No. SEF-0F7BE
S E R V I C E M A N U A L
SERVICE MANUAL
FORKLIFT TRUCK F F D G 2 2 0 0 T T 3 3 – –
F F D G 3 3 0 0 T T 3 3
, , F F HH D G 1 1 5 5 T T 3 3
, F – H F DH 2 G 0 3 T 0 3 A T 3 –
, F F G H D 3 3 5 T 0 3 T S 3 A
, F D 3 5
FHD15T3
FHG15T3
FHD18T3
FHG18T3
FD20T3
FG20T3
FHD20T3A FHG20T3 FD25T3 FD30T3
FG30T3
FHD30T3A FHG30T3 FD35T3S
T 3 S
N o . S E F 0 F 7 B E
FG25T3
FHD25T3A FHG25T3
TCM CORPORA CORP ORATION TION
FG35T3S
No. SEF-0F7BE
FOREWORD TCM’s new forklift trucks with capacities from 1.5 through 3.5 tons feature low operating noise and reduced vibration as well as improved controllability and higher safety, and come equipped with new high-performance engines. The gasoline engines used for this series are equipped with an electronically-controlled fuel supply unit to reduce emissions from the engine. The steering system can correct steering wheel knob deviation automatically to provide better driver control. The instrument panel accommodates optional OK monitors which allow the operator to check the water level, air cleaner plugging, and battery condition of charge with just a glance. The serviceability of these trucks has been greatly improved by these changes. This Service Manual describes all of the major components and their service procedures. We encourage you to make practical use of it while servicing the trucks. We also hope you will understand that, due to on-going improvements of the parts and components, the values and some of the descriptions in this manual are subject to change without notice. February 2010
The specifications and equipment covered in this manual will vary according to the intended destination. In our documents and manuals, these differences are coded according to the destination as follows. Export specication code
Destination
EXA
North America
EXB
All regions excluding North America, EU member countries, Oceania and South Africa
EXC
Oceania
EXE
EU member countries (excluding Scandinavia)
EXK
South Africa
EXN
Scandinavia
No. SEF-0F7BE
No. SEF-0F7BE
3 T
) 1 ( S N O I T A C I F I C E P S
8 1 D H F
3 T
8 1 G H F
] 0 0 5 3 [ 0 8 5 1
3 T
5 1 D H F
3 T
5 1 G H F
l e d o m k c u r T
] ] 0 ] 1 ] . 0 4 8 1 . 0 2 1 2 1 3 [ 1 [ [ [ - 6 0 5 0 0 0 6 5 6 6 0 1 3 0 1 3
] ] 9 . 1 . 9 2 2 2 1 [ 1 [ 0 0 6 2 6 6
} 0 0 ] 9 0 1 { 9 1 4 6 . [ 8 1
] ] 9 . 9 . 3 7 3 2 1 [ 1 [ 0 0 8 5 6 6
} 0 0 ] 6 0 1 3 { 5 3 7 . [ 5 1
] ] 9 . 1 . 9 2 2 2 1 [ 1 [ 0 0 6 2 6 6
} 0 0 ] 9 0 1 { 9 1 4 6 . [ 8 1
] ] 9 . 9 . 3 7 3 2 1 [ 1 [ 0 0 8 5 6 6
A ] ] ] ° . . . ] s n n ] n m b l i p [ i [ i [ f [ g m m [ s k m / m m m m m
] ] 1 1 . . 2 2 1 [ * 1 [ * 5 5 . . 9 9 1 1
] h p m [ h / m k
} } 0 0 ] 0 ] 0 0 6 0 7 1 3 { 4 5 { 5 1 3 9 . [ 7 . [ 6 5 1
] f b l [ } f g k { N k
) d l l w r u b e d p t d d d t t e n s n s n e 1 2 1 2 r e a w ) p c t f e b s c d d h ( d d e ) ) w n a a g l e d d g a e a o l n r d a e l o i g t e a f i l d o o i d e m l a e d l p . i . l c h n s a r x n n v v e o x t t o t s u l w e u a f a a i f i f ( ( r a ( l e f r r i m r M B L T F L T M e e t I P
) d e d a o l (
] 0 2 1 6 [ 0 8 7 2
] ] 1 . 9 . 9 0 8 2 . . 7 7 5 / 3 / [ [ 0 1 1 0 1 0 0 8 2 1
] ] 8 . . 5 3 2 3 1 4 [ [ 5 0 9 0 1 1 3 1
] 2 . 6 3 [ 0 2 9
] 0 8 5 5 [ 0 7 6 2
] 9 . 7 1 [ 5 5 4
] 0 8 7 5 [ 0 2 6 2
] ] 6 . 1 . 4 2 2 4 1 [ [ 5 0 6 7 1 0 3 1
] 5 . 1 8 [ 0 7 0 2
] ] 3 . 1 . 7 6 6 5 1 [ [ 0 5 5 2 2 4 4 1
] 5 4 . 3 1 ] ] ] ] ] 2 ] 2 . 1 . 6 . 7 . x x 0 2 6 5 6 . 5 6 0 9 3 9 3 4 . [ 3 1 1 0 [ [ [ [ 3 0 0 5 5 1 x 0 9 5 9 2 9 2 x 0 . 0 8 9 3 4 0 2 . 2 7 [ 1 2 6 9 3 [
B C D E ] . ] . ] . n n i n i [ i [ [ m m m m m m
F
G H
J K L M
] ] . 8 1 5 0 [ 0 . . 7 7 5 / 3 / 0 [ 0 1 1 8 9 8 1 7 1
R
) ) Q ( s s e n k c i h T e x l s ) i P a ( g h n ) h t s i d t d u t i i r i c a w d e u a s t t t g g W r r x h h g h s t t e h n a t g y g g d g a n a ) g d t ) i i n n s n i i n i a i e h h i m N e e ) l e r r s e c ( i d d n n l w h h h d a ) e e e a r ° b a z o e r l l l l t 0 e h v v b ) i i u a l l l l t l o e d r n t 9 s a a a v a d e d o a o o s g p s e l a . . n r r n n o n r k n k d e a f r e o r e r e t e t e h n e e a r a r e r u l r k e r ( ( i i v v v v ( ( e r o o o a O x m O O O ( G M M i e W T F R F L ( F D
] 0 3 5 5 [ 0 1 5 2
] s b l [ g k
) e m a r f t a t ( h e g c i n e a r w a g e l n c i t r a e t h d g r e n i p U e O W
No. SEF-0F7BE
] ] 3 . 4 . 6 2 0 0 1 [ 1 [ 0 0 4 2 5 5
3 T
0 3 G H F
3 T
0 3 G F
] 0 0 0 6 [ 0 2 7 2
] 3 . 5 [ 5 3 1
3 T
) 2 ( S N O I T A C I F I C E P S
5 2 G H F
3 T
5 2 G F
] 0 0 0 5 [ 0 6 2 2
3 T
0 2 G H F
3 T
0 2 G F
l e d o m k c u r T
] ] 0 ] 1 ] . 0 4 8 3 . 0 2 1 2 1 4 [ 1 [ [ [ - 6 0 0 0 0 0 6 6 1 6 0 1 8 0 1 3
] ] 4 . 4 . 8 6 9 [ 9 [ 0 0 0 9 5 4
} 0 0 ] 0 0 2 0 { 4 6 [ . 4 9 1
] 1 . 2 1 [ 5 . 9 1
] 1 . 2 1 [ 5 . 9 1
} } 0 ] 0 ] 0 3 5 2 0 0 4 9 1 2 1 { 2 { 1 3 2 8 . [ . [ 9 4 1
] 0 9 3 9 [ 0 6 2 4
6 . 1 . 5 / 4 / 1 1
] ] 5 . 1 . 4 3 6 . 9 8 5 [ [ / 5 1 / 0 1 0 0 1 4 1 2 2
} 0 5 ] 2 0 2 { 0 0 5 1 . [ 2 2
6 . 0 . 5 / 3 / 1 1
] ] 3 . 2 . 6 4 1 1 1 1 [ [ 0 0 9 8 5 5
} 0 0 ] 7 4 1 5 { 7 3 7 . [ 6 1
] ] . 1 . 5 2 / 9 2 1 . 8 8 7 [ 4 / [ 0 1 0 4 1 2 0 2 2
] ] 9 . 1 . 5 2 2 2 1 [ 1 [ 0 0 4 2 6 6
} 0 5 ] 2 0 2 { 0 0 5 1 . [ 2 2
A ] ] ] ° . . . ] s n n ] n m b i l i p [ i [ [ f [ g m m [ s k m / m m m m m
] ] 8 8 . . 1 1 1 [ * 1 [ * 0 0 . . 9 9 1 1
] h p m [ h / m k
} } 0 0 ] 0 ] 5 6 7 4 8 1 5 { 6 8 { 7 1 3 3 . [ 7 . [ 8 6 1
] f b l [ } f g k { N k
) d l l w r u b e d p t d d d t t e n s n s n e 1 2 1 2 r e a w ) p c t f e b s c d d h ( d d e ) ) w n a a g l e d d g a e a o l n r d a e l o i g t e a f i l d o o i d e m l a e d l p . i . l c h n s a r x n n v v e o x t t o t s u l w e u a f a a i f i f ( ( r a ( l e f r r i m r M B L T F L T M e e t I P
) d e d a o l (
] 3 . 2 8 [ 0 9 0 2
] ] 8 9 . 6 6 1 6 [ [ 0 0 6 0 2 7 4 1
] 4 . 9 3 [ 0 0 0 1
5 ] . 4 8 ] ] x 1 0 ] 9 9 7 . ] . . 5 x 9 . 0 2 5 8 0 2 9 5 1 4 . 1 2 [ [ 1 4 - - [ 0 0 5 x x 0 8 . 4 8 2 0 1 5 9 4 5 7 . 2 [ 1 0 2 1 4 [
] 0 7 3 9 [ 0 5 2 4
] 0 9 8 7 [ 0 8 5 3
] ] 9 . 1 . 5 2 2 2 1 [ 1 [ 0 0 4 2 6 6
] ] 3 . 2 . 6 4 1 1 1 [ 1 [ 0 0 9 8 5 5
] ] 6 . 2 . 8 8 4 4 1 [ [ 5 5 7 2 7 2 3 1
0 ] . 4 6 ] ] x 1 7 9 . . 2 x 7 9 2 8 . 1 [ 1 1 4 [ 0 5 x x 5 0 0 1 4 5 7 . 0 2 1 4 [
] 7 . 2 4 1 [ 5 2 6 3
] 0 7 8 7 [ 0 7 5 3
] 0 1 1 7 [ 0 2 2 3
6 . 8 . 5 / 2 / 1 1
0 ] . 4 6 ] ] ] ] x 1 0 ] 2 . ] 2 2 7 1 3 . . . . 2 x 2 3 0 0 8 8 7 7 2 8 . 4 1 . 3 3 1 1 [ [ [ [ 1 4 - - 4 [ 0 0 0 5 x x 5 5 0 7 7 5 3 0 1 4 6 . 1 9 9 4 4 7 . 2 9 [ 1 0 2 1 4 [
] ] 0 3 . 4 5 1 [ 4 [ 5 0 5 5 5 1 3 1
] 5 . 1 8 [ 0 7 0 2
] ] 3 . 0 . 7 3 6 6 1 [ [ 0 0 5 0 2 6 4 1
B C D E ] . ] . ] . n n i n i [ i [ [ m m m m m m
F
G H J K L M
] ] 4 . 6 . 5 5 0 5 . . 8 7 5 / 3 / [ [ 0 1 1 0 7 2 1 9 2 1
R
) ) Q ( s s e n k c i h T e x l s ) i P a ( g h n ) h t s i d t d u t i i r i c a w d e u a s t t t g g W r r x h h g h s t t e h n a t g y g g d g a n a ) g d t ) i n n s n i i n i a i e h h i m i N e e ) l e r r s e c ( i d d n n l w h h h d a ) e e e a r ° b a z o e r l l l l t 0 e h v v b ) i i u a l l l l t l o e d r n t 9 s a a a v a d e d o a o o s g p s e l a . . n r r n n o n r k n k d e a f r e o r e r e t e t e h n e e a r a r e r u l r k e r ( ( i i v v v v ( ( e r o o o a O x m O O O ( G M M i e W T F R F L ( F D
] 0 8 0 7 [ 0 1 2 3
] s b l [ g k
) e m a r f t a t ( h e g c i n e a r w a g e l n c i t r a e t h d g r e n i p U e O W
No. SEF-0F7BE
] ] 3 . 4 . 6 2 0 0 1 [ 1 [ 0 0 4 2 5 5
A 3 T
0 3 D H F
3 T
0 3 D F
] 0 0 0 6 [ 0 2 7 2
] 3 . 5 [ 5 3 1
A 3 T
) 3 ( S N O I T A C I F I C E P S
5 2 D H F
3 T
5 2 D F
] 0 0 0 5 [ 0 6 2 2
A 3
T 0 2 D H F
3 T
0 2 D F
l e d o m k c u r T
] ] 0 ] 1 ] . 0 4 8 3 . 0 2 1 2 1 4 [ 1 [ [ [ - 6 0 0 0 0 0 6 6 1 6 0 1 8 0 1 3
] ] 1 . . 4 6 2 0 1 1 [ 1 [ 0 0 9 2 5 5
} 0 0 ] 4 0 2 0 { 3 5 [ . 5 3 2
] 1 . 2 1 [ 5 . 9 1
] 1 . 2 1 [ 5 . 9 1
} } 0 ] 0 ] 0 3 5 0 0 0 7 1 1 { 5 8 { 2 2 2 [ 8 . 3 . [ 7 9 1
] ] 5 . 1 . 3 8 . 4 9 8 [ 4 / [ 0 1 0 0 1 4 1 2 2
] ] 0 . 1 . 6 2 2 2 1 [ 1 [ 0 0 4 2 6 6
} 0 0 ] 7 0 2 { 0 0 6 5 . [ 6 2
5 . 3 / 1
] ] 9 . 0 . 1 4 3 2 1 [ 1 [ 0 0 7 3 6 6
} 0 5 ] 9 0 1 0 { 3 4 1 . [ 9 1
] ] 2 . 1 . 8 9 5 . 8 9 [ 3 / [ 0 1 0 4 1 2 0 2 2
] ] 0 . 1 . 6 2 2 2 1 [ 1 [ 0 0 4 2 6 6
} 0 0 ] 7 0 2 { 0 0 6 5 . [ 6 2
9 . 2 / 1
] ] 9 . 0 . 1 4 3 2 1 [ 1 [ 0 0 7 3 6 6
A ] ] ] ° . . . ] s n n ] n m b l i p [ i [ i [ f [ g m m [ s k m / m m m m m
] ] 5 5 . . 1 1 1 [ * 1 [ * 5 5 . . 8 8 1 1
] h p m [ h / m k
} } 0 0 ] 5 ] 5 6 9 0 8 1 0 { 6 8 { 3 1 4 3 . [ 1 . [ 8 9 1
] f b l [ } f g k { N k
) d l l w r u b e d p t d d d t t e n s n s n e 1 2 1 2 r e a w ) p c t f e b s c d d h ( d d e ) ) w n a a g l e d d g a e a o l n r d a e l o i g t e a f i l d o o i d e m l a e d l p . i . l c h n s a r x n n v v e o x t t o t s u l w e u a f a a i f i f ( ( r a ( l e f r r i m r M B L T F L T M e e t I P
) d e d a o l (
] ] 6 . 2 . 8 8 4 4 1 [ [ 5 5 7 2 7 2 3 1
] 3 . 2 8 [ 0 9 0 2
] ] 8 9 . 6 6 1 [ 6 [ 0 0 6 0 2 7 4 1
] 7 . 2 4 1 [ 5 2 6 3
] 4 . 9 3 [ 0 0 0 1
5 ] . 4 8 ] ] x 1 0 ] 9 9 7 . ] . . 5 x 9 . 0 2 5 8 0 2 9 5 1 4 . 1 2 [ [ 1 4 - - [ 0 0 5 x x 0 8 . 4 8 2 0 1 5 9 4 5 7 . 2 [ 1 0 2 1 4 [
] 0 8 6 9 [ 0 9 3 4
0 ] . 4 6 ] ] x 1 7 9 . . 2 x 7 9 2 8 . 1 [ 1 1 4 [ 0 5 x x 5 0 0 1 4 5 7 . 0 2 1 4 [
] 0 6 1 8 [ 0 0 7 3
] ] 0 3 . 4 5 1 [ 4 [ 5 0 5 5 5 1 3 1
] 5 . 1 8 [ 0 7 0 2
] ] 3 . 0 . 7 3 6 6 1 [ [ 0 0 5 0 2 6 4 1
0 ] . 4 6 ] ] ] ] x 1 0 ] 2 . ] 2 2 7 1 3 . . . . 2 x 2 3 0 0 8 8 7 7 2 8 . 4 1 . 3 3 1 1 [ [ [ [ 1 4 - - 4 [ 0 0 0 5 x x 5 5 0 7 7 5 3 0 1 4 6 . 1 9 9 4 4 7 . 2 9 [ 1 0 2 1 4 [
B C D E ] . ] . ] . n n i n i [ i [ [ m m m m m m
F
G H
J K L M
] ] 4 . 6 . 5 5 0 9 . . 8 7 5 / 2 / [ [ 0 1 1 0 7 2 1 9 2 1
R
) ) Q ( s s e n k c i h T e x l s ) i P a ( g h n ) h t s i d t d u t i i r i c a w d e u a s t t t g g W r r x h h g h s t t e h n a t g y g g d g a n a ) g d t ) i i n n s n i i n i a i e h h i m N e e ) l e r r s e c ( i d d n n l w h h h d a ) e e e a r ° b a z o e r l l l l t 0 e h v v b ) i i u a l l l l t l o e d r n t 9 s a a a v a d e d o a o o s g p s e l a . . n r r n n o n r k n k d e a f r e o r e r e t e t e h n e e a r a r e r u l r k e r ( ( i i v v v v ( ( e r o o o a O x m O O O ( G M M i e W T F R F L ( F D
] 0 6 3 7 [ 0 4 3 3
] s b l [ g k
) e m a r f t a t ( h e g c i n e a r w a g e l n c i t r a e t h d g r e n i p U e O W
No. SEF-0F7BE
) 4 ( S N O I T A C I F I C E P S
5 3 D F
S 3 T
5 3 G F
l e d o m k c u r T
} 0 5 ] 8 0 1 { 7 0 4 1 . [ 8 1
] ] 5 . 6 . 6 0 9 [ 9 [ 0 0 9 6 4 4
S 3 T
] ] 0 ] 1 ] . 0 4 8 7 . 0 2 1 2 1 7 [ 1 [ [ [ - 6 0 0 0 0 0 6 7 0 5 0 1 5 0 3 3
] ] 6 . 6 . 8 6 8 [ 8 [ 0 0 5 4 4 4
A ] ] ] ° . . . ] s n n ] n m b i l i p [ i [ [ f [ g m m [ s k m / m m m m m
] ] 1 1 . . 2 2 1 [ * 1 [ * 5 5 . . 9 9 1 1
] h p m [ h / m k
} } 0 ] 0 0 3 ] 9 0 1 1 0 1 5 { 2 4 { 2 2 4 8 . [ 9 . [ 0 8 1 1
] f b l [ } f g k { N k
) d l l w r u b e d p t d d d t t e n s n s n e 1 2 1 2 r e a w ) p c t f e b s c d d h ( d d e ) ) w n a a g l e d d g a e a o l n r d a e l o i g t e a f i l o d o i d e m l a e d l p . i . l c h n s a r x n n v v e o x t t o t s u l w e u a f a a i f i f ( ( r a ( l e f r r i m r M B L T F L T M e e t I P
) d e d a o l (
] 5 0 6 0 1 [ 0 2 8 4
5 . 6 / 5 1 / 1
0 ] 0 . ] ] ] ] ] 5 2 9 7 x x 0 . ] . 2 5 8 9 . . . 7 1 8 9 3 0 9 0 2 . 4 4 5 1 . 3 1 2 [ [ [ [ 1 5 - - 5 [ 0 0 5 5 x x 0 8 5 . 4 6 7 9 0 0 0 1 0 9 4 6 7 1 1 . 3 [ 1 1 0 2 1 4 [
] ] 4 . 8 . 2 0 5 5 1 [ [ 0 0 7 9 8 2 3 1
] 3 . 4 8 [ 0 4 1 2
] ] 5 . 9 . 7 6 6 6 1 [ [ 5 0 5 0 2 7 4 1
B C D E ] . ] . ] . n n i n i [ i [ [ m m m m m m
F
G H J K L M
] ] 2 . 8 . 7 9 4 . 6 9 8 [ [ 6 / / 0 1 1 0 7 8 4 2 2 2
R
) ) Q ( s s e n k c i h T e x l s ) i P a ( g h n ) h t s i d t d u t i i r i c a w d e u s a t t t g g W r r x h h g h s t t e h n a t g y g g d g a n a ) g d t ) i i n n s n i i n i a i e h h i m N e e ) l e r r s e c ( i d d n n l w h h h d a ) e e e a r ° b a z o e r l l l l t 0 e h v v b ) i i a u l l l l t o l e d r n t 9 s a a a v a d e d o a o o s g p s e l a . . n r r n n o n r k n k d e a f r e o r e r e t e t e h n e e a r a r e r u l r k e r ( ( i i v v v v ( ( e r o o o a O x m O O O ( G M M i e W T F R F L ( F D
] 0 7 8 0 1 [ 0 4 9 4
] s b l [ g k
) t s a m t a t ( h e g c i n e a r w a g e l n c i t r a e t h d g r e n i p U e O W
No. SEF-0F7BE
Unit: mm [in.]
