SERV7104-01
Volume 1, Number 1 January 2004
SERVICE TRAINING TECHNICAL PRESENTA PRESENTATION TION
564 (KBN) AND 574B (RLS) FORWARDERS
New Product Introduction (NPI)
564 (KBN) AND 574B (RLS) FORWARDERS CONTENT
This self paced, self directed presentation provides new and different New Product Introduction (NPI) information for the 564 and 574B Forwarders.
OBJECTIVES
After learning the information in this presentation, the technician will be able to: 1. locate and identif identify y the new components components on the 564 and 574B Forwarder Forwarders; s; and 2. explai explain n the operation operation of the new components components in the the systems. systems.
REFERENCES
STMG 727 "554/574 Forwarders Hydraulic System Operation" CD ROM version of SESV1727 554/564/574B Forwarders Operation and Maintenance Manual 3056E Engine for Caterpillar Built Machines Systems Operation, Testing and Adjusting 574B Forwarder Electrical System Schematic 574 57 4B For orw warder Hyd ydrrau aullic Sy Sysstems Oper eraation, Testing an and d Adjusting 574B Forwarder Hydraulic System Schematic 574B 57 4B Fo Forrwa ward rder er Po Powe werr Tr Trai ain n Sys Syste tems ms Op Oper erat atiion on,, Tes Testtin ing g and and Ad Adju jussti ting ng IQANdevelop G3 Systems Operation 564 Parts Manual 574B Parts Manual STMG 595 "Introduction to Load Sensing/Pressure Compensated Hydraulic Systems" Interactive Video Course "Fundamentals of Mobile Hydraulics"
Estimated Time: 2.5 Hours Illustrations: 52 Form: SERV7104-01 Date: 01/04 © 2004 Caterpillar Inc.
SESV1727 SERV1727 SEBU7796 RENR2416 RENR6122 RENR6117 RENR6119 RENR RE NR61 6114 14 SENR6373 SEBP3311 SEBP3881 SESV1595 TEMV9001
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NPI
TABLE OF CONTENTS INTRODUCTION ................................................... ....................................................... .....................................................................5 ..............5 FRAME AND BODY...................................................................................................................8 OPERATOR'S OPERA TOR'S ST STA ATION......................................... ....................................................... .....................................................................9 ..............9 ENGINE......................................................................................................................................20 Engine Speed Control ............................................... ........................................................ ............................................................24 ....24 Electronic Fuel Pump............................................................................................................25 Cooling System.....................................................................................................................31 POWER TRAIN ..................................................... ............................................................................................................. ....................................................................32 ............32 Hydraulic Pumps...................................................................................................................34 Drive Motor(s) Motor(s) and Transmissi Transmission on ................................................ .........................................36 IMPLEMENT HYDRAULIC SYSTEM....................................................................................38 Implement Hydraulic Control Valve Group..........................................................................42 Integrated Hydraulic Control Valve Group...........................................................................43 STEERING SYSTEM ..................................................... ............................................................................................................. ...........................................................45 ...45 BRAKE SYSTEM ................................................... ....................................................... ...................................................................48 ............48 MONITORING SYSTEM ................................................ ........................................................ ..........................................................51 ..51 SIGNIFICANT MAINTENANCE CHANGES ..................................................... .........................................................................58 ....................58 Engine Maintenance..............................................................................................................59 Hydraulic System Maintenance .................................................. ..........................................60 NEW TOOLING/SKILLS REQUIRED FOR SERVICE.................... SERVICE...........................................................62 .......................................62 CONCLUSION...........................................................................................................................63 HYDRAULIC SCHEMATIC COLOR CODE...........................................................................64 HANDOUTS...............................................................................................................................65
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NOTES QUIZ ANSWERS 1.
C
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B
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564 (KBN) AND 574B (RLS) FORWARDERS
© 2004 Caterpillar Inc.
1
INTRODUCTION
Shown is the left side of a 574B Forwarder. The 574B Forwarder is an updated model with product enhancements from the 574 Forwarder. The 564 Forwarder is a new offering from Caterpillar that is an eight wheel drive forwarder with many similarities to the 574B. The 574B and the 564 Forwarders are both available as a six-wheel drive unit. These models retain many of the functions and components from the original 574 model with updates that improve operator comfort, engine emissions, and productivity. NOTE: The "HYDRAULIC SCHEMATIC COLOR CODE" is located after the "CONCLUSION" of this presentation.
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Changes from the 574 to the 574B Forwarder include: - new machine frame and sheet metal - updated operator ’s station - Caterpillar 3056E electronic diesel engine - Air to Air Aftercooler (ATAAC) - swing out cooling package - two-speed transmission - removal of steering wheel and hand metering unit (HMU) - relocation of integrated hydraulic control valve group - Caterpillar Electronic Technician (Cat ET) engine diagnostics capability - new IQAN MDM (IQAN Master Display, Mini) monitoring and control system
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To better suit certain applications the 564 Forwarder has a lighter operating weight than the 574B. Hydraulically and mechanically the two machines are very similar. This presentation will cover both machines interchangeably. Differences from the 564 found on the 574B include: - increased operating weight - higher horsepower rating - series drive motors for increased torque - larger standard loader - optional tilt loader
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4 FRAME AND BODY
The 564 and 574B have a redesigned front frame and body. The front frame was redesigned for greater ground clearance and maneuverability. The front belly pan (1) has also been changed. The belly pan is now mounted with gas assisted shocks. After the mounting bolts have been removed from the belly pan, the belly pan will lower with the assistance of the shocks. The front bogies (not visible) no longer have a lift control. The bogies articulate freely without the use of a hydraulic cylinder. The increased ground clearance provided by the redesigned frame no longer necessitates the bogie lift control. The engine enclosure (2) has also been redesigned to enhance machine appearance and increase operator visibility. The redesigned cab increases machine aesthetics, operator comfort, and visibility. The standard working lights (3) on the exterior of the machine are used for increased visibility during night operations. High Intensity Discharge (HID) lighting is now optional with the new forwarders for maximum lighting. The ladder (4) raises with a direct mounted hydraulic cylinder in place of the cable system previously used. The ladder raises automatically when the parking brake is released. A blade assembly (not shown) is now offered as an attachment on the 574B. The bunk and grapple are similar to the 574.
