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Service Instructions Atlas Copco WagnerInc.


Section 1 Introduction

Introduction

Service Manual

Description

Wagner Scooptrams

This manual is intended to be used in conjunction with the Operator’s Manual and Parts Catalog for this vehicle. Use only Wagner approved replacement parts when servicing Wagner products.

The Wagner Scooptram consists of a Power Frame and a Load Frame connected by an articulating joint that permits 45-degree turns, in combination with an oscillating joint that permits the units to tilt relative to each other to accommodate uneven surfaces.

This manual provides you with a generalized overview and theory of operation of various components and systems on the scooptram. It also covers all routine service by service hour maintenance interval .

The Power Frame includes the diesel engine and a powershift transmission. The canopy has been approved by U.S. government authorities and satisfies FOPS standards in accordance with pamphlets ISO 3471 and SAE J1040C.

By using this manual you will be able to understand how complex systems work, how to troubleshoot problems in operation, and how to safely and effectively remove and replace worn or damaged components.

The boom, the bucket, and the front axle are mounted on the load frame. The bucket may be either of a standard design or an eject-o-dump design consisting of a push plate assembly controlled by the operator.

This manual does not deal with component rebuilding. Wagner recommends that component level repair be conducted through Atlas Copco’s worldwide dealer network.

The entire vehicle is designed for maximum durability and easy maintenance.

E-O-D™, Rock Torque™, Rock Tough™, SAHR™, Scooptram ®, Scoopy™, and Teletram® are trademarks of Atlas Copco Wagner Inc.

© 1995, Atlas Copco Wagner Inc. P.O. Box 20307 • Portland, OR 97220-0307 • USA

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69 Removing the Cooling System Package 69 Removing the Transmission Oil Radiator 70 Removing the Transmission Oil Tube and Shell Heater/Cooler 70 Removing the Engine Coolant Radiator 70 Removing the Purifier 71 Removing Fuel Filters 71 Removing Fuel Valves or Lines 72 Removing Fuel Tank 72 Electronic Engine Control System 73 Removing the Engine Package 73

Safety 13 General Safety Precautions 14 Safety During Maintenance 14 Parking the Scooptram and Stopping the Engine 16 Burn, Fire, and Explosion Prevention 16 RollOver Protective Structure (ROPS) and Falling Object Protective Structure (FOPS) 17 Tire and Wheel Safety 17 Safety Signs 17

Power Train 77 Transmission System 78 Torque Converter Theory Of Operation 80 Transmission & Torque Converter 81 Transmission Control Valve 82 Transmission Charge Pump 83 Transmission/Converter Oil Filter 83 Transmission/Converter Oil Cooler 83 Auxiliary Cooling Pump 83 Transmission Modulator Valve 84 Drivelines 87 General Maintenance Information 88 Wheels And Tires 92 Type of Differential 94 Removal & Replacement 95 Transmission Cooling System 95 Removing the Transmission 95 Axles 100 Tire Demounting And Mounting Procedures 101 Inspection 104 Wheel Nut Torque 109 Operating Precautions 109 Recapping 110 Tire Storage 110

General Maintenance 19 Independent Oil Analysis 20 Electric Welding 20 Hydraulic System Cleanliness 21 Daily or Shift Schedule (Walk-Around) 21 50 - 100 Hour Maintenance Schedule 28 250 Hour Maintenance Schedule 32 400 Hour Maintenance Schedule 33 1000 Hour Maintenance Schedule 38 2000 Hour Maintenance Schedule 45 4000 Hour Maintenance Schedule 45 Fuel System 48 Fuel System Components 48 Typical Deutz Fuel System 52 Typical Detroit Diesel Fuel System 53 General Maintenance Information 54 Engine Oil System 55 System Operation 55 55 System Components 55 Air Supply System 58 Air Cleaner Operation 58 Air Exhaust System 60 Cooling System 68 Engine Accessories Removal & Replacement

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Section 6 Frame 111

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Removing the bucket 112 Removing the boom 112 Separating the Load Frame from the Power Frame 113 Stops 118 Installation 119

System Checks & Pressures 146 Brake System 146 SAHR Brake System Operation 147 System Pressures & Flows 149 Brake System Components 149 SAHR Brake 149 Park Brake Control Valve 150 Park Brake Relay Valve 151 Secondary Mode Pressure Switch 151 Accumulator Pressure Gauge 151 Foot Pedal Control Valve 152 Emergency Tow System 153 Emergency Tow System Components 154 Hand-Operated Hydraulic Pump 154 Relay Override Button 154 Hydraulic Check Valve 154 Brake Cooling System 155 System Operation 155 Brake Cooling System Components 157 65 PSI Check Valve 157 Hydraulic Oil Cooler 157 20 PSI Check Valve 158 Sump Cooled Brake Assembly 158 Multi-disc Liquid Cooled Brake Assembly 158 Hydraulic Throttle System 159 Throttle Treadle Valve 160 Throttle Control Cylinder 160 System Schematic 160 General Maintenance Information 161 Servicing After Overhaul 161 Level of Oil in Reservoir 162 Importance of Cleanliness 162 Oil Changes 163 Oil Storage and Handling 164 Prevention of Foaming 165 Hydraulic Oil Change After Failure 165 Troubleshooting 168 Basic Causes of Hydraulic System Failures 168 Eliminating Air From the System 169 Checking for Component Failure 170

Section 7 Hydraulics 123 Hydraulic System 124 Theory of Operation 124 Pumps 124 Starting New Pumps 125 Cylinders 126 Accumulators 127 Accumulator Charging Valve 129 Tank and Filters 130 Hydraulic Reservoir (Tank) 130 Oil Filters 130 Internal Filter Cartridge with Indicator 131 Off-line Hydraulic Filter 131 Hoses and Tubing 131 Monostick Steering Schematic 134 Wheel Steering System Schematic 135 Steering System 136 System Operation 136 Flow Amplified Steering 137 Steering Valve 138 SPC50 Steering Control Valve 138 Wheel Steering Pilot Valve 139 Priority Flow Divider Valve 140 Bi-Directional Control Valve 140 Pressure Reducing Valve 141 Pressure Relief Valve 141 Cushion Valve 141 Demand Valve 142 Dump and Hoist System 143 Dump and Hoist Components 144 Pilot Control Valve 144 Pilot Pressure (Sequence) Valve 144 Main Control Valve 145 Load-check valve function: 146

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Checking Hydraulic Systems for Leaks 170 Leak Problem Areas 171 SAE 4-Bolt Split Flange Connection 173 Pipe Thread Leaks 174 Removal and Replacement Procedures 174 Steering Cylinder Removal 175 Dump Cylinder Removal 176 Hoist Cylinder Removal 177 Pump Removal 177 Preparation for trial run 178 Trial Run 178

Fire Suppression System 202 Actuator 204 Cartridge Receiver/Expellant Gas Cartridge 205 Dry Chemical Tank 205 Nozzles 205 General Maintenance Information 205

Troubleshooting 207 Engine 208 213 215

Electrical 181

Appendix 231

Theory of Operation 182 Electrical Ladder Diagram 182 Electrical Wiring Diagram 183 Electrical System Components 183 Wiring Harnesses 183 Master (Battery Isolation) Switch 183 Component Box 184 Park Brake Switch 184 Charging & Ignition System 184 Instrument Panel and Controls 186 Light System 186 Horn and Alarm Systems 186 Options 187 Engine System 187 Transmission System 187 General Maintenance Information 188 Batteries 188 Factors affecting battery life 191 Detecting Potential Failures 192 Cell charge test 193 Using Battery Booster Cables 194 Storage Of Lead Acid Batteries 194 Alternators 194 Removal and Replacement 195 Electrical Glossary 196

Specifications 232 Pressure Settings 259 Electrical System 264 Batteries 265 Recommended Torques SAE (U.S.) 266 Recommended Torques SAE (Metric) 267 Fluids and Lubrication Specifications 268 Diesel Fuel Specifications 268 International Fuel Specifications 268 Fuel Oil Selection Chart 269 Lubricating Oil Specifications 270 Engines 270 Transmissions and Converters 271 Axles 271 Viscosity Grade / Ambient Temperature Charts 272 Wagner Hydraulic Fluid Specifications 274 274 Grease Specification 275 275 Coolant Specifications 275 Water Quality 275 Antifreeze 276 Cross Reference List 276

Miscellaneous Systems 201

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This safety alert symbol means Attention! Become Alert! Your Safety Is Involved. All personal safety messages in this manual and the safety decals on the vehicle are identified by this symbol.

General safety precautions are listed in the safety section of this manual. Specific safety precautions are put in the body of the manual where specific hazards exist. Safety signs are also put on the vehicle to warn against potential exposure to hazards that can be incurred during the reasonable use or operation of the vehicle.

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The safety messages that are shown in this manual include a signal word. That word shows the degree or level of hazard. The signal words are DANGER, WARNING, and CAUTION.

All possible circumstances that may involve a potential hazard can not possibly be included in this manual. Therefore, you must make a judgement that an operation, service procedure, etc., will be safe for you and others around you. If you damage the vehicle, know that something is not adjusted correctly, or know there are missing parts, make sure that the damage, adjustment, or missing parts are repaired, adjusted, or replaced before you continue to operate.

DANGER indicates an imminently hazardous situation that, if not avoided, will result in death or serious injury. WARNING indicates a potentially hazardous situation that, if not avoided, can result in death or serious injury. CAUTION indicates a potentially hazardous situation that, if not avoided, can cause minor or moderate injury.

Read the safety messages in this manual, the safety signs on the vehicle and the safety manual provided with the vehicle. Make sure that all warning signs are in place, and that they are clean and legible.

IMPORTANT indicates information to the operator that may prevent potential damage to the vehicle.

A warning sign locator diagram is included later in this section. See the Parts Catalog for part numbers if you need to replace worn or missing signs. Contact your Atlas Copco Wagner Inc. sales company or authorized dealer if you have any questions.

NOTE indicates information that may be useful to the operator.

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Section 2 Safety

Safety

Service Manual

Wagner Scooptrams

General Safety Precautions

Safety During Maintenance

Before performing any maintenance on the Scooptram, review the following safety precautions. They’re included for your protection.

WARNING: Incorrect maintenance or service can cause injury or death. If you do not understand a procedure, service, or adjustment, contact your Wagner sales company or dealer for more information. ACW 00073 .pict

Always observe the following general safety rules during operation of the vehicle. Also observe the safety rules set forth in the work place and develop additional rules as particular mine applications may require for safe operation. •

Read and carefully follow all instructions as outlined in the Operator and Service manuals.

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Make sure that all operating controls and indicators are functioning properly.

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Never use controls as mounting assists.

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Never stand while operating the vehicle.

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Avoid wearing loose clothing when operating the vehicle or working around engines and other moving or rotating equipment.

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Never allow riders.

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Never leave the vehicle unless the brakes are set.

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Block wheels when parked.

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Never smoke around fuel.

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Always shutdown engine when refueling vehicle.

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Always know the location of the nearest fire extinguisher.

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Check safety system shutdown prior to each shift.

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Watch out for others - They may not be watching out for you.

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Before you service this Scooptram, always put a DO NOT OPERATE tag in the cab on the steering control. If applicable, remove the key from the Scooptram.

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Do not make unauthorized modifications to this Scooptram. Before you drill holes, cut, or weld on this Scooptram, always contact your AtlasCopco Wagner sales company or dealer for authorization first. Before you perform service, always wear the correct protective items. Face protection, safety shoes, heavy gloves, etc. may be required. Wear eye or face protection when using a hammer. Chips or debris can cause eye injury. When driving hardened pins, use a hammer with a soft face. If you must perform service under the Scooptram, always engage the parking brake and block the front and rear of each wheel.

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Never enter the articulation area of the Scooptram unless you have first installed the articulation locking bar.

Keep your hands and body away from the leak. If this fluid is injected into your skin, see a doctor immediately and have the fluid removed.

Always consult the proper section of the service manual before performing maintenance.

Stay away from rotating or moving parts. Make sure to re-install guards over all exposed rotating parts.

Perform maintenance in a safe area away from vehicle traffic, with a stable roof area and adequate ventilation. The vehicle should be on level ground when performing maintenance. Before you start, make sure that the wheels are blocked.

Never work under a raised hood unless the hood is secured with a prop bar. Wear protective glasses, clothing, hard hat, respirator, or other protective items when necessary.

Before performing any maintenance in the articulation area of the vehicle:

Insulate all electrical connections and disconnected wires

1. Make sure the articulation (swivel) locking bar is connected between the load frame and power frame to prevent the vehicle from articulating.

Pressurized air for cleaning the vehicle should not exceed 30 psi (20 kPa). Wear protective face shield and clothing. Use proper tools. Replace broken or damaged servicing equipment.

2. Remove the key from the OFF/ON/START switch, if applicable, and hang a DO NOT OPERATE tag on the switch.

Remove all tools, electrical cords and other loose items from the vehicle before starting

3. Turn the MASTER (battery disconnect) switch to OFF and hang with a DANGER tag.

Locking bar should be re-stowed and secured on pin mounts when work is complete.

Stop engine before adjusting or repairing engine or engine-driven equipment.

Provide a safe and adequate method for waste oil disposal.

If you must service the Scooptram with the engine running, have a second person help you. The second person must be in the operator’s seat during any servicing or adjustment.

Store oily rags in fireproof containers. Do not leave rags on engine.

Wipe up spilled oil.

Never store flammable liquids near the engine. Before performing any work under a raised boom, perform the following:

To prevent hearing damage, wear ear protection devices when working inside an enclosed room with the motor running.

1. Empty the bucket and set the park brake.

Make sure that all pressure is vented prior to working on any fluid system.

2. Place a safety bar under the boom, and have bucket in full dump position.

When you check for a high pressure hydraulic leak, always use cardboard or paper to locate the leak.

3. Shut down the engine.

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4. Turn the on/off and master switches to off position.

WARNING: Hydraulic fluid injected into your skin can cause severe injury or death.

5. Block the wheels.

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Important: Do not attempt to make repairs to components of the vehicle without full understanding of the component and system. Always use the service manual when working on the vehicle.

When working on the Scooptram’s electrical system, always:

Parking the Scooptram and Stopping the Engine

2. Do not short across the battery terminals to check a charge. Sparks can cause an explosion.

When you stop and park the Scooptram, make sure the area is safe and level.

3. Do not weld, grind, or have an open flame near a battery.

1. Make sure the bucket is completely down with the bucket blade on the ground.

4. When you charge a battery, always remove the caps and have good ventilation.

2. Engage the parking brake, stop the engine, put all controls in neutral, and remove the key, if one is available.

5. If the engine must be jump started, refer to the Operator manual for the correct procedure.

3. Release the seat belt.

On water cooled engines, hot coolant in the radiator can rush out if you remove the radiator cap too quickly. Always allow the radiator to cool before removing the cap. Turn the radiator cap to the first notch to vent any pressure in the system. After all pressure has been released, remove the cap.

1. Disconnect the negative (-) battery cable first and when reconnecting, connect the negative (-) battery cable last.

4. Exit the Scooptram. Important: If you must park the Scooptram on a grade, always put the front of the Scooptram toward the bottom of the grade with the bucket up against the sidewall, if possible. Make sure the Scooptram is parked behind an object that will not move. Engage the parking brake and put blocks on the downhill side of each tire.

All fuels and most lubricants are flammable. Always handle with care. Store all oil-soaked rags or other flammable material in an approved protective container.

Burn, Fire, and Explosion Prevention

Always use nonflammable cleaning solvent to clean parts.

WARNING: Batteries contain acid. Severe burns can result if acid comes in contact with your skin or your eyes,. If you do get acid on you by accident, flush with water for at least 15 minutes and see a doctor immediately.

Always have a good fire extinguisher on your Scooptram. Make sure the fire extinguisher is serviced according to the manufacturer’s instructions.

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If your fire extinguisher has been used, always make sure to recharge or replace the fire extinguisher before you operate the vehicle again.

WARNING: Sparks or flame can cause gas from the batteries to explode.

Remove all trash or debris from the Scooptram. Check the engine area, especially around the exhaust.

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If the Scooptram has had a fuel or oil leak, repair the leak and clean the Scooptram before operating.

structural damage, contact your Atlas-Copco Wagner sales company or dealer before attempting any repairs. (See Product Service Bulletin PSB-339.)

WARNING: Ether starting fluid can explode and can cause injury or death.

Do not add attachments to the Scooptram that will cause the total weight of the Scooptram to exceed the total gross weight shown on the ROPS or FOPS label.

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If ether is used to start the engine in cold weather, only use in accordance with the manufacturer’s recommendations. Always use face protection when you use ether starting fluid.

The seat belt is an important part of the ROPS system. Always fasten and adjust the seat belt before you operate this Scooptram.

Note: Atlas Copco Wagner does not recommend the use of ether starting fluid. Before welding or using a torch on the scooptram, always clean the area around your work first.

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WARNING: If you roll this scooptram over and you do not have the seat belt fastened, you may be seriously injured or

killed.

Check the electrical system for loose wires, connections, or frayed insulation. Repair or replace damaged parts.

If you have any questions about the ROPS or FOPS on your Scooptram, contact your AtlasCopco Wagner sales company or dealer.

RollOver Protective Structure (ROPS) and Falling Object Protective Structure (FOPS)

Tire and Wheel Safety ACW 00073 .pict

Your scooptram may have a RollOver Protective Structure (ROPS) or Falling Object Protective Structure (FOPS). Our ROPS are designed to provide operator protection in a rollover by controlling the bending of the structure. The FOPS provides the operator protection from falling debris.

WARNING: Tires and wheels can explode and cause injury or death.

Always keep yourself and others out of the danger areas of tires and wheels. Stand on the rolling surface (tread) side of a tire when you perform service. Always inflate the tires to the recommended pressure. If the tire and wheel assembly is removed from the scooptram, always put it into a tire inflation cage before adding air.

If your Scooptram is so equipped, a ROPS or FOPS label is attached to the exterior of the structure on the forward side. The ROPS or FOPS serial number, Scooptram weights, approval numbers, model number, and engine model and serial numbers are on this label.

Safety Signs

Do not modify a ROPS or FOPS structure. Modifications such as welding, drilling holes, cutting, or adding attachments, can weaken the structure, void the ROPS/FOPS certification, and reduce your protection. If your ROPS or FOPS has

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WARNING: Injury or death can result if a safety sign is missing and instructions are not followed.

Replace all missing or damaged signs. Keep the signs clean. Contact your Atlas-Copco Wagner sales company or dealer for new safety signs. To 07-96

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clean a sign, use only a soft cloth, water, and soap. Do not use solvent, gasoline, etc. Important: The meanings of all safety signs are described in the introduction to the Operator’s Manual. There are also locator diagrams showing the location of all safety signs. (Additional diagrams are provided for European Community [EC] customers, showing the location of all safety guards.) The scooptram should never be operated without all safety signs and guards in place. If a safety or instructional sign is on a part that must be replaced, make sure the same sign(s) is on the new part. Contact your AtlasCopcoWagner sales company or dealer for new signs.

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Section 3 General Maintenance

General Maintenance

Service Manual

General Maintenance Information

equipment condition on an individual or fleet basis.

This section complements and expands upon information contained in the preventive maintenance section of your operator’s manual.

Good records enable maintenance personnel to identify and evaluate problem and/or high cost areas which can then be targeted for improvements or solutions.

Safe, efficient operation of the vehicle depends on the proper maintenance of the engine, drive train, chassis and all related systems.

Good record keeping will identify certain items on the schedules which may need to occur more or less often, depending upon the vehicle’s operating environment.

Regular inspections must be made to see that the all system components are in safe operating condition.

Finally, good maintenance records aid in the planning and scheduling of maintenance and repair procedures, which result in the efficient use of maintenance resources and maximum equipment reliability and availability.

All bolts, nuts, screws, and other fasteners must be in place, properly tightened, and secured. Special care must be taken when making repairs and replacing components. Use only new parts as furnished by Atlas Copco Wagner Inc.

Independent Oil Analysis

Use only new fluids, filters and gaskets and have all mating surfaces clean and in proper condition.

Atlas-Copco Wagner highly recommends the regular use of an oil analysis program. Regular oil analysis can indicate problems and approaching maximum wear limits significantly before they are discovered by system performance checks.

The labeled diagram in your operator’s manual shows all maintenance check points. Because of individual mine requirements, some check points on your vehicle may not be located as shown. If so, consult your supervisor for additional supporting literature.

The objective of a preventative maintenance program is diagnosis and repair before failure. Good sampling techniques and independent laboratory analysis are considered primary elements of a good program.

Record Keeping Good record keeping is essential to a proper maintenance program. Each scheduled maintenance form should be checked off as the inspection or procedure is completed. Quantities of replenished lubricants and fluids, and pressure and flow readings, should be recorded.

Important: Oil analysis is not to be used to determine if oil can be re-used past recommended service life. Change oil during recommended service intervals even when oil analysis shows oil to be up to standards. A comprehensive analysis program can aid in establishing optimum service intervals.

All discrepancies should be recorded whether remedied or pending. Operators and mechanics should sign off forms and return them to maintenance supervisor for approval and retention in a vehicle maintenance file.

Electric Welding Important : Use caution in electric welding on the Scooptram. Serious damage to the engine

Accurately recorded maintenance forms will give maintenance personnel an overview of 20

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Periodic Scheduled Maintenance

control computer and the battery isolator can occur.

Periodic scheduled maintenance is required to keep your vehicle in peak operating condition. Included below is a recommended schedule of maintenance and inspection, based on vendor recommendations and Wagner Service Department experience.

Before any electric welding on the Scooptram, perform the following: 1. Open the battery compartment. 2. Set the MASTER (battery disconnect) switch to the OFF position.

The timely scheduling and completion of these periodic inspections and procedures will determine the availability and reliability of a particular vehicle. Therefore, proper maintenance scheduling is a critical factor in the effective use of maintenance resources and the availability of production equipment.

3. Connect the welding machine ground clamp on the vehicle as closely as possible to the point at which the welding is to be done.

Hydraulic System Cleanliness Important: Foreign matter of any kind will cause problems in hydraulic systems. Absolute cleanliness is essential for all work done on the Scooptram hydraulic systems. Always follow these six primary rules regarding cleanliness in maintenance operations on the hydraulic systems:

All periodic maintenance is designed to be performed in an adequately equipped complete maintenance facility by trained personnel. Each successive schedule builds on the previous schedules. They are cumulative in nature. For example, when performing the 400 Hour maintenance schedule, the mechanic will first perform the Daily/Shift schedule, then the 50/100 Hour and 250 Hour schedules, and finally meet the requirements of the 400 Hour schedule.

1. Steam clean the area of the Scooptram on which the work will be performed. 2. Wipe all hose and pipe connections before opening any connections.

Important: If your mine is operating its vehicle more than one shift per day, the Daily schedule should be performed Each Shift.

3. Remove all loose paint before opening any connections. 4. Plug or cap any hose, pipe, valve, or cylinder immediately after opening a connection.

Daily or Shift Schedule (Walk- Around)

5. Flush any unsealed hose or pipe with hydraulic oil before installing it in the system.

Prior to each shift, the operator (or maintenance personnel) should conduct a thorough walkaround inspection of the vehicle to assure it is in sound condition and can be operated safely.

6. Install all hoses, pipes, valves, or cylinders immediately after unplugging or uncapping connections.

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Debris should be cleaned from the vehicle to minimize wear and damage from abrasive contamination. Regular inspection and care of the vehicle usually results in decreased downtime and greater reliability.

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When the daily shift maintenance and walkaround is performed by the vehicle operator, any defects or problems that are found should be reported to maintenance personnel for correction.

of incombustible materials while awaiting transfer to fuel tanks. Check the primary fuel filter (or fuel/water separator). Loosen the drain cock and drain off water or sediment that accumulates in the bottom of the filter bowl. Tighten the drain cock securely.

Record the hourmeter reading. Keep this meter in good working condition since it will assist you in accurately scheduling preventative maintenance.

Check to see the emergency fuel shut off valve is in the open position. Inspect the secondary fuel filters for leakage or damage. Check for loose fittings or mounting hardware.

Power Train System Checks

Make a visual inspection of the fuel injection pump and injector lines to assure that no fuel leaks are present. Any leakage is not only a potential fire hazard, but also could result in rough running or lack of power. Fuel leaks must be noted and reported.

Safe and efficient operation of the vehicle, including the control of toxic fume emissions, depends on the proper maintenance of the engine and its related systems. Fuel Check that the fuel tank is full at the beginning of each shift. A full tank prevents condensation and keeps water from collecting in the tank.

Drive Belts Check the tension of the drive belts by pressing with a thumb on the belt half way between the pulleys. The belts should not move more than 13-19 mm (1/2 - 3/4 in).

When fueling the vehicle, make sure the area around the filler tube is clean and that the vehicle is sitting on level ground.

Report any loose or worn belt to maintenance personnel. When belt replacement is necessary, belts must be replaced as a complete set. Never replace a single belt since the new belt will carry all the load and fail rapidly.

Always refuel the vehicle with the engine shutdown. Use only diesel fuel recommended by the engine manufacturer that gives satisfactory engine operation. The flash point must not be less than 38 °C (100°F) or the sulfur content greater than .5% by weight. Keep fuel clean. Precautions should be taken to keep the fuel free from dirt and water.

Engine Oil Check engine oil level. The engine lubricating oil should be kept between the FULL and ADD marks on the dipstick.

CAUTION: The surface temperature of hydraulic oil tank can reach temperatures of up to 60 ° C (140° F) after vehicle has been operating. If vehicle has not been allowed to cool down before refueling, spillage of fuel onto tank could result in a flash fire.

It is important that the dipstick is read correctly and only the required quantity of oil is added. To accurately check the oil level, the engine should have been stopped long enough to allow for the oil to drain off engine internal parts (at least 5 minutes for Deutz engines, 10 minutes for Caterpillar engines and 20 minutes for Detroit Diesel engines). This eliminates the possibility of over-

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Important: Failure to promptly add oil when indicated may result in serious engine damage due to piston and bearing seizure.

filling. Too high a level of oil in the sump is often indicated by a smoky exhaust. When checking the oil level, make sure that the area around the dipstick is clean and the vehicle is setting on level ground. Pull out the dipstick, wipe it with a non-fraying rag, push it in as far as it will go and then withdraw it again. The coating of oil should extend to the upper mark. If it reaches the lower mark only, oil must be added immediately. Note: Do not add engine oil until level is below the ADD mark on the dipstick. A major cause of engine oil consumption on a Detroit engine is overfilling the crankcase.

Once the vehicle has been started, record engine oil pressure on Shift Maintenance Report. Air Intake and Exhaust Note: An adequate supply of clean, filtered air is necessary to maintain correct fuel/air ratios, resulting in a cleaner burning engine. Free flow of air to the intake must not be restricted in any way. The maximum pressure drop through the intake system, at full throttle and no load, at 2200 rpm should not exceed specified engine manufacturer’s recommendations. Important: Always service the air filter system with the engine stopped. You can damage the engine severely with dust and debris.

Note: Dipsticks on Deutz engines use both Dot and Dash markings. Dash marks are for checking oil level after engine has been running (2-20 minutes after shutdown).

Dry Type Filters Each shift, check the air cleaner service indicators, usually located at the outlet connection of the filter assembly. The indicator on your vehicle may be one of two types.

Note: On Caterpillar engines with newer dipsticks the correct oil level is indicated by the FULL RANGE zone marked immediately below Full on the dipstick, with the engine stopped. Add oil when the level indicates below this zone, in the ADD OIL portion of the dipstick.

The first has a calibrated scale in inches of water (in. H2O). A Yellow visual reference is also provided to indicate when within specifications. As the air filter becomes restricted with dust, the reading on the scale will increase. The filter should be cleaned or changed when the scale reads above 20 inches or when it indicates Red . Reset the indicator when the element is replaced.

Note: Some engines will have dipsticks with two dots following the words FULL and ADD. Correct engine oil level is indicated between these dots. Do not use the words as indicating marks. Some dipstick may be stamped on both sides of the blade. One side is for checking with the Engine Stopped and the other side is for checking with the Engine Idling — Hot Oil . Be sure to read the correct side of the dipstick as the levels are not the same for the engine stopped and for idling. (Refer to the applicable engine manual for additional guidance.)

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The second type of indicator will show either a Green or Clear window when the filter is clean. The indicator will show a Red window when the filter is restricted. If Red appears in the window, clean or replace the air filter element. Be sure to press the reset button on the indicator. Important: Air filter indicator can be damaged if stepped on. Care should be taken when working around air filter housing.

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Oil Bath Filters

Exhaust Water Scrubber

Each shift before starting the engine, the precleaner bowl on vehicles equipped with oil bath air cleaners must be emptied of any accumulated dirt or dust. In extremely dusty conditions, the pre-cleaner may have to be emptied more often. Never allow the plastic bowl to become more than half full.

Note: Some vehicles may be equipped with a batch type exhaust scrubber. The water make-up tank should be refilled at the start of each shift and again throughout the shift, as necessary. When refilling the scrubber tank, it should be filled to approximately the level of the perforated plate visible inside the tank.

Depending on operating conditions, the Oil Bath filter may require cleaning and re-filling.

Important: Do not overill the scrubber. Overfill will result in large amounts of water thrown out of the scrubber when the engine is started, and can result in excessive back pressure in the engine.

1. Remove the oil bowl and filter element. Be careful not to damage the rubber seal. 2. Clean the bowl, and properly dispose of dirty oil and sludge. 3. Rinse filter element in diesel fuel and allow to dry.

Following the end of each operating shift, the scrubber drain plug should be opened and the tank flushed with clean water.

4. Clean filter housing, if required, and inspect rubber seals. Replace, if necessary.

To do this:

5. Fill the oil bowl with clean engine oil to the mark indicated on the bowl, insert the filter element, and re-install in housing.

1. Remove filler cap (or plug) and open drain valve (or plug) on scrubber tank. 2. Insert water hose into filler hole and flush out tank with clean water under pressure. Continue flushing until sludge and solid deposits are removed and the draining water is clear.

Note: Engine should be shutdown for at least 10 minutes prior to servicing filter. Intake Piping and Hoses Check all clamps for tightness and visually inspect hoses, piping and rubber connections for cracks and holes.

3. Inspect zinc anode attached to the filler cap (or plug). Replace as necessary.

Evacuator Valve

4. Close the drain valve (or reinstall the plug) and fill the tank.

Check and clean the evacuator valve before every shift.

5. Replace the filler cap (or plug) and refill the scrubber tank.

Press sides of rubber valve to allow discharge of dust or dirt.

Engine Coolant

Make sure there is no obstructions inside the evacuator valve.

On most vehicles the operator is provided with engine high temperature or low coolant indication and protection. However, it is good practice to visually check coolant level prior to each shift.

Check the evacuator valve more often when you operate in severe dust or wet conditions.

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Drive Train System Checks

WARNING : Hot coolant can rush out of the radiator or coolant reservoir and cause serious burns. Check the coolant level only when the system is cool. If you add coolant, turn the radiator or reservoir cap to the first notch and wait for the pressure to release. Remove the cap and add the coolant. ACW0 0073.pict

Torque Converter and Transmission Oil WARNING: Crushing hazard. Operator can be injured or killed if the vehicle’s hydraulic steering is actuated while operator is in the articulation area. Always install the locking bar, pinning it in the Locked position before servicing the vehicle. ACW0 0073.pict

The method for checking coolant level may vary by vehicle, and will depend on the type of radiator and model engine. To check the water /coolant level in the radiator;

Important: The transmission oil level must be checked at operating temperature, approximately 82 - 93° C (180 -200 ° F).

Slowly turn the radiator cap to relieve pressure.

Check that the parking brake is applied.

Remove the cap and view the coolant level. Coolant should be within 13 mm (1/2 inch) of the bottom of the fill pipe.

Engage the transmission in SECOND gear and depress the throttle pedal to achieve a converter stall. Repeat this action until the converter temperature gauge reads 180 ° F.

Vertical Flow Radiator

Note: On some radiators, a sight glass may be provided.

Important: Do not stall the converter for more than 30 seconds at a time. Rapid buildup of excessive heat can damage the seals.

Add clean water/coolant as required. (See specification table for proper mixture.)

Shift the transmission to NEUTRAL. With the engine running at idle, check the transmission oil level:

Cross Flow Radiator Check the water /coolant level in the radiator by viewing the surge tank sight glass. Coolant level should be observable from the upper sight glass. Note: On some vehicles equipped with DDEC Series 60 engines, a sight glass is not always provided. Coolant level is automatically monitored and a low level condition will be indicated by the Red Stop Engine light.

Note: On most vehicles, a dipstick and fill tube are located under a hinged cover at the center of the vehicle, although this may vary. Correct level is at the FULL mark on the dipstick (or upper sight glass). Make sure that the area around the dipstick is clean before checking. Never overfill the transmission.

Add clean water/coolant as required.

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Record Convertor/Transmission oil pressure on Shift Maintenance Report.

WARNING : Do not remove the cap from the radiator. Check and fill through the surge tank only.

Oil Cooler On air cooled engines, the transmission oil cooler should be checked each shift for leaks and buildup of dirt on the cooling fins.

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Wheels and Tires

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WARNING: Crushing hazard. Operator can be injured or killed if the vehicle’s hydraulic steering is actuated while operator is in the articulation area. Always install the locking bar and pin in the Locked position before servicing the vehicle.

WARNING: Tires and wheels can explode and cause injury or death. Always keep yourself and others out of the danger areas of the tires and wheels. Stand on the tread side of a tire when you perform service.

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Check the condition of the bucket and boom stops.

Make a visual inspection of the wheel studs and nuts. Check for loose, damaged, or missing studs and nuts. Report any damage to maintenance personnel for corrective action.

WARNING : Do not walk under the raised bucket. Always make sure the bucket is properly supported, as stated in the operator's manual, before walking or working beneath it! ACW0 0073.pict

Check the general condition of the tires. Check each tire for deep cuts, breaks or loose tread. Look for exposed cord. Report any damage to maintenance personnel for corrective action.

With the bucket raised, visually inspect for leaks, missing hardware, and general condition.

Visually check for proper inflation of the tires. Brakes

Report any visible defects to maintenance personnel prior to operating the vehicle.

Test the service brakes. Place the transmission selector lever in second gear forward and firmly press the service brake pedal and hold. Release the park brake. Slowly press the throttle pedal to the floor. The service brakes should keep the vehicle from moving.

Lubrication Lubricate each grease point shown in the shift maintenance diagram every shift or every 50 hours as indicated. Use a high pressure gun, except as indicated on the lubrication checks.

Test the parking brakes. With the transmission selector lever in second gear forward, push in the park brake knob. Slowly press the throttle pedal to the floor. The parking brakes should keep the vehicle from moving.

The following points must be greased prior to each shift: •

Dump cylinder pins stem and base end pins

•

Hoist cylinder pins stem and base end pins

•

Steering cylinder stem and base end pins

•

Bucket pins

Visually inspect the driveline and the midship area for cracks or missing components.

•

Boom pins

Check for any leaks.

•

Z-link pins

Inspect hoses, wiring, and general condition of vehicle and components.

•

Articulation pins

•

Oscillation bearing

Chassis / Frame Checks

In the articulation area, inspect the condition of the steering stops. Do not operate the vehicle with damaged or missing stops. Check articulation pins are properly lubricated and not missing hardware. 26

On vehicles equipped with automatic central lubrication, check the level of the grease reservoir before each shift.

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General Maintenance

150 amp breakers are equipped with an internal contact that prohibits reset while the fault still exists, even if the circuit breaker is manually held in the reset position.

Check the hydraulic oil level every shift. Park the vehicle on a level surface and put the boom in the LOWERED position with the bucket rolled back on the stops.

The lower amperage (1-40 amp) breakers are “push-pull” which allows for manually isolating particular circuits for troubleshooting.

Stop the engine and allow time for accumulator to bleed down.

All breakers are manually reset. Should an electrical fault occur, try resetting the appropriate breaker. If the breaker cannot be reset, contact maintenance personnel to resolve the problem before continuing operation.

Vent the reservoir by loosening the filler cap (or depressing the bleeder valve) on top of the tank. Check the hydraulic oil in the hydraulic tank with all cylinders retracted. Upper sight glass (or sight gauge) should show the bead floating inside the gauge.

Control System Checks

Report to maintenance personnel if oil does not appear in upper sight gauge.

Once the engine is started, you should conduct the following checks and tests prior to operating the vehicle to make sure the vehicle is functioning properly.

Note: Hydraulic reservoir can be filled either through the filler cap or through a quick disconnect fitting, using the accompanying hose and hand pump, depending on the model vehicle.

Check bucket and boom operation. Actuate the bucket control and hoist control lever. Check for excessive play in the controls. Check for full, free movement of the boom and bucket through their entire cycles.

Vehicles equipped with internal cartridge-type filters have a sight gauge that indicates when service is needed. Vehicles equipped with external return filter assemblies may also have a restriction indicator.

Check vehicle lights. Set the light switches to the ON position and check that the front and rear lights are functioning properly.

Check filter indicators each shift to ensure that hydraulic oil filters are functioning properly. Service is required when the indicator is in the red position. If the gauge shows in change filter zone, report to maintenance personnel for corrective action.

Check the operation of the throttle, transmission and steering controls to make sure they are functioning properly. Check converter/transmission oil pressure. With the engine at low idle (650 rpm) the engine oil pressure gauge should read 11.6-14.5 psi (80100 kPa). At 1200-2500 rpm pressure should be 58-72 psi (400-500 kPa).

Electrical System Checks Check that all circuit breakers and fuses are properly set. An electrical component box containing thermal/magnetic circuit breakers provides primary protection for the electrical system should the first-line load breakers or fuses fail. These 30-

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50 - 100 Hour Maintenance Schedule

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Operate the hand primer pump until you see air free fuel coming out of the plug hole. Note: On Deutz and Caterpillar engines, this is a separate pump with knurled knob. Turn knob counter-clockwise to unlock, before pumping. On Detroit Diesel engines, priming pump is a pushbutton on top of the primary fuel filter.

Note: Operating schedules and weekly vehicle hours vary. Atlas-Copco Wagner weekly maintenance recommendations are usually based on 100 hours. Maintenance personnel should refer to each vehicle or fleet maintenance history file to determine optimum interval.

Install the bleed plug(s) and start the engine. Run at idle speed and check for fuel leaks.

Perform the Daily/Shift maintenance schedule prior to beginning this maintenance schedule.

Continue priming if the engine fails to start immediately.

Clean the vehicle thoroughly, especially the oil coolers and radiator.

CAUTION: When performing any checks or maintenance on the fuel system, be certain to clean up all fuel that has spilled on the engine or vehicle. ACW0 0073.pict

Power Train System Checks Fuel

Engine Oil

Replace the fuel filters every 100 hours of operation.

Engine oil and engine oil filter should be changed after every 100 hours of operation.

Wipe clean the exterior of both fuel filters and the area around each filter.

The drain interval may be gradually increased, or decreased, following the recommendations of an independent oil analysis laboratory or the oil supplier (based upon the oil sample analysis) until the most practical oil change period has been established.

Turn the fuel line shutoff valve 90 degrees to the OFF position. Turn each filter counterclockwise and remove from the filter head. Discard the old filters. Use a clean cloth and wipe the mounting surface of each filter. Make sure this area is clean.

Oil changes should be made when the engine is warm, as the oil will drain more completely than when cold.

Apply a thin layer of clean oil to the gasket of each new filter.

CAUTION: Engine oil can reach temperatures exceeding 104 ° C (220°F). Do not change oil immediately following engine shutdown.

Fill each new filter with clean diesel fuel and install each filter.

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Turn each filter clockwise to install. When the gasket of each filter touches the filter head, continue to tighten each filter 2/3 turn.

Select a container sufficient to hold the entire amount of oil in the system and place underneath the oil pan drain.

Note: It may be necessary to bleed air from the fuel system

Proceed with removing the crankcase oil drain plug. After the oil has drained off, clean and reinstall the drain plug.

To bleed air from the Fuel System: Remove the air bleed plug(s) on the top of the primary fuel filter. 28

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Remove the oil filters by turning counterclockwise using a strap wrench or filter removal tool.

mends initially checking the primary (or outer) air filter visually every shift to determine proper inspection and change interval.

Discard the filters.

Replace the primary (or outer) filter element when air restriction is in the red or every 100 hours of operation.

Clean the filter sealing surface with a clean cloth. Apply clean oil to the gasket of each new filter.

Loosen and remove the air filter cover.

Fill each new filter with new engine oil and install each filter.

Loosen and remove the primary (or outer) filter element wing nut and remove the element.

Turn each filter clockwise until the gasket makes contact with the filter base. Continue to turn the filter 2/3 turn by hand.

Inspect filter gasket surface and replace if needed. Install a new primary (or outer) element. Rotate the element as you tighten the wing nut to make sure there is a good gasket seal.

Fill the crankcase through the filler tube to the top dipstick mark. Start the engine and run at idle speed and check the engine oil pressure. Then, check for oil leaks around the filter.

Reset filter service indicator. Start the engine, if the filter service indicator indicates red again, replace the secondary (or inner) filter element.

Stop the engine and check the engine oil level after a few minutes. Note: On vehicles equipped with Detroit Diesel two-stroke engines, use of a single weight oil is required. Crankcase Breather

Note: Air filter restriction indicators are subject to damage in the course of vehicle operation and maintenance. Visually inspecting filter will ensure proper change interval. Oil Bath Filters

Inspect the crankcase breather to assure than the mesh element is not clogged. Remove the breather and clean if it is found to be restricted.

Inspection and change interval may be increased to weekly, as determined by operating conditions.

Air Intake and Exhaust Check the piping as well as all connections and mounts for tightness, leaks, cracks, or holes. Replace gaskets and rubber connections as needed. If the system looks damaged, inspect it thoroughly to insure that there are no leaks that could admit dirty air into the engine.

Pre-Cleaner

Note: Some vehicles may be equipped with an Air Intake Pre-cleaner for operation in extreme environments. Pre-cleaner should be inspected periodically for dust and dirt buildup. This will help prolong the life of the air filters.

The air intake system is provided with test ports for measuring vacuum. A visual check should be made to insure that plugs are installed.

Loosen and remove pre-cleaner from air filter housing.

Dry Type Filters

Shake or blow out with air to remove any dirt or dust that has accumulated.

Replacement of primary filter will vary according to operating conditions. Wagner recom-

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Re-install in vehicle.

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Engine Coolant

Differential

Inspect radiator hoses for loose fittings, leaks and damaged condition.

Park the vehicle on a level surface, apply the parking brake, and stop the engine. Let vehicle to stand 5 minutes to allow oil to settle to normal level.

Test coolant for proper additives concentration and water quality levels.

Remove the oil level plug. The oil level must be up to the bottom of the plug hole. Add oil as required.

Note: Add/replenish supplemental corrosion inhibitor if indicated by test results. Fan Hub Assembly

Install the oil level plug and check the other differential.

If cooling fan hub is supplied with a grease fitting, apply one (1) hand pump of grease. Do not over grease. Shaft seals will be blown out by excessive greasing.

Planetary


With the vehicle on a level surface, move the vehicle forward or back until the oil level/drain plug is horizontal with the wheel centerline and the direction arrow is pointing down.

Torque Converter and Transmission

Apply the parking brake, and stop the engine.

Transmission Breather

Remove the oil level/drain plug. The oil level must be up to the bottom of the plug hole. Add oil as required.

Inspect the transmission breather, which is located on top of the transmission. Check for blockage. Remove and clean if restricted.

Install the oil level/drain plug and check the other planetaries.

Check the transmission filter indicator. If it is in the red zone, the filter must be replaced.

Axle Breathers

Inspect the converter breather, which is located on top of the converter. Check for blockage. Remove and clean if restricted.

Check axle breathers for blockage. They should be cleaned if plugged or restricted. They are located on top of each axle housing.

Axles

Brakes

Check oil level for each axle differential and all planetary wheel ends as indicated below. (See specification tables for proper oil type.)

Note: Some vehicles (ST-3.5) equipped with Rock Torque axles have self-contained brake coolant reservoirs. Check fluid level at same interval as Differentials and Planetaries.

Important: Check fluid levels when oil is cold. Do not check with hot oil, as incorrect level will be indicated.

Park the vehicle on a level surface, apply the parking brake, and stop the engine.

Visually inspect axle oscillating bushings for excessive wear and overall condition.

Let vehicle to stand 5 minutes to allow oil to settle to normal level.

Check that the oscillating mounting cap bolts and axle mounting bolts are torqued to specification.

Remove one of the two oil level plugs. The oil level must be up to the bottom of the plug hole. Add oil as required.

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Install the oil level plug and check the other brakes. Plug torque is 81-102 N-m (60-75 ft. lb).

General Maintenance

Check steering cylinder mounting pins and bushings for wear or excessive clearances. If any pin free-play exceeds 3.175 mm (1/8 in.), replace pin and/or bushing, or repair pin bore as required.

Note: Oil level plugs are located on the inside wheel hub and may be difficult to reach. Use of special tools may be required.

Check all boom, bucket and steering stops for wear and cracks. Wear should not exceed 1.59 mm (1/16 in.) from original condition.

Wheels and Tires Check tire pressure. Maintain pressure at recommended level.

Lubrication

WARNING: Tires and wheels can explode and cause injury or death. Always keep yourself and others out of the danger areas of the tires and wheels. Stand on the tread side of a tire when servicing.

Grease all driveline slip-joints and U-joints (50 100 hours).

Note: The vehicle must be empty before servicing the tires.

Electrical System Checks

ACW0 0073.pict

Use a long hose and self-attaching air valve fitting so that you can be outside of the danger zone when checking or inflating the tires. Always check tire pressure when tire is cold. If the tire and wheel assembly is removed from the vehicle, always put it into a tire inflation cage before adding air.

Grease the driveline flange bearings and steering column U-joint and bearing (50 - 100 hours).

Batteries Check electrolyte level (50 - 100 hours). Note: Frequency of battery maintenance dependent on type of battery (i.e. Conventional, Low Maintenance or Maintenance-Free). Check and record battery voltage level (50 - 100 hours). Inspect and clean terminals.

Deflate the tire before attempting to repair tire tread or removing foreign objects.

Check that hold down brackets are tight and in good condition.

Be aware that in extremely cold temperatures, inflation pressures will vary from those listed in this manual. Contact your Atlas-Copco Wagner sales company or dealer.

Hydraulic System Checks Visually inspect all plumbing lines and piping connections for leakage and/or breaks and replace as necessary.

Inspect for missing nuts or studs. Replace any damaged or missing wheel retaining hardware with Grade 8 or equivalent.

Visually inspect all hydraulic hoses for tears, buckling, and leaks.

Check wheel nut torque. Proper torque is indicated in the Appendix.

Inspect hydraulic tank breather valve for blockage, and clean if necessary.


Check accumulator pre-charge pressure. Pressure should be 1200 ± 100 psi (8300 ±690 kPa).

Check articulation and steering pin cap bolt torque.

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1. Start the vehicle and observe the brake hydraulic pressure build up on the accumulator pressure gauge.

Wagner Scooptrams

Ensure integrity of hold-downs, and replace if in doubt. WARNING: When working around batteries, avoid any sparks and/or flame. Hydrogen gas given off by batteries is explosive.

2. Shutdown the vehicle once pressure has stabilized.

ACW0 0073.pict

3. Pump either the SAHR brake override button or the brake pedal, depending on your vehicle. System pressure should fall gradually to 1200 psi (8300 kPa), then drop immediately to zero.

Fire Suppression System Checks Inspect over-all condition of hoses, discharge nozzles, and activator valve for damage, blockage, or any sign of possible failure.

Pre-charge pressure can also be checked using the Wagner Accumulator Pre-charging tool. (See Hydraulics, Section 6.)

Nozzles should be filled with silicone grease or plastic blow-off caps. Actuator and expellant cartridge seals and disks must be intact. Repair as needed.

Note: On vehicles with more than one accumulator, pre-charge pressure must be tested at each accumulator, using the pressure gauge on the Wagner Accumulator Pre-charging tool.

Electrical System Checks

Check level of dry chemical extinguisher tank(s). Extinguishers should contain an active charge of not less than five pounds (2.3 kg) nominal weight.

Batteries

250 Hour Maintenance Schedule

Each week, the battery should be checked and cleaned.

Perform Daily/Shift Maintenance Schedule. Perform 50 - 100 Hour Maintenance Schedule.

Ensure that battery tops are kept clean and free of dirt and electrolyte. Check that all terminals and connectors are clean and tight. Replace any wire or cable with damaged insulation. Make sure that the battery box cover is secured before vehicle is placed in operation.

Engine Coolant Replace the coolant system filter every 250 hours of operation or when the cooling system is drained, flushed and refilled. Rotate the two filter shutoff valves clockwise to the OFF position.

Clean battery with a weak solution of baking soda and warm water. Ensure no cleaning solution reaches electrolyte in battery.

Use a strap wrench and turn the filter counterclockwise to remove. Discard the old filter.

Fill all battery cells with distilled water to inside top of battery.

ACW0 0073.pict

Use a clean cloth and clean the filter mounting area on the filter head.

CAUTION: Avoid contact with electrolyte. Acid burns! Personal injury can result.

Apply a thin layer of clean grease or oil to the gasket of the new filter. Turn the new filter clockwise onto the filter base until the filter gasket makes contact. Continue to turn the new filter 2/3 turn.

Check battery hold-downs for tightness, and clean if needed with solution used on battery. 32

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Rotate the two filter shutoff valves counterclockwise to the OPEN position.

Release throttle pedal and allow engine speed to drop. Measure and record Low Idle engine RPM



Torque Converter and Transmission

Perform Daily/Shift Maintenance Schedule.

Stall and Idle Speed tests

Perform 100 Hour Maintenance Schedule.

Two stall speeds need to be measured:


(a) Converter (b) Converter with dump actuated To test converter stall:


Start engine and operate hydraulic controls until hydraulic oil temperature is at operating temperature (66° C / 150° F). To heat the hydraulic system to operating temperature, roll the bucket back against the stops until the overpressure relief valve lifts, then release. Continue cycling the system in this manner until operating temperature is reached. Note: To determine hydraulic oil temperature, any probe type temperature gauge may be inserted into the tank. If a gauge is not available, assume an average cycling time of 10 - 15 minutes. This will vary, depending on the size of the vehicle and ambient operating conditions. Place the vehicle in its highest forward gear. With park brake applied, depress throttle pedal completely down and observe Converter Oil Temperature gauge. When gauge reads 88 ° C (190° F) measure and record engine RPM using phototachometer or DDEC reader.

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Check fuel tank for water and sediment. Loosen the drain plug on the bottom of the fuel tank and check for presence of water or sediment. CAUTION: If the fuel tank is full, there will be pressure on the drain plug. To remove the water, only loosen the plug. Do not remove the plug. ACW0 0073.pict

Engine Intake and Exhaust Valves Valve Adjustment (Deutz only):

The valve clearance adjustment should be checked every 400 operating hours (more often under severe operating conditions). Note: Deutz stipulates a first oil change and then every 500 hours. Improper valve clearances can cause rough engine running, power loss, and incomplete combustion.

CAUTION: Do not hold “stall” for more than a few seconds.

When adjusting valves, follow the instructions outlined in the engine manufacturer’s service manual.

With steering in neutral repeat the test with the dump rolled back against the stops and the dump control lever held back.


To test idle speeds, place vehicle in neutral. With throttle pedal completely depressed, measure and record High Idle engine RPM.

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Important: Oil and filter(s) should be changed anytime there are signs of contamination or burnt appearance. Always clean the outside of the filter(s) and the area around the filter(s) before changing.

Emergency brake application will occur when converter oil pressure and/or brake accumulator pressure is lost.

With the engine stopped, turn each filter counterclockwise and remove. Discard the old filters.

To test:

Test the accumulator pressure switch to ensure proper operation. 1. Disconnect the electrical connection to the accumulator pressure switch.

Use a clean cloth and wipe the filter mounting surface on the filter head.

2. With accumulators above 1400 psi (9650 kPa), test continuity between the “C” (#2) and “NO” (#1) terminals. Circuit should indicate closed.

Apply a coat of transmission oil to the seal of each new filter and fill each filter with transmission oil. Install the new filter(s) and turn until the seal contacts the filter head. Continue to turn each filter clockwise 3/4 turn.