] 1 . 8 1 1 [ 0 0 0 3
t f i l e e r F
Fig. 1 Truck Dimensions
No. SEF-0F7BE
No. SEF-0F7BE
TABLE OF CONTENTS 1. ENGINE ........................................................................................................................................... 1 1.1 GENERAL DESCRIPTION ............................................................................................................ 3 1.1.1
FUEL SYSTEM (Gasoline and Diesel) ................................................................................. 10
1.1.2
FUEL SYSTEM (LPG) ......................................................................................................... 17
1.1.3
ENGINE CONTROL SYSTEM (Gasoline and LPG) .......................................................... 19
1.1.4
COOLING SYSTEM ............................................................................................................ 22
1.1.5
ACCELERATOR PEDAL ..................................................................................................... 27
1.1.6
AIR CLEANER ..................................................................................................................... 29
1.1.7
MUFFLER............................................................................................................................. 35
2. AUTOMATIC TRANSMISSION SYSTEM ...................................................................... 37 2.1 GENERAL DESCRIPTION .......................................................................................................... 37 2.1.1
TORQUE CONVERTER ...................................................................................................... 40
2.1.2
CHARGING PUMP .............................................................................................................. 41
2.1.3
TRANSMISSION.................................................................................................................. 42
2.1.4
TRANSMISSION CONTROL VALVE ................................................................................ 46
3. DRIVE AXLE ............................................................................................................................... 51 3.1 GENERAL DESCRIPTION .......................................................................................................... 51 3.1.1
REDUCTION GEAR AND DIFFERENTIAL...................................................................... 57
4. BRAKE SYSTEM ...................................................................................................................... 61 4.1 GENERAL DESCRIPTION .......................................................................................................... 61 4.1.1
BRAKE PEDAL .................................................................................................................... 61
4.1.2
MASTER CYLINDER .......................................................................................................... 66
4.1.3
WHEEL BRAKE................................................................................................................... 67
4.1.4
PARKING BRAKE LEVER ................................................................................................. 69
4.1.5
WHEEL BRAKE TROUBLESHOOTING .......................................................................... 72
5. STEERING SYSTEM ............................................................................................................... 73 5.1 GENERAL DESCRIPTION .......................................................................................................... 73 5.1.1
STEERING AXLE ................................................................................................................ 74
5.1.2
STEERING WHEEL ASSEMBLY ....................................................................................... 77
5.1.3
ORBITROL ........................................................................................................................... 78
5.1.4
POWER CYLINDER ............................................................................................................ 81
5.1.5
STEERING WHEEL DEVIATION CONTROL................................................................... 82
No. SEF-0F7BE
6. HYDRAULIC SYSTEM ........................................................................................................... 85 6.1 GENERAL DESCRIPTION .......................................................................................................... 86 6.1.1
MAIN PUMP ......................................................................................................................... 86
6.1.2
CONTROL VALVE ............................................................................................................... 90
6.1.3
VALVE CONTROLS .......................................................................................................... 103
6.1.4
LIFT CYLINDER ............................................................................................................... 104
6.1.5
FLOW REGULATOR VALVE............................................................................................ 109
6.1.6
TILT CYLINDER ................................................................................................................ 110
6.1.7
OIL TANK ........................................................................................................................... 111
7. LOAD HANDLING .................................................................................................................. 115 7.1 GENERAL DESCRIPTION ........................................................................................................ 116 7.1.1
OUTER AND INNER CHANNELS ................................................................................... 116
7.1.2
CARRIAGE......................................................................................................................... 118
7.1.3
LOCATIONS OF ROLLERS ............................................................................................. 120
8. ELECTRIC WIRING ............................................................................................................... 123
1. ENGINE
1. ENGINE Gasoline and LPG engine Truck Model
FG20T3
FHG15T3
FG25T3
FHG18T3
FG30T3
Item Name Type No. of cylinders – Bore x stroke mm [in.] 3 Total displacement cc [in. ] Compression ratio GAS: LPG (Exclusive): Dual fuel: Performance Rated speed rpm Rated output kW {PS} [HP] GAS (Exclusive and Dual): LPG (Exclusive): LPG (Dual): Max. torque N-m {kgf-m} [lbs-ft]/rpm GAS (Exclusive and Dual): LPG (Exclusive): LPG (Dual): Full-load rated fuel consumption g/kW-h {g/PS-h}/rpm GAS (Exclusive and Dual): LPG (Exclusive): LPG (Dual): No-load minimum speed rpm Weight kg [lbs] GAS: LPG (Exclusive): Dual fuel: Dimensions mm [in.] Ignition order Rotational direction
FHG20T3 FHG25T3 FHG30T3 FG35T3S
K21 K25 4-cycle, water-cooled, in-line, overhead valve type gasoline engine 4 – 89 x 83.0 4 – 89 x 100 4 – [3.50 x 3.27] 4 – [3.50 x 3.94] 2065 [126] 2488 [151.8] 8.7 9.3 8.7
9.2
2700 38.7 {52.6} [51.9] 40.0 {54.3} [53.7] 39.8 {54.1} [53.4]
44.7 {60.8} [59.9] 44.6 {60.7} [59.8] 44.4 {60.4} [59.4]
148 {15.1} [109.2]/2000 151 {15.4} [111.4]/2000 150 {15.3} [110.6]/2000
174 {17.7} [128.4]/1600 185 {18.4} [136.5]/1600 183 {18.7} [135.0]/1600
303 {223}/1600 230 {169}/2000 235 {173}/2000 700 rpm (off the truck)
302 {222}/1600 215 {158}/1600 223 {164}/1600
151 [333] 152 [335] 151 [333] 152 [335] 152 [335] 153 [337] 719.4 x 568 x 726 [28.3 x 22.4 x 28.6] 1-3-4-2 Clockwise when viewed from the fan
-1-
1. ENGINE
Diesel engine Truck Model FHD15T3 FHD18T3
Item Name Type No. of cylinders- Bore x stroke mm [in.] Total displacement cc Compression ratio Performance Rated speed rpm Rated output kW [HP] Maximum torque N-m{kgf-m}[lbf-ft] Full-load rated fuel consumption g/kw·h{g/ps·h} No-load minimum speed rpm Weight kg [lbs] Dimensions (L x W x H) mm [in.] Ignition order Rotational direction
FD20T3 FD25T3 FD30T3
FHD20T3A FHD25T3A FHD30T3A FD35T3S
TD27 QD32 4-cycle, water-cooled, in-line, overhead valve type diesel engine with swirl chamber 4-96 x 92 [4-3.78 x 3.62] 4-99.2 x 102 [4-3.91 x 4.02] 2663 3153 24.6 22 2300 41 [55] 170 {17.3} [125]/ 2300 253 {186} 750 259 [571]
2300 44 [60] 189 {19.3} [139.4]/ 1800 255 {187} 750 262 [578]
787 x 614 x 722 [31 x 24.2 x 28.4]
794 x 616 x 747 [31.3 x 24.3 x 29.4]
1– 3– 4– 2 Clockwise when viewed from fan.
-2-
1. ENGINE
1.1 GENERAL DESCRIPTION This series comes equipped with either a gasoline or diesel engine. The engine is installed inside the truck frame along with the drive unit to deliver power to both the drive and hydraulic systems. The engine is rubber mounted at four points in the frame.
ENGINE-SIDE BRACKET Apply LOCTITE#262 BRACKET Apply LOCTITE#262
RUBBER MOUNT
FRAME-SIDE BRACKET
Apply LOCTITE#262
Apply LOCTITE#262
View
View
Fig. 1.1 Engine Mounting
-3-
1. ENGINE
ALTERNATOR
INJECTOR (GAS) AIR FLOW METER
INJECTOR (LPG)
THROTTLE CHAMBER
IGNITION COIL
DRAIN PLUG (WATER)
PRESSURE SWITCH
STARTER DRAIN PLUG
OIL FILTER
Fig. 1.2 Gasoline and LPG Engines
-4-
1. ENGINE
Model
Item
K21
Main Construction
Type of cylinder liner
Cylinder and cylinder block cast into one piece
Valve operation Suction valve opens at BTDC:
-4°
closes at ABDC:
40°
Exhaust valve opens at BBDC:
36°
closes at ATDC:
0°
Valve clearance, suction valve
0.38 mm [0.015 in.]
exhaust valve
0.38 mm [0.015 in.]
Ignition system
Ignition type
Ignition timing
BTDC 0° at 700 rpm
Ignition order
1-3-4-2
Ignition coil
Incorporated in igniter
Ignition plug
FR2A-D (NGK)
Spark gap
0.8 – 0.9 mm [0.032 – 0.035 in.]
Governor
Electronic type, xed-range control
Air cleaner
Filter paper type
Lubrication system
Forced lubrication
Lubrication pump
Gear type
Lubrication oil lter Filtration Cooling system Cooling fan
Filter paper Full-ow ltration Water-cooling, forced circulation Pusher type, 10-blade, O.D. of 400 mm [15.8 in.]
Drive Water pump Drive Water temperature regulator
V-belt drive, pulley ratio 1:1.20 Centrifugal type V-belt drive, pulley ratio 1:1.20 Wax type (valve opening temp.: 82°C or 179.6°F)
Starting motor
Magnet shift type
Voltage
12 V
Output
1.2 kW
-5-
K25
1. ENGINE
Model
Item
K21
Charging generator Voltage
12 V
Output
50 A
Generation Drive
3-phase a.c. V-belt drive, pulley ratio 1:2.15
Voltage/current regulator Type
Transistor type (built in charging generator)
Water and oil capacities Lubrication oil
3.8 liter [1 gal] (oil pan 3.5 liter [0.92 gal], oil lter 0.3 liter [0.08 gal])
Cooling water
3.5 liter [0.92 gal]
-6-
K25
1. ENGINE
ALTERNATOR
FUEL FILTER DRAIN PLUG (WATER)
STARTER
INJECTION PUMP
OIL FILTER
DRAIN PLUG (OIL)
Fig. 1.3 Diesel Engine (TD27, QD32)
-7-
1. ENGINE
Model
TD27
QD32
Overhead valve type
←
Bosch distributor type
←
10 mm x 2.2 mm [0.394 in. x 0.087 in.]
11 mm x 2.88 mm [0.433 in. x 0.113 in.]
Injection nozzle
Throttle type
←
Fuel feed pump
Vane type
←
Filter paper type with sedimenter
←
Item Main Construction
Valve system Fuel system Injection pump Plunger (diameter x stroke)
Fuel lter Governor
Governing
Centrifugal, all-speed control
←
Lubrication
Fuel lubrication
←
Gear type
←
Gear-driven
←
Oil pressure regulator
Regulator valve
←
Oil pressure indicator
Switch type
←
Full-ow, lter paper type
←
Incorporated, water cooling
←
Water cooling
←
Pusher type with 6 blades
←
O.D.: 380 mm [14.96 in.]
O.D.: 430 mm [16.93 in.]
Drive
Belt drive
←
Pump
Centrifugal type
←
Belt drive
←
Wax type
←
82°C [179.6°F]
←
95°C [203°F]
←
Magnet shift type
←
Lubrication system Pump Drive
Filtration Oil cooler
Cooling system Cooling method Cooling fan
Drive Water temperature regulator
Type Temperature at which valve begins to open Temperature at which valve opens fully Starting motor
Type
Voltage
12 V
←
Output
2.5 kW
2.8 kW
Stopping device
Fuel cut-off type
←
Engine preheater
Provided (QGS)
Provided
-8-
1. ENGINE
Model Item
TD27
QD32
A.C. generation,
←
Charging generator Type
diode rectication Voltage
12 V
←
Output
60 A
←
Drive
Belt drive
←
IC type
←
Automatic charging regulator
(built in generator) Reference data Oil sump capacity
5.5 liters [1.45 U.S. gal] max.
6.5 liters [1.72 U.S. gal] max.
4.0 liters [1.06 U.S. gal] min.
5.0 liters [1.32 U.S. gal] min.
5.4 liters [1.43 U.S. gal]
6.2 liters [1.64 U.S. gal]
Suction valve
0.35 mm [0.014 in.] (at warm)
←
Exhaust valve
0.35 mm [0.014 in.] (at warm)
←
Cooling water volume Valve clearance
Valve operation Suction valve opens at BTDC
16°
closes at ABDC
52°
←
Exhaust valve opens at BBDC
66°
←
closes at ATDC
12°
←
5°
2°
9.8 MPa
←
Injection timing (BTDC) Injection start pressure
←
{100 kgf/cm2} [1421 psi] Compression pressure
2.94 MPa 2
{30 kgf/cm } [426 psi] (200 rpm)
-9-
←
1. ENGINE
1.1.1 FUEL SYSTEM (Gasoline and Diesel) The fuel system is integral with the truck frame and consists of a fuel tank, lter, pump and level sender. (1) Fuel tank (Gasoline)
The fuel tank is welded into one integral body with the frame and located at the left side of the frame. The fuel tank has on its top a tank cover where a tank unit is provided to check the fuel level in the tank.
to ENGINE
STOP VALVE
CAP LEVEL SENDER
F LL /
1/
1/4
FUEL PUMP
DRAIN PLUG
Fig. 1.4 Fuel Tank (Gasoline)
- 10 -
1. ENGINE
Fuel pump (Gasoline)
The fuel pump has a design as shown in Fig. 1.5. It consists of a pump, a regulator and a lter. The fuel pump is started when the key switch is turned to ON, to send fuel under pressure to the engine injector.
to ENGINE
from PUMP QUICK CONNECTOR
REGULATOR
to CHAMBER JET
CHAMBER
FILTER
PUMP
FILTER
Fig. 1.5 Fuel Pump (Gasoline Engine)
- 11 -
1. ENGINE
(2) Fuel tank (Diesel)
Capacity: 70 liters [18.5 U.S. gal]
to FUEL FILTER from ENGINE
CAP
STOP VALVE
FULL
1/2
EMPTY 17L
FUEL LEVEL SENDER
DRAIN PLUG
Fig. 1.6 Fuel System (diesel-powered trucks with TD27, QD32)
- 12 -
1. ENGINE
The fuel level sender converts the fuel level in the fuel tank into an electric current signal. Its construction is shown in Figure 1.7. The resistance element is a variable resistor made of nichrome wire. The slider that changes the resistance is connected to the oat. When the oat is at the top level, the resistance value between the grounding and the “G” terminal is in the range of about 9.5 to 10.5 Ω. As the oat lowers, the resistance value becomes greater. Changes in the resistance are transmitted to the CPU in the combination meter. The fuel meter indicator moves in the “F” direction when the resistance is small and moves in the “E” direction when the resistance value is large. In addition, if the oat lowers near to the bottom, the CPU sends the signal to light the fuel lamp to inform the operator that fuel should be added.
