure of approximately 1bar.

6. To decrease the X1-pressure connect 24V to terminal 128 and proceed as described under item 5, keeping voltage supply for two seconds , will decrease the X1-pressure of approximately 1bar. 7. After the adjustment is finished, remove the test leads and pressure gauge and turn the main key switch in OFF position to deactivate the adjusting mode.

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 25

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B -

With the electronic service tool (EST) BB-3 connected to the serial interface X13-1 (located in the operators cab) Pre-conditions: Normal operating temperature, correct pilot pressure setting and the system must be free of air. 1. Make sure the respective change over valve is in position “Electronic Pump Regulation” 2. Connect a pressure gauge to check point (respective M20-1, M20-2 ), using a long pressure gauge hose to be able reading the pressure inside the operators cab. 3. Connect the electronic service tool (BB-3) to the data link adapter X13, with key switch (S1) in OFF position. 4. Turn key switch (S1) in ON position: After switching on the power for the Control panel BB-3 the following functions are carried out and shown on the display: 4.1 Self-test and baud rate recognition: The BB-3 automatically recognizes the rate of data transmission from the MC electronics. 4.2 Identification: On recognition of the MC electronics the relevant software in the BB-3 will be started up. 4.3 Main menu: Initialization of remote control unit BB-3 is complete. One of the four main menu items can be selected using the given keys. First screen (main menu) after connection and Key switch turned ON in German.

Language selection To change the language press simultaneously the buttons ALT + Clear

The language selection menu appears

continued

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 26

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B

Cont'd: Language selection Press button 2

The language will change to English

One of the four main menu items can be selected using the given keys. (Fig.1)

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 27

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B Excavator Type selection: Press F1 Config/Cal Config/Cal.

Press 4 Device List.

Press 1 Device List.

Select the excavator type by pressing é or ê. PC4000/5500/8000/Default If Default is selected, the type will be determined by the wiring.

Press ENTER . Accept value/condition

Press MENU . Return to sub menu.

continued

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 28

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B

Cont'd: Excavator Type selection: Press MENU . Return to main menu.

Press TEACH . Activate storage menu.

Press 1 . Save Params. This menu item permits storage of all edited parameters in the EEPROM of the MC electronics.

Press ENTER . Store parameters.

Press MENU .Abort.

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Section 7.0 Page 29

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B X1-Pressure (maximum current) Adjustment: Press F1 Config/Cal Config/Cal.

Press 2 Max current

Start the respective diesel engine and let it run with maximum speed. (high free idle) Do not load the diesel engine. Press 1 Valve 1. (Engine 1) or Press 2 Valve 2 (Engine 2)

Check the X1-pressure with apressure gauge and set it to the desired value by pressing é or ê.

Press ENTER . Acceptance of new value

Press MENU . Return to sub menu.

continued

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 30

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357) Method B Cont'd: X1-Pressure (maximum current) Adjustment: Press MENU . Return to main menu.

Press TEACH . Activate storage menu.

Press 1 . Save Params. This menu item permits storage of all edited parameters in the EEPROM of the MC electronics.

Press ENTER . Store parameters.

Press MENU .Abort.

If all adjustments are correct and stored in the MC7, proceed as follow: • Stop the engine and turn key switch (S1) in OFF position • Disconnect the electronic service tool (BB-3) and the pressure gauge. 10.06.02

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Section 7.0 Page 31

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358) Method C -

With a laptop computer and BODEM software connected to the serial interface X13 (located in the operators cab) Pre-conditions: Normal operating temperature, correct pilot pressure setting and the system must be free of air. 1. Make sure the change over valve is in position “Electronic Pump Regulation” 2. Connect a pressure gauge to the respective check point (M20-x), using a long pressure gauge hose to be able reading the pressure inside the operators cab. 3. Connect the laptop computer to the data link adapter X13, with key switch (S1) in OFF position. 4. Make sure that the dongle is connected to the laptop computer. If not

5. Turn key switch (S1) in ON position. 6. Start the computer. 7. Click on the Bodem - icon to start the program.

continued

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 32

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358) Method C Cont'd: 8. The program starts (only) the first time with the Demo Version.

9. Open menu FILE → INTERFACE , select the required interface connection (Standard COM1), confirm with OK and leave the program.

10. Start the program again. Now the computer is connected to the Microcontroller.

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Section 7.0 Page 33

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358) Method C Language selection Open menu FILE → Language , select the required language and confirm with OK .

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 34

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358) Method C Excavator Type selection: Open menu Display/Edit parameters → Device list , select the required Excavator type and confirm with OK .

After confirming the Excavator type, confirm saving the parameters with OK.

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Main Hydraulic Pumps and Pump Regulation System 7.2

Section 7.0 Page 35

Electronic Pump Regulation System

7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358) Method C X1-Pressure (maximum current) Adjustment: Open menu Display/Edit parameters → Max current , adjust the required pressure with the slide bar and confirm with OK .

After adjusting the pressure, confirm saving the parameters with OK.

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Main Hydraulic Pumps and Pump Regulation System 7.3

Section 7.0 Page 36

Hydraulic Constant Regulation System 7.3.1. General The pilot pressure pump (7.1 and 7.2) delivers the oil through the pressure filter (68.1) to port A of the pressure relief valve (70.1) for limiting the pilot pressure (X2). The 35 bar limited pilot pressure oil flows through the solenoid manifold to the pressure reducing valve (81.2), which reduces the X2 pressure to the necessary constant X1 pressure, to prevent the engine from overloading.

• For testing purposes the pump regulation system can be changed to the hydraulic operation mode. In case of a failure in the electronic regulation system the hydraulic operation mode can also be used for emergency operation. • The standard operation mode of the pump regulation system is the Electronic Operation Mode.

Legend for illustration (Z 22449): (1 - 6) Main hydraulic pumps (7.1) Pilot pressure pump, engine 1 (7.2) Pilot pressure pump, engine 2 (68.1) Pilot pressure filter unit (70.1) 60 bar pressure relief valve (70.2) 35 bar pressure relief valve (81.1) Pressure reducing valve: "Remote control pressure" ½ Q-max flow reduction for the warming-up period. (81.2) Pressure reducing valve: " Pump regulation pressure X1 at hydraulic pump regulation" (Hydraulic constant regulation mode) (Y61.1) Proportional solenoid valve: "Pump regulation pressure X1.1 at electronic pump regulation " (Standard operation mode), pump 1 and 2. (Y61.2) Proportional solenoid valve: "Pump regulation pressure X1.2 at electronic pump regulation " (Standard operation mode), pump 4, 5 and 6. (79.1) Change over valve engine 1: "Electronic or Hydraulic pump regulation" (79.2) Change over valve engine 1: "Electronic or Hydraulic pump regulation" (Y102-1) Solenoid valve “Pump support pressure and pump bearing flushing”, engine 1 (Y102-2) Solenoid valve “Pump support pressure and pump bearing flushing”, engine 2

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Main Hydraulic Pumps and Pump Regulation System 7.3

Section 7.0 Page 37

Hydraulic Constant Regulation System 7.3.2. X1-pressure adjustment (constant-pressure) , illustration (Z 22360a) 1. 2. 3. 4. 5. 6.

7. 8. 9.

Connect gauges (min.400 bar) to check points (M12.1, M12.2, M12.3 and M12.4). Start only one engines and let it run with max. speed. Check High Idle speed = 1900+35 min-1. Shift the respective three way cock valves (79.1 and 79.2) to position “Hydraulic regulation“ Set the X1-pressure at pressure reducing valve (81.2) to approx. 4 bar **. Apply max. load to all pumps (e.g. extend the bucket cylinder to the stop position until the hydraulic system stalls), and increase the pressure at the 3 MRV’s (Block I, II, and III) equally to 260 bar*. Check the engine speed. Required = 1850+10 min-1. If necessary correct the X1-pressure at pressure reducing valve (81.2) until the required engine speed is obtained. Record this pressure for other tests. Stop engine and start the other engine and repeat from position 3. Shift the three way cock valves (79.1 and 79.2) to position “Electronic regulation“ Reset the MRV’s to 310 bar+5bar , and remove the gauges.

• A slightly deviation between the two X -1 pressures is normal, caused by tolerances of the pumps and engines.

*Altering the MRV-Setting: − Remove dust cap (a). − Loosen lock nut (b). − Turning the set screw (c) cw the pressure will increase. − Turning the set screw ccw the pressure will decrease. **Altering the X1-Setting: − Remove dust cap (d). − Loosen the lock nut (e). − Turning the set screw (f) cw the pressure will increase. − Turning the set screw ccw the pressure will decrease.

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Main Hydraulic Pumps and Pump Regulation System 7.4

Section 7.0 Page 38

Determination of the Peak point (Engine performance) ,illustration (Z 22360a)

1. 2. 3.

5. 6. 7. 8. 9. 11.

12.

Connect pressure gauges to check points (M12.1, M12.2, M12.3 and M12.4) at the high pressure filter. Connect a pressure gauge to the X1.1 and X1.2 pressure check point M20-1 and M20-2. Unplug solenoid valves Y6A-1, Y6B-1, and Y6A-2, Y6B-2, for engine 2, to ensure that the hydraulic oil cooler fans are running with maximum speed. Unplug the solenoid valve Y14A-1, Y14B-1 for engine 1 and Y14A-2, Y14B-2 for engine 2 to ensure that the engine radiator fan is running with maximum speed. Start one engine and let it run with max. speed. Check High Idle speed = 1900+35 min-1. Set the MRV of main valve block I, II and III individually to approx. 120 bar *, to prevent the engine from overloading during the test. Shift the three way cock valves (79.1, 79.2) to position “Hydraulic regulation“. Set the X1-pressure at pressure reducing valve (81.2) > 24 bar **, to ensure that the pumps remaining in Q-max. flow position during the test. Apply max. load to all pumps (e.g. extend the bucket cylinder to the stop position until the hydraulic system stalls), and increase the pressure at the 3 MRV’s * (block I, II, III) equally until the engine speed is 1800± ±10 min-1. Record this pressure for other tests. Required: 3 times 220± ±5 bar. Stop engine and start the other one. Repeat from step 6. • If the operating pressure respectively the engine speed is higher than required there is probably not the full volume available. • If the operating pressure respectively the engine speed is lower than required there is probably not the full engine power available.

continued 7.4

Determination of the Peak point (Engine performance) ,illustration (Z 22360a)

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Main Hydraulic Pumps and Pump Regulation System 7.4

Section 7.0 Page 39

Determination of the Peak point (Engine performance) ,illustration (Z 22360a) 13. 14. 15. 16.

Re-set the X1-pressure at pressure reducing valve (81.2) as recorded**. Shift the three way cock valve (22) to position “Electronic regulation“ Reset the MRV’s to 310 bar+5bar , and remove the gauges. Check MRV on single valve block IV *Altering the MRV-Setting: − Remove dust cap (a). − Loosen lock nut (b). − Turning the set screw (c) cw the pressure will increase. − Turning the set screw ccw the pressure will decrease. **Altering the X1-Setting: − Remove dust cap (d). − Loosen the lock nut (e). − Turning the set screw (f) cw the pressure will increase. − Turning the set screw ccw the pressure will decrease.

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Operating Hydraulic

Section 8.0 Page 1

Table of contents section 8.0 Section 8.0

Page Operating Hydraulic General 8.1

Hydraulic for the attachment cylinder FSA and BHA

8.2

Hydraulic for the swing circuit

8.3

Hydraulic for the travel circuit

2+3

8.0 2

Operating Hydraulic

8.0

Section 8.0 Page 2

General Overall view of the Hydraulic system, illustration (Z 21955): (1 – 6) (7) (8) (9) (10) (11) (12) (13)

Main pumps High pressure filters Main control blocks Distributor manifold Attachment cylinders Swing motors Rotary joint Travel motors

General information The control blocks, the piping to the distributor manifold and the connecting hoses to the attachment are different between the Backhoe Attachment (BHA) and the Front Shovel Attachment (FSA). If a conversion is required, contact the service department for further information. Function:

• •

Study together with the circuit diagram. The following numbering refers to the hydraulic circuit diagram.