3. Test continuity between the “C” (#2) and “NC” (#3) terminals. Circuit should indicate open.

Note: Use of a catch basin or container is recommended when changing filter(s).

4. With the same continuity hook-ups, pump the brake pedal with the engine shutdown. Observe the accumulator pressure gauge. Continuity should reverse when accumulator pressure drops below 1400 psi (9650 kPa). The “C” (#2) -“NO” (#1) circuit should indicate open and the “C” (#2) - “NC” (#3) circuit should indicate closed.

Oil Cooler On air cooled engines, the transmission oil cooler should be externally cleaned every 400 hours using high-pressure steam or by properly soaking in a cold cleansing agent. Note: Make sure to cover the injection pump, alternator, voltage regulator and starter motor to protect them from moisture. After wet-cleaning, let the engine run long enough to evaporate all water to avoid rust problems.

5. Replace the switch if continuity does not shift at the proper pressure. 6. Re-connect the pressure switch connector. Test the converter pressure switch to ensure proper operation.

Compressed air can be used for dry-cleaning by starting from the exhaust-air side. Clean all dirt blown into the air cowling space after using compressed air.

To test: 1. Start the engine.

Transmission Breather

2. Disconnect the electrical connection to the converter pressure switch.

Every 400 hours, remove and clean the breather with solvent. Blow dry with compressed air and re-install.

3. With converter pressure above 60 psi (415 kPa), test continuity between the “C” (#2) and “NO” (#1) terminals. Circuit should indicate closed.

Brakes Test all automatic brake apply functions.

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Articulation Joint

4. Test continuity between the “C” (#2) and “NC” (#3) terminals. Circuit should indicate open.

Check bearings for looseness. The hinge pin needs to be checked for end play, and if end play is evident, adjustment is necessary.

5. With the same continuity hook-ups, shutdown the engine. Observe the converter pressure gauge. Continuity should reverse when converter pressure drops below 60 psi (415 kPa). The “C” (#2) -“NO” (#1) circuit should indicate open and the “C” (#2) “NC” (#3) circuit should indicate closed.

Refer to “Articulation Pins” on page 115 for instructions on proper adjustment. Driveline Slip-Joints Check driveline bolt torques. (See specified torque values in Appendix.)

6. Replace the switch if continuity does not shift at the proper pressure.

Driveline Yokes and Flange Bearings Check driveline bolt torques. Check flange bearing caps for looseness and tighten if necessary. (See specified torque values in Appendix.)

7. Re-connect the pressure switch connector. Note: On some older vehicles, the converter pressure switch may not be easily accessible. To test for proper operation of the switch, place the vehicle in neutral, with the engine running. Release the Park Brake. With the vehicle still in neutral, shutdown the engine and observe the converter pressure switch. The brakes should apply as the pressure drops below 60 psi. Reset the Park Brake.

Inspect the spline shaft and slip yoke when the drive shaft assembly is removed for universal joint maintenance. Replace the drive shaft if the splines are galling, becoming loose, or the spline shaft shows signs of twisting. When driveline is removed for servicing, rotate the flange bearing and note any roughness. Replace if bearing is found to be rough.

Chassis / Frame Checks Inspect all power and load frame welds for cracks, or broken welds. Check for any bent or warped frame components. Repairs should be made immediately for optimum safety. Repairs must be as recommended by Atlas Copco Wagner Inc. in writing and be performed buy a certified welder to current AWS standard. WARNING: To prevent a possible weakening of the structure, obtain written approval from the manufacturer before welding, cutting, drilling, bolting or installing an attachment or device to the mounting or before altering the cab/canopy or its mounting in any way.

Driveline Universal-Joint Check for proper torque setting on universal joint bearing caps. If found loose, install new Grade 8 capscrews on clean threads and tighten to correct torque. Important: Do not use lock washers, lock plates, or lock wires to secure capscrews on universal joint bearings. Important: Applying proper torque to bearing cap fasteners is the best method to ensure that the capscrews do not loosen. Improper torque can cause universal joint failure.

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Note: Torque settings apply to clean, non-coated threads. Torque settings do not apply to plated bolts. Grade 8 identification is 6 radial dashes,

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60 degrees apart on head of capscrew. Bolt thread class to be SAE standard Class 2.

Insert a pry bar between the frame and the cradle. With the pry bar, attempt to shift the cradle.

Check universal joints and support bearings for excessive heat immediately after vehicle is shutdown after a work cycle. Excessive heat, more than 38° C (100° F) above ambient temperature is a sign of friction and deteriorating bearings.

If excessive movement is detected, replace the thrust washers. Note: Excessive wear of the thrush washers and bushings is often indicated audibly during vehicle operation by a loud metal on metal clunk. Important: Daily lubrication of the bushings is essential to the prevention of premature oscillation bearing wearout.

Check the universal joints for wear as follows: Grasp the universal joint center cross (spider) with one hand. With the other hand, work the drive shaft up and down (or back and forth) at 90° to each of the trunnion axes. Check for looseness (sideways) between the trunnion and the bearing cap.

Ensure that an amount of grease sufficient to flush out the existing lubricant is supplied during each lubrication cycle to remove contaminants. Check to make sure enough grease is being distributed to the bushings and is actually exiting from the bushing housing area. Failure to properly flush the bushing housing area will allow dirt and contaminants to adhere to the bushing and harden . This will lead to wearing away of the metal and eventual weld repair and bore-lining of the axle housing to correct.

Check all four trunnions in this manner. If looseness is detected at any of the trunnions, replace the universal joint as an assembly. Note: Do not confuse end-to-end play between opposite bearing with excessive wear. Some thrust movement is normal. Engine and Transmission Mounts

Hydraulic System Checks

Inspect mounts for cracks. Inspect for missing or cracked mounting bolts. Inspect condition of rubber mounting pads. Keep pads free of oil.

Replace the hydraulic oil filters every 400 hours of operation or when indicated.

Oscillation Bearings

The system must be shut down and tank pressure released to be sure no positive pressure remains on the fluid in the filter.

Check oscillation cradle to frame bushings and thrust washers for vertical movement and end play.

Important: On vehicles with both suction and return line filters, you must change both filters as a set. Do not change just one filter.

To check cradle bushings: Using a suitable lifting device, raise the rear of the vehicle until the wheels are off the ground.

To change filter(s):

Observe for movement of the axle. If excessive drop is seen when the vehicle weight is removed from the wheels, replace the cradle bushings

1. Vent the system by loosening the filler cap or depressing the relief valve.

To check thrust washers:

2. For vehicles having two filters, turn each filter counterclockwise and remove. Discard the old filters.

With the vehicle securely supported by blocks or a maintenance stand, remove the wheels from the axle.

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3. Use a clean cloth and wipe the filter mounting surface for each filter.

8. Check seal on the indicator valve assembly for cuts or excessive wear and replace if necessary.

4. Apply a thin layer of clean grease or oil to the seal of each new filter.

9. If applicable, wipe optional magnet assembly with clean cloth to remove all ferrous particles.

5. Install both filters. Turn each filter clockwise until the seal touches the filter head. Continue to turn each new filter for 1/2 to 2/3 turn.

10. Place a new filter element into the housing assembly. Important: When changing filter ensure that it has completely filled with hydraulic oil prior to closing the filter housing and starting the vehicle. Air pockets can cause cavitation and damage the hydraulic pump.

6. Start the engine and run at idle speed. Check each filter for oil leaks. 7. Stop the engine and check the hydraulic oil level. On vehicles with the hydraulic filter located in the hydraulic tank, the filter is accessed from the top. The bleed port is used to relieve pressure inside the filter body before removing the head assembly.

11. Reinstall indicator valve assembly in filter housing and replace housing top. Hex nut type filter assembly requires 102 N-m (75 ftlbs) of torque. 12. Start the engine and run at idle speed.

1. Loosen the bleed valve on the filter housing top to relieve suction pressure. Turning the fitting in a counter-clockwise direction opens the valve.

13. Stop the engine and check the hydraulic oil level. If leakage appears at top of the body, replace the head assembly O-ring. If this does not stop the leakage, the body may be nicked or distorted by over torquing, and should be repaired or replaced. If the body is welded into the reservoir, straighten or repair flare as required. Consult factory if major problem exists.

2. Remove the filter housing top by unscrewing the hex nut, or loosening the band clamp. 3. Ensure the indicator valve operates correctly by pushing down on both indicator posts. Posts should move freely. 4. Remove indicator valve assembly by lifting the two indicator posts.

If leakage appears around the hex nut, remove snap ring and remove hex nut from the head assembly. Remove O-ring and inspect for nicks or cuts and replace if necessary. Wipe hex nut and O-ring groove. Then oil and replace O-ring, insert hex nut into head assembly and replace snap ring.

5. Remove the element assembly from the body assembly and discard the element. 6. Remove O-ring from the head assembly and inspect for cuts or excessive wear and replace if necessary.

The optional power-fill port is used to fill the reservoir through the filter without removing the head assembly. An O-ring fitting can be screwed into this port and oil pumped under pressure through the filter and into the system.

7. Wipe head assembly O-ring with clean cloth, Apply a thin layer of clean grease or oil to the O-ring and reinstall on the head assembly.

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In the rare instance the threads on the bolt become damaged, consult your Atlas Copco Wagner service representative for repair instructions if housing assembly cannot be replaced.

4. Re-install fuel tank drain plug and re-fill tank with diesel fuel.

Cylinders

Engine

Inspect all hydraulic cylinders for signs of damage or leakage.

Pressure wash engine block and radiator (or blower screen on Deutz equipped vehicles).

Check mountings for cracks and pins and bushings for wear and excessive clearances.

Drive Belts

5. Bleed all air from the fuel system.

Replace engine drive (V-belts) to alternator and fan.

Cylinders need to be checked for leaks, scored, bent or damaged stems and condition of eye bushings.

Air Intake and Exhaust Manifolds

Inspect the cylinder head(s) and the intake and exhaust manifolds.

Dump/Hoist and Steering Test and record dump/hoist and steering cycle times.

Check bolts or capscrews for correct torque, according to the engine manufacturer’s specifications.


Check that manifolds are secure and properly sealed to cylinder head(s). Check also that manifolds are free of holes or cracks and that no oil leaks and/or coolant leaks are present. Make replacements or repairs as necessary.

Perform Daily/Shift Maintenance Schedule. Perform 100 Hour Maintenance Schedule. Perform 250 Hour Maintenance Schedule. Perform 400 Hour Maintenance Schedule.

Dry Type Filters

Drain and flush the fuel tank.

Replace the inner (or secondary) filter element after 1000 hours in the vehicle, or if the outer element has been replaced and the service indicator still shows RED with the engine running.

1. Loosen the drain plug on the bottom of the fuel tank and drain fuel into a proper container.

Important: Do not attempt to clean the inner filter element, always replace the element with a new one.


ACW0 0073.pict

CAUTION: If the fuel tank is full, there will be pressure on the drain plug. Recommend draining tank with low fuel level.

1. Remove the filter cover. 2. Remove the outer filter. 3. Remove the wing nut for the inner filter and remove the filter.

2. Flush tank with clean diesel fuel. Make sure that all contaminants are dislodged and removed from the tank.

4. Inspect filter gasket surface and replace if needed.

3. Remove any feed line screens or strainers, clean and re-install.

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5. Replace the inner filter, install the outer filter, and install the filter cap.

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Diesel Purifier 1. Loosen/remove purifier housing retaining clamps. Slide out purifier. 2. Wire brush inlet and outlet faces of purifier to remove carbon buildup.

General Maintenance

Remove the drain plug and oil strainer assembly. Drain all the transmission oil. Note: Use of a catch basin or container is recommended when changing oil. Replace the transmission oil filters and clean the strainer assembly and breather.

3. Using low pressure air (200 kPa / 30 psi), blow through outlet side of purifier.

Install the drain plug and strainer and add new oil to FULL mark. (See lubrication specification tables.)

4. Continue steps 2and 3 until the inlet and outlet faces are clean. 5. Completely soak purifier in a non-flammable cleaning solution (one hour).

Start the engine and run at idle for a few minutes with the transmission in NEUTRAL. Check for oil leaks.

6. Blow low pressure air (200 kPa / 30 psi) through outlet side of purifier to remove dirty solvent.

Check the transmission oil level once oil temperature has reached normal operating range. Level should be between the ADD and FULL mark.

7. Repeat steps 5 and 6 until the purifier is as clean as possible.

Clutch Pressure Clutch pressure should be checked regularly. A drop in pressure will allow the clutch plates to slip, which increases friction and causes wearout of the clutch disc.

8. Flush purifier through outlet side using high pressure water (340 kPa / 50 psi max) and air dry.

Check at low engine idle (500-600 rpm) with oil temperature 82-93 ° C (180°-200°F). Pressure should be between 180 - 220 psi (1240-1520 kPa) or 240 - 280 psi (1650-1930 kPa), depending on the model transmission.

9. Reinstall purifier in the reverse position of how it was previously installed. Note: If high pressure steam is available, it may be substitute for the solvent solution. Steam clean through the outlet side, keeping nozzle 5 cm (2 in) away from the catalyst.

Attach a calibrated pressure gauge to the transmission charging pump pressure port. (Refer to the manufacturer’s service manual for location.)

Compression Check

Start the vehicle and shift the transmission lever into forward (or reverse), then shift through all the gears. Record the pressure reading for each gear. All speed clutch pressures must be within 5 psi (34 kPa) of each other. If clutch pressure varies more than 5 psi (34 kPa) in any one gear, repair the clutch.

Check and record compression. If the recorded readings are not within specifications for the engine application, repair as necessary.

Drive Train System Checks Transmission Oil

Attach the gauge to the transmission forward clutch pressure port and shift direction from forward to reverse and record the pressure. Repeat

Change the transmission oil every 1000 hours. Clean the area around the transmission oil filler tube and drain plug.

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this test with the gauge attached to the transmission reverse clutch pressure port.

Change the oil of the differentials and planetaries every 1000 hours of operation.

Note: Atlas-Copco Wagner Scooptrams are equipped with modulated shift transmissions. Due to the combination of clutch leakage, piston bleed orifice flow rate and flow limiting orifices, directional clutch pressures can be as much as 30 psi (200 kPa) lower than system pressure.

Note: Draining of oil is best accomplished after vehicle has been operated and oil has warmed up. Use of a catch basin or container is recommended when changing oil. Differential Park the vehicle on a level surface, apply the parking brake, and stop the engine.

Engine speed must remain constant during the entire leakage test.

Remove the oil drain plugs and completely drain each differential.

Another test that may help warn of failing clutches before the 5 psi (34 kPa) pressure variance shows up is the pressure drop test. In this test, the drop in pressure and the speed of return to original pressure is monitored. When the transmission is shifted into gear, the needle on the transmission/converter oil pressure gauge will drop off quickly as oil enters the clutch. As the clutch fills, the needle will slowly return to original reading.

Install the oil drain plugs. Remove the oil level plug and put new oil in each differential. (See lubrication specification tables.) The oil level must be up to the bottom of the oil level plug hole. Install the oil level plug. Planetary With the vehicle on a level surface, move the vehicle forward or back until the oil level/drain plug is at the bottom of the hub.

With oil temperature at 82-93 ° C (180°-200°F) and the engine at idle, go through each gear and note the drop in pressure and the speed of recovery back to original pressure. The clutch that may drop to a lower pressure and/or return to original pressure slower than the others should be suspect and may signal the need to make a pressure test with the master gauge.

Apply the parking brake, and stop the engine. Remove the oil level/drain plug. After all the oil has been drained, reposition the vehicle so that the oil level/drain plug is in the level check position. Put new oil into the planetary. (See lubrication specification tables.) The oil level must be up to the bottom of the oil level/drain plug hole.

Note: Larger size clutch packs (usually 1st and 2nd gears), will fall off to a lower pressure than smaller size clutches (forward and reverse and higher gears), and will also return more slowly to the original reading. Be sure to compare readings of the same size clutches.

Install the oil level/drain plug, then repeat procedure with the other planetaries. Brakes Note: On vehicles not equipped with forcecooled brakes and having self-contained brake coolant reservoirs, brake coolant oil level must be checked/changed. Perform at same interval as Differentials and Planetaries.

Axles Adjust wheel bearing pre-load following axle manufacturer’s recommendation in the vendor service manual. (See Product Service Bulletins 280 and 355.)

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Let vehicle to stand 5 minutes to allow oil to settle to normal level.

CAUTION: Make sure the hydraulic oil is just warm from operation before you drain the oil. Hydraulic oil temperature can reach 121 ° C (250°F).

Remove both oil level plugs and oil drain plug. (Both oil level plugs must be removed to allow for easy filling of the housing.)

Select a container sufficient to hold the entire amount of oil in the system and place underneath the reservoir drain.

Replace drain plug and add new oil until it reaches the bottom of the oil level plug holes. (See lubrication specification tables.)

Remove the drain plug from the reservoir and drain the oil.

Park the vehicle on a level surface, apply the parking brake, and stop the engine.

ACW0 0073.pict

Disconnect the hoist and stabilizer cylinders’ hoses at the lowest points so as to completely drain the cylinders.

Install the oil level plugs and repeat process for the other brakes.

Clean the inside of the reservoir. If it is difficult to clean, use a mixture of five parts fuel oil to one part of clean lubricating oil. Be sure to flush out the bottom of the tank. Make sure that all of the flushing solution is removed from the reservoir.

Note: Oil level plugs are located on the inside wheel face and may be difficult to reach. Use of special tools may be required.

Hydraulic System Checks Change the hydraulic oil and clean/replace the reservoir breather every 1000 hours of operation.

Disconnect any other hoses that might trap hydraulic oil in the system and shift the hydraulic control levers to permit any oil in the control valves to drain.

Raise the boom to its full height so that the pistons will be extended in the hoist cylinders. Move the bucket to its full dump position so that the piston will be extended in the stabilizer cylinder.

Replace the hydraulic filter(s).

Note: In these positions the hydraulic oil in the cylinders will be below the pistons and will drain more completely.

Install the reservoir drain plug.

Secure the boom with a chain hoist or by securely blocking the boom and bucket assembly with support stands. CAUTION: Perform this step carefully to prevent the possibility of an accident. With the oil drained there will be nothing to support the boom

Important: On vehicles with internal filter cartridge, ensure that the filter has completely filled with hydraulic oil prior to closing the filter housing and starting the vehicle. Air pockets can cause cavitation and damage the hydraulic pump. Wagner recommends filling the tank through the filter on these vehicles.

Vent the reservoir by loosening the filler cap on top of the tank.

Start the engine, cycle dump/hoist and steering and check for oil leaks.

ACW0 0073.pict

Re-connect all hoses and fittings previously disconnected. Pump new oil into the hydraulic reservoir. (See lubrication specification tables.)

Stop the engine and check the hydraulic oil level.

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Charge Valve Kick-In and Kick-Out

Steering and Dump Main Relief

Check and record kick-in and kick-out pressures on the accumulator charging valve.

Adjusting pressure setpoints is accomplished in the same manner as with the charging valve. An adjustment screw locking nut and adjustment screw is provided for each pressure setting. Remove cap and loosen locking nut. Turn counter-clockwise to reduce pressure and clockwise to increase pressure.

Attach pressure gauge between the charging valve and the main accumulator, or use the accumulator pressure gauge mounted in the operator’s compartment. Start and run the vehicle. Observe gauge and record highest pressure reading attained (kickout).

Note: Check that cap seal washer is present and in good condition.

Cycle brakes. Observe and record the lowest pressure reading before pressure starts to increase (kick-in).

Install a pressure gauge in the test port fitting on the pressure port of the steering control valve.

Kick-in

1600 psi

(11030 kPa)

Kick-out

2000 psi

(13790 kPa)

Note: Atlas-Copco Wagner recommends use of a calibrated test gauge. This will allow operator to check the accuracy and calibration of instrument panel gauge.

If these readings are not observed, the charge valve needs adjustment. Follow adjustment procedure:

Start the engine. With hydraulic oil at operating temperature and the engine at high idle, steer the vehicle up against the stops and hold.

Note: Hydraulic oil must be at operating tem perature (66 ° C / 150° F).

Record the indicated pressure and adjust if necessary.

1. Shut off engine.

Remove pressure gauge from the steering control valve and install it on the pressure test port on the dump/hoist control valve.

Pressures should be:

2. Remove cap and loosen the adjustment screw locking nut on regulator section of the charge valve.

With the engine at high idle, operate any dump/ hoist function to its limit of travel and hold.

3. Using an Allen wrench or screw driver, turn the adjustment screw. Turn counter-clockwise to reduce pressure and clockwise to increase pressure. Turning adjustment screw will automatically adjust both kick-in and kick-out pressures.

Record the indicated pressure and adjust if necessary. Note: Pressures should be within 50 psi (340 kPa) of specified setpoint. Steering and Dump Port Relief

4. Restart vehicle.

Check port relief pressures. The steering and dump control valve main relief pressure settings must be adjusted to a point just above the port relief set point.

5. Bleed off accumulator pressure by cycling park brake knob, and recheck pressures. When the correct kick-out pressure is achieved, relock adjustment screw.

To test Dump Port Relief setpoints:

6. Re-install cap and tighten with wrench.

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Place the boom in the fully raised position and move the bucket to the full dump position and hold.

setpoint until it is just above the specified port relief pressure.

Using an attached pressure gauge slowly adjust the dump control valve main relief setpoint until it is just above the specified port relief pressure . The highest pressure that the valve can be adjusted to indicates the actual port relief pressure.

Next, roll the bucket back against the stops and check the indicated pressure on the gauge. It should remain the same as before.

•

Lower the boom against the ground and hold. The indicated pressure should not change

•

Record the indicated pressure and adjust port relief pressures to specified setpoint, if necessary.

•

Reset the dump main relief pressure to the specified setpoint.

•

Steer the vehicle against the locks, in both directions, and observe the pressure gauge readings.

•

Reset the steering main relief pressure to the specified setpoint.

Start the engine. With hydraulic oil at operating temperature and the engine at high idle, record the indicated pressure and adjust if necessary. Note: Some pilot valves utilize a shim type adjustment in place of an adjusting screw. These units usually do not require re-adjustment. Adjustments are made by changing number or size of washers. Sequence Valve The sequence (pilot pressure) valve in the hydraulic brake system is checked by attaching a gauge at the quick disconnect fitting on the valve. Record this reading. It should be 200 psi (1380 kPa) at low idle. Cooler Check Valves Install gauge between sequence valve and check that pressure is within specifications (65 psi / 350 kPa).

Fire Suppression System Checks Inspect fire suppression system to ensure that system is charged and operable: 1. Note general appearance for mechanical damage or corrosion.

Using the attached pressure gauge slowly adjust the steering control valve main relief

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Remove cap and loosen locking nut.

To test Steering Port Relief setpoints: Install the articulation lock(s).

Record the indicated pressures and adjust port relief pressures to specified setpoint, if necessary

Install a pressure gauge in the test port fitting on the pressure port of the pilot valve.

Note: The recommended technique for adjusting setpoints is to bring the pressure down to a point slightly below the setpoint, then adjust up.

•

•

Steering and Dump Pilot Valve

Note: Turn the main relief adjusting screw approximately 1/4 to 1/2 past the point where the test pressure gauge reading stops increasing. This ensures that the gauge is reading port relief pressure. •

General Maintenance

2. Check that nameplate is readable.

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3. Remove fill cap assembly. Inspect gasket and threads.

Wagner Scooptrams

18. Inspect threads on cartridge and in receiver/ actuator for nicks, burrs, cross threading, rough, or feather edges.

4. Check pressure relief vent in fill opening for obstructions.

19. Check pressure vents in remote actuator for obstructions.

5. Make certain extinguisher is filled with freeflowing Ansul dry chemical. Level should be no more than 3 inches from the bottom of the fill opening.

20. Examine cartridge receiver gasket for elasticity. Clean and coat lightly with a good grade of high heat-resistant grease. Return cartridge to remote actuator. Hand tighten.

6. Re-install the fill cap. Hand tighten.

21. Replace any broken or missing lead and wire seals and record date of inspection.

7. Remove cartridge from extinguisher and examine disc. Seat should not be ruptured.

To return your system to service after use:

8. Weigh cartridge. Replace if weight is 1/4 oz. less than weight stamped on cartridge.

1. Pull ring on safety/relief valve to relive actuator system pressure.

9. Inspect threads on cartridge and in receiver/ actuator for nicks, burrs, cross threading, rough, or feather edges.

2. Disconnect actuation system hose at cartridge receiver/actuator assembly.

10. Check pressure vents in receiver/actuator for obstructions.

3. Open bursting disc union assembly. 4. Remove extinguisher from bracket.

11. Examine cartridge receiver gasket for elasticity. Clean and coat lightly with a good grade of high heat-resistant grease. Return cartridge to receiver/actuator. Hand tighten.

5. Replace ruptured bursting disc with new disc. 6. Full disc side must face extinguisher.

12. Disengage bursting disc union and open bracket clamp.

7. Fill extinguisher to rated capacity with dry chemical specified on nameplate.

13. Lift extinguisher partially out of bracket and examine bursting disc. It should be installed with full disc side facing extinguisher. Make sure disc is properly seated and undamaged.

8. Clean fill opening threads and gasket seating surface. 9. Secure fill cap. Hand tighten. 10. Remove cartridge guard assembly.

14. Check piping (hose), fittings and nozzles for mechanical damage and cuts.

11. Remove empty cartridge.

15. Check nozzle openings. Nozzles should be capped or closed with silicone grease.

12. Make certain receiver/actuator puncture pin is fully retracted.

16. Remove cartridge from remote actuator, and examine disc. Seal should not be ruptured.

Note: Weigh new cartridge. Weight must be within 7 g (1/4 oz.) of weight stamped on cartridge.

17. Weigh cartridge. Replace if weight is 7 g (1/ 4 oz.) less than weight stamped on cartridge. 44

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13. Screw fully charged cartridge (part number specified on nameplate) into receiver/actuator assembly. Hand tighten.

General Maintenance

After you drain the cleaning solution from the cooling system, flush with clean water. Remove and replace the cooling system filter with a new precharge filter.

14. Replace cartridge guard. 15. Secure extinguisher in bracket.

Fill the cooling system with premixed coolant (No supplemental coolant additive).

16. Assemble bursting disc union. Wrench tighten.

Start the engine and run at idle speed for two minutes. Check for leaks during this period.

17. Connect actuator system hose at cartridge receiver/actuator assembly. Wrench tighten.

Stop the engine and check the coolant level. Add coolant as required to raise the level up to the top of the sight window (or within 0.5 in / 13mm of the radiator fill pipe for vehicles not equipped with surge tanks).

2000 Hour Maintenance Schedule Perform Daily/Shift Maintenance Schedule.

Ensure the two filter shutoff valves are fully counter clockwise in the OPEN position.

Perform 100 Hour Maintenance Schedule. Perform 250 Hour Maintenance Schedule.


Perform 400 Hour Maintenance Schedule. Perform 1000 Hour Maintenance Schedule.

Perform Daily/Shift Maintenance Schedule.



Engine Coolant


Drain, flush, and refill the engine coolant every 2000 hours of operation. After cleaning the system, replace the coolant filter.


Note: If the cooling system is drained, flushed, and refilled with new coolant, use a precharge filter instead of the service filter to ensure the correct concentration of Supplemental Coolant Additive (SCA).




Engine Test thermostat and replace seals. Test fuel injectors and replace if necessary.

Open the radiator drain valve/cap and the two drain valves on the engine.


Remove the coolant reservoir cap (if applicable).

Torque Converter

After all coolant is removed, close the drain valves.

Measure the amount of converter leakage and record.

Add a cleaning solution to the cooling system and fill the system with clean water. Follow the directions included with the cleaning solution.

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Start the engine and run until converter oil is at operating temperature. (See “ Measuring Converter Stall Speed ”.)

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Shutdown the engine. Disconnect converter drainback line at converter and install a drain hose. Run oil drain hose to a suitable container.

Engine and Transmission Mounts Check mounting bolts for proper torque. (See specified torque values in Appendix.)

Note: If converter is installed at or below level of transmission, measure leakage at scavenger pump. •

Re-start engine and run at 2000 RPM.

•

Measure oil leakage for 15 seconds. Multiply the volume of oil by four to get gallon per minute leakage.

Replace rubber mounting pads. Hoses Replace all rubber intake piping and clamps. This will insure clean air reaching the engine. Replace all hydraulic system and engine fuel and coolant system hoses. U-Joints

Leakage limits for Clark converters: Model

Specification (not to exceed)

C270 series

7.6 liters / (2 gal)

C5000 series


C8000 series


Wagner Scooptrams

Replace U-joints. Pin Joints All pin joints must be inspected. If any are found to be worn out, replace pin and hushings and repair bores as required.

Oil Cooler Coolers on both air and water cooled engines should be internally cleaned every 4000 hours. Drain the transmission oil system thoroughly. Disconnect all hydraulic lines and clean. Thoroughly clean the oil cooler by back flushing it with clean oil and compressed air until all foreign material has been removed. The cooler should be flushed in the opposite direction of normal flow to properly clean it. Note: Do not use flushing compounds to clean the cooler. Reassemble and refill using the proper oil.

Electrical System Checks Test alternator and starter for voltage and amperage. Replace if necessary.

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Fuel System

ders of the engine. Excess or unused fuel is returned to the fuel tank.

Theory of Operation

Fuel System Components

Efficient engine operation depends upon correct operating practices and proper protective maintenance. Operating temperatures, air supply, and the general mechanical condition of the engine have an important bearing on its efficiency. As important as all of these factors are, however, none is more important than using a fuel which is of a grade and quality that meets requirements and specifications.

Fuel Tanks

Diesel fuel has two (2) basic functions in an engine. First, of course, it is the source of energy for all of the work done by the engine. Second, it lubricates many parts of the fuel system.Today’s fuel pump and injector parts are precision made to provide accurate metering and fuel injection. Many of these closely fitted parts depend entirely upon fuel oil for lubrication. If a fuel does not have good lubricating qualities, these parts will soon be damaged and will need to be replaced.

The fuel tanks on any diesel installation are as important as the other components of the fuel system. Maintenance personnel sometimes have a tendency to overlook this fact. It is up to the fuel supply tank and fuel lines to store and transport the fuel from one part of the system to another without failures and without the possibility of air getting into the system. Therefore, they must receive the same careful maintenance that the other parts of the engine and fuel system receive.

An additional function of diesel fuel in some systems is to act as a coolant for various parts of the fuel injection system. Excessive fuel, not utilized by the injector, is circulated back to the fuel tank. This circulation of fuel not only cools the various parts of the injection system, it also warms the fuel in the tank slightly. This preheated fuel helps to ensure more complete combustion, particularly during cold weather operation.

Carelessness when filling fuel tanks can allow dirt to get into the fuel system. It takes very little dirt to damage fuel injection pumps and injectors, and the repair of these engine components can be expensive. Note: Fuel is taken from the bottom fittings on a fuel tank to provide the most air free fuel as possible and to utilize the full tank capacity.

The fuel is drawn from the lower-most fitting on the fuel tank, through the primary fuel filter, and into the lift pump which, once primed by the hand primer pump, will supply all of the fuel through the secondary fuel filters, to the injection pump (valves on Detroit Diesel engines). The fuel is then supplied to the individual cylin-

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Primary Filter/Water Separator

Hand Primer Pump

The life and effective operation of any diesel fuel system depends upon fuel which is free from dirt particles and water. Diesel fuels are higher in viscosity than gasoline because diesel fuels must have the ability to provide lubrication for many parts of the fuel system. However, diesel fuels also contain more gums and abrasive particles which are difficult to extract during refining. Therefore, an efficient fuel filter or filters are provided by engine manufacturers.

The primer pump is used to draw diesel from the fuel tank and deliver it to the injector pump prior to starting the engine.It is also used when the engine runs out of fuel, to bleed air from the system. On Deutz and Caterpillar engines, this is a separate pump with knurled knob (above). Turn the knob counter-clockwise to unlock, before pumping. On DDEC engines, the priming pump is a pushbutton on top of the primary fuel filter (below).

The primary filter is located between the fuel tank and the fuel supply pump. The primary filter contains a cartridge which is made of filter media and is equipped with a draincock at the bottom for draining water and sediment which collects at the bottom of the filter shell. This should be done whenever water can be seen in the clear filter bowl.

1. Fuel Hand Primer Pump

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Fuel Lift Pump

Injection Pump

On Deutz engines, the fuel supply (or lift) pump is located on the injector pump and is driven by the camshaft. It supplies fuel flow to the injector pump through the secondary filters during engine operation. On Detroit Diesel engines, a gear pump supplies fuel to the injectors, through the secondary filter.

On most Deutz engines, the injector pump is located on top of the engine and is driven by the engine. It delivers a specific amount of fuel to each injector at a correct time. Note: The 4 and 6 cylinder model 912 Deutz inline engines locate the injector pump on the side, between the engine oil dipstick and fill port.

Secondary Fuel Filter

Some engines, particularly the Detroit Diesel, are equipped with electronic engine controls and injectors and do not use an injector pump. The fuel pump supplies fuel directly to the injectors, each of which meters and injects the correct amount of fuel required to handle the load. Injectors

The secondary fuel filter(s) is located between the supply pump and the injection pump on vehicles equipped with Deutz engines. The secondary filter removes additional impurities from the fuel before it enters the injector pump. On the Detroit Diesel engine, this filter is located between the fuel pump and the injector.

50

Solenoid operated injector valves are installed at each cylinder and disperse a specific pattern and pressure of fuel for proper combustion of the air/ fuel mixture. The engine cam/rocker arm provides the mechanical pumping for high pressure

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fuel delivery. When the solenoid closes, fuel is injected into the cylinder. Fuel injection stops when the valve opens. The length of time the

solenoid valve is closed determines the amount of fuel injected into the engine.

On conventional diesel engines, rigid fuel lines are used between the fuel injection pump and the fuel nozzles. Because these lines must carry fuel under pressures which may be greater than 2000 psi (138 bar), they must meet exacting requirements to provide reliable fuel injection. If injection pressures are to be the same for each engine cylinder, the high pressure tubing must have a uniform inside diameter.

they can be bent to the desired shapes and their ends swagged without splitting or cracking.

Also, engine specifications often require that the fuel lines be exactly the same length. This is because the inner walls of any fuel line provide a certain amount of resistance to the fuel flow. Therefore, the longer the line, the greater the resistance

Fuel Lines

Note: The Detroit Diesel engine, with its electronic engine controls and electronic injectors, has no injector pump and is plumbed with flexible hose in place of rigid fuel lines. The fuel pump is used to deliver fuel to the injectors, each of which measures and injects the correct amount of fuel required to handle the load.

High pressure fuel discharge lines are manufactured from seamless, cold-drawn, high tensile steel. They must be of sufficient strength to withstand fuel pressures as high as 9000 psi (620.5 bar), and yet they must be fully annealed so that 5566071301

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Typical Deutz Fuel System

6

r o t p a r m u e P p e e v r S e r l a e V m t i f r a f P W O / d t l n u e a u h H F S . 5 . 6 . 4

5

4

3

1

s r e t l i k c F a l e R u n F i o t y r c a j e d n n I s o l k c n e e u a T S F . 2 . 3 . 1

2

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Typical Detroit Diesel Fuel System

8 7

9 6 3 .

g n i t p t i m e F t r r v u l e n l o o o a P i V t P o t f i c y C i l k L r c p t l l s e p e u u e h e u S F R C F . . 2 . . . 0 9 1 1 1 1 3 1

5

4

3

5

2

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r o t a r a p e S t r r t e o r k t o P a n a P n W r n t l T l i u e e a u u r e F F D R . . 6 . 7 . 8 5

1

e l u d o r r e e t M l i d l F o r n h e l t e c n S u i o e F t w C r y S u r t c i a e a n r r d o e n u r s t p o s c c m e l e e e r E T S P . 2 . 3 . 4 . 1

11 12

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Wagner Scooptrams

Always check for water in the vehicle fuel system daily and drain water and sediment from vehicle tanks monthly.

Clearances between the moving parts of a fuel injection pump are often less than one ten-thousandths (0.0001) of an inch (0.0025 mm). A very small amount of dirt can quickly cause permanent damage to such parts.

Water in a vehicle tank can be kept at a minimum by filling the tank at the end of the day rather than at the beginning of the day. In this way the incoming fuel will drive out any moisture-laden air, thus preventing condensation.

Water can be damaging to the fuel system by causing rust and corrosion inside the fuel pump and injectors.

When transferring fuel from a storage tank to a vehicle, make sure that a strainer or filter is present in the tank outlet or vehicle tank inlet. The vehicle fuel tank strainer should be removed and cleaned whenever the fuel filter is changed.

Such damage can be prevented through careful fuel handling procedures. Engine manufacturers have established, in their fuel specifications, the maximum percentage of sediment and water allowable. Instructions for servicing fuel filters and strainers are provided in the Operators and Service Manuals. If such procedures are followed carefully, the fuel system will provide long, reliable service. Maintenance personnel can help prevent contamination of fuel in many ways: Keep the number of times that fuel must be handled at a minimum. Delivery of fuel by the distributor to your storage tanks and then direct pumping from the storage tanks to the vehicle fuel tanks will reduce fuel handling. It is important to always use clean containers and funnels. Fuel should be allowed to stand at least 24 hours in the main storage tanks after filling before any fuel is transferred to a vehicle fuel tank. This allows for natural settling of dirt particles and is an effective method for keeping diesel fuel clean. Prior to re-filling the storage tank, drain all of the remaining fuel and any water from the tank and clean the tank thoroughly.

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Engine Oil System System Operation

Engines

Oil from the sump is drawn up by the oil pump. From the pump a portion of the oil circulates through the oil cooler, and flows to the oil filters. The remainder flows directly to the oil filters. From the filters, the oil flows through the main oil gallery, and is distributed to various parts of the engine. It then flows by gravity back to the engine sump.

Scooptrams may be equipped with Deutz, Detroit Diesel or Caterpillar engines. Lubricating oil systems for each of these engines operate similarly. Where there are differences, they are noted. Lubricating Oil Pump

System Components The major components in the Scooptram engine oil system are: •

Oil pump.

•

Oil filters.

•

Oil cooler, (if equipped).

•

Pressure gauge.

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Engine Oil Cooler

The oil lubrication pump is a gear pump mounted to the cylinder block and driven off the engine. It is the heart of the engine oil system and is usually equipped with an inlet screen located in the oil pan to strain out any contaminants that could damage the pump. Oil Filters The location of the oil filters depends on the engine. The Deutz engine has both spin-on filters located on the side and a centrifugal oil filter on the front of the engine. The centrifugal oil filter is a bowl that covers the cooling blower drive coupling and catches impurities in the system.

Engine oil coolers are usually found on aircooled engines. Forced air from the engine blower circulates through the cooler. Most water-cooled engines rely on cooling the block to keep the oil at a safe temperature. The Detroit Diesel engine is available with an optional oil cooler. Location will vary depending on the model vehicle and package of options selected. Cooling water from the engine coolant system is circulated through the cooler housing. Engine Oil Pressure Gauge A gauge in the instrument panel indicates engine lubricating oil pressure. On most vehicles, the gauge will be color-coded. The green area indicates a normal operating pressure. The pressure may briefly be in the red (high pressure) area when the engine is cold, but should drop to normal once the engine warms up. The yellow area indicates low oil pressure.

On the Detroit Diesel, the filters are located on the right hand side of the engine, below and to the rear of the turbocharger. The filters are the disposable spin-on type that require changing every time the engine oil itself is changed, usually every 100-150 hours, depending on the manufacturer’s specifications.

During normal operation, engine oil pressure should read in the green zone. At idle speed, the pressure will normally be lower. If the engine oil pressure drops and enters the yellow zone during normal operation, safely park the vehicle and stop the engine. Correct the problem before restarting the engine. Newer model vehicles may use a gauge equipped with LED warning lights that indicate abnormal conditions. If a gauge light comes on,

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stop the vehicle in a safe location and report the problem to maintenance personnel. Engines equipped with DDEC will indicate low engine oil pressure by illuminating the Stop Engine warning light and initiating engine rampdown. (See Controls and Indicators section of Operators Manual.)

General Maintenance Information 1. Change oil every 100 hours of operation. 2. Change oil filters every time the oil is changed. 3. Monitor engine oil pressure constantly.

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Air Supply System

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1. Provides clean, contaminant free combustion air to the engine.

The Air Supply system fulfills two (2) primary functions:

2. Provides forced-air cooling to the engine and/or various sub-systems.

Air Cleaner Operation

The evacuator valve (6) located in the bottom of the dust cup continually expels dust and moisture as it is accumulated in the dust cup.

The function of the air cleaner is to remove abrasive airborne particles from the air, furnishing a supply of clean air to the engine. Major manufacturers of engines have stated that anywhere from 1 tablespoon to 1 cup of dust ingested into a diesel engine can ruin that engine. The air cleaner is of vital importance to engine life and performance.

Contaminants remaining in pre-cleaned air are removed by the primary filter. Air flows through both the primary (3) and secondary (4) elements. In case of accidental perforation of primary filter, the secondary element protects the engine. The clean outlet air is then ducted to the engine (5).

Outside air enters through the air cleaner inlet (1). Angled pre-cleaner vanes (2) give a cyclonic twist to the entering air which spins out the large contaminants and approximately 85% of all water. Centrifuged contaminants are carried along the wall of the cleaner and ejected through slots into the baffled dust cup. 58

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The air intake is located to minimize ingestion of: 1. Engine exhaust fumes 2. Pre-heated engine cooling air 3. Haulage way dust If engine is soft-mounted and air cleaner is frame-mounted, at least one flexible joint will be in the piping between the air cleaner and the engine. Atlas-Copco Wagner Scooptrams come with both a primary and secondary filter element. It is important that both elements are used, to ensure that engine intake air is free of contaminants. 1. Filter Housing 2. Restriction Indicator 3. Evacuator Valve

Service Indicators As the air cleaner element becomes dirty the flow of air to the engine will become restricted. This can limit engine performance.

On Detroit Diesel engines, the combustion air flows through a turbo-charger, driven off engine exhaust air, and an after-cooler before entering the cylinders. Deutz engines can be supplied with altitude compensation packages, for highaltitude operation option.

Visual inspection of the filters is not always sufficient for determining replacement. In some cases, there may little visual indication of dirt, yet the filter may be internally plugged with very fine particles.

In addition to combustion air, Wagner scooptrams rely on forced air cooling to dissipate various engine heat loads.

Restriction indicators are provided as an easy reference to the operator that the engine is not getting the necessary amount of intake air.

Deutz equipped vehicles use an engine driven ducted-fan blower to circulate air through the cylinder heads and transmission, hydraulic and engine oil coolers.

The type of indicator can vary and may or may not indicate the amount of vacuum in inches of water. The maximum vacuum trip point will vary according to the model engine.

Detroit Diesel engines use an engine driven fan blade to circulate air through the engine cooling radiator. This radiator also serves as the combustion air after cooler. An auxiliary cooler, with blower, is available for handling engine fuel, transmission and hydraulic oil heat exchange.

Engine

Standard Installation Criteria Most vehicles are equipped with a service (or restriction) indicator. All hose clamps are the Tbolt type.

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Trip Point (in. H20 / mm Hg)

Deutz (w/F12L511W)

15 / 28

Deutz (except F12L-511W)

20 / 37.3

Detroit Diesel

25 / 46.7

Cat

25 / 46.7

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Air Exhaust System

However, all restriction indicators are color coded. Normal indication is indicated by a Yellow, Green or Clear indicating window. When intake air restriction has reached the allowed trip point, the indicator will show Red. This notifies the operator that the filter requires changing.

Most vehicles are equipped with an engine exhaust system. The system may include a:

It is important that operators and maintenance personnel remember to reset these indicators after each filter change.

•

Water Exhaust Scrubber

•

Catalytic Exhaust Converter

•

Exhaust Fume Diluter

•

ECS Purifilter

•

Silencer

Engine Exhaust Fumes Can Kill In an ideal engine, fuel mixed with air burns completely to form non-toxic carbon dioxide and water vapor. However, the ideal engine does not exist and unburned or partially burnt products are present in varying degrees in the exhaust of every engine. These include… Carbon monoxide Toxic gas which can cause headaches, nausea, unconsciousness, and eventually death if present in sufficient quantities. Aldehydes/acroleins In small quantities, these gases irritate eyes and nose. Unburned fuel Can give rise to characteristic odor, e.g., diesel.

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4. Some residual amounts of carbon monoxide and carbon dioxide will not get burned and, thus, will remain in the exhaust. The amount depends on exhaust gas temperature and the design of the catalytic converter. 5. Catalytic converters do not function at all unless the exhaust gas temperature is 100 ° to 150° C. Approximately 80 to 90% efficiency of carbon monoxide conversion is achieved at 500° C. About 50% conversion of hydrocarbons is achieved at 500 ° C. When an engine is idling, the exhaust gas temperature is too low to achieve conversion.

The catalytic converter contains platinum impregnated materials within a steel housing.

6. There is little or no effect on nitric oxides.

The platinum causes incomplete combustion products to finish burning as they pass through the purifier.

7. Catalytic converters may oxidize some sulfur compounds; i.e., may convert SO 2 to SO3, which is more harmful. This is not a problem unless sulfur is present in the fuel in large quantities (over 1/2%).

This burning does not take place unless the exhaust temperature is at least 400 ° to 500° C. in the converter.

Catalytic Converter

If the purifier is undersized, the exhaust passes through too fast for the catalyst to function. Back pressure will also be excessive, resulting in higher emissions.

Catalytic converters oxidize the carbon monoxides (CO), hydrocarbons (HD), and aldehydes (HCHO) present in the exhaust gas. The conversion efficiency is a function of converter design and conditions, exhaust temperatures, etc.

Effects Of Catalytic Converter 1. Completes combustion of carbon monoxide. Products are carbon dioxide (same gas that we exhale) and water.

Since catalytic converters are ineffective at exhaust temperatures below approximately 450 ° F., they must be installed as close as possible to the engine exhaust manifold.

2. Completes combustion of hydrocarbons (organic chains of carbon and hydrogen atoms). Products are carbon dioxide and water.

The initial flow restriction of a catalytic converter can be relatively low. However, as the carbon particles present in the exhaust gas deposit in the converter, the restriction increases. Failure to regularly clean/regenerate a converter will lead to excessive exhaust back pressure. Some converters are provided with a port that allows for back pressure monitoring.

3. Above processes generates additional heat. Gas temperature increase for a diesel engine will be 30° C. or less.

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Catalytic Converter Plugging

Exhaust Diluters

Converters can plug up (particulate builds up on pellets or honeycomb structure). This results in high engine exhaust back pressure, increased emissions, and reduced converter efficiency (the particulate coating keeps the exhaust from contacting the platinum).

Diluter’s design and operation are based on the Venturi principle...mixing large amounts of ambient air with the exhaust gas before releasing it to the atmosphere. This action cools and dilutes the exhaust gas to acceptable levels for operators or other personnel in the vicinity of the machine.

Causes of plugging:

•

Excessive idling (low exhaust temperature)

•

Over-fueling

•

Engine out of time

Exhaust diluters are required by few mine's regulations.

Recommended Cleaning Procedure for the Diesel Puri fier

Exhaust diluters must also be checked and maintained periodically. Carbon build up on the tight nozzle gap will rapidly increase the diluter's back pressure.

1. Dry brush inlet face to catalyst.

Dilution System Most depend on Venturi effect. A small amount of air (or exhaust) moving very rapidly can create a low pressure region. If this is done through an opening or along a curved surface, a large amount of ambient air can be drawn along to dilute the exhaust.

2. Air clean through outlet face of catalyst. 3. Continue Steps 1 and 2 until inlet face is clean. 4. Completely soak catalyst in cleaning solution for one (1) hours. Note “caution” below.

6. Air clean through outlet face.

Venturi systems have relatively high back pressure (15 to 25" of water). This is necessary to create high exhaust velocity and a high dilution ratio.

7. Repeat Steps 4, 5 and 6 until purifier is as clean as possible.

Maintenance consists of periodic cleaning with solvent.

8. High-pressure water-wash purifier through outlet face and air dry. Maximum pressure 50 psi.

Fume diluters are the most prevalent type. Care must be taken to keep shimming correct as this has a dramatic effect on back pressure and dilution ratio

5. Solvent/air clean through outlet face of catalyst for ten (10) minutes.

9. Reinstall purifier.

Small engines may achieve adequate dilution with a baffle- type diffuser. The resultant back pressure is minimal.

NOTE: If high pressure steam is available, it may be substituted for the solvent solution. Steam clean through outlet face, keeping nozzle 2" away from catalyst face.

Water Scrubbers Water scrubbers consist of a perforated pipe submerged in a water tank. They are designed for cooling the exhaust gas being discharged by the engine. Bypassing the exhaust gas through water, some carbon particles (soot) and soluble

Recommendation:

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gases (SO2, HC) are retained in the water. As a result, the soot and odor emissions of the exhaust gas are slightly reduced.

smoke can be traced as the cause of health problems in workers continually exposed to it. The purifilter smoke filter consists of a ceramic honeycomb substrate in which alternate flow cells are blocked on each end. The exhaust gas is, therefore, forced to flow through the four (4) ceramic porous walls of each cell into adjacent cells. The gas portion of the exhaust will pass through. However, particles are trapped and collected on the walls of each cell. Eventually, due to the positing of carbon soot on the cell walls, clogging of the porous cells will occur, resulting in increased back pressure.

Water scrubbers require regular cleaning and water replenishment. Some state and local regulations require the use of water scrubbers on engines utilized in underground mining operation. Care must be taken when testing water scrubber back pressure. The resistance caused by the water head is independent from engine load or speed. Baffled tank contains water. Exhaust gas is forced through the water to cool the exhaust and remove noxious emissions. Requires a large tank or level sensor and water make up system.

This means particulate filters must be cleaned from time to time. This is referred to as regeneration. On certain vehicles with high duty cycles, exhaust temperatures are high enough to produce what is called auto-regeneration. This is when the carbon soot will actually ignite and burn on its own. A general exhaust temperature range during which this occurs for uncatalyzed filters is about 500 ° C. For catalyzed filters, this range is lowered to about 400 ° C., due to the application of a special catalyst coating that reacts with the carbon build up.

Maintenance Change water each shift to remove suspended solids and to reduce acidity in water. Do not operate without water. Some systems have a plastic float and/or seals which may be damaged by heat. Check valve in exhaust pipe keeps water in scrubber tank from entering the exhaust manifold if the engine rolls backwards.

However, in the case of lightly loaded engines, the temperatures are rarely in excess of 400 ° C. for any length of time. Hence the filter requires manual cleaning. Methods of manual cleaning are discussed later.

Has stainless steel construction to reduce corrosion. Purifilter System Operational Instructions Although catalytic purifiers are very efficient in converting unburned fuel (hydrocarbons) and carbon monoxide to harmless gases, they provide no protection from “black” smoke (or particulate) which is emitted by all diesel engines.

Back Pressure Alarm A back pressure warning system is included with each filter. This unit is connected to the exhaust pipe near the exhaust manifold, and monitors the engine's exhaust back pressure. This back pressure is a function of exhaust flow velocity and exhaust system components. Engines have a maximum back pressure level set by the engine manufacturer. The alarm is set to indicate if this maximum level is reached. Since ramp climbs are the most commonly sustained

Outline of Theory Diesel smoke consists of a complex mixture of carbon and hydrocarbons. It contributes to the characteristic odor of diesel exhaust as well as causes visibility problems in enclosed areas. More importantly, several elements of diesel

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Manual Cleaning Procedures For Purifilters

high load condition, this is the most common time when the alarm lights will go off.

In the event the regeneration system fails to operate, manual cleaning of the filter is possible. There are two (2) methods of manual filter cleaning. The first method involves using compressed air, the second involves combusting the collected soot in a kiln or oven.

Since the alarms turn off when the pressure drops, an alarm that lights up only at the end of a long ramp haul indicates an exhaust system running on the borderline of the allowable limit. As the system clogs up, the light will come on more often. If the light starts coming on regularly during normal operation, the need for servicing or filter cleaning becomes more critical.