FUEL METER
Ａ
FUEL LEVEL SENDER
FUEL LAMP BATTERY FULL
3/4
Float FULL 3/4 1/2 1/4 EMPTY
1/2
1/4
EMPTY
FLOAT View A
Fig. 1.7 Fuel Level Sender
- 13 -
Resistance value ( Ω) 10 ± 0.5 19 32 ± 1.0 49.5 87 ± 1.5
1. ENGINE
ENGINE COOLING FUEL METER
WATER T EMP. GAUG E
HOUR METER
1. LOAD HANDLING AND TRAVELING INTERLOCK WARNING LIGHT 2. PREHEATER INDICATOR (FOR DIESEL TRUCKS) 3. NEUTRAL WARNING LIGHT 4. ENGINE OIL PRESSURE WARNING LIGHT 5. BATTERY CHARGE WARNING LIGHT 6. FUEL LEVEL WARNING LIGHT
Fig. 1.8 Combination Meter
- 14 -
1. ENGINE
(3) Fuel Filter (Diesel)
The fuel lter removes dust and dirt from the fuel to be supplied to the engine. It is located on the fuel tank. The fuel lter for the diesel engine model also removes water from the fuel.
PUMP
CARTRIDGE
LEVEL SWITCH DRAIN COCK
for diesel engine model
Fig. 1.9 Fuel Filter (Diesel engine) Replacement of fuel lter
There is no need to replace the fuel filter of the gasoline engine, because it is incorporated into the fuel pump. (1) Using a lter wrench, remove the lter. Replacement criteria: Damage or clogging (2) Apply fuel oil on the packing of a new filter and install the lter. After the packing comes in contact
CARTRIDGE (FILTER)
with the body, give an additional 2/3 of a turn. (3) If the sedimentor warning light comes on, loosen the drain cock to drain off water.
“O”-RING
Note: After draining off water, make sure to close SENSOR
the drain cock.
DRAIN COCK (for water removal)
Fig. 1.10
- 15 -
1. ENGINE
Air bleeding (Diesel engine)
Operate the fuel filter (sedimentor) pump to send fuel into the injection pump. After it feels a little hard, operate the pump 5 to 10
PUMP
more times.
Fig. 1.11 Air Bleeding
- 16 -
1. ENGINE
1.1.2 FUEL SYSTEM (LPG) The fuel system that uses LPG as a fuel has a construction shown in Fig. 1.12. It consists of a LPG cylinder, a vaporizer, and a solenoid valve. The LPG cylinder is attached to the upper part of the rear counterweight and both the vaporizer and the solenoid valve are located at the left side inside the engine room. LPG ows from the LPG cylinder through the solenoid valve to the vaporizer where the gas pressure is properly regulated, before being controlled by the LPG injector and then injected into the cylinders of the engine. The vaporizer case is warmed by the radiator water to prevent the vaporizer from freezing due to latent heat which occurs when the fuel vaporizes.
CYLINDER SOLENOID VALVE (w/ FILTER)
WIRE HARNESS, ECM
AIR HORN
RELIEF VALVE
Fig. 1.12 LPG Fuel System (Outline)
- 17 -
VAPORIZER
1. ENGINE
Vaporizer
The vaporizer has a construction shown in Fig. 1.13. It converts high-pressure gas supplied from the LPG cylinder into low-pressure gas. High-pressure gas from the LPG cylinder flows between the valve seat and valve and enters the pressure-reducing chamber so that the pressure inside the pressure-reducing chamber rises. Therefore, the diaphragm pushes up the diaphragm spring and the hook pulls up the valve lever so that the valve is pressed against the valve seat. The higher the pressure inside the pressure-reducing chamber, the stronger the valve is pressed against the valve seat. When the pressure inside the pressure-reducing valve is high enough to reach the set value, the gas ow is cut off by the valve. When the pressure inside the pressure-reducing valve drops below the set value, the diaphragm spring is decompressed to reduce the lever pulling-up force. This opens the valve to allow high-pressure LPG to enter the pressure-reducing chamber. This process is repeated to maintain the pressure inside the pressure-reducing chamber at a constant value.
19.6 – 35.3 kPa [2.9 - 5.1 psi] {0.20 – 0.36 kgf/cm2}
•
14 – 15 mm [0.55 – 0.59 in.] to INJECTOR HOLDER
1. VALVE
5. DIAPHRAGM SPRING
2. VALVE SEAT 3. PRESSURE-REDUCING
6. HOOK 7. LEVER
CHAMBER 4. DIAPHRAGM
8. PRESSURE CHECK PORT PLUG Fig. 1.13 Vaporizer (Outline)
- 18 -
1. ENGINE
1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG) The gasoline and LPG engines are electronically controlled and the schematic diagrams of their control systems are shown in Figs. 1.19 and 1.20. The amount of fuel, mixing ratio and ignition timing are controlled by the ECM based on the information about the amount of accelerator pedal depression, the quantity of air to be sucked, and rotating angles of the crankshaft and camshaft. The amount of accelerator pedal depression is detected by the accelerator sensor shown in Fig. 1.21 and the quantity of air to be sucked is detected by the air AIR FLOW METER ow sensor installed on the air horn. The rotating angle of the crankshaft is detected by the position sensor (POS) installed on the front cover of the engine and the rotating angle of the camshaft by the position sensor (PHASE) installed inside the chain AIR HORN housing of the engine . Fig. 1.14 Air Flow Sensor
CRANKSHAFT POSITION (POS) SENSOR
“O”-RING
FRONT COVER
Fig. 1.15 POS
CHAIN HOUSING
“O”-RING CAMSHAFT POSITION (PHASE) SENSOR
Fig. 1.16 PHASE
- 19 -
1. ENGINE
Injector (LPG engines)
The amount of fuel to be injected is controlled by the injectors. Four injectors are installed on the intake manifold and independently controlled respectively. FUEL CONNECTOR
MAIN INJECTOR
HARNESS CONNECTOR (for main injector)
HARNESS CONNECTOR (for assist injector)
HOLDER ASSIST INJECTOR
FUEL PRESSURE SENSOR
Fig. 1.17 Injector (LPG) Throttle
The quantity of air to sucked is controlled by the throttle shown in Fig. 1.18. The throttle valve is driven by a motor which is controlled by the ECM.
ELECTRONIC CONTROL THROTTLE
INTAKE MANIFOLD
Fig. 1.18 Throttle Ignition coil
The ignition coils are used only for the ignition plugs and directly attached to them. Inside each ignition coil is an igniter using transistors.
- 20 -
1. ENGINE
Fig. 1.19 Electronic Controlled System Diagram (LPG) - 21 -
1. ENGINE
1.1.4 COOLING SYSTEM The cooling system consists primarily of a radiator and a reserve tank, as shown in Figure 1.20. The radiator is a cross-ow type. On the automatic transmission trucks, the outlet tank has an oil cooler inside it. The water pump is attached to the engine and driven by way of the V-belt as the engine starts running.
CAP
OIL COOLER
RADIATOR
RESERVE TANK DRAIN VALVE
Fig. 1.20 Cooling System
- 22 -
1. ENGINE
E D I S R T O T E K A I C D A A R R B
f o l i a t e D
R E B B U R
E D I T S - E E K C M A A R R F B
R O T A I D A R
K N A T E V R E S E R
: ) ] e r i u s p s 1 s 1 . e r 7 p [ g } 2 n m i n / c e f p g o k e 5 . v 0 l a { V a ( P P k A 9 C 4
Fig. 1.21 Cooling System (Gas-powered trucks)
- 23 -
1. ENGINE
E D I S R T O T E K A I C D A A R R B
f o l i a t e D
R E B B U R
E D I T S - E E K C M A A R R F B
R O T A I D A R
K N A T E V R E S E R
: ) e ] i r u s p s 1 s 1 e . r [ p 7 g } 2 n i m n / c e f p g o k e 5 . v 0 l a { V a ( P P k A 9 C 4
Fig. 1.22 Cooling System (Diesel-powered trucks)
- 24 -
1. ENGINE
Adjusting fan belt tension Make sure the engine is shut off. K21, K25
Loosen generator tting bolts. Move the generator away from the engine to adjust the belt tension. So that the fan belt has a deection of 10 mm at on the span when pressed by a nger pressure of about 98.1 N {10 kgf}. Tighten the tting bolts
and then
.
TD27, QD32
Loosen the tension pulley nut. Adjust the adjust bolt so that the fan belt has a deection of 10 mm when the area
is pressed with
a force of 98.1 N {10 kgf}. Tighten the tension pulley nut.
ADJUSTMENT BOLT
PULLEY NUT
K21, K25
TD27, QD32
Fig. 1.23 Fan Belt
- 25 -
1. ENGINE
Checking cooling liquid
Check the cooling liquid in the reserve tank. If the CAP
level is below the LOW mark, add cooling liquid of appropriate concentration listed in Table 1.1, to bring level: Up to the FULL mark when the engine is warm 2/3 of the capacity when the engine is cold. Charging cooling liquid
2/3
Shut off the engine and wait for more than 30 minutes. Remove the radiator cap and loosen the drain cock at the radiator side. Loosen the drain cock at the engine side to drain off
Fig. 1.24 Reserve tank
the cooling liquid. Tighten the drain cocks at both the radiator and the engine sides. Add cooling liquid of appropriate concentration listed in Table 1.1, into the radiator. The rate of addition is less than 2 liter/min. Table 1.1
Unit: liter
K21
K25
TD27, QD32
1.5- to 1.75- ton trucks
8.0 [2.11]
*
*
2.0- to 3.5- ton trucks
9.0 [2.38]
9.9 [2.62]
Coolant concentration:
30% for general-climate regions 50% for cold regions
After adding cooling liquid, start the engine and let it run at idle rpm for a couple of minutes and check the cooling liquid level. If the level is low, add appropriate cooling liquid. Tighten the radiator cap securely. Add cooling liquid to bring level up to 2/3 of the capacity.
DRAIN COCK
Fig. 1.25 Drain Cock Location
- 26 -
1. ENGINE
1.1.5 ACCELERATOR PEDAL (1) Gasoline engine The accelerator pedal, designed as shown in Fig. 1.26, is installed on the oorboard. The movement of the pedal is converted into voltage by the potentiometer and outputted to the engine control module. Adjustment of K type engine accelerator pedal No
Description Install a sensor to the accelerator pedal. Apply a voltage of 5.12 V (ECM output power supply) to the AVCC1 and AVCC2. Monitor the APS1 and APS2 output signals at the same time. Adjust the sensor mounting angle so that APS1 output is 0.67 to 0.87 V when the accelerator is fully opened and then tighten the sensor mounting bolt securely. Under the condition of step 0.43 V.
, make sure the APS2 output is within 0.33 to
Make sure the accelerator fully-open stroke is within the specied range. Step can be controlled according to AWU ouptut, but not the stroke. With the accelerator fully opened, make sure APS1 output is within the range of 4.4 to 4.6 V.
With the accelerator fully closed, make sure APS1 output is 0.67 to 0.87 V.
29 mm
PEDAL
CABLE SENSOR
ASP1
AVCC1 AVCC2 ASP2
14 mm
Detail of area
Detail of sensor
Fig. 1.26 Accelerator Pedal (Gasoline engine)
- 27 -
1. ENGINE
(2) Diesel engine
The accelerator pedal controls engine output. It is installed as shown in Figure 1.27. The movement of the accelerator pedal is transmitted by way of a wire cable to the engine.
LINK
PEDAL
Pedal height Unit: mm [in.] H TD27, QD32
1.
Adjust the wire length with the nut so that the looseness of the link [0.0197 to 0.0394 in.] when the engine is running at idle rpm. Fig. 1.27 Accelerator Pedal (TD27, QD32)
- 28 -
19 [0.75]
is 0.5 to 1.0 mm
1. ENGINE
1.1.6 AIR CLEANER The air cleaner removes dust and dirt from the air to be supplied to the engine. It is located on top of the oil tank at the right side of the frame. The outside air enters the air cleaner through the duct provided at the mounting part of the rear right pillar of the overhead guard. Dust and other foreign matter is removed by the air cleaner element before being supplied to the engine.
AIR CLEANER CLEANER
OUTSIDE AIR
to ENGINE
Fig. 1.28 Air Cleaner (Gas-powered, 1.5- to 1.8-ton trucks with K21 or K25)
- 29 -
1. ENGINE
AIR CLEANER CLEANER
OUTSIDE AIR
to ENGINE
Fig. 1.29 Air Cleaner (Gas-powered, 2.0- to 3.5-ton trucks with K21 or K25)
- 30 -
1. ENGINE
LATCH COVER
ELEMENT
FILTER BODY
to ENGINE
OUTSIDE AIR
EVACUATION VALVE
View
Fig. 1.30 Air Cleaner (Gas-powered trucks with K21 or K25)
- 31 -
1. ENGINE
AIR CLEANER OUTSIDE AIR
to ENGINE
Fig. 1.31 Air Cleaner (Diesel-powered trucks with TD27, QD32)
- 32 -
1. ENGINE
OUTSIDE AIR
ELEMENT
LATCH
COVER
to ENGINE FILTER BODY EVACUATION VALVE
View
Fig. 1.32 Air Cleaner (Diesel-powered trucks with TD27, QD32)
- 33 -
1. ENGINE
Air cleaner inspection and replacement
(1) Remove the air cleaner element. (2) Inspect the element for contamination and damage. If the element is dirty, clean it by blowing low pressure air from inside to outside. If the element is damaged or clogged, replace it with a new one. (3) Clean the lter cover.
to ENGINE
ELEMENT
CLAMP EVACUATION VALVE
Free air
Fig. 1.33 Air Cleaner Be careful not to touch the mufer and exhaust manifold since they are hot when the engine is running and for a while after it is shut off; otherwise you might burn your hand.
- 34 -
1. ENGINE
1.1.7 MUFFLER The mufer helps reduce the sound of escaping gases of the engine, and it is provided between the radiator and the counterweight at the rear of the truck.
from ENGINE Detail of area
EXHAUST EMISSION CONTROL SYSTEM (THREE-WAY CATALYST)
MUFFLER
EXHAUST
1.5 to 1.8 t
Detail of area from ENGINE
MUFFLER
EXHAUST EXHAUST EMISSION CONTROL SYSTEM (THREE-WAY CATALYST)
2 to 3.5 t
Fig. 1.34 Exhaust System (Gasoline Trucks)
- 35 -
1. ENGINE
TD27 QD32
MUFFLER
EXHAUST
Fig. 1.35 Exhaust System (Diesel Trucks)
- 36 -
2. AUTOMATIC TRANSMISSION SYSTEM
2. AUTOMATIC TRANSMISSION SYSTEM Model Speeds
2N5-25 1 fwd/rev
Torque converter Type Stall torque ratio Charging oil pressure Charging pump
3-element, 1-stage, 2-phase type 3 0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm2} [56.6 – 100.1 psi]
Type
Internal gear type 15.93 cm3 [0.97 in.3]/rev
Discharge Transmission Type Reduction ratio
Constant-mesh, power-shift type 1.638 for fwd, 1.674 for rev.
Clutch disc Dimensions Clutch oil pressure
125 x 81 x 2.6 mm [4.92 x 3.19 x 0.102 in.] 1.08 – 1.47 MPa {11.01 – 15.0 kgf/cm2} [156.6 – 213.2 psi]
Differential Reduction ratio
5.833
Weight
110 kg [242.5 lbs]
Oil capacity Oil to be used
9.0 liters [2.4 U.S. gal] SAE10W or equivalent
2.1 GENERAL DESCRIPTION The automatic transmission system consists of a torque converter and a power-shift transmission as shown in Figures 2.1 and 2.2.