Each main pump (1 to 6) delivers oil trough the high pressure filter (44.1, 44.2, 46.1 and 46.2) to port P of the main control blocks (175, 15,176 and 13). The single valve block IV (13) is in line to valve block II (15) connected. This results in three main circuits. If all spools of the control blocks (1 to 6) are in neutral position, the oil leaves the block at port T and returns via return oil pipes, return oil collector manifold (35), return oil pipes (L6 and L7), return oil collector tube (114), back pressure valve (115) and the return oil filters (117.1-117.4) into the tank (41). The function of back pressure valve (115) ensures: - sufficient oil supply for all anticavitation valves - and that sufficient oil is forced through the oil coolers. If a control lever or pedal is actuated, pilot pressure oil moves the spools of the control blocks, directing the oil flow from the main pumps to one side of the user (either cylinders or motors). From the opposite side of the user the oil returns to the control block and from there via the return oil circuit back into the tank. Each circuit is provided with one MRV (also called primary valve, at least one SRV (also called secondary valve) and at least one flow restrictor. continued

Hydraulic for the Attachment Cylinders

Section 8.1 Page 1

Table of contents section 8.1 Section 8.1

Page Hydraulic for the attachment cylinder FSA and BHA 8.1.1 Electric / Hydraulic Flowchart Boom raising 8.1.2 Electric / Hydraulic Flowchart Boom lowering 8.1.3 Electric / Hydraulic Flowchart Stick extending 8.1.4 Electric / Hydraulic Flowchart Stick retracting 8.1.5 Electric / Hydraulic Flowchart Bucket filling (curl) 8.1.6 Electric / Hydraulic Flowchart Bucket emptying 8.1.7 Electric / Hydraulic Flowchart Clam opening 8.1.8 Electric / Hydraulic Flowchart Clam closing 8.1.9 Checks and adjustments of the Main Relief Valves (Primary valves) 8.1.10 Checks and adjustments of the Service Line Relief Valves (Secondary valves) Boom cylinder piston side FSA + BHA Boom cylinder piston rod side FSA + BHA Stick cylinder piston side FSA Stick cylinder piston side BHA Stick cylinder piston rod side FSA Stick cylinder piston rod side BHA Bucket cylinder piston side FSA Bucket cylinder piston side BHA Bucket cylinder piston rod side FSA Bucket cylinder piston rod side BHA Clam cylinder piston rod side FSA Clam cylinder piston side FSA 8.1.11 Checks and adjustments for the lowering speed. General: Flow Restrictors and single control blocks Boom cylinder FSA (Float position activated / deactivated) Boom cylinder BHA Stick cylinder FSA (Float position activated / deactivated) Stick cylinder BHA Bucket cylinder FSA Bucket cylinder BHA Clam cylinder

2+3 4+5 6+7 8+9 10 + 11 12 + 13 14 15 16 + 17

18 + 19 20 + 21 22 + 23 24 + 25 26 + 27 28 + 29 30 + 31 32 + 33 34 + 35 36 + 37 38 39 40 41 + 42 43 44 + 45 46 47 48 49

8.1 2

Hydraulic for the Attachment Cylinders

Section 8.1 Page 2

8.1.1 Electric / Hydraulic flowchart “ Boom raising ” FSA Legend for illustration (Z -----): (E19) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (Y-) Direction (axis) of joy stick (-10V) Signal voltage (Maximum) (gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (E49) Ramp time module (A10) Amplifier module – Boom (A10A) Amplifier module – Boom (A10B) Amplifier module – Boom (K79) Relay – pilot control: Contacts 8 / 12 only closed while lifting the boom. (K160) Relay – Floating control: Contacts 2 / 10 closed auto floating active . (K80) Relay – pilot control: Contacts 2 / 10 open while bucket filling (priority function). (K76A) Relay – pilot control: Contacts 2 / 10 open while stick extending (priority function). (45.1 – 45.3) Remote control valves (Y23, Y26, Y29) Proportional solenoid valve (Y23a, Y26a, Y29a) Directional solenoid valve (I – III) Main control blocks I – III Electrical signal flow. Signal voltage of joy stick (E19) arrives via ramp time module (E49) and some relay contacts (K79, K160, K76A, K80) at terminal 5 of the amplifier modules (A10 to A10b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1, 45.2, and 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks. Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I to IV) and arrives via distributor manifold (42) at the hydraulic cylinders.

8.1 3

Hydraulic for the Attachment Cylinders

Section 8.1 Page 3

8.1.1 Electric / Hydraulic flowchart “ Boom raising ” BHA Legend for illustration (Z 22471): (E19) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (YD) Direction (axis) of joy stick (-10V) Signal voltage (Maximum) (gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (E49) Ramp time module (A10) Amplifier module – Boom (A10a) Amplifier module – Boom (A10b) Amplifier module – Boom (45.1 – 45.3) Remote control valves (Y23, 25 + Y29) Proportional solenoid valve (Y23a, Y25a, Y29a) Directional solenoid valve (175, 15, 176) Main control blocks I – IV

Electrical signal flow. Signal voltage of joy stick (E19) arrives via ramp time module (E49) at terminal 5 of the amplifier modules (A10 to A10b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1, 45.2, 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks. Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I to III) and arrives via distributor manifold at the hydraulic cylinders piston side. The piston extend and the boom move up.

8.1 5

Hydraulic for the Attachment Cylinders

Section 8.1 Page 5

8.1.2 Electric / Hydraulic flowchart “ Boom lowering ” BHA Legend for illustration (Z 22473): (E19) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (+Y) Direction (axis) of joy stick (+10V) Signal voltage (Maximum) (gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (E49) Ramp time module (A10) Amplifier module – Boom (A10a) Amplifier module – Boom (A10b) Amplifier module – Boom (45.1 – 45.3) Remote control valves (Y23, 25 + Y29) Proportional solenoid valve (Y23a, Y25a, Y29a) Directional solenoid valve (175, 15, 176) Main control blocks I – IV

Electrical signal flow. Signal voltage of joy stick (E19) arrives via ramp time module (E49) at terminal 5 of the amplifier modules (A10, A10a and A10b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1 – 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks. Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I to III) and arrives via distributor manifold at the hydraulic cylinders rod side. The piston retract extend and the boom move down..

8.1 7

Hydraulic for the Attachment Cylinders

Section 8.1 Page 7

8.1.3 Electric / Hydraulic flowchart “ Stick extending ” BHA Legend for illustration (Z 22474): (E20) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (Y+) Direction (axis) of joy stick (+10V) Signal voltage (Maximum) (gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (E48) Ramp time module (A8) Amplifier module – Stick (A8a) Amplifier module – Stick (A8b) Amplifier module – Stick (45.1-45.3) Remote control valves (Y21, Y27, Y31) Proportional solenoid valve (Y21a, Y27a, Y27b) Directional solenoid valve (I, II, III) Main control blocks I, II III Electrical signal flow. Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5 of the amplifier modules (A8, A8a and A8b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1, 45.2, and 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks . Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I, II, III) and arrives via distributor manifold at the hydraulic cylinders.

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Hydraulic for the Attachment Cylinders

Section 8.1 Page 9

8.1.4 Electric / Hydraulic flowchart “ Stick retracting ” BHA Legend for illustration (Z 22475): (E20) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (Y-) Direction (axis) of joy stick (-10V) Signal voltage (Maximum) (gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (E48) Ramp time module (A8) Amplifier module – Stick (A8a) Amplifier module – Stick (A8b) Amplifier module – Stick (45.1-45.3) Remote control valves (Y21, Y27, Y31) Proportional solenoid valve (Y21b, Y27b, Y31a) Directional solenoid valve (I, II, III) Main control blocks I, II, III

Electrical signal flow. Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5 of the amplifier modules (A8, A8a and A8b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1, 45.2 and 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks . Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I, II, III) and arrives via distributor manifold at the hydraulic cylinders.

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Hydraulic for the Attachment Cylinders

Section 8.1 Page 11

8.1.5 Electric / Hydraulic flowchart “ Bucket filling ” BHA Legend for illustration (Z 22476): (E19) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (XB) Direction (axis) of joy stick (-10V) Signal voltage (Maximum) (ws / gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (K50) Relay – pilot control: Bucket cut-off Contacts 6 / 10 only closed if the hydraulic oil is overheated. (A9) Amplifier module – Bucket (A9a) Amplifier module – Bucket (A9b) Amplifier module – Bucket (45.1-45.3) Remote control valves (Y22, Y24, Y30) Proportional solenoid valve (Y22a, Y24a, Y30a) Directional solenoid valve (I, II, III) Main control blocks I, II, III Electrical signal flow. Signal voltage of joy stick (E19) arrives terminal 5 of the amplifier modules (A9, A9a, A9b) and further to the proportional and directional solenoid valves of the remote control blocks (45.,45.2 and 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks . Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (I, II, III) and arrives via distributor the manifold at the hydraulic cylinders.

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Section 8.1 Page 13

8.1.6 Electric / Hydraulic flowchart “ Bucket emptying ” BHA Legend for illustration (Z 22477): (E19) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (+X) Direction (axis) of joy stick (+10V) Signal voltage (Maximum) (ws / gn) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (A9) Amplifier module – Bucket (A9a) Amplifier module – Bucket (A9b) Amplifier module – Bucket (K50) Relay – pilot control: Bucket cut-off Contacts 6 / 10 only closed if the hydraulic oil is overheated. (14.1 + 14.3) Remote control valves (15) Remote control valves (Y64) Proportional solenoid valve (Y71 + Y75) Proportional solenoid valve (Y23 + Y45) Directional solenoid valve (Y37) Directional solenoid valve (II, III + IV) Main control blocks II, III + IV (42) Distributor manifold Electrical signal flow. Signal voltage of joy stick (E19) arrives via relay contacts K50 at terminal 5 of the amplifier modules (A9, A9a, A9b) and further to the proportional and directional solenoid valves of the remote control blocks (45.1, 45,2 and 45.3). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure ports of the main control blocks . Hydraulic oil flow Now the oil of the main pumps flows through the main control blocks (II, III, IV) and arrives via distributor manifold (42) at the hydraulic cylinders.

8.1 14

E24 D32

-10V rs

X2 484

K76 11

(left crawler)

A11 7-8 X2

209 214

Y72

II B1 B2

Y39

Z 21970

Hydraulic for the Attachment Cylinders

Section 8.1 Page 14

8.1.7 Electric / Hydraulic flowchart “ Clam opening ” FSA Legend for illustration (Z 21970): (E24) Control pedal (D32) Time relay – Pilot control: Neutral position monitoring (-10V) Signal voltage (Maximum) (rs) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (A11) Amplifier module – Clam (K76) Relay – pilot control: Contacts 7 / 11 only closed while traveling the left crawler. (15) Remote control valves (Y72) Proportional solenoid valve (Y39) Directional solenoid valve (II) Main control block II (42) Distributor manifold Electrical signal flow. Signal voltage of control pedal (E24) arrives via relay contact at terminal 5 of the amplifier module (A11) and further to the proportional and directional solenoid valves of the remote control block (15). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure port of the main control block . Hydraulic oil flow Now the oil of the main pump flows through the main control block (II) and arrives via distributor manifold (42) at the hydraulic cylinders.

8.1 15

E23 D32

+ 10V rs

X2 484

K76 11

(left crawler)

A11 7-8 X2

209 208

Y72

II B1

Y38

Z 21971

Hydraulic for the Attachment Cylinders

Section 8.1 Page 15

8.1.8 Electric / Hydraulic flowchart “ Clam closing ” FSA Legend for illustration (Z 21971): (E23) Control pedal (D32) Time relay – Pilot control: Neutral position monitoring (+10V) Signal voltage (Maximum) (rs) Colour code of signal voltage cable ( Joy stick) (X2...) Terminal rail with number (A11) Amplifier module – Clam (K76) Relay – pilot control: Contacts 7 / 11 only closed while traveling the left crawler. (15) Remote control valves (Y72) Proportional solenoid valve (Y38) Directional solenoid valve (II) Main control block II (42) Distributor manifold Electrical signal flow. Signal voltage of control pedal (E23) arrives via relay contact at terminal 5 of the amplifier module (A11) and further to the proportional and directional solenoid valves of the remote control block (15). Hydraulic signal flow. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pilot pressure port of the main control block . Hydraulic oil flow Now the oil of the main pump flows through the main control block (II) and arrives via distributor manifold (42) at the hydraulic cylinders.

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Section 8.1 Page 16

8.1.9 Checks and adjustments of the Main Relief Valves (MRV), illustration (Z 22481): There are four main relief valves (primary valves) installed, one in each main control block, to limit the maximum pump supply line pressure (operating pressure).

Pump circuit I

MRV in control block I

Check point M14

Pump circuit II

M12

Boom

Pump circuit III Pump circuit IV

III IV

M11 M13

Swing Boom Bucket

Functions FSA Swing Clam

Bucket filling Boom raise Bucket filling Stick extending Bucket Stick

Stick Travel Boom Travel

Each Pump circuit can be checked or adjusted individually by selecting one function of the required pump circuit. Checking: 1. Connect the gauge to the required check point M11 - M14. 2. Start engine and let it run with max. speed. 3. Extend or retract the cylinder to the stop position for the valve being tested until the hydraulic system stalls. 4. Read the pressure. Required: 310 + 5 bar If the pressure is not correct, carry out a comparative measurement with an other function, in order to avoid wrong measuring results caused by wrongly adjusted SRV or other defects in the system.

•

When using the single function “boom up”, as indicated in the table (gray shaded), all MRV can be adjusted, because all four pump circuits are engaged.

Adjusting: 1. Remove protective cap (a). 2. Loosen lock nut (b). 3. Turn set screw (c) -clockwise to increase pressure, Counterclock wise to decrease pressure. 4. Tighten lock nut (b) and install cap (a).

• It is important that the valve body of MRV-valve and the SRV-valve are firmly tightened (with 300 Nm). Otherwise, the internal sealing is not properly which results in loud flow noises and wrong adjustments.

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Hydraulic for the Attachment Cylinders

Section 8.1 Page 17

Pump circuit I Pump circuit II Pump circuit III Pump circuit IV

MRV in control block I II III IV

Check point M12.1 M12.3 M12.4 M12.2

Functions BHA Travel Stick Bucket Boom Bucket Boom Stick Travel Boom Bucket Stick Swing, (if no swing active circuit II)

Each Pump circuit can be checked or adjusted individually by selecting one function of the required pump circuit. Checking: 1. Connect the gauge to the required check point M12.1 – M12.4. 2. Start engine and let it run with max. speed. 3. Extend or retract the cylinder to the stop position for the valve being tested until the hydraulic system stalls. 4. Read the pressure. Required: 310 + 5 bar If the pressure is not correct, carry out a comparative measurement with an other function, in order to avoid wrong measuring results caused by wrongly adjusted SRV or other defects in the system.

