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07
SERVICE
MANUAL
PC5500
MACHINE MODEL SERIAL NUMBER
PC5500-6 Diesel 15045 to 15065
This service manual may contain attachments and optional equipment that are not
available in your area.
Please consult your local Komatsu distributor for those items you may require.
Materials and specifications are subject to change without notice.
Contents and 00_Foreworda_15046.doc 13.02.07
Contents and 00_Foreworda_15046.doc 13.02.07
CONTENTS
TABLE OF CONTENTS
00 Safety - Foreword
01 Technical DATA (Leaflet)
02 Assembly PROCEDURE (Brochure)
Section
1. Main assembly groups
2. Drive.
3. Hydraulic oil tank.
4. Hydraulic oil cooling.
5. Controlling.
6. Components
7. Main hydraulic pumps and pump regulation.
8. Operating hydraulic.
9. Hydraulic track tensioning system.
10. Hydraulic operated access ladder
11.
12. Hints for the hydraulic circuit diagram
13. Hints for the electric circuit diagram
14. ECS-T
15. Lubrication Systems
APPENDIX
Each section includes a detailed table of contents.
Contents and 00_Foreworda_15046.doc 13.02.07
SAFTEY SAFTEY NOTICE
00-1
SAFETY
SAFETY NOTICE
IMPORTANT SAFETY NOTICE
Proper service and repair is extremely important for safe machine operation. The
service and repair techniques recommended by Komatsu and described in this manual
are both effective and safe. Some of these techniques require the use of tools specially
designed by Komatsu for the specific purpose.
The follow ing Symbols are used in this Manual to designate Instructions of
particular Importance.
WARNING - Serious personal injury or extensive property damage can
result if the warning instructions arenot followed.
To prevent injury to workers, this symbol is used to mark
safety precautions in this manual. The cautions
accompanying these symbols should always be followed
carefully. If any dangerous situation arises or may possibly
arise, first consider safety, and take the necessary actions to
deal with the situation.
CAUTION - Minor personal injury can result or a part, an assembly, or
the shovel can be damaged if the caution instructions are not
followed.
NOTE - Refers to special information
GENERAL PRECAUTIONS
Mistakes in operation are extremely dangerous. Read the OPERATION & MAINTENANCE
MANUAL carefully BEFORE operating the machine.
1. Before carrying out any greasing or repairs, read all the precautions given on the decals
which are fixed to the machine.
2. When carrying out any operation, always wear safety shoes and helmet. Do not wear
loose work clothes, or clothes with buttons missing.
Always wear safety glasses when hitting parts with a hammer.
Always wear safety glasses when grinding parts with a grinder, etc.
continued
SAFTEY SAFTEY NOTICE
00-2
Cont'd:
GENERAL PRECAUTIONS
3. If welding repairs are needed, always have a trained, experienced welder carry out the
work. When carrying out welding work, always wear welding gloves, apron, glasses, cap
and other clothes suited for welding work.
4. When carrying out any operation with two or more workers, always agree on the
operating procedure before starting. Always inform your fellow workers before starting
any step of the operation. Before starting work, hang UNDER REPAIR signs on the
controls in the operator's compartment.
5. Keep all tools in good condition and learn the correct way to use them.
6. Decide a place in the repair workshop to keep tools and removed parts. Always keep the
tools and parts in their correct places. Always keep the work area clean and make sure
that there is no dirt or oil on the floor. Smoke only in the areas provided for smoking.
Never smoke while working.
PREPARATIONS FOR WORK
7. Before adding oil or making repairs, park the machine on hard, level ground, and block
the wheels or tracks to prevent the machine from moving.
8. Before starting work, lower bucket, hammer or any other work equipment to the ground.
If this is not possible, insert the safety pin or use blocks to prevent the work equipment
from falling. In addition, be sure to lock all the control levers and hang warning signs on
them.
9. When disassembling or assembling, support the machine with blocks, jacks or stands
before starting work.
10. Remove all mud and oil from the steps or other places used to get on and off the machine.
Always use the handrails, ladders or steps when getting on or off the machine. Never
jump on or off the machine. If it is impossible to use the handrails, ladders or steps, use a
stand to provide safe footing.
PRECAUTIONS DURING WORK
11. When removing the oil filler cap, drain plug or hydraulic pressure measuring plugs,
loosen them slowly to prevent the oil from spurting out.
Before disconnecting or removing components of the oil, water or air circuits, first
remove the pressure completely from the circuit.
12. The water and oil in the circuits are hot when the engine is stopped, so be careful not to
get burned.
Wait for the oil and water to cool before carrying out work on the oil or water circuits.
continued
SAFTEY SAFTEY NOTICE
00-3
Cont'd:
PRECAUTIONS DURING WORK
13. Before starting work, remove the leads from the battery. ALWAYS remove the lead from
the negative (-) terminal first.
14. When raising heavy components, use a hoist or crane.
Check that the wire rope, chains and hooks are free from damage.
Always use lifting equipment which has ample capacity.
Install the lifting equipment at the correct places. Use a hoist or crane and operate slowly
to prevent the component from hitting any other part. Do not work with any part still
raised by the hoist or crane.
15. When removing covers which are under internal pressure or under pressure from a spring,
always leave two bolts in position on opposite sides. Slowly release the pressure, then
slowly loosen the bolts to remove.
16. When removing components, be careful not to break or damage the wiring, Damaged
wiring may cause electrical fires.
17. When removing piping, stop the fuel or oil from spilling out. If any fuel or oil drips on to
the floor, wipe it up immediately. Fuel or oil on the floor can cause you to slip, or can
even start fires.
18. As a general rule, do not use gasoline to wash parts.
19. Be sure to assemble all parts again in their original places. Replace any damaged part
with new parts.
When installing hoses and wires, be sure that they will not be damaged by contact
with other parts when the machine is being operated.
20. When installing high pressure hoses, make sure that they are not twisted. Damaged tubes
are dangerous, so be extremely careful when installing tubes for high pressure circuits.
Also check that connecting parts are correctly installed.
21. When assembling or installing parts, always use the specified tightening torques. When
installing protective parts such as guards, or parts which vibrate violently or rotate at high
speed, be particularly careful to check that they are installed correctly.
22. When aligning two holes, never insert your fingers or hand. Be careful not to get your
fingers caught in a hole.
23. When measuring hydraulic pressure, check that the measuring tool is correctly assembled
before taking any measurements.
24. Take care when removing or installing the tracks of track-type machines. When removing
the track, the track separates suddenly, so never let anyone stand at either end of the
track.
SAFTEY SAFTEY NOTICE
00-4
FOREWORD
GENERAL
With this SERVICE MANUAL KOMATSU provides you with the
description of the construction and the function of the major systems of the
Hydraulic Excavator PC5500-E.
We describe for you all functions and how to carry out the inspections and
adjustments.
How do you find "your" desired information?
In the table of CONTENT all the functions and components are shown in
their sequence of the description.
If after reading this SERVICE MANUAL you can give us suggestions and
comments for improvements - please do not hesitate to contact us.
Komatsu Mining Germany GmbH
- Service Training -
Postfach 180361
40570 Dsseldorf
Tel.:0211 / 7109 - 206
Fax.:0211 / 74 33 07
The editorial staff will be pleased about your co-operation.
- FROM THE PRACTICE - FOR THE PRACTICE -
This service manual corresponds to the state of development of the
machine at the time the manual was produced.
Variations based on special customers request and special equipment
are not included in this manual
FOREWORD HOISTING INSTRUCTIONS
00-5
HOISTING INSTRUCTIONS
HOISTING
Heavy parts (25 kg or more) must be lifted with a hoist etc.
If a part cannot be smoothly remove d from the machine by hoisting,
the following checks should be made:
1. Check for removal of all bolts fast ening the part to the relative
parts.
2. Check for existence of another part causing interface with the part
to be removed.
WIRE ROPES
1. Use adequate ropes depending on the weight of parts to be hoisted, referring
to the table below:
Wire ropes
(Standard "Z" or "S" twist ropes without galvanizing)
Rope diameter
[mm]
10,0 11,2 12,5 14,0 16,0 18,0 20,0 22,4 30,0 40,0 50,0 60,0
Allowable
load [tons]
1,0 1,4 1,6 2,2 2,8 3,6 4,4 5,6 10,0 18,0 28,0 40,0
The allowable load value is estimated to be 1/6 or 1/7 of the breaking
strength of the rope used.
2. Sling wire ropes from the middle portion of the hook. Slinging near the edge
of the hook may cause the rope to slip off the hook during hoisting, and a
serious accident can result. Hooks have maximum strength at the middle
portion.
continued
Cont'd:
FOREWORD HOISTING INSTRUCTIONS
00-6
WIRE ROPES
3. Do not sling a heavy load with one rope alone, but sling with two or more
ropes symmetrically wound on to the load.
Slinging with one rope may cause turning of the load during hoisting,
untwisting of the rope, or slipping of the rope from its original
winding position on the load, w hich can result in a dangerous
accident.
4. Do not sling a heavy load with ropes forming a wide hanging angle from the
hook. When hoisting a load with two or more ropes, the force subjected to
each rope will increase with the hanging angles. The table below shows the
variation of allowable load (kg) when hoisting is made with two ropes, each of
which is allowed to sling up to 1000 kg vertically, at various hanging angles.