- 37 -
2. AUTOMATIC TRANSMISSION SYSTEM
TRANSMISSION CONTROL VALVE
CLUTCH PACK
CHARGING PUMP
TORQUE CONVERTER
COUNTER GEAR
OUTPUT FLANGE OIL SEAL STRAINER OUTPUT GEAR
Fig. 2.1 Automatic Transmission System 1/2
- 38 -
2. AUTOMATIC TRANSMISSION SYSTEM
BREATHER
CONVERTER RELIEF VALVE
INLINE FILTER
OIL LEVEL GAUGE
View
Fig. 2.2 Automatic Transmission System 2/2
- 39 -
2. AUTOMATIC TRANSMISSION SYSTEM
2.1.1 TORQUE CONVERTER The torque converter consists of a pump wheel, a turbine wheel, and a stator wheel, as shown in Figure 2.3. As the engine is started, the pump wheel is driven and the uid inside the pump wheel begins to be ejected along with the row of pump wheel vanes under centrigugal force, owing into the row of turbine wheel vanes. The direction of uid leaving the turbine wheel is changed by the stator wheel so that it may ow into the pump wheel at a proper angle. At this time, reaction torque pushing the stator is created so that the output torque exceeds the input torque by this reaction torque. If the rotational speed of the turbine wheel increases and gets closer to the input rotational speed, the angle change in the uid will become smaller and the output shaft torque will decrease, nally letting the uid ow into the row of stator vanes in the reverse direction, causing reverse reaction torque. As a result of this, the output shaft torque will become smaller than the input shaft torque. To prevent this from happening, the stator wheel is designed to rotate freely when reaction torque acts in the reverse direction. The output torque is kept equal to the input torque so that highly effective operation is ensured. Since the phase of torque transmission is converted by the mechanical means, this type of torque conversion is called 2-phase type, which ensure smooth and effective operation. The pump wheel of the torque converter is connected through the input plate to the engine ywheel, with area of the pump wheel boss driving the charging pump.
TURBINE WHEEL
PUMP WHEEL
STATOR WHEEL
Detail of
ONE-WAY CLUTCH
Fig. 2.3 Torque Converter
- 40 -
2. AUTOMATIC TRANSMISSION SYSTEM
2.1.2 CHARGING PUMP The charging pump consists of a drive gear, driven gear, a case, and a stator support as shown in Figure 2.4 and is incorporated into the torque converter housing. The drive gear is driven by the pump wheel boss of the torque converter to pick up oil from the lower part of the transmission case and send it to the transmission and the torque converter.
CASE “O”-RING
Tightening torque: 0.98 – 2.94 N-m {0.1 – 0.3 kgf-m} [0.723 – 2.17 lbf-ft]
DRIVE GEAR
OIL SEAL Tightening torque: 20 – 26 N-m {2.04 – 2.65 kgf-m} [14.75 – 19.18 lbf-ft]
DRIVEN GEAR STATOR SUPPORT
Section
-
SUCTION PORT DISCHARGE PORT
View
View
Fig. 2.4 Charging Pump
- 41 -
2. AUTOMATIC TRANSMISSION SYSTEM
2.1.3 TRANSMISSION The transmission is a power-shift type consisting of a clutch pack assembly, an output shaft, a reverse gear, and transmission control valve. (See Figures 2.1 and 2.2.) (1) Clutch pack assembly
The clutch pack assembly consists of forward and reverse clutch packs, each of which consists primarily of a piston, a spring, clutch discs and a steel plate. The piston is always forced against the far end of the drum by the spring. When the oil pressure is applied, the piston locks up the inner and outer discs. The clutch lock-up oil is supplied through the groove in the clutch shaft and the lubrication oil is fed through the oil hole in one end of the shaft.
OUTER DISC INNER DISC
CHECK BALL SEAL RING PISTON
SNAP RING END PLATE SPRING SNAP RING
“O”-RING
BALL BEARING
BALL BEARING
BALL BEARING
BALL BEARING
REV CLUTCH OIL PRESSURE
LUBRICATION OIL FWD CLUTCH OIL PRESSURE SEAL RING SEAL RING SNAP RING
SNAP RING
FORWARD GEAR
REVERSE GEAR
Fig. 2.5 Clutch Pack Assembly
- 42 -
2. AUTOMATIC TRANSMISSION SYSTEM
(2) Transmission oil pressure circuit
As the engine is started and the charging pump is driven, oil is picked up from the lower part of the transmission case to ow through the strainer to the main relief valve where it is regulated to the specied clutch oil pressure. The oil relieved from the main relief valve ows, passing through the torque converter, oil cooler, and inline lter, to some parts of the truck for cooling and lubrication before returning into the transmission case. The oil pressure inside the torque converter is controlled to a specied value by the torque converter relief valve. In neutral With the solenoid vale in neutral, the oil is blocked by the solenoid valve and therefore all the oil supplied from the charging pump ows to the torque converter.
TORQUE CONVERTER
TORQUE CONVERTER RELIEF VALVE
OIL COOLER
INLINE FILTER
0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm 2} [56.6 – 100.1 psi]
CHOKE ø1.4
MAIN RELIEF VALVE
INCHING VALVE
1.08 – 1.47 MPa {11.01 – 14.99 kgf/cm2} [156.6 – 213.2 psi]
COIN FILTER
TRANSMISSION CONTROL VALVE
CHARGING PUMP
SOLENOID VALVE SHUTTLE VALVE ACCUMULATOR
CLUTCH PACK ASSEMBLY
Fig. 2.6 Transmission Oil Pressure Circuit Diagram (in neutral)
- 43 -
2. AUTOMATIC TRANSMISSION SYSTEM
In forward gear As the solenoid valve is switch to the forward position, the oil ows to the forward clutch pack while the shuttle valve moves to the right to allow the oil to ow also to the accumulator. Until the accumulator is lled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure is weak. Once the accumulator is lled with oil, however, the clutch lock-up oil pressure rises rapidly to the specied value to lock up the forward clutch pack completely.
TORQUE CONVERTER
OIL COOLER
INLINE FILTER
TORQUE CONVERTER RELIEF VALVE 0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm 2} [56.6 – 100.1 psi]
CHOKE ø1.4
MAIN RELIEF VALVE
INCHING VALVE
1.08 – 1.47 MPa {11.01 – 14.99 kgf/cm 2} [156.6 – 213.2 psi]
COIN FILTER
TRANSMISSION CONTROL VALVE
CHARGING PUMP
SOLENOID VALVE SHUTTLE VALVE ACCUMULATOR
CLUTCH PACK ASSEMBLY
Fig. 2.7 Transmission Oil Pressure Circuit Diagram (in forward gear)
- 44 -
2. AUTOMATIC TRANSMISSION SYSTEM
In reverse gear When the solenoid valve is switch to the reverse position, the oil ows to the reverse clutch pack while the shuttle valve moves to the left to allow the oil to flow also to the accumulator. Until the accumulator is lled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure is weak. Once the accumulator is lled with oil, however, the clutch lock-up oil pressure rises rapidly to the specied value to lock up the reverse clutch pack completely.
TORQUE CONVERTER
OIL COOLER
INLINE FILTER
TORQUE CONVERTER RELIEF VALVE 0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm 2} [56.6 – 100.1 psi]
CHOKE ø1.4
MAIN RELIEF VALVE
INCHING VALVE
1.08 – 1.47 MPa {11.01 – 14.99 kgf/cm2} [156.6 – 213.2 psi]
COIN FILTER TRANSMISSION CONTROL VALVE
CHARGING PUMP
SOLENOID VALVE
SHUTTLE VALVE ACCUMULATOR
CLUTCH PACK ASSEMBLY
Fig. 2.8 Transmission Oil Pressure Circuit Diagram (in reverse gear)
- 45 -
2. AUTOMATIC TRANSMISSION SYSTEM
Inching When the inching spool is pushed in, the oil owing to the clutch pack assembly is drained through the inching spool piston. In addition, the oil returning from the clutch pack assembly is also drained.
CHOKE ø1.4 INCHING VALVE
Fig. 2.9 Transmission Oil Pressure Circuit Diagram (during inching)
2.1.4 TRANSMISSION CONTROL VALVE The transmission control valve consists of an inching valve, a regulator valve, and an accumulator, as shown in Figure 2.10. It is attached to the transmission case cover. The inching valve spool is controlled by the lever installed on the case cover. The lever is in turn controlled through the cable connected to the left-side brake pedal. As the left-side brake pedal is pressed, the cable is pulled so that the lever pushes the inching valve spool. The case cover has a solenoid valve which switches over the directions of travel.
- 46 -
2. AUTOMATIC TRANSMISSION SYSTEM
SOL B (REV)
SOL A (FWD)
Detail of connector ACCUMULATOR
MAIN RELIEF VALVE CABLE
to BRAKE PEDAL
MANUAL BUTTON (the forward position is selected by pushing)
SOLENOID VALVE
SHUTTLE VALVE INCHING VALVE
CHOKE ø1.4
Fig. 2.10 Transmission Control Valve (1/2)
- 47 -
2. AUTOMATIC TRANSMISSION SYSTEM
SNAP RING PLUG “O”-RING
SPOOL
SNAP RING
SNAP RING PLUG SHUTTLE VALVE
“O”-RING PISTON
PLUG
SPRING
SPRING
SPRING
SPRING
VALVE Detail of Inching valve “O”-RING
SNAP RING
PISTON
Detail of shuttle valve, accumulator, and main relief valve
“O”-RING
OIL SEAL
COIN FILTER
Detail of lever
Fig. 2.11 Transmission Control Valve (2/2)
- 48 -
2. AUTOMATIC TRANSMISSION SYSTEM
R E N I A R T S N O I T C U S L I O R E E T G R N I E R U E U G S V R Q S N A E R O H R O T C C P
) A L D W O F S (
P M E U R P U G S N I S E G R R P A L I H C O
R E A D E N R E A S . G P N I M T E N T U L I O O M
L I O H C T E R U L U S C S D E R W F P
E R H U C T S S U L E R C P V L I E R O
R E L O O C L I O o t
G U L P N I A R D
R E L O O C L I O m o r f
) B L V E O R S (
Fig. 2.12 Oil Pressure Check Ports
- 49 -
2. AUTOMATIC TRANSMISSION SYSTEM
NOTE
- 50 -
3. DRIVE AXLE
3. DRIVE AXLE Truck Model FG20T3
FD20T3
FG30T3
FHG15T3
FHG18T3 FHG20T3 FHD20T3A
FHG30T3
FG35T3S
FHD15T3
FHD18T3 FG25T3
FD30T3
FD35T3S
FD25T3
FHG25T3 FHD25T3A
FHD30T3A
Item Type
Full-oating type
Wheel Size Tread pattern
2-6.50-10-10PR(I)
2-7.00-12-12PR(I)
2-28x9-15-12PR(I)
Split type
Disc type
5.00S x 12DT
7.00T x 15
2-250-15-16PR(2)
J-LUG
Rim Type
Split type (1.5 t) Disc type (1.8 t)
Size
5.00F x 10DT (1.5 t) 5.00F x 10TB (1.8 t)
Tire ination pressure
690 kPa [100 psi]
850 kPa [123 psi]
3.1 GENERAL DESCRIPTION The drive axle has a construction as shown in Figures 3.1 and 3.2 and is mounted on the front area of the frame. It has a wheel hub and a wheel brake at its each spindle end and an axle shaft running through its center. The wheel hub is provided with a brake drum, which is installed on the spindle through two tapered roller bearings. The two tapered roller bearings have oil seals to prevent grease inside from oozing out and water from entering the brake unit. At the center of the housing is a differential which transmits the power from the transmission to the right and left wheels.
- 51 -
3. DRIVE AXLE
. } 2 6 : m ] 2 # c t e u f f - E f q g r k b l T I o m t 0 3 . T 3 3 C g N n 3 1 8 O i 1 n 1 – – L e 1 y t 3 . l h – 0 2 p g 8 8 p i T 9 9 { 7 [ A
h . t e i w s e a e c r a g p f s o s c i c h t 0 l l i 0 F 1
} ] t m f : c - f e f l g b u k q 1 m . r 0 9 o N t 5 2 7 g 5 1 1 n 7 – i n 1 – e – 0 6 t . h 0 0 0 5 g 1 i 5 1 1 T 1 { [
G G N I N I R R A A E E B B R R T U E E N L L L L T O O N R R E T D D L M U E E A T N R R E S K E E S U P P L J C A A I D O T T O A L . . . . . 6 7 8 9 0
1
} m ] t c - f f f g b l k m 0 3 . 0 3 N 0 0 4 4 1 1 1 – – – 0 5 . 0 0 8 2 2 1 1 { 8 [ : e u q r o t g n i n e t h g i T
. e d i s n i 5 7 5 # E T I T C O L y l p p A
. e d i s n i . e s e a d e i s r g t u f o o 5 t 7 n 5 u # o E m a T l I l T a C m O s L a y l y l p p p p A A
B U H E & M T K F A A R R G A B D L H N S L E A I S E E K E U L E A S O X H R L I H A W B O . . . . . 1 2 3 4 5
Fig. 3.1 Drive Axle (Trucks with capacities from 1.5 to 1.8 tons)
- 52 -
3. DRIVE AXLE
} : m ] e c f - t u f f q g r k b l o t m - 0 9 . 3 1 g N n 1 1 8 i n 1 1 e 1 – – t 8 . h – 0 0 g 6 8 i 9 [ 7 T 9 {
h . t i e w s e a c e a r g p f s o s c i h c t 0 l l i 0 F 1
} ] t m f : c - f e f b l g u k 9 q . r m - 0 4 o t N 0 0 4 g 9 6 n 4 5 – i – 5 n e – 0 4 . t 7 h 1 0 4 g 7 8 i 4 [ 3 T 4 {
} ] t m f : c f f e b g l u k 3 q . r m - 0 2 o N t 0 1 4 g 9 7 n 5 5 – i – n 5 e – 0 1 . t 9 h 2 0 8 g 9 0 i T 3 4 { 2 [
G G N I N I R R A A E E B B R R T U E E N L L L L T O O N R R E T D D L M U E E A T N R R E S K E E S U P P L J C A A I D O T T O A L . . . . . 6 7 8 9 0
1
} ] t m f : c f e f b g l u k 7 q . m r 0 6 o N t 0 6 1 g 6 3 n 2 2 – i n 2 – e – 0 9 . t 1 h 6 0 1 5 g i 0 2 1 T 2 { [
B U H E & M T K F A A R R G A H B D L N E A I S L E S E K E U L E A S O X H R L I H A W B O . . . . . 1 2 3 4 5
w e i V
Fig. 3.2 Drive Axle (Trucks with capacities from 2.0 to 2.5 tons)
- 53 -
3. DRIVE AXLE
} : m ] e c f - t u f q g f b r k l o m t - 0 9 . 3 1 g N n 1 1 8 i 1 n 1 – – e 1 t 8 . h – 0 0 g 6 8 i 9 T 9 { 7 [
h . t e i w s e a c e a r g p f s o s c i h c t 0 l l i 0 F 1
} ] t m f : c f e f l b g u k q m 9 . r - 0 4 o N t 0 0 4 g 9 6 n 4 5 – i n 5 – e – 0 4 . t 7 h 1 0 4 g 7 8 i T 4 4 { 3 [
} ] t m f : c - f e f b l g u k 3 q . m r 0 2 o N t 0 1 4 g 9 7 n 5 5 – i n 5 – e – 0 1 . t 9 h 2 0 0 8 g i 9 4 2 T 3 { [
G G N I N I R R A A E E B B R R T U E E N L L L L T O O N R R E T D D L M U E E A T N R R E S K E E S U P P L J C A A I D O T T O A L . . . . . 6 7 8 9 0
1
} ] t m f c f : e f b g l u k 7 q . m r 0 6 o N t 0 6 1 g 6 3 n 2 2 – i n 2 – e – 0 9 . t 1 h 6 0 1 5 g i 0 2 1 T 2 { [
B U H E & M T K F A U R R G A B D L H N S L E A I S E E K E U L E A S O X H R L I H A W B O . . . . . 1 2 3 4 5
w e i V
Fig. 3.3 Drive Axle (Trucks with a capacity of 3.0 tons)
- 54 -
3. DRIVE AXLE
] t f : } f e m - b l u f g 9 q . r m - k 4 o N t 0 0 . 4 g 9 6 n 4 5 – i n 5 – e – 4 . t . 7 h 1 0 4 g 7 8 i T 4 4 { 3 [
: } ] t e f u m - f q f r g b l o m t - k 9 . 3 g N . 1 n 1 1 8 i n 1 1 – e 1 – t 8 . h – 8 . 0 g 6 9 i 7 T 9 { [
) e s e a e h t r f g o h t i % w 0 e 5 c l l i a p F ( s ] t f : } f e m b l u f g 3 q . r m - k 2 o N t 0 1 . g 9 7 4 n 5 5 – i n 5 – e – 1 . t . 9 h 2 0 0 8 g i 9 4 2 T 3 { [
G G N I N I R R A A E E B B T R R U E E N L L L L T O O N R R T E D D U M E E N T R R K S U E E P P C J D O A A T T L A . . . . 5 6 7 8
] t f : } f e m b l u f g 7 q . r m - k 6 o N t 0 6 . g 6 3 1 n 2 2 – i n 2 – e – 9 . t . 1 h 6 0 1 5 g i 0 2 1 T 2 { [
A w e i V
Fig. 3.4 Drive Axle (Trucks with a capacity of 3.5 tons)
- 55 -
T R O P P L L U A A S E E S B E S L L I U X L I O H A O . . . . 9 0 1 2 1 1 1
E M T K F A U R R G A B D H N E I S L S E E K E U L A O X H R H A W B . . . . 1 2 3 4
3. DRIVE AXLE
Wheel hub installation procedure
(1) Fill the space
in the wheel hub with approximate
100 cc of grease and install the wheel hub on the spindle. (2) Tighte n the adjust ment nut to about 9.8 N-m {1 kgf-m} [7.2 lbf-ft] torque and back it off 1/2 of a turn. (3) Set a spring balance on the stud bolt and adjust the hub starting torque for the specied value, gradually
ADJUSTMENT NUT
tightening the adjustment nut. Starting force: 49 – 147.1 N {5 – 15 kgf}
LOCK WASHER LOCK NUT
Fig. 3.5 Filling Grease
[11 – 33.1 lbf] (4) Install the lock washer and lock nut and secure the lock nut by bending the tang on the lock washer.