•

When using the single function “stick in or out”, as indicated in the table (gray shaded), all MRV can be adjusted, because all four pump circuits are engaged.

Adjusting: 1. Remove protective cap (a). 2. Loosen lock nut (b). 3. Turn set screw (c) -clockwise to increase pressure, Counterclock wise to decrease pressure. 5. Tighten lock nut (b) and install cap (a).

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Section 8.1 Page 18

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22482): Boom cylinder “Piston side” FSA + BHA There are three service line relief valves (secondary valves) installed, all three at the distributor manifold, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV’s is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve SRV 143.1 SRV 143.2 SRV 143.3 MRV circuit I MRV circuit II

Press. check point M23 M29.1 M29.1 M12.1 (High pressure filter) M12.3 (High pressure filter)

MRV circuit III M12.4 (High pressure filter) MRV circuit IV M12.2 (High pressure filter) 1. 2. 3. 4.

. 5. 6. 7. 8.

Location Manifold section B Manifold section N Manifold section N Double high pressure filter R.H. Singl high pressure filter, control block II Double high pressure filter L.H.. Singl high pressure filter, control block IV

Connect gauges to all above listed check points (min. 400 bar). Start engine and let it run with max. speed. Extend the boom cylinder to the stop position until the hydraulic system stalls. Increase slowly the pump supply line pressure, by turning in set screws (3) of the MRV’s in control block I, II, III and IV, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar. • Since the piston side of the boom cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of both MRV’s. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of the MRV’s ½ turn further in, the gauge pointers will remain at the value shown at item #4 (350 bar + 5 bar). Tighten lock nut (2). continued

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Section 8.1 Page 19

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22482): Cont'd: Boom cylinder “Piston side” FSA +BHA 9. Adjust all three SRV’s equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3) in the following sequence: 143.1 þ 143.2 þ 143.3 Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 143.1 to a value below the required value, and then increase up to the required pressure (350 bar), while observing all gauges.

. 11.

ã 12.

•

Now all gauges will show the same value of 350 bar, but only SRV-143.1 has the correct setting. Proceed with the other valves in the same manner in the following sequence: 143.1 þ 143.2 þ 143.3

• Strong pulsation of the return line hoses, indicates deviation in opening pressure of SRV’s and must be avoided. Repeat the adjusting procedure until the oil returns well-balanced via all six service line relief valves. Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1).

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Section 8.1 Page 20

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22483): Boom cylinder “Piston rod side” FSA +BHA There is one service line relief valve (secondary valve) installed in the main control block II, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve SRV 33.6 MRV circuit I MRV circuit II

Press. check point M12.3 (High pressure filter) M12.1 (High pressure filter) M12.3 (High pressure filter)

MRV circuit III M12.4 (High pressure filter) MRV circuit IV M12.2 (High pressure filter)

1. 2. 3. 4.

. 5. 6. 7. 8.

Location Control block II, section A2 Double high pressure filter R.H. Singl high pressure filter, control block II Double high pressure filter L.H.. Singl high pressure filter, control block IV

Connect gauges to all above listed check points. Start engine and let it run with max. speed. Retract the boom cylinder to the stop position until the hydraulic system stalls. Increase slowly the pump supply line pressure, by turning in set screws (3) of MRV’s in the control blocks, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar. • If the piston rod side of the boom cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of both MRV’s. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of both MRV’s ½ turn further in, the gauge Tighten lock nut (2). continued

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Section 8.1 Page 21

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22483): Cont'd: Boom cylinder “Piston rod side” FSA +BHA 9. Adjust the SRV equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3). Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 33.6 to a value below the required value, and then increase up to the required pressure (350 bar), while observing all gauges.

•

12.

Now all gauges will show the same value of 350 bar.

Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). • It is important that the valve body of MRV-valve and the SRV-valve are firmly tightened (with 300 Nm). Otherwise, the internal sealing is not properly which results in loud flow noises and wrong adjustments.

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Section 8.1 Page 24

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22484): Stick cylinder “Piston side” BHA There are two service line relief valves (secondary valves) installed, in main control blocks I and II, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV’s is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve SRV 33.1 SRV 33.5 MRV circuit I MRV circuit II MRV circuit IV 1. 2. 3. 4.

. 5. 6. 7. 8.

Press. check point M12.1 (High pressure filter) M12.3 (High pressure filter) M12.1 (High pressure filter) M12.3 (High pressure filter) M12.2 (High pressure filter)

Location Control block I, section A2 Control block II, section A42 Control block I Control block II Control block IV

Connect gauges to all above listed check points. Start engine and let it run with max. speed. Extend the stick cylinder (stick retracting) to the stop position until the hydraulic system stalls. Increase slowly the pump supply line pressure, by turning in set screws (3) of the MRV’s in the control blocks, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar. • Since the piston side of the stick cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of the MRV’s. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of the MRV’s ½ turn further in, the gauge pointers will remain at the value shown at item #4 (350 bar + 5 bar). Tighten lock nut (2) and install cap (1). continued

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Section 8.1 Page 25

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22484): Cont'd: Stick cylinder “Piston side” BHA 9. Adjust all two SRV’s equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3) in the following sequence: 33.1 þ 33.5 Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 33.1 to a value below the required value, and then increase up to the required pressure (350 bar), while observing all gauges.

. 11.

ã 12.

•

Now all gauges will show the same value of 350 bar, but only SRV-33.1 has the correct setting. Proceed with the other valves in the same manner in the following sequence: 33.1 þ 33.5

• Strong pulsation of the return line hoses, indicates deviation in opening pressure of SRV’s and must be avoided. Repeat the adjusting procedure until the oil returns well-balanced via all three service line relief valves. Reset the MRV to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1).

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Section 8.1 Page 28

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22485): Stick cylinder “Piston rod side” BHA There are three service line relief valves (secondary valves) installed at the distributor manifold, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV’s is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve SRV 142.5 SRV 142.6 SRV 142.7 MRV circuit I MRV circuit II

Press. check point M27.1 M27.2 M28 M12.1 (High pressure filter) M12.3 (High pressure filter)

MRV circuit III M12.4 (High pressure filter) MRV circuit IV M12.2 (High pressure filter)

1. 2. 3. 4.

. 5. 6. 7. 8.

Location Manifold (42) section G Manifold (42) section J Manifold (42) section J Double high pressure filter R.H. Singl high pressure filter, control block II Double high pressure filter L.H.. Singl high pressure filter, control block IV

Connect gauges to all above listed check points. Start engine and let it run with max. speed. Retract the stick cylinder (extend the stick) to the stop position until the hydraulic system stalls. Increase slowly the pump supply line pressure, by turning in set screws (3) of MRV’s in the control blocks, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar. • Since the piston rod side of the stick cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of both MRV’s. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of both MRV’s ½ turn further in, the gauge Tighten lock nut (2) and install cap (1). continued

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Section 8.1 Page 29

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22485): Cont'd: Stick cylinder “Piston rod side” BHA 9. Adjust all SRV’s equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3) in the following sequence: 142.5 þ 142.6þ 142.7 Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 142.5 to a value below the required value, and then increase up to the required pressure (350 bar), while observing all gauges.

. 11.

ã 12.

•

Now all gauges will show the same value of 350 bar, but only SRV-142.5 has the correct setting. Proceed with the other valves in the same manner in the following sequence: 142.6þ 142.7

• Strong pulsation of the return line hoses, indicates deviation in opening pressure of SRV’s and must be avoided. Repeat the adjusting procedure until the oil returns well-balanced via all service line relief valves. Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1).

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Section 8.1 Page 32

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22486): Bucket cylinder “Piston side” BHA There are three service line relief valves (secondary valves) installed at the distributor manifold, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV’s is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve SRV 142.1 SRV 142.2 SRV 142.3 MRV circuit I MRV circuit II MRV circuit III MRV circuit IV 1. 2. 3. 4.

. 5. 6. 7. 8.

Press. check point M24.1 M24.2 M25 M12.1 (High pressure filter) M12.3 (High pressure filter) M12.4 (High pressure filter) M12.2 (High pressure filter)

Location Manifold section C Manifold section C Manifold section D Double high pressure filter R.H. Singl high pressure filter, block II Double high pressure filter L.H.. Singl high pressure filter, block IV

Connect gauges to all above listed check points. Start both engines and let them run with max. speed. Extend the bucket cylinder (Bucket filling) to the stop position until the hydraulic system stalls. Increase slowly the pump supply line pressure, by turning in set screws (3) of MRV in control block I, II, III and IV, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar. • Since the piston side of the bucket cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of both MRV’s. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of both MRV’s ½ turn further in, the gauge pointers will remain at the value shown at item #4 (350 bar + 5 bar). Tighten lock nut (2) and install cap (1). continued

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Section 8.1 Page 33

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22486): Cont'd: Bucket cylinder “Piston side” BHA 9. Adjust all three SRV’s equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3) in the following sequence: 142.1 þ 142.2 þ 142.3 Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 142.1 to a value below the required value, and then increase up to the required pressure (350 bar), while observing all gauges.

. 11.

ã 12.

•

Now all gauges will show the same value of 350 bar, but only SRV-142.1 has the correct setting. Proceed with the other valves in the same manner in the following sequence: 142.2 þ 142.3 þ 142.

• Strong pulsation of the return line hoses, indicates deviation in opening pressure of SRV’s and must be avoided. Repeat the adjusting procedure until the oil returns well-balanced via all three service line relief valves. Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1).

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Section 8.1 Page 36

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22487): Bucket cylinder “Piston rod side” BHA There are three service line relief valves (secondary valves) installed at the distributor manifold, to limit the maximum possible pressure peaks in the service line. Since the opening pressure of the SRV’s is higher than the setting of the Main Relief Valves (MRV’s) it is necessary to increase the main relief pressure for testing and adjusting purposes. Valve Press. check point Location SRV 142.8 M34.1 Manifold section L SRV 142.9 M34.2 Manifold section L SRV 142.10 M34.3 Manifold section M MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H. MRV circuit II M12.3 (High pressure filter) Singl high pressure filter, block II MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H.. MRV circuit IV M12.2 (High pressure filter) Singl high pressure filter, block IV 1. Connect gauges to all above listed check points. 2. Start both engines and let it run with max. speed. 3. Retract the Bucket cylinder (Bucket dump) to the stop position until the hydraulic system stalls. 4. Increase slowly the pump supply line pressure, by turning in set screws (3) of MRV’s in control block I, I, III and IV, while observing the pressure gauges. Stop as soon the pressure does not raise any further. The gauge pointers should remain at 350 bar + 5 bar.

. 5. 6. 7. 8.

• Since the piston rod side of the bucket cylinders are protected by several SRV’s, the pressure gauges show the pressure of that valve with the lowest setting. Even when the gauges show the required pressure it is possible that one or more valves have a higher setting. • To ensure that only the SRV’s open during checks and adjustments it is necessary to further increase the setting of the MRV. Remove protective cap (1) of MRV. Loosen lock nut (2). Turn set screw (3) of both MRV’s ½ turn further in, the gauge pointers will remain at the value shown at item #4 (350 bar + 5 bar). Tighten lock nut (2) and install cap (1). continued

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Hydraulic for the Attachment Cylinders 8.1.10

Section 8.1 Page 37

Checks and adjustments of the Service Line Relief Valves (SRV), illustration (Z 22487): Cont'd: Bucket cylinder “Piston rod side” BHA 9. Adjust all SRV’s equally, until all gauges show a pressure of 360 bar. Adjust in steps of ¼ turn of set screw (3) in the following sequence: 142.8 þ 142.9 þ 142.10 Remove protective cap (1) of SRV’s. Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1). 10. Reduce the pressure, at SRV- 142.8 to a value below the required value and then increase up to the required pressure (350 bar), while observing all gauges.

. 11.

ã 12.

•

Now all gauges will show the same value of 350 bar, but only SRV-142.8 has the correct setting. Proceed with the other valves in the same manner in the following sequence: 142.9 þ 142.10

• Strong pulsation of the return line hoses, indicates deviation in opening pressure of SRV’s and must be avoided. Repeat the adjusting procedure until the oil returns well-balanced via all three service line relief valves. Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished, as follows: Remove protective cap (1). Loosen lock nut (2). Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to decrease pressure. Tighten lock nut (2) and install cap (1).

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 40

Checks and adjustments of the lowering speed, illustration (Z 22489): General On excavators equipped with Face Shovel Attachment (FSA) there are two different operation modes for lowering the boom and stick: I.

Float position activated the lowering speed has to be adjusted by altering the flow restrictors (throttle valves) at the distributor manifold section B, throttle valve 141.1 and section N, throttle valve 141.3.

II.

Float position deactivated the lowering speed has to be adjusted by altering the flow restrictor (throttle valve) at the distributor manifold section N, throttle valve 141.2.

On excavators equipped with Backhoe Attachment (BHA) the lowering speed has to be adjusted at all flow restrictors on distributor manifold section B and N, throttle valves 141.1, 141.2 and 141.3. Purpose of the Flow Restrictors: • To avoid an interruption of the pump delivery. • To provide an uniform and smooth cylinder travel. • To limit the return oil flow through the control block to the maximum permissible volume.