When two ropes sling a load vertically, up to 2000 kg of total weight can be
suspended. This weight becomes 1000 kg when two ropes make a 120
hanging angle. On the other hand, two ropes are subject to an excessive force
as large as 4000 kg if they sling a 2000 kg load at a lifting angle of 150.
FOREWORD STANDARD TIGHTENING TORQUE
00-7
STANDARD TIGHTENING TORQUE (1Kgm = 9,806Nm)
STANDARD TIGHTENING TORQUE OF BOLTS AND NUTS
Bolt Tightening torque
dia.
Wrench
size [mm]
[Nm]
Quality grades
8.8 10.9 12.9
M 8 13 6 21 31 36
M 10 17 8 43 63 73
M 12 19 10 74 108 127
M 14 22 12 118 173 202
M 16 24 14 179 265 310
M 18 27 14 255 360 425
M 20 30 17 360 510 600
M 22 32 17 485 690 810
M 24 36 19 620 880 1030
M 27 41 19 920 1310 1530
M 30 46 22 1250 1770 2080
M 33 50 24 1690 2400 2800
M 36 55 27 2170 3100 3600
M 39 60 2800 4000 4700
M 42 65 32 3500 4950 5800
M 45 70 4350 6200 7200
M 48 75 35 5200 7500 8700
M 52 80 6700 9600 11200
M 56 85 41 8400 12000 14000
M 60 90 10400 14800 17400
M 64 95 46 12600 17900 20900
M 68 100 15200 21600 25500
Insert all bolts lubricated with MPG, KP2K
FOREWORD CONVERSION TABLE
00-8
CONVERSION TABLE
METHOD OF USING THE CONVERSION TABLE
The Conversion Table in this section is provided to enable simple conversion of
figures. For details of the method of using the Conversion Table, see the example
given below.
EXAMPLE
Method of using the Conversion Table to convert from millimeters to inches.
1. Convert 55 mm into inches.
(a) Locate the number 5 in the vertical column at the left side, take this as (A),
then draw a horizontal line from (A).
(b) Locate the number 5 in the row across the top, take this as (B), then draw a
perpendicular line down from (B).
(c) Take the point where the two lines cross as (C). This point (C) gives the
value when converting from millimeters to inches.
Therefore, 55 millimeters =2.165 inches.
2. Convert 550 mm into inches.
(a) The number 550 does not appear in the table, so divide by 10 (move the
decimal one place to the left) to convert it to 55 mm.
(b) Carry out the same procedure as above to convert 55 mm to 2.165 inches.
(c) The original value (550 mm) was divided by 10, so multiply 2.165 inches
by 10 (move the decimal one place to the right) to return to the original
value. This gives 550 mm =21.65 inches.
FOREWORD CONVERSION TABLE
00-9
FOREWORD CONVERSION TABLE
00-10
FOREWORD CONVERSION TABLE
00-11
FOREWORD CONVERSION TABLE
00-12
FOREWORD CONVERSION TABLE
00-13
Basic Values in Ohm according to DIN 43 76
For Measuring Resistor PT100
C -0 -1 -2 -3 -4 -5 -6 -7 -8 -9
-50 80,31 79,91 79,51 79,11 78,72 78,32 77,92 77,52 77,13 76,73
-40 84,27 83,88 83,48 83,08 82,69 82,29 81,89 81,50 81,10 80,70
-30 88,22 87,83 87,43 87,04 86,64 86,25 85,85 85,46 85,06 84,67
-20 92,16 91,77 91,37 90,98 90,59 90,19 89,80 89,40 89,01 88,62
-10 96,09 95,69 95,30 94,91 94,52 94,12 93,73 93,34 92,95 92,55
0 100,00 99,61 99,22 98,83 98,44 98,04 97,65 97,26 96,87 96,48
C 0 1 2 3 4 5 6 7 8 9
0 100,00 100,39 100,78 101,17 101,56 101,95 102,34 102,73 103,12 103,51
10 103,90 104,29 104,68 105,07 105,46 105,85 106,24 106,63 107,02 107,40
20 107,79 108,18 108,57 108,96 109,35 109,73 110,12 110,51 110,90 111,28
30 111,67 112,06 112,45 112,83 113,22 113,61 113,99 114,38 114,77 115,15
40 115,54 115,93 116,31 116,70 117,08 117,47 117,85 118,24 118,62 119,01
50 119,40 119,78 120,16 120,55 120,93 121,32 121,70 122,09 122,47 122,86
60 123,24 123,62 124,01, 124,39 124,77 125,16 125,54 125,92 126,31 126,69
70 127,07 127,45 127,84 128,22 128,60 128,98 129,37 129,75 130,13 130,51
80 130,89 131,27 131,66 132,04 132,42 132,80 133,18 133,56 133,94 134,32
90 134,70 135,08 135,46 135,84 136,22 136,60 136,98 137,36 137,47 138,12
100 138,50 138,88 139,26 139,64 140,02 140,39 140,77 141,15 141,53 141,91
110 142,29 142,66 143,04 143,42 143,80 144,17 144,55 144,93 145,31 145,68
120 146,06 146,44 146,81 147,19 147,57 147,94 148,32 148,70 149,07 149,45
130 149,82 150,20 150,57 150,95 151,33 151,70 152,08 152,45 152,83 153,20
140 153,58 153,95 154,32 154,70 155,07 155,45 155,82 156,19 156,57 156,94
150 157,31 157,69 158,06 158,43 158,81 159,18 159,55 159,93 160,30 16067
FOREWORD CONVERSION TABLE
00-14
TEMPERATURE
Fahrenheit Centigrade Conversion; a simple way to convert a Fahrenheit
temperature reading into a Centigrade temperature reading or vise versa is to enter
the accompanying table in the center or boldface column of figures.
These figures refer to the temperature in either Fahrenheit or Centigrade degrees.
If it is desired to convert from Fahrenheit to Centigrade degrees, consider the
center column as a table of Fahrenheit temperatures and read the corresponding
Centigrade temperature in the column at the left.
If it is desired to convert from Centigrade to Fahrenheit degrees, consider the
center column as a table of Centigrade values, and read the corresponding
Fahrenheit temperature on the right.
Main Assembly Groups
Section 1.0
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Table of contents section 1.0
Section Page
1.0 Main assembly groups
General lay out 2
1.1 Superstructure 3
1.1.1 Machine house 4
1.1.2 Hydraulic Oil Reservoir 5
1.1.3 Hydraulic Oil Cooler 6
1.1.4 Fuel Tank 7
1.1.5 Counter weight 8
1.1.6 Cab support 9
1.1.7 Operators cab 10
1.1.8 Control Blocks 11
1.1.9 Swing gears 12
1.2 Under carriage 13
1.3 Attachment
1.3.1. Backhoe Attachment (BHA) 14
1.3.2. Front Shovel Attachment (FSA) 15
1.0
2
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Main Assembly Groups
Section 1.0
Page 2
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1. General layout
Legend for illustration (Z 22387):
(1) Superstructure
(2) Under carriage
(3) Front Shovel Attachment (FSA)
(4) Backhoe Attachment (BHA)
1.0
3
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Main Assembly Groups
Section 1.0
Page 3
06.10.05 PC5500-6-D_Sec_1-0_rev4.doc
1.1 Superstructure
Legend for illustration (Z 22386):
(1) Operators Cab with integrated FOPS.