Starting force: 49 – 147.1 N {5 – 15 kgf} [11 – 33.1 lbf]
Fig. 3.6 Measuring Starting Force
(5) Assembling wheels Put a tube and ap in a tire and assemble the rims, observing the following conditions: Note: 1. The air valve should be pointed outward, being matched with the rim notch. 2. The rim assembling bolts should be installed with their heads pointing the outside of the truck.
Conguration of rim assembling bolt
1. TIRE
4. RIM (INSIDE)
2. TUBE
5. RIM (OUTSIDE)
3. FLAP
6. ASSEMBLING BOLT
Fig. 3.7 Wheel Assembly (Trucks with capacities from 1.5, 2.0 to 2.5 tons)
- 56 -
3. DRIVE AXLE
3.1.1 REDUCTION GEAR AND DIFFERENTIAL The reduction gear is located on the input shaft of the differential and reduces the power from the transmission, transmitting it to the differential. The differential is tted to the differential carrier through ball bearings with bearing caps and housed in the axle housing. The differential cross case is a split type containing two side gears and four pinion gears, with thrust plates installed between the cross case and each gear according to their backlash. The pinion gear is supported by the spider. On the outer diameter of the cross case is a ring gear bolted. Each side gear is splined to the drive shaft so that the power sent from the transmission through the reduction gear is further reduced and differentiated by this device to drive the drive shaft.
- 57 -
3. DRIVE AXLE
0.4 – 0.5 mm [0.016 – 0.02 in.]
Let the front end of the speed sensor come in slight contact with the tip of a gear tooth and then back it off 1/4 - 1/3 of a turn. SPEED SENSOR (OPTION) Tightening torque: 23 ± 3 N-m {234.5 ± 30.6 kgf-cm} [17.0 ± 2.21 lbf-ft] (Apply ThreeBond #1324N.)
Tightening torque: 45 ± 5 N-m {458.9 ± 51.0 kgf-cm} [33.2 ± 3.69 lbf-ft]
1. LOCK NUT 2. TAPERED ROLLER BEARING 3. DRIVEN GEAR 4. TAPERED ROLLER BEARING 5. DRIVE PINION GEAR 6. WASHER 7. CROSS CASE (PLANE HALF) 8. ADJUSTMENT NUT 9. TAPERED ROLLER BEARING 10. SIDE GEAR 11. PINION GEAR 12. RING GEAR 13. THRUST WASHER 14. CROSS CASE (FLANGE HALF) 15. SPIDER 16. BALL BEARING
Tightening torque: 157 ± 20 N-m {1601 ± 203.9 kgf-cm} [115.8 ± 14.8 lbf-ft] (Apply ThreeBond #1324N.)
17. DRIVE GEAR 18. ROLLER BEARING 19. OIL SEAL
Tightening torque: 45 ± 5 N-m {458.9 ± 51.0 kgf-cm} [33.2 ± 3.69 lbf-ft] (Apply ThreeBond #1324N.)
20. INPUT FLANGE
Tightening torque: 78 ± 10 N-m {795 ± 102.0 kgf-cm} [57.5 ± 7.38 lbf-ft] (Apply ThreeBond #1324N.)
Fig. 3.8 Reduction Gear and Differential (Trucks with capacities from 1.5 to 1.75 tons)
- 58 -
3. DRIVE AXLE
0.4 to 0.5 mm [0.016 to 0.02 in.] Let the front end of the speed sensor come in slight contact with the tip of a gear tooth and then back it off 1/4 1/3 of a turn.
SPEED SENSOR (OPTION)
1. LOCK NUT 2. TAPERED ROLLER BEARING
Tightening torque: 23 ± 3 N-m {234.5 ± 30.6 kgf-cm} [17.0 ± 2.21 lbf-ft]
3. DRIVEN GEAR 4. TAPERED ROLLER BEARING 5. DRIVE PINION GEAR 6. WASHER 7. CROSS CASE (PLANE HALF) 8. ADJUSTMENT NUT 9. TAPERED ROLLER BEARING 10. SIDE GEAR 11. PINION GEAR 12. RING GEAR 13. THRUST WASHER 14. CROSS CASE
Tightening torque: 45 ± 5 N-m {458.9 ± 51.0 kgf-cm} [33.2 ± 3.69 lbf-ft]
(FLANGE HALF) 15. SPIDER 16. BEARING Tightening torque: 23 ± 3 N-m {234.5 ± 30.6 kgf-cm} [17.0 ± 2.21 lbf-ft]
17. BALL BEARING 18. DRIVE GEAR 19. ROLLER BEARING 20. OIL SEAL 21. INPUT FLANGE
Tightening torque: 216 ± 20 N-m {2203 ± 203.9 kgf-cm} [159.3 ± 14.8 lbf-ft] Tightening torque: 157 ± 20 N-m {1601 ± 203.9 kgf-cm} [115.8 ± 14.8 lbf-ft]
Tightening torque: 78 ± 10 N-m {795 ± 102.0 kgf-cm} [57.5 ± 7.38 lbf-ft]
Fig. 3.9 Reduction Gear and Differential (Trucks with capacities from 2.0 to 3.5 tons)
- 59 -
3. DRIVE AXLE
NOTE
- 60 -
4. BRAKE SYSTEM
4. BRAKE SYSTEM Truck Model
FG30T3 FHG15T3
FG20T3
FD20T3
FHG30T3
FHG18T3
FHG20T3
FHD20T3A
FD30T3
FHD15T3
FG25T3
FD25T3
FHD30T3A
FHD18T3
FHG25T3
FHD25T3A
FG35T3S
Item
FD35T3S
Type Pedal ratio
Front two-wheel braking internal expansion, hydraulic type 5.3
6.3
Master cylinder bore
19.05 mm [0.75 in.] [3/4]
Wheel brake Type
Duo-servo type
Wheel cylinder bore
22.22 mm [0.87 in.]
Brake drum inner dia.
254 mm [10 in.]
310 mm [12.21 in.]
314 mm [12.36 in.]
Lining size
279 x 48.5 x 5 mm
324 x 60 x 7 mm
348 x 76 x 7.67 mm
[10.98 x 1.91 x 0.01 in.]
[12.76 x 2.36 x 0.28 in.]
[13.7 x 2.99 x 0.30 in.]
4 x 13530 mm2
4 x 19440 mm2
4 x 26400 mm2
[4 x 20.97 in.2]
[4 x 38.37 in.2]
[4 x 40.92 in.2]
Surface brake
28.58 mm [1.13 in.] [9/8]
Parking brake Type
Front two-wheel braking internal expansion, mechanical type
4.1 GENERAL DESCRIPTION The brake system is a front two-wheel braking internal expansion, hydraulic type consisting of a brake pedal, master cylinder and wheel brakes.
4.1.1 BRAKE PEDAL The brake pedal unit has a structure as shown in Figure 4.1 and is installed through a bracket on the left side of the frame. Pedal movement pushes the master cylinder piston through the push rod, converting brake pedal effort to oil pressure.
- 61 -
4. BRAKE SYSTEM
BRAKE PEDAL (RIGHT)
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
BRAKE PEDAL (LEFT) (INCHING PEDAL)
RESERVE TANK
Brake pedal play: 10 mm [0.394 i n.] Inching pedal play: 40 mm [1.575 in.] (until the master cylinder moves) ] . m i n m 3 5 5 . 1 4 1 [
Fig. 4.1 Brake Pedal (Trucks with capacities from 1.5 to 1.75 tons) 1/2
- 62 -
4. BRAKE SYSTEM
View
85 mm [3.35 in.]
3 mm [0.02 in.]
Detail of brake lamp switch
Detail of brake master cylinder
Fig. 4.2 Brake Pedal (Trucks with capacities from 1.5 to 1.75 tons) 2/2
- 63 -
4. BRAKE SYSTEM
CABLE BRAKE PEDAL (RIGHT)
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
BRAKE PEDAL (LEFT) (INCHING PEDAL)
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.] Inching pedal play: 50 mm [1.969 in.]
131 mm [5.16 in.]
Fig. 4.3 Brake Pedal (Trucks with capacities from 2.0 to 3.5 tons) 1/2
- 64 -
4. BRAKE SYSTEM
PEDAL STOPPER (R)
PEDAL STOPPER (L) Detail of
View
3 mm [0.02 in.]
85 mm [3.35 in.]
Detail of brake lamp switch
Detail of brake master cylinder
Fig. 4.4 Brake Pedal (Trucks with capacities from 2.0 to 3.5 tons) 2/2
- 65 -
4. BRAKE SYSTEM
4.1.2 MASTER CYLINDER The master cylinder has a structure as shown in Figure 4.5 and is tted to the bracket on the brake pedal. Built in the master cylinder are a spring and a piston which are kept in position by a snap ring. The piston has a primary cup and a secondary cup and is slid in the cylinder by operating the brake pedal.
from RESERVE TANK
SNAP RING
to WHEEL BRAKE
YOKE
NUT PUSH ROD
SPRING
BOOT
PRIMARY CUP CHECK VALVE
SECONDARY CUP PISTON
Fig. 4.5 Master Cylinder
The check valve works to leave some pressure inside the wheel cylinder and brake pipe in order to lock up the piston cup of the wheel cylinder. This prevents oil leakage and the occurrence of vapor lock.
- 66 -
4. BRAKE SYSTEM
4.1.3 WHEEL BRAKE The wheel brake is a duo-servo type, and is mounted on each of both ends of the drive axle. The wheel brake consists of two pairs of brake shoes, a wheel cylinder and an adjuster. The brake shoe, one end of it being connected to the anchor pin and the other end to the adjuster, is forced against the backing plate with a hold spring and pin. In addition, the wheel brake is provided with a parking brake mechanism and an automatic clearance adjuster.
n o i t c r e i m d u r n d o f i t t a o o R
ANCHOR PIN
Working force
Y R A D N O C E S
Y R A M I R P
ADJUSTER
Fig. 4.6 Braking Operation in Forward Travel
(1) Wheel brake operation
As the wheel cylinder presses the primary and secondary shoes with an equal force to the brake drum, they turn together with the brake drum until the secondary shoe top comes in contact with the anchor pin. When the secondary shoe top comes in contact with
Working force
Y R A M I R P
the anchor pin, the brake lining-to-brake drum friction force is produced and the primary shoe presses against the secondary shoe with force greater than offered by
Y R A D N O C E S
operation of the wheel cylinder, thus providing large braking force. (See Fig.4.6) In reverse travel, the braking force works in the Fig. 4.7 Braking Operation in Reverse Travel
reverse direction. (See Fig.4.7) (2) Parking brake
PIN
The parking brake unit is built in the wheel brake
SECONDARY SHOE
unit and consists of a lever and a strut. The lever is pinned to the primary shoe and movement of the lever is transmitted to the secondary shoe through the strut.
STRUT
LEVER
PRIMARY SHOE
Fig. 4.8 Parking Brake Unit
- 67 -
4. BRAKE SYSTEM
(3) Automatic clearance adjuster
The automatic clearance adjuster keeps a proper lining-to-brake drum clearance automatically. The structure of the adjuster is shown in Figures 4.9 and 4.10. This adjuster actuates only when the truck is braked in reverse travel. It varies in structured and operation with different truck models.
CABLE
SPRING
GUIDE
SPRING ADJUSTER
LEVER
ADJUSTER LEVER
Fig. 4.9
Trucks with capacities from 2.0
Fig. 4.10
to 2.5 tons
Trucks with capacities from 1.5 to 1.75 and 3.0 to 3.5 tons
Automatic clearance adjuster operation
Trucks with capacities from 2.0 to 2.5 tons When the brake is applied in reverse travel, the secondary shoe and the brake drum rotate together slightly. The lever turns to the right round the section shown in Figure 4.9, causing the section to rise. When the brake is released, the lever is turned to the left round the section by spring force, causing the section to move down. As the lining-to-brake drum clearance becomes larger, the vertical movement of the section grows. When the clearance becomes more than 0.4 mm [0.016 in.], the section is engaged with the next tooth of the adjuster. When the section engaged with the tooth moves down, the adjuster length expands to extend the shoe. The clearance is thus adjusted within the range from 0.4 to 0.45 mm [0.016 to 0.018 in.] by the above operation.
Expands in this direction
Fig. 4.11
Automatic Clearance Adjuster (Trucks with capacities from 2.0 to 2.5 tons)
- 68 -
4. BRAKE SYSTEM
Trucks with a capacity of 1.5 to 1.75 tons and 3.0 to 3.5 tons When the brake is applied in reverse travel, the secondary shoe and the brake drum rotate together slightly. This turns the lever clockwise round the section shown in Figure 4.10, thus making the section
turn the adjuster.
If the braking force increases further, the force applied on the adjuster thread becomes so great that the adjuster cannot be turned any further. When the brake is released, the brake shoe returns to the original position. This turns the lever counterclock wise round the section section moves down.
while the
At this time, if the position of an adjuster tooth is aligned with the section of the lever, they engage
Expands in this direction
with each other so that the clearance is adjusted to 0.25 to 0.4 mm [0.0098 to 0.016 in.].
Fig. 4.12
Automatic Clearance Adjuster (Trucks with capacities from 1.5 to 1.75 tons and 3.0 to 3.5 tons)
4.1.4 PARKING BRAKE LEVER
The parking brake lever is a toggle type and installed as shown in Figure 4.13. The lever has an adjuster on its head, with which you can adjust the braking force properly. RELEASE BUTTON
RELEASE BUTTON
View RIGHT-SIDE CABLE LEFT-SIDE CABLE
Adjusting parking brake lever operating force (1) Place the parking brake lever in the release position. (2) Adjust the lever so that it has the operating position as shown in the sketch when the point of the lever is pulled with a force of 200 to 250 N {20 to 25 kgf} [44 to 55 lbf]. Turn the point clockwise to make the pulling force stronger and counterclockwise to make it weaker.
Fig. 4.13 Parking Brake Lever
- 69 -
4. BRAKE SYSTEM
Section
-
Shoe expands in this direction.
Section
Section
-
-
1. PUSHROD
8. ROD
15. PRIMARY SHOE
2. PISTON
9. LEVER
16. BRAKE LEVER
3. CUP 4. SPRING
10. SECONDARY SHOE 11. BACKING PLATE
17. STRUT 18. PIN
5. CYLINDER 6. SPRING
12. ADJUSTER 13. SPRING
19. SPRING 20. WHEEL CYLINDER
7. SPRING
14. CABLE
Fig. 4.14 Wheel Brake (Trucks with capacities from 2.0 to 2.5 tons)
- 70 -
4. BRAKE SYSTEM
Section
Section
-
Section
-
-
Shoe expands in this direction. Section
Section
1. 2. 3. 4. 5. 6.
PUSHROD PISTON CUP SPRING SPRING STRUT
-
-
7. 8. 9. 10. 11. 12.
SPRING SECONDARY SHOE BACKING PLATE PIN SPRING LEVER
13. 14. 15. 16.
ADJUSTER SPRING PRIMARY SHOE BRAKE LEVER
Fig. 4.15 Wheel Brake (Trucks with capacities from 1.5 to 1.75 tons and 3.0 to 3.5 tons)
- 71 -
4. BRAKE SYSTEM
4.1.5 WHEEL BRAKE TROUBLESHOOTING Problem
Poor braking
Noisy brake
Uneven braking
Soft or spongy brake
Probable cause
Remedy
1. Fluid leaks from brake system
Repair.
2. Maladjustment of brake shoe clearance
Check and adjust adjuster.
3. Overheated brake
Check for dragging.
4. Poor contact between brake drum and lining
Adjust contact.
5. Foreign matter adhered to lining
Replace.
6. Foreign matter mixed in brake uid
Change brake uid.
7. Maladjustment of brake pedal
Adjust.
1. Hardened lining surface or foreign matter adhered thereto
Replace.
2. Deformed backing plate
Replace.
3. Deformed or improperly installed shoe
Repair or replace.
4. Uneven wear of lining
Replace.
5. Defective wheel bearing
Replace.
1. Contaminated lining
Replace.
2. Maladjustment of brake shoe clearance
Check and adjust adjuster.
3. Malfunctioning wheel cylinder
Repair or replace.
4. Defective shoe return spring
Replace.
5. Run out of drum
Repair or replace.
6. Improper ination pressure of tire
Adjust.
1. Fluid leaks from brake system
Repair.
2. Maladjustment of break shoe clearance
Check and adjust adjuster.
3. Air mixed in brake system
Bleed air out of system.
4. Maladjustment of brake pedal
Adjust.
- 72 -
5. STEERING SYSTEM
5. STEERING SYSTEM Truck Model
FG20T3
FD20T3
FG30 T3
FHG15T3
FHG18T3
FHG20T3
FHD20T3A FHG30T3
FG35T3S
FHD15T3
FHD18T3
FG25T3
FD25T3
FD35T3S
FHG25T3
FHD25T3A FHD30T3A
Item
FD30T3
Steering axle Type
Center-pin supported, Elliot type with box-shaped cross section of weld construction
King pin spacing
780 mm [30.71 in.]
810 mm [31.89 in.]
King pin angle
0°
Toe-in
0 mm
Camber
1°
Caster
0°
Steering angle Inner wheel
78°
Outer wheel
54°
78.9° 54.1°
57°
Orbitrol Type
Open-centered, non-load reaction type with steering wheel knob deviation control
Discharge
80 cm3 [4.88 in.3]/rev
96 cm3 [5.86 in.3]/rev
Power cylinder Type
Double-acting piston type
Cylinder bore
71 mm [2.8 in.]