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SIGNIFICANT OPERATOR’S STATION CHANGES • Consoles Redesigned • Swit ch Relocat ion • Steering Wheel Removed • New IQAN Monitoring System
5 OPERATOR’S STATION
The operator’s station for the 564 and 574B forwarders has been redesigned. Significant changes include: - The operator’s controls have been redesigned on new consoles. - Many of the switches have changed location and/or appearance. - The steering wheel has been removed from the cab. - The IQAN monitoring system has been updated.
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The operator’s station has been significantly changed in appearance from the previous model. The basic functions are similar to the 574. The compartment is now more ergonomic for the operator. The steering wheel and hand metering unit have been removed from the forwarder to simplify the operator's compartment. All steering is normally performed using the switch (1) on the left hand console or the switch (2) on the steering bracket on the right side of the operator’s compartment. There is a mechanical backup steering lever that operates a push-pull cable for emergency back-up steering. The operator’s seat swivels to face the rear of the machine. There is an accelerator pedal at the front and the rear of the cab, which allows the operator the ability to perform all machine functions facing either the front or the rear of the machine.
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The operator’s seat is in the rear facing position in this view. Looking from the operator’s view point the basic layout of the cab is visible. The console (1) contains the controls for steering, transmission direction, transmission speed, differential locks, horn, stick, extendable stick, and swing functions. The left console will be discussed in more detail later in this presentation. The accelerator pedal (2) controls the engine speed. When the accelerator is pressed, the service brakes are automatically released. When the accelerator is released, the service brakes are engaged. The console (3) contains the control for the boom tilt, oscillation lock, momentary wiper switch, mode selector switch, boom, rotator, and grapple. The right console will be discussed in more detail on the following pages. The IQAN MDM monitor (4) is attached to the right console. The new IQAN monitoring system allows greater functionality than the monitoring system in the previous models. The IQAN monitoring system control panel has been relocated from the control panel on the right side of the cab to the right console. The IQAN system will be discussed in more detain on the following pages. NOTE: For more information regarding the IQAN, refer to the "554/564/574B Forwarders Operation and Maintenance Manual" (SEBU7796) or the "IQANdevelop G3 - Systems Operation" (RENR6373).
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Enhancements to the right console are ergonomic and aesthetic. The addition of the IQAN MDM monitor to the right console is the most significant change. The warning light (1) will indicate a machine fault. The right joystick (2) controls the boom and grapple rotate functions. The grapple control switch (3) opens and closes the grapple. The 574B is equipped with a boom tilt function. The boom tilt switch (4) controls the boom tilt, which allows the boom to articulate around obstacles. The momentary wiper switch (5) allows the operator to activate the windshield wiper. The oscillation lock switch (6) will lock and unlock the oscillation hitch at the articulation joint of the machine. The mode switch (7) toggles the machine from Roading Mode to Working Mode.
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Enhancements to the left joystick are also ergonomic and aesthetic. The terrain steering switch (1) controls the steering for the machine. The switch works in the forward facing and the rearward facing seat positions, which allows the operator to steer the machine while facing in either direction. The differential lock switches control the front and rear differential lock mechanisms. The front differential lock switch (2) controls the front differential. The rear differential lock switch (3) controls the rear differential. The transmission direction switch (4) is used to select the forward or reverse direction for the transmission. The horn switch (5) is located on the rear left side of the console. The left joystick (6) controls the forwarder stick and swing functions.
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The extendable stick switch (7) controls the extendable stick movement. The speed selector switch (8) is used to change speeds in the two speed mechanical transmission. The transmission should be shifted only when the machine is STOPPED. Pressing the switch momentarily in the "H" position shifts the transmission to the "High" range. Pressing the switch momentarily to the "L" positions shifts the transmission to the "Low" range. The 574 Forwarder had a three speed transmission. The three speed transmission was replaced with a two speed transmission to improve the working ranges for the machine. The two speed transmission also requires less shifting by the operator.
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The redesigned cab has an air conditioning system that is similar to the "D" Series Backhoe Loaders. The cab filter housing is located at the right rear of the cab. The cab filter is serviceable by removing the cab air filter cover (1). The evaporator, the blower motor, and the orifice tube (not shown) are also located in the same housing.