(2) Exhaust
(3) Air cleaner
(4) Cab support (contains the electrical switch board)
(5) Swing ring connection
(6) Fuel reservoir
(7) Hydraulic ladder
(8) Counter weight
(9) Hydraulic oil cooler with hydraulic driven fans
(10) Hydraulic oil reservoir
(11) Batteries
(12) Swing Gear
(13) Grease pump of the Central Lubrication System
(14) Grease pump of the Swing gear pinion Lubrication System
(15) Main Control blocks with high pressure filters
(16) Engine 1
(17) Flexible coupling, oil filled
(18) PTO gear with hydraulic pumps
(19) Main hydraulic pumps 1, 2 and 3
(20) Radiator for the engine cooling system
(21) Engine 2
(22) Flexible coupling, oil filled
(23) PTO gear with hydraulic pumps
(24) Main hydraulic pumps 4, 5 and 6
(25) Radiator for the engine cooling system
1.0
4
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Main Assembly Groups
Section 1.0
Page 4
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1.1 Superstructure
1.1.1 Machine house
Legend for illustration (Z 22390):
(1) Roof mounted exhaust
(2) Roof mounted air cleaners with restriction switches
(3) Expansion tank of the radiator for the engine cooling system
(4) Hydraulic control and filter panel
(5) PTO gear box
(6) Main hydraulic pumps
(7) Auxiliary pumps, installed at the drive through shaft of the main
hydraulic pumps (piggyback pumps)
(8) Hydraulic pump for radiator fan drive
(9) Hydraulic pump for the hydraulic oil cooler fan drive
(10) Suction oil reservoir
(11) Flexible coupling, oil filled
(12) Batteries
(13) Engine 1
(14) Engine 2
(15) Hydraulic motor for the radiator fan drive
(16) Radiator for the engine cooling system
1.0
5
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Main Assembly Groups
Section 1.0
Page 5
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1.1 Superstructure
1.1.2 Hydraulic Oil Reservoir
Legend for illustration (Z 22391):
(1) Breather filter
(2) Temperature controlled back pressure valve
(3) Drain coupling of the hydraulic oil reservoir
(4) Return oil filter
(5) Case drain (leak oil) filter
(6) Main shut-off valve (Gate valve) with compensator
(7) Return oil collector tube
(8) Drain coupling of the Return oil collector tube
(9) Back pressure valves for swing motors
Main Assembly Groups
Section 1.0
Page 6
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Main Assembly Groups
Section 1.0
Page 6
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1.1 Superstructure
1.1.3 Hydraulic Oil Cooler
Legend for illustration (Z 22392):
(1) Cooler frame with swing out facility
(2) Hydraulic motor of upper fan
(3) Upper fan
(4) Fan guard
(5) Outer part of the upper radiator set
(6) Inner part of the upper radiator set
(7) Hydraulic motor of lower fan
(8) Lower fan
(9) Fan guard
(10) Outer part of the lower radiator set
(11) Inner part of the lower radiator
(12) Swing out doors
(13) Locking bars to secure the swing out doors
1.0
7
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Main Assembly Groups
Section 1.0
Page 7
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1.1 Superstructure
1.1.4 Fuel tank (Fuel reservoir)
Legend for illustration (Z 21473):
(1) Fuel tank
(2) Fuel tank breather valve
(3) Main shut-off solenoid valves
(4) Drain coupling with protection cap
(5) Shut-off cock for fuel pressure transducer
(6) Fuel pressure transducer
1.0
8
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Main Assembly Groups
Section 1.0
Page 8
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1.1 Superstructure
1.1.5 Counter weight
Legend for illustration (Z 21474):
(1) Counter weight
Total weight
40000 kg
(2) Mounting bolts
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
16 M 48 x 380 10.9 75 7500
* SW =Wrench size
(3) Lifting points
1.0
9
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Main Assembly Groups
Section 1.0
Page 9
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1.1 Superstructure
1.1.6 Cab support
Legend for illustration (Z 21475):
(1) Cab support (Location of electrical switch board X2)
(2) Mounting bolts
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
6 M 36 x 320 10.9 55 3100
* SW =Wrench size
(3) Mounting bolts
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
6 M 36 x 160 10.9 55 3100
* SW =Wrench size
(4) Door
(5) Gasket
(6) Door handle (adjustable)
1.0
10
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Main Assembly Groups
Section 1.0
Page 10
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1.1 Superstructure
1.1.7 Operators cab
Legend for illustration (Z 21476):
(1) Monitor panel
(2) Switch panel
(3) Operators seat
(E19) Control lever
EURO Control
KMG Control
(E20) Control lever
EURO Control
KMG Control
(E21a) Control pedal A - forward
Left track
B - reverse
(E21b) Control pedal A - forward
Right track
B - reverse
(E22) Control pedal - Swing brake
(E23) Control pedal (left) Clam closing
(E24) Control pedal (right) Clam opening
1.0
11
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Main Assembly Groups
Section 1.0
Page 11
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1.1 Superstructure
1.1.8 Control blocks
Legend for illustration (Z 21477a):
(1) Control block carrier
(2) Remote control valves
(3) Main control blocks
(4) High pressure filter
1.0
12
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Main Assembly Groups
Section 1.0
Page 12
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1.1 Superstructure
1.1.9 Sw ing gears
Legend for illustration (Z 22395):
(1) Swing gear box
(2) Swing parking brake Spring loaded multi disk brake
(Released by oil pressure)
(3) Parking brake Control port (X)
(4) Oil level gauge - gear box
(5) Breather gear box
(6) Oil filling plug gear box
(7) Oil level gauge motor adapter housing
(8) Breather motor adapter housing
(9) Oil drain plug motor adapter housing
(10) Oil drain plug - gear box
(20.1 +20.2) Swing motor
(49.1 +49.2) Swing brake valve block
1.0
13
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Main Assembly Groups
Section 1.0
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1.2 Under carriage
Legend for illustration (Z 21481):
(1) Undercarriage center body
(2) Crawler carrier R.H.-side
(3) Crawler carrier L.H.-side
(4) Connecting bolts, between center body and crawler carriers
(5) Crawler tracks
(6) Rotary distributor
(7) Brake valves
(8) Travel motors
(9) Parking brakes, spring loaded disk type brakes
(10) Travel gear
(11) Sprocket
(12) Track rollers
(13) Carrier rollers
(14) Guide wheel (Idler)
1.0
14
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Main Assembly Groups
Section 1.0
Page 14
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1.3 Attachment
1.3.1 Backhoe attachment (BHA)
Legend for illustration (Z 21482):
(1) Boom
(2) Boom Cylinders
(3) Stick
(4) Stick Cylinders
(5) Bucket
(6) Bucket Cylinders
(7) Control arm
(8) Linkage
Main Assembly Groups
Section 1.0
Page 15
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Main Assembly Groups
Section 1.0
Page 15
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1.3 Attachment
1.3.2 Front Shovel Attachment (FSA)
Legend for illustration (Z 21483):
(1) Boom
(2) Boom Cylinders
(3) Stick
(4) Stick Cylinders
(5) Bucket back wall
(6) Bucket Cylinders
(7) Bullclam
(8) Bucket Clam cylinders
Drive
Section 2.0
Page 1
Table of contents section 2.0
Section Page
2.0 Prime drive assembly
General lay out 2
2.1 Engine and PTO mounts 3 + 4
2.2 Coupling 5
2.3 Air filter 6
2.4 Fan drive and radiator assembly 7 + 8
2.5 Radiator fan drive speed adjustment 9 + 10
2.6 Pump distributor gearbox (PTO) 11
2.7 Pump-spline lubrication 12
2.8 PTO Lubrication and cooling 13 + 14
2.9 Hydraulic pumps location, drive speed and flow rates 15
2.0
2
Drive
Section 2.0
Page 2
2.0 Prime drive assembly
Legend for illustration (Z 22395):
(1) Engine 1
(2) Torsion type coupling
(2) Pump distributor gear (PTO)
(6) Engine 2
(7) Torsion type coupling
(8) Pump distributor gear (PTO)
(5) Power frame
General
The drive unit, consists of the two PTO gear and the two engines, are bolted
to the power frame.
The connection between engine and PTO gear is a flexible coupling.
2.0
3
Drive
Section 2.0
Page 3
2.1 Engine and PTO mounts
Legend for illustration (Z 21601):
(1) Flexible bearing
(2) Bolt with self locking nut
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
4 per mount M 10 x35 8.8 17 43
(3) Tie bolt
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
4 M 24 x420 10.9 36 snugly
(4) Rubber-bounded metal bar
(5) Self locking nut M24
(6) Bolt M16 with self locking nut
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
2 M 16x 80 10.9 24 265
(7) Cup springs, seven per bolt
(8) Stop bolt
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
2 M 36 x250 10.9 55 Not specified
(9) Nut
(10) Bolt
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
10 M 24 x 230 10.9 36 880
(11) Bolt
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
16 M 20 x 120 10.9 30 510
(12) Resilient sleeve
(13) Bolt
Quantity
Bolt size
(mm)
Grade SW*
(mm)
Tightening
torque (Nm)
4 M 30 x 200 10.9 46 1770
(14) Resilient sleeve
* SW =Wrench size
continued
2.0
4
Drive
Section 2.0
Page 4
Cont'd
2.1 Engine and PTO mounts
General
The flexible bearings are installed to take the vibrations and the torsion forces
and they carry the total weight of the engine, the pump distributor gear with
all hydraulic pumps.
Check mounting and security of Diesel engine and pump distributor gear,
illustration (Z 21601)
Check all flexible bearings (1) for engine and pump distributor gear.
Check the flexible bearings for damage and signs of fatigue. Make sure that there
is no contact between the upper and lower metal brackets of the flexible bearings
(1). Replace the bearings if necessary. Use new bolts and self locking nuts (2).
After new flexible bearings have been installed, check distance (B) on both torque
supports.
All flexible bearings (1) and all rubber-bounded metal bars (4) should
be replaced during engine overhaul.
Check distance (B) between torque support and stop bolt (8).
With setting of the flexible engine bearings (1) the distance (B) increases and
must be readjusted. To do this, loosen lock nut (9) and tighten stop bolt (8) until
the correct distance (B) is obtained. Tighten lock nut (9) and recheck distance (B).
If new flexible engine bearings (1) have been installed, replace also cup springs
(7) and adjust distance (B) to 29 mm.
Check tie bolts (3) on front and rear carrier units for looseness.
(four tie bolts)
Check to make sure that the self locking retainer nuts (5) are tight and that there is
no gap between nut and rubber-bounded metal bar (4). If necessary retighten
retainer nuts (5) snugly.
Check rubber-bounded metal bars (4) for signs of fatigue and damage.
Replace as necessary.
Check all bolt connections for correct tightening torque.
Check condition of engine carrier and brackets. If any damages, failures
or wrong condition are found, corrective action must be taken.
For more information, refer to Parts & Service News REF NO AH01521.
2.0
5
Drive
Section 2.0
Page 5
2.2 Coupling
Legend for illustration (Z 21602):
(1) Coupling Assy.
(2) Input drive flange
(3) Leave spring assy.