80 mm [3.15 in.]
Piston rod diameter
40 mm [1.57 in.]
50 mm [1.97 in.]
Stroke
132 mm [5.2 in.]
171 mm [6.73 in.]
177 mm [6.97 in.]
Flow divider valve Flow rate Pressure setting
20 liters [5.28 U.S. gal]/min
60 liters [15.85 U.S. gal]/min
6.86 MPa {70 kgf/cm2} [995 psi]
8.8 MPa {90 kgf/cm 2} [1276 psi]
5.1 GENERAL DESCRIPTION
The steering system consists primarily of a steering wheel, an orbitrol, and a power cylinder. When the steering wheel is turned, the rotation is transmitted to the orbitrol; the oil passages in the orbitrol are changed over to direct the hydraulic pressure from the flow divider valve to the power cylinder, which extends or contracts depending on the hydraulic pressure, thereby steering the truck.
5. STEERING SYSTEM
5.1.1 STEERING AXLE The steering axle is of steel-welded construction with a box shaped cross section, incorporating a power cylinder inside it. See Figures 5.1 and 5.2. The power cylinder is housed in the axle to protect it from being damaged by obstacles on the road surface. The axle is installed onto the truck frame through a center pin with bushing and cap, and it cradles around this center pin.
KNUCKLE (RIGHT)
KNUCKLE (LEFT)
SUPPORT (FRONT)
YOKE (LEFT)
STEERING SENSOR
SUPPORT (REAR)
YOKE (RIGHT)
See Fig. 5.3.
POWER CYLINDER
AXLE
Detail of
Fig. 5.1 Steering Axle (Trucks with capacities from 1.5 to 1.75 tons)
- 74 -
5. STEERING SYSTEM
KNUCKLE (LEFT)
SUPPORT (FRONT)
YOKE (LEFT)
KNUCKLE (RIGHT)
YOKE (RIGHT)
STEERING SENSOR
SUPPORT
See Fig. 5.3.
POWER CYLINDER
Detail of
Fig. 5.2 Steering Axle (Trucks with capacities from 2.0 to 3.5 tons)
- 75 -
5. STEERING SYSTEM
(1) Knuckle and king pin
The knuckle is supported with a king pin which in turn is secured at the knuckle side with a lock pin. The top and bottom of the king pin are tted to the axle boss with needle bearings. Between the axle boss and the knuckle is a thrust bearing to let the knuckle smoothly rotate around the king pin, sustaining load. The needle bearings and thrust bearing are lubricated by grease supplied through the grease ttings at top and bottom of the king pin.
NEEDLE BEARING OIL SEAL
THRUST BEARING
HUB CAP
LOCK NUT TAPERED ROLLER BEARING
OIL SEAL
OIL SEAL
NEEDLE BEARING OIL SEAL
LOCK PIN KING PIN
Fig. 5.3 Knuckle
(2) Wheel hub
The wheel hub is mounted on the knuckle spindle with two tapered roller bearings and its preload is adjusted with a nut.
- 76 -
5. STEERING SYSTEM
5.1.2 STEERING WHEEL ASSEMBLY The steering wheel assembly is arranged as shown in Figure 5.4. The orbitrol is located at the bottom of the assembly. At the center of the steering wheel is the horn button. The steering shaft is connected to the drive shaft of the orbitrol. The steering wheel can be moved to a certain extent back and forth to suit the driver’s physique.
STEERING WHEEL
TILT LOCK LEVER
ORBITROL
Fig. 5.4 Steering Wheel Assembly
- 77 -
5. STEERING SYSTEM
5.1.3 ORBITROL The orbitrol sends pressure oil from the pump selectively to the steering cylinder. It consists primarily of a control valve and a metering device. The control valve used in this orbitrol is not an ordinary spool type whose spool moves in the axial direction, but a rotary type consisting of a sleeve and a spool, which rotates to switch over the oil passages. The housing has four ports which lead to the pump, tank, right and left chambers of the steering cylinder, respectively. Between the P port and T port is a check valve provided. The metering device consists of an internally-toothed stator and an externally-toothed rotor. It works as an oil motor under normal operating conditions and can be used as a hand pump if the truck becomes disable for any reason. The rotor is mechanically linked to the sleeve with the drive shaft so that feedback operation is possible. The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the spool is splined to the steering shaft.
EPACS CONTROLLER
CONTROLLER STATUS DISPLAY (LED)
DEVIATION CONTROL VALVE T PORT
L PORT
P PORT
R PORT
SOLENOID
Fig. 5.5 Orbitrol
- 78 -
5. STEERING SYSTEM
(1) Operation of orbitrol
(a) In “Neutral” While the steering wheel is in straight position, the oil from the pump flows through oil passage to oil groove . The sleeve has 24 oil holes which are now in line with the holes in the spool so that the oil that owed into groove
passes through oil holes
and
to space between the spool and drive shaft. Then the oil ows through spool groove and sleeve groove back to the oil tank. Since cylinder ports to oil holes
and
and
are respectively open
in the sleeve but not to groove
nor in the spool, the oil in the cylinder does not go any where. Oil passage that leads to the hydraulic motor is open to oil hole in the sleeve which is used as the inlet and outlet for the hydraulic motor, but not to grooves nor unmoved.
in the spool and thus the oil remain
Fig. 5.6
(b) When steering wheel is turned counterclockwise As the steering wheel is turned counterclockwise, the grooves in the spool shift to the left in relation with the holes and grooves in the sleeve so that holes in the spool get out of line with holes
in the sleeve. The oil
that has flowed into groove thus far begins to flow into hole in the sleeve, passing through grooves and in the spool, hole in the sleeve, and oil passage in the housing, to the hydraulic motor. The hydraulic motor thus rotates in the counterclockwise direction and the oil discharged from the hydraulic motor flows through oil hole in the sleeve, groove in the spool, and oil hole in the sleeve to the cylinder port L in the housing and thus actuates the steering cylinder.
Fig. 5.7
- 79 -
5. STEERING SYSTEM
The returning oil from the power cylinder ows, passing through the cylinder port R, groove valve housing, oil hole
in the sleeve, groove
in the spool, oil hole
in the
in the sleeve, and groove
in
the valve housing, back to the oil tank. (c) When steering wheel is turned clockwise As the steering wheel is turned clockwise, the grooves in the spool shift to the right in relation to the oil holes and grooves in the sleeve so that oil holes in the spool get out of line with holes in the sleeve. The oil that has owed into groove thus far begins to flow into oil hole in the sleeve and then flows through grooves
and
in the spool, oil hole
in
the sleeve, and oil passage in the valve housing to the hydraulic motor. The hydraulic motor thus rotates in the clockwise direction and the oil discharged from the hydraulic motor ows through oil hole in the sleeve, groove
in the spool, and oil hole
in the sleeve to
the cylinder port R in the housing and thus actuates the power cylinder. The returning oil from the power cylinder flows, passing through the cylinder port L, groove in the housing, oil hole in the sleeve, groove in the spool, oil hole in the sleeve and groove in the housing back to the oil tank.
Fig. 5.8 (2) Relationship between the rotating speed and operating force of the steering wheel
The force required to operate the orbitrol is basically a valve operating force (the force required to compress the centering spring: 2.9 N-m {0.3 kgf-m} [2.14 lbf-ft]). That is, there is no mechanical linkage between the steering wheel and the tires, and thus the operating force of the steering wheel remains constant regardless of the rotating speed of the steering wheel. The discharge of oil from the orbitrol rotor to the steering cylinder is 96 cc/revolution. (3) Neutral feedback of orbitrol
The neutral feedback function of the orbitrol is performed by the valve switching over the oil passages according to the reaction force of the centering spring. (If the steering wheel is turned and then released with the engine turned off, it will automatically return to the straight-ahead position.) Should the neutral feedback not function properly, the steering wheel might turn by itself when the operator does not turn it. - 80 -
5. STEERING SYSTEM
(4) When the pump fails to operate normally
If the pump fails to supply pressure oil to the orbitrol, the orbitrol can serve as an emergency manual steering device. Even if the orbitrol does not receive pressure oil from the pump, you can rotate the spool by turning the steering wheel. However, when the spool turns 8°, it hits against the cross pin, which in turn turns the rotor through the drive shaft. This way, the metering device of the orbitrol works as a hand pump to send oil to the steering cylinder. At this time, the check valve provided between the return port and the suction port opens to allow the oil to ow from the cylinder to the suction side, making it possible to steer the truck manually.
5.1.4 POWER CYLINDER The power cylinder is attached to the steering axle and operated by oil from the orbitrol. The cylinder body is secured to the axle, with both ends of the piston rod connected to the knuckles with joints. The cylinder cap has a bushing, an oil seal, and a dust seal, and is assembled on the cylinder with two bolts.
BUSHING
BUSHING
6.5 mm [0.256 in.] BOLT
Tightening torque: 27.7 – 41.5 N-m {282.5 – 423.2 kgf-cm} [20.43 – 30.6 lbf-ft] BUSHING
PISTON ROD
CAP
PACKING
“O”-RING
ROD PACKING DUST SEAL
View
Fig. 5.9 Power Cylinder
- 81 -
5. STEERING SYSTEM
5.1.5 STEERING WHEEL DEVIATION CONTROL The orbitrol type steering system has a drawback that the steering wheel operating angle does not agree with the rotational angle of the knuckle exactly. In particular, the steering wheel may move gradually away from the center position, which the operator wants to hold while traveling. To correct the drawback, the truck has a steering wheel deviation control unit consisting of an EPACS controller, a compensation valve, and a tire angle sensor. The steering angle sensor is located on top of the left-side king pin of the rear axle.
CONTROLLER
STEERING WHEEL ANGLE SENSOR
Wire color Red
Function Input of power supply (rated voltage: 12 V or +24V)
1
Black
Input of power supply (0 V)
2
Pink
Output of power supply for tire angle sensor (+)
5
Yellow
Input of tire angle sensor (signal output)
6
Purple
Tire angle sensor GND (GND)
7
Output of solenoid valve driving Light green signal (+)
1
Brown
Output for solenoid valve driving signal (-)
White
Input of initial setting (+)
Plug receptacle (F)
Input of initial setting (GND)
Plug receptacle (M)
Blue
Fig. 5.10 EPACS Controller
- 82 -
Pin No.
2
5. STEERING SYSTEM
(1) Schematic diagram STEERING WHEEL DEVIATION CONTROL UNIT STATUS INDICATING LED
R O S N E S E L G N A G N I R E E T S
INPUT OF TIRE ANGLE DETECTION POTENTIOMETER
OUTPUT OF COMPENSATION VALVE DRIVING SIGNAL
POWER TRANSISTOR
P/D ANALOG CIRCUIT
BUFFER
STATUS INDICATING LED
INPUT OF POWER SUPPLY (DC10VDC26.4 V)
NOISE FILTER
CENTER POSITION SETTING
DC/DC CONVERTER
(2) Connection diagram SCOPE OF SPECIFICATION
N O I T A I V T I E N D L U L E O E R H T W N G O N I C R E E T S
W Blu L/G Br
INITIAL SETTING TERMINAL
SOL VALVE
NORMALLY CLOSED VALVE
(Sumitomo Denso) R Bl
NOISE FILTER
(Sumitomo Denso) POWER SUPPLY INPUT (about 50 mA, with solenoid valve off)
Pi Y Pu
CONTROLLER OPERATING STATUS LED
To be selected according to the potentiometer mounting position. (2 kΩ is recommended) TIRE ANGLE DETECTION POTENTIOMETER
OUTPUT VOLTAGE OF TIRE ANGLE DETECTION POTENTIOMETER
STEERING WHEEL ROTATIONAL POSITION LEAD-OUT WIRE FROM CONTROLLER: AUTOMOTIVE HEAT-RESISTANT, LOW-VOLTAGE WIRE AEX 0.5 f (Sumitomo Denso)
Fig. 5.11 Schematic and Connection Diagrams
- 83 -
5. STEERING SYSTEM
(3) How to set the center position of the steering wheel Turn off the key switch and connect the plug receptacles M and F shown in Figure 5.10. Turn the key switch on. Make sure the LED blinks once and then repeats it. If the LED blinks three or four times and stays off for a while and then repeats this cycle, it indicates that the steering wheel angle sensor or tire angle sensor is defective. (See (4) Operating status LED.) Put the steering wheel and the tires in the straight-ahead position. (You can skip this step if the truck is in the straight-ahead position before the key switch is turned on in step .) With the key switch turned ON, disconnect the plug receptacles from each other. Make sure that the LED blinks twice continuously and repeats it. Turn the steering wheel from center to clockwise end, turn it to counterclockwise end, and then return to the center position. Caution should be exercised not to allow the tires to slip at each of the turning ends. You cannot complete the setting if the steering wheel is not turned more than 1.5 turns from center to end in each direction. Make sure the LED comes on. If the LED does not stay on, but blinks twice and repeats it, start all over again. (4) Operating status LED Operating status of controller
LED
1
• •
Centering is not yet nished. Controller has been initialized with plug receptacles connected.
1 blink
2
• •
Initial setting mode selected If a setting error is detected, you cannot exit the initial setting mode. (*1)
2 blinks
3
•
Initial setting completed (ready for operation)
LED stays on (*2)
4
Steering wheel sensor defective • Sensor coil broken
3 blinks
5
Tire angle detection potentiometer defective • Wire leading to tire angle sensor or controller is broken. • Wire leading to tire angle sensor or controller is shorted. (*3)
6
• • •
Power voltage is lower than rated voltage. CPU inside controller is defective. Controller is being initialized
4 blinks
Off
(*1) Setting error: A setting error occurs if the steering wheel is not turned more than 1.5 turns in each of the clockwise and counterclockwise directions or if the steering wheel is returned in midstream through rotation from center to end or vice versa. (*2) No error is detected (LED stays on.). (*3) 1: Shorting between +V terminal and signal output terminal of tire angle sensor 2: Steering wheel angle sensor has one of the following errors: • Shorting between sin drive signal wires • Shorting between cos signal wires • Shorting between sin signal wires 3: Solenoid valve driving FET is defective. - 84 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM FG20T3 FHG20 T3 FG25T3 FHG25 T3 FG30T3 FHG30 T3 FD30T3 FD35T3S
Truck Model FHG15 T3 FHG18 T3
FHD15T3 FHD18T3
Item
FD20T3 FD25T3
FHD20T3A FHD25T3A FHD30T3A
FG35T3S
Main pump Type Model name
Discharge
Gear type KFP2328
KFP2325
SGP1A30.8
SGP1A27
SGP1A36
SGP1A32
28.2 cm3/rev
24.5 cm3/rev
30.8 cm3/rev
27.8 cm3/rev
36.6 cm3/rev
33.2 cm3/rev
Control valve
Type Model name
2-spool sliding type, with relief valve, ow divider and tilt-lock valve KVMF-70VPF
MSV04A
Pressure setting
Main
Steering
17.7 MPa {180 kgf/cm 2} [2567 psi]
6.9 MPa {70 kgf/cm2} [1000 psi]
8.8 MPa {90 kgf/cm 2} [1276 psi]
Lift cylinder Type Cylinder bore
Single-acting piston 45 mm [1.77 in.]
2 - 2.5 t: 50 mm [1.97 in.] 3 t: 55 mm [2.17 in.] 3.5 t: 60 mm [2.36 in.]
Stroke
1495 mm [58.9 in.]
Tilt cylinder
Type
Double-acting piston
Cylinder bore
65 mm [2.56 in.]
80 mm [3.15 in.]
Rod diameter
30 mm [1.18 in.]
35 mm [1.38 in.]
Stroke
130 mm [5.12 in.]
128 mm [5.04 in.]
21 liters [5.55 U.S. gal]
32 liters [8.45 gal]
Oil tank Capacity
- 85 -
6. HYDRAULIC SYSTEM
6.1 GENERAL DESCRIPTION The hydraulic system consists of a main pump, a control valve, lift cylinders and tilt cylinders. The oil is supplied from the tank at the right side of the frame.
6.1.1 MAIN PUMP The main pump is a gear type directly driven by the engine PTO device and picks up oil from the oil tank and sends to the control valve. The main pump consists of a pump body, a pair of gears, bushings and packings. This pump uses pressure-balanced bearings and a special lubrication method to minimize the clearance of the gear ank. The pressure-balanced method is to press the pressure plate toward the gear side by introducing part of the discharge oil between the pressure plate and the pump body.
COVER
MOUNTING FLANGE
GEAR PLATE
DRIVEN GEAR
DRIVE GEAR
SNAP RING SIDE PLATE (PLATE SEAL)
OIL SEAL
(BACK UP) (PLATE SEAL)
SIDE PLATE Section
-
Section
-
Fig. 6.1 Main Pump (Trucks with capacities from 1.5 to 1.75 tons)
- 86 -
6. HYDRAULIC SYSTEM
1. DRIVE GEAR 2. SNAP RING
7. GASKET 8. BUSHING
3. OIL SEAL
9. REAR COVER
4. BUSHING 5. FRONT COVER
10. DRIVEN GEAR 11. SIDE PLATE
6. BODY
12. GASKET
Fig. 6.2 Main Pump (Trucks with capacities from 2.0 to 3.5 tons)
- 87 -
6. HYDRAULIC SYSTEM
(1) Oil ow
The oil which has owed through the inlet port in the rear cover then enters the chamber formed by the tooth spaces of the gears, side plates, and the pump body, and ows along the peripheries of the gears out of the discharge port.