In the compressed air method, compressed air is blown through a nozzle into the filter block channels in the reverse direction of the exhaust flow. Care should be taken not to chip the filter block with the nozzle. Also, remember that the collected material in the filter is considered a health risk if inhaled in large quantities or over a long period of time. Worker protection in the form of adequate ventilation and breathing filters should be observed. The cleaning of filters by compressed air only removes, at best, about half of the soot collected by the filters. If complete soot removal is desired, the soot must be burnt out.

Auto-Regeneration/Operation Procedures and Troubleshooting For systems set up for auto-regeneration, the filters should not need any attention during normal engine operation. If the engine goes out of tune, the exhaust temperature is affected and so will the amount of soot caught in the filters until the point will be reached where the engine’s back pressure limit will be exceeded. At this point, the back pressure alarm light will go off and warn of an engine problem.

The second method of cleaning filters involves heating the filter up to engine exhaust temperatures in a kiln and allowing the collected soot to burn.

At this point, the machine requires maintenance. It is not advisable to delay this maintenance since the engine’s problems could be of a major nature such as piston or ring problems. If the machine is allowed to continue, it is possible to reach the point where the filter is so badly clogged that the engine will not run. At this level, it is possible to damage the exhaust valves so it is best to service the engine within a reasonable time after the warning light starts to go off. Normally extremely high back pressures are accompanied by engine power loss.

The block should be heated to approximately 550° C. (1020° F.), and kept at that level for several hours. The control of the temperature is important. Below about 500 ° C. (930° F.), the soot will not burn. Above 600 ° C. (1100° F.) and the ceramic or catalyst could be damaged. Care must be taken with the emissions coming out of the oven vents. These emissions will contain high levels of carbon monoxide.

Another indication of engine problems is bad aldehyde emissions. These are the hydrocarbon emissions that sting the eyes. When this condition is encountered, it means there is fuel or oil being dumped into the exhaust. This is usually due to leaking injectors, improper ignition timing or low cylinder compression.

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Another method of combusting the soot is with a specialized burning system. These custom units are designed to heat the blocks and burn out the collected soot. Again, care must be taken with the emissions that are produced by this combustion process.

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Smells and Odors

3. Take the filters and reverse them in the exhaust system. This is achieved by means of the quick release clamps and the fact that the filter center-bodies are symmetrical.

During the initial few hours of filter operation, an unusual smell similar to that of burning paint may be detected. This is the final curing stage of the filter packing material. A production baking process removes most of this odor but usually some is still present for the initial filter use. The emission levels from this packing material have been analyzed and deemed to be less than government TLV’s.

4. With the filters reversed, rev the engine to high idle several times until the smoke output reduces to a minimum. Note the soot cloud will be extensive and should be vented to the waste return air. Back-Flush with a Steam Cleaner

Other comments about odors have been traced to differences in smell. Since many of the predominant odor-causing hydrocarbons are caught in the collected soot, the small of the engine exhaust changes. The main concern of the workers is that the smell is different than before.

This procedure is the same as “A”, but utilizes a steam cleaner to achieve the same results. This system, however, is more arduous on the catalytic coating and is not the first choice. Exhaust Back Pressure The exhaust system will produce a certain resistance to the exhaust gas flow which is defined as “exhaust back pressure”, consisting of the total resistance of the system, including the pipes, pipe bends, muffler, tailpipe and/or exhaust accessories.

The Removal Of Excess Soot This can be achieved by several methods. In order of preference, they are as follows: Back-Flushing with Compressed Air

1. Remove the filter from the machine.

The exhaust back pressure of a given engine installation will depend upon the size of the pipes, the number and types of bends and joints, and the chosen muffler. Undersized pipes and too sharp bends are usually the most likely contributors to high back pressures.

2. Place the filter on a support in open air, take a high pressure air line and nozzle, and using 80 psi, blow from the exit side into the channels. Passing the air gun slowly at about 2" from the exit side face of the filter enables the high velocity air to enter the channels and dislodge the soot on the entry side.

The effects of excessive exhaust back pressure (i.e., higher than recommended) are:

3. This procedure takes approximately 10 minutes and must be carried out in an area where the soot clouds will not be a nuisance.

1. Loss of power. 2. Higher fuel consumption.

Back-Flushing with Engine Exha ust

3. Higher combustion temperatures.

1. If the removal of the filter to an open area is inconvenient, then the following may be adopted.

These conditions can also produce excessive smoke and will cause engine overheating with consequent lower life for valves and valve seats.

2. Move the machine to a location where the return air is picked up and the soot cloud will not inconvenience operations

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engine curves published in the “Engine Output” section of this manual).

2. Measure the back pressure using a gauge which reads in “inches of water” (use a slack tube manometer, either water or mercury filled, or other suitable gauge connected to the exhaust port). Record this reading for future reference in comparing back pressure increased.

Back Pressure Measuring Location Manometer Reading

In it's simplest form, the manometer is a U-tube about half filled with liquid. With both ends of the tube open to atmosphere, the liquid is the same height in each leg of the tube.

Exhaust Back Pressure Measurement A water manometer (U-tube) scaled to read in excess of 30" should be used. The U-tube is to be connected as specified to the exhaust system in a straight section of pipe, downstream of the engine exhaust manifold flange (in the case of naturally aspirated engines) or downstream of the turbocharger (in case of turbocharged engines).

When positive pressure is applied to one leg of the tube, the liquid is forced down in that leg and up in the other. The difference in height (“H”), which is the sum of the readings above and below zero, indicates the pressure. When a vacuum is applied to one leg, the liquid rises in that leg and falls in the other. The difference in the height (“H”), which is the sum of the readings above and below zero, indicates the amount of vacuum.

Naturally aspirated engines

The test must be run at engine full load, rated speed. If this is not practical, a less precise method is to run the engine at no load rated speed. In this case, the back pressure must not exceed 60% of the permissible full load value.

Exhaust System Measuring Back Pre ssure

A port is provided at the inlet of the purifier and/ or in the manifold-to-purifier exhaust tube for measuring back pressure.

Turbocharged engines

The test must be conducted exclusively at engine full load, rated speed.

It is important to take back pressure readings periodically to determine the extent of carbon build up on the catalyst. A significant increase in back pressure reading will tell you that cleaning is required.

In mobile type of equipment, load may be applied by operating against the brakes or the hydraulic system (hydraulic stall). Cowl Silencer

It is recommended that back pressure be measured at the time the machine is initially put into operation and remeasured at regular intervals thereafter until a definite pattern is established. Pressure checks made at every other weekly maintenance inspection (200 to 250 hours) is suggested.

The cowl silencer employs an extremely effective principle which allows it to be much smaller than a comparable conventional silencer. Because space is usually limited, the smaller size is easier to fit into the design, or adapt to the vehicle. A less complex supporting structure is required to withstand the “G” forces of vehicle operation, resulting in overall cost savings in the exhaust system, and allowing greater flexibility of installation.

The recommended procedure is as follows: 1. Start the engine and run to governed speed, no load, for 5 to 10 minutes to bring the exhaust up to operating temperature.

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The cowl spiral silencer design embodies a spiral passage of constant cross-sectional area. The spiral is partially lined with noise absorbing stainless steel wool. Exhaust gases can pass from one spiral passage to another through bleed holes within the spiral body. Sound waves travel in straight line paths at a speed much higher than the speed of the exhaust gases passing through and, therefore, are continually bounced off the smooth wall of the spiral. Some of these sound waves are reflected into the wool covered wall where they are diffused. Other sound waves pass through the bleed holes progressively attenuating the sound by wave cancellation as the gases pass through the multiple turns of the spiral. The relatively unrestricted path for the gasses and the absence of resonant chambers results in minimum back pressure that often permits a small cowl silencer to replace a large reactive muffler.

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Cooling System

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side of the engine. The final component is located on the underside of the midframe compartment hood on new model vehicles.

Scooptrams furnished with Detroit Diesel or Caterpillar engines will require removal of cooling system components. On vehicles supplied with Deutz air-cooled engines, the blower and coolers are integral to the engine and do not require removal.

Note: On scooptrams, the engine faces away from the front of the vehicle. Any position description given relative to the engine will be the opposite in relation to the scooptram. CAUTION : If the engine has been running within the previous hour, the tem perature of the engine components, the coolant, the oil, and radiators can be high enough to cause serious burns. Allow the engine and the entire cooling system to cool before initiating removal procedures.

New model vehicles use a skid mounting arrangement that eliminates the requirement for disassembly and removal of the cooling system prior to engine removal.

ACW00073 pict

On Detroit Diesel and Caterpillar equipped vehicles, the cooling system can include four separate heat exchange components: 1. Engine coolant radiator (a water-to-air heat exchanger that cools the engine block and head). 2. Combustion air intercooler (an air-to-air heat exchanger that cools the pressurized air from the turbocharger before it is pushed into the combustion chambers). 3. Transmission oil cooler (an oil-to-air heat exchanger that cools the transmission). 4. Transmission oil heater/cooler (an oil-towater heat exchanger that uses engine coolant to warm the transmission oil after a cold start and cool the transmission oil after the transmission is warm). 5. Fuel, hydraulic and transmission oil cooler (a three section oil-to-air heat exchanger with blower). The first two components are an integral package, installed in front of the engine. The third component is usually located just in front of the radiator/intercooler, and can be removed separately or with the radiator/intercooler. The heater/cooler component is usually installed inside the power frame, either under or to the

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6. If applicable, remove the hoses that connect to the tube and shell heater/cooler. Cap or plug each line and connection.

Note: This section contains removal and replacement instructions covering the engine and its accessories. All engine specific maintenance procedures are included in a separate engine manual.

7. Remove the hoses that connect to the engine block and oil cooler. Cap or plug each line and connection. 8. Rig the hoist above the cooling system package.

The procedures in the following paragraphs describe removal and replacement of the various engine accessory components and of the engine as a package.

9. Remove the radiator support arms (one on each side). 10. Using the holes in which the support arms were bolted, fasten a lifting chain to each side of the cooling system shell, fasten the chains to a short spreader bar attached to the hoist, and take up the slack in the chains.

Wherever possible, procedures are presented in the sequence required for orderly removal; that is, if an item must be removed before another item can be removed, that item is covered first. WARNING : Block all wheels, set the parking brake, remove the key (if available) from the ignition switch, and place a Do Not Operate tag on the steering wheel or Off/On/Start switch before performing maintenance on the power train systems.

11. Remove the two bolts that fasten each side of the cooling system shell to the power frame.

ACW00073 pict

12. Lift the cooling system package clear of the scooptram and store it in a safe location. Reinstalling the Cooling System Package

Removing the Cooling System Package

Reinstall the cooling system package as follows:

Remove the cooling system package as follows:

1. Using the hoist and lifting chains arrangement used in the removal, lift the cooling system package into position on the power frame.

1. Remove the engine hoods. 2. Place a suitable receptacle below the engine coolant radiator drain cock and drain the coolant from the system.

2. Reinstall the two bolts that fasten each side of the cooling system shell to the power frame. Torque the bolts to specification. (See torque chart.)

3. If the engine is to be removed, place the receptacle below the two engine block drains and open the drains. While the system is draining, perform the next three steps.

3. Remove the lifting chains and hardware and the hoist.

4. Disconnect the air intake hoses that connect to the combustion air intercooler.

4. Reinstall the angled radiator support arms (one on each side). Torque the bolts to specification.

5. If applicable, disconnect the oil lines that connect to the transmission oil radiator. Immediately cap or plug each line and connection.

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5. Reinstall the hoses that connect to the engine block and oil cooler.

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6. Reinstall the hoses that connect to the tube and shell heater/cooler.

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3. Disconnect the transmission oil lines connecting the tube and shell heater/cooler to the transmission, and immediately cap or plug each line or connection.

7. Uncap or unplug and reinstall the oil lines that connect to the transmission oil radiator. 8. Reinstall the air hoses that connect to the charge air intercooler.

4. Remove the bolts that secure the tube and shell heater/cooler to the power frame. Remove the heater/cooler.

9. Close the engine coolant radiator drain cock. If the engine block was drained, close the two drains on the engine.

Replacing the Transmission Oil Tube and Shell Heater/Cooler Reinstall the transmission oil tube and shell heater/cooler as follows:

10. Fill the radiator with the proper coolant mixture.

1. Place the tube and shell heater/cooler in position and reinstall the bolts that secure the heater/cooler to the power frame.

11. Reinstall the engine hoods. Removing the Transmission Oil Radiator

2. Uncap or unplug and reconnect the transmission oil lines that connect the tube and shell heater/cooler to the transmission.

Remove the transmission oil radiator as follows: 1. Disconnect the oil lines that connect the transmission oil radiator to the transmission. Immediately cap or plug each line and connection.

3. Reconnect the hoses that connect the tube and shell heater/cooler to the engine coolant radiator.

2. Remove the bolts that secure the transmission oil radiator to the cooling system shell.

4. Fill the radiator with the proper coolant mixture.

3. Remove the transmission oil radiator. Reinstalling the Transmission Oil Radiator

Removing the Engine Coolant Radiator

Reinstall the transmission oil radiator in the reverse order of removal.

Remove the engine coolant radiator as follows: CAUTION : If the engine has been running within the previous hour, the engine components and the coolant temperature can be high enough to cause serious burns. Allow the engine and cooling system to cool before initiating removal procedures.

Removing the Transmission Oil Tube and Shell Heater/Cooler

ACW00073 pict

Remove the transmission oil tube and shell heater/cooler as follows: 1. Place a suitable receptacle below the engine coolant radiator drain cock and drain the coolant from the engine coolant radiator.

1. Remove the engine hoods. 2. Place a suitable receptacle below the engine coolant radiator drain cock and drain the coolant from the radiator.

2. Disconnect the hoses that connect the tube and shell heater/cooler to the engine coolant radiator.

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Fuel System

3. If applicable, remove the transmission oil radiator as outlined in the earlier paragraph entitled “Removing the Transmission Oil Radiator”.

Remove and reinstall the fuel system components as outlined in the following paragraphs. CAUTION : If the engine has been running within the previous hour, the tem perature of the engine and exhaust system components can be high enough to cause serious burns. Allow the engine and exhaust system to cool before initiating removal procedures.

4. If applicable, disconnect the hoses that connect to the tube and shell heater/cooler and immediately cap or plug each line or connection.

ACW00073 pict

5. Disconnect the hoses that connect to the engine block and oil cooler and immediately cap or plug each line or connection.

7. Remove the radiator.

CAUTION : Cleanliness is absolutely essential in all work done on the Scooptram fuel system. Always follow these rules regarding cleanliness in maintenance operations on the fuel system.

Reinstalling the Engine Coolant Radiator

•

Reinstall the engine coolant radiator in the reverse order of removal:

Steam clean the area of the Scooptram on which the work will be performed.

•

Wipe clean hose and pipe connections before opening any connection.

Exhaust System

•

Your Scooptram may be equipped with either a water exhaust scrubber or a catalytic exhaust purifier. The water exhaust scrubber requires routine maintenance. The catalytic exhaust purifier does not require operator maintenance.

Remove all loose paint before opening any section of the head pipe to the rear section connections.

•

Plug or cap any hose or connection immediately after opening it.

•

Flush any unsealed hose or pipe with fuel before installing it in the system.

6. Remove the bolts that secure the coolant radiator to the cooling system shell.

ACW00073 pict

Removing the Purifier Remove the purifier as follows:

Removing Fuel Filters

1. Remove the purifier heat shield and upper clamps.

Remove the fuel filters as follows: 1. Clean the fuel filters and the surrounding area.

2. Remove the two bolts on the lower purifier clamp.

2. Turn the two fuel line valves 90 degrees to the off position.

3. Remove the purifier. Reinstalling the Purifier

3. Turn each filter counterclockwise and remove it.

Reinstall the purifier in the reverse order of removal.

Reinstalling Fuel Filters Reinstall the fuel filters as follows:

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Removing Fuel Tank

1. Wipe the mounting surface for each filter with a clean cloth.

Many Atlas-Copco Wagner vehicles incorporate the hydraulic and fuel tanks into the major weldment structure. However, on some units, these tanks may be “drop-in” and fastened to the frame with bolts. To remove a drop-in fuel tank as follows:

2. Apply a thin layer of grease to each filter gasket. 3. Fill each filter with clean diesel fuel. 4. Install each filter on the filter mount, turning it clockwise. After the filter gasket contacts the mount, continue to turn the filter two thirds of a turn.

1. Close the fuel shut-off valve to the fuel tank. 2. Place a suitable receptacle under the fuel drain of the tank, open the drain valve (or remove drain plug), and drain the tank.

5. Turn the two fuel line valves to the on position.

3. Position a hoist over the fuel tank and rig chains from the hoist hook to the lifting rings at the front and rear of the tank.

6. Start the engine, run it at idle speed, and check for fuel leaks. Removing Fuel Valves or Lines Remove a fuel valve or line as follows:

4. Take up the slack in the chains, but do not lift the tank yet.

1. Clean the fuel valve or ends of the fuel line and the surrounding area.

5. Remove the bolts that attach the fuel tank to the Power Frame.

2. If the component to be removed is after the fuel filters, turn the two filter fuel line valves to the off position. If the component to be removed is before the fuel filters, turn the fuel shut-off valve to the off position.

6. Lift the tank from the frame and set it on blocks in a safe location. 7. Remove the receptacle from under the power frame. 8. Close the fuel valve of the tank and temporarily seal all fittings and outlets.

3. Disconnect the component and remove it. Reinstalling Fuel Valves or Lines

Reinstalling the Fuel Tank

Reinstall a fuel valve or line as follows:

Reinstall the fuel tank as follows:

1. Make certain that the connections are clean, both on the component to be replaced and the components to which it connects.

1. Lift the tank from the storage position and place it on the frame. 2. Re-install the bolts that secure the tank to the power frame. Torque the bolts to specification.

2. Install the component. 3. Turn the fuel valve(s) to the on position. 4. Start the engine, run it at idle speed, and check for fuel leaks.

3. Remove the hoist and the chains. 4. Remove all temporary seals from fittings and outlets and re-install any hoses. 5. Open the fuel valve to the tank.

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Electronic Engine Control System

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7. Unplug low coolant level sensor from engine block.

The engine electronic control system is an integral part of the engine package. Refer to the engine manual for removal and replacement information.

8. Unhook engine oil pressure line from engine. 9. Remove DDEC wires from back of engine. 10. Unhook starter wire and alternator. 11. Remove radiator (or the cooling system package).

Engine Note: This procedure is primarily applicable to vehicles using water cooled engines. In most cases, the degree of component removal will be less for air cooled engines. New model vehicles have a modular design skid that can be removed as a package.

12. Disconnect all radiator tubes and combustion air tubes. 13. Remove the bolts that secure the fan to the water pump shaft. 14. Relieve any residual pressure in the hydraulic systems by pressing or venting the breather or loosening the tank filler cap.

WARNING : The engine package could weigh more than 1134 kilograms (2500 pounds). Do not reach or lean underneath the engine as it is being removed or reinstalled. ACW00073 pict

15. Remove the hydraulic lines connected to the steering/dump and brake systems pumps. Remove the converter pump hoses. Immediately cap or plug each line and connection. Secure the lines out of the way.

CAUTION : If the engine has been running within the previous hour, the tem perature of the engine and exhaust system components can be high enough to cause serious burns. Allow the engine and exhaust system to cool before initiating removal procedures. ACW00073 pict

16. Disconnect air intake tube from filter to turbo and fully remove. 17. Remove exhaust heat blanket 18. Remove the clamp that secures the front end of the exhaust system head pipe to the turbocharger.

Removing the Engine Package Remove the engine package as follows: 1. Complete any of the proceeding component removal procedures that are applicable.

19. Turn the filter fuel line inlet valve to the off position. Turn the fuel tank valve(s) to the off position.

2. Turn the master battery isolation switch to the off position.

20. Disconnect the inlet fuel line from the fuel filter block.

3. Remove the engine hoods. 4. Pull grill door. Unbolt two grill to radiator stops.

21. Unhook fuel line from bottom of DDEC

5. Unbolt fan guard.

22. Disconnect and remove battery and box (if applicable).

6. Drain radiator, and unhook surge tank hoses.

23. Remove guard.

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24. Remove the converter-transmission driveline.

3. Carefully lower the engine until it rests on the three engine mounts and is in proper alignment between the turbocharger and the exhaust head pipe.

25. Unbolt and remove power frame crossmember.

4. Reinstall the two bolts that secure the front engine mount (center) to the power frame, but do not tighten.

26. Position a hoist capable of lifting 1193 kilograms (2630 pounds) above the engine. Attach the engine lift spreader bar to the hoist, and attach chains from the spreader bar to the engine’s front and rear lifting eyes.

5. Reinstall the two bolts that secure each rear engine mount (left and right) to the power frame, but do not tighten.

27. Remove the bolts that secure each rear engine mount to the power frame.

6. Inspect the engine position. If it is in the correct position, tighten and torque the six engine mount bolts to specification (See Appendix).

28. Remove the bolts that secure the front engine mount to the power frame. 29. While watching carefully to make certain that it does not catch on any engine compartment items, lift the engine to the point at which it is possible to reach the sides of the rear engine mounts. Remove the bolts that secure the mounts to the engine.

7. Remove the chains, spreader bar, and hoist from above the engine. 8. Reinstall the power frame crossmember. 9. Reinstall the engine-transmission driveline. 10. Reconnect the electrical connectors to the alternator, starter solenoid, and engine management controller.

30. Lift the engine clear of the engine compartment and place it securely on blocks or a support structure on the floor.

11. Reconnect the inlet fuel line from the fuel filter block.

Reinstalling the Engine Package Reinstall the engine as follows:

12. Turn the filter fuel line inlet valve to the on position. Turn the fuel tank valve(s) to the on position.

1. Using the same hoist, spreader bar, and chains as were used for removal, lift the engine from the blocks or support structure to a point above its position in the engine compartment.

13. Reinstall the clamp that secures the front end of the exhaust system head pipe to the turbocharger.

2. While watching carefully to make certain that it does not catch on any engine compartment items, lower the engine to the point at which the rear mounts were removed from the engine. Reinstall the mounts and torque the bolts to specification (See Appendix).

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14. Move the coolant surge tank into correct position and reinstall. 15. Remove the caps or plugs and reconnect the hydraulic lines to the steering/dump and converter pumps.

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16. Place the fan in position on the water pump shaft, and lubricate and screw in each of the six bolts. Torque the bolts to specification (See Appendix). 17. Reinstall the cooling system package. 18. Reconnect air intake hose and pipe connections. 19. Connect engine oil lines. 20. Reinstall the engine hoods.

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Section 5 Power Train

Power Train

Service Manual

Wagner Scooptrams

Scooptram Drivetrain 2

1

3

4

1. 2. 3. 4.

Transmission Torque Converter Diesel Engine Planetary Drive Axles

The transmission and converter also use a common hydraulic system to lubricate, cool, transmit torque and apply clutches. The transmission control valve assembly is comprised of a valve body with selector valve spools. It is a remote control system, with the transmission control valve located in the operator’s compartment and connected to the transmission by hoses.

Transmission System Theory of Operation Power from the diesel engine is transmitted directly from the engine flywheel to the torque converter. The converter output shaft transmits the power via driveline to the transmission input shaft. The transmission output shafts transmit power via drivelines to the front and rear differentials. The bevel gear and bevel pinion of each differential transmits power through the differential to the free floating axles. The planetary final drive sun gears are splined to the axles.

The selector spool detent ball and spring provide a position for each speed range. The direction spool detent provides three positions: forward, neutral, and reverse. When the engine is running and the directional control lever is in the neutral position, oil pressure is blocked at the control valve, and the transmission is disengaged. Moving the forward and reverse spool directs oil to the appropriate clutch and opens the opposite one to relieve pressure.

As the axles rotate, planet gears, mounted in the carrier, are forced to walk around the stationary ring gear, imparting rotation to the hub and wheel which is attached to it.

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The transmission control lever (or button) in the operator’s compartment can be either electrically wired or mechanically linked to the transmission control valve.

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In the neutral position, oil from the pressure regulating valve on the charge pump is deadheaded at the remote shift valve. When forward gear is 1

Power Train

selected, oil pressure is directed to the forward clutch.The flow for reverse goes to the reverse clutch. 3

2

4

9

5 8 7

1. 2. 3. 4. 5. 6. 7. 8. 9.

6

Transmission Pressure Switch Converter Lockup (Optional) Transmission Pressure Gauge To Throttle Transmission Oil Cooler Con verter Pump Transmission Filter

piston, and a back-up plate is inserted and secured by a snap ring. A hub with inner and outer diameter splines is inserted into the splines of discs with teeth on the inner diameter and a splined shaft extending through the clutch support and is secured by a snap ring. So long as there is no pressure to the direction or speed clutch, the disc and inner shaft can increase in speed or rotate in the opposite direction.

Both the direction and speed clutch assemblies consist of a drum with internal gear teeth and a bore to hold a hydraulically actuated piston. The piston has “oil tight” sealing rings. A friction disc with internal teeth is also inserted into the drum and contacts the piston. Discs with splines at the outer diameter are alternately inserting into the drum until the required total is met.

When the control valve is activated, oil under pressure flows from the control valve, through a tube in the transmission case, to a specific clutch. Once in the drum, oil is directed into the rear side of the piston bore, where its pressure forces the piston and discs over against the backup plate.

Finally, a series of springs and pins are assembled so that the springs rest on the teeth of the 5566071301

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This forces discs to engage and lock the clutch drum and drive shaft together so they turn as a single unit.

Wagner Scooptrams

So long as no demand (load) is placed on the scooptram (transmission is in neutral), the oil, the impeller, and the turbine rotate as one mass at whatever RPM the engine is turning.

Bleed balls in the clutch drums let oil escape quickly when pressure to the piston is released.

When a load is applied to the scooptram drive train system, it reduces the turbine speed. The impeller continues to rotate at the same RPM as the engine. This causes oil to flow from the impeller through the turbine.

A screen filter is located in the sump pump pan at the bottom of the transmission case. Torque Converter Theory Of Operation

The stator intercepts the oil so that its force is redirected against the blades of the impeller in the same direction as the impeller is already rotating. This increases torque. When the engine is running, a charging pump draws oil from the transmission sump and sends it through filters to the pressure regulating valve in the control cover, which is mounted on top of the transmission. Oil travels from the regulating valve to the transmission clutches and to the converter. The pressure regulating valve is closed until pressure is applied to the transmission to activate the direction and speed clutches. The regulator valve is a hardened spool in a tight-fitting bore. A spring keeps the spool seated until oil pressure overcomes the spring force. Then the spool moves to expose a port through which oil can be directed through a line to the converter inlet port.

A torque converter transmits energy from an engine to a transmission through the use of hydraulic oil. A hydrostatic system is based on the principle that restricted liquids will transmit pressure. Hydrostatic systems are generally used for brakes, steering, and controls. Hydrodynamic systems are based on the principle that a fluid in motion has force. A torque converter is a hydrodynamic system.

Once in the converter, the oil is sent into the converter support through the impeller bearing.

A torque converter consists of three elements: •

A rotating impeller which causes oil within it to flow outward by centrifugal force.

•

A turbine which is driven by the flowing oil, and

•

A stator to increase torque.

The blades of the turbine, impeller, and stator are designed to circulate oil from the impeller to the turbine, through the stator, and back to the impeller. This circulation makes the turbine and impeller to rotate in the same direction. Oil enters the inner diameter of the impeller and exits from its outer diameter into the outer diameter of the turbine. When it exits the inner diameter of the turbine, oil is forced by the stator back into the inner diameter of the impeller.

The impeller is connected to the engine fly wheel. It rotates the entire time the engine is running. The turbine is connected to the transmission by gears and a prop shaft. 80

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Oil leaves the converter between the turbine shaft and converter support. From there it is routed through a regulating valve to the oil cooler. From there it goes to the lubricating oil inlet on the transmission, and through a series of lines to the transmission bearings and clutches.

Power Train

The transmission consists of a set of gears and shafts which convey energy from the engine to the drive wheels. A transmission allows the running engine to be totally disengaged from the drive wheels (put in neutral) so that the Scooptram doesn't have to be moving all the time.

Oil collects in the transmission sump.Converter lube and leakage oil is routed to the transmission sump by gravity flow through a flexible hose.

A transmission also allows engine power to be adjusted to the conditions of operation. Manual transmissions use sliding gears and a mechanical friction clutch to operate.

Component Description

Automatic transmissions have gears which are always meshed. Hydraulics are used to activate whichever clutch bands give the best gear ratio for the work being done.

Transmission & Torque Converter

In a power shift transmission, there are hydraulically activated clutch discs instead of bands, and these disks are activated under operator control through the transmission control valve.

The transmission and torque converter system are used to control and adapt energy from the engine so the Scooptram can be made to travel forward and reverse in four different speed ranges. The Transmission/Torque Converter System consists primarily of: •

the transmission,

•

control valve

•

torque converter

•

the charge pump

•

the system filters

•

the transmission/converter oil cooler

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Transmission Control Valve

5

4

6 7

3

1

2 8 9 10 11

17

15 16

13

12

14

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Converter Pump Coverter Safety Valve Oil Cooler Lube Manifold Automatic Clutch Release Valve Forward 1st 2nd 3rd 4th Speed Selector Valve Reverse Direction Selector Valve Clutch Pressure Regulating Valve Filter Suction From Transmission Sump

sure regulating valve maintains the proper pressure needed to actuate the clutches. When the transmission control lever is in the neutral position, with the engine running, the direction selector spool assembly in the control valve is in the center open position, allowing oil to pass through to the speed clutch.. Shifting the transmission control lever to either forward or reverse moves the direction selector spool accordingly, allowing hydraulic oil to the appropriate clutch. Shifting the transmission (or speed) control lever moves the speed selector spool accordingly, allowing hydraulic oil to the appropriate clutch. Once in the clutch drum, oil goes to the rear of the piston bore, forcing the piston and disc against the back-plate. This forces the disc to engage, locking the clutch drum and drive shaft together, so they turn as a single unit.

The control valve directs oil under pressure to the desired speed or directional clutches. A pres-

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Transmission Charge Pump

Transmission/Converter Oil Cooler

The Transmission/Torque Converter charge pump is directly mounted on the converter and supplies the converter with oil .

The friction from oil slippage, which occurs when a load on the transmission causes the impeller and turbine to rotate at different speeds, causes the oil in the torque converter to heat up. To bring the oil back to normal operating temperature it is routed through an oil cooler. From there it flows through a lubrication distributor to the transmission where it is distributed for lubrication and cooling of the transmission clutches and bearings, before ending up back at the transmission sump.

Transmission/Converter Oil Filter

25 PSI

P

The cooler on vehicles equipped with Deutz engines is an integral part of the engine. It is located on top of the engine directly over the cylinder heads. Cooling air is provided by the engine blower fan located at the rear of the engine.

After oil leaves the charging pump and before it moves to the pressure regulating valve, it is sent through a filter to remove impurities from the fluid.

On Detroit Diesel and Caterpillar equipped vehicles the transmission oil cooler is water-cooled with a water-jacketed cooler plumbed into the engine cooling system.

This is a 10 micron filter with built in relief for 25 psi differential pressure. It should be changed every 400 hours or as indicated by the service indicator.

Auxiliary Cooling Pump On some scooptrams, an auxiliary cooling pump is mounted on the converter to provide additional flow of oil through the transmission oil cooler. Oil from the transmission is pumped through the converter inlet to the cooler out port to the cooler. From the cooler, oil is routed back to the transmission.

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Transmission Modulator Valve

Wagner Scooptrams

When the transmission direction is changed, hydraulic oil enters the differential pressure regulator and, overcoming spring pressure, shifts the spool and allows oil to vent back to the tank. The regulator valve also ports oil to fill the accumulator.

Atlas-Copco Wagner Scooptrams are usually equipped with a modulated transmission that allows the vehicle to be shifted from forward to reverse without stopping. Important: Whenever practical come to a com plete stop before changing directions. Directional changes may be made while the vehicle is in motion but must be restricted to 1st gear only.

As the accumulator fills and the accumulator spring compresses, oil pressure increases. This increasing pressure gradually shifts the regulator valve spool, until the vent orifice is closed. The accumulator thus acts to control the rate of flow (or venting) of hydraulic oil. As flow through the vent orifice drops, pressure increases at the selected directional clutch. Once the accumulator is full, the regulator spool is returned to its original position and oil to the clutch is supplied at normal operating pressure.

The modulator valve acts to control the increase in hydraulic system pressure to the clutch plates. This permits the smooth application of the clutch when shifting direction while moving. The valve consists of two differential pressure regulating valves, one for each direction, and two spring-loaded accumulators. 2

1

3

Converter 3 4

6 8 5 7

1. 2. 3. 4.

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Oil Cooler Cooler Out Line Converter In Line Oil Filter

5. 6. 7. 8.

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Transmission Suction Line Converter Return Line Drain

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General Maintenance Information •

Check the oil regularly, and keep it topped up with recommended oil or equivalent.

•

Make sure the vehicle is not being operated at too high a speed range for the task.

•

Make sure the converter temperature stays within the recommended range.

•

Don't operate a vehicle with an overheated engine.

•

Watch for excessive leakage in the transmission.

•

Watch for excessive leakage in the converter.

•

Monitor the converter charging pump oil flow. Contact maintenance personnel if the flow is low.

•

Check for restricted oil cooler flow.

•

Monitor engine stall speed.

•

Change oil and filters regularly, according to the recommended schedule.

tor, voltage regulator and starter motor as protection. After wet-cleaning, let the engine run long enough to evaporate all water to avoid rust problems.

Compressed air can be used for dry-cleaning by starting from the exhaust-air side. Clean all dirt blown into the air cowling space after using compressed air. The shell and tube oil coolers on Detriot Diesel and Caterpillar engines should be drained and cleaned once a year. Make sure that vehicle operators immediately inform maintenance personnel at any sign of problems. Timely corrective action can prevent small problems from developing into large scale equipment failure. Towing

Towing speeds cannot exceed 5 kph (3.1 mph), and the towing distance may not exceed 5 km (3.1 miles). These limits must not be exceeded, to prevent gear box damage from insufficient oil supply. For longer distances the vehicle must be loaded on a transporter.

Transmission oil should be changed every 1,000 hours of operation. Transmission oil filters should be changed every 400 hours, with every oil change and as indicated by the service indicator .

Checking oil temperature

The oil temperature of the gear box is monitored by a temperature sensor and gauge. A maximum temperature of 120 ° C (248° F) at the converter outlet may not be exceeded. Under normal service conditions, higher temperatures will not be reached, unless a problem exists.

The transmission oil cooler must be inspected daily on Deutz engines to assure it is not damaged or leaking. It should be cleaned weekly to avoid a build up of dirt that can restrict the flow of air past the cooling fins.

If the temperature exceeds 120 ° C (248° F), the scooptram must be stopped and inspected for external oil leakage. Let the engine idle at 1200 to 1500 RPM with the gear box in the neutral position.

The best method for cleaning the oil cooler is to use a high-pressure steam jet. A cold cleansing agent will also work if allowed to soak in properly before being hosed off with a strong water jet.

Under this condition, the temperature should drop quickly (in about 2 to 3 minutes) to normal values. If this does not occur, there is a problem

Note: When using a cold water or steam spray, make sure to cover the injection pump, alterna-

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in the system which must be corrected before operations can be continued.

Wagner Scooptrams

test, the drop in pressure and the speed of return to original pressure is monitored. When the transmission is shifted into gear, the needle on the transmission/converter oil pressure gauge will drop off quickly as oil enters the clutch, and as the clutch fills, the needle will slowly return to original reading.

Checking control pressure

Clutch pressure should be checked regularly. A drop in pressure will allow the clutch plates to slip, which increases friction and causes wearout of the clutch disc.

With oil temperature at 82 °-93° C (180°-200° F) and the engine at idle, go through each gear and note the drop in pressure and the speed of recovery back to original pressure. The clutch that may drop to a lower pressure and/or return to original pressure slower than the others should be suspect and may signal the need to make a pressure test with the master gauge.

Check at low engine idle (500-600 rpm) with oil temperature 82 °-93° C (180°-200° F). Pressure should be between 180-220 psi (12.4-15.2 bar) or 240-280 psi (16.5-19.3 bar), depending on the model transmission. (See transmission table in Appendix.) Attach a calibrated pressure gauge to the transmission charging pump pressure port. (Refer to the manufacturer’s service manual for location.)

Note: Larger size clutch packs (usually 1st and 2nd gears), will fall off to a lower pressure than smaller size clutches (forward and reverse and higher gears), and will also return more slowly to the original reading. Be sure to compare readings of the same size clutches.

Start the vehicle and shift the transmission lever into forward (or reverse), then shift through all the gears. Record the pressure reading for each gear. All speed clutch pressures must be within 5 psi (.34 bar) of each other. If clutch pressure varies more than 5 psi (.34 bar) in any one gear, repair the clutch. Attach the gauge to the transmission forward clutch pressure port and shift direction from forward to reverse and record the pressure. Repeat this test with the gauge attached to the transmission reverse clutch pressure port. Note: Atlas-CopcoWagner Scooptrams are equipped with modulated shift transmissions. Do to the combination of clutch leakage, piston bleed orifice flow rate and flow limiting orifices, directional clutch pressures can be as much as 30 psi (2.1 bar) lower than system pressure. Engine speed must remain constant during the entire leakage test. Another test that may help warn of failing clutches before the 5 psi (.34 bar) pressure variance shows up is the pressure drop test. In this

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Drivelines 2

3

5

4

1

6

9 8

13 12 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

11

10

Mating Yoke Needle Bearings Grease Seal Grease Fitting Dust Cap Spline Shaft Seal Slip Yoke Slip Yoke Plug Grease Fitting Bearing Cap Lube Channel Center Cross-Spide

slip joint to compensate for movement between the connected components. During normal operation, the chassis, engine, transmission, and axles all experience some movement relating to surface irregularities and varying stress loads. Each time these conditions are encountered, a change in the overall length of the drive shaft occurs. When a telescoping shaft runs at an angle to its mating shaft or yoke, it will slip in and out slightly. It does this to compensate for the working action of the universal joint as it rotates. The slip joint accommodates these variations by telescoping at the spline portion of the shaft. The slip joint shaft is particularly necessary in the swivel hinge area of the Scooptram; the articulation point of the Scooptram which allows the vehicle to turn. The drive shaft’s telescoping feature eliminates tension forces that could develop in conventional drive shafts.

Theory of Operation The purpose of the driveline is to transmit power from the engine to the drive axles. Wagner equipment uses both non-telescoping and telescoping drive shafts, and drive shaft support bearings. All of the drive shafts have a universal joint located at each end to permit pivoting, and accommodate angularity between two (2) intersecting shafts. Telescoping shafts have a splined

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Component Description

erly torqued. Loose capscrews will cause universal joint failure.

Universal Joint Bearings

2. Always use grade 8 capscrews to fasten bearing caps to the mating yokes.

Universal joints employ various types of bearing assemblies. They are specified on any particular Scooptram based on their torque loading capabilities.

3. Always tighten bearing cap fasteners to the proper torque values (See Appendix).

Driveline Support Bearings

1

2

4. Never use lockwashers, lockplates or lockwire in an attempt to secure the bearing cap fasteners. Only proper torque provides positive assurance against loosening fasteners. 5. Always replace the entire universal joint (center cross, bearing caps and fasteners) when rebuilding a universal joint that has failed.

3

1. Delta Wing 2. High Block (High Wing) 3. Low Block (Low Wing)

6. Lubricate all universal joint and driveline support bearings at regular and frequent intervals. Use a hand grease gun, or a low pressure attachment on pressurized lubricating equipment. High pressure grease injection can damage the bearing seals.

Drive shaft support bearings are used at locations where a driveline passes through a frame bulkhead, usually at the midship area; or in the middle of a long span. Driveline support bearings are generally flange type bearings that are bracket mounted to a frame cross member. These bearings require regular lubrication and are provided with lube fittings for that purpose. Most support bearings are lubricated directly, but in some cases a remote access lube line and fitting is installed for convenience of servicing.

7. When replacing a driveline support bearing, always reinstall the new bearing in the same vertical and horizontal planes that it was originally supplied with. Improper remounting will cause misalignment of the driveline and cause failure due to vibrations. 8. During periodic maintenance, check the yoke flanges for distortion at the torque converter, transmission, and differential flanges. Total indicated runout, for both axial and radial reading, should not exceed.005 inch (.127 mm).

General Maintenance Information The following list of maintenance checks represent some of the most important procedures that will provide maximum driveline dependability.

9. Individual drive shafts should be checked for straightness and balance.

1. Always clean universal joint bearing caps and mating yoke surface of all dirt, paint, nicks and burrs. Surfaces must be absolutely clean to metal. Any foreign matter caught between the surfaces will cause the bearing capscrews to loosen; even after being prop88

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10. Always properly phase drive shafts by assembling the slip yoke and spline yoke so that the flanges are in line with each other. Mis-alignment can cause vibrations within the driveline components.

5. Check universal joints and support bearings for excessive heat immediately after the Scooptram is shut down after a work cycle. Excessive heat, detected to be 100 ° F. (38° C.) above ambient temperature, is a sign of friction and deteriorating bearings.

Inspection

6. During Scooptram operation, check for driveline noise and vibration. if these symptoms are observed, it is an indication of impending driveline failure. Possible problem areas include: failed u-joint bearings, drive shaft support bearing, mis-aligned drive shaft, distorted yokes, unbalanced drive shaft assembly, etc.

Check all universal joints, splined slip joints, drive shaft yokes, companion yokes, and drive shaft support bearings. 1. Check the universal joints for wear: (a) Grasp the universal joint center cross (spider) with one (1) hand. With the other hand, work the drive shaft up and down (or back and forth) at 90 ° to each of the trunnion axis. Check for looseness (sideways) between the trunnion and bearing cap. (b) Check all four (4) trunnions in this manner. If looseness is detected at any of the trunnions, replace the universal joint as an assembly.

Power Train

Adjustments

Distortion & Runout - Mating Yokes Vibrations can be induced into the driveline if the drive shaft companion yokes (i.e., on the torque converter, transmission, differentials, etc.) are found to be distorted. Any yoke is subject to being distorted if a universal joint fails and comes apart during operation, for example.

Note: Do not confuse end-to-end play between opposite bearings with excessive wear. Some thrust movement is normal.

To check these yokes for distortion and runout: 1. First, remove the interconnecting drive shafts. Now check that the yoke retaining nut is properly torqued. For proper torque refer to the service manual for the specific converter, transmission or differential.

2. Inspect the spline shaft and slip yoke when the drive shaft assembly is removed for universal joint maintenance. 3. Replace the drive shaft if the splines are galling, becoming loose, or the spline shaft shows signs of twisting.

2. Check for radial or circular runout by positioning a dial indicator pointer against the machined pilot surface near the outside diameter (OD) of the yoke. Rotate the yoke and observe the dial indicator. The total indicator reading must not exceed .005 inch (.127 mm).

4. Check for loose capscrews at the universal joint bearing caps. If loose, install new Grade 8 capscrews on clean threads, and tighten to correct torque setting. CAUTION : Do not use lock washers, lock plates or lock wires to secure capscrews on universal joint bearings.

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is found to be the case, the drive shaft should be checked for straightness and proper balance.

3.

Check straightness by mounting the shaft assembly in a lathe. Install a dial indicator and check that the total indicated runout does not exceed .002 inch (.051 mm) at both ends and at the center of the shaft as the shaft is rotated. To straighten the drive shaft, flame heat is applied to the appropriate yoke-to-tube welded fitting.

1

Balancing is accomplished by mounting the entire drive shaft assembly in a dynamic balancing machine, and attaching the universal joint to master companion yokes. The shaft is then rotated at its specific operating speed and check for .005 inch (.127 mm) maximum total indicated runout at various points over its length. Balancing weights are spot welded at locations necessary to offset any imbalance in the rotating shaft assembly.

2

1. Checking Radial (Circular) Runout 2. Checking Axial (Face) Runout

4. Check for axial or face runout by positioning the dial indicator pointer against the face of the yoke, as close as possible to the capscrew holes. Rotate the yoke while observing the dial indicator. Total indicator reading must not exceed .005 inch (.127 mm).

Lubrication

Balancing Drive Shafts

Proper lubrication must be maintained in universal joints, slip assemblies, and driveline support bearing for satisfactory operation and dependability. Since the complete driveline is normally subjected to severe service on a daily basis, it is critically important that the Scooptram operator or mechanic maintain a regular daily or shift lubrication interval.

Driveline failures can occur due to excessive vibrations from an unbalanced drive shaft. If this

Important: Over lubrication of spider bearings and flange bearings can lead to premature drive-

5. These same steps can also be used to check runout and distortion of all other driveline yokes on the Scooptram.

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line failure. Refer to the maintenance section of the Service Manual for specific lubrication information.

Initial Lubrication (shaft out of Scooptram):

To best lubricate the slip joint, disassemble the spline shaft from the slip yoke. Coat all splined surfaces of both the slip yoke and spline shaft with grease.

Type of Lubricant

Use a lithium soap base grease containing 3-5% molybdenum disulfide (MoS2) and a suitable rust inhibitor. NLGI Grade 2 is suitable for most temperatures; -5 ° F. to +250° F. (20° C. to 85° C.) NLGI Grades 1 or -0- are recommended for extremely low temperatures. Lubrication Cycles

Lubrication cycles for drive shaft universal joints, slip splines, and support bearings will vary with service requirements and operating conditions.

Power Train

Lubricating on the Scooptram:

Lubricate the slip joints through the grease fitting on the slip yoke, and provide a uniform coat of grease over both male and female splines. Note: Do not over-lubricate. Inject only one or two (1 or 2) strokes from a hand grease gun at the slip yoke grease fitting. Driveline Support Bearings

Refer to the schedules in Section 2, Maintenance Schedules when lubricating the drivelines. Universal Joints Inject grease into the universal joint center cross lube fitting until all four (4) bearings are purged of air and old grease. Continue to lube until new grease appears at the four (4) bearings caps. If the old grease appears rusty, gritty, or burnt, replace all the universal joint parts. When servicing driveline support bearings, fill the entire cavity around the bearing with waterproof grease to shield the bearing from water and contaminants. Inject a sufficient amount to fill the bearing cavity to the extreme edge of the slinger surrounding the bearing.

Note: A special needle nose adapter must be used when lubricating high block u-joint assemblies where the grease fitting is not otherwise accessible. Splined Slip Joints

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Wheels And Tires

Inspection And Maintenance

General

Tires Failure to make regular inspections and repairs when needed will result in unrepairable damage to the cord body.

Tires are among the most expensive maintenance items on a Scooptram. As a result, an effective wheel and tire maintenance program can pay big dividends in improved productivity and longer tire life.

Small rocks and dirt will get into shallow cuts in the tread and, if neglected, will be gradually pounded through the cord body. Separation of either tread and/or plies can result from neglected cuts.

The material in this section will not attempt to establish a detailed tire maintenance program, but will identify several major areas to consider in establishing your own maintenance program. They include: Road Maintenance, Wheel and Tire Inspection and Maintenance, Air Pressure Inspection, and Tire Sizing Policy.

One simple method of preventing this from occurring is to use an awl or similar tool to clean out the cut and remove any stones or other matter lodged in the cut. Next, use a sharp, narrowbladed knife and cut away the rubber around the cut to form a cone-shaped cavity extending to the bottom of the cut.

Other areas not included in this section, but must be included as an integral part of any maintenance programs, are: Records Maintenance, Personnel Training (both mechanic and driver), and Wheel and Tire Handling Equipment.

The sides of the cavity should be slanted enough to prevent stones from wedging into it. Tires with tread cuts treated in this manner may be continued in service without danger of further growth of these injuries.

Road Maintenance

Large cord body breaks over 1/3 of the width of the tire cannot be economically repaired for use in normal service.

Efficient and systematic maintenance of haulageways is very important, but is usually overlooked as a means of improving tire life.

When the damage is repairable, it should be determined whether the anticipated remaining service life of the tire justifies the cost of the required repair. Tire repair records have shown that the older the tire, the less service is received from repairs.

Conscientious maintenance prevents excess road crown and ensures prompt repair of ruts or chuckholes, and removal of rock spillage or sharp objects imbedded in the road surface. Maintaining proper drainage of the haulageway will prevent water from accumulating and hiding tire damaging road hazards.

Keep tires free from oil, grease, and fuel. Rubber quickly absorbs petroleum products and then swells and becomes soft and spongy. The damage is permanent and fatal. Never clean tires with petroleum products or allow tires to stand in puddles of (or areas saturated with) petroleum products. If a petroleum product does get on a tire, promptly flush off or wipe off with water.

Maintenance of loading and dumping areas is just as important as the haulageway. The same hazards outlined above will put a tire out of service just as quickly in these areas as on the haulageway.

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Proper Inflation

Maintain ample tire-to-Scooptram clearance. Maintenance personnel should carefully check all tires on each Scooptram to make sure the tires will not rub against any part of the Scooptram, either on straight-away driving or on turns. Failure to ensure ample clearance results in premature tire replacement.

1

Wedged stones are one source of trouble. Proper maintenance requires stones or other objects which have become wedged between the tire and Scooptram to be removed promptly to prevent serious tire damage. Improperly sized fender bolts can be another cause of premature wear.

2

3

1. Overinflation 2. Underinflation 3. Proper Inflation

Wheels Wheels should be visually inspected for signs of rust, cracking or other damage that would reduce their reliability. If any of these conditions are observed, take the necessary corrective action. Damaged wheels under pressure are dangerous and can cause severe personal injury.

The importance of correct inflation in off-road tires cannot be over-emphasized. Poor tire maintenance almost always results in underinflated tires, and, therefore, unnecessary tire expense. Over-inflation results in:

1. Excessive cutting.

Air Pressure Maintenance

2. Lower impact resistance.

Recommended Tire Pressures

3. Rapid center wear.

A maintenance program that ignores frequent checking of tire inflation pressures can cause the tire to operate at temperatures which exceed the tire capabilities and may result in premature tire failure.

4. Cut growth. 5. Poor re-treadability. Under-inflation results in:

A slow loss of inflation pressure is normal. Unless lost pressure is restored, there will be a reduction in tire service life. Measure pressure when tire is cold.

1. Ply and tread separation as a result of excessive heat build up.

Inflation pressures are based on the standard scooptram configuration; a 8 kph (5 mph) maximum speed; and the off-road rating by the Tire and Rim Association, Inc.

3. Bead failures from excessive strain.

2. Cracking and excessive flexing.

4. Tubeless liner separation from heat. 5. Rapid wear from tread disfiguration. 6. Rapid wear from heat, reducing the cut resistance and wearing ability of the tread rubber compound.

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Tire Rolling Radius

Note: If the mis-match is larger than 2%, one side of the no-spin will disengage (the smaller tire). The other side will carry all of the torque.

Another important item to consider in your tire maintenance program is the rolling radius of the tires on a vehicle.

Example: 30" RR tire +/- 4% = 31.2" RR to 28.8" RR.

Important: NEVER put different sized tires on a Scooptram.

Driving Practices

When the rolling radius of tires on the same axle is different, they are not traveling at the same speed. The tire with the smaller rolling radius is traveling faster than the one with the larger rolling radius. This sets up a continuous stress on the axle components which is relieved by tire skid. When the rolling radius difference occurs between the front and rear axles on a four-wheel drive vehicle this additional stress is amplified throughout the entire drivetrain.

A proper tire maintenance program and maintaining haulageways in good condition cannot guarantee optimum service life of tires. Poor driving practices are a major cause of excessive wear and permanent damage. Drivers can help to reduce tire costs by: Avoiding obstacles and keeping away from chuckholes or other hazards, which can damage tires.

Improper inflation is the most common cause of a difference in rolling radius. Two identical tires which are not equally inflated will have a different rolling radius. The tire with less air in it will have to turn more revolutions to cover a given distance than the tire with more air in it.

Not climbing or driving up on the ore pile. Such practice subjects tires to cutting and concentrated impact. Operators should lower the bucket when approaching the ore pile, to clear the work area. Preventing excessive braking. Heat developed by braking may be transferred to the beads (and/or inner liner of tubeless tires), causing these areas to become charred or cracked.

Other reasons for a difference in the rolling radius would be the use of different sized tires, or unequally worn tires, on the vehicle. Atlas-Copco Wagner, Inc. recommends that the tire rolling radius tolerances be matched as shown in the following table:

Not letting tires rub against side walls or against barriers erected to facilitate unloading. Avoiding taking turns at high speeds and driving in the lowest gear applicable.