(4) Output drive flange
(5) Dip stick
(6) Bleeder plug
(7) O-Rings
(8) Spacers
E Engine side
G Gearbox side (PTO-side)
Task:
The coupling is the connecting link between the engine and the PTO
Function: "GEISLINGER COUPLING"
The combination of the high elasticity of its leaf springs with complimentary
viscous damping by oil displacement, ensures that the coupling reduces the
intensity of torsional vibrations effectively.
The widest engine speed range free of vibration periods and dangerous
resonances is thus obtained.
The springs (3) together with the inner driving and outer driven member form
chambers A and B which are filled with oil.
If the outer member is displaced in relation to the inner member, the
deflection of the leaf springs displaces oil from one chamber to the next, by
this action the relative movements of the two members of the coupling are
braked and the vibrations are dampened.
The spacers (8) limits the movement of the leaf springs.
2.0
6
Drive
Section 2.0
Page 6
2.3 Air Filter
Legend for illustration (Z 22396):
(1) Wing nut
(2) Washer
(3) Seal ring
(4) Main filter element
(5) Cotter pin
(6) Wing nut with service indicator
(7) Safety element
(8) Maintenance switch
(9) Flap for pre-separator
(10) Air intake with pre-separation
The air is filtered by a dry-air-filter with pre-separator for coarse impurities.
One filter housing includes 2 filter sets. Each one consists of a main filter
element (4) and a safety element (7).
The filter condition is monitored by the maintenance switch (8).
A fault message like Engine air filter restricted is displayed at the
operator's dash board as soon as the restriction is too high.
The wing nut (6) incorporates a service indicator.
Green indication = O.K.
Red indication = safety element (7) needs maintenance.
The indication mark must be re-set by blowing through the nut opposite to the
normal air flow or by sucking at the other end, this can be done with the
mouth.
For service intervals and procedure refer to the OPERATION AND
MAINTENANCE MANUAL of the corresponding machine.
2.0
7
Drive
Section 2.0
Page 7
2.4 Fan drive and radiator assembly
Legend for illustration (Z 22398):
(1) Radiator
(2) Fan motor (Axial piston motor)
(3) Intake air fan
(4) Bearing group carrier
(5) Ball bearings
(6) Breather filter
(7) Oil level plug
(8) Check valve (Anti-cavitation valve)
For service intervals and procedure refer to the OPERATION AND
MAINTENANCE MANUAL of the corresponding machine.
continued
2.0
8
Drive
Section 2.0
Page 8
Cont'd
2.4 Fan drive and radiator assembly
Legend for illustration (Z 22399):
(1) Radiator
(2) Intake air fan
(10.1) Axial piston pump Engine 1 (fixed displacement pump, with
variable setting)
(10.3) Axial piston pump Engine 2 (fixed displacement pump, with
variable setting)
(23.1) Fan motor (Axial piston motor)
(23.2) Fan motor (Axial piston motor)
(41) Main oil reservoir
(168.3) Pressure relief valve Engine 1 radiator fan drive
(168.4) Pressure relief valve Engine 2 radiator fan drive
(68.3) Pressure filter with pressure differential switch B21-1 (Engine 1)
(68.5) Pressure filter with pressure differential switch B21-2 (Engine 2)
(103.3) Check valve engine 1 (Anti cavitation valve for fan drive motor)
(103.4) Check valve engine 2 (Anti cavitation valve for fan drive motor)
(148.13) 4/3 direction flow valve Engine 1 radiator fan speed (stop, low and
high speed)
(148.14) 4/3 direction flow valve Engine 2 radiator fan speed (stop, low and
high speed)
(169.3) pressure reduction valve (low fan speed adjusting) engine 1
(169.4) pressure reduction valve (low fan speed adjusting) engine 2
(L) Leak oil (case drain) to tank
(P) Pressure to motor
(R) Return oil to tank
Function:
From pump (10.1 / 10.3) flows the oil through the filter (68.3 / 68.5) to the fan motor
(23.1 / 23.2) and then back to the tank.
The check valve (103.3 / 103.4) act as an anti cavitation valve and is installed,
because the fan motor -driven by inertial force- is running for a short period after the
engine has been switched off.
The hydraulic circuit "Fan drive" is secured by the pilot controlled pressure relief
valve (168.3 / 168.4). This valve works together with the 4/3 direction flow valve
continued
2.0
9
Drive
Section 2.0
Page 9
Cont'd
(148.13 / 148.14) and the pressure reduction valve (169.1 / 169.4). The 4/3 direction
flow valve (148.13 / 148.14) with the solenoids (Y14A-1 and Y14B-1 / Y14A-2 and
Y14B-2) operates depending on engine coolant temperature.
The PLC (Programmable Logic Control) in the cab support controls the 4/3 direction
valve (148.13 / 148.14) by activating the solenoids (Y14A-1 and Y14B-1 / Y14A-2
and Y14B-2), depending on the engine coolant temperature.
With de-energized solenoids the fan turn with max. speed.
With activated solenoid (Y14A-1 / Y14A2) the fan is running with a very low speed,
caused by the flow resistance only.
With activated solenoid (Y14B-1 / Y14B2) the fan is running with middle setted
speed, caused by the reduced pilot pressure on port X of pressure relief valve (168.3 /
168.4) with the pressure reduction valve (169.1 / 169.4).
2.0
10
Drive
Section 2.0
Page 10
2.5 Radiator fan drive speed adjustment
Basic Adjustment
Legend for illustration (Z 22400):
(1) Dust cap
(2) Lock nut
(3) Set screw
(P) Axial piston pump (fixed displacement pump, with variable
setting)
(6) Q
min
stop bolt
(6.1) Lock nut
(7) Q
max
stop bolt
(7.1) Lock nut
(10) Positioning pin (mover)
(168.3) Pressure relief valve - Engine radiator fan drive (Engine 1)
(168.4) Pressure relief valve - Engine radiator fan drive (Engine 2)
(169.3) pressure reduction valve - Engine radiator fan drive (Engine 1)
(169.4) pressure reduction valve - Engine radiator fan drive (Engine 2)
(Y14A-1 /Y14B-1)) 4/3 direction flow valve Engine 1
(Y14A-2 /Y14B-2)) 4/3 direction flow valve Engine 2
(L1) Measurement of Q
min
stop bolt
(L2) Measurement of Q
max
stop bolt
(M19-1) Pressure check points - Engine 1 radiator fan drive operating pressure
(M19-2) Pressure check points - Engine 2 radiator fan drive operating pressure
Basic adjustment has to be carried out whenever one of the following
components has been replaced:
- pump
- relief valve
- hydraulic motor
continued
2.0
11
Drive
Section 2.0
Page 11
Cont'd
2.5 Radiator fan drive speed adjustment
Basic Adjustment max fan speed
1. Reduce the output flow of the respective pump (P),by adjusting the
minimum possible swivel angle, to avoid over speeding the fan:
To do this, loosen both lock nuts (6.1 +7.1) and turn out bolt (6)
and turn in bolt (7) the same length.
This is necessary to avoid a loose positioning pin (10), resulting in
oscillating of the cylinder barrel.
Tighten the lock nuts.
2. Remove protection cap (1) from relief valve (168.x), loosen lock nut (2)
and turn set screw (3) fully clockwise and then a half turn counter
clockwise.
3. Disconnect the plug connectors (Y14A-x and Y14B-x) of the 4/3
direction flow valve, to ensure that the full flow of pump P will be
delivered to the fan motor. The valve is in neutral position and all ports
are blocked.
4. Connect a pressure gauge to check point (M19-x).
5. Start the engine and let it run with max. speed.
6. Check the fan speed with a non-contact rev counter
Required fan speed: 1250 min-1
Be careful not to get caught in the fan or other rotating parts
7. Increase the output flow of pump P ,by adjusting the swivel angle,
until the fan speed will be 20 min-1 higher than required:
To do this, loosen both lock nuts (6.1 +7.1) and turn in bolt (6) and
turn out bolt (7) the same length.
This is necessary to avoid a loose positioning pin (10), resulting in
oscillating of the cylinder barrel.
Tighten the lock nuts (6.1 +7.1).
Do not exceed the maximum permissible operating pressure of 230 bar
Note down the lengths L1 and L2 as reference measurements.
continued
2.0
12
Drive
Section 2.0
Page 12
Cont'd
8. Loosen lock nut (2) of the relief valve (168.x), and decrease the
pressure with set screw (3) until the correct fan speed is obtained.
9. Tighten lock nut (2) and fix protection cap (3).
Basic Adjustment middle fan speed
10. Activate the 4/3 direction flow valve (Y14B-x), by connecting the
solenoid plug (Y14B-x ) to permanent 24 V. Use the 24V socket at
the PTO *).
11. Check the fan speed with a non-contact rev counter Required fan
speed: 1000 min-1
12. If adjustment is necessary loosen lock nut (5) of the relief valve
(169.x), and decrease the pressure with set screw (4) until the correct
fan speed is obtained.
13. Stop engine and reconnect the plugs to the correct positions.
14. Disconnect the pressure gauge from check point (M7).
Fan speed check
If the maximum fan speed is out of adjustment, increase or decrease first the
pressure at relief valve (168.x), to change the speed.
Do not exceed the maximum permissible operating pressure of 230 bar
If the speed can not be raised by increasing the pressure then increase the
output flow of pump (10.x).