Checks and Adjustments: • Activate service switch S151 (located in the cab base) during the checks and adjustments, to ensure that the main pumps are in Qmax position. • Standard test method is measuring the total cylinder running time by using a stop watch. If it is impossible to move the cylinder over the whole way, mark a distance of one meter with permanent pen P/N 621 566 40 on the piston rod and measure the time for only one meter movement. • Adjust the Restrictor as follows: • For easy turning of set screw (2) lower the attachment to ground, stop motor and allow pressure equalising by moving the joy sticks several times. • Loosen the lock nut (1) and turn the bolt (2) cw for more restriction and ccw for less restricton. If more than one restrictor is used for one movement make sure all set screws are equally adjusted. During commissioning, a throttle adjustment has to be carried out on all machines. For safety reasons, the throttle valves are completely screwed in before each machine is leaving the factory.

For more information refer to the respective Parts & Service News

8.1 41

Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 41

Checks and adjustments of the lowering speed, illustration (Z 22489): Boom cylinder FSA Due to the two different operation modes for lowering the boom, the lowering speed must be adjusted twice: I. Float position activated II. Float position deactivated (push button S95 activated) Maximum permissible lowering speed: Boom FSA Float position activated

Cylinder retracting time/meter (s /m) 1,4

Total time(s) 4,3

• Lower the boom so, that the bucket stops just above the ground.

5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valves 141.1 (section B) and 141.3 (section N, pointing to the attachment). Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. 7. If the adjustment is finished tighten lock nut (1). continued

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 42

Checks and adjustments of the lowering speed, illustration (Z 22489): Cont'd: Boom cylinder FSA Maximum permissible lowering speed: Boom FSA Float position deactivated

Cylinder retracting time/meter (s /m) 1,8

Total time (s) 5,0

Adjustments / Checks: II. Float position deactivated (with push button S95): 8. Use a stop watch to measure the cylinder running time. 9. Raise the fully extended attachment with empty bucket to the maximum height position (A). 10. Shift the engine to high idle speed. 11. Press push button S95 and keep it depressed while lowering the attachment. Rapidly move the control lever (E19) to the front end position (start the stop watch) and hold it until the final position (B) is reached.(stop the stop watch).

• Lower the boom so, that the bucket stops just above the ground.

12. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valve 141.2 at the distributor manifold section N Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the boom cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

13. 14.

Check lowering speed again and repeat the adjustment if necessary. If the adjustment is finished tighten lock nut (1).

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 43

Checks and adjustments of the lowering speed, illustration (Z 22488): Boom cylinder BHA Maximum permissible lowering speed:

Boom BHA

Cylinder retracting time/meter (s /m) 1,4

Total time (s) 5,0

• Lower the boom so, that the bucket stops just above the ground.

5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valves 141.1, 141.2 and 141.3 at the distributor manifold. Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the boom cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. If the adjustment is finished tighten lock nut (1).

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 44

Checks and adjustments of the lowering speed, illustration (Z 22490): Stick cylinder FSA Due to the two different operation modes for lowering the stick, the lowering speed must be adjusted twice: I. Float position activated II. Float position deactivated Maximum permissible lowering speed: Stick FSA Float position activated

Cylinder retracting time/meter (s /m) 2,3

Total time (s) 5,5

Adjustments / Checks: I. Float position activated: 1. Use a stop watch to measure the cylinder running time. 2. Raise the fully extended attachment with empty bucket to the maximum height position (A). 3. Shift the both engines to high idle speed. 4. Rapidly move the control lever (E20) to the rear end position (start the stop watch) and hold it until the final position (B) is reached.(stop the stop watch). 5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valves 142.5 and 142.7 at the distributor manifold. Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the stick cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. If the adjustment is finished tighten lock nut (1). Continued

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 45

Checks and adjustments of the lowering speed, illustration (Z 22490): Cont'd: Stick cylinder FSA Maximum permissible lowering speed: Stick FSA Float position activated

Cylinder retracting time/meter (s /m) 2,3

Total time (s) 5,5

Adjustments / Checks: II. Float position deactivated (with push button S95a): 1. Use a stop watch to measure the cylinder running time. 2. Raise the fully extended attachment with empty bucket to the maximum height position (A). 3. Shift the engine to high idle speed. 4. Press push button S95a and keep it depressed while lowering the stick. Rapidly move the control lever (E20) to the rear end position (start the stop watch) and hold it until the final position (B) is reached.(stop the stop watch). 5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valve 142.6 at the distributor manifold. Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the stick cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. 7. If the adjustment is finished tighten lock nut (1).

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 46

Checks and adjustments of the lowering speed, illustration (Z 22491): Stick cylinder BHA Maximum permissible lowering speed:

Stick BHA

Cylinder retracting time/meter (s /m) 0,6

Total time (s) 1,5

Adjustments / Checks: 1. Use a stop watch to measure the cylinder running time. 2. Raise the fully extended attachment with empty bucket to the maximum height position (A). 3. Shift the engine to high idle speed. 4. Rapidly move the control lever (E20) to the rear end position (start the stop watch) and hold it until the final position (B) is reached.(stop the stop watch). 5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valves 142.5, 142.6 and 142.7 at the distributor manifold. Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the stick cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. If the adjustment is finished tighten lock nut (1).

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Hydraulic for the Attachment Cylinders 8.1.11

Section 8.1 Page 48

Checks and adjustments of the lowering speed, illustration (Z 22492): Bucket cylinder BHA Maximum permissible lowering speed:

Bucket BHA

Cylinder retracting time/meter (s /m) 0,5

Total time (s) 1,1

Adjustments / Checks: 1. Use a stop watch to measure the cylinder running time. 2. Raise the fully extended attachment with empty bucket to the maximum height position (A). 3. Shift the engine to high idle speed. 4. Rapidly move the control lever (E19) to the r.h. end position (start the stop watch) and hold it until the final position (B) is reached.(stop the stop watch). 5. If the lowering speed is too high, i.e. the measured time is less than the permissible time, the speed must be reduced by altering the throttle valves 142.1, 142.2, 142.3, 142.8, 142.9 and 142.10 at the distributor manifold. Adjust as follows: To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2) cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt (2) ccw. Since there are several valves throttling the return oil flow of the bucket cylinder the valves must be set synchronously. The adjusting screws have to be turned in by the same amount of revolutions.

O.K.

6. Check lowering speed again and repeat the adjustment if necessary. 7. If the adjustment is finished tighten lock nut (1).

Hydraulic for the Swing Circuit

Section 8.2 Page 1

Table of contents section 8.2 Section 8.2

Page Hydraulic for the swing circuit 8.2.1 Swing Circuit (Brief description)

2+3

8.2.2 Swing Motor

4-7

8.2.3 Swing Gear Box

8.2.4 Swing Parking Brake (Gear house Brake)

8.2.5 Swing Brake Valve

10+11

8.2.6 Electric / Hydraulic flowchart “Swing Left”

8.2.7 Electric / Hydraulic flowchart “Swing Right”

8.2.8 Swing Monitoring System

14 + 15

8.2.9 Adjustments for the swing circuit

16 - 18

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Hydraulic for the Swing Circuit

Section 8.2 Page 2

8.2.1 Swing Circuit (Brief description) Legend for illustration (Z 22501): (I - VI) (13) (43) (48) (20.1+ 20.2) (71.1+ 71.2) (25.1 + 25.2) (Y120)

Main pumps Single control block Remote control valve block with Y32., Y32a+A32b Manifold Swing motors Manifold at the control and filter panel Double check valve Solenoid valve

Brief description (Control circuits) (Study together with the for the machine valid hydraulic and electric circuit diagram). When the lever (E20) is moved out of its neutral position, proportional solenoid valves Y32 are energized. Simultaneously the directional solenoid valves Y32a (R.H.-swing) or Y32b (L.H.-swing) are energized. By the function of the remote control valve (43) pilot pressure oil is sent to one side of the control block (13/IV) when operating the control lever for "Swinging". At the same time by the function of the double check valve (25.1) pilot pressure is present at port „X“ of each brake valve block (49.1+ 49.2) thus a pressure built up in the service lines is possible.

“EURO”

misc ella ne servic ous e

adjust men t

1 0

lig htin

E22

engine

en gi

n e

S29

E20

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Hydraulic for the Swing Circuit

Section 8.2 Page 3

Cont'd.: 8.2.1 Functional description: Illustration (Z 22430): Brief description (Service circuits) (Study together with the for the machine valid hydraulic and electric circuit diagram). The swing motors (20.1 + 20.2) are driven by the pump (III). The oil flows from the pumps through the check valve (47.3) and the filter (153.3) to the single control block (13 / IV). In neutral position of the spool the oil flows via the return oil line port C into control block II for additional oil volume from pump 3 to valve circuit II. If no function of control block II is activated the oil flow via port T in to the collector tube (35) and further via the return oil lines (L6 + L7) into the tank. On its way to tank the oil must flow through the back pressure valve (115) and the return oil filter (117.2 - 117.5). (Back pressure valve function see chapt. 4.) When operating the control lever for "Swinging" the pump line is connected in the control block (33/IV) with the corresponding service line (A1 or B1) to the swing motors (20.1 + 20.2). The oil flows from the control block through each one of the swing brake valves (49.1 + 49.2; description see page 6 and 7) and the swing motors (20.1 + 20.2). Each swing gear includes one spring loaded multi disk brake (House brake) for locking the superstructure. The leak oil (case drain) flows through the line (L11 + L12) and the leak oil filter (108) back to tank.

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Swing motor A6VM

8.2.2 Swing Motor

Section 8.2 Page 4

Axial Piston Motor A6VM355 HD1D

Legend for illustration (Z 22430): (1) Check valve (2) Check valve (3) Governor valve (4) Positioning piston (5) Boost pressure valve (6) Flushing valve (16l/min) (7) Flow control valve (8) Constant pressure control valve (adjusted: 280 bar) General: A6VM355 HD1D is a variable displacement motor with an axial piston rotary group of bent axis design for hydrostatic drives. Its control range allows the variable displacement motor to meet both, high speed and torque requirements. The output speed is proportional to its displacement. The output speed increases with decreased displacement trough lower operating pressure. The output torque increases with increased displacement trough higher operating pressure.

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Section 8.2 Page 5

Swing motor A6VM

8.2.1 Swing Motor

Axial Piston Motor A6VM355 HD1D

Hydraulic control, illustration Z22430 By switching pilot pressure to port X at the motor (0 bar or 35 bar) the displacement is fixed or variable. Without pilot pressure at port X (0 bar) the displacement is fixed to Vg max . With pilot pressure at port X (35 bar) the displacement is variable from Vg min (175 cm3/rpm) to Vg max (355 cm3/rpm). With a swing speed of 0 up to 120 impulses per minute (measured by a proximity switch located at the swing gear) the motors are in maximum displacement position, i.e. min. speed and max. torque available. With a swing speed of more than 120 imp./min. pilot pressure is directed via a solenoid valve to port X at the motors, to actuate governor valve (3). Now the output speed is variable depending on the operating pressure, controlled by the function of control valve (8). As a result of decreasing operating pressure the motors are reducing their displacement so that the swing speed will increase. If the operating pressure rises as a result of load torque, to the setting of the constant pressure control valve (280 bar), the motors are swiveled out to a greater angel (higher displacement) and the swing speed will decrease. Function

Speed Xindicator pressure imp/min bar

Operating pressure bar

Torque

Motor displacement

Start swing Standstill to low speed

0-120

310 ➠ ~280

Max.

Vg max

Swing movement Low speed to Max. speed

120-max.

280 ➠ ~75

Swing movement Max. speed

Max.

~75

Reduced

Vg min

Swing down path

120-0

~170 ➠ 0

Max.

Vg max

120-0

330 ➠ 0

Max.

Vg max

Reduced Vg max ➠ Vg min variable

Control lever in neutral

Counter Swing (braking) Control lever moved to the opposite side of swing direction

Continued

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Swing motor A6VM

8.2.2 Hydraulic Motor

Section 8.2 Page 6

Axial Piston Motor A6VM355 HD1D

Hydraulic control, illustration Z22431 Cont'd: Flushing- and boost pressure valve (5 + 6), : In order to prevent excessive heat a flushing valve is fitted to the governor. The flushing and boost pressure valve is set at a fixed pressure. A quantity of hydraulic fluid (about 16 liter per minute) is drawn off from the low pressure side and passed into the motor housing, from where it is led off to tank together with the leakage fluid. Operating pressure shifts flushing valve (6), so that a connection is made between the return oil line (port B) via boost pressure valve (5) and the motor housing.

Flow from A to B without „X-pressure“ (slow swing speed) : The operating pressure opens check valve (1) and closes the opposite valve (2). The same pressure is present at constant pressure control valve (8) and inside the small area side of the positioning piston (4). The large area side is connected via the governor valve (3) to tank (port T2). The motor remains in Vgmax position. = max. torque by low speed. Same flushing function as above.

Flow from A to B and with „X-pressure“ (higher swing speed): Operating pressure opens check valve (1) and closes the opposite valve (2). The same pressure is present at constant pressure control valve (8) and inside the small area side of the positioning piston (4). Because the „X“ pressure shifts governor valve (3) a connection is made to the large area side of positioning piston (4). Depending on the system pressure (lower than 280 bar), valve (8) starts closing the return line. Same pressure on both sides but different areas causes a greater force at the piston side moving the motor into the Vgmin position. The motor is in regulation mode due to 35 bar x-pressure: Displacement between Vgmax position(>280bar) and Vgmin position(<280bar). As a result of decreasing operating pressure the motors are reducing their displacement so that the swing speed will increase. If the operating pressure rises as a result of load torque, to the setting of the constant pressure control valve (280 bar), the motors are swiveled out to a greater angel (higher displacement) and the swing speed will decrease. Same flushing function as above. PC5500_Sec_8-2_rev0.doc

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Swing motor A6VM

8.2.2

Section 8.2 Page 7

Checks and Adjustments, illustration Z22432 Preconditions before starting checks and adjustments: 1. Main pump #3 must be in full flow position (x1-pressure = 35 bar) 2. MRV’s and SRV’s (pressure increasing valves) correctly adjusted. 3. Function of solenoid valve Y48 o.k. i.e. 35bar x-pressure at the motor.