Type of Differential •

Standard:

Side to side

4%

Front to rear

4%

•

2%

Front to rear

4%

Limited Slip:

Side to side

2-3%

Front to rear

4%

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The driver who drives carefully and who makes a reasonable attempt to prevent tire damage saves a substantial amount of money on tire costs.

No-Spin:

Side to side

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Transmission Control System

Removal & Replacement

Control of gear selection in the transmission can be controlled mechanically, hydraulically, or electronically, depending on your Scooptram configuration. The following procedures cover standard Atlas-Copco Wagner transmission control installations.

Transmission/ Accessories Note: This section contains removal and replacement instructions covering the transmission, torque converter, and their accessories. Refer to the manufacturer’s maintenance and service manual for the transmission and torque converter in your Scooptram when servicing those components.

Removing the Transmission Remove and replace the transmission assembly as outlined in the following paragraphs.

Wherever possible, procedures are presented in the sequence required for orderly removal; that is, if an item must be removed before another item can be removed, the first item is covered first.

CAUTION : Removing any driveline section on vehicles not equipped with SAHR brakes reduces the effectiveness of the parking brake. Make certain that all wheels are blocked securely before removing a driveline section. ACW00 073.pict

WARNING: Block all wheels, set the parking brake, remove the key from the ignition switch, and place a Do Not Operate tag in the operator’s compartment before performing maintenance on the power train systems.

1. Remove hood(s) above transmission compartment.

ACW 00073.pict

2. Place a suitable receptacle below the transmission and drain the oil from the transmission. After the oil has drained, reinstall the drain plug and remove the oil receptacle.

CAUTION : If the Scooptram has been in operation within the previous hour, the temperature of the engine, the engine cooling and exhaust systems, and the transmission com ponents can be high enough to cause serious burns. Allow all components to cool before initiating removal procedures. ACW 00073.pict

3. Relieve any residual pressure in the hydraulic system by venting the breather or loosening the cap on the hydraulic tank. 4. Remove any hydraulic lines that run above the transmission. Immediately cap or plug each line and connection.

Transmission Cooling System

5. Remove the transmission oil filters and lines and the mounting bracket.

The transmission cooling system consists of the transmission oil radiator (which is installed in front of the engine coolant radiator) or the tube and shell heater/cooler (which is installed on the power frame to the right of the engine). See Section 4 for procedures on how to remove and replace the transmission cooling system components.

6. Disconnect the electrical controls lines from the transmission. 7. Remove the driveline sections that connect to the transmission. 8. Remove the bolts that secure each transmission mounting bracket to the power frame. 9. Install two transmission lifting fittings to the transmission mounts.

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CAUTION : Removing any driveline section on vehicles not equipped with SAHR brakes reduces tthe effectiveness of the parking brake. Make certain that all wheels are blocked securely before removing a driveline section.

10. Position a hoist above the transmission. Attach a transmission lift spreader bar to the hoist, and attach chains from the spreader bar to the lift fittings on the transmission.

ACW00073 i t

11. Lift the transmission from the power frame, taking care that it does not catch on anything in the frame. Place the transmission securely on a maintenance stand.

General Driveline Assembly and Disassembly Instructions. Phasing the Driveline

Reinstalling the Transmission Install the transmission as follows: 1. Using the same hoist, spreader bar, chains, and lift fittings as used in removal, lift the transmission from the transmission stand and, taking care that it does not catch on anything, lower it into the power frame until the mounting brackets set solidly on the frame.

1

2. Reinstall the bolts that secure each transmission mounting bracket to the power frame. 3. Remove the hoist, transmission lift spreader bar, chains, and lift fittings.

1. Yokes Must Be In Line

When a splined shaft is assembled to a slip yoke, the splines must be aligned so that the yokes at either end of the shaft are in the same plane, or “in phase”. When the shaft is assembled with the yokes in different planes, the driveline will be “out of phase”. Drive shafts are phased and balanced at the Factory and are “marked” for correct assembly with match marks at the yoke flange ends and on the propeller shaft.

4. Reinstall the driveline sections. 5. Reconnect the electrical controls lines to the transmission. 6. Reinstall the transmission oil filters and lines and the mounting bracket. 7. Uncap or unplug and reinstall the hydraulic lines that run above the transmission. 8. Fill the transmission with proper oil.

Lubricate the splines thoroughly, and properly assemble and “phase” the shaft. Misphasing the drive shaft can cause vibrations throughout the driveline, contributing to bearing failure.

9. Reinstall the hood above the transmission compartment.

Driveline

Drive Shaft Slip Yokes

Most driveline sections are removed and replaced in a similar manner. Included here are general instructions applicable to all driveline sections, in addition to specific removal and reinstallation instructions for each section. 96

Install drive shafts with the slip yoke toward the source of power (torque). Reverse installation is acceptable if doing so provides better access to the lube fitting on the slip yoke.

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Note: The lube fitting on each of the universal joints and the fitting on the slip yoke should all be on the same side of the shaft for ease of servicing.

Power Train

Note: Do not use bearing mounting capscrews as jacking screws in order to seat the bearing in the yoke. Once the bearings are properly seated, insert the capscrew fasteners and torque them to the proper values using a suitable torque wrench.

Yokes and Bearing Mounts

Important: Do not use lockwashers, lockplates or lockwire to secure the fasteners. These devices will not prevent the fasteners from loosening. Proper torquing is the most reliable method of securing fasteners. Driveline Guards

Driveline guards help restrain a drive shaft when a universal joint fails. The guard prevents the drive shaft from rotating out of control within the frame of the Scooptram and damaging other components, and causing possible injury to personnel. If the Scooptram is missing any driveline guards, it is recommended that these devices be fabricated and installed on the Scooptram, or ordered from Atlas-Copco Wagner, Inc. WARNING : Always make sure there is a driveline guard installed around or over the midship drive shaft. This guard provides protection for the operator. ACW00073 i t

Important: Mating surfaces must be absolutly clean. Yoke faces, bearing mounting faces, and keyways must be free of burrs, nicks, dirt and paint to allow proper assembly and retention of the bearings. When assembling a cross and bearing assembly to a yoke, insert the key of one bearing cap into the keyway of the yoke flange. Insert the key of the opposite bearing cap into the yoke. The bearing cap has a machined surface keyway, so some compression of the seals may be required to seat the second bearing. This can be done using a C clamp, tapping with a soft hammer, or by using hand pressure.

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Spider Bolt Torque Specifications Swing Dia. Joint Size

(inch)

Bolt Size (inch)

Torque (ft-lbs)

be neccessary to remove the intake air piping and certain engine oil and coolant hosing.

Torque (Nm)

3.34

2C

5/16-24 22 - 27

30 - 37

3.81

3C

5/16-24 22 - 27

30 - 37

4.50

4C

5/16-24 22 - 27

30 - 37

4.78

5C

3/8-24

37 - 49

50 - 66

5.84

6C

3/8-24

37 - 49

50 - 66

6.22

7C wing 7/16-20 65 - 75

88 - 102

6.22

7C block 1/2-20

70 - 80

95 - 108

8.50

8C wing 7/16-20 65 - 75

88 - 102

8.50

8C block 1/2-20

70 - 80

95 - 108

6.88

8.5C

1/2-20

110-120 149-163

8.62

9C

1/2-20

110-120 149-163

8.88

10C

5/8-18

230-240 312-325

Removal:

1. Remove the bolts attaching the finger guard and the guard. 2. Remove the bolts attaching the driveline guard and the guard. 3. Secure the spider bearings on the universal joints at each end of the drive line with several layers of tape or with tie wraps. 4. Remove the bolts that secure the universal joint cross to the converter yoke. Make certain that the bearings are held in place on the cross. 5. Remove the bolts that secure the universal joint cross to the transmission input shaft yoke. Make certain that the bearings are held in place on the cross. 6. Remove the driveline section, using a suitable lifting device, in the rear direction through the engine compartment.

Converter to Transmission Driveline Removal and reinstallation of the converter to transmission driveline may first require the removal of several intervening components. Depending on the specific configuration of your vehicle, a bolted crossmember between the engine and midship compartments must be removed to facilitate access and removal of the driveline. Remove the bolts attaching the crossmember to the frame and lift out.

Reinstallation:

1. Place the converter to transmission driveline section in approximate position. 2. Reinstall the bolts that secure the universal joint to the transmission input shaft yoke, but do not tighten yet. Remove the tape from the bearings on the cross.

On some vehicles, the coolant system surge tank and/or the electric component box may be attached to the crossmember. The electric component box must be unbolted from the crossmember and secured out of the way. The surge tank may be unbolted and secured, or disconnected and removed with the crossmember, depending on the specific arrangement and maintenance personnel preference. It may also

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3. Reinstall the bolts that secure the universal joint to the converter yoke, but do not tighten yet. Remove the tape from the bearings on the cross. 4. Inspect the positions of the bearings. If all are in the correct position, torque the bolts to specification.

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Power Train

Transmission to Oscillating Axle Driveline

Midship Driveline

Remove and replace the transmission to oscillating (rear) axle driveline as outlined in the following paragraphs.

Remove and replace the midship driveline as outlined in the following paragraphs.

Removal:

1. Remove the bolts attaching the finger guard and the guard.

Note: On some model vehicles, the midship driveline is connected to the front axle driveline by a central bearing assembly. Removal:

2. Remove the bolts attaching the driveline guard and the guard.


3. Secure the spider bearings on the universal joints at each end of the drive line with several layers of tape or with tie wraps.


4. Remove the bolts that secure the universal joint cross to the oscillating axle yoke. Make certain that the bearings are held in place on the cross.

3. Remove the bolts that secure the back universal joint cross to the transmission front output shaft yoke. Make certain that the tape holds the bearings in place on the cross.

5. Remove the bolts that secure the universal joint cross to the transmission output shaft yoke. Make certain that the bearings are held in place on the cross.

4. Remove the bolts that secure the forward universal joint cross to the front axle rear yoke (or the central bearing assembly yoke). Make certain that the tape holds the bearings in place on the cross.

6. Remove the driveline section. Reinstallation:

1. Place the transmission to rear axle driveline in approximate position.

5. Remove the driveline section. Reinstallation:

1. Place the midship driveline in approximate position.

2. Reinstall the bolts that secure the forward universal joint cross to the transmission output shaft yoke, but do not tighten yet. Remove the tape from the bearings on the cross.

2. Reinstall the bolts that secure the forward universal joint cross to the front axle driveline rear yoke (or the central bearing assembly yoke), but do not tighten yet. Remove the tape from the bearings on the cross.

3. Reinstall the bolts that secure the back universal joint cross to the rear axle input shaft yoke, but do not tighten yet. Remove the tape from the bearings on the cross.

3. Reinstall the bolts that secure the the back universal joint cross to the transmission front output shaft yoke, but do not tighten yet. Remove the tape from the bearings on the cross.

4. Inspect the positions of the bearings. If all are in the correct position, torque the bolts to specification.

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3. Reinstall the bolts that secure the back universal joint cross to the midships driveline front shaft yoke (or the central bearing assembly yoke), but do not tighten yet. Remove the tape from the bearings on the cross.

Front Axle Driveline Remove and replace the midship-to-pillow block bearing driveline as outlined below.


Removal:

1. Remove the bolts attaching the finger guard and the guard.

Axles


Note: The following procedures assume that the vehicle’s wheels have been removed. (See below for wheel removal procedure.)


Front Axle

4. Remove the bolts that secure the back universal joint cross to the midships driveline front shaft yoke (or the central bearing assembly yoke). Make certain that the tape holds the bearings in place on the cross.

Remove and replace the front axle as outlined in the following paragraphs. CAUTION: Always make sure that the axle is properly supported using jacks or blocking before attempting to remove it from the vehicle. ACW00073 i t

5. Remove the bolts that secure the forward universal joint cross to the front axle yoke. Make certain that the tape holds the bearings in place on the cross.

Note: The following procedures are not applicable to the ST-2D, which uses an axle intregal to the load frame.

6. Remove the driveline section.

Removal:

Reinstallation:

1. Relieve all pressure from the hydraulic system by venting at the breather and/or loosening the tank cap. Be sure that brake pressure is relieved.

1. Place the midship driveline in approximate position. 2. Reinstall the bolts that secure the forward universal joint cross to the front axle yoke (or the central bearing assembly yoke), but do not tighten yet. Remove the tape from the bearings on the cross.

2. Disconnect the front axle driveline from the front axle yoke. 3. Disconnect the brake and brake cooling lines from the wheel ends. Immediately cap or plug each line or connection. 4. Remove the 8 small bolts (4 each side) and 8 large bolts (4 each side) that secure the axle to each side of the axle hanger.

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5. Using either a hoist and sling or a dolly, lower the axle and place it on blocks or a maintenance stand.

4. Loosen and remove the trunnion caps that secure the the oscillating cradle to each side of the power frame.

Note: On the HST-1A there are no hydraulic lines connected to the front axle, and only 4 bolts are used to connect it to the axle hanger.

Note: On the HST-1A and ST-2D, the axle hanger - oscillation cradle is attached by a trunnion cap at the rear and a socket assembly at the front. Remove the rear trunnion cap and lower the cradle assembly from the rear and slide back.

Reinstallation:

1. Using a hoist and sling or a dolly, lift the axle from the blocks or maintenance stand and set it in place on jacks under the vehicle.

5. Using either a hoist and sling or a dolly, lower the axle and place it on blocks or a maintenance stand.

2. Reinstall the bolts (16) that secure the axle to each side of the hanger and hand tighten the nuts at this time. 3. Torque the bolts to specification. Install a lock nut over the nut on each of the bolts and torque it to specification. 4. Uncap or unplug the brake and brake cooling lines and reconnect them.

6. To remove the axle from the cradle, remove the 8 small bolts (4 each side) and 8 large bolts (4 each side) that secure the axle to each side of the oscillation cradle. Reinstallation:

1. Using a hoist and sling or a dolly, lift the axle from the blocks or maintenance stand and set it in place on jacks under the vehicle.

5. Reinstall the front axle driveline to the front axle.

2. Reinstall the trunnion caps that secure the the oscillating cradle to each side of the power frame and hand tighten at this time.

Rear Axle Remove and replace the rear axle as outlined in the following paragraphs.

3. Torque the bolts to specification.

CAUTION: Always make sure that the axle is properly supported using jacks or blocking before attempting to remove it from the vehicle.

4. Uncap or unplug and reconnect the brake and brake cooling lines. 5. Reinstall the transmission to rear axle driveline to the rear axle.

Removal:

1. Relieve all pressure from the hydraulic system by venting at the breather and/or loosening the tank cap. Be sure that brake pressure is relieved. 2. Disconnect the transmission to rear axle driveline.

Tire Demounting And Mounting Procedures WARNING: Tire and rim servicing can be dangerous, and should be done by trained personnel using proper tools and procedures. WARNING: Failure to comply with these procedures may result in faulty positioning of the tire and/or rim, and cause the assembly to

3. Disconnect the brake and brake cooling lines from the wheel ends. Immediately cap or plug each line or connection.

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burst with explosive force, sufficient to cause serious physical injury or death.

Wagner Scooptrams

Demounting

one side and keep hands and fingers clear when using demounting tools. The tool may slip and cause injury.

1. Connect articulation lock to the frame mounts prior to lifting the vehicle.

9. Demount tire from wheel using accepted shop practices.

2. Attach a Do Not Operate tag to the Off/On/ Start switch.

Mounting Review safety warnings and cautions for dismounting before beginning work.

3. Block wheels not being serviced.

1. Verify articulation locking bar is secured between both frame mounts and Do Not Operate tag is in place on Off/On/Start switch.

4. Using a jack, hoist, or other suitable method, raise the vehicle until the wheel to be serviced just clears the ground. WARNING: Ensure that the method used to elevate the Scooptram is stable and capable of raising and supporting the weight. If the tire being removed is on an oscillating axle, be sure to block the carrier.

2. Verify all blocking and cribbing is securely in place. 3. Clean all wheel and hub mounting surfaces. Remove all dirt, grease or paint before installing wheel.

5. Crib or securely block the vehicle before proceeding with wheel removal.

4. Replace the wheel using a hoist and sling or forklift capable of safely supporting the load. Make sure the valve stem is aligned with any clearance slot in the axle hub.

WARNING: DO NOT attempt to remove any rim or wheel components such as lugs or wheel clamps before all pressure in the tire is exhausted. A broken rim part under pressure can blow apart and cause severe injury or death.

5. Install mounting hardware and secure the tire and rim in accordance with the torque settings specified in Section 3 of the Service Manual.

6. Remove the valve core and exhaust all air from the tire. Stand clear or to the side during deflation.

6. Once the tire is mounted, remove all cribs and blocks.

7. Check the valve stem by running a piece of wire through the stem to make sure it is not plugged before proceeding with wheel service.

7. Lower the vehicle to the ground, using jacks, hoists or other suitable method. 8. Remove and stow articulation lock.

WARNING: DO NOT look into the valve stem while clearing restrictions.

9. Remove Do Not Operate tag from Off/On/ Start switch.

8. Loosen and remove the wheel lug nuts. Remove the wheel using a hoist and sling capable of supporting the load.

As a reference the following illustrations show cross-sections of the wheels in common use.

CAUTION : Use caution when removing wheels or heavy rim components. Stand to 102

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Type STN or SC earthmover rim double flange

1. 2. 3. 4. 5.

Power Train

Type HTN or HC earthmover rim double flange or locking wheel flange with or without heavy duty driver.

Rim base weldment Bead seat Lo ck ring Flange O-ring

1. 2. 3. 4. 5. 6. 7.

Type T Grader - industrial construction rim single flange

Rim base weldment Bead seat Lo ck ring Flange O-ring Heavy duty driver Locking wheel flange

Type LW highway rim single flange.

1. 2. 3. 4.

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Rim base weldment Lock ring Flange O-ring

1. Rim base weldment 2. Flange

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Inspection

Type M earthmover rim single flange.

Inspect wheel components for defects, observing the following precautions: 1. Clean rims and repaint to prevent corrosion and to facilitate inspection and tire mounting. Be very careful to clean all dirt and rust from the lock ring and gutter. This is important to secure the lock ring in its proper position. A filter on the air inflation equipment to remove the moisture from the air line helps prevent corrosion. The filter should be checked periodically to be sure that it is working properly. Parts must be clean for a proper fit, particularly the gutter section which holds the lock ring in proper position.

1. Rim base weldment 2. Lock ring 3. Flange

Type HTHM earthmover rim locking wheel flange with heavy duty driver

1. 2. 3. 4. 5. 6. 7.

104

2. Periodically check the rim for cracks by removing all dirt and paint and visually inspecting. Replace all cracked, badly worn, damaged, and severely rusted components with new parts of the same size and type. Replace a component when condition is in doubt. Parts that are cracked, damaged, or excessively corroded are weakened. Bent or repaired parts may not engage properly. Note: Additional inspection for cracks using either dye penetrant or magnetic testing methods is also recommended. Contact your Atlas Copco or tire service representative for further information.

Rim base weldment Bead seat Lock ring Flange O-ring Heavy duty driver Locking wheel flange

3. Don’t re-inflate a tire that has been run flat without first inspecting the tire, tube, flap, rim, and wheel assembly. Double check the side ring, flange, bead seat, lock ring, and oring for damage and make sure that they are secure in the gutter before installation. Components may have been damaged or dislocated during the time the tire was run flat or seriously under-inflated.

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4. Do not, under any circumstances, attempt to re-work, weld, heat, or braze any rim components that are cracked, broken, or damaged. Replace them with new parts, or spare parts that are not cracked, broken, or damaged and which are of the same size and type. Heating a part may weaken it to the extent that it is

Power Train

unable to withstand forces of inflation or operation. 5. Make sure the correct parts are being assembled. If you are not sure about the proper mating of rim and wheel parts, consult a rim and wheel chart.

A

2

2

1

3

3

6 1

4

3

4

1

1

8

B 1

6

4

1

2 7

5 A - Correct

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7

5

8

1. 2. 3. 4. 5. 6. 7. 8.

2

B - Incorrect

Base Side Ring Proper Fit Lock Ring Improper Fit Flange Loose Fit Bead Seat Too High

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WARNING: Mismatched rim parts are dangerous!!!

ing devices installed, inflate to approximately 10 psi (69 kPa). Recheck the components for proper assembly. If the assembly is not proper, deflate the tire and correct the problem.

Improper rim selection can cause these operating problems: •

Tire Slippage

•

Excessive Flexing

•

Tube Pinching

•

Overheating

•

Valve Stem Tear Outs

•

Sidewall Failure

•

Ply Separation

•

Blowouts

Most rims look alike but all vary somewhat in certain design features. It is these differences between rims of different types that make “part mixing” a hazardous business. A close, proper fit between rim parts is essential to long tire life as well as to operating safety. Very often side-rings, flanges, and lock rings of different types appear to be properly seated, but actually wide gaps are present, frequently difficult to see. The rim cross-sections above show correct, safe matchings of rim parts, as well as mismatched rings and bases which almost always create an unsafe operating condition.

Mounting and Inflating Observe the following precautions during mounting and inflation: •

Inflate all tires in a safety cage, then use safety chains or an equivalent restraining device during inflation. Mis-assembled parts may fly apart during inflation.

•

Don’t inflate a tire before all components are properly in place. With the tire in a safety cage and safety chains or equivalent restrain-

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•

NEVER hammer on an inflated or partially inflated tire/rim assembly. If the assembly is not proper at 10 psi (69 kPa), deflate the tire and correct the problem. Don’t try to seat rings or other components by hammering while the tire is inflated or partially inflated. Properly matched and assembled components will seat without tapping. If a part is tapped, it or the tapping tool may fly out with explosive force. Check to make sure all components are properly seated prior to inflation.

•

Don't hammer on rims or components with steel hammers. Use rubber, lead, plastic, or brass faced mallets if it is necessary to tap un-inflated components together. The use of steel hammers may damage the components being hammered and cause an improper fit.

•

Never sit on or stand in front of a tire and rim assembly that is being inflated. Use a clip-on fitting or connector with an in-line valve so that the person inflating the tire can stand to the side of the tire, not in front or in back of the tire assembly.

•

Stand clear when using a cable or chain sling. The cable or chain may break, lash out, and cause injury.

•

Never attempt to weld on an inflated tire/ rim assembly or on a rim assembly with a deflated tire. Heat from welding will cause a sudden, drastic rise in pressure which could result in an explosion with the force of a bomb. The heat from welding can also cause deflated tires to catch fire.

•

Never mix parts of one type rim with those of another. Mis-matched parts may appear to 5566071301

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Power Train

fit, but when inflated, can fly apart with explosive force. •

Never add or remove an attachment or otherwise modify a rim (especially by welding or brazing) unless the tire has been removed and you have received approval from the rim manufacturer. Modification or heating of a rim or one of its parts may weaken it.

Wheel Assembly

1. Install tire on the wheel. Complete assembly of wheel components. 2. Align driver pockets in bead seat band and base. 3. Insert driving key into driver pocket on base. 4. Make certain that all parts are properly aligned before inflation. 5. When properly aligned, the bead seat band and pocket will move out and lock the drive key during inflation. 6. Inflate to recommended pressure. 7. Mount completed wheel and tire assembly on the axle, then tighten lugs to the specified torque. 8. Remove cribbing or blocks and lower the vehicle. 9. Check that tire is inflated to the specified pressure following the applicable precautions listed above. 10. Recheck lug nut torque after first 8 hours of operation. Note: Outboard drivers are on those rims used in high torque and/or low inflation pressure applications, preventing circumferential movement of the rim components. Rim assemblies with an “M” or “L” near the end of the style designation (part number) are so equipped.

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1. Align driver pockets in bead seat band and base as shown.

2. Insert driving key in driver pocket of base

3.

4. When properly aligned, the bead seat band and pocket will move out and lock the drive key during inflation.

108

Make certain that all parts are properly aligned, as shown above, before inflation

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Wheel Nut Torque

Power Train

Wheel nuts are to be checked for correct torque every four (4) hours for the first twelve (12) hours of operation.

Wheel nuts must be tightened in an alternating pattern.

Wheel nuts are to be checked for correct torque every eight (8) hours for the next thirty-two (32) hours of operation. Thereafter, check wheel nuts every one hundred (100) hours, or weekly.

Wheel nuts are to be tightened to the correct torque upon initial installation or reinstallation on the vehicle. Use only Grade 8 wheel nuts and hardened washers.

Important: Before mounting and torquing...Remove all paint, dirt and rust from both sides of wheels at mating surfaces around lug bolt holes. THESE AREAS MUST BE CLEAN. Also, clean axle wheel end surfaces which mate with back side of wheels. Proper torque cannot be maintained unless these sur faces are clean and free of paint, dirt or grease.

special operating conditions are required. Excessive overload can cause damage to the tire and rim assembly. 3. Never install a tube in a tubeless tire/rim assembly when the rim is suspected of leaking. Loss of air pressure through fatigue, cracks, or other fractures in a tubeless rim warns you of a potential rim failure. This safety feature is lost when tubes are used with leaking rims. Continued use may cause the rim to burst with explosive force.

Operating Precautions Observe the following precautions when putting the Scooptram back in service:

4. Always inspect rims and wheels for damage during tire checks. Early detection of potential rim failures may prevent serious injury.

1. Don’t use undersized rims. Use recommended rim for tire. Consult catalogs for proper time/rim matching. 2.

5. Never add or remove an attachment or otherwise modify a rim (especially by heating, welding, or brazing) unless the tire has been removed and approval has been received

Don’t overload or over-inflate tire/rim assemblies. Check your rim assemblies if

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from the rim manufacturer. Modification or heating of a rim or one of its parts may weaken it so that it cannot withstand forces created by inflation or operation.

Wagner Scooptrams

Atlas Copco Wagner does not recommend the storage of tires out of doors. Where this is necessary, whether in transit or stationary storage, tires should be protected from the elements by an opaque waterproof covering. Such tires should be inspected before mounting to be sure they are clean, dry, and free of foreign objects.

Recapping For some applications, recapping tires can be cost effective alternative to replacement with new tires. Most tires are generally recappable, depending on how well they have been inspected during their service life.

Mounting for Storage When a Scooptram is to be stored for a period of time, the mounted and inflated tires should be blocked up to remove the load, and the inflation pressure should be reduced to l5 psi (1 bar). Storage of Scooptrams should be under cover, if possible, and each tire should be protected from the elements by an opaque waterproof covering. If it is not possible to block up the Scooptram, the tire inflation pressure should be increased to 25% above the rated psi for the actual load on the tire in the storage condition. The tires should be checked every two weeks for proper inflation.

The deciding factor is the severity of the job the tire must do. Some jobs are too tough for recapped tires. High speed, overloading, and long service at low inflation pressure all take too much life out of the cord body for it to last longer than the life of one tread.

Tire Storage The most important factor about tire storage is to use the tires which have been in stock the longest period of time.

The surface area under each Scooptram in storage should be firm, reasonable level, well drained, and free of all oil, fuel, or grease. A 1/4 inch to 3/ 4 inch (6.4-19.1 mm) layer of clean gravel under each tire is desirable if the area is not paved. Storage should not be permitted on blacktop or oil stabilized surfaces.

If tires are to be stored for a considerable length of time, the ideal condition is a cool, dry, and dark location, free from air currents. While low temperatures are not objectionable, high room temperature (over 26.7 ° C / 80° F) is detrimental and should be avoided.

Tires must be inflated to the proper operating pressure before returning a stored Scooptram to service.

Always keep the floor clean and free of oil and grease. Rubber quickly absorbs petroleum products and then swells and becomes soft and spongy. Particular care should be taken to store tires away from electric motors as they generate ozone which causes rapid aging of the rubber. Keep the storage room dark, or free from direct sunlight. Windows, if given a coat of blue paint, will provide indirect lighting in the daytime which is not injurious.

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Section 6 Frame

Frame

Service Manual

Introduction

3. Take up the slack in the chains with the hoist, then lift until the hoist is holding most of the weight of the bucket.

This section contains removal and replacement instructions for the following components: •

•

•

Wagner Scooptrams

4. Disconnect the bucket from the boom by removing the two boom-to-bucket pins.

Major components on the Load Frame other than the power train, hydraulic systems, and electrical system.

5. Lift the bucket away from the vehicle and set it down so that it is securely supported.

Major components on the Power Frame other than the power train, hydraulic systems, and electrical system.

Replacing the bucket Reinstall the bucket in the reverse order of removal.

Separating and reconnecting the Load Frame and the Power Frame.

Removing the boom Remove the boom as follows:

Wherever possible, procedures are presented in the sequence required for orderly removal; that is, if an item must be removed before another item can be removed, that item is covered first.

WARNING: Depending on the Scooptram model, the boom could weigh up to 5670 kilograms (12,500 lbs.). Do not reach or lean underneath the boom unnecessarily. ACW00073.pict

Load Frame

1. Hydraulically raise the boom high enough to have access to the hoist cylinder-to-boom pins.

WARNING : Block all wheels, remove the key from the ignition switch, and place a Do Not Operate tag on the steering wheel (or lever) before removing the bucket or boom. ACW00073.pict

2. Connect chains from the lifting points on the boom to the lifting hoist hook. Make certain that the chain lengths are adjusted to lift the boom squarely.

Removing the bucket Remove the bucket as follows:

3. Take up the slack in the chains with the lifting hoist, then lift until the hoist is holding most of the weight of the boom

WARNING : Depending on the Scooptram model, the bucket could weigh up to 6800 kilograms (15,000 lbs.). Do not reach or lean underneath the bucket unnecessarily. ACW00073.pict

4. Disconnect the vehicle hoist cylinders from the boom by removing the cylinder-to-boom pins.

1. Connect chains to the lifting points on the bucket and to a hoist. Make certain that the chain lengths are adjusted to lift the bucket squarely.

5. Disconnect the boom from the Load Frame by removing the boom-to-load frame pins.

2. Disconnect the Stabilizer (dump) cylinder from the bucket by removing the cylinder-tobucket pin.

6. Lift the boom away from the vehicle and set it down so that it is securely supported.

Note: On vehicles equipped with a Z-bar, remove the dog bone pin.

Reinstall the boom in the reverse order of removal.

112

Replacing the boom

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Separating and Reconnecting the Load and Power Frames

(a) Place a dolly capable of carrying the weight of the Load Frame under the back of the frame. If the vehicle is not on a concrete surface, place a steel sheet on the ground on which to roll the dolly. The steel sheet must be of sufficient size to allow the Load Frame to move forward approximately 1 meter (3 feet). (b) Position a hoist over the front of the Load Frame. The hoist must be capable of carrying the weight of the Load Frame, and must be capable of moving approximately 1 meter (3 feet) with the Load Frame. Rig a sling to lift the frame.

WARNING: Remove the ignition key, and place a Do Not Operate tag on the steering wheel (or lever) before separating the Load Frame and the Power Frame. Separating the Load Frame from the Power Frame In order to separate the Load Frame and the Power Frame all tension must be removed from the articulation joint. Separate as follows: 1. Place blocks in front of and behind all wheels. 2. Relieve any residual pressure in the hydraulic system.

13. Adjust the height of the dolly or hoist so that the weight is removed from the articulation joint.

3. Disconnect or remove the midship driveline. 4. Install maintenance stands at the rear of the Power Frame. Adjust until they are tight against the frame.

Trunnion Cap Design ST-7.5Z and ST-15Z

Remove trunnion caps.

5. Attach chains to the lifting points on the Load Frame and take enough strain with the lifting hoist to raise the front end of the Power Frame.

Solid Hinge Design ST-2D, ST-3.5, ST-6C and ST-8B

Remove the bolts that attach the articulation pin to the hinge plate

6. Place a maintenance stand under the front of the Power Frame and lower the vehicle. 7. Disconnect the hydraulic lines between the Load and Power Frames. Immediately cap or plug each line and connector. 8. Disconnect the steering cylinders from the Load Frame by removing the cylinder-toload frame (stem end) pins.

Frame

Remove the bolts that attach the articulation pin to the pin retaining caps and remove the pin. Note: With some pin designs, the articulation pin does not bolt directly to the hinge plate. The retaining cap uses two sets of bolts, one set attaches the retaining cap to the pin and the other set attaches the retaining cap to the hinge plate.

9. Perform either of the following:

14. Remove the blocks from the Load Frame wheels. 15. Move the Load Frame forward approximately 1 meter (3 feet).

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attaches the retaining cap to the pin and the other set attaches the retaining cap to the hinge plate.

16. Place blocks in front of and behind the Load Frame wheels. 17. Securely support the back of the Load Frame frame with a maintenance stand or wooden blocks.

9. Check the positions of all articulation pin caps If both pins and all caps are in proper position, properly torque the bolts according to specification.

Reconnecting the Load Frame and the Power Frame

10. Remove the dolly and its fittings from beneath the Load Frame or remove the hoist and its fittings from the frame.

Reconnect the Load Frame and the Power Frame as follows: Note: This procedure assumes that the vehicle is in the same condition and position as at the end of the frame separation procedure.

11. Replace the midship driveline. 12. Reconnect the steering cylinders.

1. Remove the maintenance stand or wooden blocks from beneath the back of the Load Frame.

13. Unplug and reconnect the hydraulic lines. 14. Remove the maintenance stands from beneath the Power Frame.

2. Remove the blocks from in front of and behind the Load Frame wheels.

15. Make sure the parking brake is set. 16. Remove all blocks from all wheels.

3. If trunnion cap design, move the Load Frame backward until aligned with the articulation pins. 4. Install the trunnion caps and torque to specification. 5. If solid hinged design, move the Load Frame backward until the articulation bores are roughly aligned. 6. Adjust the height of the rear of the Load Frame as necessary for proper articulator pin alignment. 7. Place blocks in front of and behind the Load Frame wheels. 8. Insert the lower articulation pin. Re-install the pin retaining cap. Lubricate each articulation pin and retaining cap bolt, and screw in all bolts. Do not tighten. Note: With some pin designs, the articulation pin does not bolt directly to the hinge plate. The retaining cap uses two sets of bolts, one set 114

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Articulation Pins

Frame

articulation pins may vary somewhat, depending the vehicle model and specific pin design. However, the general instructions below should be sufficient for removal and installation.

Atlas-Copco Wagner Scooptrams use taper roller articulation pins. Installation and removal of the

.

1. 2. 3. 4. 5.

1

2

5

Bearing Cup Bearing Cone Lip of Seal to Point Pout Bearing Cup Bearing Spacer Ring

4

3

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Trunnion Cap Design

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Important: Bearing cone, cup and spacer are supplied as assemblies and are factory matched sets by serial number. Parts must not be mixed between assemblies.

ST-7.5Z and ST-15Z

Removal

1. Remove the trunnion caps.

7. Slip pin into bore until seated on cup.

2. Separate the power and load frames.

Note: The pin may need to be supported at this stage.

Installation

With the trunnion cap design, removal of the articulation pins is not required, unless replacement of the bearing assembly is necessary. If the pin is removed, the order of pin removal and installation (i.e. upper or lower) does not matter.

8. Slip small spacer (5) onto pin with beveled edge toward bearing. 9. Slip large spacer (6) onto pin with beveled edge toward top of pin.

1. Press insert ring (3) into bore. Ensure that vertical groove on outside of insert is aligned with grease hole in hinge plate bore.

10. Bolt retainer plate (7) onto pin assembly using washer and bolt (11, 12). Torque to specification (See Appendix) using loctite 242 on clean threads.

Note: If freeze fitting insert for easy installation, install two or more bolts with flat washers on underside of hinge plate to prevent insert from falling out.

11. Slide upper bearing retaining plate (4) over pin and bolt onto hinge using bolt, washer, and nut (8, 9, 10). Torque to specification (See Appendix) using loctite 242 on clean threads.

Note: Removal of insert is not necessary when replacing bearings, unless insert shows indication of wear or damage.

12. Bolt lower bearing retaining plate (4) onto hinge using bolt, washer, and nut (8, 9, 10). Torque to specification (See Appendix) using loctite 242 on clean threads.

2. Install seals (13) into grooves in bearing retainer plates (4). Lip should point out of joint. Note: Not applicable to all assemblies.

Note: Exact order of steps 4 through 12 may vary slightly, depending on style of pin assembly and the skill of the maintenance personnel.

3. Press bearing cup (or race) into insert. Note: If freeze fitting bearing cup for easy installation, install bearing retaining plate with two or more bolts on underside of hinge plate to prevent bearing cup from falling out.

13. After completing both pin assemblies, remove trunnion caps from power frame and align pins and trunnion cap bores. Loosely install trunnion caps. Align hinge plates until both “A” and “B” dimensions are equal within 2 mm.

4. Press one bearing cone onto pin as shown in Detail B. Make sure it is seated on pin shoulder. Pack cones with grease before assembly.

14. Torque trunnion cap bolts per specification 100-4500-001-M. Use C-670 on bolt threads and washer before assembly.

5. Press spacer supplied with bearing assembly onto pin and seat on cone installed in step 4. 6. Press remaining bearing cone onto pin as shown in Detail B. 116

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Important: Use only those torque specifications called out for use with C-670. Do not use dry or lubed bolt torque specifications.

6. Align the articulation joint bores. 7. Insert one bearing cone into the bearing cup. Pack cone with grease before assembly.

Solid Hinge Design

8. Insert pin into bore until seated on cup.

ST-2D, ST-3.5, ST-6C and ST-8B

9. Press spacer supplied with bearing assembly onto pin and seat on cone installed in step 7.

Removal

Remove the bolts that attach the articulation pin to the hinge plate

10. Press remaining bearing cone onto pin.

Remove the bolts that attach the articulation pin to the pin retaining caps and remove the pin.

Important: Bearing cone, cup and spacer are supplied as assemblies and are factory matched sets by serial number. Parts must not be mixed between assemblies.

Installation

With the solid hinge design, removal of the articulation pins is required to separate the load and power frames. Removal of the bearing cup (and insert) is not required unless replacement of the bearing assembly is necessary. The order of pin removal (i.e. upper or lower) does not matter. However, during installation, the lower pin should always be installed first. 1. Press insert ring into bore. Ensure that vertical groove on outside of insert is aligned with grease hole in hinge plate bore.

11. Bolt pin onto the hinge plate. Torque to specification, using loctite 242 on clean threads. Important: On the ST-3.5 and ST-6C check that bearing retaining plate bolts are flush with the plate. Remove excess material from bolts if not. Galling will occur, leading to o-ring failure. Failure of the o-ring allows entry of dust and dirt into the articulation joint, shorting operating life. 12. Bolt pin retaining cap (7) onto pin assembly using washer and bolt (11, 12). Torque to specification, using loctite 242 on clean threads.

Note: If freeze fitting insert for easy installation, install two or more bolts with flat washers on underside of hinge plate to prevent insert from falling out. 2. Press bearing cup (or race) into insert. Note: If freeze fitting bearing cup for easy installation, on underside of hinge plate to prevent bearing cup from falling out. 3. Install bearing retaining plate and bolt into place. Torque to specification (See Appendix) using loctite 242 on clean threads.

Note: With some pin designs, the articulation pin does not bolt directly to the hinge plate. The retaining cap uses two sets of bolts, one set attaches the retaining cap to the pin and the other set attaches the retaining cap to the hinge plate. 13. Install o-rings. 14. Repeat steps 7 through 10 for the upper pin assembly.

4. Stretch and secure o-rings over bosses on the power frame for later installation.

15. Bolt pin retaining cap (7) onto pin assembly using washer and bolt (11, 12). Torque to specification, using loctite 242 on clean threads.

Note: Use wire formed hooks to position o-ring. 5. Repeat steps 1 through 4 for upper pin assembly. 5566071301

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16. Measure and record the space between the shoulder of the pin the bottom of the lower insert.

All vehicles are shipped from the factory with stops installed. Spare or replacement buckets are not however, and stops will have to be installed at the mine. When installing a new bucket, be sure to verify stop positioning. A slight misalignment can cause damage.

17. Install combination of shims that measure within 0.127mm (.005 inch) of above measurement.

When the vehicle is being operated without stops, stops that are hammered out, or improperly installed stops, the load will be supported by the cylinder barrel, load frame, boom, or a combination of the three. If the stops are missing or badly worn, the cylinder stem can bottom out in the barrel. With the load supported by the barrel, any vertical movement of the load (such as occurs during travel) will cause the piston to pound the base of the barrel. This will ultimately result in failure of the cylinder, particularly at the weld around the end cap and possibly at the cylinder mount as well.

Note: Loosen bolts securing pin retaining cap to pin far enough to allow installation of shims. On some units, retaining cap must be removed to install shims. 18. Bolt pin to the hinge plate. Torque to specification, using loctite 242 on clean threads. Note: Exact order of steps 7 through 12 may vary slightly, depending on style of pin assembly and the skill of the maintenance personnel.

Stops

Steering Stops

Atlas-Copco Wagner Scooptrams are designed for the weight of the load to be carried against the stops.

The steering stops are installed to limit travel of the steering cylinders to prevent them from bottoming out in either direction. The stops also keep the bogie and chassis from hitting each other and causing damage.

Note: Vehicles equipped with Ride Control are designed so that the load may be carried off the stops without the following problems occuring. Digging operations should always be performed with the boom resting on the stops, whether or not the vehicle is equipped with Ride Control.

Oscillating Axle Stops The oscillating axle stop limits the oscillation of the rear axle 8 ° - 10° (depending on the vehicle) in each direction.

Improper operating technique or worn, missing, or improperly installed stops can result in a number of problems.

Bucket Rollback Stops The purpose of the bucket rollback stop(s) is to limit travel of the stab cylinder and prevent it from bottoming out. The stop(s) also help prevent the operator from stressing the boom arms, which can lead to cracking.

The most common problems related to missing or defective stops are: •

Blown or leaking seals.

•

Cylinder seals leaking.

•

Cylinder barrel failure.

•

Main control valve seals leaking.

•

Structural damage.

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Bucket Rollover (Dump) Stops The purpose of the bucket rollover stop(s) is to limit travel of the stab cylinder and prevent it from over extending. The stop(s) also help prevent boom arm cracking, which can result from

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the operator slamming the bucket against the arms.

stops should exceed the first measurement by at least 1/32 inch (.8 mm).

Bucket Stops (Pads)

If a stop is found missing, do not operate the unit until a new stop has been installed.

On vehicles with a Z-bar arrangement (ST-7.5Z and ST-15Z) a pad is located on the bar to act as bucket a stop. The purpose of the rear bucket pad is to prevent the dump cylinders from bottoming out when the bucket is fully lowered. These stops are welded into position at the factory.

Check to make sure that the welds on the stops are not cracked. If cracked, repair crack by: •

remove old weld by air-arcing or scarfing

•

preheating material to 120°-150° C (250°300° F) to remove moisture

•

re-weld using a low hydrogen weld rod (7018 or equivalent)

Boom Stops The purpose of the boom stop(s) is to prevent the boom cylinders from bottoming out when the boom is fully lowered. They also provide protection to both the boom arms and the load frame. These stops are welded into position at the factory.

Check to make sure stops always make good and full contact. Check that the dump and rollback stops hit the boom at the same time when dumping or rolling the bucket back.

Inspection and Maintenance Every 100 hours, all stops must be inspected.

WARNING: When working around an elevated boom, ALWAYS make sure the boom is securely blocked.

Look for worn or missing stops. When wear is evident, measure the contact surface of the stop.

ACW00073.pict

Allowable gap: Steering Stops

3.2 mm (1/8 inch)

Bucket Dump Stops

1.6 mm (1/16 inch)

Bucket Rollback Stops

1.6 mm (1/16 inch)

Boom Stops

3.2 mm (1/8 inch)

Installation General Positioning When installing new stops, always position them in the same basic location as installed by the factory. These locations have been determined to be the most effective for that machine.

If the contact surface of a stop exceeds allowable wear, repair or replace the stop. Note: Another method for determining stop wear is to raise the boom a few feet and roll the bucket back until the dump cylinder bottoms. Then measure the distance from the front of the cylinder barrel to the end of the stem. Roll the bucket forward, lower the boom to the stops, then roll the bucket back to its stops. Measure the distance from the front of the barrel to the end of the cylinder stem and compare the two measurements. The dimension taken with the bucket against the

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Final Positioning Steering Stops The best method for properly positioning a steering stop is to measure the center-to-center distance between the axles with the vehicle fully articulated. This distance cannot be greater than 12.7 mm (1/2 inch) than the vehicle’s specified distance.

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Important: This distance cannot be less than the specified distance.

2. Extend the cylinder stem until the distance between the cylinder face and the centerline of the stem end pin (at Z-bar) measures 836 mm (33 inches).

Oscillating Axle Stops To determine the final position, place the vehicle on support stands to allow free movement of the axles. Move (oscillate) the axle upward, in accordance with the angle specified (See Appendix). Install the stops, ensuring that full contact is made across the mating surfaces of the stop and axle.

3. Place the stop(s) so that complete surface to surface contact occurs between the bucket and the stop and tack weld in place. 4. Reposition the boom and bucket and weld in place. Make sure that the boom and bucket are properly supported.

Bucket Rollback Stops

ST-2D

ST-3.5, ST-6C, and ST-8B

1. With the rollback stops removed, lower the boom on its stops and fully retract the stabilizer cylinder.

With the general location established: 1. With the boom lowered on its stops, fully retract the cylinder.

2. Move the bucket slightly forward by hand, pushing from the backside of the bucket.

2. Extend the cylinder stem 9.5 mm (3/8 inch) to 12.7 mm (1/2 inch).

3. Place the stop(s) so that they rest completely flat on the boom arm(s) and tack weld in place.

3. Place the stop(s) so that complete surface to surface contact occurs between the bucket and the stop and tack weld in place.

Note: The dump cylinder should still be bottomed out.

4. Reposition the boom and bucket and weld in place. Make sure that the boom and bucket are properly supported.

4. Reposition the boom and bucket and weld in place. Make sure that the boom and bucket are properly supported.

Note: This additional amount of rod travel, with the boom and bucket on their stops, prevents the piston from bottoming and allows for a reasonable period of wear on the stops.

Bucket Rollover (Dump) Stops 1. Fully raise the boom.

5. With this position established, check that the dump cylinder does not contact the boom. If it does, extend the stem until barrel contact is eliminated and adjust the stops accordingly.

WARNING: When working around an elevated boom, ALWAYS make sure the boom is securely blocked. ACW00073.pict

2. Using a protractor, roll the bucket forward until it is at the specified angle. ( See Appendix for angles.)

ST-7.5Z and ST-15Z

1. With the boom lowered on its stops, roll the bucket back.

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3. Insert the stop(s) so that complete surface to surface contact occurs between the boom and the stop and tack weld in place on the bucket.

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Note: On the ST-7.5Z and ST-15Z, the stops are placed on the Z-bar. 4. Reposition the boom and bucket and weld in place. Bucket Stops (Pads) Relocate stops at existing pad position and weld into place. Boom Stops ST-2D

The boom stops on this vehicle are located on the sides of both the boom and the side plates. ST-3.5 and ST-6C

The boom stop on these vehicles is a steel plate located on top of the axle housing. The entire stop plate can be replaced by cutting out the worn plate and rewelding in a new one. ST-7.5Z

The boom stops on this vehicle are located above the axle housing, on either side of the boom. When replacing, install the stops so that they are square with the side plates and the axle housing. ST-8B

The boom stop on these vehicles is a steel arch located on top of the axle housing. When replacing, install the stop so that it is square with the side plates and the axle housing. The boom should make contact at only one point on each side. As the stop wears, the point of contact will increase. Flush Contact

Once the final stop position is established, shape and orient the stop(s) so they will make contact along the full mating surface of the frame or mating stop. Stops that have less than full surface contact will have more rapid wear and required more frequent replacement.

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Section 7 Hydraulics

Hydraulics

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Hydraulic System

swashplate design. It is designed to lower the power demand on the engine and transmission.

This section covers the theory of operation; description of common components (reservoirs, hoses, tubes, cylinders, etc.) found in a typical vehicle hydraulic system; and general maintenance and troubleshooting information.

With the vehicle shutdown, the swashplate is normally held at maximum swivel angle by a spring. When the vehicle is started, system pressure works in the load sensing valve against a set spring. When system pressure overcomes the spring force, the load sensing valve spool shifts, allowing system pressure into the control piston, through a variable orifice. This causes the pump swashplate to move to a regulating point sufficient to maintain standby pressure and provide lubricating fluid flow.

Also included are descriptions of specific hydraulic systems found in the Atlas-Copco Wagner Scooptram family. Instructions for the proper removal and replacement of key components are provided.

Theory of Operation The primary purpose of the hydraulic system is to transmit power from the engine to the various working and control systems on the vehicle.

When the hydraulic system is activated, the load sensing valve allows a proportional increase in flow to the control piston, due to a constant pressure drop across the variable orifice. This keeps the pump output pressure just slightly above the required load pressure. Only the amount of fluid necessary to satisfy load conditions is delivered. If the load condition is such that no flow is required, only cooling and lubricating fluid is delivered. Power usage and heating of the hydraulic fluid are thus kept to a minimum.

Standard System Most vehicles use a fixed-displacement hydraulic pump with open-center valves. Starting the engine drives the pump. With no control functions operating, hydraulic fluid (oil) flows freely through the system and back to the hydraulic tank. System pressure is minimal. Operating a control activates the applicable valve(s) in the system. The valve(s) then redirects oil to the component to be actuated.

When system pressure falls below the compensator setting, spring force returns the spool back to its normal position, draining the control piston to the pump case. The load sensing valve then regulates pump pressure.

When the component being actuated reaches its limit of travel, system pressure increases until the main relief valve lifts. Oil is then directed (at minimal pressure) back to the hydraulic tank. Pressure on the pump side of the relief valve remains at the level designated by the relief valve setpoint, until the control is repositioned.

Pumps Hydraulic fluid flow is supplied to the working cylinders by a pump. Atlas-Copco Wagner vehicles are usually equipped with one of two types of pump. Most vehicles use a fixed-displacement gear pump.

Load Sensing System Some model vehicles (ST-2, ST-15Z) use variable displacement axial piston pumps with a

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An axial-piston variable displacement pump is also used on some vehicles.

plate, control piston, shaft seal and compensator control.

Hydraulic Gear Pumps

Rotation of the drive shaft causes a linear piston movement as the piston shoe slides along the tilted swashplate. As the piston retracts in the cylinder bore, fluid fills the developing vacuum cavity from the suction port via the suction kidney in the valve plate. At maximum retraction of the piston, shaft rotation causes the piston to go beyond the suction kidney and begin communication with the pressure kidney. Continuing rotation then extends the piston into the cylinder bore, forcing fluid into the pressure port.

Most vehicles typically have three systems requiring a hydraulic pump; steering, dump/ hoist, and braking. The pump converts mechanical energy from an engine or electric motor into hydraulic energy.

The stroke length of the piston is directly related to the swashplate angle, which swivels to provide stepless flow adjustment.

Note: A fourth system, transmission/converter oil pressure, also makes use of a gear pump and is usually located on the converter, along with the hydraulic system pumps.

Starting New Pumps Make certain that the entire hydraulic system is clean.

Wagner uses single and tandem hydraulic gear pumps, depending on the application. A tandem pump (i.e., with two pumping sections) is usually plumbed so one section supplies a designated system (e.g., the steering system) while the other section supplies a second (the dump or brake) system. A second, single stage pump provides flow for the remaining system. Refer to your parts book to determine the exact configuration of your vehicle. Note: In the following descriptions of the various hydraulic systems (steering, dump/hoist, brake) and components, pumps will be referred to by the specific function they fulfill. Axial Piston Pump The pump consists of a housing, cylinder barrel, pistons and shoes, port plate, drive shaft, swash5566071301

Fill hydraulic reservoir to proper level with recommended grade of hydraulic fluid. Bleed air from the pump suction lines by loosening the connections at the pump inlets and allow the lines to gravity fill. Do the same for the case drain lines. Start the vehicle and run at idle for several minutes, without actuating any of the hydraulic systems. Note: A new pump and system should not be started and immediately operated at full speed or pressure. The recommended procedure is to gradually speed up to approximately one-half operational speed or a minimum of 1,000 rpm at minimum pressure.

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Cycle the cylinders to work air out of the system. Do not run the system over the relief valve.

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at this temperature. Further heating of the oil is a waste of electricity and additional heating will be accomplished by the normal operating of the vehicle.