*) Prepare a test wire with a plug ET-No. 891 039 40, and a
plug ET-No. 440 305 99. Connect terminal 1 to positive (+)
(center off plug 440 305 99) and terminal 2 to ground (-).
2.0
13
Drive
Section 2.0
Page 13
2.6 Pump distributor gearbox (PTO)
Legend for illustration (Z 22409):
(1) Oil level gauge
(2) Oil filler plug
(3) Breather filter
(4) Oil collector reservoir for auxiliary pump drive shaft housing
(5) Breather filter with oil level gauge (drive shaft housing)
(6) Main pump drive shaft housings
(7) Oil level plug of main pump drive shaft housing
(8) Oil filler plug with breather pipe of main pump drive shaft housing
(9) Oil drain plug of main pump drive shaft housing
(10) Oil drain plug of PTO gear
(11) Flange for heater studs
(12) Gear oil temperature probe mounting bore
(13) Thermostat switch mounting bore cover plate
(14) Suction line connection for gear oil cooling
(15) Return line connection from gear oil cooler
(D) Drive flange
(M) Power take off for main pumps
(R) Power take off for engine radiator fan drive pump
(C) Power take off for hydraulic oil cooler fan drive pump
Description
The pump distribution gear (PTO gear) is a spur gear design and driven by an
diesel engine.
The PTO gear runs in anti friction bearings and has been provided with a
splash lubrication system. The oil supply of the bearings and tooth contacts
takes place by an injection. The gearwheels are of case-hardened steel.
The hydraulic pumps are directly attached to the gearbox. O-rings included in
the supply enable the unit to be reliably sealed statically.
The gearbox housing is a one-piece design and made of Grey cast iron.
Gearbox design allows a direct attachment to the engine via connection flange.
The gearbox has been provided with connections for a separate cooling system
resp. for heating rods. For more information refer to the REPAIR MANUAL
Description for the lubrication see next pages.
2.0
14
Drive
Section 2.0
Page 14
2.7 Pump-spline lubrication
Drive shaft housings
Legend for illustration (Z 21608):
(1) Oil filler plug with breather pipe of main pump drive shaft housing
(2) Oil collector reservoir for auxiliary pump drive shaft housing
(M) Configuration, main pump drives
(A) Configuration, auxiliary pump drives
All drive shaft housings are filled with the same gear oil as the pump
distributor gear.
This is done for two reasons:
1. To lubricate the multi-spline connections, to prevent wear and corrosion.
2. It makes it easier to determine a seal ring leak at one of the drive shaft
connections.
Function:
M If the oil level increases the oil drops out of the breather pipe (1).
If this oil is gear oil it indicates a possible leak at the gearbox side.
If the oil is a mixture of gear oil and hydraulic oil it shows a possible
leak at the pump side.
If at an oil level check a loss of oil is found it may be due to worn or
defective radial seal rings.
Function:
A The oil is filled in via the oil collector reservoir (2). All auxiliary drive
shaft housings are connected by pipes with the reservoir. The reservoir
is filled approx. one half with oil.
If the oil level in the reservoir increases due to leakage the oil drops out
from the breather filter (with oil level gauge) on top of the reservoir.
Now a check has to be done to find out which one of the drive shafts
seals is damaged.
It can be done by disconnecting temporary the pipe to the reservoir.
Disconnect the pipe at the drive shaft housing, plug the pipe and leave
the union open.
If now at operation the oil still comes out of the union, this drive shaft
seal is gone.
Otherwise check sequential all auxiliary drives.
2.0
15
Drive
Section 2.0
Page 15
2.8 PTO Lubrication and cooling
Legend for illustration (Z 22410e):
The machine is equipped with two engines and gearboxes. The engine close to the
counter weight is called engine 1 and the engine to the front is called engine 2.
The extension of the component designation shows the mounted position.
Example: Pressure filter (69.1) is the pressure filter for the PTO lubrication of
engine 1 and (69.2) for engine 2.
(1) Line to the cooler (hot oil)
(2) Return line from the cooler (cooled oil)
(3) Return line from valve to PTO (relief line)
(4) Suction line from PTO oil pan to the pump
(P) Connections to spray nozzles
(8.1)(8.4) Gear pump PTO-gearbox lubrication
(69.1)(69.2) Pressure filter - PTO gear lubrication
(74.1)(74.2) Pressure relief valve, 7,5 bar
(78.14)(78.15) Solenoid valve (Y53-x), (reduction of relief valve pressure)
(105.3+105.4) Oil cooler, part of hydraulic oil cooler engine 1
(105.1+105.2) Oil cooler, part of hydraulic oil cooler engine 2
(M1-1)(M1-2) Pressure check point
(B17-1)(B17-2) Pressure switch, 0,5 bar
(B27-1)(B27-2) Maintenance switch, 5 bar
(B49-1) Temperature sensor
Function:
Pump (8.1)/(8.4) forces the gear oil from the gear oil pan through filter
(69.1)/(69.2)) to pressure relief valve (74.1/74.2). This pressure relief valve acts
as a back pressure valve causing that most of the oil passes through the gear oil
coolers (105.3+105.4)/(105.1+105.2).
The gear oil coolers are a small part of the hydraulic oil coolers, thus the gear oil
gets cooled by the same air stream as the hydraulic oil. From the coolers the oil
flows to the port (P) of the gear and internally via a system of pipes to the several
spray nozzles. The spray nozzles in the gear case ensure proper and adequate
distribution of the lube oil. The circuit is monitored by the pressure switches
(B17-1). At too low lube oil pressure (0.5 bar), a fault message will be displayed
on the monitor at the dash board.
The gear oil temperature is monitored by the sensor unit (B49-1) (B49-2). At too
high oil temperature a fault message will be displayed on the monitor at the dash
board.
If the oil temperature is to low, solenoid valve (Y53-1) (Y53-2) energized and
opened port X of the pressure relive valve (74.1) (74.2). This reduced the relieve
valve pressure setting. The main gear oil flow direct back to the PTO to quick
warm up of the gear oil.
continued
2.0
16
Drive
Section 2.0
Page 16
Contd.:
2.8 PTO Lubrication and cooling
Legend for illustration (Z 22414)
(1) Pilot operated relief valve (8) Valve spring
(2) Plug screw (9) Seal rings
(3) Valve piston (B27-x) Maintenance switch
(4) Port for pressure switch B17-1 (74.x) Pressure relief valve
(6) Port for pressure check stud (A) Pressure port
(7) J et bore (T) Return from valve
Adjustments:
The adjustment of the maximum permissible PTO lube pressure, has
to be carried out with cold oil to avoid serious damages to the coolers.
The check for a sufficient PTO lube pressure has to be carried out
with warm oil to avoid serious damages gearbox.
Setting the pressure relief valve (74.x) at cold oil.
1. Connect a pressure gauge to check point (M1.x).
2. Disconnect plug of solenoid valve Y53-1/ Y53-2
3. Start the engine and let it run with max. speed.
4. Maximum pressure: 7,5 bar.
If adjustment is required:
5. Remove protection cap (1a).
6. Loosen lock nut (1b).
7. Set the pressure with set screw (1c).
8. Tighten lock nut (1b) and re-install protection cap (1a)
9. Reconnect plug of Y53-1/ Y53-2
If the pressure of 7,5 bar cannot be adj. 100 % , adj. to the highest
visible pressure.
Checking the PTO lube pressure at operating temperature (warm oil)
1. Connect a pressure gauge to check point (M1.x).
2. Start the engine and let it run with max. speed.
3. Required pressure: 2-7,5 bar.
2.0
17
Drive
Section 2.0
Page 17
2.9 Hydraulic pumps location, drive speed and flow rates
Legend for illustration (Z 22415a):
(1 - 6) Axial piston pump (swash plate type) Vg max =500 cm/rev
theoretical flow rate, each Qmax =700 Liter/min
Drive speed* n =1400 min
-1
for all working motions
(10.1), (10.3) Axial piston pump Vg max =80 cm/rev
theoretical flow rate Qmax =158 Liter/min
Drive speed* n =1973 min
-1
for radiator fan drive
(10.2), (10.4) Axial piston pump Vg max =80 cm/rev
theoretical flow rate Qmax =142 Liter/min
Drive speed* n =1770 min
-1
for oil cooler fan drive
(8.1), (8.4) Gear pump Vg =58,7 cm/rev
theoretical flow rate Qmax =82,2 Liter/min
Drive speed* n =1400 min
-1
for PTO gear lubrication
(8.2), (8.5) Gear pump Vg =58,7 cm/rev
theoretical flow rate Qmax =82,2 Liter/min
Drive speed* n =1400 min
-1
for hydraulic oil circulation
(7.1), (7.2) Gear pump Vg =85,7 cm/rev
theoretical flow rate Qmax =120 Liter/min
Drive speed* n =1400 min
-1
for pilot pressure supply
* at 1800 min
-1
input drive speed
Hydraulic Oil Reservoir
Section 3.0
Page 1
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
Table of contents section 3.0
Section Page
3.0 Hydraulic oil reservoir
General lay out 2
3.1 Main oil tank, location of switches, sensors etc. 3
3.2 Suction oil tank with strainers 4
3.3 Return oil collector tube with strainer 5
3.4 Back pressure valve 6
3.5
3.6 Return and Leak Oil Filter 8
3.7 Breather Filter 9
3.0
2
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Hydraulic Oil Reservoir
Section 3.0
Page 2
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
3. General lay out
Legend for illustration (Z 22416b):
(1) Filter cover retainer
(2) Filter cover
(3) (A) Return oil filter 10 m (4x)
(B) Case drain filter 3 m (1x)
(4) Man hole cover
(5) Hydraulic oil filler plug
(6) Differential pressure switch, screen filter monitoring
(7) Test port, back pressure 8 bar
(8) Test port, back pressure swing motor 15 bar
(24) Pressure switch B24 monitors item (132.1+132.2)
(39) Hydraulic oil level gauge
(41) Main oil reservoir
(114) Return oil collector tube with pressure check point M10
(115) Back pressure valve
(118) Oil drain, quick release coupling
(128) Shut off valve (Gate valve) with monitoring switch S31
(129) Compensator
(132.1 +132.2) Breather filter
(178) Oil cooler filter (screen filter)
The hydraulic oil tank is a welded sheet-metal construction.