Checking the Q-max. and Q-min. stop bolt setting. Q-max : The average outer length of 25.6mm must not be altered because the max. possible swivel angle is used. Q-min : The Q-min. adjustment depends on the max. permissible swing speed (with reduced swivel angle). The average outer length is 21.3mm

• Because two motors are fitted, it is very important that the adjustment is equal on both motors!

How to check the Q-min. adjustment. 1. Lift the extended attachment to horizontal position. 2. Measure the revolutions per minute after swinging one turn as an approach swing. The speed must be 3.7±0.3 RPM. 3. If the speed is not correct: Turn off box nut (1) Loosen the lock-nut (3) Turn bolt (2) further in for less speed or further out for higher speed. 4. Re-check speed and tighten lock-nut and re-fit box nut (1) after setting is finished. How to check the start of regulation. 1. Connect a pressure gauge (0-400 bar) to check point M12.2 at high pressure filter control block IV. 2. Measure, and note, outer length (L) of Qmax. stop bolt (2) (for resetting later on) Loosen lock nut (3) approx. ½ turn without turning the stop bolt.. 3. Start the engines and let them run with maximum speed. 4. Apply the swing parking brake. 5. Operate the control lever for swing and keep it in end position, to create the operating pressure of 310 bar. 6. Loosen look nut of MRV at single control block IV. 7. Decrease / increase alternately the operating pressure between 310 bar and 260 bar at MRV set screw.Check, by turning the Q-max. stop bolt (2) by hand, if the motor control lens touches the Q-max. stop bolt: The lens must touch the stop bolt with a pressure higher than 280 bar. The lens must not touch the stop bolt with a pressure lower than 280 bar 8. Correct the start of regulation with valve (8) if necessary.

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Hydraulic for the Swing Circuit

Section 8.2 Page 8

8.2.3 Swing Gear Box Legend for illustration (Z 22438): (1) Drive housing (2) Drive shaft (3) Sun gear shaft (4) House brake (Multi disk brake) (5) Breather filter Drive shaft housing (6) Oil level gauge (dipstick) Drive shaft housing (7) Disk brake housing (8) Cylindrical roller bearing (9) Internal ring gear (10) Cylindrical roller bearing

(11) Bearing ring (12) Cartridge (13) Spherical roller bearing (14) Oil drain plug, gear box (15) Cylindrical roller bearing (16) Oil level gauge (dipstick) Gear box (17) First planetary stage (18) Drive shaft to second stage (19) Second planetary stage (20) Radial seal ring (21) Drive pinion (22) GreaseGrease line port

The swing gear is of compact design with a two stage planetary gear including a multi disk house brake. The gear is bolted to the superstructure and fits firmly due to the machined diameter (A) and the bolt torque. The torque loaded on the hydraulic motor is transmitted by drive shafts (2) and sun gear shaft (3) to the first planetary stage (17). The sun shaft (17) of the first planetary stage transmits the torque into the second planetary stage (19). By the planetary gears the output drive shaft is rotated and transmits the torque to the pinion (21). The drive housing, and the gearbox are filled with gear oil. Aeration is done by breather filters. To lubricate the pinion bearing port (22) is connected to the central lubrication system.

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Hydraulic for the Swing Circuit

Section 8.2 Page 9

8.2.4 Swing Parking Brake (Gear house Brake) The Spring Loaded Multi-disk Brake is a safety brake; applied by spring force and released by oil pressure. Legend for illustration (Z 22439): (1) Disk housing (2) Thrust washer (3) Inner disks (lamellas) (4) Outer disks (lamellas) (5) Sinus (spacing) ring (6) Piston (7) Quad-Rings with back- up rings (8) Quad-Rings with back- up rings (9) Springs Piston back up ring and seal retainer (10) Thrust washer (11) Circlip (12) Drive shaft (13) Oil pressure port Function: Brake applied: The outer disks (4) engaged to the housing by serration and the inner disks (3) in serrated connection with drive shaft (12) are pressed together by the springs (9). This results in a fixed connection between housing and drive shaft. Brake released: Oil pressure via port (13) reaches the bottom of the piston (6) and forces the piston upwards against the thrust washer (10). This function eliminates the spring force onto the disks so that the sinus (spacing) rings can keep the outer disks (4) apart, thus the brake is released. The releasing pressure is 19 - 20 bar, the maximum permissible pressure 60 bar. This is a so named "Wet Brake" because the brake housing is partly filled with gear oil.

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Hydraulic for the Swing Circuit

Section 8.2 Page 10

8.2.5 Swing Brake Valve Legend for illustration (Z 21934): (1) Pressure increasing valve (items 6 - 13) (2) Check valve circuit A (3) Check valve circuit B (4) Anti-cavitation valve circuit B (5) Anti-cavitation valve circuit A (6) Jet bore, of main piston plug

(7) Spring of main piston (8) Jet bore (9) Valve poppet (10) Spring (11) Intermediate piston (12) Pilot pressure piston (13) Main piston

Ports: (Y) Leak oil (T) Return oil (A) Service line from control block (A1) Service line to the motor (B) Service line from control block (B1) Service line to the motor Pressure check points: (MA) Circuit A (MB) Circuit B Explanation of the function by the symbol: When ever a swing motion is carried out or the foot brake is used, pilot pressure arrives the pressure increasing valve (1) at port "X". The pilot pressure pre-loads these valves. The oil for the hydraulic motor from the control block arrives the service line port A or B, depending if a R.H. or a L.H. swing motion is carried out. The ports A and B are internally connected to the ports A1 and B1 and these ports in turn with the hydraulic motor. The operating pressure, at either port A or B closes the anti-cavitation valves (4 or 5) and opens the check valves (2 or 3). That means by the check valves (2 or 3) the service lines are connected to the pressure increasing valve. When ever the pressure is higher than the setting of the pressure increasing valve, this valves opens and dumps the oil into the return line (T) to tank. The pressure can be checked at the check points MA or MB. continued

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Hydraulic for the Swing Circuit

Section 8.2 Page 11

Cont'd.: 8.2.5 Swing Brake Valve If after a swing motion the joy stick is put into neutral position without using the foot brake, the superstructure is turned by inertial force and the hydraulic motor acts as a pump because it is driven by the swing gear. In this period the pressure in the service line is lower than the pressure in the return line, because there is a back pressure valve at the tank, and oil is forced through the anti-cavitation valves into the service line. Function of the pressure increasing valve. When ever a swing motion is carried out or the foot brake is used, pilot pressure arrives the pressure increasing valve (1) at port "X". The pilot pressure pre-loads these valves. By applying pilot pressure via the external port X to piston (12), the pretensioning of the pressure spring (10) is increased by the amount of the piston stroke "S", which results in the actual valve setting. The system pressure is in front of the main piston (13) and via the jet bore (6) also in the chamber of the spring (7) and via the jet bore (8) at the pressure relief valve poppet (9). Due to the force balance the piston (13) is kept in its position supported by the spring (7). Overcomes the system pressure the setting of the valve (9), this valve opens a channel to the dump line port (Y). Due to the drop of force the piston (13) is moved to the right. The pressure line gets connected with the return line (T). Damped opening and closing are obtained by the throttled volumetric change that is caused by the jet bores.

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Section 8.2 Page 12

8.2.6 Electric / Hydraulic flowchart “Swing Left” Legend for illustration (Z 22503): (E20) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (-X) Direction (axis) of joy stick (-10V) Signal voltage (Maximum) (ws/gn) Colour code of signal voltage cable ( Joy stick) (X2F...) Terminal rail with number (E50) Ramp time module (A7) Amplifier module – Swing (Y32 + Y32a/b – Block IV) (K165) Relay counter lock (43) Remote control valve block (Y32) Proportional solenoid valve (Y32a + Y32b) Directional solenoid valve (13) Main control block IV (48) Distribution block (49.1 + 49.2) Swing brake valve blocks (20.1 + 20.2) Swing motors Illustration Z 22503 shows: The electrical signal. Signal voltage of joy stick (E20) arrives via ramp time module (E50) at terminal 5 of the amplifier module (A7) and further via relay K165 to the proportional and directional solenoid valves of the remote control blocks (43). Relay contact 2 / 10 of relay K165 opened if the excavator superstructure swing in a different direction as the lever direction. The hydraulic signal. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pressure ports of the main control blocks. The hydraulic oil flow Now the oil of the main pump 3 flows through the main control block (IV) and arrives via swing brake valves (49.1 + 49.2) at the swing motors (20.1 + 20.2).

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Section 8.2 Page 13

8.2.7 Electric / Hydraulic flowchart “Swing Right” Legend for illustration (Z 22503): (E20) Control lever (Joy stick) (D32) Time relay – Pilot control: Neutral position monitoring (+X) Direction (axis) of joy stick (+10V) Signal voltage (Maximum) (ws/gn) Colour code of signal voltage cable ( Joy stick) (X2F...) Terminal rail with number (E50) Ramp time module (A7) Amplifier module – Swing (Y32 + Y32a/b – Block IV) (K165) Relay counter lock (43) Remote control valve block (Y32) Proportional solenoid valve (Y32a + Y32b) Directional solenoid valve (13) Main control block IV (48) Distribution block (49.1 + 49.2) Swing brake valve blocks (20.1 + 20.2) Swing motors Illustration Z 22503 shows: The electrical signal. Signal voltage of joy stick (E20) arrives via ramp time module (E50) at terminal 5 of the amplifier module (A7) and further via relay K165 to the proportional and directional solenoid valves of the remote control blocks (43). Relay contact 2 / 10 of relay K165 opened if the excavator superstructure swing in a different direction as the lever direction. The hydraulic signal. (pilot pressure) When the proportional and directional solenoid valves are energized pilot pressure oil flows to the pressure ports of the main control blocks. The hydraulic oil flow Now the oil of the main pump 3 flows through the main control block (IV) and arrives via swing brake valves (49.1 + 49.2) at the swing motors (20.1 + 20.2).

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Section 8.2 Page 14

8.2.8 Swing Monitoring System, illustration (Z 21947a) There are two reasons why the swing monitoring system is installed: a) Þ To prevent adverse effects of a counter action. b) Þ To increase the swing speed, by reducing the swivel angel of the swing motor (lowering the required oil volume per motor rotation) Function of the swing monitoring system: The two sensors B98 and B99, (Proximity switches mounted into a housing near the ring-gear) sensing the direction of rotation. How? Because the distance from sensor to sensor (B) is less than the distance of two teeth (A), one of the sensors recognizes first a swing action. The signals of both sensors are used as input signals for the module (E42) which monitors the swing direction. The same signals from sensor B99 are send to the module E43 for sensing the swing speed. Proximity switch B99 together with module E43 monitors the swing speed to control via relay K154 and K153 solenoid valve (Y48). • Activated solenoid valve Y48 allows full X2 pressure to swing motors (20.1 + 20.2) port X = if the working pressure is less then 260 bar increasing of swing speed is possible. • De activated solenoid valve Y48 causes no X2 pressure to swing motor (20.1 + 20.2) port X = the motors are fixed in maximum swivel angel (max. volume = max. torque and min. speed) Þ Acceleration During the first acceleration phase the maximum torque by minimum speed is required, the motors must be in maximum swivel angel (x-port 0 bar). E43 detect the swing speed, if the speed is below 120 Imp./min. relays K154 and K153 are still de-energized and further solenoid valve Y48 de-energized (xport = 0 bar = max. motor swivel angel). After this first acceleration the torque and the hydraulic pressure droops and the swing speed increase. E43 detect more as 120 Imp./min and energize relay K154. If the lever direction and the swing direction are the same. K153 energized and further K153 energized solenoid valve Y48 (x-port = 35 bar = variable motor swivel angel is possible). Þ “ Braking ” with counter position of the lever If the operator release the lever or move the lever to counter position relay K153 opened contact 5 / 9, solenoid valve Y48 change over in neutral position and pilot line L18 release the pressure to the tank (port X = 0 bar). The swing motors move to maximum swivel angel. Now a maximum breaking torque is available.

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Section 8.2 Page 15

8.2.8 Swing Monitoring System, illustration (Z 21947a) Adjustments - Measurements -Settings a) Distance between Swing ring teeth and the switches B98 and B99 The sensors B98 and B99 are inductive switches with own electronic. Sensor B98 switches 24V via cable “Sig” to terminal 4 of E42 and Sensor B99 switches 24V via cable “Sig” to terminal 11 of E42 if a tooth comes close to the sensor head. Simultaneously these signal arrives at E43 terminal 4. Adjust the distance “C” of the sensors B98 and B99 to 5 mm. b)

E42 for monitoring the slew direction E42 is an programmable module which is factory programmed with the parameters are shown on page 50 electric diagram. Therefore no adjustments or settings are required.

Settings: c)

E43 (speed monitor) “counter prevention” No

Function

nominal setting

Setting the start up delay

Not used set to “0”

Fine setting of the preset value (Pulses / min.)

12 imp/min (i.e.120)

Setting the hysteresis

Not used set to “0”

LED: lights when the output relay is energised

---

Setting the switching function

Set to “III”

If necessary increase or decrease the imp/min with set screw no. 2 until a smooth slew operation is possible.