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The control panel (1) on the right side of the cab has been redesigned. Many of the switches have been moved to the cab pillar above the control panel. The IQAN MDM monitoring and control system has been relocated to the right console. The steering switch (2) steers the machine while in Roading Mode with the operator facing forward. This steady grip allows the operator to have excellent control at roading speed. The manual backup steering lever (3) also controls the machine steering. In the event of an electrical system failure, this lever allows the operator to steer the machine. The removal of the steering wheel from the cab necessitates this lever as a backup control.
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The right side control panel has been redesigned for greater operator convenience. The parking brake control switch (1) engages and releases the parking brake. When the parking brake is activated the ladder automatically lowers. When the parking brake is deactivated the ladder automatically raises. The keyswitch (2) starts and stops the engine. The engine speed potentiometer (3) limits the minimum engine speed. The maximum travel speed potentiometer (4) limits the maximum travel speed. The emergency engine shutdown switch (5) stops the engine in case of an emergency. The heating and air conditioning control cluster (6) controls the air conditioning and heating system for the cab. The temperature control potentiometer (7) controls the cab temperature.
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The auxiliary power receptacles (8) are used for accessories. The top receptacle provides 24V DC for accessories, and the bottom receptacle provides 12V DC for accessories. ac cessories. The preheat system control panel (9) controls c ontrols the preheat system for the engine coolant. coo lant. The alert indicators (10) monitor various machine functions, including high and low beam operating light indicators, turn signal status, and secondary steering status indicators. NOTE: For more information regarding the control pane l and the preheat system refer to the "554/564/574B Operation and Maintenance Manual" (SEBU7796).
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Three banks of switches are located on the right cab post. The top switches (1) control all-wheel drive, steering activation, and gate controls. The center switches (2) control windshield wiper functions. The bottom switches (3) control machine lighting. po st switches refer to the "554/564/574B NOTE: For more information regarding the cab post Operation and Maintenance Manual" (SEBU7796).
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14 ENGINE
The 564 and 574B are equipped with the electronically controlled, six-cylinder Caterpillar 3056E AT ATAAC diesel engine. The fuel system is controlled by the Engine Electronic Control Module (Engine ECM) and the electronic distributor-type fuel injection pump. Some key engine specifications for the 564 and the 574B are shown in the above illustration.
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This illustration shows the right side of the 3056E engine in the machine chassis. The right side of the engine is accessed from the right side of the machine when the hood is raised. Some of the visible components are: - washer bottle (1) - air filter housing (2) - coolant expansion bottle (3) - boost pressure sensor (4) - turbocharger (5) - air inlet manifold temperature sensor (6) - air conditioning compressor (7) - cover for machine preheater (8) - alternator (9)
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This illustration shows the left side of the 3056E engine in the machine chassis. The left side of the engine is accessed from the left side of the machine when the hood is raised. Some of the visible components are: - air filter restriction indicator (1) - electronic fuel injection pump (2) - intake preheater (3) - secondary fuel filter (4) - water pump (5) - primary fuel filter and water separator (6) - battery disconnect switch (7) - engine ECM (8) - secondary disconnect switch (9) - jump-start receptacle (10)
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This illustration shows the following components looking from above the left side of the 3056E engine: - engine coolant temperature sensor (1) - engine oil pressure sensor (2) - engine oil fill cap (3) - engine oil filter base (4) - engine speed/timing sensor (5)
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564/574B SPEED CONTROL Engine Minimum Speed Potentiometer
Machine Maximum Speed Potentiometer
Front Acc elerat or Pedal
Rear Ac cele rat or Pedal
IQAN Machine Control System (MDM) Secondary Disconnect Swit ch
CAN Data Link IQAN Machine Control System (XT2)
Key Start Switch
CAN Data Link Electronic Fuel Transfer/Timing Pump Relay
Machine Disconnect Swit ch Fuel Pump Relay
CAN Data Link
Engine ECM
+24 V
Elect ronic Distribut or Pump
Voltage Load Prot ect ion Module (VLPM)
18 Engine Speed Control
The 564 and 574B engine speed is electronically controlled by the 3056E Engine ECM. The operator selects the desired engine speed with either the engine minimum speed potentiometer or one of the two accelerator pedals. The engine minimum speed potentiometer and accelerator pedals send input signals to the MDM module of the IQAN machine control system. The MDM module transmits the operator desired engine speed data via the Controller Area Network (CAN) Data Link to the XT2 module of the IQAN machine control system. The XT module transmits the desired engine speed data via the CAN data link to the Engine ECM. The Engine ECM controls the engine speed, based on inputs from the CAN data link and internal programming parameters, by signalling the electronic distributor pump ECM over the CAN data link. The Voltage Load Protection Module (VLPM) protects the electronic distributor pump from voltage spikes.
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19 Electronic Fuel Pump
This view shows some of the components of the fuel pump. The Fuel Pump ECM (1) controls the timing (timing solenoid) and injection duration (fuel qua ntity solenoid) as requested by the Engine ECM. The Fuel Pump ECM communicates with the Engine ECM over the CAN Data Link. To disconnect the engine harness from the Fuel Pump ECM, pull the handle (2) away from the engine. If a new pump is installed on the engine, a locking bolt (3) must be loosened after installing the pump on the engine. In the locked position, the bolt prevents the pump drive shaft from turning. A two position spacer is located in the pump flange below the timing mark on the pump engine flange. With the bolt loose, move the spacer to provide additional clearance between the bolt head and the pump flange to unlock the pump drive shaft. If this procedure is not performed, the fuel pump will be damaged if an attempt is made to start the engine. If a timing pin was used, this bolt may not have been used to prevent the pump drive shaft from turning.