The filling capacity is about 3800 litres. The tank contains four return oil
filters (3-A) and one case drain filter (3-B).
The breather filter (132.1 +132.2) cleans the air that streams into the tank.
The back pressure valve (115) and the pressure check point (M10) are located
at the collector tube (114) for return oil.
The connection to the suction tank can be closed with the shut- off valve (118)
to prevent oil flow during repairs on the hydraulic pumps. This unit is
controlled by the switch S31, to prevent a motor start with closed shut-off
valve. Fault message Start blocked because of main Shut-Off (gate) valve is
displayed at the operators dash board.
The screen filter (178) protect the oil cooler for internal contamination, the
filter is monitored by differential pressure switch (178).
The back pressure valves (8) increase the circulation pump pressure to 15 bar
for cavitation protection of the swing motors.
3.0
3
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
Hydraulic Oil Reservoir
Section 3.0
Page 3
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
3.1 Main oil tank, location of switches, sensors etc.
Legend for illustration (Z 21495a):
(B4) Oil level sensor Hydraulic oil level too low
(B15) Hydraulic oil temperature probe
Hydraulic oil temperature below: too hot
(B24) Breather filter pressure switch
(B25) Pressure switch Pressure leak oil chamber
(B26) Pressure switch Pressure return oil chamber
(B32) Hydraulic oil temperature probe Temp. gauge cabin
(B42) Oil level sensor Oil level maximum
(B50) Oil level sensor Hydraulic oil refill level
(Y101) Solenoid valve Back pressure reduction
3.0
4
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Hydraulic Oil Reservoir
Section 3.0
Page 4
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
3.2 Suction oil tank with strainers
Legend for illustration (Z 22418):
(1) Suction oil reservoir
(2) Drain coupling
(3) Bolt
(4) Gaskets
(5) Main suction oil strainer
(6) Gaskets
(7) Intermediate pipe
(8) Nut
(9) Bolt
(10) Compensator
(11) Suction strainer one for each main pump
(12) Suction hose connection pipe
The suction oil tank (1) is a welded sheet-metal construction.
The capacity is 187 liters.
The suction lines of all hydraulic pumps are connected to the suction tank.
3.0
5
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Hydraulic Oil Reservoir
Section 3.0
Page 5
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
3.3 Return oil collector tube with strainer
Legend for illustration (Z 21497a):
(1) Return oil collector tube - Part 1 -
(2) Return oil collector tube - Part 2 -
(3) Return oil collector tube - Part 3 -
(4) Strainer
(5) Bolt
(6) Self locking nut
(7) Gasket
(8) Differential pressure switch B165
Task:
The strainer is installed to prevent the hydraulic oil coolers from getting
clogged up in case of contamination in the main return oil circuit.
Excessive increase of the hydraulic oil temperature can be an indication for a
restricted strainer, i.e. bad cooling performance due to insufficient oil flow
through the coolers.
In case that main components such as cylinders or motors are internal
fragmentary damaged, the strainer should be inspected for metal chips.
3.0
6
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Hydraulic Oil Reservoir
Section 3.0
Page 6
04.01.07 PC5500-6-E_Sec_3-0_rev2.doc
3.4 Back pressure valve
Legend for illustration (Z 21498):
(1) Back pressure valve assembly
(2) Solenoid valve (Y101)
Task:
The back pressure valve has to fulfill two functions in the hydraulic system:
1. To ensure a sufficient pressure within the return oil circuit, i.e. to supply
oil via the anticavitaton valves to the low pressure side of cylinders,
respectively motors.
2. To force the return oil through the coolers depending on the present
hydraulic oil temperature, controlled by solenoid valve Y101.
- Low temperature low volume through the coolers
- High temperature high volume through the coolers
Further information about the function principle and adjustments,
refer to Section 4.0 this Manual.
3.0
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Hydraulic Oil Reservoir
Section 3.0
Page 7
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3.6 Return and Leak Oil Filter
Legend for illustration (Z 21500):
(1) Filter cover retainer
(2) Filter cover with o-ring
(3) Pre-tensioning spring
(4) Retainer
(5) Filter assembly
(6) Filter pot with machined cover
(7) Main filter element, 10 micron absolute
(8) Safety filter element (200 micron strainer)
(9) By pass-valve, 2.3bar
(9.1) Valve cone
(9.2) Valve spring
(9.3) O-ring
(10) Profile gasket
(11) Seal ring
(12) Self locking nut
(13) Self locking nut
Function:
The returning oil flows into the filter chamber (A) of the hydraulic tank. (The
sketch shows one section only).
The chamber is split into two sections; one sections with 4 filters for the return oil
and one for the leak oil. But the five filters are all the same. The hydraulic oil
enters the filter at the top and passes then on its way to the entire tank the filter-
element (7). "Inside to outside filtration."
The filter element condition is monitored by a pressure switch (B25, 0.5 bar for
the leak oil filter) and (B26, 2 bar for the return oil filter).
As soon as the pressure inside the filter chamber reaches the set pressure of those
switches due to the restriction of the filter-element which is caused by foreign
matters, the fault message Return oil filter restricted" or Leak oil filter
restricted is displayed at the operator's dash board The filter elements must be
replaced. For safety pre-cautions the filter is equipped with a by-pass valve. As
the filter chamber pressure increases the by-pass valve opens at 2.3 bar and
protects the element from bursting.
But the oil flows not totally unfiltered into the tank because it must flow through
the strainer (8).
The switch point of the pressure switch for the leak oil has been
chosen so low with best intention to protect first of all the radial seal
rings of the hydraulic motors.
Because the filter is oversized for this purpose, the message Leak
oil filter restricted is displayed very seldom under normal
circumstances.
Maintenance see MAINTENANCE MANUAL
3.0
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Hydraulic Oil Reservoir
Section 3.0
Page 8
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3.7 Breather filter
Legend for illustration (Z 21501a):
(1) Nut
(2) Cover
(3) Filter element
(4) Filter pot
A breather filter is installed to clean the air that streams into the tank any time
the oil level decreases while extending attachment cylinders
The filter element condition is monitored by a vacuum type pressure switch
(B24, 80mbar).
Maintenance see MAINTENANCE MANUAL
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Hydraulic Oil Cooling
Section 4.0
Page 1
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Table of contents section 4.0
Section Page
4.0 Hydraulic oil cooling
4.1 General 2
4.2 Function of the hydraulic oil cooling circuit 3
4.3 Adjustment of the Back Pressure Valve4
4.4 Fan drive (Two stage cooler fan RPM control) 5 + 6
4.5 Pressure relief valves and solenoid valve 7 + 8
4.6 Fixed Displacement Pump, with variable setting 9
4.7 Radiator fan drive speed adjustment 10
12
4.0
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Hydraulic Oil Cooling
Section 4.0
Page 2
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4.1 General
The hydraulic oil cooling system maintains the hydraulic oil at a normal
operating temperature.
Legend for illustration (Z 21594)
(1) Noise shield
(2) Cooler (Radiator)
(3) Cooler frame
(4) Fan
(5) Fan motor (Axial piston motor)
(6) Bolt
(7) Bolt
(8) Drive shaft
(9) Shaft protecting Sleeve
(10) Drive shaft seal
(11) Ball bearings
(12) Seeger clip ring
(13) Bearing group carrier
(14) Oil level plug
(15) Breather filter
Design:
There are four* hydraulic oil coolers in front of the hydraulic tank on the
R.H. side of the platform.
They are in pairs mounted in one frame, one above the other. The air stream
needed for the cooling is produced by hydraulic driven fans. The air flows
from inside to outside through the coolers.
For a better cleaning, the coolers can be moved to the side. (Swing out
cooler)
The bearing group carrier is filled with oil to lubricate the bearings.
4.0
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Hydraulic Oil Cooling
Section 4.0
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4.2 Function of the hydraulic oil cooling circuit
Legend for illustration (Z 22419)
(107.1-107.4) Restrictor, shock absorbers for the hydraulic oil cooler
(106.1-106.4) Hydraulic oil cooler
(41) Main oil reservoir
(114) Return oil collector tube
(115) Back pressure valve
(L6 +L7) Return line from control blocks
(L8 +L9) Supply line for the anticavitation circuit of the swing
motors
(M10) Pressure check point
(Y101) Solenoid valve 4/2-directional control valve
(H) Lines to cooler (hot oil)
(C) Lines to tank (cold oil)
Function:
The returning oil from the system flows via the lines (L6 - L7) into the
collector tube (114). On the top of it is the Back Pressure Valve(115)
installed.