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Section 8.2 Page 16

8.2.9 Checks and adjustments for the swing circuit

• It is important that the complete MRV-valve and the Pressure Increasing Valve is firmly (with 300 Nm) tightened. Otherwise, the internal sealing sealed not properly which results in: difficulty setting, loud flow noises and abnormal temperatures. • Whenever pressure checks are carried out, they must be carried out for both, r.h. and l.h. swing, to make sure the check valves in the brake valve are in good shape. • Because the Swing motors are working hydraulically in combined operation, the pressure gauge shows the pressure of the pressure increasing valve with the lowest setting. Even when the gauge shows the required pressure it is possible that one valve has a higher setting. Therefore lower the pressure on one valve below the required pressure and then increase up to required pressure. Proceed with next valve in the same manner.

High pressure check / adjustment 1. Connect the gauge (0-400 bar) to the check point M12.2 at the high pressure filter units (153.3) of single control block IV. 2. Disconnect the pilot pressure lines from the T-unions and close the lines with a suitable plug. 3. Loosen lock nut (3) of both pressure increasing valves (PIV) and screw in set screw (4) until piston (5) comes to stop. 4. Start engine and let it run with max. speed. 5. Lower attachment to ground and apply house brake. 6. Actuate either l.h. or r.h. rotation until the hydraulic system stalls and increase slowly the MRV-pressure while observing the pressure gauge. Gauge value must remain at 330 -5 bar. 7. If the gauge shows a smaller or greater value the pressure increasing valves must be adjusted.

continue

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8.2.9

Section 8.2 Page 17

Checks and adjustments for the swing circuit Cont'd: High pressure check / adjustment Procedure: a) b) c) d) e) f) g) h) i) j) k)

Loosen lock nut (1) of the first pressure increasing valve PIV. Adjust pressure with set screw (2) to ~340 bar if the pressure don’t increase turn set crew from the last setting max. ¼ turn in (c.w.). Secure by tightening lock nut (1). Loosen lock nut (1) of the second PIV. Adjust pressure with set screw (2) to 330 –5 bar. Secure adjusted set screw (2) by tightening lock nut (1) Loosen lock nut (1) of the first PIV. Adjust pressure with set screw (2) of the first PIV to 330 –5 bar (lower pressure c.c.w. just as the pressure gauge show a reaction) Secure adjusted set screw (2) by tightening lock nut (1) Re-check pressure setting. Re-set MRV to 310 + 5 bar after the check / adjustment is finished.

Low pressure check / adjustment (Swinging down path (drifting) (with still disconnected pilot pressure line ) 8.

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Actuate either l.h. or r.h. rotation until the hydraulic system stalls. a) loosen lock nut (3) at the first PIV and turn out set screw (4) until 150 +5 bar is reached. b) Tighten lock nut (3). c) Loosen lock nut (3) at the second PIV and turn out set screw (4) until the gauge start lowering the pressure. d) Re-check pressure setting. Re-connect the pilot pressure line. • For later one pressure checks the steps 2 + 3 must not be done. • The Swinging down path may be extended, means the low pressure may be decreased, a little; e.g. for greater operating radius such as at strip Mining. But a little only otherwise disturbance due Swinging will occur. • The Swinging down path may be shortened, means the low pressure may be increased approx. 20 bar; but not more because that means greater shocks in the systems which will shorten the life time of the components.

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Section 8.2 Page 18

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Section 8.2 Page 18

Brake pilot pressure - check / adjustment 1. Connect the gauge to the check point M4. 2. Start engine and let it run with max. speed. 3. Depress fully the foot brake pedal and read the pressure. The pressure must be 19 +1 bar. If adjustment is required: Alter the position of the potentiometer R2 of the amplifier A16 as long as the pressure is 19 +1 bar. Basic adjustment for A16 see section 5

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Hydraulic for the travel circuit

Section 8.3 Page 1

Table of contents section 8.3 Section 8.3

Page Travel System 8.3.1 Travel Circuit (Brief description)

2+3

8.3.2 Rotary Distributor

4+5

8.3.3 Side Frame Components

8.3.4 Travel Gear and Parking Brake

8.3.5 Parking Brake

8.3.6 Electric / Hydraulic Flow Chart

8.3.7 Adjustment / Checks

10 + 12

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Section 8.3 Page 2

Travel Circuit Legend for illustration (Z 22521):

(40) (1; 2; 5; 6) (46.1+46.2) (M12.1 + M12.4) (14 / I) (16 / III) (34) (21.1- 21.4) (52.1 + 52.4) (M33.1, M33.2) (M33.3, M33.4) (28.1+28.2)

Suction tank Main pumps Double filter High pressure check points L.H. Control block R.H. Control block Rotary distributor Travel motors (A2FM 355) Travel gear house brakes High pressure check points left travel motors High pressure check points right travel motors Travel motors valve blocks

Brief description (Study together with the machine valid hydraulic and electric circuit diagram). Control circuits, not shown By the function of the remote control valve (45.1 + 45.3) pilot pressure oil is sent to one side of each control block (14/I + 16/III) when operating the foot pedal for travelling "Forward or Reverse“.

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Section 8.3 Page 3

8.3.1 Service circuits ( Z22521) (Study together with the valid hydraulic and electric circuit diagram for the machine). The travel motors (21.1 - 21.4) are driven by the pumps (1; 2; 5; 6). The oil flows from the pumps through check valves and the filters (46.1 + 46.2) to the control blocks (14 / I + 16 / III). In neutral position of the spools the oil flows via the return oil lines into the collector tube (35, not shown). From the collector tube (35) flows the oil via the return oil lines (L6 + L7, not shown) into the collector tube (114) and further to the tank. On its way to tank the oil must flow through the back pressure valve (115) or the oil coolers (106.1 – 106.4) and the return oil filter (117.1 - 117.4). (Back pressure valve function see section 4.) When operating the foot pedal for "Travelling" the pump line of each control block is connected with the corresponding service line (A1 or B1) via the rotary distributor (34) and the valve blocks (175 + 176) to the travel motors (21.1 21.4). The oil flows from the travel motors via the rotary distributor back to the control blocks and further to tank. Each travel gear includes two spring loaded multi disk brakes (House brakes) (52.1 - 52.4). They are used as parking brakes, automatically applied (by the function of Y16) whenever both engines turn slower than 300 RPM. The brake release pressure is monitored by the pressure switch (B48). The leak oil (case drain) flows through the line (L) and the leak oil filter (108) back to tank.

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Travel System

Section 8.3 Page 4

8.3.2 Rotary Distributor Task: The rotary distributor (joint) permits a hydraulic connection between the superstructure and the undercarriage, that means between the rotating and the stationary part. Legend for illustration (Z 22522):

(1) (2) (3) (4) (6) (8+9) (10) (11) (12) (13)

Rotor Rotary distributor housing Cover Thrust washer Sealing plunger Seal ring and O-ring PTFE Sealing V – Sealing Rotor guide rings O-ring

Translations: Schnitt = Cross section Versetzt gezeichnet = Offset drawn Verschlußschraube mit Loctite gesichert = Plug screw sealed with Loctite mit Körnerschlag gesichert = sealed with punch mark Kammer mit Fett gefüllt = Chamber grease filled Ports: A-D L ST X K1 K2

Service lines Leak oil Control oil „Travel break“ Control oil (reserve) Track tensioning Track tensioning continued

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Travel System

Section 8.3 Page 5

Cont’d.

Function (Z 22522): During operation superstructure and under carriage rotate towards each other. The travel oil motors must be supplied with hydraulic oil in every position in which the superstructure is turned in regard to the undercarriage. Oil is directed by the control blocks to the ports (A-D) of the housing (2). The oil flows to the outlet ports (A-D), of the rotor (1), via ring grooves as well as longitudinal and cross holes. The rotor is bolted to the under carriage and the housing (stator) is fixed by the upper structure. The sealing of the ring grooves among one another is done by seal rings (8) and o-rings (9). The hydraulic connection for the travel motor case drain and the travel motor house brake is done via the ports (L) and (St). The rotor (1) is at the top and bottom section guided in the housing by the guide rings (12).

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Section 8.3 Page 6

8.3.3 Side Frame Components, Cross Sections Illustration Z 22523 A B C D

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Final drive Bottom and top roller Idler wheel Crawler tensioning cylinder

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Travel System

Section 8.3 Page 7

8.3.4 Travel Gear and Parking Brake Function principle ( illustration Z22524): The spur gear stage (B) is driven by two hydraulic motors via two drive shafts (A). This in turn causes that by the shaft (C) the first planetary stage (D) is driven; opposite the input drive direction. The planetary carrier (D) rotates in the same direction because of the planetary gears and the internal geared hollow wheel (G). The planetary gears of the second planetary stage are driven as well. The planetary carrier is connected by splines to the r.h. side frame flange, therefore rotates the hollow wheel (G) (means the complete gear rotates) in same direction as the drive shaft (A). The drive sprocket is mounted to the hollow wheel flange (3). For maintenance see MAINTENANCE MANUAL For more details see PARTS BOOK and REPAIR MANUAL

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Section 8.3 Page 8

8.3.5 Parking Brake Illustration Z 22525 The Spring Loaded Multi-disk Brake is used as a safety brake (parking brake); applied by spring force and released by oil pressure. Legend: (1) (2) (3) (4) (5) (6) (7) (8 + 9) (10 - 12) (13) (14) (16) (17) (19) (21 + 22)

Disk housing Piston Back-up ring with radial seal rings (15) Bach-up ring Coupler Inner disks (lamellas) Outer disks Springs O-ring Clip ring Clip ring Release pressure port Quad-Ring with back-up rings (18) Quad-Ring with back-up rings (20) Plug screw with seal ring

Function: Brake applied: The outer disks (7) engaged to the housing by serration and the inner disks (6) in serration connection with the coupler, are pressed together by the springs (8 + 9). This results in a fixed connection between housing and coupler. Brake released: Oil pressure via port (16) reaches the left side of the piston (2) and forces the piston towards the back-up ring (4), as shown. This function eliminates the spring force onto the disks thus the brake is released. The releasing pressure is 18 bar, the maximum permissible pressure 60 bar. This brake named "Wet Brake" because the brake housing is filled with gear oil. For maintenance see MAINTENANCE MANUAL For more details see PARTS BOOK and REPAIR MANUAL

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Travel System

Section 8.3 Page 9

Electric / Hydraulic Flow Charts Illustration Z22526 On the following pages are shown the electric / hydraulic flow charts for the travel circuit. The electrical signal created by the foot pedals (E21a and E21b) reach first of all the ramp modules (E51 and E52) and further the amplifier modules (A12 and A13). It is a voltage signal from –10 up to +10 Volt dependent to the pedal deflection and direction. The amplifier modules changes this signal in a current signal from 0 to 1000 mA and a directional signal (0 or 24 V). The current signal activate the proportional valve and the directional signal the directional solenoid valve of the remote control block (45.1 and 45.3). The hydraulic signal (pilot pressure) from the remote control blocks flow to the main control blocks (175 and 176) to the pilot pressure ports a1 or b1. The high pressure hydraulic oil flow from the main control blocks via the rotary distributor (34) to the hydraulic motors (21.1 - 21.4).

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Travel System

Section 8.3 Page 10

Adjustments / Checks

• It is important that the complete MRV-valve is firmly (with 300 Nm) tightened. Otherwise, the internal sealing sealed not properly which results in: difficulty setting, loud flow noises and abnormal temperatures.

High pressure check / adjustment (illustration Z 22528) 1. Connect the gauge (0-400 bar) to the check points M12.1. and M12.4 at the double high pressure filters. 2. Unplug solenoid valve Y16 (Z 22529, filter and valve panel engine 2) to keep the parking brake applied. 3. Start engines and let them run with max. speed. 4. Engage carefully desired travel motion and hold foot pedal in final position to built up max. pressure. 5. Increase * slowly the MRV-pressure while observing the pressure gauge. Gauge value must remain at 310 +5 bar.

continued

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Section 8.3 Page 11

Cont’d. If the gauge shows a smaller or greater value and to be sure both SRVs are correct adjusted the SRVs (main valve block and brake valve block) must be adjusted.

• A faulty anti cavitation valve (32.1; 32.2; 32.13; 32.14) can influence the SRV pressure reading / setting. In a doubt inspect the valve. Repair or replace faulty valve if necessary. • A faulty rotary distributor or motor gives the same problems. Repair or replace faulty part.

6. 7. 8. 9.

10. 11.

12.

Procedure: Set MRV of main valve block I and III to a higher setting (~ 340 bar, for adjustment use the function “stick extending” Engage carefully desired travel motion and hold foot pedal in final position to built up max. pressure Adjust* the respective SRV to a higher setting (~330 bar) Connect pressure gauge to check points M33.1, M33.2, M33.3 and M33.4 at the travel valve block in the car body. The respective highe pressure check point is diagonal to the SRV. Adjust* the SRV at the desired travel function to 310 bar. Reset the respective SRV at the main valve block to 310 bar, increase the setting from a lower pressure just to the point when the gauge stop increasing it should be 310 bar (provided setting from the SRV at the brake valve is correct). Create max. pump pressure with “stick extending” to the max. position and re-set MRV to 310 + 5 bar after the check / adjustment is finished and re-plug solenoid valve Y16,.

* a) b) c) d) e)

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Remove dust cap of the SRV (1) Loosen lock nut (2). Adjust pressure with set screw (3). Secure adjustment by tightening lock nut (2). Re-fit dust cap (1).