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The fuel quantity solenoid (4) controls the amount of fuel that is delivered to the engine cylinders through the delivery valves (5) and the high pressure fuel lines (6) The timing solenoid (7) controls the timing advance mechanism (8). The timing advance controls the timing of the fuel delivery relative to engine speed and position.
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ELECTRONICALLY CONTROLL ED FUEL SYSTEM LOW PRESSURE STAGE FueL Return Check valve Lift Pump
Engine ECM
Pump ECM Roller Plate
Speed Timi ng Sensor
Ring
Fuel Quantity Solenoid Valve
Pressure Regulator
Distributor Plunger Timing Wheel
CAM Plate
Transfer Pump
Advan ce Mechanism
Roller
Delivery Valve Injector
Timing Solenoid
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The electronically controlled distributor-type fuel system has many features of other distributortype fuel injection pumps currently used on Caterpillar products. Some of the mechanical features used on other distributor-type fuel injection pumps are now done electronically. When the engine is cranking, fuel is pulled from the fuel tank by the lift pump and sent through the water separator, the Fuel Pump ECM, and the secondary filter to the fuel injection pump. The transfer pump, located in the fuel injection pump, supplies fuel at a constant volume to the injection pump chamber. The fuel injection pump pressure regulator controls the maximum transfer pressure in the fuel injection pump as it did on the previous distributor-type pumps. Transfer pressure will increase as engine speed increases. The regulator also permits the fuel to bypass the transfer pump when the fuel system is being primed. As shown in this illustration, the fuel quantity solenoid valve is de-energized by the Fuel Pump ECM to regulate the flow of fuel to the distributor plunger. The distributor plunger and cam plate are shifted to the left by the springs.
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As the cam plate rotates, due to the fuel pump driveshaft, the plate moves the distributor plunger in and out of the fuel pump housing as the cam plate travels on the rollers. In the low pressure state, the plunger is moved to the left to allow fuel to enter the chamber on the right of the distributor plunger. The advance mechanism is controlled by the timing device solenoid. This solenoid is also controlled by the Fuel Pump ECM. The advance mechanism progressively advances the start of injection as engine speed increases. The advance mechanism causes the roller plate to rotate in the pump housing. The spring in the mechanism moves the piston and roller plate to retard the timing, while transfer pressure sensed on the left side of the piston works against the spring to advance the timing.
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ELECTRONICALLY CONTROLLED FUEL SYSTEM HIGH PRESSURE STAGE Fuel Return Check Valve Lift Pump
Engine ECM
Pump ECM Roller Plate
Speed Timi ng Sensor
Ring Fuel Quantity Solenoid Valve
Pressure Regulator
Distributor Plunger
Transfer Pump
Timing Wheel Roller Advan ce Mechanism
CAM Plate
Delivery Valve Injector
Timing Solenoid
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When the fuel quantity solenoid valve is de-energized (open), fuel travels at transfer pump pressure via different channels in the distributor head and distributor shaft, into the distributor plunger. To start injection, the Fuel Pump ECM energizes the fuel quantity solenoid, which closes the valve at the same time that the rollers cause the cam plate to begin moving to the right. As the cam plate and plunger move to the right, the fuel is pressurized against the closed fuel quantity solenoid valve. The pressurized fuel is connected by a passage in the distributor plunger to an opening in the fuel pump housing to one of the delivery valves. The delivery valve opens and fuel is directed to the fuel injector nozzle. The delivery valves are check valves which open to allow fuel from the pumping chamber to the injectors. There is one delivery valve per injector. When the desired amount of fuel has been injected, the fuel quantity solenoid valve is de-energized by the Fuel Pump ECM allowing the pressure to drop.
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As the pressure drops, the delivery valve closes. The delivery valves prevent the injector nozzles from reopening due to resonance of the fuel in the high pressure fuel lines at the end of the injection cycle by acting as a dampener to the pressure shock waves of the fuel as delivery stops. This dampening effect prevents the engine from being over-fueled, which reduces emissions and fuel consumption. The delivery valves also maintain a residual pressure in the fuel lines, which helps ensure consistent fuel delivery volume and pressure on the next injection cycle. As the cam plate and plunger move back to the left to refill the plunger chamber, the distributor piston rotates to align the pressurized fuel passage with the next cylinder.
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22 Cooling System
The 564 and 574B cooling system is easily serviced with a swing out designed cooling package. The optional brush guard (1) swings out to allow access to the screen (2). The fine screen is designed to catch most debris before air enters the cooling package. The screen should be cleaned daily. The screen swings out allowing access to the hydraulic oil coolers (3) and the air conditioning condenser (4). The upper hydraulic oil cooler cools the implement oil, and the lower hydraulic oil cooler cools the power train oil. The hydraulic coolers and the condenser swing out of the way to allow access to the ATAAC (5), and radiator (6).
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SIGNIFICANT POWER TRAIN CHANGES • Elect ronically Cont rolled Drive Mot or (5 64 ) • Elect ronically Cont rolled Series Drive Mot ors ( 5 7 4 B) • Two -Speed Transmi ssi on • New Drive Pump
23 POWER TRAIN
The power train for the 564 and 574B forwarders has changed. Significant changes include: - the drive motor(s) for the hydrostatic system has (have) been changed - a two-speed transmission is now used on all forwarder models - the drive pump for the hydrostatic system has been changed The power train system for the 564 and 574B has changed. The most significant change is the replacement of the three-speed mechanical transmission with a two-speed mechanical transmission. This change reduces the amount of shifting that is required by the operator. It also allows the machine to work in an operating range that provides optimum power levels.