Re-fill the hydraulic tank. Note: Tank will most likely require re-filling after each set of cylinders is cycled.

Cylinders

Shut down the vehicle and re-connect the accumulator charging valve. Re-start the vehicle and set the pilot and relief valve pressures. Perform preliminary checks for air entrapment, loose connections, leaks, etc.

The cylinder does the work of the hydraulic system. It converts the fluid power from the pump to the mechanical power. Cylinders are the “arms” of the hydraulic circuit.

Low Temperature Starting Relatively hot oil should never be introduced into a cold pump. Pump seizure may occur from unequal expansion rates. Fluid temperatures 22 ° C (40° F) above the surface temperature of the pump upon introduction of the fluid should be avoided. To prevent damage from internal cavitation, it is important on cold starting that no load be placed on the pump until the fluid has achieved minimum viscosity requirements.

Double-acting cylinders provide force in both directions. Hydraulic fluid enters at one end of the cylinder to extend it, and at the other end to retract it. Oil from the unpressurized end of the cylinder returns to the hydraulic tank. Steering Cylinders The steering cylinders are double-acting cylinders which provide force in both directions.

The use of proper hydraulic fluids is especially important with low temperature starting conditions. A fluid suitable for low temperature startups should have a pour point at least 11 ° C (20° F) below the lowest anticipated ambient temperature, and should also have a maximum viscosity of 5,000 SUS at that temperature.

Stabilizer (Dump) Cylinder The dump cylinder is a double-acting cylinder with a chrome stem, one-piece screw on piston with self-locking nut, and is able to withstand pressures up to 3000 psi (20600 kPa). Hoist Cylinders

Where environmental conditions make this impractical, it is advisable to resort to artificial heating of the hydraulic fluid. If electrical heating units are employed, it is recommended that the unit having a maximum rating of approximately 10 watts per square inch be used and that the maximum warming temperature for the oil be set at 10 ° C (50° F). The hydraulic pumps will adequately handle the recommended fluids

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The hoist cylinders are double-acting cylinders which provide force in both directions.

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A 1 2

6 5

3

7

4

B A. Charging B. Discharging 1. 2. 3. 4. 5. 6. 7.

braking will have a master accumulator and a front and rear brake accumulator. The accumulator consists primarily of a shell, piston, air valve, and seals. The area above the piston is precharged with dry nitrogen gas to approximately 1200 psi (8300 kPa).

Nitrogen Pre-Charge (1200 PSI) Oil In Lower Housing Oil Out Piston Upper Housing Air Valve

When the accumulator is charging, oil at system pressure enters the chamber below the piston. This pressure acting on the bottom of the piston moves the piston up. As the piston travel up, the nitrogen gas compresses, increasing the charge pressure above the piston. The piston will be forced up until the pressure on both sides of the piston are equal.

Accumulators Hydraulic accumulators are used to store energy and maintain a smooth flow of oil to the brakes during vehicle operation.

This oil will remain at this pressure until a fluid path is opened. Opening a fluid path (such as operating the park brake valve) reduces the pressure below the piston. The higher pressure above the piston will now move the piston down until the pressure on both sides of the piston is equal.

The number of accumulators and their size depends upon vehicle model and application. The larger the machine the more the volume of oil required to activate the braking system. Vehicles equipped with the SAHR brake system have one master accumulator. Vehicles using wet-disk

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The downward movement of the piston will provide flow in the system until the fluid path is closed, or the piston bottoms in the shell.

The accumulator must be precharged with dry nitrogen to a pressure of 1200 psi (8300 kPa) to operate. Pre-charging is performed at the factory and should not be necessary in the field. Accumulators that undergo repair or replacement will be charged in the field.

The accumulators should be checked during vehicle overhaul to assure proper precharge pressure is available. An accumulator with low or no precharge will cause excess cycling of the accumulator charging valve and excess temperature in the hydraulic system.

Important: Use dry nitrogen only to precharge the accumulator. Dry nitrogen does not mix with oil. It is non-combustible. It will not cause oxidation or condensation within the accumulator and is not harmful to the piston seal. Do NOT use air or any combustible gas as these may cause oxidation and condensation. Oxidation and condensation are harmful to the oil piston seal and the accumulator.

Accumulator Pre-Charge

1 4

Note: When pre-charging an accumulator on the vehicle make sure the oil side of the accumulator has zero pressure. Operate the vehicle brakes while charging the accumulator to bleed off oil pressure and ensure that the accumulator piston goes to the oil end of the accumulator.

2 3

1. 2. 3. 4.

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The accumulator has a free floating piston which separates the oil from the nitrogen gas. Packing is used to prevent any leakage past the piston.

High Pressure Fill and Check Valve Free Piston To Hydraulic System Packing

A piston-type pneumatic accumulator uses dry nitrogen to precharge the cylinder and store energy. This energy is used to operate the vehicle brakes if a failure occurs in the brake hydraulic system.

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Accumulator Charging Valve

1

2

3

4 9

8

5

7

1. 2. 3. 4. 5. 6. 7. 8. 9.

To Accumulator(s) Outlet To Tank Relief Valve Air-Bleed and Start-Up Valve Inlet Gauge Ventable Priority Control Valve Charge Valve

As oil is used in the brake system, the accumulator pressure drops. When it falls below 1600 psi (11000 kPa), the charge valve will re-charge the accumulators back to 2000 psi (13800 kPa). The Wagner charge valve consists of four (4) cartridge valves within a valve body. This allows repair and maintenance of the valve without removing the complete valve body. The first cartridge valve is the air bleed and start-up valve. This valve will reduce power requirements and facilitate pump priming during start-up.

The main purpose of this valve is to control the charging rate of the accumulators. It keeps the accumulators charged between 1600 psi (11000 kPa) to 2000 psi (13800 kPa) for safe and effective braking.

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The second cartridge valve is the main relief valve. This valve is pre-set ( ref. Specification table in Appendix ) for over-pressure protection of the system. The third cartridge valve is the priority flow control valve. The priority valve has a fixed orifice (2-3 gpm / 7.6-11.4 liter/m) that controls the priority flow of oil to the accumulators.

Hydraulic Reservoir Reservoi r (Tank) The hydraulic tank has several functions in the hydraulic system:

Allo Allows ws air air to sep separ arat atee from from the the oil oil..

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•

Is equi equippe pped d with with a filt filter er/br /breat eathe herr chec check k valve valve assembly to maintain back pressure in the tank to 5 psi (34 kPa). This helps force the oil to the suction side of the pumps.

The actual placement of the filter in the system to achieve maximum filtering efficiency depends entirely on the circuit design. Correspondingly, periodic replacement of fully contaminated filter media must be made to maintain overall efficiency.

Tank and Filters

•

Cont Contain ainss the the suc sucti tion on lin linee fil filte terr.

Despite utmost care in the handling and dispensing of the hydraulic fluid it is probable that some foreign particles will find their way into the hydraulic fluid. Because such particles are apt to be abrasive in nature and will detract from both the operation and life of the hydraulic pumps, motors and valve, Atlas-Copco Wagner always incorporates filter(s) in its hydraulic systems.

This valve is pre-set from the factory, but can be adjusted to fine tune the system or be used in a system with different pressure requirements by adjusting the kick-out pressure. The kick-in pressure will automatically follow 20% below kick-out.

Coo Cools hy hydrau raulic oil oil.

•

P

The fourth cartridge valve is the charge valve. This valve regulates the pressure at which the accumulators are charged (kick-in 1600 psi / 11000 kPa to kick-out 2000 psi / 13800 kPa).

•

Allow Allowss conta contami mina natio tion n to to settl settlee to the the bott bottom om of the tank.

25 PSI

When the vent pilot port is open to tank, all pump flow is diverted to the out port. The vent pilot port is open and closed to tank by the charge valve.

Store toress hy hydraul aulic oil. oil.

•

Oil Filters

The valve will not bypass oil through the out port unless priority flow is satisfied. Once priority flow is satisfied, all excess oil is bypassed to the out port, except when the vent pilot port is open to tank.

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Internal Filter Cartridge with Indicator

Hydraulics

from metal to metal contact between moving parts. A properly maintained oil filter can save significant cost by preventing premature equipment failure and replacement. Off-line Hydraulic Filter Atlas-Copco Wagner sometimes uses off-line hydraulic filter(s) to provide partial flow filtration of hydraulic oil. The filter can be plumbed into any of the hydraulic systems. The filter is equipped with a 25 psi (170 kPa) bypass relief valve as well as a visual restriction indicator. The filter elements require changing when the indicator shows red, and is serviced with two (2) filter elements. However, unnecessary replacement of filter elements is wasteful. Wagner incorporates restriction indicators into its filter installations to help you determine when a filter needs replacement.

A 25-micron hydraulic oil suction filter is located in the hydraulic tank. Oil being stored in the hydraulic tank must pass through this filter prior to entering the system pumps to prevent damage.

The actual time between replacements fairly well up to the operator or maintenance mechanic.

When the filter indicator shows in the change filter area, the filter should be replaced.

Hoses and Tubing

Maintaining a clean hydraulic system is important.

Hydraulic fluid flows to the various working and control components through fixed tubing and flexible hoses. Hydraulic fluid leaks and the entry of dirt and other foreign matter most often occurs with these hoses, tubing and their fittings.

Contaminated oil can score or completely freeze a precisely fitted valve spool. Dirty oil can ruin the close tolerance of finely finished surfaces.

In order to prevent leakage, vibration, and abrasion of lines and hoses, and also to provide a neat, orderly hydraulic system, certain rules should be followed when replacing hoses and lines.

A grain of sand in a tiny control orifice can put a whole machine out of operation. Dust from the surrounding air is a major source of contamination. Another source of contaminants is the vehicle itself. During normal operation, the vehicle generates burrs, dust and chips

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Replac Replacee lin lines es and and hoses hoses in the same same posi posi-tions they were before removal. The routing of hydraulic lines has been planned to pre131

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vent exposure to excessive vibration and abrasion. Many problems can be avoided by installing lines in the same position whenever replacement becomes necessary.

Wagner Scooptrams

other and against various parts of the equipment. This shortens the life of the hoses, resulting in premature replacement. •

Be sur suree that that hos hosee clam clamps ps are are the the cor correc rectt size size.. A loose clamp is no better than no clamp at all. The hose can move back and forth in a loose clamp, causing abrasion. Be sure to use only recommend fittings. If the fittings do not match the hoses exactly, restriction or leakage will result.

•

Avoid void sharp sharp bend bendss in hoses hoses and and tubi tubing. ng. Sharp bends in hydraulic lines act as restrictions and will cause overheating.

•

When When a hos hosee line line must must be be ben bentt for for insta installa lla-tion, always check the minimum bend radius with the manufacturer’s catalog. If the manufacturer’s specification is not available, avoid bending the hose to a radius smaller than ten times the outside diameter of the hose.

•

In area areass where where hose hose flex flexin ing g will will occu occurr duri during ng operation of the equipment, a larger minimum bend radius is necessary.

Alwa Always ys use use the the pro proper per tools tools.. Neve Neverr use use tool toolss such as a pipe wrench on hose or tubing fittings. Instead, use flare nut wrenches when possible, and when they are not available, use an open end wrench of the correct size.

•

Do not not ove over-t r-tig ight hten en fitti fitting ngs. s. If If you you tigh tighten ten them the proper amount, they will seal and not leak. Never attempt to keep them from leaking by using sealing compounds.

•

Alwa Always ys cap or plug plug a line line or hose hose and and the the fitfitting from which it was removed whenever you disconnect them.This is the best method for preventing the entrance of dirt into the system. Never use rags or waste material for plugging lines or components of the system. Lint can be just as harmful as other types of dirt.

•

•

•

•

•

When When ins instal tallin ling g tubin tubing g or pipin piping, g, the the ideal ideal bend radius is 2 1/2 to 3 times the inside diameter. Keep Keep line liness as as shor shortt as possi possible ble.. The The lon longe gerr the line, the more the internal resistance. Therefore, avoid replacing lines with new ones that are longer than the originals. Do not try to shorten lines so that you must use sharp bends to make them reach the point of connection. Measure the original line carefully. Then replace it with a line of the same length.

Assembling Fittings to Hoses Normally, hydraulic hose fittings last longer than hydraulic hoses. Therefore, hose and fitting manufacturers produce fittings which can be removed from high-pressure hoses and installed on new ones. The removal and installation of high-pressure hose fittings is included below:

Hoses Hoses can can decre decrease ase in len length gth a small small amoun amountt when pressurized. Therefore, never cut a hose so short that when it is installed it has no bend whatsoever. Allow a slight bend so that the hose can shorten in length when it is pressurized.

1. Insert Insert the the hose hose in a vise. vise.

Use proper proper clamp clamps, s, adap adapter ters, s, and and fitt fitting ings. s. If If brackets are not used to support hoses as recommended by the manufacturer, abrasion will result from hoses rubbing against each

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2. Cut the the hose hose so that that it is perfec perfectly tly strai straight, ght, using a hacksaw with a fine-toothed blade.

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3. Be sure sure to remove remove all all dirt dirt and foreign foreign matter matter from the hose after cutting it. 4. Use the notch notch on the the socket socket of the the high-p high-presressure fitting as a guide to locate the cutting point for stripping the end of the hose. 5. Use the the vise vise as as a guide guide when when making making this circular cut with a hacksaw. Cut only on the backstroke. Make sure that you cut all the fiber cords, but do not cut the wire braid. 6. Make a diagon diagonal al cut. cut. Be Be sure sure that that all all the the cords are cut. Once again, cut only on the back stroke. 7. Using Using a screwd screwdrive river, r, pry pry the cover cover loose loose and then twist it off with pliers or in a vise. 8. Place Place the socke sockett in a vise, vise, but do do not not over over tighten the vise. 9. Screw Screw the the strippe stripped d end of the the hose hose counter counter-clockwise into the socket until it bottoms. Then back off the hose 1/4 turn. 10. Lubricate the the inside of the end of the hose which has just been screwed into the socket. Also lubricate the nipple. Use either grease or heavy oil. 11. Insert the nipple nipple into the hose and start start screwing it clockwise by hand. Then, using a wrench, screw the nipple into the hose until it bottoms. 12. To use the fitting again, again, should the hose hose fail, disassemble the fitting from the hose by reversing the order for assembly. It can then be used on a new length of hose.

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Monostick Steering Schematic

4

3

5

1

e v l a t V i u e r c e v r l i d i a C v t V i k s n e D i r o a u w T H s o l / c s F p i l e r u m y t P i a u r D d r t o o i r o y l i P T H P . 6 . 7 . 8 . 5

2

6

7

p m u P t s i o H l s / r o p t r e m d e i u n n o l v l D C a y & k C c V i g g g t n n n s i i i r r r o e e e n e e e t o t t S M S S . 2 . 4 . . 3 1

8

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Wheel Steering System Schematic

4

.

p m u P t s i o d H / a e b m H u e k n t f i D a e b h & l T v u S a T l c i g e i V n t n o u o r f a i r t e e i c d m l e e t e u y R S R S H . . . . . 0 6 7 8 9 1

5

3

6

7

2

8

9

1

r o t a u t c e A v l d a s n r V a e g d e n e n l v i i e l v r l a v y e l a a C V e t V V g r g S n l e n i n i t t e r r o r i e e e e s h v e v i u t i W D C S D . 3 . 4 . 5 . . 2 1

10

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Steering System

Right Turn

Atlas-Copco Wagner offers several different options in steering systems. Most model Scooptrams are equipped with a monostick control system. An steering wheel controlled system is also available. In addition, the flow-amplified steering system is also offered on some models.

Turning the steering wheel in a clockwise direction shifts the spool shutting off flow to the dump and hoist system. The oil flow unseats the check ball and exits out port “B” to steering cylinders. Port “A” of the steering valve becomes common with the port to the hydraulic tank during this mode. This allows oil returning from the steering cylinders to enter the steering valve and return to hydraulic tank.

System Operation Monostick System

Oil flow entering the stem end of the cylinder encounters resistance and becomes pressure, forcing the piston toward the base of the cylinder thus retracting the cylinder.

In the steering system (monostick or steering wheel), oil flows from the suction tube in the hydraulic tank through the steering section of the steering and dump pump to the main steering control valve at port “P”.

Oil at the base end of the cylinder exits through the base port back through the cushion valve and steering valve where it is directed to the hydraulic tank. This function is reversed when oil is supplied to the base end of the cylinder.

Hydraulic pressure at port “P” shifts the compensator spool fully to the left and allows oil to flow through the high pressure carry-over (HPCO) to supplement the dump system.

Left Turn

Until a right or left turn is selected by the steering valve, oil pressure is dead-headed at the center section of the main (direction) spool.

Turning the steering wheel in a counterclockwise direction shifts the valve, shutting off flow to the dump system. Oil flow unseats the check ball and exits out port “A” to the steering cylinders. Port “B” becomes common with the port to the hydraulic tank, allowing oil returning from the steering cylinders to enter the steering valve and be returned to tank.

When the steering wheel is rotated in either direction, oil flows and exits out port “A” or “B”. This restricts the flow to the HPCO and allows more oil flow through the direction spool to the right or left steering cylinders through the cushion valve.

Oil flow entering the stem end of the cylinder encounters resistance and becomes pressure, forcing the piston toward the base of the cylinder thus retracting the cylinder.

As oil pressure extends one of the cylinder rods, it also retracts the other cylinder rod. These are double-acting cylinders. Oil in the non-pressure sides of the cylinders is sent back through the direction spool and returns to the hydraulic tank.

136

Oil at the base end of the cylinder exits through the base port back through the cushion valve and steering valve where it is directed to the hydraulic tank. This function is reversed when oil is supplied to the base end of the cylinder.

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Over-Pressure Protection

remains in the last position directed when the transmission is shifted to neutral.

Should a shock load be applied (i.e., striking the rib) and the pressure in any port of the steering cylinder exceed system design limits, an internal relief in either the Cushion valve or the Steering Control valve will open, allowing the high pressure oil to be vented from the affected port back to the hydraulic tank. The cylinder will either retract or extend (depending on the affected port).

Flow Amplified Steering Oil pressure, supplied by the steering pump, shifts the compensator spool (priority valve) in the Steering Flow Amplifier and is directed to the dump/hoist system, through the EF port. Actuating the steering wheel causes pilot pressure from the Pilot Pressure valve to reposition the Orbital Steering valve, which shifts the compensation spool to direct oil back to the Orbital Pilot valve, through the P port. Depending on the direction of turn, oil then continues on to either the left (L) or right hand (R) port of the directional spool in the Flow Amplifier.

Wheel Steering The wheel steering system differs from the monostick system ina few ways. An orbital steering valve replaces the monostick steering valve. There is a load sensing port and hydraulic line is installed as part of the Priority Flow Divider valve. Additionally, a Selector (or BiDirectional Control) valve is installed to provide forward and reverse flow control. Some units may also be equipped with a Cushion valve, in place of port reliefs in the Steering Control valve, to protect against over-pressurization of the cylinders.

As the operator continues turning the wheel, pilot pressure shifts the directional spool. From there, oil is moves through the flow amplifier spool to either the left or right steering cylinder. When the vehicle has reached its full limit of travel and is against the stops, oil flow is deadheaded at the cylinder. Increasing pressure causes the Main Relief valve to open, venting flow back to the tank.

When the steering system is not in use, flow from the steering pump travels through the Orbital Steering valve to the dump/hoist Main Control valve. Turning the steering wheel actuates the Orbital Steering valve and sends some of the flow through the steering circuit. The amount of flow is determined by how fast the wheel is turned.

Two Shock valves in the Flow Amplifier act to prevent damage to the cylinder seals from overpressurization. Monostick Steering System Components The monostick steering system consists of:

Note: Fluid flows through the steering valve only when the wheel is being turned. The wheel must continue to be turned until the front chassis has reached the desired position. From the Steering valve, oil flows to the Selector valve. This valve is actuated by a small cylinder which is pressurized and positioned by forward and reverse clutch pressure. The Selector valve

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The Hydraulic Tank.

•

The Steering Pump.

•

The Pilot Pressure Valve.

•

The Steering Control Valve.

•

The Priority Flow Divider Valve

•

Two Steering Cylinders.

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Steering Valve

In addition to the monostick system components, the wheel steering contains: •

The Orbital Steering Valve.

•

The Steering Pilot Valve.

•

The Bi-Directional Control (Selector) Valve.

•

A Load Sensing circuit.

•

The Cushion Valve (optional).

H.P.C.O

P

Hydrosol Steering System Components •

The Hydraulic Tank.

•

The Steering Pump.

•


•

The Orbital (or Monostick) Pilot Valve.

•

The SPC50 Control Valve.

T

Depending on the specific system design, the main steering valve either directly controls, or works in conjunction with the steering pilot valve, to control, the flow of oil in the steering system. On some vehicles, the steering valve is mechanically linked to the steering control (either wheel or stick). Other vehicles may employ a low pressure pilot valve. Both options are designed to protect the operator from the hazards associated with high pressure hydraulic lines. In either design, the steering valve works basically the same. The only difference is in how the valve is actuated.

Flow Amplified Steering System Components •

The Hydraulic Tank.

•

The Steering Pump.

•

The Orbital (or Monostick) Pilot Valve.

•

The Steering Flow Amplifier.

A Main Relief valve, Port Relief valves and Anti-Cavitation valves are located internally in the Control valve. Some orbital designs use a separate Main Relief valve and Cushion valves in place of port reliefs. SPC50 Steering Control Valve The SPC50 steering control valve combines the functions of the main steering valve, priority flow valve and cushion valve into one component. It makes use of 200 psi (1380 kPa) hydraulic system pilot pressure to shift the main spool,

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Compensator Function

which ports hydraulic system main pressure to the steering cylinders.

The internal compensator spool automatically maintains inlet pressure slightly higher than the maximum pressure at either cylinder port. This provides fast steering response when needed.

End or pilot notches on the spool require continous flow through the valve, while pilot pressure is applied. When the operator returns the steering control wheel (or stick) to its normal, or centered position, pilot flow to the valve stops, and spring pressure returns the valve spool to center position.

In the priority position, the spool is seated during no flow conditions, or when all oil flow is needed for steering. The spool shifts to the extreme right when no oil flow is needed for steering, and the excess flow is directed to the dump circuit.

An anti-cavitation valve in the internal circuit prevents voiding the cylinders. Steering Flow Amplifier

The compensator spool also has a flow divider position which allows the spool to move anywhere between the priority and excess flow positions to provide needed flow for steering, maintain working pressure, and send excess flow out the H.P.C.O. port.

The steering flow amplifier combines the functions of the pilot pressure valve, main steering valve, priority flow valve and cushion valve into one component. Unlike the SPC50, the flow amplifier uses main system pressure to position the main spool and control flow. Steering control flow (from the pilot valve portion of the amplifier) and main flow (from the steering pump) are combined to produce an amplified flow to the steering cylinders.

Wheel Steering Pilot Valve

Main Relief Function

P

The main relief valve is located internally in the steering control valve. The relief valve is shifted allowing oil to return to the hydraulic tank if system pressure goes over 2300 psi (15900 kPa); e.g., when the vehicle is fully articulated against either stop.

T

R

L

Port Relief Function Port relief valves are provided for either direction turn. (Reference specification table in Appendix for pressure settings.) Should the vehicle hit the rib while traveling and apply a sudden impact load to either cylinder, the port relief will vent pressure back to tank.

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The wheel steering valve is a hydrostatic unit that is controlled by the steering wheel. The steering valve is either installed in the steering column assembly under the steering wheel in the operator compartment or on the other side of the

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bulkhead between the operator’s compartment and the engine tub.

The remaining flow goes to the dump and hoist system out the port marked EF.

Turning the steering wheel actuates three main parts of the valve:

Flow through the valve to the steering system is 49 liter/min (13 gpm) at high idle. This allows the unit to steer from fully articulated left to fully articulated right in 6 seconds at full RPM and vice versa.

•

The control spool,

•

The control sleeve, and

•

The metering rotor.

Bi-Directional Control Valve

The metering rotor has a direct mechanical link to the steering wheel. When the steering wheel is turned in either direction, the spool begins to rotate and becomes aligned with the sleeve. Further rotation will direct oil flow from the pilot valve to the steering valve and out the right or left direction port to the steering cylinders. For a given direction, the oil will flow into the base end of one cylinder and into the rod end of the other cylinder to set the proper sequence for the turn selected. Priority Flow Divider Valve

The bi-directional control valve provides the control to the steering system to allow the operator to have true right and left movement of the steering wheel to execute right and left turns whether traveling in reverse or forward directions.

PR

EF

When the forward direction is selected by the transmission direction control, pressure from the forward port of the transmission control valve shifts the spool in the bi-directional valve to the forward orientation.

CF

Oil flow enters the inlet port and passes through a controlled orifice. The size of the orifice can be varied externally. The pressure drop across the control orifice positions the compensator piston to limit the flow that is delivered to the steering system out the port marked CF.

140

When reverse direction is selected by the transmission direction control, pressure from the reverse port of the transmission control valve shifts the spool in the bi-directional valve to the reverse orientation.

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Pressure Reducing Valve

Hydraulics

Cushion Valve B3

A3

B2

P T

S

A2

B1

The pressure reducing valve is used to step the 2000 psi (13800 kPa) steering system main pressure down to the 200 psi (1380 kPa) used in the pilot control system.

A1

In neutral If a sudden external load is applied to the steering cylinder(s) creating a pressure spike above 2800 psi (19300 kPa) and the steering valve is in neutral, the cushion valve reliefs open. This allows oil to transfer from one end of the steering cylinders to the opposite end of the steering cylinders to prevent any damage from occurring to the steering cylinders or plumbing.

Pressure Relief Valve

In relief mode When the steering valve directs oil flow out of port “A” to the cushion valve it enters the cushion valve through port “A1” and then exits the cushion valve through two ports. One port “A3” directs flow to the base end of the left hand steering cylinder and the other “A2” directs flow to the stem end of the right cylinder.

The pressure relief valve is plumbed into the main steering circuit between the demand valve and the steering valve to protect against sudden spikes in pressure

Oil flow directed out of port “B” of the steering valve to the cushion valve, enters the cushion valve through port “B1” and then exits the cushion valve through two ports. One port “B3” directs flow to the stem end of the left hand steering cylinder and the other “B2” directs flow to the base end of the right cylinder.

The valve is factory set to relieve excess pressure to tank, and relief will take place between 2250-2350 psi (15500-16200 kPa).

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Demand Valve

Note: Since the standard Scooptram steering valve also contains main and port relief valves, the primary function of the cushion valve in your circuit is as a J-block. It also provides added protection to the hydraulic circuit. When an impact force is applied to the stem of the left hand (LH) steering cylinder, the piston to compresses the oil in the base end of the LH cylinder. This pressure is sensed by a relief cartridge located at A2 & A3 in the cushion valve. Once the pressure reaches 2800 psi (19300 kPa), this pressure will override the cartridge spring, allowing the cartridge to open. Once the cartridge opens and allows the high pressure oil to relieve, the LH steering cylinder will begin to retract. At the same time, the RH cylinder will extend.

1. 2.

Oil from the stem end of the RH cylinder will be forced out by the cylinder piston. This oil, combined with the oil from the base end of the LH cylinder will flow through the relief cartridge and out ports B2 & B3.

P2

1

P1

2

Dump Steering

The demand valve is designed to supply the steering system with a constant flow and stable pressure regardless of changes in engine speed. This assures a steady steering rate unaffected by either engine speed or demands from the dump system.

Should the impact force be applied to the RH cylinder, the opposite relief cartridge will function.

The demand valve can be viewed as a priority valve with a built in unloading valve. It provides high flow to the steering system with minimum loss of horsepower. It also enhances performance of the steering valve, which performs best when provided with constant flow. At low idle, both pumps supply the steering system. The check in the spool prevents pump 1 flow from entering the dump circuit if the spool fails to operate or pump 2 fails. The check to the dump outlet line prevents back flow from the dump circuit.

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Increasing Idle

Boom Up

As engine RPM increases, so does pump flow. This increased flow encountering the control orifice(s) results in increased differential pressure which in turn causes the spool to shift. The higher the pressure differential, the more oil from pump 2 is sent to the dump system.

When the operator moves the boom control lever for boom up operation, the spool in the Main Control valve shifts down. Oil flows from the pressure port to the base end of the hoist cylinders to raise the boom. Oil from the stem end of the cylinders is routed back through the Main Control valve to the hydraulic tank.

Fully Shifted When the differential pressure reaches a predetermined point, the spool is shifted to cut pump 2 completely off the steering output, and pump 1 continues to supply the entire steering flow.

Boom Float When the operator places the boom control lever in float, or third position detent, all ports are open to tank. The result is that the weight of the boom slowly lowers the boom onto its stops.

Dump and Hoist System

Boom Power Down

System Operation

To speed the return of the boom to its stops, the operator can move the boom control lever to the power down position. This shifts the Main Control valve to the extreme upward position and directs pressure from the inlet to the stem end of the hoist cylinders.

The dump/hoist system shares many of the same components used in the steering and brake systems. Hydraulic oil is supplied by the dump/ hoist pump on the converter directly to the dump/hoist Main Control valve. The system also receives additional flow from the steering system. With monostick steering, oil flows through the Steering Control valve from the high pressure carry over (HCPO) port and through the Priority valve from the excess flow (EF) port to the dump/hoist Main Control valve. With orbital (wheel) steering, oil flows from the power beyond (PB) port of the Steering Control valve to the dump/hoist Main Control valve.

Oil from the base end of the cylinders returns through the dump system solenoid (in either deenergized or energized positions), unseats the check ball in the Main Control valve and returns to tank. Boom Lowering Speed Control Most new model machines are equipped with a control system to limit the speed which a loaded boom can be lowered. This prevents a fully loaded bucket from crashing down on the stops. It consists of a Pressure Reducing valve located between the Pilot Control valve and the Main Control valve. The Pressure Reducing valve directs a portion of the pilot oil flow back to the hydraulic tank, lowering the pressure from the Pilot valve to the Main Control. This lower pressure prevents the spool in the Main Control from

The Main Control valve is hydraulically operated by the Pilot Control valve, located in the operators cab, using 200 (+/- 20) psi (1400 kPa, ±140) pressure supplied from the Pilot Pressure valve. The Pilot Control valve is directly operated by the operator control lever. Oil travels from the Main Control valve to the boom and dump cylinders.

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moving completely open. The rate of flow from the base end of the hoist cylinder is now regulated.

hydraulic circuit for the pilot control valve is separate from the main dump and hoist control circuit.

A Pressure Relief valve in the Main Control valve limits system pressure to 2000 psi (13800 kPa). An anti-cavitation check valve protects the stem end of the hoist cylinder from hydraulic cavitation if the boom is lowered to fast.

Oil flows from the brake system charging valve to the pilot pressure (sequence) valve where the pressure is regulated to 200 (+/- 20) psi (1400 kPa, ±1400). The pilot control valve has two manually controlled spools; one sends pilot pressure to operate the dump spool and one to operate the hoist spool.

Depending on the options supplied, the Main Control valve may include a section for EOD and/or a section for ride control. The exact system design and operation may differ slightly, depending on which specific steering option has been selected for you vehicle. Refer to the vehicle parts book to determine your precise configuration.

The spools in this valve are manually operated, regulating oil pressure delivered to the main dump/hoist control valve when the desired spool is actuated, allowing regulated oil pressure to flow to the dump/hoist valve. The more this spool is depressed, the higher the regulated oil pressure going to the main dump/hoist valve will become.

Dump and Hoist Components The dump and hoist system consists of those components which control the raising and lowering of the boom and the dumping and roll-back of the bucket. They include: •

The Hydraulic Tank.

•

The Dump/Hoist pump.

•


•

The Pilot Control Valve

•

The Main Control Valve.

•

The Pressure Reducing Valve

•

The Dump Cylinder

•

The EOD Cylinder (optional)

•

Two Hoist Cylinders.

Pilot Pressure (Sequence) Valve

1

200 PSI

2

5

4

1. 2. 3. 4. 5.

Pilot Control Valve The pilot control valve is a low pressure valve used to hydraulically operate the main control valve for the dump and hoist system. The 144

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Pilot Outlet To Cooling Loop Pilot Inlet

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Main Control Valve

This pilot pressure (or sequence) valve is a full relief valve that is non-adjustable and is pre-set to maintain 200 (+/- 20) psi (1400 kPa ±140) for the dump and hoist pilot control. Oil from the “Thru” port side of the accumulator charging valve enters the “Inlet” port of the pilot pressure valve. The “Inlet” and “Pilot” ports are common (joined) to each other. The Dump & Hoist pilot valve is closed-center (inlet blocked) which causes pressure to build up in the supply circuit sequence (relief) valve to the pre-adjusted setting of 200 psi (1400 kPa). This pressure is held continually upstream of the pilot pressure valve as a source of pressure to actuate the Dump & Hoist valve. The oil flows from the pump via the accumulator charging valve then passes over the sequence valve to the brake cooling loop downstream of the pilot pressure valve, once the 200 psi (1400 kPa) relief setting has been achieved.

The main control valve, which is pilot operated, controls the flow of oil to the boom and bucket circuits.

The check valve is non-adjustable and is pre-set at 65 psi (450 kPa). The purpose of this check valve is to protect the oil cooler from damage in the event of pressure spikes.

It has a main relief valve set at 2000 psi (13800 kPa), and a combination anti-cavitation and port relief valve at each work port. The dump spool is equipped with a float position which opens both stabilizer cylinder ports to tank when the pilot valve is placed in the detented position.

Pressure above the pre-set range will cause the ball to unseat and relieve excess oil pressure to the tank through a return line.

Main relief function: The main relief is set at 2000 psi and is included to prevent overloading of the main hydraulic circuit. Port relief function: The port relief is designed to prevent excessive pressure build-up in the cylinder due to external loading (i.e., striking the boom or bucket against something when loaded). They are located at the base end of the hoist cylinders and the base and

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stem ends of the dump cylinder, and are set at 2300 psi (15900 kPa).

Turning the screw clockwise raises pressure while turning it counter-clockwise will lower pressure.

Anti-cavitation check valve function:

To check and set port reliefs, first the steering main relief must be set higher than the port relief in the dump and hoist control valve. To check the port relief, operate the appropriate function to the extent of the cylinder travel and hold lever. The port relief will now function and may be adjusted by an adjusting screw on the backside of the dump and hoist control valve.

The anti-cavitation check valves permit flow from the tank side into the cylinder ports when cylinder speed exceeds the flow of the pump such as in boom drop. Load-check valve function: Allows pressure to build up gradually within the valve to match load demand. The load check prevents reverse flow and supports the load. When the system pressure matches the load pressure, the check valve opens, porting the fluid to the cylinder.

Adjustment is the same as the main relief. Port relief adjustment should be done at roughly half speed. Pressures should be checked and/or adjusted every 1000 hours or when components in this system are replaced.

System Checks & Pressures The dump and hoist main system pressure may be checked at the Main Control valve or at the Steering Control valve. All pressures should be checked with hydraulic oil at normal operating temperatures (150 ° F / 66° C) and engine at full throttle.

Dump flow can be checked every 1000 hours. Connect the flowmeter downstream from the pump. When a pump has lost 20% of its rated gpm, it should be considered worn out and replaced. An alternate method is to time function cycle times, with the bucket fully loaded. A 20% increase in cycle times will correspond

To check dump and hoist main relief pressure, simply connect the quick disconnect female fitting of your quadragauge to the quick disconnect male fitting on either the dump and hoist main control valve or the steering main control valve.

Brake System All braking systems require energy on demand to be applied to the friction devises that stop the vehicle. This energy must be stored so that it is available when needed. Generally speaking, energy is stored in two basic ways:

Note: Dump and hoist pressure may be checked at the steering valve because of the HPCO function but steering pressure cannot be checked at the dump and hoist valve. Run unit at high idle and operate any of the dump and hoist functions to the limit of the cylinder travel and hold until pressure exceeds the main relief. Pressure may be adjusted at the left hand top side of the main control valve by removing the adjusting screw cap and loosening the jam nut. 146

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With compressed gas or fluid (such as air in a tank).

•

With springs.

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Non-Charging Mode The oil from the pump will flow into the accumulator charging valve through the charging spool and back out the through port to the 10micron filter, then into the inlet side of the pilot pressure valve where pressure of 200 psi (1400 kPa) is directed to the dump/hoist and steering pilot system. The remainder of the oil is then directed to the brake cooling system. 1

1

2

Brakes Released When the Park Brake Control valve is actuated, transmission clutch pressure flows to the Park Brake Selector valve. Shifting the main spool allows the static oil pressure from the accumulators to flow through the main spool to the Foot Brake Control valve where the oil flow goes through the spool, out to all four (4) wheel ends, and releases the brakes, allowing the wheel ends to turn freely.

1. Compressed Gas 2. Springs

With a valve installed between the energy storage device and the friction device, you have a simple braking system.

SAHR Brake System Operation Oil flow from the brake pump is directed to the Accumulator Charge valve which, in turn, depending upon system load, will direct the majority of the oil to either the accumulators or the brake cooling and dump/hoist systems.

Brakes Applied Service Brake Operation

When the foot pedal is actuated, the flow of oil to the wheel ends is gradually cut off and the oil at the wheel ends is allowed to return to the hydraulic tank. The wheel end SAHR brakes then apply, slowing and stopping the vehicle.

When the dump/hoist system is not in use, most of the flow passes through the Pilot Pressure valve to the hydraulic oil cooler, and on to the wheel ends, to cool the brake disks. Bypass check valves protect the oil cooler and the wheel end seals from over pressurization.

Park Brake Operation

When the Park Brake valve in the operator compartment is actuated, the spool cuts off the flow of pilot pressure to the park brake selector valve. The return spring then shifts the main spool, cutting off the flow of oil from the accumulators. The oil from the wheel ends then flows back through the foot brake valve to the park brake selector valve. The spool is now open to tank and allows the oil to return to the hydraulic tank. The springs in the wheel ends apply, stopping the vehicle.

Charging Mode When the accumulator pressure drops below 1600 (+/- 50) psi (11000 kPa), the accumulator charge valve will send oil to the two (2) brake accumulators. Once 2000 psi (+/- 50) psi (13800 kPa) is reached, the Accumulator Charge valve will shift back to the non-charging mode. The accumulator now has 2000 psi stored for releasing the brakes.

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3

5 4

2 1

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11 6 7

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10

8 9

32 20

33 31

30 25 29

28

19

13

26

23 21

24

15

27

22 16 17

14

18

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.

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In Port (Pressure) Out Port (Flow Through) Relief Valve Cartridge Diagnostic Coupling Prioirty Valve Cartridge Air Bleed & Start-up Valve Cartridge Charge Valve Cartridge Tank Port Accumulator Charge Port Check Valve Rear Accumulator Front Accumulator Front Axle Rear Axle

15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.

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Drain Port Brake Port Pressure Port Hydraulic Hand Pump Pressure Switch Return J-block Brake & Brake Cooling Pump From Starter Switch To Neutral Start Switch Park Brake Control Valve Accumulator Charge & Bleed Off Valve Diagnostic Coupling Pilot Pressure (Sequence) Valve Accumulator Pressure Gauge

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System Pressures & Flows

Hydraulics

SAHR Brake

Oil flow from the brake pump is 19 gpm (72 liter/min) at 2400 RPM, and should be checked every 1000 hours. Accumulator charge pressure is kick-in at 1600 psi (+/- 50) (11000 kPa) and kick out at 2000 psi (+/- 50) (13800 kPa), and can be checked by the accumulator pressure gauge in the instrument panel and adjusted on the charge valve itself. Accumulator precharge is 1200 psi (8200 kPa) of dry nitrogen.

The SAHR (spring applied, hydraulically released) brake system, developed by Atlas Copco Wagner, reverses the process of engaging and disengaging brakes. Springs apply the brakes, and hydraulic pressure releases them.

Brake System Components The major components of the SAHR brake system are: •

Brake pump.

•

Hydraulic accumulators (2).

•

Accumulator Charging valve.

•

Hydraulic off-line filter.

•

Pressure switch.

•

Pressure gauge.

•

Pilot Pressure (sequence) valve.

•

Park Brake Selector valve.

•

Brake Control valve (foot pedal in operator compartment).

•

Brake assemblies (inboard of planetary drives).

The SAHR brake uses existing wet disc brake technology. The wheel hub is splined to, and rotates with the friction discs, which are sandwiched between steel stationary discs, which, in turn, are splined to the axle housing. The disc pack is totally enclosed from the environment, and is immersed in oil. This arrangement is the same as used on the standard wet disc brakes. Each wheel end is an independent brake system. Industrial coil springs are arranged in the annulus previously occupied by the (hydraulic) application piston. They are contained in individual pockets and compressed by a single large annular piston. The springs cause the piston to act upon the disc pack composed of the alternating stationary and rotating discs. Application of hydraulic pressure to the working area of the piston causes it to retract, further compressing the springs, freeing the disc pack,

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Park Brake Control Valve

and allowing the wheel to turn. This pressure must be maintained during normal operation.

B

Loss of system pressure for whatever reasons allows the springs to immediately apply full braking energy. This allows for the elimination of all redundant systems.

1 2

Service application for retarding the vehicle or slowing to a stop is accomplished by simply controlling the pressure loss. Control is effected by the operator’s brake pedal.

C

A

3

4

The SAHR disc brake assemblies are mounted just inboard of the wheel end planetaries on both front and rear drive axles.

1. 2. 3. 4.

Each SAHR brake assembly applies approximately 40-tons of brake pressure per wheel end when applied but only require 1100 psi (7600 kPa) to release, and normal operating pressure is 1500 psi (10300 kPa).

From Pressure J-Block To Transmission Sump Park Brake Relay Valve To Starter Interlock Circuit

This is a manually-operated, single spool, 2position valve. This valve will: •

Direct transmission clutch pressure to the selector valve.

•

Relieve the transmission clutch pressure from the selector valve.

Pilot Pressure Valve This pilot pressure (or sequence) valve is a full relief valve that maintains 200 psi (1400 kPa) for the dump and hoist pilot control, as well as the steering pilot control. Oil from the off-line hydraulic filter enters the pilot pressure valve at the inlet port. Pressure above 200 psi (1400 kPa) causes the relief valve to shift, allowing flow out of the brake cooling loop port.

Pressure for this valve is from a transmission clutch pressure port on the transmission control valve in the operator compartment. In the “brake applied” mode, the pilot pressure from the transmission control valve is deadheaded at a closed port in the top section of the park brake control valve spool. The other port is open and relieves the pilot pressure from the park brake selector valve back to the transmission control valve. In the “brake released” mode, the spool is shifted manually. Now pilot pressure from the transmission control valve causes oil to flow through the spool and directs pilot pressure to the pilot port in the park brake selector valve.

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Park Brake Relay Valve

Hydraulics

the liquid cooled brake assemblies to release them. In the event that clutch pressure is lost or park brake is set, the spring in the selector valve will shift the spool down, stopping the flow of oil to the brake control valve and venting the brake control valve to tank, thereby setting the brakes.

3

1

Secondary Mode Pressure Switch

2

N. O. C N.C.

4 1. 2. 3. 4.

The accumulator pressure is a piston-type pressure switch with two (2) sets of contacts. The contacts open and close simultaneously with the rise and fall of brake supply pressure.

Supply Drain Delivery Pilot

The switch is set at 1400 psi (19600 kPa) decreasing which means that as the brake supply pressure falls below the set pressure, the normally open (NO) contacts open, and the normally closed (NC) contacts close.

The park brake selector valve is a 3-way, 2-position valve that directs accumulator pressure to the SAHR brake control valve when piloted by the park brake control valve. In the “brakes applied” mode, oil from the accumulators entering the supply port is deadheaded.

The normally closed (NC) contacts control an indicator light in the instrument panel that will illuminate to warn the operator of an impending brake application when pressure falls below 1400 psi (19600 kPa).

When the park brake control valve is pulled up to the released position, clutch pressure oil flows to the pilot operated section of the selector valve (which is separated from the oil in the brake system), causing the main spool in the selector valve to shift up. Oil now flows across the supply port and out the delivery port to the footoperated SAHR brake control valve and on to

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Accumulator Pressure Gauge Located in the operator compartment, the gauge displays main accumulator pressure and should read between 1600-2000 psi (11000-13800 kPa) during operation.

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Foot Pedal Control Valve

the spool back up, allowing oil flow back to the wheel ends until 1500 psi (10300 kPa) is reached. When the pedal is depressed, the spool moves upward, stopping the input flow and gradually allowing oil to return to the hydraulic tank. The farther the pedal is depressed, the more oil flow is allowed to return to tank until spool is fully open and all pressure is released, allowing the SAHR brakes to apply.

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Tank Inlet Delivery

In the operator compartment is the foot-operated brake valve. This is a closed-center (closed to tank), open to delivery pedal actuated, decrease modulating, hydraulic brake valve. Function in normal operation: Accumulator pressure from the park brake selector valve is allowed to flow directly through the valve to the wheel ends at 1500 psi (10300 kPa). Once 1500 psi (10300 kPa) is achieved at the wheel ends, the oil will back up through a pilot line to the top of the spool. Overcoming the spring tension on the bottom of the spool, shutting off the oil both in and out of the valve. If the pressure drops below 1500 psi (10300 kPa) on the delivery side, the spring will push 152

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Emergency Tow System

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System Operation

1. Check Valve 2. Hydraulic Hand Pump 3. To/From Hydraulic Tank

When the vehicle has no power or has lost hydraulic pressure and needs to be towed, the emergency tow system can be used to release the SAHR brakes.

The vehicle is also equipped with a hand-operated hydraulic pump to allow for release of the brakes in the event of a loss of vehicle power.

First the park brake must be engaged. This is a necessary safety precaution.

Along with the hand-operated hydraulic pump, there is a hand-operated relay valve, and a hydraulic check valve, which allow for operation of the system without disconnecting any hydraulic lines.

The hydraulic hand pump is then used to charge the accumulators until the accumulator pressure gauge reads at least 1500 psi (10300 kPa). Once the necessary pressure is achieved, press the override button to send pressure from the

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Hydraulic Check Valve

accumulators to the wheel ends to release the brakes. Releasing the button will immediately reapply the brakes. The brakes may also be applied by using the control treadle valve.

Emergency Tow System Components Hand-Operated Hydraulic Pump

The hydraulic check valve is plumbed between the hydraulic hand pump and a tee at the accumulator charge valve. This check is set at 5 psi (34 kPa) to prevent backflow from the accumulators. The hand-operated hydraulic pump is a double acting pump with a displacement of 10 ml (.604 in3). This pump has a valve to open and close the pressure port to tank port, as well as a built-in relief valve that is preset at 1500 psi (10300 kPa). Relay Override Button This is a manually-operated button located in the operator’s compartment which is used to manually override the park brake relay valve. The operator pushed this button to send oil pressure to the wheel end brakes.

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Brake Cooling System

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system and give general maintenance information to keep the system functioning safely and at peak efficiency.

The brake cooling system is used to control flows and pressures to the liquid cooled brakes. This section will discuss the components of the

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System Operation

Rear Axle Brake Hubs Accumulator Charging Valve To Dump/Hoist Pilot Valve Filter/Breather Brake Pump Check Valve Hydraulic Tank & Suction Line Filter Oil Cooler Pilot Pressure (Sequence) Valve Front Axle Brake Hubs

Oil from the charging valve “out” port passes through a filter, then enters the sequence valve (pilot pressure valve). This valve is a combination full flow relief valve that maintains 200 psi (1400 kPa) for the dump/hoist and steering pilot control, and a check valve which opens at 65 psi (450 kPa). Excess oil flows to the built-in check valve and to the hydraulic cooler. This check 07-96

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valve prevents over-pressurization of the cooler. A drain line is provided to vent oil from the check valve, if necessary.

diameter and rotate with the wheel hub and stationary plates that are splined on the outside diameter, and are held in place by grooves in the brake housing.

Oil from the cooler then flows to the front/rear brake assemblies and to another check valve. This check valve is set at 20 psi (140 kPa) and is designed to prevent over-pressurization of the brake assemblies.

Cooling oil flows past the friction plates and exits out of the housing to dissipate heat caused by friction as a result of brake applications.

Cooling Flow

The wheel brake assemblies consists of a series of friction plates that are splined on the inside

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Brake Cooling System Components

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Hydraulic Oil Cooler

The brake cooling system is made up of a number of components used to control oil flow and pressures to cool the friction plates in the SAHR brake assemblies. The major components that make up the brake cooling system are: •

Sequence valve.

•

Hydraulic oil cooler.

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65 psi [450 kPa] check valve

•

20 psi [140 kPa] check valve.

On air-cooled engines, the hydraulic oil cooler is an integral part of the engine. It is located on top of the engine directly over the cylinder heads. On water-cooled engines, the cooler is plumbed into the engine oil cooling system. For more information, see “Cooling System” on page 68.

The hydraulic tank, brake pump, accumulator charging valve and hydraulic filter are discussed in detail in the brake system. (See “Brake System” on page 146.)

To insure proper cooling of the hydraulic oil, the cooler must be inspected daily to assure it is not damaged or leaking. It should be cleaned weekly to avoid a buildup of dirt that can restrict the flow of air past the cooling fins.

65 PSI Check Valve The 65 psi check valve is located within the pilot pressure valve. The pilot pressure (or sequence) valve is a full relief valve that is non-adjustable and is pre-set to maintain 200 ( ± 20) psi (1380 kPa) for the dump and hoist pilot control as well as the steering pilot control. The check valve is non-adjustable and is pre-set at 65 psi (450 kPa). The purpose of this check valve is to protect the oil cooler from damage in the event of a pressure spike. Pressures above 65 psi (450 kPa) will cause the ball to unseat and relieve excess oil pressure to the tank.

The best method for cleaning the oil cooler is to use a high-pressure steam jet. A cold cleansing agent will also work if allowed to soak in properly before being hosed off with a strong water jet. Note: When using a cold water or steam spray, make sure to cover the injection pump, alternator, voltage regulator, and starter motor as protection. After wet-cleaning, let the engine run long enough to evaporate all water to avoid rust problems. Compressed air can be used for dry-cleaning by starting from the exhaust air side. Clean all dirt blown into the air cowling space after using compressed air.

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20 PSI Check Valve Multi-disc Liquid Cooled Brake Assembly

This check valve is a non-adjustable ball-type check valve with a pre-set pressure of 20 psi (140 kPa). The purpose of this valve is to prevent over-pressurization of the brake assemblies. Pressure above 20 psi (140 kPa) is relieved to the hydraulic tank. Sump Cooled Brake Assembly

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1. Four Plates 2. Cross Section Through Piston & Sealing Rings 3. Bleeder Screw 4. Inlet Port 5. Cooling Ports 6. Drain Port

During operation, the oil flows into the brake cavity through the lower cooling port, floods the brake cavity with oil and exits back to the hydraulic tank through the upper cooling port.

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Hydraulic Throttle System

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Hydraulic Throttle System Components

Hydraulic Treadle Control Valve Slave Cylinder From Transmission J-Block To Sump

The major components of the throttle system are:

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Throttle control (or slave) cylinder.

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System Schematic

Throttle Treadle Valve

The throttle system receives pressure from pilot pressure valve (sequence valve). The throttle treadle valve is located in the floor of the operator’s compartment. Depressing the treadle valve allows oil pressure to flow to the throttle control cylinder that is located on the engine assembly.

The treadle valve is a 3-way foot operated hydraulic controller designed for use of hydraulic pressures up to 300 psi (2060) kPa and temperatures from -20 ° F to 200° F (-29° C to 93° C).

The throttle control cylinder is connected to the fuel injection pump by linkage and when actuated, opens and closes the fuel pump to allow for acceleration and deceleration.

The output of the valve is regulated from 40-100 psi (280-680 kPa) depending on how far the treadle valve is depressed.

Acceleration Mode

Throttle Control Cylinder

The system as shown is in the acceleration mode.

The throttle control (or slave) cylinder is mounted on the engine. It is connected to the injection pump with linkage and is controlled by the throttle treadle valve.

The treadle valve has been depressed, allowing oil pressure to actuate the control cylinder which, in turn, increases the engine speed. At the same time, the tank line or return line is blocked off.

The cylinder has a maximum operating pressure of 300 psi (2060 kPa) and an operating temperature range of -20 ° F to 200° F (-29° C to 93° C).

Relief Mode

This cylinder is also equipped with an air bleed screw to assure the system is properly purged to provide proper operation.