TOOTH SPACE
SUCTION PORT
DISCHARGE PORT
: Oil ow
Fig. 6.3 Hydraulic Oil Flow (2) Pressure balance
While the pump is not operating or the discharge pressure is low, the side plates are pressed against the gears’ side faces by the rubber gasket. When the discharge pressure becomes high, a force which repels the side plates acts on the shaded section in Fig. 6.4. At the same time, the oil pressure also acts on the back side of the side plates, pressing the shaded section in Fig. 6.5. The shapes and surface areas of both shaded sections are almost the same, so that the side plates are always pressed against the sides faces of the gears with a constant elastic force, regardless of the discharge pressure of the pump.
Fig. 6.4 Pressure Distribution on Side-Plate Side
Fig. 6.5 Pressure Distribution on Gear Side
- 88 -
6. HYDRAULIC SYSTEM
(3) Body wipe
While the discharge pressure is low, the centers of the gears are almost aligned with the centers of the pump body holes, maintaining the radial clearance which is determined by machined size. When the discharge pressure increases, the gears are pushed toward the low-pressure side by the clearance between the gear and bearing and a deection of the shaft, to make the gear teeth to contact with the pump body. During this process, the cast pump body is worn away, because the gears, which are usually heat treated, are harder than the pump body. This is called “body wipe.” In order to keep the optimum radial clearance of gears when loaded, the pump is run-in at a little higher pressure than the rated pressure before it is delivered to the customer. Also, the pump is tested for discharge and specied torque.
Eccentricity
Wipe depth 0.01 – 0.06 mm [0.00039 – 0.0024 in.]
Center of pump body
Discharge port
Suction port
Trace of wipe
CROSS SECTION A - A
Fig. 6.6 Body Wipe
- 89 -
6. HYDRAULIC SYSTEM
6.1.2 CONTROL VALVE 1.5 to 1.75 tons The control valve consists of two types of spool sections assembled with three bolts as shown in Figure 6.7. The lift spool section contains a main relief valve, a ow priority valve and a PF relief valve. MAIN RELIEF VALVE
LIFT PLUNGER TILT PLUNGER
PORT T PORT B2 PORT P
PORT A2 PORT PF PS RELIEF VALVE
PORT A1
Note: See Figure 6.8 for each cross section. Fig. 6.7 Control Valve (Trucks with capacities from 1.5 to 1.75 tons)
- 90 -
6. HYDRAULIC SYSTEM
(1) Lift spool section The lift spool section consists of a lift plunger, a PF relief valve which controls the steering circuit oil pressure, and a ow divider valve which distributes the oil ow from the main pump into both the load handling circuit and the steering circuit. The lift spool section is also provided with a cartridge type relief valve which sets the load handling circuit oil pressure and the steering circuit oil pressure. PORT PF
PORT P
SPOOL
FLOW DIVIDER PART
MAIN RELIEF VALVE MOUNTING PART
PF RELIEF VALVE
Section
-
PLUNGER LOW PRESSURE PASSAGE
Section
PORT T
LOAD CHECK VALVE
Section
-
Fig. 6.8 Lift Spool Section
- 91 -
6. HYDRAULIC SYSTEM
Main relief valve operation
(a) The oil in the high-p ressu re oil passag e HP flows through the oil in the piston C to act on two different surface areas and , so that the poppets D and K are securely seated.
Fig. 6.9
(b) When the oil pressure in the high-pressure oil passage HP reaches to the preset pilot spring force, the pilot poppet E opens to allow the oil to ow around the poppet, passing through the drilled hole, to the low-pressure side LP.
Fig. 6.10
(c) When the pilot poppet E opens, the pressure at the back of the poppet D drops to cause pressure differential between the high-pressure side HP and the low-pressure side, so that the poppet D is opened to allow the oil to ow directly to the low-pressure oil passage LP.
Fig. 6.11
(d) If the pressure in the high-pressure oil passage HP is lower than the pressure in the low-pressure oil passage LP, the poppet D opens due to the difference in area between and to allow enough oil to flow from the low-pressure oil passage LP into the high-pressure oil passage HP to ll the space.
Fig. 6.12
- 92 -
6. HYDRAULIC SYSTEM
(2) Tilt spool section Figure 6.13 shows sectional views of the tilt spool section. The plunger attached to the housing is kept in neutral by the return spring. The plunger incorporates a tilt lock valve.
LOAD CHECK VALVE PARALLEL FEEDER PORT B
PORT A
RETURN SPRING
PLUNGER LOW PRESSURE PASSAGE
Fig. 6.13 Tilt Spool Section Tilt spool section operation
(a) In neutral When the plunge r is in neutra l positi on, oil discharged from the pump returns to the tank by way of the neutral passage. (b) Plunger pushed in
PORT B
PORT A
When the plunger is pushed in, it blocks up the neutral passage so the oil runs to the cylinder port “B” by pushing up the load check valve. The oil returning from the cylinder port “A” runs to the low pressure passage through which it then ows into the tank. Then plunger is put back in neutral position by the return spring.
Fig. 6.14 Pushed In
- 93 -
6. HYDRAULIC SYSTEM
(c) Plunger pulled out When the plung er is pull ed out, the neut ral oil
PORT B
passage is blocked up. The oil from the parallel feeder pushes open the load check valve and ows
PORT A
to the cylinder port A. The oil returning from the cylinder port B ows to the low-pressure oil passage and back into the oil tank. The plunger is pushed back to neutral by the return spring.
Fig. 6.15 Pulled Out
Tilt lock valve operation
TILT CYLINDER
(a) Plunger pulled out With the plunger pulled out, the oil flows in the same manner as in shown Figure 6.15.
PORT B
PORT A
Figure 6.16 shows a spool section in neutral, with a tilt lock valve incorporated inside. (b) Plunger pushed in (pump in operation) When the plunger is pushed in, the oil from the pump flows from the cylinder port B into the cylinder. The oil from the cylinder enters the hole
SPRING
POPPET
PLUNGER
Fig. 6.16 In Neutral
A in the plunger to move the poppet. Therefore, the oil returning from the cylinder ows through the holes ( A and B ) in the plunger, passing through the low-pressure oil passage, back into the tank. (c) Plunger pushed in (pump at rest) If the plunger is pushed in with the pump at rest,
PORT A
PORT B
PLUNGER
the oil won’t flow to the cylinder port B and the pressure at area P also won’t rise. The poppet does not move so that the cylinder won’t move and thus
POPPET
Fig. 6.17
the oil at the cylinder port A also does not return back into the tank. PORT A
PLUNGER
POPPET
Fig. 6.18
- 94 -
PORT B
6. HYDRAULIC SYSTEM
2.0 to 3.5 tons
The control valve consists of FDM front and rear covers and a combination valve, which are assembled with three bolts. The FDM front cover contains a main relief valve, a ow priority valve and a PF relief valve. The combination valve is composed of a lift section and a tilt section.
LIFT PLUNGER TILT PLUNGER PF PORT
FDM REAR COVER FDM FRONT COVER
COMBINATION VALVE
Fig. 6.19 Control Valve (Trucks with capacities from 2.0 to 3.5 tons)
- 95 -
6. HYDRAULIC SYSTEM
(1) Operation of ow priority valve
The ow priority valve receives a single stream of oil through the P port and divides it into separate output streams: the priority ow (PF ow) of a constant ow setting and the excess ow (MF ow). The PF ow is supplied to the steering system and the MF ow to the load handling system. The oil coming through the pump port (P port) ows, passing through the PF throttle hole, the control orice and load check in the FD spool, to the PF port. As the ow rate of oil coming through the P port increases, the pressure differential across the control orice also increases. This moves the FD spool, both ends of which receive the pressure across the control orice, into the direction that closes the PF throttle hole, thus reducing the PF ow. As a result, the pressure differential across the control orice also drops so that the priority ow is maintained at the ow setting determined by both the control orice and set spring. (a) MF flow pressur e is lower than PF flow pressur e (during steering) When the steering wheel is turned, the PF ow pressure increases and thus the entire oil pressure of the hydraulic system also increases. This allows more oil to ow to the MF ow side because it is lower in pressure than the PF ow side. For this reason, the ow rate of oil to the control orifice drops to create a pressure differential across the control orice, thus shifting the FD spool into the direction that closes the MF throttle hole so that the pressure differential across the control orice is maintained to keep
P PORT MF FLOW PF THROTTLE
MF THROTTLE
PF FLOW
CONTROL ORIFICE
MAIN RELIEF
FD SPOOL
LOAD CHECK to LOAD HANDLING TANK PASSAGE CONTROL VALVE
PR RELIEF PF PORT
the priority ow at the xed ow setting. (See Figure 6.20.) Fig. 6.20 (MF pressure < PF pressure)
(b) MF low pressur e is higher than PF flow pres sure (during load handling) When the load handling means is operated, the MF ow pressure increases and thus the entire oil pressure of the hydraulic system also increases. Since the PF ow pressure is lower than the MF ow pressure, the priority ow begins to increase. Therefore, the pressure differential across the control orice increases so that the FD spool moves in the direction that closes the PF throttle hole, to keep the control ow constant. (See Figure 6.21.) Fig. 6.21 (MF pressure > PF pressure)
- 96 -
6. HYDRAULIC SYSTEM
(2) Lift section
(a) In netural
to PORT A1 LOAD CHECK
The oil discharged from the pump flows through the unload passage back to the oil tank. The port A1
PARALLEL PASSAGE
is blocked so that no pressure oil is supplied to the lift cylinders. (See Figure 6.22.)
SPOOL SPRING
TANK PASSAGE
Fig. 6.22
(b) Spool pulled out (when forks are lifted) The unload passage is closed so that the oil from the pump flows through the parallel passage to push open the load check and lock poppet and enters the lift cylinders through the port A1. The spool is returned to neutral by the return spring. (See Figure 6.23.)
Fig. 6.23
(c) Spool pushed in (when forks are lowered) When the spool is pushed in, the unload passage is not closed and thus the oil from the pump returns to the tank passage. The oil that has the lift cylinders through the port A1 ows to the return passage, returning into the oil tank. The spool is returned to neutral by the return spring. (See Figure 6.24.) Fig. 6.24
- 97 -
UNLOAD PASSAGE
6. HYDRAULIC SYSTEM
(3) Tilt section (a) In neutral The oil discharged from the pump flows, passing through the unload passage, back into the oil tank. The ports A2 and B2 are blocked so that the no pressure oil is supplied to the tilt cylinders.
(b) Spool pulled out (when upright is tilted back) When the unload passage is closed, the oil from the pump ows through the parallel passage to push open the load check and enters the tilt cylinders through the port A2. The oil returning from the tilt cylinders ows through the port B2 and tank passage, back into the oil tank. If the load inside the tilt cylinders is higher than the relief valve pressure setting, the relief valve opens to allow oil to return into the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.26.) (c) Spool pushed in (when upright is tilted forward) With the unload passage closed, the oil from the pump ows though the parallel passage to push open the load check and enters the tilt cylinders through the port B2. The oil returning from the tilt cylinders enters at the port A2, but is blocked by the tilt lock valve. However, as the oil pressure rises, the pilot spool moves in the direction that compresses the spring so that the oil at the port A2 ows through the oil passage inside the spool, back into the oil tank. If the load inside the tilt cylinders is higher than the relief valve pressure setting, the relief valve opens to allow oil to return to the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.27.) (d) Tilt lock mechanism The tilt spool is provided with a tilt lock mechanism that prevents the tilt cylinders from moving when the tilt lever is placed in the forward tilt position with no oil ow to the main valve. If the spool is pushed in (the tilt lever is placed in the forward tilt position) with no oil ow from the pump, the oil at the loaded side inside each of the tilt cylinders tries to ow out the port A2. However, However, since no pilot pressure is supplied, the pilot spool does not move so that the return passage to the oil tank is closed. This prevents the tilt cylinders from operating. (See Figure 6.28.) - 98 -
LOAD CHECK PORT A1
PORT A2
PORT ORT B2 B2 PARALLEL PASSAGE
SPRING
SPOOL PILOT SPOOL
TANK PASSAGE
Fig. 6.25
Fig. 6.26
Fig. 6.27
Fig. 6.28
UNLOAD PASSAGE
6. HYDRAULIC SYSTEM
(4) Accessory section (option) (option)
(a) In neutral
LOAD CHECK
The oil from the pump flows through the unload pa ss ag e, ba ck in to th e o il ta nk . Th e po rt s A a nd B
PORT B
PORT A
PARALLEL PASSAGE
SPRING
are blocked so that no oil pressure is supplied to the cylinder. (See Figure 6.29.) SPOOL TANK PASSAGE
Fig. 6.29
(b) Spool pulled out The unload passage is closed and the oil from the pump ows through the parallel passage to push open the load check and enters the cylinder through the port A. The oil returning from the cylinder ows through the port B, past the tank passage, back into the oil tank. If the load inside the cylinder is higher than the relief valve pressure setting, the relief valve opens to allow oil to return into the oil tank. The spool is returned to
Fig. 6.30
neutral by the return spring. (See Figure 6.30.) (c) Spool pushed in The unload passage is closed and the oil from the pump ows through the parallel passage to push open the load check and enters the cylinder through the port B. The oil returning from the cylinder ows through the port A, past the tank passage, back into the oil tank. If the load inside the cylinder is higher than the relief valve pressure setting, the relief valve opens to allow oil to return to the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.31.)
- 99 -
Fig. 6.31
UNLOAD PASSAGE
6. HYDRAULIC SYSTEM
(5) Operation of of main relief valve
(a) When relief valve is closed
PILOT POPPET
If the circuit oil pressure is lower than the relief valve pressure setting, the relief valve is closed.
MAIN POPPET SEAT
SLEEVE
The oil at the port P ows through the orice in the poppet to ll the spring chamber. chamber. The oil inside the spring chamber acts on the pilot pop pet, pe t, whi ch is howev ho wever er for ced again ag ainst st the sea t by spring pressure to block oil ow to the tank passage. The main poppet is closely seated to the sleeve by both the spring force and the difference in area on which the oil pressure acts, to block the oil passage to the tank port. Therefore, all the oil sent into the circuit ows to the operating area. (See Figure 6.32.)
ORIFICE SPRING CHAMBER
Fig. 6.32 Main Relief Valve (closed)
(b) When relief valve opens If the circuit oil pressure becomes higher than the relief valve pressure setting, the relief valve opens. That is, when the oil pressure in the circuit reaches the pilot poppet pressure setting, the pressure oil pushes up the pilot poppet to ow into the tank passage. This causes a pressure differential across the orifice in the main poppet to push open the main poppet to allow the oil to ow from the port P to the tank passage, thus controlling the oil pressure in the circuit. (See Figure 6.33.) Fig. 6.33 Main Relief Valve (open)
- 100 -
6. HYDRAULIC SYSTEM
(6) Operation of PF relief valve
The PF relief valve is a direct-acting type. The main
MAIN POPPET VALVE BODY
PF FLOW
poppet is closely seated to the valve body by the spring. If the PF ow pressure is higher than the pressure setting
SPRING
of the relief valve, main poppet opens to direct the PF ow to the tank passage. (See Figures 6.34 and 6.35.)
TANK PASSAGE
Fig. 6.34 PF Relief Valve (closed)
Fig. 6.35 PF Relief Valve (open)
(7) Operation of port relief valve
(a) When port relief valve is closed If the circuit oil pressure is lower than the pressure
PILOT POPPET
MAIN POPPET SEAT
setting, the relief valve is closed. The oil at the port A or B ows through the orice in
INTERMEDIATE PORT A OR B PISTON
the intermediate piston inside the main poppet to ll the spring chamber. The oil in the spring chamber acts on the pilot poppet, which is however forced against the seat by spring pressure to block oil ow to the tank passage. The main poppet is closely seated to the sleeve by both the spring force and the difference in area on which the
SPRING
SPRING CHAMBER
TANK PASSAGE
ORIFICE
Fig. 6.36 Port Relief Valve (closed) oil pressure acts, to block the oil passage to the tank port. Therefore, all the oil sent into the circuit ows to the operating area. (See Figure 6.36)
- 101 -
6. HYDRAULIC SYSTEM
(b) When port relief valve opens If the circuit oil pressure becomes higher than the relief valve pressure setting, the pressure pushes up the pilot poppet to ow into the tank passage. This causes a pressure
PORT A OR B
differential across the orice in the intermediate piston so that intermediate piston is forced against the front end of the pilot poppet. As a result, the oil pressure in the spring chamber drops to cause a pressure differential across the main poppet. This opens the main poppet and thus the passage to the tank port is also opened to allow the pressure oil to ow into the tank. (See Figure 6.37.)
TANK PASSAGE
Fig. 6.37 Port Relief Valve (open)
(c) Anticavitation If the oil pressure at the port A or B is lower than the oil pressure in the tank passage, a force occurs in the direction that opens the main poppet because of the difference in area across the main poppet. This force opens the main poppet to direct the oil from the tank passage into the port A or B, thus preventing the actuator pressure from going negative. (See Figure 6.37.)
- 102 -
6. HYDRAULIC SYSTEM
6.1.3 VALVE CONTROLS The control valve plungers are actuated with the levers as shown in Fig. 6.38, with each lever mounted on a single shaft. The shafts are supported by brackets which are attached to the front guard. The movement of each lever is transmitted through a rod to the respective plungers.
TILT LEVER LIFT LEVER
ATTACHMENT LEVER (OPTION)
CONTROL VALVE
SPACER
Detail of
Fig. 6.38 Valve Controls (Ref.)