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Replacement of the transmission is enhanced by the replacement of the drive motor. The 564 has a high displacement single drive motor that is electronically controlled. The 574B has two drive motors working in series to power the two speed transmission. The swashplate for the series motors has synchronized electronic control. This feature provides greater torque to the transmission and to the driven wheels than in the previous models. The new motors operate similar to the previous models, except the swashplate a ngle is now controlled and calibrated electronically through the IQAN system. The drive pump for the power train has also been replaced. The new pump has increased displacement, but operates similar to the previous models.
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24 Hydraulic Pumps
The implement hydraulic pump (1), the power train drive pump (2), and the hydraulic charge pump (3) are located under the cab of the machine. The implement pump is driven directly by the engine. The power train drive pump is driven by a shaft connected to the implement pump. The charge pump is driven by a shaft connected to the power train drive pump. The variable displacement over-center swashplate design piston pump supplies the power train with hydraulic oil flow. The drive pump is signalled by the IQAN system to determine the direction of oil flow to the drive motor, which determines forwarder travel direction. The charge pump (3) supplies oil to the power train drive pump and the drive motor. The charge pump ensures that the closed loop hydraulic circuit between the drive pump and the drive motor is charged with oil at all times, which helps prevent cavitation in the system. The charge pump also helps to flush and cool the drive circuit. Although the components have changed slightly, the basic operation of the implement hydraulic pump, the power train hydraulic drive pump, and the charge pump are similar in operation to the previous models.
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The power train drive pump is controlled electronically by the IQAN system as in the previous models. The electronic solenoid valves (arrows) control the pump swashplate angle.
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26 Drive Motor(s) and Transmission
The power train drive motor (1) is located below the hydraulic tank of the forwarder. The drive motor for the 564 is a variable displacement piston motor. The drive pump supplies the drive motor with oil flow through a closed loop circuit. The drive pump and drive motor are both controlled by the IQAN system. The 574B has two drive motors in series. These motors work together to provide greater torque to the power train system of the forwarder. The 564 and 574B drive motor(s) are no longer controlled by a hydraulic signal line. The signal line has been replaced with electronic solenoids and controlled through the IQAN system. The solenoid (2) controls the drive motor(s) swashplate(s). The 564 and the 574B have a two speed transmission (not shown). The transmission in both of these forwarders is driven directly by the drive motor(s). The transmission can not be shifted while the machine is moving. The machine must be STOPPED to change the range of the transmission. The transmission in the 564 and the 574B forwarders is similar to the transmission in the 554 forwarders.
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The IQAN system monitors and controls the power train d rive pump, the drive motor(s) and the transmission. The IQAN system is used for adjusting parameters for the drive pump and the drive motor(s). Basic operation of the transmission and the hyd raulic drive system has not been changed from the previous models.
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SIGNIFICANT HYDRAULIC SYSTEM CHANGES • New Implement Pump • New Hydraulic Tank • New Integrated Hydraulic Control Valve Grou p
27 IMPLEMENT HYDRAULIC SYSTEM
The hydraulic system for the 564 and 574B forwarders has changed. Significant changes include: - The implement pump has increased displacement. - The hydraulic oil tank and the power train oil tank are now one reservoir. - The new integrated hydraulic control valve group centralizes many valves to one location.
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The hydraulic system operation is similar to the previous mode ls. The hydraulic system is a Load Sensing Pressure Compensated (LS/PC) design similar to the previous models. NOTE: For more information on LS/PC hydraulic systems refer to Interactive Video Course "Fundamentals of Mobile Hydraulics" (TEMV9001), or STMG 595 "Introduction to Load Sensing/Pressure Compensated Hydraulic Systems" (SESV1595).
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564 HYDRAULIC SCHEMATIC INTEGRATED HYDRAULIC CONTROL VALVE GROUP AND BRAKES
Frame Oscillation Lock
Differential Lock Switch Park Brake
Ladder
Gat e
Blade Lift Solenoid High\Low Differential Transmission Lock
Signal Reliefs Manual Steering Valve
AWD
Blade Lift Valve
Two Speed Transmission
Front Service Brake Pedal
Rear Service Brake Pedal
Brake Acc umulat ors
Front Brakes To X1 To X2 To X3 To X4 To X5 To X6
Cold Start Solenoid Valve
Rear Brakes
Brake Charging Valve
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The integrated hydraulic control valve group changes the physical appearance of the hydraulic system, but operation is similar to the previous models. The integrated hydraulic control valve group incorporates several valves into one manifold that were previously located in separate locations. The steering wheel and the hand metering unit have been removed and a manual steering valve has been added. The manual steering valve is needed for machine steering if there is a failure of the electronically controlled steering system. The manual steering valve is a simple closed-center hydraulic valve. The valve is actuated by a manual push-pull cable that is controlled by a lever in the cab. Operation of the manual steering valve is explained later in this presentation. NOTE: For a complete explanation of the hydraulic system operation refer to "574B Forwarder Hydraulic Systems Operation, Testing and Adjusting" (RENR6117).