The treadle valve is also equipped with a relief valve that controls the maximum output pressure of the valve. This relief valve senses output pressure and will shift the spool to the neutral position, cutting off

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all input and output flow to prevent over-pressurization.

3. Service system fluid •Servicing is dependent on several operating factors:

The system as show here is in the relief position in that the flow of oil pressure is cut off as well as output and tank flow.

•fluid service time. •operating temperature.

The spool is constantly modulating between this position and the acceleration mode depending on how far the pedal is depressed.

•volume of fluid. Severely aged or contaminated fluid cannot be improved by adding fresh fluid.

General Maintenance Information Long service life and functional reliability of hydraulic systems and their components are dependent on the correct maintenance. To ensure efficient operation, it is important to carefully review the following: •

the special installation and operational instructions for the components

•

the technical data contained in the data sheet or the overhaul manual

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the NFPA/ANSI/ISO recommendations of non OEM components for material compatibility

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Fluid subjected to high operating temperatures can break down. Drain and refill fluid more frequently when operating at (or in) high temperature conditions. Note: Measure operating temperature not only in the reservoir, but also in the region of the pump bearings. Rising operating temperature is an indication of increasing friction and leakage. Systems operated at less than full volumes allow for the buildup of water from condensation in the tank. Use filter when filling, with mesh width of 0.002 in (0.06 mm) or better - fill via the 10 micron system filter.

Servicing After Overhaul

If fluid quality is questionable, take samples of system fluid regularly for laboratory analysis and have inspected for particle types, size and quantity. Document findings in manual. If no sampling and analysis is performed, replace fluid at interval specified in the Atlas-Copco Wagner maintenance schedule.

1. Check fluid level and for external leakage •Continuously during start-up. •Daily after start-up and at each shift change. •At each fuel fill thereafter. 2. Check filters •Check and, if necessary, replace if flow restriction indicates bypass of warm oil. •Daily during the first week. •After one week the filters should be replaced. Thereafter, replaced every 400 hours.

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Level of Oil in Reservoir

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3. A low oil level means an increased amount of air in the tank which will increase the rate of oil oxidation and cause the loss of the oil’s initial properties. When reading the level, be sure to distinguish between running and idle levels. This prevents possible over-filling. Importance of Cleanliness A hydraulic system, like a diesel fuel or lubricating system, will provide many hours of reliable service if properly maintained. A hydraulic system which is not properly cared for will have a limited service life.

1. Upper sight gauge 2. Lower sight gauge

Maintaining sufficient oil in the hydraulic reservoir at all times is a significant factor in successful operation. During operation a certain amount of oil may be lost due to:

Heat, dirt, and foam are the three main causes of hydraulic system failure. Of the three, dirt is the biggest problem. Dirt in a hydraulic system has exactly the same effect as it does in a fuel system. Most dirt is abrasive, and once it has worked its way into the hydraulic system rapid wear of the components results.

1. escape of oil vapor 2. normal seepage In addition, leakage may develop during operation. Daily or shift checks of the level will allow prompt identification and correction of any problem.

If dirt is kept out of the hydraulic oil the various components of the hydraulic system will remain clean. Thus, the problem is to keep the oil clean. This is not difficult if certain basic precautions are followed:

If the oil level is neglected and allowed to fall, problems may occur which will hamper efficient performance of systems: 1. If the oil level becomes too low, air may be drawn into the pump suction and contribute to foaming. It may also cause cavitation, which can decrease the operating life of the pump. 2. Less oil in the system will result in an increase in oil temperature due to the loss of heat dissipating capacity. Such a rise in temperature will impose harder working conditions on the pump, fluid motor and other moving parts such as control valves.

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Keep all hydraulic oil containers covered so that dirt or water cannot enter.

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Use only equipment known to be clean when transferring oil from storage tanks to hydraulic system reservoirs.

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Set up and follow a definite maintenance program for filters and strainers.

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Adjust or replace packing and seals when necessary.

Always remember that in addition to causing the parts of heavy equipment to move, hydraulic oil also provides lubrication and cooling for the

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hydraulic system components. When dirt or water gets into the hydraulic oil, all three of these functions are effected.

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sive contamination is allowed to occur and the oil filler is maintained in good working order. However, oil will not last indefinitely and regular oil changes are necessary to maintain an efficient hydraulic system.

Ordinarily, oil can become exposed to two types of contaminants:

Because operating conditions will vary widely, the frequency that the hydraulic oil should be changed can vary.

1. Dirt which attacks the hydraulic oil from the outside. This includes dust, lint, rust, and scale. 2. Soluble and insoluble products which form through oil additive deterioration.

Factors which influence oil change intervals are: •

operating temperature

The first group of contaminants can be controlled by taking the precautions outlined above.

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relief valve setting

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presence of water, acids, or solid contaminant

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amount of make-up or fresh oil added

Contamination resulting from the deterioration of hydraulic oil additives cannot be completely controlled through preventative maintenance. The formation of such contaminants is accelerated when the hydraulic system overheats. Therefore, if overheating is prevented, the formation of soluble and insoluble products is reduced.

The only accurate way of determining when the oil should be changed is by chemical analysis. When facilities for checking on the condition of oil are not available or the quantity does not justify such work, an interval of 1000 hours will usually provide a good factor of safety.

However, even under the most careful maintenance, contamination due to oxidation, condensation, and the formation of acids causes the oil to become harmful to hydraulic system components. Therefore, most authorities agree that all of the hydraulic oil should be drained from the system on a regular maintenance schedule. This is the only way to eliminate the accumulation of deterioration products from the system.

The preferred time for draining the reservoir and changing the oil is at the end of a day’s run when the hydraulic fluid is thoroughly warmed up. By draining when the oil is warm and immediately after the system is stopped, the used oil will usually carry off the greatest quantity of impurities. It is also good practice to flush the reservoir and system for further removal of impurities before the fresh change of hydraulic fluid is introduced. We recommend that regular hydraulic oil be used to clean pumps.

How frequently the system should be drained depends upon many factors. Therefore, it is always a good idea to rely on manufacturer’s recommendations and on suggestions offered by oil company representatives.

When system is noticeably dirty, a small quantity (5 to 10%) of petroleum solvent may be added to the flushing fluid to help loosen up impurities in the system. Pumps may be run for a

Oil Changes A good grade of hydraulic oil will stand up for a relatively long period assuming that no exces-

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longer period to achieve the desired cleaning action.

and service life from hydraulic equipment. For normal conditions of operation only mineral base oils should be used.

Oil Storage and Handling

Animal or vegetable oils are unsuitable and their tendency to oxidize and thicken in service may foul the system and damage components. Water is particularly damaging and it should never be permitted in the system.

The manufacturers of hydraulic fluids are extremely careful that no contaminants enter the fluid prior to the time that it reaches the customer’s plant. The same care should be followed in its storage, handling and use.

Various other fluids may be offered for use in hydraulic equipment but it is generally advisable to avoid them unless their use is specifically approved by the factory.

Dirt, water, lint and contaminants of any kind can seriously impair the action of a hydraulic system, resulting in operational problems and excessive wear on both the pump and valve components. To prevent the introduction of impurities into the fluid, the following rules should be carefully observed: •

The hydraulic fluid serves both as a lubricant to protect the rubbing surfaces of pumps and fluid motors and as a medium of the efficient transmission of hydraulic pressure. The requirements of lubrication have grown more important with the higher temperatures and pressures commonly encountered today in hydraulic applications.

Store drums on their sides and under protective cover. Water collecting on the top of a drum, even though it is sealed, will gradually work its way through the bung seals and into the fluid.

•

Before opening a drum, clean the top carefully so that dirt will not fall into the fluid.

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Inspect and keep clean all containers and equipment used for storage and dispensing of hydraulic fluids.

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Before adding oil to a hydraulic system, wipe off the fill plug with a clean, lint-free cloth.

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Make certain that the fluid reservoir is protected against the admission of contaminants. Possible openings which may provide entrance and which should be checked include fill plugs, inspection plate, vents, missing reservoir cover bolts and seals around pipes which extend through the cover of the reservoir.

Therefore, the use of additive agents to provide greater protection against wear have become a significant feature of modern hydraulic fluids. Other desirable characteristics are good rust prevention qualities, resistance to oxidation and freedom from tendency to foam. Proper viscosity of the hydraulic fluid is an important physical property which must be suitable for the requirements of hydraulic system to assure efficient operation. The correct viscosity will also be influenced by the temperature and pressure at which the system operates. Fluids which are too light at the prevailing conditions of operation will permit increased slippage (i.e., escape of fluid from the high to low pressure side of pump or motor) and higher metallic friction with a greater rate of wear. If the fluid used is too heavy, response to controls will be slower, the operating temperature of

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system may increase due to higher fluid friction, and other unfavorable symptoms may develop such as cavitation at pump intake or a greater tendency to foam.

tem is extremely dirty, or if the pump or some other component has failed, additional measures must be taken.The following steps are recommended.

Viscosity index is another significant physical characteristic which measures the rate of change in viscosity of a fluid with changes in temperature. A high viscosity index is desirable to limit the effects of temperature change.

1. After disconnecting all hose connections from each of the components, blow out the hoses thoroughly, using compressed air.

For a normal range of operating temperatures a minimum viscosity index of 95 is recommended. When start-up temperatures below -1° C (30° F) prevail, a still higher viscosity index of 140 minimum is suggested.

3. Disassemble and thoroughly clean them.

2. Remove the pump, cylinders, control valves, and all other hydraulic components.

4. Thoroughly flush all of the hoses and the reservoir with fresh hydraulic oil. 5. Reassemble and install each of the hydraulic components.

Prevention of Foaming

6. Fill the system with hydraulic oil.

Excessive foam in the hydraulic fluid may occasionally become a problem, particularly if this condition progresses to a point where an appreciable amount of foam is drawn into the hydraulic pump. Foam is highly compressible and can affect the output characteristics of the pump, causing irregular operation and premature failure.

7. Operate the system through several cycles to flush out any remaining dirt or metal particles. 8. Drain the entire system. 9. Once again clean the screens and strainers in the reservoir and replace all filter elements with new ones.

Excessive foam in the hydraulic fluid will usually be caused by one or more of the following:

10. Fill the system with new hydraulic oil and bleed it as described above.

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Oil level in the reservoir is too low, allowing air to be drawn by the pump into the system.

Inspection

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A leak in the suction line joints.

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The use of an improper type of hydraulic medium or a fluid that is too viscous.

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Deterioration of the fluid or the presence of harmful contaminants.

Check the oil level in the hydraulic tank at the beginning of each shift. The boom must be down on its stops and bucket rolled back against its stops to read proper oil level. Oil should be in both sight glasses when tank is full. The vehicle can be operated if oil is visible in only the lower sight gauge, but under no circumstances should a vehicle be operated when oil is not visible in the lower sight gauge.

Hydraulic Oil Change After Failure Ordinarily, the procedure outlined in Section 3 for draining and refilling the hydraulic system will prove to be adequate. However, if the sys-

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Check tank for damage or cracks.

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Repair

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5. After After comple completing ting the welding welding operati operation, on, remove all traces of the noncombustible material which was put in the tank to prevent an explosion.

Since the reservoir is basically a container for storing hydraulic oil, it rarely requires repair. The reservoir should be cleaned from time to time as outlined in “Changing Oil in Hydraulic Systems”.

Servicing Filters and Strainers One way to determine the need to change filters is to actually remove and inspect the hydraulic filter element from time to time.

Occasionally a crack may form in a wall or in one of the tubes or baffles in the reservoir. When this happens, the reservoir must be repaired. If you decide that the crack can be welded, there are certain safety precautions that you should take.

A thin film of dirt covering the outside of the paper pleats of the element is an indication that dirt is starting to work its way through the element.

Remember that although hydraulic oil is not an explosive, it is combustible. Therefore, before welding a crack in the reservoir, proceed as follows:

If dirt is just beginning to show at the root of each pleat, the element is due for a change. An element in this condition is still capable of trapping dirt, but it will start to restrict the oil flow until oil by-passes the filter and is no longer cleaned. Dirt will then be deposited on the components of the hydraulic system, causing them to wear rapidly ra pidly..

1. Thorough Thoroughly ly drain drain all all hydrau hydraulic lic oil oil from from the the tank and system. 2. Remove Remove all of the strai strainers ners and other other removremovable parts from the inside of the reservoir. 3. Clean Clean the reser reservoir voir thor thorough oughly ly.. This can be be done adequately with steam. Avoid the use of toxic cleaners. If chemicals of any type are used, be sure to clean the tank in a well ventilated area and wear protective clothing and goggles.

Atlas Copco Wagner provides restriction indicators on most of its filter installations for air intake, engine oil, and hydraulic systems. These indicators are color coded and tell you that a filter needs to be changed when the indicator reads in the red area.

4. Before Before weldi welding, ng, fill fill the the tank tank with with a nonc noncomombustible material such as carbon dioxide gas or dry nitrogen to prevent the possibility of injury from an explosion. If neither of these gases are available, use clean water.

Some believe that the best way to know when to replace hydraulic system filters is to wait until they become clogged. This is not recommended for two reasons: 1. When a filter filter becom becomes es clogg clogged, ed, it it no long longer er does its job of keeping dirt out of the system.

CAUTION : Never use oxygen. Oxygen is a basic ingredient of fire and its use can increase the chance and severity of combustion occurring.

2. Most hydraul hydraulic ic filte filterr assemb assemblie liess are are equipped with a by-pass valve which allows the oil to by-pass a clogged filter element.

ACW00073.pict

The by-pass valve ensures a continuous flow of hydraulic fluid to the system. Also, without such

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a by-pass arrangement, oil being forced into the filter under pressure could blow a clogged filter to pieces. The small particles would then flow through the system.

To adjust, with vehicle on a level surface, s urface, release the park brake. Put the vehicle in 1st gear and roll the vehicle forward, adjusting pedal heel stop up until the service brakes start to drag.

Because of the presence of the by-pass valve, more and more hydraulic oil will by-pass around the filter element as it fills up with dirt. Thus, it cannot be determined from the performance of the hydraulic system when a filter has become clogged.

Then turn stop back down until vehicle rolls free and brakes are no longer dragging. Then turn the stop 1/4 of a turn in and lock jam nut.

Establishing a Schedule

Note: Whenever the SAHR brake valve is replaced, it should be tested for dead band and adjusted as necessary. Adjustment of Pedal Deadband

It is difficult to establish a time schedule s chedule for servicing hydraulic system filters that will apply in all cases. This is because the rate of dirt accumulation in a filter is affected by the following factors: •

The term deadband describes the range of pedal motion that does not effect valve output pressure. The following is a description of initial diagnostic procedure to check the deadband, the motion of the pedal that does not effect output pressure.

The clean cleanlin lines esss of of the the hydr hydraul aulic ic oil oil when when first placed in the system and the cleanliness of the make-up oil which has been added.

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The amou amount nt of of dir dirtt enter entering ing the syst system em due due to carelessness when adding make-up oil.

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The dirt dirt and and dus dustt cond conditi ition onss encou encounte ntered red by the equipment on the job.

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The condi conditio tion n of of the the hydrau hydraulic lic cylin cylinde derr packing.

To service the brake pedal, you need a quick disconnect pressure gage with hose long enough for gage to be seen from inside the cab. There are two pressure ports, one for front, and one for rear. These ports will read the brake pressure as a function of brake pedal depression. Cylinder Inspection Check cylinders for pin and bushing wear. Repair is required when pin and bushing exceeds excee ds 1/8 in. (3.2 mm) wear or movement.

In a properly maintained system, the hydraulic filter should only need changing with each change of hydraulic fluid (1000 hours). Use of oil analysis is recommended to determine the optimum interval. Atlas-Copco Wagner recommends changing filters every 400 hours until evidence indicates differently.

Check cylinder for damage to barrel and stem. Carefully inspect the inside surface of the cylinder and the condition of the pistons.

Brake Pedal Adjustment

Thoroughly wash all of the parts of the cylinder assembly in a suitable solvent.

Wheel end pressure is 1500 psi (10300 kPa) and can be checked at the J-block. Pressure is adjustable using the brake pedal heel stop.

Dry them with a clean, lintfree cloth or with compressed air.

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When assembling the cylinder, use new packing, backup rings, O-ring and wiper ring. Replace any part that is worn or damaged.

Careful troubleshooting of a hydraulic system pays off in saved time and work. Safety

The steering stops must be checked at least every 250 hours or less. If they wear excessively or break off, they can cause severe damage to the steering cylinder, pins, and bushings, caused by bottoming the cylinder out.

Play it safe. More than one mechanic has been injured when checking out a hydraulic system. Raising the boom and failing to support it properly before draining the system can be deadly. Always remember that hydraulic systems operate under high pressure. Sometimes it is necessary to work on a line that is under pressure. If so, be careful. Always shut down the vehicle when possible.

Adjusting Cylinder Packing Occasionally it is necessary necessar y to adjust the packing gland on the cylinders to prevent excessive leakage. Keep in mind, however, that some leakage is desirable in order to keep the piston rod and seal lightly lubricated and clean. However, if leakage should become excessive, tighten the retainer bolts until the packing is compressed sufficiently to decrease the leakage.

Avoid shortcuts. This applies both to disassembly and assembly. If a hose or piece of tubing is supported in two places by clamps, replace both of them even if you feel one will do the job. Always use the correct tools. Some parts of the hydraulic system are easily damaged, particularly if an improper or makeshift tool is used when a precision tool is required.

Troubleshooting Troubleshooting hydraulic systems involves starting at the beginning of the system and checking the operation of each part until the trouble is found.

Use recommended service procedures. Don’t experiment. Remember that you are working on expensive equipment. Always treat it as such.

Section 10, Troubleshooting, contains a series of tables design to aid in troubleshooting all the systems found on your Scooptram.

Basic Causes of Hydraulic System Failures Before proceeding to troubleshooting charts, it is important that you remember that the three most common causes of hydraulic system failures are dirt, heat, and foaming.

Once you have found the area where the trouble lies, it is then necessary to locate the exact component in that area which is not operating properly.

The effect that dirty hydraulic oil can have on a system has been described. Dirt can do more damage than either heat or foam. However, heat and foam are also very damaging to any hydraulic system.

Important: Important : When Servicing a Hydraulic System, Think First —Disassemble Last It is not at all unusual for an untrained mechanic to immediately start disassembling the hydraulic system when it is not working wor king correctly. This can greatly increase the amount of downtime for the vehicle simply because the mechanic did not stop to think before acting. 168

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and seals, which further shortens the life of the system.

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When oil foams, it can overheat. This is because the air in the oil increases in temperature when the oil is compressed. In other words, as the air is compressed, the temperature rises just as it would in an engine cylinder. The hot air bubbles in turn heat the surrounding oil. It is easy to see, therefore, that everything possible should be done to prevent air from getting into the system and causing foam.

System Overheat Protection Normally, overheating can be prevented by following a few simple rules: 1. Always Always use use a hydra hydraulic ulic oil of proper proper visc viscososity. The use of an oil of greater viscosity than that recommended, particularly in areas of low ambient temperatures, will cause increased fluid friction and overheating.

Eliminating Air From the System Adjust and replace packing and seals when necessary. Failure to do so will eventually result in air leaks. When replacing seals and packing, use only those products recommended by the manufacturer.

2. Always Always connect connect hoses hoses and and clip clip them them into into position according to manufacturers’ recommendations. Rerouting a hose too close to the unit’s transmission or engine can cause the hose to overheat. This results in overheating of the hydraulic oil passing through it. Also, avoid using undersized hoses and be sure to install the hoses so that there are no sharp bends. These can increase friction and, as a result, raise the oil temperature.

When installing hoses, make sure they are properly supported. Vibrating hoses can loosen connections and allow air to enter the system. Periodically check all hose fittings and connections to make sure they are properly tightened. A pressure leak is easy to recognize because the oil will be visible. However, a suction leak can occur with no visible signs.

3. When pumps, pumps, cylind cylinders, ers, and and other other hydrauli hydraulicc system components become worn, replace them. Worn parts allow excessive oil slippage which in turn requires the pumps to operate at full output over long periods. This longer cycle increases the length of time during which fluid friction is generated within a system, increasing the oil temperature.

If in doubt, apply oil to the inlet hose joints, one joint at a time. time. If pump noise, noise, caused caused from the the presence of air, decreases when oil is added to a certain joint, you know this joint is leaking air.

4. Always Always keep keep the the outsid outsidee and inside inside of the hydraulic system clean. Dirt on the outside of the system acts as an insulation and prevents normal oil cooling. Dirt on the inside of the system causes wear which results in oil slippage.

When servicing or rebuilding various hydraulic system components, make sure that you are doing a good job. Packing that is improperly installed will often leak. Sloppy assembly procedures will result in unreliable service and costly follow-up repairs.

Oil foaming is simply a condition where air is mixing with the oil. This forms small bubbles which accumulate in various parts of the system.

Excessive air in a system can usually be recognized by erratic and uneven operation of the hydraulic system. The air in the system does not allow the oil to provide steady pressure against the pistons, causing jerky operation. Therefore,

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if you should have this condition, look for air leaks in the system.

5. The seco second nd basic basic chec check k is to test the cycle cycle times of all hydraulically actuated systems. Below normal times will indicate possible flow problems.

Checking for Component Failure A failure of one or more components in the hydraulic system will usually result in one of the following:

6. If the the pressure pressure or cycle cycle time timess are below below specspecification, disconnect the hydraulic line on the outlet of the pump and install a pressure gauge (and in-line flow meter) to determine if the pump is operating correctly.

1. the hydr hydraul aulic ic system system will slow down and become sluggish

7. Proper Proper flow flow and pressure pressure at the the pump pump outlet outlet usually is an indication that there is not a problem with the pump. Begin isolating and testing individual systems and components until the problem is found.

2. it wil willl lose lose pre press ssur ure. e. The first rule in determining the root cause of the problem is to never assume anything. A careful step by step process is the best method in identifying the source of a problem.

Checking Hydraulic Systems for Leaks

The first step should be to check the easiest possibilities first. On the hydraulic system, this means checking the oil level in the tank.

Leaks are a common symptom of more extensive troubles in a hydraulic system. Hydraulic system leaks can be classified into two major types: external leaks and internal leaks.

Next, conduct a visual inspection of all hoses, fittings and linkages.

External Leaks

If no visual problems are evident, check that system pressure is within specifications. Pressure tests are usually made by attaching a pressure gauge at the pump or relief valve, depending upon the particular system. To check the maximum hydraulic pressure output for a system proceed as follows:

External leaks on the pressure side of a hydraulic hydraul ic system are easy to locate because of the presence prese nce of hydraulic fluid. Nevertheless, it is important that the maintenance personnel and operator keep a close watch over the various components of the hydraulic system in order to identify and correct pressure leaks as soon as they start.

1. With the the engine engine shut shut down, down, remove remove the the pipe pipe plug from the point at which the gauge is to be attached and install the gauge.

External leaks which occur on the intake side of the pump are much more difficult to detect. However, you can usually suspect intake leaks in a system if any of the following five conditions are evident:

2. Star Startt the the eng engin ine. e. 3. Accelera Accelerate te the the engine engine to maxim maximum um rpm, rpm, and and operate the specific function in question. Hold it in that position. 4. Check Check the gauge reading reading to see see if it it conform conformss with the maximum oil pressure recommended by Atlas Copco Wagner Inc.

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Air Air bub bubbl bles es in the the hyd hydra raul ulic ic oil. oil.

•

Errat Erratic ic or or jerk jerky y hyd hydrau raulic lic system system actio action. n.

•

Overheating

•

Exces Excessi sive ve press pressure ure in the the rese reservo rvoir ir..

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Exce xcessiv ssivee pu pump no noise. 5 56607 130 1

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If any of these conditions exist, you should first check all intake fittings and connections for leaks.

4. Difficu Difficult lt to to reach reach Fitting Fitting Conn Connecti ections. ons. 5. Improper Improper Design Design of Piping Piping or or Routi Routing ng 6. Poor Poor Sele Selecti ction on of of Mate Materia rials ls

Remember that over-tightening can be even more troublesome than under-tightening. The number of pound-feet recommended for tightening a particular swivel nut will wil l ensure a tight seal and yet not be so tight as to result in distortion of one or both fitting seals.

7. Lack Lack of Educ Educat atio ion n Finding the Leak Location Identifying the exact location of a leak can be difficult. To make sure that a leak is not at a higher point and draining down:

Leaks on the intake side of the system can usually be detected by adding oil to the area of the connection. If the pump noise caused by aeration lessens or stops, you have found the connection where air is being taken into the system.

1. Wash and/ and/or or wipe wipe down down leakage leakage area. area. 2. Watch atch for the the leak leak to to appea appearr. 3. Place Place a pape paperr towel towel or or rag rag above above the sussuspected connection to catch any fluid dropping from above.

Internal Leaks

As the various components of a hydraulic system wear, internal leakage within the components occurs. A slight amount of internal leakage can be tolerated. As leakage increases however, system performance begins to drop as hydraulic energy is lost. This lost energy turns up in the form of heat, which can degrade the oil and lead to premature equipment failure. Therefore, it is important that the hydraulic system be kept in good working order.

Remember — Seepers or weepers can be hard to locate.

Leak Problem Areas SAE 37 ° Flare Connection Causes:

Most of the leaks on this connection are due to the lack of tightening (human error). You can’t tell if the nut has been tightened by just looking at the connection. If it is more than finger tight, you can’t tell from observation how much.

A good mechanic can troubleshoot a hydraulic system and find the source of trouble without any unnecessary, time-consuming disassembly. A careful study of troubleshooting charts in Section 9 will help you develop this ability. The following information can also prove helpful in determining the source of internal leakage in a hydraulic system.

Torque wrenches are good only when they are used. You must rely on the user to be sure they get used on all joints and connections. The user must depend on his memory to know if he has tightened all of the joints. Cures:

The Basic Causes Of Fluid System Leakage Are:

Here is a foolproof method of tightening. Anyone can tell if the joint was tightened and how much:

1. Hum Human Error rror.. 2. Lack Lack of of Qual Quality ity Contr Control. ol.

1. Tighte Tighten n nut nut finger finger tigh tightt until until it it seats. seats.

3. Poor Protecti Protection on of of Compon Components ents in Handl Handling. ing.

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2. Use an ink pen or marker to mark a line lengthwise on the nut and extend it onto the adapter. 3. Tighten the nut with a wrench, turning the nut the amount shown in the following chart. The difference (misalignment) of the marks will show how much the nut has been tightened (or that it has been tightened). Hose Size Rotate No. of Hex Flats

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Excessive seat impression. This indicates too soft a material for high pressures. Threads will stretch under high pressure

Replace the part

Phosphate treatment This is an etching process which if overdone leaves a rough sandpaper-like surface

Replace faulty parts

Chatter or tool mark — High and low spots on seats

Replace faulty part

4

2-1/2

5

2-1/2

6

2

8

2

10

1-1/2 -2

SAE 45° nuts

12

1

Causes:

16

3/4-1

20

3/4-1

24

1/2-3/4

When connected to an SAE 37 ° male flare fitting it will leak. The SAE 45 ° nut is too long and will bottom on adapter hex in sizes 8 and 10 before the seats are tight. Cures:

What to do if the joint leaks after it has been tightened properly.

Use all SAE 37° flare parts. Remember

Disconnect the line and check for: Problem

Many of the leakage problems on this type of connection won’t show until the unit has had a few hours of service.

Corrective Action

Foreign particles in the joint

Wash them off

Cracked Seats

Replace them

Seat mismatching or not concentric with the threads

Replace the adapter

Deep nicks in the seats

Replace faulty part

All items, except the first one in the above chart, are quality control problems which are usually found on parts supplied by the lowest bidder. SAE Straight Threat “O” Ring Seal.

Problem: Elbows loosen up after short service. “O” ring leakage after short service. “O” ring leakage after long service.

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Instant leakage upon start up.

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pressure is applied to the line, it pushes the shoulder back into a cocking position.

Causes:

Causes:

May be either human error or faulty parts.

This connection is very sensitive to human error and improper bolt torquing.

Cures:

Replace “O” ring seals and start over.

Cure:

Jam nut and washer must be to the back side of the smooth portion of the elbow adapter.

All bolts must be installed and torqued evenly. Finger tightening with the use of feeler gauges will help to get the flanges and shoulder started squarely.

Lubricate the “O” ring — Very Important Thread into port until washer bottoms onto seat face.

Problem (2): When the full torque is applied to the bolts, the flanges often bend down until they bottom on the accessory. This also causes the bolts to bend outward.

Note: Is the spot face large enough for the washer? Does hex of the straight adapter fit Into spot face Position elbows by backing up the adapter.

Cause:

Tighten jam nut.

Bending of the flanges and bolts tends to lift the flange off the shoulder in the center area between the long spacing of the bolts.

SAE 4-Bolt Split Flange Connection

The SAE 4-bolt split flange connection is a face seal. The shoulder which contains the seal must fit squarely against the mating surface and be held there with even tension on all bolts.

When pipes and/or hoses are joined together with this connection, the conditions become more sever because the spacing between mating flanges now is doubled and becomes .02 in. (.5 mm) to .06 in. (1.5 mm) gap. All conditions are now multiplied 100%.

The shoulder protrudes past the flange halves by .01 in. (.25 mm) to .03 in. (.76 mm).

High torque is required on all bolts which must be Grade 5 or better because much of the torque is lost in overcoming the bending of the flanges and bolts.

This is to insure that the shoulder will make contact with the mating accessory surface before the flange does. The flange halves overhang the shoulder on the ends so that the bolts will clear the shoulder.

Cure:

Lubricate the “O” ring before assembly. All mating surfaces must be clean. All bolts must be evenly torqued. Don't tighten any one bolt fully before going to the next one.

Problem (1): Because of the shoulder protrusion and the flange overhang, the flanges tend to tip up when the bolts are tightened on one end, in a seesaw fashion. This pulls the opposite end of the flange away from the shoulder and when hydraulic

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Because of the tolerance build up in all component parts plus the bolt bending, the flange halves can move sideways. This can lessen the

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shoulder contact with the flange to zero in the center area between the long bolt spacing.

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Threads not dry-seal standard for hydraulics

Use “NPTF DRYSEAL” standard

Straight pipe threads instead of tapered

Use “NPTF DRYSEAL” standard

Remember — All flanges have a small break at edge to insure full contact with the shoulder flanges.

Contaminated threads, dirt, chips, etc.

Clean and inspect

In spite of all of the unfavorable conditions with this design, has run high pressure impulse tests under lab conditions with up to 2 million cycles without failure of any component.

High vibration loosen- Retighten connector ing connection Check with engineering

When flanges have a large radius on the edge, the leakage problem becomes even greater with the above conditions.

These test were made on quality parts using standard 60 durometer “O” ring seals and 5000 psi (34500 kPa) pressure peaks. The 3000 psi (20800 kPa) designed connection was used in the test with heat treated flanges.

Tighten

Check, replace

Removal and Replacement Procedures

Disconnect the line and check for: Connector not tight

Too tight, causing thread distortion

Many of the leakage problems on this type of connection won't show until the vehicle has had a few hours of service.

What to do if the joint leaks after it has been tightened properly:

Corrective Action

Retighten while hot

Remember

Pipe Thread Leaks

Problem

Heat expansion of female threads

WARNING: Block all wheels, remove the ignition key, and place a warning tag on the steering wheel before performing maintenance on the hydraulic pumps and accessories. ACW00073.pict

Cracked port or connector

Check for cracks and replace defective parts

Oversized threads in port

Inspect for proper thread size

Undersized threads on connector

Inspect for proper thread size

Galled threads (torn threads)

Inspect and replace if necessary

Check cleanliness:

Damaged threads, nicks, cuts, etc.

Replace if damaged

•

of the area around the vehicle

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of power units, pipe connections, components

•

of hydraulic fluids

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Note: The use of any safety procedures given in this section do not preclude any other safety practices contained in this manual. Before Starting

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of parts from stock

2. Vent tank to atmosphere by depressing the pressure check valve on top of the breather on the hydraulic tank or by loosening the filler cap.

Watch out for contamination. Dampness or dirt from the surrounding environment must not be allowed to enter the hydraulic reservoir. Fill reservoir only via a filter, preferably via system filters or portable filter stations with fine filters (10 micron).

Before removing any hose: 1. Clean immediate area around any hydraulic component to be serviced to prevent contamination

Do not mix Fire Retardant Fluid (FRF) with standard hydraulic fluids.

2. Label hose to facilitate assembly and diagnostics

Protective internal paint coatings, if used, must be compatible with the hydraulic fluid used.

3. Have plug prepared to cap each hose to be removed

Be sure all parts are on hand.

4. Return lines are open to tank, therefore the entire hydraulic tank can drain if they are not adequately plugged. Often it is useful to apply a vacuum (5-7 psi / 340-480 kPa) on the hydraulic tank at the breather to prevent oil leakage, but a plug will still be necessary to prevent contaminate from getting sucked into the lines.

Parts from storage can develop a build-up of resin from protective oils and grease. This resin should be dissolved with solvent before the part is installed. Make use of lifting eye bolts and transportation equipment. Do not use force. In order to prevent radial forces and tension on pipelines and components, ensure that pipelines are firmly secured.

Steering Cylinder Removal 1. Articulate vehicle so cylinder to be removed is fully extended.

Do not use putty or Teflon tape as a sealing material, as this can lead to contamination and thus malfunctions.

WARNING: Extreme caution must be used when servicing the vehicle without the steering lock in place, and all hydraulic pressure in the accumulators must be discharged before starting work on cylinders without articulation lock in place. ACW00073.pict

Make sure hose lines are correctly laid. Rubbing and touching of the lines must be avoided. Ensure availability of correct fluids (ISO VG DIN 51519)

2. Apply penetrating oil to both pin collars to facilitate pin removal and prevent damage to collar spacers when forcing pin out.

Relieving Hydraulic System Pressure: 1. Apply the brake pedal, release the park brake know, and cycle the park brake override until the accumulator pressure gauge reads 0 psi.

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3. Disconnect all cylinder hoses. Clean, label and plug all cylinder and hose connections.

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Dump Cylinder Removal

4. Loosen bolt on split cap (pinch clamp), if necessary spread clamp slot with a chisel to wedge open.

The dump cylinder will require some sort of lifting device to support and lower the cylinder to the ground. Determine how the cylinder will be handled before removing, then do the following.

5. Remove pin on load frame side. 6. Remove pin on power frame side.

Steering Cylinder Installation

1. Lower the boom to the down position. Roll the bucket until the front edge rests against the ground.

1. Orient cylinder to same position as the opposite cylinder, stems to rear, and oil ports up.

2. Secure the cylinder in place (to prevent it from swinging free once pins are removed).

2. Grease pins, install pins as shown in illustration, make sure the collar spacers are in the correct position, then torque pinch clamp bolts to specification.

Note: Make sure cylinder is free of grease or oil before securing with strap to prevent it from slip ping.

7. Remove cylinder with help of lifting device.

3. Relieve any excess pressure in dump cylinders by carefully opening bleeder screw at top of cylinder.

3. Connect pressure and return lines, grease pins.

CAUTION: Hydraulic fluid may be under pressure. Safety glasses and heavy gloves must be worn.

Bleeding Air

ACW00073.pict

Bleeding of system will be necessary when ever the hydraulic lines are removed. After cycling the steering controls several times in order to bring oil to operating temperature, do the following to bleed the cylinders, repeat if necessary.

4. Apply penetrating oil to both pin collars to facilitate pin removal and to prevent collar spacer damage when forcing pin out. 5. Disconnect all cylinder hoses. Clean, label and plug all cylinder and hose connections.

WARNING: Vehicle articulation lock must be in place and maintenance personnel must wear heavy gloves and safety glasses during this procedure. ACW00073.pict

Note: Leave base end return hose attached until after cylinder rod has been retracted.

1. With the vehicle on and the hydraulic fluid warm, loosen bleed screw at top of steering cylinder to allow air to escape and oil to weep.

6. With cylinder secured in place remove first the stem pin, then the base pin. Be careful of free swinging cylinder ends. Retract stem rod back into cylinder before removing base pin.

2. With the articulation area clear, have second operator cycle control lever slightly, forcing pressure into cylinder.

7. If machine has trunnion caps (shoulder collars), remove bolts to remove collars and leave pin inside cylinder until cylinder is on stable surface.

3. Close bleed valve when steady stream of fluid weeps out. 4. Clean the cylinder and any oil spillage.

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Dump Cylinder Installation

Hydraulics

6. With cylinder secured in place remove first the stem pin, then the base pin. Be careful of free swinging cylinder ends. Retract stem rod back into cylinder before removing base pin.

Reassemble in reverse order. Clamp base end pin first. Position stem pin in place and use hoist to extend cylinder into the bucket clamp.

7. If machine has trunnion caps (shoulder collars), remove bolts to remove collars and leave pin inside cylinder until cylinder is on stable surface.

Hoist Cylinder Removal The hoist cylinders will require some sort of lifting device to support and lower the cylinder to the ground. Determine how the cylinder will be handled before removing, then do the following.

Hoist Cylinder Installation

WARNING : Depending on the Scooptram model, the boom could weigh up to 5670 kilograms (12,500 lbs.). Do not reach or lean underneath the boom unnecessarily.

Reassemble in reverse order. Clamp base end pin first. Position stem pin in place and use hoist to extend cylinder into the boom clamp.

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Bleeding Air

1. Raise the boom and place support stands beneath it. Lower the boom until all of its weight is supported by the stands.

Bleeding of system will be necessary when ever the hydraulic lines are removed. After cycling the dump and hoist controls several times in order to bring oil to operating temperature, do the following to bleed the cylinders, repeat if necessary.

Note: If dump cylinder has been removed, the bucket will have to be removed or secured to prevent swinging. 2. Secure the hoist cylinders in place (to prevent them from swinging free once pins are removed).

WARNING: Vehicle articulation lock must be in place and maintenance personnel must wear heavy gloves and safety glasses during this procedure. ACW00073.pict

Note: Make sure cylinder is free of grease or oil before securing with strap to prevent it from slip ping.

1. With the vehicle on and the hydraulic fluid warm, loosen bleed screw at top of steering cylinder to allow air to escape and oil to weep.

3. Relieve any excess pressure in the cylinders by carefully opening bleeder screw at top of cylinder.

2. Have second operator cycle control lever slightly, forcing pressure into cylinder.

CAUTION: Hydraulic fluid may be under pressure. Safety glasses and heavy gloves must be worn.

3. Close bleed valve when steady stream of fluid weeps out.

4. Apply penetrating oil to both pin collars to facilitate pin removal and to prevent collar spacer damage when forcing pin out.

4. Clean the cylinder and any oil spillage.

5. Disconnect all cylinder hoses. Clean, label and plug all cylinder and hose connections.

1. Remove the hoses and plug lines.

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2. Remove the mounting bolts, and slide the pump off the forward pump stub shaft.

8. Check that all fluids are as specified and filled up to maximum level.

3. Cover open stub shaft assembly to keep clean

Trial Run 1. Clear the area of all unauthorized personnel. Only personnel directly required to test the vehicle should be present.

Pump Installation Install in components in reverse order, torque hardware to specified values.

2. Check that all shut-off valves are fully open.

When assembly has been correctly completed, proceed with start-up and functional testing.

3. Check that the direction of rotation of the engine matches that of the pump. - Start the vehicle.

Preparation for trial run

- Slowly move forward a few feet.

Start-up

- Check rotation. (counter clockwise while facing pump input shaft).

(Applicable after overhaul of major component after failure during service).

4. Check position of directional valves and, if necessary, move into required position.

Prior to start-up the following check list should be run.

5. Open pump suction valves - if necessary, fill pump housing with fluid.

1. Check that Hydraulic Oil Tank is clean.

6. If pilot “boost” pump is installed, start up; all pump cavities should be full and tank pressurized.

2. Check hydraulic lines cleaned and correctly installed. 3. Check that all couplings and flanges are tightened.

7. Check operating function of hydraulic system without load.

4. Check that all components are correctly connected in accordance with installation drawings or circuit diagram.

8. When normal system operating temperature has been reached, test system under load. Gradually increase pressure.

5. Check that hydraulic accumulators are properly charged with nitrogen.

9. Check monitoring and measuring devices. Note: Jerky movements indicate the presence of air in the system. By changing the pump’s dis placement with the actuators in the loaded or braked condition, certain air pockets can be eliminated. The system is completely bled when all functions can be carried out smoothly and continuously and there is no foaming on the sur face of the fluid. In practice, it has been found

Note: It is recommended that the gas charge be noted on the accumulator itself (e.g. by a label) and in the circuit diagram, so that a check may be made in the future when required. 6. Check engine and pump are correctly assembled and aligned. 7. Check that hydraulic filters are of specified pore size.

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that foaming should have ceased 1 hour after start-up, at the latest.

10. Check fluid temperature. 11. At normal operating temperature, check flow restriction indicators while operating dump and hoist controls. 12. Compare measured values with specified performance parameters (pressure, speed and setting of other control components). 13. If restriction due to contamination is found, flush the hydraulic system in order to prevent premature failure of system components. Check filter back pressure. 14. Listen for noise. 15. Check fluid level; add if necessary. 16. Check setting of pressure relief valves. 17. Check for leakage. 18. Shutdown the vehicle. 19. Tighten all fittings, even if there is no evidence of leakage.

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WARNING: Tighten only when the system is not under pressure.

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Section 8 Electrical

Electrical

Service Manual

Electrical System

to START energizes the starter motor. The starter motor, using the flywheel, moves the crankshaft. Fuel pumped into the cylinders is ignited, starting the engine.

Theory of Operation All electrical devices, motors included, need some type of electric power supply to furnish the voltage and current they require. An electric circuit can be easily understood by comparing it to a hydraulic system. In a Hydraulic Circuit

Wagner Scooptrams

The engine mechanically turns the alternator, producing current. At this point the alternator is supplying all electrical loads, and charging the battery. Circuit breakers and fuses protect components in the system. A Master switch isolates the battery (and the alternator) from the rest of the system.

In an Electric Circuit

Pump

corresponds to

Generator

Pressure

corresponds to

Voltage

Liquid Flow

corresponds to

Current

Pipes

corresponds to

Wires

Valve

corresponds to

Switch

Hydraulic Motor

corresponds to

Electric Motor

Accumulator

corresponds to

Battery

Schematic and Wiring Diagrams The electrical system schematic illustrates the vehicles harnessing and major components. It is meant to provide a system overview. The electrical wiring diagram provides exact information of all system and component wiring connections.

Atlas-Copco Wagner uses a 24 volt electrical system as standard on most models. An exception to this are smaller vehicles like the ST-2D. The starting demand of the engine and physical size of the vehicle make a 24 volt system both unnecessary and impractical.

Electrical Ladder Diagram The electrical ladder diagram is a schematic representation of the vehicle’s logical operation (not a physical representation of the harnesses) and is the most effective means of viewing the complete electrical system and its interactions with other system devices. It is also a valuable tool for diagnosing and troubleshooting electrical problems.

The electrical system runs on 24 volts provided by the alternator. It supplies power for engine starting and monitoring, instrumentation and control (where electrical circuits are used in place of mechanical or hydraulic controls), vehicle lighting, audio and visual warning systems (horns, backing alarms, flashing lights) and other accessory systems (air conditioning, remote radio control). Two 12 volt batteries connected in series provide starting voltage.

Once a problem has been isolated from the overall system, it is recommended to use the specific harness/component drawings and wiring diagrams in order to make correct/ informed decisions toward resolving the issue.

When the operator turns the OFF/ON/START switch to ON, energy stored in the battery flows through the electrical system. Turning the switch

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Electrical Wiring Diagram

•

All electrical circuits on Atlas-Copco Wagner vehicles are numbered in the following manner:

xx

x

x

Starting circuit breaker

branch

circuit number

Electrical

all components located within the panel.

D. Lights •

front and rear light installations and any additional lighting.

E. Horn •

Circuit numbers change only when they have made a transition through an electrical component such as a relay coil, switch or switch contact. Circuit numbers do not change when they cross devices such as tie points, terminal blocks or connectors.

horn installation and hardware (air horn not included).

F. Options

Electrical Ladder and Wiring Diagrams are provide in the Atlas-Copco Wagner Parts Books. Note: For full-sized prints of your system schematic and/or ladder diagram, see your Atlas Copco Wagner Inc. sales company or authorized dealer. See the back of this section for reduced versions of these diagrams.

•

A large number of options are available, from extra lights to special gauges.

•

Each option is generally shown in the parts book and contains all parts, wiring, and hardware. The installation will also indicate how the option will wire into the system.

Electrical Distribution Wiring Harnesses

Electrical System Components

Vehicles are equipped with a sealed electrical system. Wiring is designed to withstand operating conditions of 125 ° C (257° F) and 600 volts. Wiring splices are dip soldered and protected with waterproof heat shrink tubing.

1. Atlas-Copco Wagner’s electrical systems are comprised of several sub-systems. A. Electrical distribution •

wiring to sub-systems

All exposed connections are coated with 3M #776 “conformal coating” to prevent corrosion and shorting. Internal connections and terminal blocks have a spray-on urethane coating

B. Charging & Ignition •

battery(s) and mounting hardware.

•

alternator.

•

starting motor and starting solenoids.

•

preheater

In areas subject to abrasion, the wires are provided with a protective covering. The cover can be one of several types ranging from a spiral wrap to a braided sleeving.

C. Instrument panel •

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panel installation and all wiring within the panel.

Master (Battery Isolation) Switch This is an environmentally sealed switch which isolates the battery and alternator from the rest

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of the electrical system. Its primary purpose is to provide for safe conditions while performing maintenance. It also serves as an emergency shutdown switch for the vehicle. On most vehicles, the Master switch is located in the engine compartment, near the battery box.

Park Brake Switch Emergency Stop Switch Park Brake Indicator Park Brake Solenoid Wheel End Brake Solenoid Accumulator Press Switch Converter Press Switch Park Brake Press Switch Brake Relay (time delay)

Component Box The electrical component box is a rubber gasketed, waterproof compartment designed to protect key components from harsh environmental conditions. Depending on its location, it will be provided with welded, steel plate protection from falling rock and inadvertent stepping.

The parking brake will be applied if any combination of the following occurs:

The ignition switch is turned to the “off” position, or the battery disconnect switch is opened.

•

Brake accumulator pressure drops below 1400 psi (96.5 bar), or converter pressure drops below 60 psi (4.1 bar).

•

Component

Location

Batteries-(2) Isolation Switch Starter Fuse Starter Alternator Starter Solenoid Alternator Circuit Breaker Ignition Circuit Breaker Ignition Relay Ignition Switch

Battery Box

Engine Component Box

Switch Panel

24 V load

-

Electric components associated with the brake system consists of:

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Component box

Battery

Or any situation that removes electrical power from the park brake solenoid.

Component

Transducer box

The charging and ignition system consists of:

On vehicles not equipped with the SAHR brake system, the parking brake is electrically energized to release.

•

Brake manifold

Charging & Ignition System

Park Brake Switch

The park brake button is actuated.

Cab

Emergency service brakes are supplied as an option on some vehicle, and are electrically energized to apply.

Most main circuit breakers and fuses are located inside of the component box, as are several components in the charging and ignition system.

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A

+

-

B

+

Two 12 volt batteries connected in series achieve the 24 volts of direct current (DC) required by the starter motor.

Location

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In the battery circuit, there is an in-line fuse on the positive battery cable, protecting the starter motor from overcurrent conditions and a disconnect switch on the negative battery cable to remove the batteries from the chassis ground.

Electrical

sists of a series of coils that heat at the same rate as the glow plugs. They are located in the operators compartment and when visible, indicate that the cylinders are warm enough to start the engine.

Starter Current flows from the ignition (start) switch to the starter motor solenoid. A fuse protects the starter from power surges. A Neutral Safety switch is also included in the circuit, to protect the vehicle from being started in gear. The ignition system has both 12 VDC and 24 VDC capabilities. This is achieved by ignition relays located inside of the electrical component box. Alternator The alternator is fully enclosed with built-in regulator and is brushless. The alternator performs two functions: 1. It satisfies the electric current requirements demanded by the vehicles’ systems. 2. Provides battery charging. It is important to reserve about 20% of the alternator’s full load capability to support the battery charging function. The alternator is sized to provide this margin with the engine at high idle. Preheater (Deutz) Vehicles with Deutz air-cooled engines have a pre-heat circuit for starting in cold conditions. This circuit consists of a manually actuated switch, solenoid, glow plug indicator and glow plugs. The glow plugs are mounted in the pre-combustion chamber of each engine cylinder, and heat up as current is passed through. This helps ensure that the fuel will reach ignition temperature upon start-up. The glow plug indicator con5566071301

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Instrument Panel and Controls Component

Location

Tachometer Speedometer Engine Temperature Gauge Engine Oil Press Gauge Hourmeter (Servicemeter) Trans Temperature Gauge Trans Press Gauge Accumulator Press Gauge 3000 psi — Accumulator 600 psi — Trans 150 psi — Engine Oil Engine Oil Press Sw (6 psi) Accumulator Press Sw (2—1400 psi) (1 — 100 psi) P.Press Sw 1400 psi Emergency. Steer Press Sw (2—200 psi) Fuel Sender Trans Temperature Sender Engine Temperature Sender Engine Temperature Sw (210° F) Speedometer Generator Trans Temperature Sw (250° F)

Gauge panel

Light System Standard lights are a halogen type with rubber housings. The light system consists of:

Transducer Box

Component

Location

Front Light Switch Rear Light Switch Cab Light Switch Headlights (L & R) Front Light Relay Rear Light Relay Rear Lights (L & R)

Switch Panel

Front Grill Component Box Rear of Power Frame

All lighting systems are individually protected by circuit breakers/fuses. In general, all light functions are of a sourcing nature. Power is provided by the respective circuit breaker to a switch. This switch will either directly activate the lighting source, or energize a relay, which will then activate the lighting source. Relays are used for several reasons: Fuel Tank Manifold Engine

1. When a switch is not capable of carrying the electrical load 2. Logic control 3. To provide electrical isolation.

Horn and Alarm Systems

Transmission

The horn subcircuit consists of:

Most gauges are 12 vdc and indicators are 24 vdc. The gauges are analog devices and receive their input signals from either a sender or sensor. The only exception to this is the engine hourmeter (servicemeter), which is digital and receives its input from the engine oil pressure switch.

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Component

Location

Horn Relay

Component Box

Horn

Cab

Horn Button

Steering Column

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Horn

(DDEC III) power via an vehicle power harness. The ECM is protected from overloads by two 15 amp automotive style fuses. The ECM control circuit is protected from overloads by a 5 amp automotive style fuse.

On most Atlas-Copco Wagner Scooptrams, the horn is located in the articulation area and is activated (via relay) by depressing a button on the instrument panel.

The engines operating parameters and past history can be accessed through the engine diagnostic connector, which is located inside the instrument panel. Use of this port requires the access to an engine DDR (Diagnostic Data Reader).

Back-up Alarm The vehicles’ back-up alarm is located at the rear of the load frame. This alarm is rated at 112 dB(A) at 24 v. It is activated anytime the transmission is in the reverse position.

If such a reader is unavailable, the engine diagnostic codes may be flashed on the vehicles “CHECK ENGINE” indicator located in the cab, by pushing the engine override button. To interpret the codes, it is necessary to have the DIAGNOSTIC CODES card.

Options Engine System The location and number of electrical components associated with the engine installation depends on the manufacturer of the engine in your machine.

Component

Location

Coolant Level Module DDEC Fuse (2-15A) Coolant Level Sensor DDEC ECM DDEC Relay DDEC Diagnostic Port DDEC Fuse (5A) DDEC Override Switch DDEC Throttle Control

Battery Box

The two indicators for DDEC are located in the cab and are labeled “CHECK ENGINE” and “STOP ENGINE”. A yellow check engine light will indicate that an engine parameter is out of tolerance and should be inspected at the next opportune time, but the engine is not in immediate danger.

Surge Tank Engine Instrument Panel

A red stop engine light indicates that a problem has occurred which may cause engine damage if the engine is not stopped immediately! When the stop engine indicator comes on, the engine program will begin a rampdown or shutdown dictated by the nature of the problem.

Switch Panel Cab

Detroit Diesel 60 Series (DDEC)

For more extensive information concerning the operating characteristic and programming, consult the DDEC Installation and Troubleshooting Manuals.