The back pressure valve (115) causes a back pressure which forces most of
the relative hot oil through the lines (H) to the cooler (106.1-106.4).
On its flow through the cooler the hydraulic oil gets cooled and flows than
through the restrictors (107.1-107.4) and the lines (C) into the filter chamber
of the main oil reservoir (41).
The restrictors are acting like shock absorbers to prevent cooler cracking at
pressure peaks.
Besides the back pressure valve acts as an oil flow control valve as far as the
oil temperature has not reached its steady temperature.
During the warm up period (1/2 Q
max
) the back pressure valve (115) is wide
open, because solenoid valve Y101 is energized, which results in less oil
flows through the cooler which causes that the oil gets quicker its optimum
operating temperature.
With increasing oil temperature the oil gets thinner, so that the main pumps
can be shifted to Q
max
position and simultaneously solenoid valve Y101 will
be de-energized, so that the valve piston will be more closed by the force of
the spring thus that more oil passes the cooler.
(See sectional drawing on next page.)
4.0
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Hydraulic Oil Cooling
Section 4.0
Page 4
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4.3 Adjustment of the Back Pressure Valve
Checks and settings only at normal operating temperature of the hydraulic oil,
main pumps in maximum flow position and "Idle Time" control eliminated
(service switch S155in to pos.1 actuated)!
1. Connect a pressure gauge to check point (M10).
2. Disconnect plug connector (13) of solenoid valve Y101.
3. Actuate service switch S155 (pos.1).
4. Start the engine and let it run with maximum speed.
5. Required pressure: 8 0,5 bar
If adjustment is required:
a) Take off protective cap (12).
b) Loosen lock nut (5).
c) Adjust the pressure with the set screw (6).
d) Tighten lock nut (5) and refit protective cap (12).
6. Disconnect the pressure gauge, reconnect solenoid valve Y101 and
switch back service switch S155 pos.0.
Legend for illustration (Z 21596):
(1) Control oil port
(2) "Y"- port (external return to tank)
(2a) "X"- port (external return to tank via solenoid valve Y101)
(3) Poppet
(4) Valve spring
(5) Lock nut
(6) Set screw
(7) J et bore (large)
(8) Valve spring
(9) Valve piston
(10) J et bore (small)
(11) Plug screw
(12) Protective cap
(13) Plug connector
(A) Return to tank (Filter chamber)
(Z) Pressure oil to valve
4.0
5
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Hydraulic Oil Cooling
Section 4.0
Page 5
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4.4 Fan drive (Two stage cooler fan RPM control)
Legend for illustration (Z 22420)
(10.2) Axial piston pump Engine 1 (fixed displacement pump, with
variable setting)
(10.4) Axial piston pump Engine 2 (fixed displacement pump, with
variable setting)
(22.1) Fan motor (Axial piston motor)
(22.2) Fan motor (Axial piston motor)
(41) Main oil reservoir
(168.1) Pressure relief valve Engine 1 radiator fan drive
(168.2) Pressure relief valve Engine 2 radiator fan drive
(68.1) Pressure filter with pressure differential switch B28-1 (Engine 1)
(68.2) Pressure filter with pressure differential switch B28-2 (Engine 2)
(103.1) Check valve engine 1 (Anti cavitation valve for fan drive motor)
(103.2) Check valve engine 2 (Anti cavitation valve for fan drive motor)
(148.11) 4/3 direction flow valve Engine 1 radiator fan speed (stop, low and
high speed), solenoid Y6A-1 +Y6B-1
(148.12) 4/3 direction flow valve Engine 2 radiator fan speed (stop, low and
high speed), solenoid Y6A-2 +Y6B-2
(169.1) pressure reduction valve (low fan speed adjusting) engine 1
(169.2) pressure reduction valve (low fan speed adjusting) engine 2
(L) Leak oil (case drain) to tank
(P) Pressure to motor
(R) Return oil to tank
1 Engine 1
2 Engine 2
4.0
6
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Hydraulic Oil Cooling
Section 4.0
Page 6
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Function:
From pump (10.x) flows the oil through the filter (68.x) to the fan motor (22.x) and
then back to the tank.
The check valve (103.x) act as an anti cavitation valve and is installed, because the
fan motor -driven by inertial force- is running for a short period after the oil flow is
interrupted by solenoid valve (Y6A-x/Y6B-x) or if the engine has been switched off.
The hydraulic circuit "Fan drive" is secured by the pilot controlled pressure relief
valves (168.x) and (169.x).
These valves are working together with the solenoid valve (Y6A-x/Y6B-x),
controlled by the PLC, depending on the hydraulic oil temperature:
With de-energized solenoids Y6A-x and Y6B-x the relief valve (168.x) is
functioning and the fans are running with max. adjusted speed (1300 RPM)
With solenoid Y6A-x energized the relief valve (168.x) is not functioning and
the fans are running with a very low speed caused by the flow resistance only.
With solenoid Y6b energized the relief valve (169.x) is controlling the relief
valve (168.x) and the fans are running with 1000 RPM only.
(See also description on next page)
4.0
7
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Hydraulic Oil Cooling
Section 4.0
Page 7
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4.5 Pressure relief valves and solenoid valves
Pressure relief valves (168.x)
Legend for illustration (Z 21598b)
(1) Valve cartridge
(2) Spring
(3) Spring chamber
(4) "X" port
(5) Jet bore, Pilot poppet
(6) Jet bore, Main piston
(7) Main piston
(8) Valve housing
(9) Pilot poppet
(Y) External leak oil port
(A) Pressure port
(B) Return oil port
Function:
Pressure in line A affects the main piston (7). At the same time there is pressure
via the jet bore (6) on the spring-loaded side of the main piston and via jet bore (5)
at the pilot poppet (9) of the relief valve cartridge (1).
If system pressure in line A exceeds the value set at the spring (2), pilot poppet (9)
opens. The signal for this comes from line A via the jet bores (6) and (5).
The oil on the spring-loaded side of the main piston (7) now flows via the jet bore
(5) and poppet (9) into the spring chamber (3).
From here it is fed internally by means of the control line (Y) to tank (port B).
Due to the state of equilibrium at the main piston (7), oil flows from line A to line
B, while the set operating pressure is maintained.
The pressure relief valve can be changed (Remote controlled) by means of the
port "X" and the function of the solenoid valve Y6A-x / Y6B-x and pressure
reduction valve 169.x. .( Function see next page)
continued
4.0
8
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Hydraulic Oil Cooling
Section 4.0
Page 8
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Contd.
4.5 Pressure relief valves and solenoid valve, illustration (Z 21599c)
Function:
With de-energized solenoids (Y6A-x and Y6B-x), the spool (3) of the 4/3
direction flow valve 148.x keeps the "X" connection of valve (168.x) and port
B to port P closed. The pressure relief valve (168.x) operates normal with
the max. adjusted pressure. The fan turn with maximum speed.
The energized solenoid Y6B, operate the spool (3) of the 4/3 direction flow
valve 148.x and a connection is made between port P , port B and port "X"
of valve (168.x)
The system pressure now opens main piston (7) of valve (168.x), because via
solenoid Y6B (P to B) the oil from the rear side of piston (7) flows from the
"X"-port to the P port of valve (169.x). This valve (169.x) reduce now the
max. adjusted pressure of valve (168.x) to a lower value. The fan turn with
reduced speed.
The energized solenoid Y6A, operate the spool (3) of the 4/3 direction flow
valve (148.x) and a connection is made between port P and port A and port
"X" of relief valve (168.x).
The system pressure now opens the main piston (7) of valve (168.x) because
via the "X"-port the oil from the rear side of piston (7) flows to tank. The
normal relief valve function is eliminated. The fan turn with minimum speed,
nearly stand still.
4.0
9
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Hydraulic Oil Cooling
Section 4.0
Page 9
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4.6 Fixed Displacement Pump, with variable setting
Legend for illustration (Z 21852)
(1) Drive shaft
(2) Bearings
(3) Cylinder with pistons
(4) Center pin
(5) Control lens
(6) Q-min adjustment bolt
(7) Q-max adjustment bolt
(8) Pressure port
(9) Tank port
Description.
Pump type A7F0 is a variable displacement pump, designed to operate in open
circuits. It has an internal case drain return. The rotary group is a robust self
aspirating unit. External forces may be applied to the drive shaft.
Changing the swivel angle of the rotary group is achieved by sliding the
control lens along a cylindrical formed track by means of an adjusting screw.
With an increase in the swivel angel, the pump output increase together
with necessary drive torque.
With an decrease in the swivel angel, the pump output decreases together
with the necessary drive torque.
When increasing to maximum swivel angle, there is a danger of
cavitation and over-speeding the hydraulic motor!