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The variable displacement implement hydraulic piston pump (arrow) is coupled directly to the engine. The new pump is similar in design and function to the pump in the previous models. The new pump has an increased displacement for greater hydraulic flow. The implement hydraulic pump is not electronically controlled. The pump remains controlled by the load signal generated by the work port.
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31 Implement Hydraulic Control Valve Group
The hydraulic tank (1) now contains the hydraulic fluid for the implement a nd the power train circuits. There is an internal baffle that reduces fluid movement. The previous models had separate implement and power train hydraulic reservoirs. The implement hydraulic control valve group is located on top of the fuel tank at the rear of the machine cab. The implement hydraulic control valve group has the following components: - extendable stick valve (2) - grapple OPEN/CLOSE valve (3) - grapple rotate valve (4) - stick valve (5) - boom valve (6) - swing valve (7) - gate/boom tilt valve (8) (574B only) - steering valve (9)
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32 Integrated Hydraulic Control Valve Group
The integrated hydraulic control valve group (arrow), located below the cab contains several valves that were mounted separately on previous machines. The integrated hydraulic control valve group serves the same function and operates similar to the separate valves that were present on the previous machines. The integrated hydraulic valve group contains the electrohydraulic valves that control all machine hydraulic functions other than the grapple and arm assembly. The electro-hydraulic valves are all controlled by the IQAN system.
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The integrated hydraulic control valve group contains the following components: - manual steering signal pressure relief valve (1) - differential lock valve (2) - ladder control valve (3) - gate control valve (4) - differential lock switch (5) - parking brake valve (6) - high/low gear valve (7) - all-wheel drive valve (8) The integrated hydraulic control valve group simplifies the hydraulic system layout by having a central location for many functions. The manual steering pressure relief valve adjusts the signal pressure to the manual steering valve (not shown). All other signal relief valves are located on the outboard side of the integrated hydraulic valve and are accessible from the right side of the machine below the cab.
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SIGNIFICANT STEERING SYSTEM CHANGES • Removal o f Steering Wheel and HMU • Manual St eering Valve
34 STEERING SYSTEM
The steering system for the 564 and 574B forwarders has changed. Significant changes include: - The steering wheel has been removed from the cab. - The hand metering unit has been replaced with a manual cable actuated valve.
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The blade lift valve (1) is located below the integrated hydraulic control valve group. The manual steering valve (2) is located next to the blade lift valve and is actuated by the manual lever in the cab as backup steering by the push-pull cable (3). The manual steering valve and the push-pull cable replace the hand metering unit found on previous models. The manual steering valve is a simple closed-center valve. The operation of the electro-hydraulic steering is unchanged from the previous models.
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564/574B HYDRAULIC SCHEMATIC MANUAL STEERING SYSTEM Steering Cylinders
Manual Steering Valve Line Reliefs
Manual St eering Valve To Electro-Hydrauli c Steering Valve Manual Steering Valve Signal Reliefs
St eering Valve Flow Compensat or From Implement Pump To Load Sense Resolver Network
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The manual steering valve replaces the hand metering unit. This valve is a simple closed-center two-way valve. The valve is actuated by a push-pull cable. The flow to the steering cylinders is regulated by the steering valve flow compensator. As work port pressure increases, then flow is decreased to the valve. This ensures that other hydraulic functions will receive adequate hydraulic flow if it is n ot required by the manual steering control valve. The manual steering valve signals the main implement pump to upstroke and provide the appropriate flow by sending a load signal generated at the work port of the steering valve through the resolver network to the pump flow compensator. The manual steering valve signal reliefs limit the pump output by limiting the pressure signal that is sent to the pump. The manual steering valve parallels the electro-hydraulic steering valve. If either the manual valve or the electro-hydraulic valve is actuated, oil will flow to the steering cylinders. The operation of the electro-hydraulic steering valve has not changed from the previous model.
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SIGNIFICANT BRAKE SYSTEM CHANGES • Component Location
37 BRAKE SYSTEM
The brake system for the 564 and 574B forwarders has changed. Significant changes include: - component location
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The brake accumulator charging valve (1) is located under the cab next to the integrated hydraulic control valve. The service brake pressure switch (2) alerts the operator if there is insufficient pressure to charge the service brake accumulators. The cold start solenoid valve (3) is activated when the engine is cranking and relieves signal pressure from the implement pump. This prevents the implement pump from upstroking, which reduces the load on the engine during start-up. When the operator releases the key from the START position, the solenoid is de-energized. The implement pump will now upstroke and the machine will operate normally.
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The brake accumulators (arrows) are located on the bottom of the cab. The accumulators maintain pressure in the brake system to ensure that the service brakes are operational regardless of hydraulic implement system pressure and flow. The function of the braking system is similar to the previous models.
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40 MONITORING SYSTEM
The 564 and 574B Forwarders have a new IQAN electronic control and monitoring system. The IQAN system has been changed, but is similar to the IQAN system used in the p revious models.