The DDEC (Detroit Diesel Electronic Control) system is an integral engine control and diagnostic system supplied by Detroit Diesel Co. The majority of engine sensors are incorporated directly into the engine itself.

Transmission System

DDEC ECM

A variety of options are also available with regard to the transmission system. Electrical

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components associated with this system will vary according to the options selected.

Wire harnesses should never be disconnected by pulling or yanking on the wires themselves. This can lead to a premature failure of the wire terminal, contact or the connector itself.

The electronic transmission system consists of:

Component

Location

Shift Controller Neutral Interlock Relay

Cab Instrument Panel

It is also important to disconnect all electronic components that might be susceptible to damage caused by welding (such systems will be identified and labeled on the vehicle).


WARNING: Always make sure that the welding machine is earth grounded before attempting to perform any electric welding.

The electrical system of diesel powered equipment requires periodic inspection and maintenance.

ACW00073 pict

Important: Always turn off the battery disconnect switch (as a minimum precaution) whenever working on an electrical problem on the vehicle. It is highly recommended to disconnect all battery cables and place all fuses and circuit breakers in the open position when doing any extensive electrical work on the vehicle.

Never interchange the battery connections. When washing the engine, cover alternator and voltage regulator against water splash.

Batteries Correct battery maintenance makes it possible for the customer to realize the battery’s full potential in performance and life. Battery selection and installation is the very first step in proper battery maintenance.

Important: Never disconnect the leads between battery, alternator, and voltage regulator. when the engine is running. In order to achieve a properly functioning and reliable electrical system it is important that periodic checks are made to inspect for: •

water, oil and dirt intrusion

•

corrosion of wiring terminals and devices

•

excessive wear on wire insulators due to: vibration, tension or excessive heat

Installation 1. Be sure the battery to be installed has a capacity at least equal to the electrical requirements of the vehicle. An under capacity battery will result in poor performance and premature failure. Important: The original equipment requirement of the vehicle can be used as a minimum guide, but is often not reliable since the vehicle owner may have added electrical equipment such as an air conditioner after the vehicle was purchased.

Whenever repairing an electrical harness or device, use the manufacturers recommended tools for such work, specifically: wire crimpers, insertion and removal tools. An electrical repair done improperly will not only reduce the system’s reliability, but may contribute to further electrical damage.

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2. Be sure the battery, whether wet or dry, is at full charge when installed.

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3. When installing, avoid physical abuses and over-tightening or under-tightening of the battery hold-down.

1. Place battery on level surface, not in vehicle. Remove vent caps. 2. Fill each cell of the battery to the top of the separators with the correct battery-grade electrolyte as specified by the manufacturer’s instructions. Filling each cell to top of separators permits expansion of electrolyte as battery is boost-charged.

Periodic service 1. Maintain electrolyte level to cover top of plates. Do not over-fill. 2. Keep terminal posts, cables, and battery top clean. A non-metallic based grease covering post and cable post clamp reduces acid corrosion. 3. Be SURE battery cables are secure and in good condition. 4. Check periodically for container, cover, cable and post damage. 5. Test periodically with hydrometer or OCV tester to determine call state of charge, or load tester for overall battery condition. 6. Check vehicle generating system to prevent over-charge or under-charge damage.

Electrical

Note: Using higher or lower specific gravity electrolyte than recommended can impair the battery performance. CAUTION: Keep sparks and flames away from battery at all times. ACW00073pict

CAUTION: Battery acid is corrosive. If acid is spilled on battery, bench, or clothing, flush with clean water and neutralize with baking soda or ammonia solution. Rinse empty acid containers with water and mutilate before discarding. ACW00073pict

3. Check acid temperature and state of charge:

7. Check condition and tightness of battery hold-down.

•

Acid temperature must be at least 27 ° C / 80° F (put battery thermometer in center cell).

•

Battery charge must be good.

Activating Dry Charged Batteries A dry charged battery is a battery containing charged plates in a dry condition. When filled with electrolyte of the proper specific gravity and brought to a fully charged state, it is essentially the same as a conventional “wet” battery.

Note: Check with electrical battery tester (should indicate as “good” or “OK”), or use a battery hydrometer (specific gravity must be at least 1.250).

Dry charged batteries and acid should be stored in a dry area at 15 °-32° C (60° to 90° F). Dry charged batteries should NOT be activated until just prior to installation or activation of the vehicle.

4. If acid temperature is not 27 ° C (80° F) or state of charge is not good, charge the battery at 35 amperes. Acid temperature must never exceed 52° C (125° F) while charging. Slow charging is permissible.

Important: The steps below briefly outline the procedure to activate dry charged batteries. It is recommended that the manufacturer’s instruction on activation (packed with battery) be followed.

5. If necessary, add additional acid to bring level of charged battery to just above separators.

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6. Replace vent caps and install in the vehicle.

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Important: If battery is charged or installed in reverse, damage can result to the battery, alternator, radio, and electrical system.

•

Where a hold-down is fixed at one (1) end, care must be exercised to insure proper seating of the battery prior to tightening the movable end.

•

Before connecting the cables, check the polarity of the terminals of the battery to be sure the battery is not reversed. Note that the tapered positive terminal of the battery is 1.6 mm (1/16 in.) larger at the top than the negative terminal, and that the opening of the positive cable clamp is correspondingly larger.

•

Connect the “grounded” terminal last. Be careful not to place clamp terminals and cables in such a position that they interfere with removal of vent plugs or hold-downs.

Cable Terminals and Hold Downs Battery acid can corrode terminals and exposed cables. Corrosion increases resistance and restricts proper current flow to the starter and other electrical components. On vehicles equipped with voltage regulators the alternator or generator voltage is maintained within a narrow range. The resistance due to corrosion keeps the battery from receiving the proper charging current and gradually causes an under-charged, sulfated battery. •

Corroded contact surfaces of all clamp terminals and battery terminal posts should always be cleaned with a wire brush in order to ensure a perfect contact. Keep corrosion on terminals from dropping into battery cells.

•

It is good practice when replacing terminals to grease them with a heavy mineral or petroleum grease. Do not apply an excessive amount.

•

Do not hammer clamp terminals onto battery posts. This can result in severe damage to the hard rubber cell covers and sealing compound.

•

Replacement cables should be of sufficient length to reach the terminal posts without causing undue strain on the post and covers. Cables that are too taut will cause damage to posts, and cause sealing compound to crack, leaking acid.

•

Battery Fluid •

Water for use in batteries should be a good grade of drinking water. Do not use mineral waters.

•

Adding water to a cell will lower the specific gravity of the electrolyte, but this does not mean that the cell has lost any of its charge.

•

Watch for batteries that require excessive water. The need for excessive water may be an indication of a charging system which is out of adjustment. This could indicate that the battery is being subjected to the damaging effects of over-charging.

Tropical Climates Batteries operated at high temperatures in tropical climates are usually provided with electrolyte of about 1.225 specific gravity (Sp. Gr.) when fully charged. This milder strength of acid is less deteriorating to separators and plates and results in longer battery life. A tropical climate is defined as a climate in which water never freezes.

The battery should rest level in the container and be fastened securely in place by a suitable hold-down. Tighten hold-downs evenly from each end to prevent distorting or breaking the container.

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Batteries can be fully charged and yet have different values of specific gravity. The following table gives the specific gravity values for typical batteries in various states of charge, these batteries having indicated gravities in the fullycharged state. Values are shown for batteries with a fully-charged gravity of 1.280 and 1.260 as used for cold and temperate climates, and in the last column, values are shown for a battery with a fully-charged gravity of 1.225, as might be used in tropical climates.

•

A battery operated in an under-charged condition is not able to delivery full power. It is also more likely to freeze during severe winter weather. A battery operated with insufficient charge over a long period of time will develop a layer of lead sulfate on the plates. This material is dense, hard, and coarsely crystalline, and is difficult to electro-chemically convert back to normal active material.

Over-charging

Charging a battery greatly in excess of what is required is harmful in several ways. It can: Severely corrode the positive plate grids. This leads to mechanical weakening and loss of electrical conduction.

•

Decompose water of electrolyte into hydrogen and oxygen gas. •

•

•

•

Lead sulfate can also cause a strain in the positive plates so that distortion or bowing of the plates, called buckling, may result. Severely buckled plates will pinch the separators at the plate corners or chafe the center of the separators. This can result in perforations of the separators and develop a short circuit in the cell.

Gas bubbles tend to wash active material from the plates and carry moisture and acid from the cells as a fine mist.

Lead sulfate formed on the plates during discharge is relatively insoluble as long as the specific gravity of the electrolyte indicates a substantially charged condition. However, if allowed to drop much below this state, the lead sulfate becomes increasingly soluble and, aided by temperature fluctuations of the electrolyte, may migrate over a considerable period of time into the pores of the separators and deposit as a white crystalline mass.

Decomposition of water leaves acid more concentrated. Concentrated acid is harmful to cell components, particularly at high temperatures over a prolonged period of time.

Create high internal heat which accelerates the corrosion of the positive plate grid, and damages separators and negatives. High heat will also soften the sealing compound and may distort the battery container.

Subsequent charging may convert these crystalline deposits to metallic lead which may “short” the positive and negative plates through the areas of the separators affected. These small shorts may cause a condition of low cell voltage when the battery is charged. For this reason, automo-

Cause severe buckling and warping of the positive plates with accompanying perforation of separators.

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Cause damage by corrosion to cradle, cables, and other vital electrical and engine parts by forcing battery acid from the cells.

Under-charging

Factors affecting battery life

•

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tive battery cells should not be allowed to stand idle in a discharged condition.

able for reaction with the electrolyte is not sufficient to restore the battery to full capacity.

Lack of water

Improper capacity

Water is essential for proper operation of a leadacid storage battery. Under normal conditions of operation it is the only component of the battery which is lost as the result of charging. It should be replaced as soon as the liquid level falls below the top of the separators.

Installation of a battery with a lower capacity than the electrical demands of the vehicle requires the battery to work harder than it was designed for, causing premature battery failure. Poor maintenance

A battery must be kept in good condition to deliver peak performance. This includes care and maintenance of the vehicle’s electrical systems, as well as the battery itself.

If water is not replaced and the plates are exposed, the acid will reach a dangerously high concentration that may char and disintegrate the separators, and may permanently sulfate and impair the performance of the plates. Plates cannot perform as designed unless they are completely covered by the electrolyte.

Improper installation

Loose installation causes damage to all battery components due to excessive vibration. Improperly adjusted hold-downs may allow the battery to bounce around in the cradle. This may cause the bridges on which the elements rest to notch the bottom of the separators or cause the plates to notch the bridge tops. This will lead to a severe disarrangement of the elements.

Sulfuric acid must never be added to a cell unless it is known to have been lost. Freezing of electrolyte

The electrolyte of a battery in various states of charge will start to freeze at temperatures indicated below. The given temperatures indicate the approximate points at which the first ice crystals begin to appear in the electrolyte solution. The solution does not freeze solid until a lower temperature is reached. Solid freezing of the electrolyte may crack the container and damage the positive plates.

Tight installation can cause container and top cover damage by exerting excessive stress on these parts. The bouncing of the battery may also crack or wear the container or cause the sealing compound to open and leak acid. Leaking acid corrodes terminals and cables, and results in high resistance at the battery connection which weakens the battery’s power and shortens its life.

A 3/4 charged automotive battery is in no danger of damage from freezing. Therefore, keep batteries at 3/4 charge or more, especially during winter weather.

Detecting Potential Failures Few batteries fail without some advance warning.Identifying the signs of potential battery failure, through visual inspection and testing, increases battery service life and may prevent greater trouble or expense at a later date.

Age

Normal deterioration accompanies the aging process. Repeated charging and discharging slowly wear away active material in the plates until a point is reached where plate surface avail-

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expected life. Signs of potential battery failure include:

Electrical

points. Battery needs to be recharged (and retested).

•

cracked container

•

•

leaking acid

•

cracked or raised cell covers

Using a battery capacity tester (ESB Model BSG-5)

•

loose or corroded terminal posts or cable connections

•

•

age

Take specific gravity reading. Do not test battery with specific gravity readings below 1.230 at 27° C (80° F). Recharge the battery, then proceed with capacity test.

•

Connect tester clips to battery posts. Red to positive, black to negative.

•

Set slide switch to VOLTS position. Read terminal voltage on top scale. Minimum reading for 12 volt battery: 12.6 volts.

•

Set slide switch to AMPS position. Turn control knob to the right until (yellow) ammeter scale reads the battery’s ampere hour capacity. If ampere hour capacity of battery is unknown, use 50 ampere hour rating for 12 volt battery. Hold for 15 seconds only.

•

Set slide switch to VOLTS position, and read voltage under load scale. Minimum reading for 12 voltage battery is 9.6 volts.

Hourmeter reading

Check the vehicle hourmeter and maintenance service records. 10,000 service hours equals average battery life. Testing

Potential battery failures are not always detectable from visual inspection. You cannot see a bad cell, so all batteries should be tested approximately once a month to reveal the hidden defects that cause battery failure. Several easy tests can be made as follows: Cell charge test Using a Hydrometer

1. Turn off all lights and accessories. 2. Remove cell cover caps. Do not add water at this time. 3. Fill hydrometer several times until float rides free. 4. Take readings from each cell. Return electrolyte to cell.

•

If test reading is in green (or OK) section of the voltage under load scale, the battery is in good condition.

•

If test reading is in red (or LOW) section and specific gravity of all cells is above 1.230, the battery is wearing out and should be replaced. If specific gravity of cells is below 1.230, recharge the battery and re-test.

•

If test reading drops down to near zero and one or more cells bubble, battery is not serviceable and should be replaced.

5. Record and interpret readings as follows: •

•

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All cells read above 1.230 SP.GR.and specific gravity readings in each within 50 points. Battery is OK! Cells read below 1.230 SP.GR and specific gravity readings within 50

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A spread greater than 50 points SP.GR. between cells. Battery is at point of failure. Replace.

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Using Battery Booster Cables

Because of the high load capacity and inertia of the heavy rotor that is usually used, proper belt tension on an alternator is very important. Improperly adjusted, worn or damaged drive belts are a major cause of alternator failure.

Connect red cable (positive) to positive battery post on dead battery, and positive post on fully charged battery. Connect black cable (negative) to negative post on dead battery. Connect black cable to the negative post on fully charged battery. Leave engine of charging vehicle running when starting a vehicle with a dead battery.

Belt tension should be adjusted according to the engine manufacturer’s recommendations. NOTE: Excessive alternator belt tension should be avoided to prevent damage to the alternator bearings.

When disconnecting cables, disconnect the cable from the fully charged battery first.

ACW00073 pict

Slip Rings and Brushes

CAUTION: If cables are connected wrong on a vehicle, the alternator can be seriously damaged.

The slip rings should be cleaned with a 400 grain (or finer) polishing cloth.

Storage Of Lead Acid Batteries

Important: Never use emery cloth to clean slip rings.

Because of their corrosive behavior, all batteries, when placed in storage, will begin to discharge slowly. If allowed to go unchecked, the average battery will discharge to the point of nonrecovery in about 6 to 8 months.

If the slip rings are out-of-round, or if the brushes are worn close to the holders, the alternator should be removed and either repaired or replaced.

As the battery sits, the sulfuric acid generated by the chemical reaction taking place inside the battery core begins to warp the battery plates. If electric current (charging) is not directed into the battery to reverse this process the battery plates will warp beyond repair, and render the battery useless. It is recommended to charge the stored batteries at least once every 4 to 6 weeks.

Precautions to be observed when servicing systems using alternators: •

Reversed battery connections may damage the rectifiers, vehicle wiring, or other components of the charging system.

•

Battery polarity should be checked with a voltmeter to assure that it conforms to that required. Note which terminal post is connected to ground before reinstalling a battery. All units have negative ground.

•

If booster batteries are used for starting, they must be connected properly to prevent damage to the system.

•

Always make certain that the negative (-) terminal of the booster battery is connected to the negative (-) terminal of the vehicle battery, and that the positive (+) terminals are connected together.

Alternators Alternators normally require little servicing. They should be tested at least once a year to ensure that they are providing the proper voltage and amperage. If an alternator fails to meet specifications, it should be replaced. Servicing an alternator, instead of replacement, is usually limited to replacing the brushes and cleaning the slip rings.

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•

Care should be taken when connecting a “fast charger”.

•

It is advisable to remove the battery ground strap before charging. It is not advisable, under any condition, to attempt to start the vehicle by using the “fast charger” as a booster.

•

•

Electrical

Alternators must not be operated on open circuit with the field winding energized. High voltages will result, causing possible rectifier failure. Make sure all connections are secure.

Removal and Replacement

Do not attempt to polarize the alternator. No polarization is required. Any attempt to do so may result in damage to the alternator, regulator, or circuits.

Battery

•

The field circuit must not be grounded at any point.

1. Set the battery disconnect switch to off.

•

Grounding of the field will damage the regulator. Extra care MUST BE taken when working near this electrical system.

3. Remove the negative connector from the battery “A”.

•

Grounding of the alternator output terminal may damage the alternator and/or circuit components.

•

Remove and replace the batteries as follows: Removal

2. Open the battery compartment.

4. Remove the positive connector from the battery “A”. 5. Attach a battery lift sling to the battery and remove it from the battery compartment.

Unless the regulator is equipped with a circuit breaker, this terminal is “HOT” even when the system is not in operation. Grounding this can cause considerable damage.

6. (If a 24 volt system) repeat the process for battery “B”. Replacement

•

Do not ground the adjusting tool to the regulator base when adjusting voltage unit or other regulator components.

1. Attach a battery lift sling to battery “B” and place it in the battery compartment.

•

The adjusting tool should be insulated.

•

Care should be taken in the use of batteries of higher-than- system voltage, either to boost a battery of lower voltage or in starting.

2. Reinstall the positive connector on battery “B”.

•

3. Reinstall the negative connector on battery “B”. 4. Repeat steps 1-3 for battery “A”.

Never leave the higher voltage battery in the system. When used for boosting, disconnect the vehicle battery ground. When used for starting, disconnect the high voltage battery as soon as vehicle is started.

5. Close the battery compartment. 6. Set the battery disconnect switch to on.

Alternator Remove and replace the alternator as follows:

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Removal

Anode (+)

1. Set the battery disconnect switch to off.

The positive terminal

2. Disconnect the electrical connectors from the alternator.

American Wire Gauge (AWG)

3. Loosen the alternator belt adjustment and remove the drive belt.

Battery Positive

Numbering system used in sizing wires

Any part of a circuit connected to the positive terminal of a battery

4. Remove the bolt that secures the adjustment mechanism to the alternator.

Battery Negative

5. While holding the alternator, remove the two bolts that secure it to the engine bracket.

Any part of a circuit connected to the negative terminal of a battery

6. Remove the alternator.

Break

Replacement

To open a circuit

1. Place the alternator in position on the engine bracket and insert the two bolts that secure it to the bracket. Screw on the two nuts and tighten these moderately tight.

Brush A sliding contact to make electrical connections between rotating components

2. Reinstall the bolt that secures the adjustment mechanism to the alternator and tighten it moderately tight.

Capacitor

3. Reinstall the alternator drive belt and tighten the alternator belt adjustment to the belt specifications.

Capacity

A device that is capable of storing and releasing electrical energy

The ability of a battery to produce current over a given period of time, measured in ampere-hours

4. Torque the adjustment mechanism bolt and the engine bracket bolts to specification.

Cathode (-)

5. Reconnect the electrical connectors to the alternator.

The negative terminal

6. Set the battery disconnect switch to on.

One section of a storage battery

Cell

Circuit

Electrical Glossary

A complete path for current flow

Abbreviations shown in parentheses

Coil

Ammeter

A conductor wound in a spiral

A meter used to measure current

Contactor

Ampere (amp, I)

A large switch used to make or break the path of current

The unit of measure of current flow

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Current

Ground (Gnd)

The flow of electricity, measured in amperes

The common return circuit in equipment whose potential is zero; a connection to earth

Diode

Heat Sink

A semiconductor through which current can flow in one direction

A device used to dissipate heat generated by current flow through a semiconductor

Discharge

Hertz (Hz)

The release of stored energy

A unit of measure of frequency in cycles per second (cps)

Drop-out The opening of a contactor when predetermined conditions are met

Hum Audible sound produced by a energized transformer

Electrolyte The acid solution in a cell

Impulse

Electromagnet

A sudden change in voltage or current

A coil wound on a soft iron core. When current passes through the coil, the core becomes magnetized.

Inductance

Potential electrical pressure, measured in volts

The inherent property of an electrical circuit that opposes a change in current. The property of a circuit whereby energy may be stored in a magnetic field

Field Weakening

Inductor

To decrease the strength of a motor’s magnetic field to allow the armature to rotate faster

A coil; a component with the properties of inductance

Flow

Infinity

The movement of current through a conductor

An unlimited quantity; on an ohmmeter, a value of resistance greater than can be indicated

Electromotive Force (EMF)

Gate

Input

The switching portion of an SCR that permits an output only when a predetermined set on input conditions are met

Electricity to a device or circuit Insulator

Gate Lead The wire that connects to the gate terminal

A non-conductor; a material which does not readily conduct electricity

Gated

Interlock Switch

Signal to a gate that causes an SCR to conduct

A switch that is actuated mechanically when a power switch is actuated

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Isolate

Normally Open (N.O.)

To pull apart or separate

Refers to a switch or relay that is open in its nonactivated state

Jumper

Ohm

A short wire, usually with clips at each end, for making temporary connections

The unit of measure of resistance

Kilowatt-hours (Kwh)

Ohmmeter

1000 watts per hour

A meter used to measure resistance in ohms

Kiss

Oscillator (Osc)

The action of contactor tips when they make contact

A group of components that generates pulses Parallel Circuit

Lead A wire

A circuit that contains two or more paths for current supplied by a common voltage source

Load

Plugging

The resistance connected across a circuit which determines current flow and energy used

Reversal of the directional control while an electric motor is moving

Magnetic Field

Pick-up

Imaginary lines along which a magnetic force acts

The closing of a contactor when predetermined conditions are met

Magnetism

Pigtail

The force of a magnet

A flexible wire extending from a component for ease of connection

Make

Potentiometer (Pot)

To close a circuit

A variable resistor used to vary the voltage in an electrical circuit

Motor A device used to convert electrical energy into mechanical energy

Power Electrical energy used in a circuit; the product of voltage times current P=ExI

Multimeter A combination voltmeter, ammeter, and ohmmeter

Pulse The sudden rise and fall of a voltage or current

Normally Closed (N.C.)

Rectifier (Rec)

Refers to a switch or relay that is closed in its non-activated state

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Refers to diodes and heat sink that is used to change A.C.to D.C.

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Electrical

Relay

Switch (Sw)

A magnetic switch

A device for making or breaking a circuit

Resistance

Symbol

The quality of an electric circuit that opposes the flow of current through it

A letter, character, or schematic design representing a unit or component

Resistor

Terminal (Term)

A device used to oppose current flow and reduce voltage in a circuit

A point of electrical connection Transformer

Schematic Ladder Drawing

A device that transfers energy from one circuit to another by electromagnetic induction

A drawing that illustrates how components of an electric system are connected electrically. A schematic does not necessarily illustrate physical relationships

Trimpot The trade name for a precision variable resistor (potentiometer)

Semiconductor

Varistor

A solid-state electrical device, such as a diode

A circuit that contains only one path for current

An electrical device used to remove voltage spikes caused by switching of other electrical components

Shunt

Volt (V, E)

To connect across or in parallel with a circuit or component; a parallel resistor to conduct current around a meter-moving coil. Shunts are used to increase the range of a meter

The unit of measure of electromotive force

Series Circuit

Volt-ohmmeter (VOM) A common test instrument that combines a voltmeter, ohmmeter, and millimeter

Shunt Coil

Voltage Drop

A coil connected in parallel Silicon Controlled Rectifier (SCR)

The potential difference between two points in an electrical circuit

A semiconductor that can be switched on by applying a voltage to its gate

Voltage Spike A rapid, very high rise in voltage

Specific Gravity (Sp. Gr.)

Voltmeter

The ratio of the weight of a liquid to the weight of the water

A meter used to measure voltage

Specification (Spec.)

Wipe

A specific measurement or procedure

The action of contactor tips across each other after they make contact

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Wiring Diagram A drawing that illustrates how components of an electrical system are physically arranged and connected

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s m a r t Section 9 p o Miscellaneous o c Systems S r e n g a W

Miscellaneous

Service Manual

Fire Suppression System

Wagner Scooptrams

where a fire is most likely to start; the wheel ends, the motor tub, the transmission, and the torque converter.

The fire suppression system is designed to protect specific fire hazard areas on the vehicle. It is intended to supplement, not replace, a sound fire prevention policy in your mine.

Daily shift maintenance should include the cleaning of areas where flammable materials and combustible debris may collect.

Fire prevention depends on regular inspection and maintenance of those areas on your vehicle

1

2 3

4 5

6

1. 2. 3. 4. 5. 6. 7.

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System Operation

Actu ator Safety Relief Valve Pneumatic Actuator Cartridge Receiver Expellant Gas Cartridge Dry Chemical Tank Union Assembly Nozzle

When the vehicle operator discovers a fire in a protected area on the vehicle, he pulls the safety ring pin and depresses the red button on the manual actuator in the operator’s compartment.

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Operator Activates Actuator

Pressure from the actuator causes the fire suppression system to operate. The expellant gas pressure makes the dry chemical extinguishing powder act like fluid. The dry chemical powder is propelled through the distribution hose after pressure in the dry chemical tank reaches the point to rupture the bursting disk. The dry chemical extinguishing agent is discharged through the nozzles into the protected areas, suppressing the fire.

The equipment operator pulls the safety ring pin and depresses the red button on the manual actuator in the operator’s compartment.

Sequence of Events Fire Starts

Pressure from the actuator causes the fire suppression system to come into action. Dry Chemical Distribution

The equipment operator discovers a fire has started in a protected area on the vehicle. A protected area is one where a fire suppression nozzle is installed.

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The expellant gas pressure fluidizes the dry chemical extinguishing agent and propels it through the distribution hose once proper pressure has been reached to rupture the bursting disk in the dry chemical tank.

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System Components

Dry Chemical Discharged

The manually activated fire suppression system consists of: •

Actuator

•

Pneumatic Actuator/Cartridge Receiver

•

Expellant Gas Cartridge

•

Dry Chemical Tank

•

Nozzles

Actuator

The dry chemical extinguishing agent is discharged through the nozzles into the protected areas, suppressing the fire.

Hand Portable Fire Extinguisher It’s a good idea to have a reliable fire extinguisher mounted in all off-the-road vehicles, particularly on diesel powered scoops and trucks, whenever there is a possibility of hazardous fire conditions. Make sure that such extinguishers are firmly mounted in a readily accessible and safe place, All visual seals must be in place, and the distributor certification tag must be attached and readable.

The actuator contains a sealed pressure cartridge which, when activated by removing the ring pin and striking the red button, sends pressure to the cartridge receiver to set the system in operation. Most systems installed by Atlas-Copco Wagner employ at least one manual actuator installed in the operator's compartment. Additional actuators may be installed in other remote locations on the vehicle.

In The Event Of Fire •

Shut off the vehicle

•

Set the brakes

•

Pull the ring pin on the manual actuator

•

Strike the red button

•

Evacuate the vehicle

•

Stand by with a fire extinguisher

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Atlas-Copco Wagner also offers systems which can be automatically actuated by either electric or pneumatic detection.

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Cartridge Receiver/Expellant Gas Cartridge

Miscellaneous

Dry Chemical Tank

1 2

3

The dry chemical tank contains a dry powder chemical fire retardant. It is fitted with a bursting disc in the union assembly to prevent the flow of the dry chemical until sufficient pressure has developed in the tank. The expellant gas from the gas cartridge pressurizes the dry chemical tank, causing the dry chemical powder to act like a fluid. When the proper pressure is reached, the disc ruptures, letting the gas/dry chemical mixture flow to the nozzle(s).

1. Pneumatic Actuator Cartridge Receiver 2. Safety Relief Valve 3. Expellant Gas Cartridge

Once the released pressure from the actuator reaches the cartridge receiver, a seal in the expellant gas cartridge is pierced by system pressure, and this gas is then transmitted to the dry chemical tank. A safety relief valve prevents excess actuation pressure from building up in the cartridge receiver.

Nozzles The pressure at the nozzle(s) causes the protective cap to pop off or open (depending on the kind of nozzle installed), and the dry chemical to be discharged.

General Maintenance Information All off-road heavy-duty vehicles pose some fire hazards due to the heat generated in key operating systems. The following is a list of daily maintenance checks that will help reduce the possibility of fire on your vehicle.

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•

Make sure all oil and hydraulic fluid lines are in good condition. Replace defective or worn lines immediately.

The bursting disk in the union assembly should be checked for proper seating and that it is undamaged.

•

Make sure all oil and hydraulic line fittings are properly tightened. Keep the fittings clean.

•

Check that the brake systems are properly adjusted.

Weigh the remote actuator cartridge(s) pneumatic cartridge actuator/cartridge receiver. Replace any cartridge if its weight is not within 7 g (1/4 oz.) [14 g (1/2 oz.) for the pneumatic cartridge actuator/cartridge receiver] of the weight stamped on the cartridge.

•

Check that no oil or hydraulic fluid lines are in contact with possible ignition points (or hot spots).

•

Keep the vehicle clean. Remove all combustible debris.

•

Maintain all electrical lines and connections. Replace any defective electrical equipment or wiring.

Make certain extinguisher is filled with freeflowing Ansul dry chemical. Level should be no more than 76 mm (3 in.) from the bottom of the fill opening.

Monthly Every 100 operating hours, the fire suppression system should be thoroughly inspected to assure it is in good operating condition. Inspect over-all condition of hoses, discharge nozzles, and activator valve for damage, blockage, or any sign of possible failure. Nozzles should be capped with silicone grease or plastic blow-off caps. Actuator and expellant cartridge seals and disks must be intact. Repair as needed. Check level of pressurized dry chemical extinguisher tank(s). Extinguishers should contain an active charge of not less than five (5) pounds, nominal weight. Check the nameplate for readability. Replace any broken or missing lead and wire seals, and record the date of inspection. Semi-annual Every 1000 operating hours the following checks should be made:

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s m a r t p Section 10 o o Troubleshooting c S r e n g a W

Troubleshooting

Service Manual

Wagner Scooptrams

Troubleshooting The following tables will help you isolate operational problems with your ScoopTram should they occur. The tables are labeled according to system function or component placement. Refer to the index to locate the appropriate pages for adjustment, repair, or removal and replacement procedures.

Engine Condition

Possible Cause

Solution

Engine does not turn over

Electrical problem

See electrical troubleshooting table.

Engine turns over but will not start

Engine misfires or runs roughly

Starter problem Inte Intern rnal al engi engine ne prob proble lem m

Cont Contac actt your your auth author oriz ized ed Atla Atlass Copc Copco o dealer or see engine manufacturer’s service manual.

No fuel

Fill fuel tank and prime fuel system.

Dirty fuel filter(s)

Install new filter(s).

Poor quality fu fuel

Drain system and replace fuel filter(s). Refill system with good quality fuel.

Clogged or broken fuel lines

Clean, repair, or replace.

Electrical problem.

See electrical tr troubleshooting ta table.

Air in fuel system

Find leak and repair it.

Fuel system not correctly timed

Contact your authorized Atlas Copco dealer or see engine manufacturer’s service manual.

Fuel pressure too low Faulty injector(s) or pump Incorrect valve clearance Bent or broken push rod Leak or break in fuel line between pump and injection valve Engine stalls at low rpm Low fuel pr pressure

Install new line.

Contact your authorized At Atlas Copco dealer or see engine manufacturer’s service manual.

Idle rpm set too low Faulty fuel injector(s)

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Troubleshooting

Engine Condition

Possible Cause Faulty pump

Erratic engine speed

or

injection Repair or replace.

Air in fuel system

Find leak and correct it.

Stic Sticky ky gove goverrnor nor link linkag agee

Clea Clean n thor thorou ough ghly ly.. Repa Repair ir def defecti ective ve parts.

Bad or springs Low power

fuel

Solution

poorly

installed Repair or replace.

Air in fuel system

Find leak and correct it.

Poor quality fuel

Drain system and replace fuel filter. Refill system with good quality fuel.

Low fuel pressure

Contact your authorized Atlas Copco dealer or see engine manufacturer’s service manual.

Plugged or blocked fuel fil- Replace fuel filter(s). ter(s) Not set for proper applica- Contact your authorized Atlas Copco tion dealer or see engine manufacturer’s service manual. Leaks Leaks in air intake intake system system

Check Check pres pressur suree in the the air intak intakee manimanifold. Repair or replace.

Clogged air filter

Replace

Electrical problem

See electrical troubleshooting table.

Inco Incorr rrec ectt valv valvee clear clearan ance ce

Cont Contac actt your your auth author oriz ized ed Atl Atlas as Cop Copco co dealer or see engine manufacturer’s service manual.

Faulty injector(s) or pump Stuck throttle linkage

Check linkage.

Run Stop lever on injection Place in “full” position. pump not “full” position (Deutz) Exce Excess ssiv ivee vibra bratio tion

Loo Loose bol bolt or nut on pulley lley Tighten bolt or nut. or damper Faulty pulley or damper

Replace.

Fan blade out of balance

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Engine Condition

Combustion knocking

Possible Cause

Solution

Loose engine mounts

Tighten all all mo mounts. Rep Repllace def defect ective components.

Engine needs ad adjustment

Misfires above. See Engine Misfires

Poor quality fuel

Drain system and replace fuel fi filter. Refill system with good quality fuel.

Fault Faulty y inject injector or(s (s)) or pump pump

Contac Contactt your your autho authori rize zed d Atlas Atlas Cop Copco co dealer or see engine manufacturer’s service manual.

Fuel system not correctly timed Valves clicking

Faulty valve springs

Replace.

Low oil or or poor poor lubr lubricati ication on

Fill to correc correctt level level with with proper proper oil oil

Inco Incorr rrec ectt valv valvee clear clearan ance ce

Cont Contac actt your your auth author oriz ized ed Atl Atlas as Cop Copco co dealer or see engine manufacturer’s service manual.

Damaged valves Oil in cooling system

Faulty oil cooler

Install new core in the oil cooler

Faulty head gasket

Replace.

Mech Mechan anic ical al knoc knocki king ng

Conn Connec ecti ting ng rod rod brea breaki king ng Contact your authorized Atlas Copco failure dealer or see engine manufacturer’s service manual.

High fu fuel co consumption

Leak in in fuel sy system

Inspect fo for le leaks an and re repair as as ne needed.

Defective injectors, rough Contact your authorized Atlas Copco running, etc. dealer or see engine manufacturer’s service manual. Incorrect fuel injection timing

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Troubleshooting

Engine Condition

Possible Cause

Solution

Unusual loud valve and Faulty valv alve spr springs valve drive noise Damaged camshaft Damaged valve lifters

Contact act your aut authorized Atlas Copco dealer or see engine manufacturer’s service manual.

Damaged valves Rocker arm and valve Too much clearance clearance problems Not enough lubrication Worn rocker arm Worn valve stem Worn push rods Word or damaged valve lifters Worn camshaft Oil at exhaust

Worn valve guides Worn piston rings

Coolant in engine oil

Damaged oil cooler core

Replace

Damaged head gasket Cracked or defective cylinder head Excessive black or gray Clogged air filter smoke Faulty fuel injection Contact your authorized Atlas Copco valve(s). dealer or see engine manufacturer’s Wrong fuel injection timing service manual. Faulty fuel ratio control

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Po Poor qu quality fuel

Drain system and replace fuel filter. Refill system with good quality fuel.

Rest Restri rict cted ed exha exhaus ustt pipi piping ng

Clea Clean n or or rep repla lace ce..

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Engine Condition

Possible Cause

Solution

Excessive white or blue Too much much lube lube oil in engine engine Drain Drain lube oil oil system system and and refill refill to proppropsmoke er level. Misf Misfir irin ing g or or runn runnin ing g roug rough h

Misfires above. See See Engine Misfires

Wrong Wrong fuel inject injection ion timing timing Contact Contact your your authorized authorized Atlas Atlas Copco Copco dealer or see engine manufacturer’s Worn valve guides service manual. Worn piston rings Damaged turbocharger oil seal Low oil pressure

Bad pressure gauge

Replace

Defective oil pump relief valve Defective oil pump suction pipe Defective oil pump Worn camshaft or bearings Worn crankshaft or bearings Worn bearing on idler gear Dirty oil filter or cooler Electrical pr problem

See El Electrical Tr Troubleshooting

Fuel in lube oil

Contact your authorized Atlas Copco Improper rocker arm adjust- dealer or see engine manufacturer’s service manual. ment High engine oil use

Oil leaks

Find and repair

Oil Oil tempe tempera ratu ture re too too hig high h

Chec Check k ope opera rati tion on and and rep repai airr oil oil cool cooler er as needed

Worn valve guides

Contact your authorized Atlas Copco Worn piston rings and cyl- dealer or see engine manufacturer’s service manual inder liners Defective seal rings in the turbocharger

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Troubleshooting

Engine Condition High engine temperature

Possible Cause

Solution

coolant Restricted radiator

Clean and/or repair

Low coolant level

Add coolant to proper level.

Defective pressure cap

Replace.

Defective thermostat Defective gauge Faulty water pump Fan belts slipping Incorrect fuel injection timing

Adjust.

Torque converter/transmission problem

See Transmission Troubleshooting

Electrical problem

See Electrical Troubleshooting.

Exhaust gas leak into cooling system

Contact your authorized Atlas Copco dealer or see engine manufacturer’s service manual

Below normal engine Defective thermostat Replace. coolant temperature Improperly installed heater Install properly.

Transmission Condition

Possible Cause

Solution

Wheels spinning, vehicle stuck

Damaged driveline

Replace.

Faulty axle

Repair or replace.

Converter lock-up light doesn’t come on.

Electrical problem


Bulb burned out.

Replace.

Faulty pressure switch Internal transmission fail- Contact your authorized Atlas Copco ure. dealer or see engine manufacturer’s service manual. Transmission high temperature warning light comes on

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Low oil

Fill to proper level.

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Possible Cause

Solution

Wrong oil

Drain and replace.

Clogged oil cooler

Clean

Converter lock-up not en- See Electrical Troubleshooting. gaging properly

Abnormal shifting

Incorrect gear

Shift to correct gear.

Overheated engine

See Engine Troubleshooting.

Faulty modulation solenoid Faulty clutch pads Converter lock-up not en- See Electrical Troubleshooting. gaging properly

Transmission slippage

Low fluid level


Wrong oil

Drain and replace with proper oil.

Low oil pressure Low oil pressure

Converter/transmission overheating

Faulty gauge

Replace.

Faulty charge pump

Repair or replace.

Electrical problem


Low oil


Pugged oil filter

Replace.

Wrong oil

Drain and replace with proper oil.

Engine overheating

See Engine Troubleshooting.

Plugged oil cooler

Clean cooler thoroughly.

Converter lock-up not en- See Lock-Up, above. gaging properly Wrong gear selected

Use correct gear.

Low or no converter Bad gauge pressure

Replace.

Broken hose

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Faulty charge pump

Repair or replace.

Low oil level


Electrical problem


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Troubleshooting


Possible Cause

Solution

Excessive vibration

Broken gear teeth, worn Replace gear or bearings. See also bearings. Drivelines.

Axles Condition

Possible Cause

Solution

Excessive vibration

Broken gear teeth, worn Replace gear or bearings. See also bearings drivelines.

Excessive noise

Incorrect or insufficient lubricant

Check level, fill with proper type and grade of lubricant. See also drivelines.

Hub bearings scored or Replace bearings. rough

Lubricant leaks

Gear teeth in planetary chipped.

Replace gear.

Lubricant level too high

Drain and fill to proper level with proper type and grade of lubricant.

Lubricant foams excessive- Drain and fill with correct type and ly grade of lubricant. Worn or broken oil seal Restricted breather vent

Replace oil seal.

differential Clean vent.

Loose nuts or bolts.

Tighten nuts and bolts.

Lubricant leaking out of Restricted breather vent. breather

Clean vent.

Overheating

Low lubricant level.

Find source of leak and repair.

Ring and pinion adjustment too tight

Adjust.

Faulty bearing

Replace bearings

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Axles Abnormal noise when Worn differential side turning gears and pinions

Replace

Low lubricant level

Find source of leak and repair

Loose nuts on differential casings

Tighten nuts to specified torque

Insufficient driveline clearance

(see drivelines)

Worn or improperly lubricated bearings Vehicle won’t move

Worn or broken axle shaft splines

Replace axle shaft

Transmission oil low

Add transmission oil

Drivelines Condition

Possible Cause

Solution

Excessive vibration or noise

Driveline bent or out of bal- Clean driveline. ance Check clearance with nearby components. Balance driveline. If driveline is bent or damaged, replace. Loose mounting

Replace capscrews and tighten to proper torque.

Worn or poorly lubed bearings

Test for looseness. If crosses are loose, replace cross and bearings as an assembly.

Insufficient clearance.

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Drivelines Condition

Possible Cause

Solution

Excessive wear of cross bearing assemblies.

Poor alignment or run-out

Check alignment, run-out and balance. Repair or replace, as required.

Driveline unbalanced

Check for missing balance weights or driveline distortion. Check dynamic balance. Rebalance Replace distorted driveline.

Driveline does not trans- Joint failure mit power. Damaged splines

Replace

Damaged yoke

Wheels and Tires Condition

Possible Cause

Solution

Tire leak

Defective valve

Tighten parts

Tire cuts

Repair tire damage

Damaged O-ring

Replace O-ring

Leakage between tire bead trim

Remove tire from rim. Clean tire beads in rim contact area. Clean rim. Inspect bead seat band. Replace defective parts. Remount tire using proper lubricant.

Cracked rim or weld

Add Tyre Life Replace defective part.

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Articulation Condition

Possible Cause

Solution

Excessive or unusual noises

Loose or worn trunnion caps

Retorque, repair or replace.

Loose articulation bearings

Re-shim and adjust preload

Contamination in articulation bearing or steering cylinder seals

Disassemble and repair

Contact between power frame and load frame hinge plates

Check for correct installation of articulation assembly.

Worn articulation bearing

Replace

Check articulation bearings for failure. Replace.

Worn or damaged articulation pin. Worn steering pins Excessive movement in articulation

Loose articulation pin

Check pre-load and adjust

Loose steering pins Excessive articulation bearing wear

Replace

Worn steering pins

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Troubleshooting

Hydraulic System Condition

Possible Cause

Solution

Poor performance or failure

Reservoir low on oil

Add oil

External leakage

(see below)

Load too heavy

Check that line pressures with full load are within normally range.

Restriction in hydraulic line Check lines to locate obstruction. Remove obstruction or replace line. Relief valve not operating properly

Clean and adjust valve. Disassemble and repair. Replace.

Excessive oil foaming

Excessive oil temperature

Foreign material in system

Worn cylinder or seals

Disassemble and repair or replace

Defective pump

Replace pump

Improper type or viscosity oil

Drain hydraulic system and refill with proper oil.

Leak on suction side of pump

Locate and repair leak.

Worn pump

Replace pump.

Low oil in system

Add oil

Hydraulic oil cooler plugged or dirty

Check oil cooler.



Excessive cycling of load

(see Operator’s Manual for proper technique)

Worn pump

Replace pump.

Filters clogged and bypassed

Check restriction indicator and replace filter(s) in necessary.

Contaminated or bad oil

Drain and flush hydraulic system. Replace filter(s) and re-fill with clean oil.

Damaged cylinders

Disassemble, inspect and repair or replace component.

Worn or damaged pump

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Possible Cause

Solution

Insufficient pressure

Faulty charge valve

Disassemble and inspect. Repair or replace as necessary.

Internal leakage past seals or cylinders

Insufficient or no flow

Leaking oil

Worn pump

Measure and record pump flow and pressure. If out of specification, replace pump.

Oil too cold or wrong viscosity. Pump will not prime.

Drain and flush hydraulic system. Replace filter(s) and re-fill with clean oil.

Pump intake line from reservoir restricted

Check lines to locate obstruction. Remove obstruction or replace line.

Faulty pump drive seal

Replace seals.

Pump drive shaft sheared or disengaged

Disassemble the pump and inspect.

Worn pump

Replace pump

Worn or faulty hose line

Replace

Incorrect or damaged fittings

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Dirt or paint on or under seals

Clean or replace

Loose seal plates

Clean and tighten

Cut or damaged seals

Replace.

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Troubleshooting


Possible Cause

Solution

Excessive pump noise or cavitation

Low oil supply

Fill reservoir

Obstruction in suction line

Check tank strainer and pump inlet line. Remove obstruction or replace line.

Air in oil supply to pump

Check all hose fittings and connections. Locate air entry point and repair.

Excessive foaming

Drain hydraulic system and refill with proper type and viscosity oil.‘

Engine operated at high speed with cold hydraulic oil

Warm up hydraulic system by cycling hydraulic control s.

Oil viscosity too high

Drain hydraulic system and refill with proper type and viscosity oil.‘

Pump components not prop- Check shaft seal and bearings for damerly aligned. age. Replace parts as required. Align pump correctly.

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SAHR Brakes Condition

Possible Cause

Solution

Inadequate braking

Low hydraulic pressure at the wheel ends

Check brake lines for leaks. Install test gauge at wheel ends and check pressure. Adjust brake foot pedal control valve to specification.

Restriction in hydraulic line Check lines to locate obstruction. Remove obstruction or replace line. Wheel end leakage.

Identify leak location and repair or replace faulty component.

Insufficient accumulator pre-charge

Adjust pre-charge pressure to specification.

Brake disks worn

Replace

Air in oil lines

Check hydraulic lines for tightness

Relief valve not functioning properly

Check setting and adjust to specification. Disassemble valve and check for cleanliness. Repair or replace valve, if required.

Brakes chatter



Insufficient hydraulic oil flow to the wheel ends.

Check oil level in hydraulic tank. Check return line flow from wheel ends. Check pump performance.

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Possible Cause

Solution

Brakes release too slowly

Brake pedal not returning to fully released position

Disassemble and inspect valve. Repair or replace valve as required.

Oil return port of brake control valve is restricted or plugged. Brakes do not release

Brake pedal control valve sticking. Restriction in hydraulic lines


Park Brake engaged

(see Park Brake Troubleshooting)

Insufficient accumulator pressure

Check accumulator charging valve for proper operation. Ensure brake pump is performing properly.

Brakes pull or drag (one or more assemblies do not release fully)

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Brake pedal control valve travel adjustment incorrect.

Adjust pedal travel.

Insufficient oil pressure to one or more wheel ends

Check hydraulic lines for leaks.

Converter lock-up engaged

(see Transmission Troubleshooting)

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Possible Cause

Solution

Brakes apply intermittently

Brake pedal control valve sticking.

Disassemble and inspect valve.

Accumulator pressure low

Check accumulator charging valve for proper operation.

Repair or replace valve as required.

Ensure brake pump is performing properly. Restriction in hydraulic lines


Park Brake solenoid applied Check Park Brake control switch position. Check Park Brake electrical circuit for proper operation (switch, wiring, solenoid, time delay relay) Convertor pressure low

(see Transmission Troubleshooting)

Brakes do not apply

Hydraulic pressure at wheel ends will not relieve.

Check system for blockage of flow.

Brakes overheat

Excessive cycling of charge valve

Check system for leaks.

Brakes dragging

(see above)

High hydraulic oil temperature

(see Hydraulic System Troubleshooting)

Excessive brake pedal travel

Brake pedal out of adjustment.

Adjust travel.

Service brake will not hold in drive

Improper test procedure.

Check that vehicle is in proper test gear (see Operator’s Manual).

Brake pedal heel stop out of adjustment.

Adjust heel stop.

Brake pedal control valve not stroking.

Disassemble valve and inspect.

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Ensure brake pump is performing properly.

Check hydraulic system for possible particulate contamination.

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Troubleshooting

Park Brake Condition

Possible Cause

Solution

Park brake will not hold in drive

Improper test procedure.

Check that vehicle is in proper test gear (see Operator’s Manual).

Hydraulic pressure at wheel ends will not relieve.

Check system for blockage of flow.

Improper control position

Check Park Brake Knob in proper position.

Park brake does not release

Check indicating circuit, if applicable. Loss of hydraulic pressure

(see Hydraulic System Troubleshooting)

Electrical System Condition

Possible Cause

Solution

Dash indicating light(s) will not illuminate

No power

Check that Master Isolation switch is turned on. Check charge on battery. Check for tripped circuit breakers. Check for faulty ignition switch. Check for faulty Master Isolation switch. Check for broken or loose wires and connections.

Circuit breaker or fuse open Reset/close.

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Bulb burned out

Replace bulb

Broken or loose wire or connection

Repair or replace

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Possible Cause

Solution

Engine will not turn over

No power

(see above)

Low battery charge

Check specific gravity. Replace if battery will not hold charge.

Faulty start switch

Replace

Starter safety switch open

Place transmission in neutral and apply park brake.

Starter safety switch improperly adjusted or defective

Readjust or replace.

High resistance in circuit

Clean and tighten all connections.

Defective starter motor

Replace.

Starter solenoid defective Engine turns over but will not start

Starter motor sluggish

Fault in electrical shutdown circuit (if applicable)

Check circuit components for fault.

Fault in DDEC system (if applicable)

(refer to DDEC Troubleshooting Manual)


Check battery terminals for corrosion. Clean and tighten all connections.

Low battery charge

Check specific gravity. Replace if battery will not hold charge. If extreme cold conditions, warm battery prior to starting.

Excessive load or drag on engine.

Check oil for proper viscosity. If extreme cold conditions, warm engine oil prior to starting. Trouble shoot engine subsystems to locate problem.

Defective starter motor

226

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Replace.

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Service Manual

Troubleshooting


Possible Cause

Solution

Starter solenoid switch chatters


Check battery terminals for corrosion. Clean and tighten all connections.

Low battery charge

Check specific gravity. Replace if battery will not hold charge. If extreme cold conditions, warm battery prior to starting.

Open circuit in starter solenoid hold-in wings circuit

Replace solenoid or solenoid wiring.

Low engine power

Fault in DDEC system (if applicable)

(refer to DDEC Troubleshooting Manual)

Low battery output

Electrolyte level low

Add distilled water to proper level.

Defective battery cell

Replace battery

Damaged battery case Slipping drive belts

Adjust belt tension. Replace belts, if necessary.

Electrical circuits energized with engine off.

Turn off all switches when engine shutdown.

High resistance in circuit.

Check and clean all terminals and grounds.

Defective wiring.

Replace.

Faulty alternator

Check and adjust regulator. Check and tighten mounting. Check pulley alignment. Check for grounded field circuit. Replace alternator.

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Possible Cause

Solution

Starter Motor Armature does not rotate or rotates too slowly.

Battery discharged.

Recharge battery.

Battery defective.

Have battery checked (or replaced) by maintenance personnel.

Battery terminals loose or corroded.

Tighten terminals, clean, and put acidresisting protective grease on terminals and poles.

Starting motor terminals or carbon brushes grounded (short circuit).

Trace defective spot and repair.

Carbon brushes have no contact with commutator or are jammed in the brush holders.

Check, clean, or renew brushes. Clean brush holder.

Brushes worn, broken, fouled by dirt or oil. Starting switch defective (burnt or loose connections).

Replace starting switch.

Solenoid switch in starting motor defective.

Repair or replace solenoid switch.

Excessive voltage drop in circuit.

Check wiring, clean, and tighten connections. Replace any broken cables or wires.

Pinion fails to mesh when armature rotates.

Pinion fouled with dirt.

Clean.

Pinion or rim gear teeth damaged, burred.

Remove burr by filing.

Starting motor functions properly until pinion meshes, then stops.

Battery insufficiently charged.

Charge battery.

Insufficient brush pressure.

Check brushes, springs, and holders.

Solenoid switch in starting motor defective.

Repair or replace solenoid switch.

Excessive voltage drop in starting circuit.

Check wiring and connections.

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Troubleshooting


Possible Cause

Solution

Starting switch fails to cut out.

Solenoid switches damaged. Disconnect starter cable immediately at battery or at the starting motor. Replace defective switch, or have switch or starting motor repaired.