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Section 8.3 Page 12

Function Check of the Travel Gear House Brake Illustration Z 22529 1. Connect pressure gauge to check point (M6) at the filter and valve panel engine 2.. 2. Start one engine and let it run with max. speed. 3. Read the pressure. Gauge must show common pilot pressure (norm. 35 + 1 bar). If not check the pilot pressure. If the pressure is below 24 bar, the text display must show „Travel gear house brake ON“. 4. Operate the travel foot pedals, the machine must travel. In case the machine doesn’t travel the text display must show „Travel gear house brake ON“ 5. Unplug solenoid (Y16) and operate the travel foot pedals, the machine must not travel. The text display must show „Travel gear house brake ON“

• In a case of malfunctioning check the electrical controlling and the solenoid valve Y16.

Function check of the pressure switch (B48) 1. Connect pressure gauge to check point (M6). 2. Start the engine. Gauge must show common pilot pressure (norm. 35 + 1 bar). 3. Set pilot pressure relief valve to 22 bar. 4. Unplug solenoid valve Y16 to allow pressure release from the pressure line of the house brake. 5. Reconnect solenoid valve Y16. The text display must show „Travel gear house brake ON“ 6. Increase the pilot pressure up to 26 bar „Travel gear house brake ON“ must disappear If not check the switch B48; in case it is an adjustable switch, adjust the switch point.( If necessary see SB 21-439 latest edition) 7. Reset pilot pressure to 35 bar.

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Hydraulic Track Tensioning System Section 9.0 Page 1

Table of contents section 9.0 Section 9.0

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Page Hydraulic Track Tensioning System General

9.1

Functional description

3+4

9.2

Pressure Increasing Valve

9.3

Tensioning Cylinder

9.4

Adjustments / Checks

7–9

9.5

Functional test

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Hydraulic Track Tensioning System Section 9.0 Page 2

9.0

General: Legend for illustration (Z 22453): (62.1 – 62.4) Track tensioning cylinders (M15.3 + M15.4) Bleeder and hydraulic pressure check points at the R.H.- tensioning cylinders. (M15.1 + M15.2) Bleeder and hydraulic pressure check points at the L.H.- tensioning cylinders. (M15.5) Bleeder and hydraulic pressure check point at the bladder accumulator (59.1) for the L.H.-side. (M15.6) Bleeder and hydraulic pressure check point at the bladder accumulator (59.2) for the R.H.-side. (60.1 + 60.2) Membrane accumulator, 1,3 liter (pre-charge pressure 31bar) (54.2) Service shut-off cock for the L.H.-side (54.3) Service shut-off cock for the R.H.-side * "O" = open - "C" = closed (59.1 + 59.2) Bladder accumulator, 5 liter (pre-charge pressure 150bar) (34) Rotary joint L3 (St) Supply line from solenoid valve Y16 over rotary joint port St

The hydraulic track tensioning system ensures automatically the correct track tension. The pilot pressure pumps (7.1+7.2, see hydraulic diagram page 02) will supply oil to all four tensioning cylinders (62.1-62.4). The maximum pressure is limited by the pressure increasing valve (182), one for both sides. The pressure in the tensioning cylinders transmits the required force to move the guide wheels to the front, until the correct track tension is obtained. External forces acting at the guide wheels will be absorbed through the pressure accumulators (60.1 + 60.2, first stage) and (59.1 + 59.2, second stage).

• For information about the preventative track inspection, refer to the Operation and Maintenance Manual.

Functional description on next page

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Hydraulic Track Tensioning System Section 9.0 Page 3

9.1

Functional description: Illustration Z 22454:

• Under normal operating condition the shut-off cock (54.1) located on the valve block (181) in the car body are closed. The shut-off cock (184) located on the valve block (181) in the car body and (54.2 and 54.3) located inside the side frames are open.

The oil flow of the pilot pressure pumps (7.1 + 7.2), filtered by pressure filter (68.1) enters port "P" of the solenoid valves Y16 via hydraulic line L3 and the rotary joint to the track tensioning valve block (181) in the car body. If solenoid valves Y16 is actuated (i.e. pressure at sensor B48), the oil flows (X2-pressure with 35 bar) via the pressure relive valve (83), rotary joint (34), the shut-off cock (184) and check valves (180.1+180.2) into the tensioning cylinders (62.1 - 62.4). The resulting force moves the guide wheels toward the front, until the correct track tension is obtained. Simultaneously the system is connected to the pressure increasing valve (182). External forces acting at the guide wheels will be absorbed through the pressure accumulators (60.1 + 60.2, first stage) and (59.1 + 59.2, second stage). Purpose of the pressure increasing valve The two system pressures • 35 bar with engine stopped • 315 bar with engine running are controlled by the pressure increasing valve as follows. With stopped engine and switched off ignition there is no pilot pressure (X2) at the pressure increasing valve (182) and only the lowest adjusted pressure of 35 bar remains in the system. As soon as the engine has been started, the pilot pressure (X2) of 35 bar act on the pressure increasing valve. As a result the system pressure can rise to the adjusted pressure of 315 bar.

continued

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Hydraulic Track Tensioning System Section 9.0 Page 4

Cont'd.: 9.1

Functional description: Illustration (Z 22454): Cushioning Function When the tensioning cylinders (62.1 - 62.4) are moved in by external forces, the none return valves (179.1 + 179.2) will be closed. A certain amount from the displaced oil of the tensioning cylinders is taken up by the pressure accumulators. First stage:

at a pressure higher than 31 bar, is taken up by the side frame accumulators (60.1.1 + 60.2).

Second stage: at a pressure higher than 150 bar, is taken up by the center section accumulators (59.1 + 59.2). The system pressure can rise up to 315 bar pressure increasing valve (182) setting. With reduction of external forces, the oil is pushed back by the accumulator pressure into the tensioning cylinders. If the displaced oil volume was higher than the accumulators could take up, oil is added from the pilot pressure circuit (X2), as soon as the pressure in the lines to the tensioning cylinder is lower than 35 bar.

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Hydraulic Track Tensioning System Section 9.0 Page 5

9.2

Pressure Increasing Valve

• The pressure increasing valve is a remote controlled pressure relief valve.

Legend for illustration (Z 21846): (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11+12) (13+14)

Pilot valve with valve seat Valve poppet Compression spring Main valve with sleeve Main piston Closing spring Set screw - low pressure 35 bar Set screw - high pressure 310bar Piston Pin Jet bore Lock nut

Function: The valve poppet (2) is connected via the jet bores (11) and (12) with the P port. If static pressure increases above the set pressure value, the valve poppet (2) opens and allows oil to flow freely to tank (T1). This oil generates a pressure drop in the spring chamber of the main spool, the closing force of the spring (6) is cancelled, and the main piston (5) opens to allow the pump flow to flow to tank (T2). Damped opening and closing is obtained by the throttled volumetric change. By applying external pressure of Pst max = 60 bar to the main spool (9) via port X, the pre-tensioning of the pressure spring (3) is increased by the amount of the piston stroke "S" and system pressure is increased correspondingly. The setting is fixed by means of the setting screw (7) and lock nut (13); 1 turn of the screw ~ 150 bar.

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Hydraulic Track Tensioning System Section 9.0 Page 6

9.3

Tensioning cylinder: Legend for illustration (Z 21929): (1)

Cylinder tube

(2)

Piston

(3)

Piston guide ring

(4)

Piston guide strap

(5)

Seal ring

(6)

O-ring

(7)

Scraper

(8)

Retracting device

(M) Bleeder port (P)

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Oil supply

• Maximum permissible piston stroke 350mm! During bench test an external stroke limitation must be used!

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Hydraulic Track Tensioning System Section 9.0 Page 7

9.4

Adjustments / Checks Legend for illustration (Z 22455): (182) (54.3) (54.2) (59.2) (60.2) (MRV)

Pressure increasing valve Service shut-off cock for the R.H.-side Service shut-off cock for the L.H.-side (not illustrated) Bladder accumulator 150 bar Accumulator 31 bar Main relief valve – Operating pressure of main control block I

(M12.4)

Pressure check point – Operating pressure of main control block I

(M15.6)

Bleeder and hydraulic pressure check point at the bladder accumulator (59.2) for the R.H.-side.

(M15.5)

Bleeder and hydraulic pressure check point at the bladder accumulator (59.1) for the L.H.-side (not illustrated).

(M15.3)

Pressure check point - track tensioning system operating pressure – R.H.

(62.3+62.4)

Track tensioning cylinder R.H.

Checking / Setting the pressure increasing valve Pre-conditions: Correct MRV, SRV and pilot pressure setting and the system must be free of air. The description is only for the R.H. track. The same procedure applies also for the L.H. side. Basic Adjustment: 1. Connect a pressure gauge (min.400 bar) to check point M12.4. 2. Start the engine and let it run with max. speed. 3. Increase the MRV-setting (Block I), ~ 330 to 340 bar. 4. Switch OFF the engine, open cock valve (54.1) to allow pressure relieve of the R.H. track, and close it again. continued

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Hydraulic Track Tensioning System Section 9.0 Page 8

Cont'd.: 9.4

Adjustments / Checks 5. 6. 7. 8. 9. 10.

Move the pressure gauge from M12.4 to M15.3 Connect pressure check point M12.4 with pressure check point M16.1, using a long pressure gauge hose. (required for the oil supply) Disconnect the pilot pressure line at port X of the pressure increasing valve (182) and close the hose (P) ith a plug. Loosen lock nut (4) of the pressure increasing valve and screw in set sleeve (5) until piston (1) comes to stop. (substitution of X2 pressure) Start the engine and let it run with max. speed. Stall the hydraulic with the bucket filling function (bucket cylinders completely extended) and observe pressure at check point M15.3. A pressure of 315 + 5 bar must reached within a time period of 10 – 15 minutes and must remain at this value. The maximum pressure will be shown only after the accumulators are completely filled with oil. When the pressure reaches the pre-charge gas pressure ( 31 bar and 150 bar) the gauge pointer moves slower depending on the gas compression.

If the gauge shows a lower or higher value the pressure increasing valve must be adjusted. Setting procedure, high pressure stage (Valve 58.2) a) Loosen lock nut (2). b) Adjust pressure with set screw (3). c) Secure adjustment by tightening lock nut (2). d) Re-check pressure setting. 11.

The low pressure setting of the pressure increasing valve must now be reset (with the pilot pressure line at port X still disconnected): Setting procedure, low pressure stage (Valve 58.2) a) Stall the hydraulic with the bucket filling function (bucket cylinders completely extended) and observe pressure at check point M15.3. b) loosen lock nut (4) and turn set screw (5) ccw until gauge at check-point M15.8 shows 35 bar. c) Tighten lock nut (4). d) Re-check pressure setting. continued

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Hydraulic Track Tensioning System Section 9.0 Page 9

Cont'd.: 9.4

Adjustments / Checks 12. 13.

Switch OFF the engine and open cock (54.1) to allow pressure relieve. Re-connect the pilot pressure line to port X of the pressure increasing valve (182). Remove the pressure gauge hose between pressure check point M12.4 and pressure check point M16.1. Close the cock (54.1). Re-set MRV to 310 + 5 bar after the check / adjustment is finished.

13. 15. 16.

9.5

Functional Test After all adjustments are finished, do the following: a) Bleed all air from the system b) Place shutoff and pressure relief cocks into correct operating position. c) Connect pressure gauge to check point (M15.3). d) Start engine and let it run with max. speed. e) Travel approx. 10 m with the shovel. The pressure should be rise to a higher value. f) Stop the engine. g) The pressure must drop to 35 bar. If the pressure remains at a higher or lower pressure*, re-adjust the low pressure setting at the pressure increasing valve (182) is necessary.

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The pressure may drop below 35 bar after a longer time, this is o.k. because of internal leakage.

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Access ladder hydraulically operated

Section 10.0 Page 1

Table of contents section 10.0 Section 10.0

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Page Access ladder hydraulic operated 10.0 General

10.1

3+4

Function of hydraulic operated access ladder

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Access ladder hydraulically operated 10.

Section 10.0 Page 2

Access ladder hydraulic operated General

legend for Illustration Z22494 (A) Access ladder in lowered position (B) Access ladder way to upper position (C) Stop bar (Z) Hydraulic cylinder (S84) Ladder control switch (S84A) safety switch for lowering (pull switch) (S22) Control sensor : Cut off the pilot control system and actuation of the slew brake with ladder in lowered position. (S91) Monitor and control sensor: It monitors the ladder position and controls the moving speed of the ladder. In case the sensor (S22) fails, the sensor (S91) prevents unintended movement of the ladder .

The access ladder is hydraulic driven by the hydraulic cylinder (Z) via the max. 60 bar X4 pressure. The ladder can moved up or down by switch S84. Only by engine running the ladder can move up in the upper position.. The lowering movement is possible by hydraulic force with engine running or by gravity with engine stand sill.

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If the ladder is out of the upper position the pilot control is blocked and the swing brake is active. The ETM in the cab shows a message.