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IQAN CONTROL SYSTEM IQAN MDM
XP2 A1 LX A1
XP2 A0
IQAN LX-A1 LX A0 IQAN LX-A 0
XS A0
XP2 A2
XT2 A0
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The IQAN system controls and monitors all implement and p ower train electronic functions. The IQAN system transfers electronic signals to and from the engine ECM over the CAN Data Link. The IQAN system has eight Electronic Control Modules (ECMs). The ECMs are wired in series to each other. All machine and engine ECMs communicate over the CAN Data Link. The eight ECMs are: - IQAN MDM: monitor machine conditions; operator interface to change parameters/settings - IQAN LX-A1: receives signals from right joystick and right console switches - IQAN LX-A0: receives signals from left joystick and left console switches - IQAN XS-A0: receives/transmits all switch inputs to/from the machine electronic system - IQAN XP2-A1: actuate and control solenoids for implement hydraulic control valve - IQAN XP2-A0: actuate and control solenoids for implement hydraulic control valve - IQAN XP2-A2: actuate and control solenoids for integrated hydraulic control valve - IQAN XT2-A0: translates/transmits data to/from all machine and engine ECMs
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The IQAN MDM monitoring system control panel (1) is the monitoring system for the operator and the central processor for the IQAN control system. The new IQAN MDM monitoring system control panel is physically smaller than the previous IQAN monitoring system control panel. The IQAN monitoring system control panel allows the operator to monitor various machine functions and parameters, and change machine settings. The IQAN MDM communicates to the other machine electronic control modules via the CAN Data Link. The other control modules are identified in subsequent pages. The IQAN LX-A1 ECM (2) is integral to the right console joystick. The IQAN LX-A1 receives signals from the joystick and the switches on the right console. NOTE: For more information about the IQAN MDM refer to the "554/564/574B Operation and Maintenance Manual" (SEBU7796).
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The IQAN LX-A0 ECM (arrow) is integral to the left console joystick. The IQAN LX-A0 receives signals from the joystick and the switches on the left console.
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The IQAN XS-A0 ECM (arrow) is located in the relay panel inside the rear dash of the cab. The IQAN XS-A0 is the receiver for all switch inputs from the machine electronic system.
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The IQAN XP2-A0 ECM (1) and the IQAN XP2-A1 ECM (2) are mounted back-to-back on top of the hydraulic tank to the right of the implement control valve. The two ECMs actuate and control the solenoids located on the implement control valve.
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The IQAN XP2-A2 ECM (1) is below the cab near the integrated hydraulic control valve. The IQAN XP2-A2 actuates and controls the solenoids located on the integrated hydraulic control valve. The IQAN XT2-A0 ECM (2) translates the data from all of the IQAN modules and transmits the data to the other ECMs. The IQAN XT2-A0 also translates and transmits data to and from the Engine ECM.
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SIGNIFICANT MAINTENANCE CHANGES • Engine Filters and Fluids • Combined Hydraulic Tank
47 SIGNIFICANT MAINTENANCE CHANGES
Maintenance for the 564 and 574B forwarders has changed. Significant changes include: - With the new 3056E engine, all engine filters and fluid locations have changed. - The combined hydraulic and power train oil tank reduces maintenance time.
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48 Engine Maintenance
The engine coolant expansion tank (1), air filter housing (2), air filter restriction indicator (3), engine oil fill (4), and fuel filters (5) are accessed from the left side of the machine with the hood raised. The engine coolant level can be checked by viewing the end of the coolant expansion tank. The end of the tank is marked with level indicators (not visible) for warm or cold coolant. The coolant can be seen through the translucent plastic end of the tank, allowing the level to be checked. Makeup coolant can be added through the cap on top of the recovery tank (not shown). Not shown in this illustration are the engine oil filters and the engine oil dipstick. These are easily serviced and located behind the frame near the battery disconnects (6).
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49 Hydraulic System Maintenance
The charge pump hydraulic oil filter (1), and the case drain oil filter (2) are located under the cab. The hydraulic oil filters are serviced with the cab raised. A manual hydraulic pump is used to tilt the cab to the right side. With the locking safety bar (3) in place the filters can be serviced.
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The main return hydraulic oil filter is located in the top of the hydraulic tank. The filter can be accessed by removing a plate (arrow). The hydraulic oil tank and the power train oil tank have also been combined into a common reservoir.
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51 NEW TOOLING/SKILLS REQUIRED FOR SERVICE Caterpillar Electronic Technician
The Caterpillar 3056E Engine requires the use of Caterpillar Electronic Technician (Cat ET) to clear diagnostic codes, program the ECM, and access configuration information. Cat ET communicates to the Engine ECM by connecting to the service connector (arrow) located in the cab where the steering wheel has been removed. IQANdevelop
Also located in this compartment, but not shown in this view is the service connector for the IQANdevelop RS232 serial communications cable. IQANdevelop is the software used to communicate with the IQAN Machine Control and Monitoring System. The IQANdevelop software allows the technician to change parameters, test and adjust hydro-electric controls, and allows electronic diagnostic capability. The IQANdevelop requires an IQAN develop key. The IQANtalk key and software are similar but not c ompatible with the IQANdevelop key and software. NOTE: For more information on Cat ET refer to "Caterpillar Engine Electronics Course" (SERQ4031).
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52 CONCLUSION
This presentation has provided New Product Introduction (NPI) information for the Caterpillar 564 and 574B Forwarders. New components and major changes were identified and discussed. This presentation supports the service manual and previous released training materials. When used in conjunction with the service manual, the information in this package should permit the technician to do a thorough job of analyzing a problem in these systems. For service repairs, adjustments and maintenance, always refer to the Owner and Operator Manual, Service Manuals, and other related service publications.