Pinion or flywheel gear badly fouled or damaged.

Return spring broken or tired.

Clean thoroughly. Remove burr from tooth edges by filing. Have starting motor repaired.

Over-charged battery.

Charge too high.

Check and adjust or replace regulator.

Incorrect pulley used on generator

Replace with pulley of correct size.

Battery uses an excessive amount of water.

Battery over-charged.

See above.

Rapid burn-out of light bulbs.

Battery over-charged.

See above.

Low or intermittent gen- Dirty or worn generator erator output. commutator.

Lights dim.

One (1) electrical gauge not operating.

Clean or repair commutator or replace armature.

Brush(es) sticking.

Clean brush holders thoroughly. Replace brushes if necessary.

Weak brush springs.

Replace springs.

Slipping drive belt.

Adjust drive belt.

Malfunctioning regulator

Adjust or replace regulator.

Batteries low.

Charge batteries.

Poor ground.

Provide a clean, tight ground.

Loose connections.

Tighten all connections.

Bad connection at gauge, connector plug or sender.

Make a positive connection.

Sender defective.

Replace.

Gauge defective.

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Possible Cause

Solution

Ignition "ON" - no gauges or lights working.

Dead battery.

Recharge or replace battery.

Loose connection from battery to dash panel.

Tighten connection.

Broken wire between battery and dash panel.

Repair or replace wire.

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Section 11 Appendix

Appendix

Service Manual

Specifications

HST-1A

Operating Weight

kg

lbs

Empty Loaded

5,060 6,420

11,150 14,150

Capacity

kg

lbs

Tramming Capacity Breakout Force, Digging Breakout Force, Hydraulic

1,360 3,160 3,820

3,000 6,960 8,430

Operating Times

seconds

Boom Raising Time Boom Lowering Time Bucket Dump Time Bucket Return Time Steering Time

4.3 3.6 2.5 3.8 3.4

Speed (Loaded)

km/hr

mph

0 - 12

0 - 7.5

Steering and Oscillation

degrees

Turning Angle Rear Axle Oscillation

42.5 10

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Operating Pressure (Steering) Filtration

11000

1600

12400

1800

Tires 9R20 Radial

Wagner Scooptrams

25 mic

Pressure kPa psi 400 - 450

60 - 65

Engines

232

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Appendix

Oil capacity with filter change: F4L-912FW

12 liters / (3.2 gallons)

Type of oil

See specification tables Fuel Tank

Capacity

68 liters / (18 gallons)

Type of Fuel

See specification tables Cooling System

System capacity Type of fluid

See specification tables Transmission

Oil refill capacity with filter change: PV21-2023


Type of oil

See specification tables Axles

Axle Differential capacity (each): 12D0636 Planetary ends (each): Type of oil

See specification tables Hydraulic Reservoir

Reservoir capacity


Type of oil

See specification tables

Alternate oil

See specification tables Grease Fittings

Type of grease

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ST-2D Operating Weight

kg

lbs

Empty Loaded

11,540 15,170

25,440 33,440

Capacity

kg

lbs


3,630 5,760 9,310

8,000 12,700 20,530

Operating Times

seconds

Boom Raising Time Boom Lowering Time Bucket Dump Time Bucket Return Time Steering Time (High Idle)

3.7 2.0 4.0 4.0 6.0

Speed (Loaded)

km/hr

mph

1st Gear 2nd Gear 3rd Gear 4th Gear

3 - 3.4 6.5 10.9 - 14 16.4 - 18.2

1.9 - 2.1 4.0 6.8 - 8.7 10.2 - 11.3


degrees


40.5 8

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Valve Main Relief Port Reliefs Operating Pressure (Steering) Valve Main Relief Port Relief Valves Filtration

11000

1650

11000

1650

20700

3000

12400

1900

12400

1900

15200

2200

234

25 mic

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Brake System

kPa

psi

Service Brake Pressure (SAHR) Service Brake Pressure (LCB) Charge Valve Kick In Charge Valve Kick Out Accumulator Precharge Wheel End Emergency Brakes

10000 - 10700

1450 - 1550

6500 - 7200

1450 - 1550

10700 - 11400

1550 - 1650

13400 - 14100

1950 - 2050

7900 - 8500

1150 - 1250

3450

500

Appendix

Pressure kPa psi

Tires 12R24 Radial 12x24 16 ply 12x24 20 ply

590 520 520

85 75 75

Engine Oil capacity with filter change: F6L-912FW

14.5 liters / (3.8 gallons)

F5L-413FRW

liters / ( gallons)

F6L-413FW Type of oil

16.5 liters / (4.4 gallons) See specification tables Fuel Tank

Capacity Type of Fuel

148 liters / (39 gallons) See specification tables

Cooling System System capacity Type of fluid


Oil refill capacity with filter change:

5566071301

R18341


R28421 / R28480 Type of oil

13.2 liters / (3.5 gallons) See specification tables

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Converter Oil refill capacity: C271 / C272 Type of oil

5.7 liters / (1.5 gallons) See specification tables Axles

Axle Differential capacity (each): 15D1841 Planetary ends (each) Type of oil

12.3 liters / (3.3 gallons) 6.2 liters / (1.6 gallons) See specification tables Hydraulic Reservoir

Reservoir capacity Type of oil Alternate oil

144 liters / (38 gallons) See specification tables See specification tables Grease Fittings

Type of grease


Stability Test conditions:

Vehicle fully loaded, boom down, bucket rolled back

Applied Standards:

89/392/EEC

Maximum safe side slope for operation:

10°

Noise Level Test conditions: Applied Standards:

89/392/EEC

Ambient noise of test area:

db

Vehicle noise at operator ’s ear:

236

Low Idle

db

High Idle

db

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Appendix

Test conditions: Stall

db

Maximum Speed, Pumps running

db

Vehicle noise at ten feet from cylinder head: Low Idle

db

High Idle

db

Stall

db

Maximum Speed, pumps running

db

Vibration Level Test conditions: Applied Standards:

ISO 2631/1, SAE J1013

Test results:

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ST-3.5 Operating Weight

kg

lbs

Empty Loaded

16,930 22,930

37,330 50,500

Capacity

kg

lbs


6,000 7,950 9,960

13,200 17,520 21,950

Operating Times

seconds


4.7 5.0 3.6 3.3 6

Speed (Loaded)

km/hr

mph

1st Gear 2nd Gear 3rd Gear

4.3 - 4.8 9.2 - 10 17.2 - 18.8

2.7 - 3 5.7 - 6.2 10.7 - 11.7


degrees


42.5 7

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Valve Main Relief Port Reliefs Operating Pressure (Steering) Valve Main Relief Port Reliefs Filtration

13800

2000

13800

2000

15900

2300

15900

2300

15900

2300

19300

2800

238

25 mic

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Brake System

kPa

psi


10000 - 10700

1450 - 1550

6500 - 7200

950 - 1050

10700 - 11400

1550 - 1650

13400 - 14100

1950 - 2050

7900 - 8500

1150 - 1250

3450

500

Appendix

Pressure kPa psi

Tires 14x24 20 ply 17.5x25 20 ply 17.5x25 24 ply 17.5R25 Radial

590 480 480 550

85 70 70 80



F8L-413FW


4-71TI


Type of oil


Capacity (Deutz)


Capacity (Detroit)


Type of Fuel




Oil refill capacity with filter change:

5566071301

R28364 / R28366 / R28391


R32425 / R32427

18.9 liters / (5 gallons)

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Type of oil

Wagner Scooptrams

See specification tables Converter

Oil refill capacity: C272 / C273


Type of oil


Front & Rear Axle Differential capacity (each): 16D2149


406


Planetary ends

6.2 liters / (1.6 gallons) 3.7 liters / (1 gallon)

Type of oil


Reservoir capacity


Type of oil


Alternate oil


Type of grease




Applied Standards:

89/392/EEC


10°

Noise Level Test conditions:

Showers / wind <5 mph / temperature 23° C

Applied Standards:

89/392/EEC


64 db

Vehicle noise at operator ’s ear: Low Idle

240

79 - 80.5 db

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Test conditions:

Showers / wind <5 mph / temperature 23° C

High Idle

97.5 - 98.5 db

Stall

98.5 db

Maximum Speed, Pumps running

99 db

Appendix


81 - 82 db

High Idle

100 - 101 db

Stall

101 - 102 db


99 - 100.5 db


ISO 2631/1, SAE J1013

Test results:

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ST-6C Operating Weight

kg

lbs

Empty Loaded

23,700 33,225

52,300 63,300

Capacity

kg

lbs


9,525 14,500 20,750

21,000 32,000 45,750

Operating Times

seconds


6 8 8.7 7.1 6

Speed (Loaded)

km/hr

mph


5 - 5.5 9.2 - 10.1

3.1 - 3.4 5.7 - 6.3 9.8 - 10.5 16 -17.5


degrees


42-R / 41-L 10

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Main Relief Valve Port Reliefs Operating Pressure (Steering) Main Relief Valve Port Reliefs Filtration

13800

2000

13800

2000

15800

2300

15800

2300

15800

2300

19300

2800

242

15.8 -16.9

25.7-28.2

25 mic

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Brake System

kPa

psi


10000 -10700

1450 -1550

6500 - 7200

950 - 1050

10700 -11400

1550 -1650

13400- 14100

1950 -2050

7900- 8500

1150 -1250

3450

500

Appendix

Pressure kPa psi

Tires 18x25 24 ply 20.5R25 Radial

550 590

80 85



3306T


Series 50-250


Type of oil


Capacity


Type of Fuel




Oil refill capacity with filter change: R32425 / R32464


Type of oil

See specification tables Converter

Oil refill capacity: C5402 / C8402 / C8502

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Service Manual

Type of oil

Wagner Scooptrams


Axle Differential capacity (each): 19D2748 and/or 483


457


Planetary ends (each):

4.7 liters / (1.2 gallons) 5 liters / (1.3 gallons) 4.7 liters / (1.2 gallons)

Type of oil


Reservoir capacity


Type of oil


Alternate oil


Type of grease




Applied Standards:

89/392/EEC


10°


89/392/EEC


db


db

High Idle

db

Stall

db


db

244

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Appendix

Test conditions: Vehicle noise at ten feet from cylinder head: Low Idle

db

High Idle

db

Stall

db


db

Vibration Level Test conditions:

Third gear, full throttle, Atlas Copco Wagner test track facilities, Portland, OR, USA.

Applied Standards:

ISO 2631/1, SAE J1013

Test results:

Frequency analysis of the measured vibration showed maximum vibration level of 0.55 m/s 2. (Slightly above the 8-hour fatigue-decreased proficiency boundary limit.)

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ST-7.5Z Operating Weight

kg

lbs

Empty Loaded

36,500 48,750

80,500 107,500

Capacity

kg

lbs


12,250 36,260

27,000 79,900

Operating Times

seconds


9 6 2.3 2.9 6

Speed (Loaded)

km/hr

mph


4.2 - 5.5 7.2 - 9.3 12.6 - 15.6 20.8 - 26.2

2.6 - 3.4 4.5 - 5.8 7.8 - 9.7 12.9 - 16.3


degrees


41 9

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Main Relief Valve Port Reliefs Operating Pressure (Steering) Main Relief Valve Port Reliefs Filtration

15900

2300

15900

2300

17200

2500

17200

2500

17200

2500

20700

3000

246

7.5 mic

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Brake System

kPa

psi

Service Brake Pressure (SAHR) Service Brake Pressure (LCB) Charge Valve Kick In Charge Valve Kick Out Accumulator Precharge

10000 - 10700

1450 - 1550

6500 - 7 200

950 - 1050

10700 - 11400

1550 - 1650

13400 - 14100

1950 - 2050

7900 - 8500

1150 - 1250

Appendix

Pressure kPa psi

Tires 26.5x25 32 ply 26.5R25 Radial

550 620

80 90

Engine Oil capacity with filter change: Series 60-300 Type of oil

37.8 liters / (10 gallons) See specification tables Fuel Tank





Oil refill capacity with filter change: 5422


T345P44 Type of oil

20 liters / (5.3 gallons) See specification tables Converter



E3611AAA

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Type of oil

Wagner Scooptrams


Axle Differential capacity (each): 508 Planetary ends Type of oil

35 liters / (9.2gallons) 8 liters / (2 gallons) See specification tables Hydraulic Reservoir



Type of grease




Applied Standards:

89/392/EEC


10°


Cloudy / wind 5 mph / temperature 13° C

Applied Standards:

89/392/EEC


59 db


68.5 - 70 db

High Idle

79.5 - 82 db

Stall

82.5 db


80.5 - 81.5 db

Vehicle noise at ten feet from cylinder head (L/R): Low Idle

248

85.5 - 87.5 db

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Test conditions:

Cloudy / wind 5 mph / temperature 13° C

High Idle

100 - 102.5 db

Stall

101 db


100 - 102 db

Appendix


ISO 2631/1, SAE J1013

Test results:

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Service Manual

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ST-8B Operating Weight

kg

lbs

Empty Loaded

36,750 50,350

81,000 111,000

Capacity

kg

lbs


13,600 22,370

30,000 49,300

Operating Times

seconds


7 8 7.5 7.5 6

Speed (Loaded)

km/hr

mph


4.7-5.3 8-9 13.4-15 22.4-24.6

2.9 - 3.3 5 - 5.6 8.3 - 9.3 13.9 - 15.3


degrees


42.5 9

Hydraulic System Operating Pressure (Dump/Hoist) Main Relief Valve Port Reliefs Operating Pressure (Steering) Main Relief Valve Port Reliefs Filtration

kPa

psi

13800

2000

13800

2000

17200

2300

17200

2300

250

25 mic

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Appendix

Brake System

kPa

psi

Service Brake Pressure (SAHR) Service Brake Pressure (LCB) Charge Valve Kick In Charge Valve Kick Out Accumulator Precharge

10000 - 10700

1450 - 1550

6500 - 7200

950 - 1050

10700 - 11400

1550 - 1650

13400 - 14100

1950 - 2050

7900 - 8500

1150 - 1250

Pressure kPa psi

Tires 26.5x25 26 ply 26.5x25 32 ply 26.5R25 Radial

410 550 620

65 80 90



Series 60-325 Type of oil

37.8 liters / (10 gallons) See specification tables Fuel Tank





Oil refill capacity with filter change: 5422 Type of oil

26.5 liters / (7 gallons) See specification tables Converter


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Type of oil

Wagner Scooptrams


Axle Differential capacity (each): 21D3960


508 Planetary ends (each):

35 liters / (9.2 gallons) 9.5 liters / (2.5 gallons)

Type of oil

8 liters / (2 gallons) See specification tables Hydraulic Reservoir



Type of grease




Applied Standards:

89/392/EEC


10°


Sunny / wind 5 mph / temperature 15° C

Applied Standards:

89/392/EEC


58 db


83 - 85.4 db

High Idle

96.8 - 98.6 db

Stall

96.8 - 100.2 db


96.8 - 98.6 db

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Test conditions:

Service Manual

Appendix

Sunny / wind 5 mph / temperature 15° C


85 - 86 db

High Idle

99.5 - 100 db

Stall

100.5 - 102 db


99.5 - 100 db


ISO 2631/1, SAE J1013

Test results:

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ST-15Z Operating Weight

kg

lbs

Empty Loaded

61,130 81,540

148,000 193,000

Capacity

kg

lbs


20,410 74,550

45,000 164,000

Operating Times

seconds


10.5 7.6 2.3

Speed (Loaded)

km/hr

mph


4.8 8.4 14 22.5

3 5.2 8.7 14


degrees


42.5 10

Hydraulic System

kPa

psi

Operating Pressure (Dump/Hoist) Operating Pressure (Steering) Filtration

18600

2700

18600

2700

Brake System

kPa

psi

Service Brake Pressure (SAHR) Service Brake Pressure (LCB) Charge Valve Kick In

12600

1830

6500 - 7200

950 - 1050

10700 - 11400

1550 - 1650

254

6.5

25 mic

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Brake System

kPa

psi

Charge Valve Kick Out Accumulator Precharge

13400 - 14100

1950 - 2050

7900 - 8500

1150 - 1250

Appendix

Pressure kPa psi

Tires 33.25x35 44 ply

660

95

Engine Oil capacity with filter change: Series 60-475


3406C ATAAC Type of oil

34 liters / (9 gallons) See specification tables Fuel Tank




57 liters (15 gallons) See specification tables Transmission

Oil refill capacity with filter change: C8420 Type of oil

41.6 liters / (11 gallons) See specification tables Converter

Oil refill capacity: 8602 Type of oil

13.2 liters / (3.5 gallons) See specification tables Axles

Axle Differential capacities (each): 595

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Service Manual

Planetary ends (each) Type of oil

Wagner Scooptrams

24 liters / (6.3 gallons) See specification tables Hydraulic Reservoir



Type of grease




Applied Standards:

89/392/EEC


10°


89/392/EEC


db


db

High Idle

db

Stall

db


db

Vehicle noise at ten feet from cylinder head:

256

Low Idle

db

High Idle

db

Stall

db

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Appendix

Test conditions: Maximum Speed, Pumps running

db


ISO 2631/1, SAE J1013

Test results:

Maximum Allowable Back Pressure Engine

In. H 2O

MM Hg

RPM

Load

F4L-912W

29.5

55.0

Full throttle

Full

F6L-912W

“

“

“

“

F5L-413FRW

“

“

“

“

F6L-413FW

“

“

“

“

F8L-413FW

“

“

“

“

F10L-413FW

“

“

“

“

F12L-413FW

“

“

“

“

3306NA

34.0

63.5

“

“

3406TA

27.0

50.4

“

“

4-71 TI

40.8

76.2

2100

“

Series 50 - 250

“

“

“

“

Series 60 - 300

“

“

“

“

Series 60 - 325

“

“

“

“

Series 60 - 475

“

“

“

“

Deutz

Caterpillar

Detroit Diesel

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Bucket Stop Angles (Bucket Dump Angle +/- 3 °) HST-1A

37°

ST-2D ST-3.5 ST-6C ST-7.5Z ST-8B ST-15Z

40° 45° 42° 40° 42° 42°

Wagner Scooptrams

HST-1A

51 7/8 in.

ST-8B ST-15Z

108 in. 119 3/4 in.

Boom Stops (Lift Cylinder Lengths) HST-1A

30 7/8 in.a

ST-2D ST-3.5 ST-6C ST-7.5Z ST-8B ST-15Z

8 3/4 in. b 37 1/8 in.a 42 7/8 in. 59 3/4 in. c 1/2 in. 72 1/4 in.

a. Length not measurable. Fully retract lift cylinder, then extend 3/8 inch. b. Measure distance between pin centerline and front wheel centerline. c. Allowable gap between boom and stop on one side, with other side flush on stop.

Steering Stops (Wheel to Wheel Centerline Distance) HST-1A

51 7/8 in.

ST-2D ST-3.5 ST-6C (RockTorque) ST-6C (Clark)

73 1/4 in. 80 1/4 in. R-92 in. / L-93.1 in. R-91.3 in. / L-92.4 in. R-92 in. / L-95 in. R-94.5 in. / L-95 in.

ST-6C (Russian) ST-7.5Z

258

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Appendix

Pressure Settings HST-1A Steering System Main Relief

1800 PSI

Cushion Valve

2200 PSI

Priority Valve (Monostick Steering Only)

3.4 seconds

Dump & Hoist System Main Relief

1600 PSI

Port Reliefs

2500 PSI

Service Brake System (Optional) System Pressure

1050 PSI

Other Pressure Settings And Adjustments Hydrostatic Motor Relief

5000 PSI

Hydrostatic Pump Compensator

4000 PSI

Boom Lower Speed Setting (optional)

6 seconds

Service Brake System (Wet Disc) System Pressure

1000 PSI


1200 PSI

Charge Valve Kick-In

1600 PSI

Charge Valve Kick-Out

2000 PSI

Wheel End Emergency Brakes

1000 PSI

Service Brake System (SAHR) System Pressure

1500 PSI


1200 PSI

Charge Valve Kick-In

1600 PSI

Charge Valve Kick-Out

2000 PSI

5566071301

07-96

259

Appendix

Service Manual

Wagner Scooptrams

Engines Model

Rating Torque Cyl (Kw/hp) (Nm /ft-lb)

Disp (l/cu-in)

Air Flow (m -min/CFM)

Fuel Usage (l-hr/gal-hr)

Vehicle

3

Deutz F4L-912W

40 / 55

183 / 135

4

3.8 / 232

142 / 5000

14 / 3.7

HST-1A

F6L-912W

61 / 82

275 / 203

6

5.6 / 342

212 / 7500

12.7 / 3.4

ST-2D

F5L413FRW

85 / 116

406 / 299

5

8 / 488

283 / 10000

F6L413FW

104 / 139

F8L413FW

136 / 188

617 / 455

8

F10L413FW

172 / 231

774 / 571

10

F12L413FW

207 / 277

975 / 719

6

ST-2D

340 / 12000

33.7 / 8.9

ST-2D ST-3.5

12.8 / 781

453 /16000

44 / 11.6

ST-3.5

15.9 / 970

566 /20000

33 / 8.7

ST-6C

12 19.1 / 1168

680 /24000

33 / 8.7

ST-8B

Detroit Diesel 4-71 TI

143 / 180

692 / 510

4

4.7 / 287

736 / 26000

40 / 10.6

ST-3.5

Series 50 - 187 / 250 250

848 / 625

4

8.5 / 519

821 / 29000

47.9 / 12.7

ST-6C

Series 60 - 224 / 300 1424 / 1050 300

6

11.1 / 677

907 / 32000

58.8 / 15.5

ST-7.5Z

Series 60 - 242 / 325 1695 / 1250 325

6

11.1 / 677

991 / 35000

63.7 / 16.8

ST-8B

Series 60 - 354 / 475 2101 / 1550 475

6

12.7 / 775

1444 / 51000

88.7 / 23.4

ST-15Z

Caterpillar 3306 T

205 / 275

875 / 645

6

10.5 / 638

18.4 / 650

57.5 / 15.2

ST-6C

3406 ATAAC

280 / 375 1272 / 938

6

14.6 / 893

28.5 / 1006

81.8 / 21.6

ST-15Z

260

07-96

5566071301

Wagner Scooptrams

Service Manual

Appendix

Transmissions Oil Model

Speeds

Temperature (0C/ 0F)

Clark 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 16.5 -19.3 / 240 - 280 82 - 93 /180 -200

Series 5000 Series 8000 Series 18000 Series 28000 Series 32000 PV21-2023

Pressure (bar/psi)

Variable

16.5 -20.7 / 240 -300 82 - 93 /180 -200 Sundstrand 11 - 14.5 / 160 - 210

Capacity

Vehicle

(ltr/gal

26.5 / 7 41.6 / 11 17.4 / 4.6 13.2 / 3.5 18.9 / 5

ST-7.5Z, ST-8B ST-15Z ST-2D ST-2D, ST-3.5, ST-6C ST-3.5, ST-6C

57 / 15

HST-1A

20 / 5.3

ST-7.5Z

Caterpillar T345P44

Converters Oil Model

C271 C272 C272.1 C273 C273T C273.1 C5402 C8402 C8502 C8602

Pressure (bar/psi)

3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70 3.8 - 4.8 / 55-70

Temperature (0C/ 0F)

82 - 93 82 - 93 82 - 93 82 - 93 82 - 93 82 - 93 82 - 93 82 - 93 82 - 93 82 - 93

Clark / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 / 180 - 200 Caterpillar

E3611AAA

5566071301

Capacity

Vehicle

(ltr/gal)

5.7 / 1.5 5.7 / 1.5 5.7 / 1.5 5.7 / 1.5 5.7 / 1.5 5.7 / 1.5 13.2 / 3.5 13.2 / 3.5 13.2 / 3.5 13.2 / 3.5

ST-2D ST-2D, ST-3.5 ST-3.5 ST-3.5 ST-3.5 ST-3.5 ST-6C ST-6C ST-7.5Z, ST-6C , ST-8B ST-7.5Z, ST-8B, ST-15Z ST-7.5Z

07-96

261

Appendix

Service Manual

Wagner Scooptrams

Axles Model

Oil Capacity Differential

Planetaries

Options

Vehicle

HST-1A ST-2D ST-3.5 ST-6C,

Clark 12D0636 15D1841 16D2149 (410) 19D2748 (483) 21D3960 406 457 483 (19D2748) 508 595 PRC1314

262

12.3ltr / 3.3gal 16ltr / 4.3gal

6.2ltr / 1.6gal 6.2ltr / 1.6gal

No-Spin No-Spin, LCB, SAHR No-Spin, LCB, SAHR

34.5ltr / 9gal

4.7ltr / 1.3gal

No-Spin, LCB, SAHR

42.6ltr / 11.3gal 9.5ltr / 2.5gal L-Slip, No-Spin, LCB, SAHR Rock Torque 18ltr / 4.8gal 3.7ltr / 1gal No-Spin, SAHR 28ltr / 7.4gal 5ltr / 1.3gal No-Spin, SAHR 34.5ltr / 9gal 4.7ltr / 1.3gal No-Spin, SAHR 35ltr / 9.2gal 74ltr / 19.5gal 20.5 ltr/5.4 gal

8ltr / 2gal L-Slip, No-Spin, SAHR 24ltr / 6.3gal No-Spin, SAHR Rockwell 8.5 ltr/2.2 gal No-Spin, LCB, SAHR

07-96

ST-8B ST-3.5 ST-6C ST-6C ST-8B, ST-7.5Z ST-15Z ST-3.5

5566071301

Wagner Scooptrams

Service Manual

Appendix

Tires Vehicle Size Manufacturer HST-1A, EHST-1A 9.00R20 Michelin ST-2D, EST-2D (std) 12.00x24-16 Toyo ST-2D -20 Toyo ST-2D, EST-2D -16 Goodyear ST-2D Goodyear EST-2D -20 Goodyear ST-2D, EST-2D -16 ST-2D, EST-2D -16 EST-2D -16 EST-2D -20 ST-2D, EST-2D 12.00R24 ST-3.5, EST-3.5 14.00x24 ST-3.5, EST-3.5 -20 ST-3.5, EST-3.5 -20 ST-3.5, EST-3.5 (std) 17.50x25-20 ST-3.5, EST-3.5 -20 ST-3.5, EST-3.5 -20 ST-3.5, EST-3.5 -24 ST-3.5, EST-3.5

Bridgestone Bridgestone United United Michelin Michelin Toyo Bridgestone Toyo Toyo Toyo Toyo Toyo

ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 ST-3.5, EST-3.5 17.50R25 ST-6C, EST-6C(std) 18.00x25-24 ST-6C, EST-6C -24 ST-6C -24 ST-6C, EST-6C -24 ST-6C -24 ST-6C -24 ST-6C ST-6C 20.50x25 ST-7.5Z, ST-8B, EST- 26.50x25-32 8B (std)

Bridgestone Bridgestone Goodyear Goodyear Firestone Michelin Michelin Michelin Toyo Toyo Bridgestone Bridgestone Bridgestone Goodyear Michelin Michelin Toyo

5566071301

07-96

Type X-Mine D2 S25, TT S25, TT SXT, SMO J, G-188 SXT, SMO (foam filled) MLS STMS SXMH Sooper Scooper X-Mine D2 XKA, TT TT TT TL G55, TL TT G55, TT Topy (foam filled) STMS, TT STMS, TL SMO, TL (foam filled) TL X-Mine, TL (foam filled) X-Mine, TT S25, TL TT TT TL Foam Core SMO, TL X-Mine D2 X-Mine D2 S25, TL

Rating L-5 L-5S L-5S

Pressure

L-5 L-5S L-5 L-5 L-5 L-3 L-5S L-5S L-5S L-5S L-5S L-5S L-5S L-5S L-5S

L-5S

L-5S

L-5S

263

Appendix

Service Manual

Vehicle ST-7.5Z, ST-8B, EST8B ST-7.5Z, ST-8B, EST8B ST-7.5Z, ST-8B, EST8B ST-8B ST-8B, EST-8B ST-7.5Z, ST-8B, EST8B ST-15Z

Size

Wagner Scooptrams

Manufacturer -32 Toyo

Type S25, TT

Rating L-5S

-32

Bridgestone

S25, TT

-32

Bridgestone

STMS, D2A, TL

-26 26.50R25

Goodyear Michelin Michelin

DL5C, TL XKA, TL X-Mine

L-5

33.25x35

American OTR

TL, Plain Tread

L-5S

Pressure

Electrical System Vehicle HST-1A ST-2D

Delco Delco

ST-3.5

Delco

ST-6C

Niehoff Delco

ST-7.5Z ST-8B

Delco Delco

ST-15Z

264

Manufacturer

Prestolite Delco Niehoff

Model Alternators 25-SI 20-SI 25-SI 30-SI 26-SI 30-SI 30-SI 26-SI 30-SI 30-SI 30-SI 26-SI 30-SI/TR 8SC3009ZA 30-SI A1 603

07-96

Voltage/ Amperage 12v / 60amp 12v / 60amp 24v / 80amp 12v / 105amp 24v / 24v / 75amp 12v / 24v / 80amp 24v / 80amp 12-24v / 90amp 24v / 80amp 24v / 80amp 24v / 75amp 24v / 80amp 12-24v / 105amp 24v / 175amp 24v / 80amp 24v / 120amp

Notes std std

std

std std water resistant

5566071301

Wagner Scooptrams

Service Manual

Appendix

Batteries Vehicle HST-1A ST-2D

Manufacturer Empire

ST-3.5 ST-6C ST-7.5Z HST-1A ST-2D

ST-3.5 ST-6C ST-7.5Z ST-8B ST-15Z

5566071301

Empire

Model 4D 4D 30 31 31H 31H 4D 8D 4D 4D 4D 30 31 31H 31H 4D 8D 4D 4D 8D 4D

07-96

Amp-Hours 170 ~ 190 170 ~ 190 90 ~ 100 105 ~ 115 105 ~ 115 115 170 ~ 190 205 ~ 225 170 ~ 190 170 ~ 190 170 ~ 190 90 ~ 100 105 ~ 115 105 ~ 115 115 170 ~ 190 205 ~ 225 170 ~ 190 170 ~ 190 205 ~ 225 170 ~ 190

Notes std std

std std std std std

std std std std

265

Appendix

Service Manual

Recommended Torques SAE (U.S.) 1

266

1. “Lubricated” fasteners include lubricants, lubrizing, plating and hardened washers.

SAE GRADE 8

SAE GRADE 5 Assembly Torque

Bolt Size

Wagner Scooptrams

Assembly Torque

4-40

DRY R=.200 8 in-lbs

LUBE R=.150 6 in-lbs

C-670 R=.060 2.5 in-lbs

DRY R=.200 12 in-lbs

LUBE R=.150 9 in-lbs

C-670 R=.060 3.5 in-lbs

4-48

9 in-lbs

7 in-lbs

3 in-lbs

13 in-lbs

10 in-lbs

4 in-lbs

6-32

16 in-lbs

12 in-lbs

5 in-lbs

23 in-lbs

17 in-lbs

7 in-lbs

6-40

18 in-lbs

13 in-lbs

6 in-lbs

25 in-lbs

19 in-lbs

8 in-lbs

8-32

30 in-lbs

22 in-lbs

8 in-lbs

41 in-lbs

31 in-lbs

12 in-lbs

8-36

31 in-lbs

23 in-lbs

10 in-lbs

43 in-lbs

32 in-lbs

14 in-lbs

10-24

43 in-lbs

32 in-lbs

12 in-lbs

60 in-lbs

45 in-lbs

18 in-lbs

10-32

49 in-lbs

36 in-lbs

14 in-lbs

68 in-lbs

51 in-lbs

20 in-lbs

1/4-20

8 ft-lbs

75 in-lbs

2.5 ft-lbs

12 ft-lbs

9 ft-lbs

3.5 ft-lbs

1/4-28

10 ft-lbs

86 in-lbs

3 ft-lbs

14 ft-lbs

l0 ft-lbs

4 ft-lbs

5/16-18

17 ft-lbs

13 ft-lbs

5 ft-lbs

25 ft-lbs

18 ft-lbs

6 ft-lbs

5/16-24

19 ft-lbs

14 ft-lbs

7 ft-lbs

25 ft-lbs

20 ft-lbs

8 ft-lbs

3/8-16

30 ft-lbs

23 ft-lbs

10 ft-lbs

45 ft-lbs

35 ft-lbs

14 ft-lbs

3/8-24

35 ft-lbs

25 ft-lbs

10 ft-lbs

50 ft-lbs

35 ft-lbs

14 ft-lbs

7/16-14

50 ft-lbs

35 ft-lbs

16 ft-lbs

70 ft-lbs

55 ft-lbs

22 ft-lbs

7/16-20

55 ft-lbs

40 ft-lbs

18 ft-lbs

80 ft-lbs

60 ft-lbs

24 ft-lbs

1/2-13

75 ft-lbs

55 ft-lbs

22 ft-lbs

110 ft-lbs

80 ft-lbs

32 ft-lbs

1/2-20

90 ft-lbs

65 ft-lbs

28 ft-lbs

120 ft-lbs

90 ft-lbs

36 ft-lbs

9/16-12

110 ft-lbs

80 ft-lbs

34 ft-lbs

150 ft-lbs

110 ft-lbs

46 ft-lbs

9/16-18

120 ft-lbs

90 ft-lbs

38 ft-lbs

170 ft-lbs

130 ft-lbs

52 ft-lbs

5/8-11

150 ft-lbs

110 ft-lbs

45 ft-lbs

220 ft-lbs

170 ft-lbs

64 ft-lbs

5/8-18

180 ft-lbs

130 ft-lbs

55 ft-lbs

240 ft-lbs

180 ft-lbs

72 ft-lbs

3/4-10

260 ft-lbs

200 ft-lbs

80 ft-lbs

380 ft-lbs

280 ft-lbs

112 ft-lbs

3/4-16

300 ft-lbs

220 ft-lbs

90 ft-lbs

420 ft-lbs

320 ft-lbs

126 ft-lbs

7/8-9

400 ft-lbs

300 ft-lbs

118 ft-lbs

600 ft-lbs

460 ft-lbs

182 ft-lbs

7/8-14

440 ft-lbs

320 ft-lbs

130 ft-lbs

660 ft-lbs

500 ft-lbs

200 ft-lbs

1-8

580 ft-lbs

440 ft-lbs

175 ft-lbs

900 ft-lbs

680 ft-lbs

270 ft-lbs

1-12

640 ft-lbs

480 ft-lbs

195 ft-lbs

1000 ft-lbs

740 ft-lbs

300 ft-lbs

1 1/8-7

800 ft-lbs

600 ft-lbs

240 ft-lbs

1280 ft-lbs

960 ft-lbs

390 ft-lbs

1 1/8-12

880 ft-lbs

660 ft-lbs

265 ft-lbs

1440 ft-lbs

1080 ft-lbs

430 ft-lbs

1 1/4-7

1120 ft-lbs

840 ft-lbs

340 ft-lbs

1820 ft-lbs

1360 ft-lbs

550 ft-lbs

1 1/4-12

1240 ft-lbs

920 ft-lbs

370 ft-lbs

2000 ft-lbs

1500 ft-lbs

600 ft-lbs

1 3/8

1460 ft-lbs

1100 ft-lbs

440 ft-lbs

2380 ft-lbs

1780 ft-lbs

715 ft-lbs

1 3/8-12

1680 ft-lbs

1260 ft-lbs

500 ft-lbs

2720 ft-lbs

2040 ft-lbs

815 ft-lbs

1 1/2-6

1940 ft-lbs

1460 ft-lbs

585 ft-lbs

3160 ft-lbs

2360 ft-lbs

950 ft-lbs

1 1/2-12

2200 ft-lbs

1640 ft-lbs

655 ft-lbs

3560 ft-lbs

2660 ft-lbs

1065 ft-lbs

07-96

5566071301

Wagner Scooptrams

Service Manual

Recommended Torques SAE (Metric) 1

Bolt Size

1. “Lubricated” fasteners include lubricants, lubrizing, plating and hardened washers.



DRY R=.200 .90 N-m

LUBE R=.150 .70 N-m

C-670 R=.060 .30 N-m

DRY R=.200 1.4 N-m

LUBE R=.150 1 N-m

C-670 R=.060 .40 N-m

1 N-m

.80 N-m

.30 N-m

1.5 N-m

1.1 N-m

.45 N-m

1.8 N-m

1.4 N-m

.60 N-m

2.6 N-m

1.9 N-m

.80 N-m

2 N-m

1.5 N-m

.70 N-m

2.8 N-m

2.1 N-m

.90 N-m

3.4 N-m

2.5 N-m

.90 N-m

4.6 N-m

3.5 N-m

1.4 N-m

3.5 N-m

2.6 N-m

1.1 N-m

4.9 N-m

3.6 N-m

1.6 N-m

4.9 N-m

3.6 N-m

1.4 N-m

6.8 N-m

5 N-m

2 N-m

5.5 N-m 10.8 N-m

4 N-m

1.6 N-m

7.7 N-m

5.8 N-m

2.3 N-m

8.5 N-m

3.9 N-m

16.3 N-m

12.2 N-m

4.7 N-m

1/4-28 5/16-18

13.6 N-m

9.7 N-m

4 N-m

19 N-m

13.6 N-m

5.4 N-m

23 N-m

17.6 N-m

6.8 N-m

33.9 N-m

24.4 N-m

8.1 N-m

5/16-24 3/8-16 3/8-24 7/16-14

25.8 N-m

19 N-m

9.5 N-m

33.9 N-m

27.1 N-m

10.8 N-m

40.7 N-m

31.2 N-m

13.6 N-m

61 N-m

47.5 N-m

19 N-m

47.5 N-m

34 N-m

13.6 N-m

67.8 N-m

47.5 N-m

19 N-m

67.8 N-m

47.5 N-m

21.7 N-m

94.9 N-m

74.6 N-m

29.8 N-m

7/16-20

74.6 N-m

54.2 N-m

24.4 N-m

108.5 N-m

81.3 N-m

32.5 N-m

1/2-13 1/2-20

101.7 N-m

74.6 N-m

29.8 N-m

149 N-m

108.5 N-m

43.4 N-m

122 N-m

88.1 N-m

38 N-m

162.7 N-m

122 N-m

48.8 N-m

9/16-12 9/16-18

149 N-m

108.5 N-m

46 N-m

203.4 N-m

149 N-m

62.4 N-m

162.7 N-m

122 N-m

51.5 N-m

230.5 N-m

176.2 N-m

70.5 N-m

5/8-11

203.4 N-m

149 N-m

61 N-m

298.3 N-m

230.5 N-m

86.8 N-m

5/8-18

244 N-m

176.2 N-m

74.6 N-m

325.4 N-m

244 N-m

97.6 N-m

3/4-10 3/4-16 7/8-9 7/8-14 1-8

352.5 N-m

271.1 N-m

108.5 N-m

515.2 N-m

379.6 N-m

151.8 N-m

406.7 N-m

298.3 N-m

122 N-m

569.4 N-m

433.8 N-m

170.8 N-m

542.3 N-m

406.7 N-m

160 N-m

813.4 N-m

623.6 N-m

246.7 N-m

596.5 N-m

433.8 N-m

176.2 N-m

895 N-m

677.9 N-m

271.1 N-m

786.3 N-m

596.5 N-m

237.3 N-m

1220 N-m

922 N-m

366 N-m

1-12 1 1/8-7

867.7 N-m

650.8 N-m

264.4 N-m

1356 N-m

1003 N-m

406.7 N-m

1085 N-m

813.4 N-m

325.4 N-m

1735 N-m

1302 N-m

528.7 N-m

1 1/8-12 1 1/4-7

1193 N-m

895 N-m

359.3 N-m

1952 N-m

1464 N-m

583 N-m

1518 N-m

1139 N-m

461 N-m

2467 N-m

1844 N-m

745.7 N-m

1 1/4-12 1 3/8

1681 N-m

1247 N-m

501.6 N-m

2711 N-m

2034 N-m

813.4 N-m

1979 N-m

1491 N-m

596.5 N-m

3227 N-m

2413 N-m

969.4 N-m

1 3/8-12 1 1/2-6

2278 N-m

1708 N-m

678 N-m

3688 N-m

2766 N-m

1105 N-m

2630 N-m

1979 N-m

793 N-m

4284 N-m

3200 N-m

1288 N-m

1 1/2-12

2983 N-m

2223 N-m

888 N-m

4826 N-m

3606 N-m

1444 N-m

4-40 4-48 6-32 6-40 8-32 8-36 10-24 10-32 1/4-20

5566071301

Appendix

07-96

267

Appendix

Service Manual

Fluids and Lubrication Specifications

Wagner Scooptrams

International Fuel Specifications

Selection of the proper quality of fuel, lubricating oils and grease, and coolant is important to get efficient, trouble-free service from your vehicle. Provided below are recommended specifications and the approximate quantities for each model vehicle.

Specification

Fuel Type

US Standard ASTM D975 ASTM D396

No. 1-D & No. 2-D diesel fuel oil

ASTM D2880

No. 1 & No. 2 fuel oil No. 1-GT & No. 2-GT gas turbine fuel

Diesel Fuel Specifications Quality and Selection

UK Standard

The quality of fuel oil used is a very important factor in getting satisfactory engine performance, long engine life, and acceptable exhaust emissions levels. Fuels meeting the properties of ASTM Designation D 975 (Grades 1D and 2-D) have provided satisfactory performance. The ASTM D 975 specification does not adequately define the characteristics necessary for fuel quality. The properties listed in the fuel oil selection chart have provided optimum engine performance.

BS 2869 BS 2869

Class A1, A2 & B1 engine fuel Class C2 & D burner fuel

German Standard

diesel fuel

DIN 51 601

E1 heating oil

DIN 51 603 Australian Standard

It is important that only fuel meeting the manufacturer’s recommendations be used. The following list shows fuels found worldwide that may be acceptable*. Also listed are the recommended fuel characteristic specifications for Deutz, Detroit Diesel and Caterpillar diesel engines.

automotive diesel fuel

AS 3570 Japanese Standard JIS K2204

Types 1, 2, 3 & 1(spl) & 3(spl) gas oil

US Government W-F-800C W-F-815C

DF-1, DF-2 & DF-20 CONUS diesel FS-1 & FS-2 burner fuel

US Military MIL-L-16884G

marine oil

* (Consult your manufacturer’s engine manual for specific recommendations.)

268

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Service Manual

Appendix

Fuel Oil Selection Chart General Fuel Classification Gravity, °API # Flash Point (°F / °C, Min.) Viscosity, Kinematic (cSt @ 100°F / 40°C) Cloud Point # Sulfur Content (wt%, Max.) Carbon Residue (on 10%, wt%, Max.) Accelerated Stability Total Insolubles (mg/100 ml, Max.) # Ash (wt%, Max.) Cetane Number, Min. + Distillation Temperature, (° / oC) IBP, Typical # 10% Typical # 50% Typical # 90% + End Point # Water & Sediment (%, Max.) # Not specified in ASTM D 975

ASTM Standard D 287 D93

No. 1 ASTM 1-D 40 - 44 100 / 38

No. 2 ASTM No. 2-D 33 - 37 125 / 52

D 2500

1.3 - 2.4 See Note 1

1.9 - 4.1 See Note 1

D 129

0.5

0.5

D 524 D 2274

0.15 1.5

0.35 1.5

D 482 D 613 D 86

0.01 45

0.01 45

350 / 177 385 / 196 425 / 218 500 / 260 Max. 550 / 288 Max. 0.05

375 / 191 430 / 221 510 / 256 625 / 329 Max. 675 / 357 Max. 0.05

D 445

D 1796

+ Differs from ASTM D 975 Note 1: The cloud point should be 10 °F (6°C) below the lowest expected fuel temperature to prevent clogging of fuel filters by crystals. Note 2: When prolonged idling periods or cold weather conditions below 32 °F (0°C) are encountered, the use of 1-D fuel is recommended. Number 1-D fuels should also be considered when operating continuously at altitudes above 5000 ft.

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Lubricating Oil Specifications Engines Detroit Diesel

API Spec

SAE Grade

Series 71 & 92

CF-2

40W

Series 50 & 60

CF-4

15W-40

Notes Ambient temperatures below 32 °F / 0°C use SAE 15W-40 or 30W. Use multigrade oil only. No single weight oils. HT/HS viscosity - 3.7cP minimum.

API Spec

SAE Grade

Notes

Natural Air

CC, CD, CE

(See oil viscosity/temperature chart)

See lube oil cross-reference list for alternative oils.

Turbocharged

CD, CE, CF, CF-4



API Spec

SAE Grade

Notes

Deutz

Caterpillar

270

Series 3300

CF-4



Series 3400

CF-4



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Transmissions and Converters Manufacturer

Spec

Clark

C-2, C-3, C-4

SAEa Grade 10W,

Notes

20,

Wagner recommends use of SAE 20 oil for normal operating temperatures. (See footnote below).

30

Use monoweight oils only. MIL-L-46167 approved for sub-zero conditions.

Caterpillar

C-4

10W thru 50

Wagner recommends use of SAE 20 oil for normal operating temperatures. (See footnote below). Use monoweight oils only.

a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for selection of proper weight oil.

Axles Manufacturer

Spec

SAEa Grade

Wagner

GL-5

85W140

GL-5 SAE 90 oils also acceptable.

Clark

GL-5

85W140

MIL-L-2105C qualified lubricants meet Clark MS-8 specifications.

Notes

GL-4 SAE 90 oils with SCL additives also acceptable. Rockwell

GL-5

85W140

Synthetic lubricants that meet Rockwell 0-76 series specifications are acceptable. Check with Rockwell to ensure compatibility with seals.

a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for selection of proper weight oil.

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Viscosity Grade / Ambient Temperature Charts Deutz o

Oil Viscosity

o

C

F

Grade

Min

Max

Min

Max

SAE 5W30 (syn)

-40

+25

-40

+77

SAE 10W

-30

-5

-22

+23

SAE 10W30

-20 to -25

+20

-4 to -13

+68

SAE 10W40

-20 to -25

+30

-4 to -13

+86

SAE 15W30

-10 to -20

+25

-4 to +14

+77

SAE 15W40

-10 to -20

> +35

-4 to +14

> +95

SAE 20W20

-10 to -15

+10

+5 to +14

+50

SAE 30

+5

+30

+41

+86

SAE 40

+25

> +35

+77

> +95

Caterpillar o

Oil Viscosity Grade

o

C

Min

F

Max

Min

Max

Engines Synthetic Oilsa

below -20

SAE 10W

-20

+10 to +20

-4

+50 to +70

SAE 10W30

-20

+40

-4

+104

SAE 15W40

-15

+50

+5

+122

SAE 20W40

-10

+40

+14

+104

SAE 30

0

+40

+32

+104

SAE 40

+5

+50

+41

+122

below -4

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o

Oil Viscosity

o

C

F

Grade

Min

Max

Min

Max

SAE 10W

-20

+40

-4

+104

SAE 30

0

+40

+32

+104

a. These special oils do not contain polymer viscosity improvers. Wagner recommends contacting your service representative for advice on cold weather usage.

Clark o

Oil Viscosity Grade

o

C

F

Min

Max

Min

Max

SAE 10W

-23

+15

-10

+60

SAE 20

-10

+25

+15

+80

SAE 30

0

+60

+30

+135

SAE 75W

-40

-23

-40

-10

SAE 75W80

-40

-18

-40

0

SAE 75W90

-40

+38

-40

+100

SAE 75W140

-40

> +38

-40

> +100

SAE 80W90

-26

+38

-15

+100

SAE 80W140

-26

> +38

-15

> +100

SAE 85W140

-12

> +38

+10

> +100

Transmissions

Axles

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Wagner Hydraulic Fluid Specifications

Description

Specification

Grade

Notes

EP Axle Lube

Wagner No. 100-2680004R

85W 140

Approved for use in Clark, Wagner “Rock Torque” and Rockwell axles.

Tractor Hydraulic Fluid

Wagner No. 100-2680005-R

15W-20

Hydraulic Oil

Wagner No. 100-2680002-R

MIL-L-46152B and API CC qualified lubricants meet this specification.

FR Hydraulic Fluid

Wagner No. 100-2680007-R

Invert emulsion type fire resistant fluid.

Paraffin based. Meets following manufacturer’s specifications: Allison C-4, Caterpillar TO-2, John Deere J20A & C, Ford ESN-M2C134-D.

For use above 60 °C only. FR Hydraulic Fluid

Wagner No. 100-2680008-R

Invert emulsion type fire resistant fluid. For use between 25 °F and 60°F only.

Water -Glycol FR Fluid

Wagner No. 100-2680010-R

Arctic Hydraulic Fluid

Wagner No. 100-2680009-R

274

For use only in systems designed for water-glycol. OW-30

07-96

Multi-purpose synthetic lubricant for use in sub-zero conditions.

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Grease Specification

Specification

Approved Vendors

Notes

NLGL No. 2

Imperial Oil - Molub-Alloy #777-2

Multipurpose Molybdenum grease with Lithium soap and EP additives.

Shell Oil - Super Duty Grease Mobil Oil - Mobil Grease Special

Any multipurpose grease containing 3-5% Molybdenum can be substituted.

Coolant Specifications Water Qualitya Parameter

Max Allowed (ppm)

Chlorides

40

Sulfates

100

Total Dissolved Solids

340

Total Hardness

170

Nitrates

>800

Add SCA additive if below this concentration.

pH

5.5 - 9.0

Cummins recommends pH of 8.5 - 10.5

Notes Water with salt softeners is not recommended.

Magnesium & Calcium

a. Use of Distilled Water is recommended by all engine manufacturers.

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Antifreezea Type

Concentration Ratio antifreeze/water

Ethylene Glycol

30/70 - 60/40

Notes For temperatures to -15 ° C & -5°oC Detroit Diesel recommends 50/50 ratio.

Propylene Glycol

30/70 - 60/40

For temperatures to -15 ° C & -51°C 50/50 ratio only for Caterpillar engines. Not approved for Detroit Diesel engines other than Series 40, 50 and 60.

Methoxy Propanal

50/50

Not recommended for use in Detroit Diesel engines. Not identified for use by Caterpillar.

a. Use of high silicate and/or phosphate antifreeze is not recommended. Soluble oil and Chromate additives are not approved for use in Detroit Diesel engines.

Cross Reference List New

Old

CF-2

CD, CD-II, CD/TO-2

CF-4

CE

CF-4/SG, CE/SF, CE/SG, MIL-L-2104E, D4

CC

CC/SE, CC/SF, MIL-L-2104B, MIL-L-46152A

Class C-2, C-3 C-4

Alternatives CD/SE, CD/SF, CD/SG, MIL-L-2104C & E, D4

Alternatives a CD/SE, CD/SF, CD/SG, MIL-L-2104C & D, Conoco No. 6718 synthetic oil Wagner Tractor Hydraulic Fluid No. 100-2680-005R, Caterpillar TO-2, John Deere J20A & C, Ford ESN-M2C134-D

a. Variations in composition and properties can occur in oils, depending on manufacturer and location. Contact your Atlas-Copco Wagner representative and your local oil supplier for additional information.

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A Axles 233, 236, 240, 244, 248, 252, 255 B Burn, Fire, and Explosion Prevention 16 C Cooling System 233, 235, 239, 243, 247, 251, 255 F Fluids and Lubricant Capacities Axles 233, 236, 240, 244, 248, 252, 255 Cooling System 233, 235, 239, 243, 247, 251, 255 Engine 235, 239, 243, 247, 251, 255 Fuel Tank 233, 235, 239, 243, 247, 251, 255 Grease Fittings 233, 236, 240, 244, 248, 252, 256 Hydraulic Reservoir 233, 236, 240, 244, 248, 252, 256 Transmission 233, 235, 236, 239, 240, 243, 247, 251, 255 Fuel Tank 233, 235, 239, 243, 247, 251, 255 Fuel Tank Fill 33, 38 fuel tank valve 74 G Grease Fittings 233, 236, 240, 244, 248, 252, 256 H Hydraulic Reservoir 233, 236, 240, 244, 248, 252, 256 M Maintenance 17 P Preventive Maintenance Section 19, 123, 201, 207, 231 R Restriction Indicator 59 retainer plate 116, 117 S spacer assembly 116, 117 Stopping the Engine 16 T Tire and Wheel Safety 17 Transmission 233, 235, 236, 239, 240, 243, 247,

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STSM

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