- 103 -
6. HYDRAULIC SYSTEM
6.1.4 LIFT CYLINDER The lift cylinder is a single-acting piston type consisting of a cylinder, a piston rod, a piston and a holder. The piston is secured to the piston rod with a snap ring, with a wear ring and packing on its outer diameter. At the bottom of one cylinder is a cut-off valve which will act as a safety device if the high-pressure hose connecting the right and left lift cylinders bursts for any reason. The holder has a bushing and an oil seal pressed to support the piston rod and provide dust proofness for the cylinder. Cut-off valve operation
When the oil in the cylinder returns into the oil tank, it passes through the holes and in the piston. If the flow rate of the oil passing through those holes is less than the setting of the flow regulator valve, the pressure differential across the piston is smaller than the spring force so that the piston won’t move. If its ow rate becomes greater than the ow regulator valve pressure setting due to a burst of the high-pressure hose or for any other reason, the pressure differential across the piston becomes greater than the spring force to move
PISTON SPRING
the piston to the right, so that the piston comes in close contact with the area on the case. This prevents the oil from owing cut of the cylinder, to stop the lowering of the Fig. 6.39 Flow Rate Smaller than Setting
forks.
CASE
Fig. 6.40 Flow Rate Greater than Setting
- 104 -
6. HYDRAULIC SYSTEM
Details of mast support
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Fig. 6.41 Lift Cylinder (VM-0A7)
- 105 -
6. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Fig. 6.42 Lift Cylinder (VM-2N5)
- 106 -
6. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Fig. 6.43 Lift Cylinder (VM-2N9)
- 107 -
6. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE Mast side
Lift bracket side
16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT
Fig. 6.44 Lift Cylinder (VM-2Y5)
- 108 -
6. HYDRAULIC SYSTEM
6.1.5 FLOW REGULATOR VALVE The ow regulator valve controls the fork descending speed and acts as a safety device if the high-pressure hose bursts for any reason. It is located as shown in Fig.6.44.
LIFT CYLINDER (RIGHT)
LIFT CYLINDER (LEFT)
Flow regulator valve operation
The oil returning from the lift cylinders enters the chamber , passing through chambers and , back to the control valve.
,
,
,
,
from CONTROL VALVE
,
The more the oil flows through the hole in the piston , the greater the pressure differential across the
to OIL TANK
piston becomes to move the piston to the right. For this reason, the hole is narrowed by the hole
FLOW REGULATOR VALVE
so that the oil flow is restricted to slow the fork descending speed. When the forks are raised, the high-pressure oil from the control valve ows, passing through , , , , , and
, into the lift cylinders.
Fig. 6.44
FREE FLOW
CONTROLLED FLOW LIFT CYLINDER SIDE
CONTROL VALVE SIDE
1. CASE
6. ORIFICE
2. SPRING 3. BALL
7. SPRING 8. “O”-RING
4. PISTON
9. NIPPLE
5. SLEEVE Fig. 6.45 Flow Regulator Valve
- 109 -
6. HYDRAULIC SYSTEM
6.1.6 TILT CYLINDER The tilt cylinder is a double-acting type, and its piston rod end is supported by the mast and the cylinder tail is connected to the frame with a pin. This truck is provided with two tilt cylinders on both sides of the front of the truck. The tilt cylinder assembly consists primary of a cylinder body, a cylinder cap, a piston and a piston rod. The piston, attached to the piston rod with lock nuts, has a back-up ring and an “O”-ring installed on its circumference, and moves along the inner surface of the cylinder by the force of hydraulic oil. A bushing is press-tted inside the cylinder cap to support the piston rod, with a packing and dust seal to provide oil tightness for the piston rod and the cylinder cap. The cylinder cap, tted with an “O”-ring on its outer periphery, is screwed into the cylinder body. When the tilt lever in the operator’s compartment is tilted forward, high-pressure oil enters the cylinder tail side, moving the piston forward, tilting the mast forward. When the tilt lever is tilted backward, high-pressure oil enters the cylinder cap side and moves the piston backward, tilting the mast backward.
1. JOINT
6. CYLINDER CAP
11. PISTON
2. DUST SEAL
7. LOCK RING
12. PACKING
3. BUSHING
8. “O”-RING
13. LOCK NUT
4. “O”-RING
9. ROD
5. PACKING
10. CYLINDER
Fig. 6.46 Tilt Cylinder
- 110 -
6. HYDRAULIC SYSTEM
6.1.7 OIL TANK The oil tank is integral with the frame and located at the right-hand side of the truck body. Figure 6.47 shows its construction. Inside the oil tank are a suction lter and a return lter to remove dust from the oil.
CAP SUCTION FILTER
BREATHER
to PUMP
to LIFT CYLINDER STEERING RETURN
from CONTROL VALVE
RETURN FILTER
DRAIN PLUG
Fig. 6.47 Oil Tank
- 111 -
6. HYDRAULIC SYSTEM
K N A T L I O
P M U P
R E D N I L ) Y T C H T G L I I T R (
T F I L R R F E E D O P T N I P L R U Y o A t P C T F I L R R F E E D O W N T I O L L R Y o A t P C
E V L A V L O R T N O C
L O R T I B R O
R E D N I L Y ) C T F T L I E T L (
Fig. 6.48 Hydraulic Oil Piping (Trucks with capacities from 1.5 to 1.75 tons)
- 112 -
R E D N I L Y C R E W O P
6. HYDRAULIC SYSTEM
K N A T L I O
R E D N I L Y C R E W O P
R E D N I L ) Y T C H T G L I I T R (
P M U P R E D N I L Y C T F I L o t
E V L A V L O R T N O C
R E D N I L Y ) C T F T L I E T L (
L O R T I B R O
Fig. 6.49 Hydraulic Oil Piping (Engine-powered, 2.0- to 3.5-ton trucks)
- 113 -
6. HYDRAULIC SYSTEM
NOTE
- 114 -
7. LOAD HANDLING SYSTEM
7. LOAD HANDLING SYSTEM Truck Model
FHG15T3
FG20T3
FD20T3
FHG18T3
FHG20T3
FHD20T3A
FG30T3
FD30T3
FG35T3S
FHD15T3
FG25T3
FD25T3
FHG30T3
FHD30T3A
FD35T3S
Item
FHD18T3
FHG25T3
FHD25T3A
Name
VM-0A7
Type
VM-2N5
VM-2N9
Roller type 2-stage telescopic mast with free lift
Standard max. lifting height
3000 mm [118.11 in.]
Fork lifting system
Hydraulic
Fork tilting system
Hydraulic
Lift chain
VM-2Y5
Leaf chain BL534
Leaf chain BL634
Leaf chain BL823
Leaf chain BL834
Channel shape Outer channel
A :
44 mm [1.73 in.]
A :
48 mm [1.89 in.]
A :
60 mm [2.36 in.]
B : 102.5 mm [4.04 in.]
B :
119.5 mm [4.7 in.]
B : 124 mm [9.88 in.]
C : 134.5 mm [5.3 in.]
C :
161.5 mm [6.36 in.]
C : 170 mm [6.69 in.]
A :
43 mm [1.69 in.]
A :
48 mm [1.89 in.]
B : 102.5 mm [4.04 in.]
B :
119.5 mm [4.7 in.]
B : 119.5 mm [4.70 in.]
C : 134.5 mm [5.3 in.]
C :
161.5 mm [6.36 in.]
C : 159.5 mm [6.28 in.]
D :
D :
76 mm [2.99 in.]
Inner channel
72 mm [2.83 in.]
- 115 -
A :
D :
45 mm [1.77 in.]
76 mm [2.99 in.]
7. LOAD HANDLING SYSTEM
7.1 GENERAL DESCRIPTION The roller-type two-stage telescopic upright consists of an outer channel, an inner channel and a carriage.
7.1.1 OUTER AND INNER CHANNELS The outer and inner channels are of welded construction. The outer channel has a support at its lower part, with which the upright assembly is mounted on the drive axle. The outer channel is supported to the frame through the tilt cylinders, which extend and retract to tilt the upright forward and backward, respectively. The end rollers are installed on the lower outside of the inner channel and upper inside of the outer channel with shims.
1. INNER CHANNEL 2. OUTER CHANNEL 3. END ROLLER 4. SHIM 5. END ROLLER 6. SHIM 7. SLIPPER 8. SHIM 9. PIN 10. CAP 11. BUSHING
Fig. 7.1 Outer and Inner Channels (VM-0A7)
- 116 -
7. LOAD HANDLING SYSTEM
1. INNER CHANNEL 2. OUTER CHANNEL 3. END ROLLER 4. SHIM 5. END ROLLER 6. SHIM 7. SLIPPER 8. SHIM 9. PIN 10. CAP 11. BUSHING
Fig. 7.2 Outer and Inner Channels (VM-2N5, VM-2N9, VM-2Y5)
- 117 -
7. LOAD HANDLING SYSTEM
7.1.2 CARRIAGE The carriage has end rollers installed with bearings on its end roller shafts welded to the carriage. The end rollers are shim adjusted and roll along inside the inner channel assembly. The fore-and-aft load is sustained by the end rollers and the lateral load by the side rollers provided at the lower part of the carriage. When the forks are raised to the top position, the top end rollers come out beyond the top of the upright.
1. FORKS 2. STOPPER 3. SPRING 4. HANDLE 5. CARRIAGE 6. END ROLLER 7. LOCK BOLT 8. SIDE ROLLER 9. SHIM 10. SHIM 11. SPACER 12. LOAD BACKREST
Fig. 7.3 Carriage (VM-0A7)
- 118 -
7. LOAD HANDLING SYSTEM
1. FORKS 2. STOPPER 3. SPRING 4. HANDLE 5. CARRIAGE 6. END ROLLER 7. LOCK BOLT 8. SIDE ROLLER 9. SHIM 10. SHIM 11. SPACER 12. LOAD BACKREST
Fig. 7.4 Carriage (VM-2N5, VM-2N9, VM-2Y5)
- 119 -
7. LOAD HANDLING SYSTEM
7.1.3 LOCATIONS OF ROLLERS The end and side rollers are installed on the carriage. The end rollers support the fore-and-aft load and the side rollers support the lateral load so that the inner channels and carriage are raised and lowered smoothly. ) d R e t E L s u L j d O R a m D i h N s E (
) d R e t E L s u L j d O R a m D i h N s E (
E G A I R R A C
) d R e E t L s L j u O d R a E m i D I h s S (
L E N N A H C R E N N I
L E N N A H C R E T U O
) R d e E t L m s L i j D u h d O N s E R ( a
R ) E d e P t m s P i u I j L h s d S ( a
) R d e E t L m s L i j D u h d O N s a E R (
Fig. 7.5 Locations of Rollers (VM-0A7)
- 120 -
7. LOAD HANDLING SYSTEM
) d R e t E L s u L j d O R a m D i h N s E (
E G A I R R A C e d i s r e w o L
R E L L O R E D I S
) d R e t E L s u L j d O R a m D i h N s E (
R E L L O R D N E
e d i s r e p p U
L E N N A H C R E N N I
L E N R E N T A U H O C
) R d e E t L m s L i j D u h d O N s a E R (
R ) E d e P t s m P i u I h j L s d S ( a
Fig. 7.6 Locations of Rollers (VM-2N5, VM-2N9)
- 121 -
7. LOAD HANDLING SYSTEM
) d R e E L t s L j u O d R a E m i D I h s S (
) d R e t E L s u L j d O R a m D i h N s E (
e d i s r e w o L
) d R e E L t s L j u O d R a E m i D I h s S (
) R d e E t L m s L i j D u h d O N s E R ( a
) d R e t E L s u L j d O R a m D i h N s E ( e d i s r e p p U
L E N N A H C R E N N I
L E N R E N T A U H O C
) d R e t E L s u L j d O R a m D i h N s E (
) d e t s u j R d E a P m P I i L h s S (
Fig. 7.7 Locations of Rollers (VM-2Y5)
- 122 -
8. ELECTRIC WIRING
8. ELECTRIC WIRING The electric components of the truck are wired through several types of wire harnesses and color coded by circuit. The wire harnesses are connected with connectors (2 types) or screw. Table 8.1 Color symbols and examples
Example: Yellow coating with a blue marking
B
Black
R
Red
G
Green
W
White
L
Blue
Y
Yellow
O
Orange
P
Pink
Lg Light green Lb
Light blue
Example: White coating without marking
Table 8.2 Connector symbol Connection type e p y t n i g u l P
Plug-in side
Receptacle side
Remarks The alphabetic letters means colors.
Housing
(Table 8.1) Plug
Screw type
The dotted lines in the circuit diagrams are given for optional equipment.
DANGER ! Use due caution when handling the battery unit. 1. Never short the circuit, spark, smoke or use re near the battery unit. Since ammable gas is always released from the battery, there is a danger of causing an explosion. 2. The battery electrolyte is dilute sulfuric acid. It will cause burns if it gets on the skin. If electrolyte comes in contact with the skin, ush with water. It can cause blindness if it gets into eyes. If electrolyte gets into your eyes, ush your eyes out with water and get to a doctor.
- 123 -
8. ELECTRIC WIRING
N R O H o t
, D 6 8 W S R 5 B 5 R S A E 7 Y 9 L U 5 R 5 G N G R 0 B D 7 A A H E ) E H T R H I R E G W I V R o t O (
Y G G
B R G L
B W L
R E Z Z U B M R A L A o t
3 2 B 0 B 1 R 6 L
R E T E M N O I T A N I B M O C o t
H C T I W S Y 2 G 3 Y B 4 B 4 3 3 E K 4 R 4 L o 2 t 6 B 4 G
H C T I W S G N I T H G I L o t
6 G 5 W 1 6 W 2 0 B r 3 Y 1 B 0 W 1 4 R r 3 R 1 B
H C T I W 0 S 6 B 1 G 5 4 B N 1 R I K R A P o t
0 9 R 0 L 4 1 W 5 G 3 Y 8 B 2 Y 7 R 2 B
7 R 4 G
K C 8 W O 5 r L 1 B T E 2 W F 5 G I V 1 L L o A t V
4 Y 3 L 2 4 B 1
1 B 6 W
5 L 4 G
Y A L E R Y T E F 3 R 7 L 1 L 0 Y A 1 2 1 2 S 1 L 2 1 B o 1 W 1 1 t
9 R 3 1 g 4 L 0 r 4 B
1 G 5
8 Y 9
H C T I W S R / F o t
7 R 9 Y
2 5 B
L O R T I B R O o t
H C T I W S N R O H o t
Y A L E R P M A L L I 7 R 8 W 7 7 R A T o 6 g 9 B t 7 L 7
Y A L E R P M A L D A 3 R 4 Y 7 2 7 R E H 2 r 5 B 7 B 7 o t
b S 0 Y 2 r 2 L 2 B 1 1 W
K C O L R 9 W E 5 r E 1 B T V N 1 W I L 5 1 G o A t V
P
1 2 B 3 2 O 1 1 G
Y A L E R L A R T U 3 4 6 B r 6 B E 1 B 1 N 1 2 6 L 6 B o 1 W 1 t
4 W 2 1 B
E P A T E T I H W
6 R 9 Y 5 L 9 O 4 9 O
E P A T D E R
0 L 9 R 4 B 7 R 1 G B 6 L 3 W 7 G 4 b 1 R 0 5 Y 4 L 8 S 1 G 1 R 1 7 G L B 1 W 9 r 5 5 R 4 1 B 1 W 8 O 3 0 L 7 2 W 4 R r 7 V 1 B 1 W 8
3 L 9 W 2 b 9 S
2 B 3 Y 1 G 8
1 V 9
5 W 8 Y 5 1 G 4 G r 5 B Y 2 4 L 1 W 7 W 3 B 2 B 6 W 1 6 O 2 G 6 G Y 1 W 5 B Y 8 Y
S T L R A A P N L O I A T C I P R O r T o f C E L E
8 7 G 3 B 0 1 B 1 2 1 W L 3 4 Y 6 W 5 R r 1 1 B 6 3 B 2
O W L B 2
W
L 2
D , R A S U S G E N D R A A E H H ) T R E F R I E E V L W O (
9 6 L 2 R 0 L Y 8 Y 1 2 8 2
8 B 0 W 1 2 R 9 Y 1 R 1 R 2 G 1 B 7
Fig. 8.1 Wire Harness, Front Guard
- 124 -
b S
P
E N I G N E , S S E N R A H E R I W o t
8. ELECTRIC WIRING
E V L A V R / F o t
E D O I D
L O G
G V
G
V
d e s u t o N
L W
R Y
Y
E R U S H B S C Y E T I R P W L I S O o t
L R
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Y B 3
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B
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Fig. 8.2 Wire Harness, Engine (K21, K25)
- 125 -
X O B E S U F
B 2
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D N N O A I T P I D S O A E O T H P S R Y r 2 B
K R O W R A T E H R G I o t L T H C A T E I S W o t S
8. ELECTRIC WIRING
to WIRE HARNESS, FRONT GUARD to F/R SOLENOID VALVE
DIODE
to BRAKE LAMP SWITCH
to FUSE BOX
to BACK-UP LAMP RELAY GROUND to FUEL LEVEL SENDER
to RELAY
to METER
to FUEL CUTto STARTER OFF VALVE
FUSE BOX
to OIL PRESSURE SWITCH
to GLOW PLUG to ALTERNATOR
to WATER TEMP. SENDER to BATTERY
to FLASHER UNIT
DIODE
to STARTER RELAY
QOS3 to TIMER
to DETECTOR
to WATER TEMP. SENSOR to SEDIMENTER to STEERING POTENTIOMETER
to GLOW PLUG RELAY to BACK-UP BUZZER to REAR WORK LIGHT (OPTION)
to REAR COMBINATION LAMP to LICENSE NUMBER PLATE LAMP (OPTION)
Fig.8.3 Wire Harness, Engine (Trucks with TD27, QD32)
- 126 -
G N I R I W C I R T C E L E . 8
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