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HYDRAULIC SCHEMATICS COLOR CODE Black - Mechanical connection. Seal
Red - High pr essure oil
Dark Gray - Cutaway sectio n
Red/White Stripes - 1st pressure reducti on
Light Gray - Surface color
Red Crosshatch - 2nd reduction in pressure
White - Atmosph ere or Air (no p res su re)
Pink - 3rd reduction in pressure
Purple - Pneumatic pressure
Red/Pink Stripes - Secondary source oil pressure
Yellow - Moving or activated components
Orange - Pilot, si gnal, or Torque Converter oil
Cat Yellow - (restri cted usage) Identification of components within a moving group
Orange/White Stri pes Reduced pilot, signal, or TC oil pressure
Brown - Lubricating oil
Orange Crosshatch - 2nd reduction in pilot, signal, or TC oil pressure.
Green - Tank, sump, or return oil
Blue - Trapped oil
Green/White Stripes Scavenge Oil or Hydrauli c Void
HYDRAULIC SCHEMATIC COLOR CODE
This illustration identifies the meanings of the colors used in the h ydraulic schematics and cross-sectional views shown throughout this presentation.
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E D O C R O L O C S C I T A M E H C S C I L U A R D Y H
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l i o e r u s s e r p h g i H d e R
l a e S . n o i t c e n n o c l a c i n a h c e M k c a l B
n o i t c u d e r e r u s s e r p t s 1 s e p i r t S e t i h W / d e R
n o i t c e s y a w a t u C y a r G k r a D
e r u s s e r p n i n o i t c u d e r d n 2 h c t a h s s o r C d e R
r o l o c e c a f r u S y a r G t h g i L
e r u s s e r p n i n o i t c u d e r d r 3 k n i P
) e r r o u s e r s e e r h p p o s n o ( r m i t A A e t i h W
NPI Handout No. 1
e r u s s e r p l i o e c r u o s y r a d n o c e S s e p i r t S k n i P / d e R
l i o r e t r e v n o C e u q r o T r o , l a n g i s , t o l i P e g n a r O
e r u s s e r p l i o C T r - o , s l a e n p g i r i t S s , e t o t i l h i p W d / e e c g u n d a r e O R
e r u s s e r p c i t a m u e n P e l p r u P
s t n e n o p m o c d e t a v i t c a r o g n i v o M w o l l e Y
s t n e n o p p u m o r ) o c e f g g o g n a i s n v u i o o l d t m i o a e t i c a g c f i i n n i r t i t n h t s e t a i i e c r d ( I w r b u w L o l l n e Y w t o r a B C
n i n o i t . c e u r d u e r s s d e n r p 2 l - i h o c C t a T h r s o , s l o a r C n g e i g s , n t a o r l i O p
l i o d e p p a r T e u l B
l i o n r u t e r r o , p m u s , k n a T n e e r G
d i o V c i l u - a r s d e y p H i r r t o S l i e t i O h e g W / n n e e v e r a c G S
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NPI Handout No. 2
564 and 574B Forwarder Component Identification Locate and Identify Machine Components Directions: Place the correct letter or number next to the component. During the presentation, use these worksheets to take notes as the function of each component is explained. Use SIS to look up the part numbers of the listed components. Example: _____ Charge pump
Location: The pump mounted on the end of the power train drive pump. Function: Supplies charge oil flow to the power train drive pump and motor. Also cools and flushes the drive system. Part Number: Part of the 222-3189 pump group - not serviced separately ______
Manual steering valve
Location: Function: Part Number: ______
Integrated hydraulic control valve group
Location: Function: Part Number: ______
Electro-hydraulic steering valve
Location: Function: Part Number: ______
Air to Air Aftercooler (ATAAC)
Location: Function: Part Number: ______ Location: Function: Part Number:
Case drain hydraulic oil filter
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Return hydraulic oil filter
Location: Function: Part Number: ______
Primary fuel filter
Location: Function: Part Number: ______
Secondary fuel filter
Location: Function: Part Number: ______
Cat ET service connector
Location: Function: Part Number: ______
Air conditioner cab filter
Location: Function: Part Number: ______
Engine ECM
Location: Function: Part Number: ______
Brake accumulator charge valve
Location: Function: Part Number: ______ Location: Function: Part Number:
Electronic fuel injection pump
NPI Handout No. 3
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NPI Handout No. 4
564 and 574B Forwarders Quiz Directions : Circle the best answer for the following questions about the new forwarders.
1. The 564 and 574B have which new engine? a. 3046E b. 3054E c. 3056E d. 3406E 2. The integrated hydraulic control valve contains all of the following EXCEPT which one? a. Parking brake valve b. All-wheel drive valve c. Steering valve d. Ladder valve 3. The valves in the integrated hydraulic control valve are controlled by the IQAN control system. a. True b. False 4. What replaced the steering wheel and hand metering unit? a. Electronic control b. Manual steering valve 5. All of the following changes have been made on the 564 and 574B forwarders EXCEPT which one? a. Increased hydraulic pump output b. New cab c. New IQAN monitoring system d. New bunk and grapple design 6. The ladder is raised and lowered when the parking brake is ENGAGED/RELEASED by what type of device? a. Hydraulic cylinder b. Cable mechanism 7. What type of fuel system is used on the 3056E? a. Mechanically controlled rotary fuel pump b. Electronically controlled rotary fuel pump c. HEUI fuel system d. EUI fuel system
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NPI Handout No. 5