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Access ladder hydraulically operated 10.1

Section 10 Page 3

Function of hydraulic operated access ladder illustration (Z 22495):

Legend: (7.1+7.2) (84.1+84.2) (68.1) (70.1) (70.2) (162.3 – 5) (171) (174) (172) Y125 Y123A Y123B

Pumps Check valves Filter with filter monitoring switch B22 Pressure relieve valve (60 bar) Pressure relieve valve (35 bar) Check valves Pressure relieve valve (70 bar) Ladder cylinder Orifice Solenoid valve: lower speed limit Solenoid valve: ladder up Solenoid valve: ladder down

The engine is running Additional to the hydraulic diagram Z22495 use the electric diagram on next page The pumps (7.1) and (7.2) are delivering oil through filter (68.1) to port P of the solenoid valve Y123A/B and the pressure relief valve (70.1) port A. The pressure relief valve (70.1) maintains the adjusted pressure of maximum 60 bar. If the solenoid valve Y123 A or B is energised the oil flows to the ladder cylinder and the ladder will go up or down. The pressure relief valve (171) limits the pressure of the ladder cylinder to 70 bar. The return oil flows to the solenoid valve Y125. By movement of the ladder it is energised. The oil flows unhindered to the tank. A short way before the ladder reached one of the end positions a sensor (S 22 – in up position; S 91 – in down position) de energised Y125 and the back oil must pass orifice (172). By the resistance the ladder motion will be slowed down. If the ladder is in the “Up – position” the sensor S22 is active and de-energised Y125 and de-energised Y123A. The cylinder of the ladder is in this position always charged with pressure. If the ladder is in the “down – position” the second sensor S91 is active and deenergised all solenoids (Y125; Y123 A+B) and the ladder is blocked. continued 10.06.02

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Access ladder hydraulically operated

Section 10.0 Page 4

Cont'd: The engine is out and the ladder is in the “Up – position” With activated switch S84 to position 2 (ladder down) solenoid valve Y123B and relay K132 are active. Y123B opened the piston side of the cylinder to the tank and K132 activate Y125 that the oil can flow without resistance to the tank. Now the ladder can move down only by its own mass (gravity). It is possible the operator have to push the ladder slightly until it starts moving down by its own weight. The rod site of the cylinder receives oil via anti-cavitation valve (162.3). It is no key contact necessary this function is direct supplied to the battery via fuse F17. There is an additional pull switch S84A below the ladder support. With this switch the ladder can moved down from the ground.

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• Make sure the moving range of the ladder is clear of all persons before raising the ladder. Stop raising the ladder by releasing the control switch (S84) if there are any obstacles in the moving range of the ladder. • Mount the ladder only in completely lowered position. • Do not lift persons or objects (tools) with the hydraulic access ladder. Serious injury or death can be the result.

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Hydraulic operated refilling arm

Section 11.0 Page 1

Table of contents section 11.0 Section 11.0

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Page Hydraulic operated refilling arm 11.0 General

11.1

Function

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Hydraulic Oil Reservoir

Section 11.0 Page 2

11.0 Hydraulic operated refilling arm General

Legend for Illustration Z22496 (A) Refilling arm (B) Control switch (pull switch) (B) Hydraulic cylinder (D) Limit switch S23 (7.1+7.2) Pilot Pump (68.1) Pilot filter with filter monitoring switch B22 (70.1) Pressure relieve valve (60 bar) (70.2) Pressure relieve valve (35 bar) (162.1+161.22) Check valves Y124A Solenoid valve: refilling arm up Y124B Solenoid valve: refilling arm down Y125C Solenoid valve: security valve “refilling arm locking” (163) Hydraulic cylinder The excavator is equipped with a central refilling system for easy service and maintenance. One part of this system is the movable refilling arm. This arm is hydraulic driven by the hydraulic cylinder (C) and mounted below the power frame. The refilling arm can moved up or down by pull switch S23. For correct operation of the refilling arm see OPERATION MANUAL:

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If the refilling arm is out of the upper position the pilot control is blocked and the swing brake is active. The ETM in the cab shows a message.

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Hydraulic Oil Reservoir

10.1

Section 11.0 Page 3

Function of hydraulic operated refilling arm illustration (Z 22496):

Legend: (A) (B) (B) (D) (7.1+7.2) (68.1) (70.1) (70.2) (162.1+161.22) Y124A Y124B Y125 (163)

Refilling arm Control switch (pull switch) S87 Hydraulic cylinder Limit switch S23 Pilot Pump Pilot filter with filter monitoring switch B22 Pressure relieve valve (60 bar) Pressure relieve valve (35 bar) Check valves Solenoid valve: refilling arm up Solenoid valve: refilling arm down Solenoid valve: security valve “refilling arm locking” hydraulic cylinder

The engine is running Additional to the hydraulic diagram on illustration Z22496 use the electric diagram. The pumps (7.1) and (7.2) are delivering oil through filter (68.1) to port P of the solenoid valve Y124A/B and the pressure relief valve (70.1) port A. The pressure relief valve (70.1) maintains the adjusted pressure of maximum 60 bar. If the solenoid valves Y124A together with solenoid valve Y124C is energised pressurised oil flows to the arm cylinder piston side and the refilling arm will move up. If the solenoid valves Y124B together with solenoid valve Y124C is energised pressurised oil flows to the arm cylinder rod side and the refilling arm will move down. Solenoid valve Y124C act as a security lock to prevent a uncontrolled down moving of the refilling arm. This valve is a special 100% leek oil free valve. All solenoid valves Y124A,B and C are PLC controlled. Control switch B (S87) is connected to the PLC and act as a remote control. The refilling arm can only moved down or up with activated key contact (key switch S1 in the cabin). Only down moving is possible by gravity with engines stand still.

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Hints for reading the Electric Circuit Diagram

Section 13.0 Page 1

Table of contents section 13.0 Section 13.0

Page Hints for reading the electric circuit diagram 13.1

Designation of electrical devices

13.2

Symbols

3+4

13.3

General information

5+6

13.4

Reading a circuit diagram

7+8

Hints for reading the Electric Circuit Diagram

Section 13.0 Page 2

13.1 Designation of electrical devices

Indicating letter A B

C D E F G H K L M N P Q R S T U V W X Y Z

Kind of component System, subassembly, parts group, trigger boxes, control units Transducer for conversion of non-electrical variables to electrical variables, and vice versa. Speed sensors, pressure sensors, pressure switches, oil-pressure switches, temperature sensors Condenser, capacitor, Condensers and capacitors, general Elements with time lag, memory elements, binary elements Various devices and equipment Protection device Fuses, current protection circuits Power supply, generator Batteries, generators, alternators Monitor, alarm, signaling device Indicator lights, signal lights, headlights, warning buzzers, horn Relay, contactors Inductor Coils, windings Motor Regulators, amplifiers Measuring instrument High voltage switching units Resistors, heating devices Switches, selectors Transformer Modulator, converter from one electrical in an other electrical value Semiconductor, electron tubes, diodes, rectifiers, zener diodes Transmission path, conductor, antenna Terminal, Plug, Plug and socket connection Electrically actuated mechanical device Solenoid-operated valves Compensating units, filters, limiters cable connection

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Hints for reading the Electric Circuit Diagram

Section 13.0 Page 3

13.2 Symbols Legend for illustration (Z 21816): Our common used symbols in accordance to VDE/IEC (Association of German Electrical Engineers DIN 40710 - 40716 and the International Electrical Commission) differ for the most part from the symbols in accordance to JIC/ASA (Joint Industrial Concil and American Standard Association) USA and Canada JIC EMP-1-1967 and ASA 2 32-3). For this reason the following comparative chart. 1) Normally open contact

2) Maintained contact

4) Normally closed contact

7) Manual operated switch isolator, disconnect switch 10) NC contact with time lag

8) Foot-operated push-button switch 11) Multi-position switch selector

13) Contacts with time lag

14) Resistor general

16) Battery

17) Tapped resistor

18) Voltmeter

19) Inductive resistance

20) Continuously adjustable, general

21) Recording instrument

22) With iron core

23) Adjustable in steps

24) Signal lamps pilot lights

25) Continuously adjustable

26) Potentiometer rhesostat

27) Operating coil solenoid

28) Transformer

29) Capacitor general, continuously adjustable

30) Rectifier, semi conductor

Push-button switch

3) Single pole two way contact break before make 6) Limit switch NO contact NC contact 9) Pressure operated switch 12) Indicating instrument (general) symbol 15) Ammeter

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Section 13.0 Page 4

13.2 Symbols Legend for illustration (Z 21817): 31) Rectifier bridge

32) Thermal over load limit

33) Phase, 4-wire system

34) Current transformer

35) Undervoltage relay

36) Junction of conductors

37) Voltage transformer

38) Temperature relay

39) Junction

40) Circuit interrupter

41) Contactor

42) Terminal

43) Circuit breaker, three phase

44) Generator (G)Motor (M)

45) Terminal

46) Thermal over- ground, load protection

47) 3-phase-motor

48) Earthing, general

49) Magnetic over- socket current protection

50) 3-phase squirrel cage

51) Plug and

52) Slipring motor

53) Fuse with bolted contacts

54) 3-phase squirrel cage induction motor in Star-delta starting 55) Two speed motor (tapped windings) (for ex. 8 to 4 poles)

55) Thermal overload relay

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Section 13.0 Page 5

13.3 General information Legend for illustration (Z 21823): Komatsu circuit diagrams Each sheet has the following information in the bottom right hand corner: Diagram Number example: 897 844 40 Machine Type example: PC4000-6 Sheet Number and Total Number of sheets 01/63 - 02/ . etc. Each sheet is numbered from 8 (at the left corner) to 1 (at the right corner) along the top and bottom lines, and lettered down from F (at the top) to A (at the bottom) along the left and right side lines. This coordinate system enables you to find components easily. On the table of contents, page one, the individual circuits are listed up with the respective page number. Example: The circuit for the superstructure lighting is shown on page 39. Pages number two, three and four are cross reference lists of component codes related to page numbers. Example: The relay with the component code “K1-1” is shown on page 8. On page five is a list of answers to frequently asked questions (FAQ) concerning abbreviations, function of components (e.g. time relays) mathematical symbols etc. used in the diagram. All electrical components are connected via cable harnesses to the main switch board “X2”. There is only one Plug connector in between, which is always located close to the respective component like sensors, solenoids etc. All 24 volt wires are blue and have a printed code (every 10 cm) at each end of the wire. (see illustration) The first part of the code shows the required connection and the second part gives the information what is connected at the other side of the wire. Example: going to coming from coming from going to

X2S 45

= X2-Board, terminal group “S” = Terminal No 45

Y136 = Plug connector to solenoid .1 = Terminal 1 of connector

All circuits are shown currentless and all relays and switches are in neutral position.

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Section 13.0 Page 6

13.3 General information Legend for illustration (Z 21824): Explanation of the Drawing Concept (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)

Drawing number Sheet number / quantity of sheets Designation of drawing Designation of component or assembly Column (vertical sections) Lines (horizontal sections) Component symbol Neutral wire / machine ground Designation of phase Phase strip Terminal strip and terminal Cable plug and pin number Relay coil Relay contacts, partially with detailed information Cross reference for the continuation, Page / Column Indication where the relay contact opens or closes

Location of the Main Terminal Boxes (X1) Dashboard inside the cabin (X2) Main switch board inside the cab base (3E14-1) Electronic control module (ECM- Quantum) left bank of the engine (3E54-1) Electronic control module (ECM- Cense) flywheel end of the engine

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Section 13.0 Page 7

13.4 Reading a Circuit Diagram. Legend for illustration (Z 21825):

• Examples are shown by sectional drawings out of the electric circuit diagram 897 844 40 page 08. (1)

Section F8 / sheet 08 The hint F11/06.1 indicates that the wire from F11 is continued on sheet 06 column 1.

(2)

Section C4 / sheet 08 Shown is the relay coil K51-1 only and not its contacts. The contacts are shown somewhere else in the diagram. Switching and contact positions are shown below at the foot of that particular circuit in row C-C as shown below.

Example for K51-1: 08.5 : : :

1 5 2 6 3 7 4 8

9 10 11 12

opens on sheet 8 section 5 when relay is energized Not used Not used Not used

When diodes are fitted to a relay, they are fitted to allow a current flow in one direction only. An LED* (Light Emitting Diode) indicates a current flow if it lights up. When diodes ** are fitted anti-parallel to a relay coil, they absorb the high induced voltage caused by making and breaking the current flow through the coil. This occurs each time we operate a switch supplying current to the coil. The diode effect allows the induced current to circulate within the coil windings and decay when the energy to the coil is cut. * **

LED between A1 and coil Diode between A1 and A2.

(3)

Section F7 / sheet 08 Connectors and Terminals are identified by a letter and number code. X2 o 23-28 = Terminal box X2 Terminals 23 to 28 are linked with a metal bridge. continued

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Hints for reading the Electric Circuit Diagram

Section 13.0 Page 8

Cont.: 13.4 Reading a Circuit Diagram. Legend for illustration (Z 21826): (4)

Section E 1 sheet 08 The components have a letter and a number prefix, and these are explained below in rows A and B. Components are depicted in a system unique to VDE/IEC (Association of German Electrical Engineers DIN 40710-40716 and the International Electrical Commission) or to KMG standard. S27 = Toggle switch (with non-automatic return)

F11

F11 / 10.5 =

Power line F11, comes from circuit breaker F11, sheet 08 section 8 and continues on sheet 10 section 5.

S27 / 20.7 =

Line S27, comes from switch S27, sheet 08 section 1 and continues on sheet 20 section 7.

Circuit breaker (24V power supply)

Function: If switch S27 is actuated, terminal A and B are connected and 24VDC will energize the coils of K121 and K121a on page 08 and simultaneously via line S27 a digital input to the PLC on sheet 20 section 7. Now the machine can be operated in emergency mode and a warning text appears on the display.