4.0
10
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Hydraulic Oil Cooling
Section 4.0
Page 10
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4.7 Radiator fan drive speed adjustment
Basic Adjustment
Legend for illustration (Z 22400a):
(1) Dust cap
(2) Lock nut
(3) Set screw
(P) Axial piston pump (fixed displacement pump, with variable
setting)
(6) Q
min
stop bolt
(6.1) Lock nut
(7) Q
max
stop bolt
(7.1) Lock nut
(10) Positioning pin (mover)
(168.1) Pressure relief valve bottom oil cooler fan (Motor 1)
(168.4) Pressure relief valve top oil cooler fan (Motor 2)
(169.1) pressure reduction valve bottom oil cooler fan (Motor 1)
(169.2) pressure reduction valve top oil cooler fan (Motor 2)
(Y6A-1 /Y6B-1)) 4/3 direction flow valve Motor 1
(Y6A-2 /Y6B-2)) 4/3 direction flow valve Motor 2
(L1) Measurement of Q
min
stop bolt
(L2) Measurement of Q
max
stop bolt
(M5-1) Pressure check points - Motor 1 oil cooler fan drive operating
pressure
(M5-2) Pressure check points - Motor 2 oil cooler fan drive operating
pressure
A blocked cooler, restricted air flow, defect cooler seal or bend fan
influence the fan RPM and air volume.
Basic adjustment has to be carried out whenever one of the following
components has been replaced:
- pump
- relief valve
- hydraulic motor
continued
4.0
11
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Hydraulic Oil Cooling
Section 4.0
Page 11
13.02.07 PC5500-6-D_Sec_4-0_rev4a.doc
Cont'd
4.7 Radiator fan drive speed adjustment
Basic Adjustment max fan speed
1. Reduce the output flow of the respective pump (P),by adjusting the
minimum possible swivel angle, to avoid over speeding the fan:
To do this, loosen both lock nuts (6.1 +7.1) and turn out bolt (6)and
turn in bolt (7) up to final stop.
This is necessary to avoid a loose positioning pin (10), resulting in
oscillating of the cylinder barrel.
Tighten the lock nuts.
2. Remove protection cap (1) from relief valve (168.x), loosen lock nut
(2) and turn set screw (3) fully clockwise and then a half turn
counter clockwise.
3. Disconnect the plug connectors (Y6A-x and Y6B-x) of the 4/3
direction flow valve, to ensure that the full flow of pump P will be
delivered to the fan motor. The valve is in neutral position and all
ports are blocked.
4. Connect a pressure gauge to check point (M5-x).
5. Start the respective engine and let it run in high idle.
6. Check the fan speed with a non-contact rev counter
Required fan speed: 1250 min-1
Be careful not to get caught in the fan or other rotating parts
7. Increase the output flow of pump P ,by adjusting the swivel angle, until
the fan speed will be 20 min-1 higher than required:
To do this, loosen both lock nuts (6.1 +7.1) and turn in bolt (6) and
turn out bolt (7) the same length.
This is necessary to avoid a loose positioning pin (10), resulting in
oscillating of the cylinder barrel.
Tighten the lock nuts (6.1 +7.1).
Do not exceed the maximum permissible operating pressure of
230 bar
Note down the lengths L1 and L2 as reference measurements.
continued
4.0
12
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Section 4.0
Page 12
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Cont'd
8. Loosen lock nut (2) of the relief valve (168.x), and decrease the
pressure with set screw (3) until the correct fan speed is obtained.
9. Tighten lock nut (2) and fix protection cap (3).
Basic Adjustment middle fan speed
10. Activate the 4/3 direction flow valve (Y6B-x), by connecting the
solenoid plug (Y6B-x ) to permanent 24 V. Use the 24V socket at
the PTO *).
11. Check the fan speed with a non-contact rev counter Required fan
speed: 1000 min-
1
12. If adjustment is necessary loosen lock nut (5) of the relief valve
(169.x), and decrease the pressure with set screw (4) until the correct
fan speed is obtained.
13. Stop engine and reconnect the plugs to the correct positions.
14. Disconnect the pressure gauge from check point (M5-x).
Fan speed check
If the maximum fan speed is out of adjustment, increase or decrease first the
pressure at relief valve (168.x), to change the speed.
Do not exceed the maximum permissible operating pressure of 230 bar
If the speed can not be raised by increasing the pressure then increase the
output flow of pump (10.x).
*) Prepare a test wire with a plug ET-No. 891 039 40, and a plug
ET-No. 440 305 99. Connect terminal 1 to positive (+)
(center off plug 440 305 99) and terminal 2 to ground (-).
Controlling
Section 5.0
Page 1
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Table of contents section 5.0
Section Page
5.0 Controlling
General lay out 2
5.1 Control and filter panel location of components
(valves, switches, sensors etc.)
3
5.2 Pilot Pressure Supply and Adjustments 4 7
5.3 Remote control valves arrangement 8
5.4 Function principle of the
Electro-Hydraulic- Proportional Control
9 + 10
5.5 Potentiometer Control (Lever, J oy Stick) 11
5.6 Potentiometer Control (Pedal) 12
5.7 Proportional amplifier module, Type A
(for swing brake only)
13
5.8 Proportional amplifier module, Type B
(for Boom, Stick, Bucket, Swing and Travel)
14
5.9 Ramp Time Module
(Analogue command value module for Boom,
Stick, Travel and Swing function)
15
5.10 Adjustments of Amplifier Modules (General) 16
5.11 Adjusting the Amplifiers Type B 17 + 18
5.12 Adjusting the Amplifiers Type A 19 + 20
5.13 Adjusting the Ramp Time Module 21 + 23
5.0
2
04.01.07 PC5500-6-D_Sec_5-0_rev4.doc
X4 - pump support
pressure
X2
to (45.2); (45.3) and (43)
pilot pressure
pump regulation
X1 - pump regulation
pressure
X3 remote control
pressure (1/2Q
max
; Q
min
)
Z 22429
Controlling
Section 5.0
Page 2
04.01.07 PC5500-6-D_Sec_5-0_rev4.doc
5.0 General lay out
Legend for illustration (Z 21631):
(7.1 / (7.2) Pumps for pilot pressure and pump regulation system
(84.1 / 84.2) Check valve (for combined operation)
(68.1) Filter
(70.1) Pressure relief valve (X4 pressure)
(70.2) Pressure relief valve (X2 pressure)
(85) Pressure accumulator (10 Liter, 10 bar pre-charge
pressure)
(91) Check valve
(45.1; 45.2 ;45.3, 43) Remote control valves
(14; 15; 16; 13)) Control blocks
General
The controlling includes the pilot pressure system and the pump regulation
system.
The pumps (7.1 / 7.2) forcing the oil through the filter (68.1) to all involved
valves.
The pressure accumulator ensures that under any circumstances enough pilot
pressure oil is available. The accumulator (85) is also functioning as a
hydraulic battery for a certain time when the engine was shut down or to
pressure relive the system for repair works.
When the operator is using his controls an electrical signal causes energizing
of the selected solenoid valve of the remote control valves(14).
By the function of the remote control valves pilot pressure oil is send to the
relevant control block spools which in turn allows operating hydraulic oil to
the users.
5.0
3
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Controlling
Section 5.0
Page 3
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5.1 Control and filter panel location of components Legend for illustration (Z 22497):
Solenoid valves
Engine 1 Engine 2
(Y5) Swing gear house brake(swing parking brake)
(Y6A-1) (Y6B-1) Oil cooler fan RPM control
(Y6A-2) (Y6B-2) Oil cooler fan RPM control
(Y14A-1) (Y14A-2) Radiator fan RPM control, low speed (only diesel drive)
(Y14B-1) (Y14B-2) Radiator fan RPM control, middle speed (only diesel drive)
(Y16) Travel gear house brake(travel parking brake)
(Y17) Idle time control (Qmin)
(Y17a) Q-max (reduced oil flow at cold oil)
(Y127) Swing servicebrake control
(Y61.1) (Y61.2) XLR pressure, pumps 1- 3, XLR pressure, pumps 4 - 6
(Y102.1) (Y102.2) X4 pressure, pumps 1 - 3, X4 pressure, pumps 4 - 6
(Y124A/B) Refilling arm up and down (only with diesel engines)
(Y124c) Refilling arm lock (only with diesel engines)
(Y48) Swing motor power/ speedcontrol
(Y120) Emergency swing service brake control
(Y123A/B) ladder up and down
(Y125) ladder speed control
Pressure switches:
(B16) Pilot pressure for Swing gear house brake (24 bar)
(B21.1) (B21.2) Radiator fan drive filter differential switch(filters 68.3+5) (only diesel)
(B22) Differential pressure switch, pilot pressure system filter
(B27.1) (B27.2) Differential pressure switch, PTO gear oil filter
(B28.1) (B28.2) Pressure switch, cooler fan drive filter
(B48) Pilot pressure for travel gear house brake (24 bar)
(B97.1) (B97.2) X4.1 pressure, pumps 1 - 3, X4.2 pressure, pumps 4 - 6
(B85.1) (B85.2) X1.1 pressure, pumps 1+2; X1.2 pressure pumps 4 - 6
(B86) X2 pressure sensor
Pressure check points:
(M1.1) (M1.2) Pressure PTO gear lubrication
(M2) X4 - pressure
(M3) X2 - pressure
(M5.1) (M5.2) Cooler fan drive pressure
(M6) Pressure travel gear house brake
(M7) Pressure Swing gear house brake
(M11) Pressure swing brake (safety circuit )
(M18) Pressure for hydraulic pump regulation (electronic out)
(M19.1) (M19.2) Radiator fan drive pressure (only with diesel engines)
(M20.1) (M20.2) X1 pressure pumps 1, 2, 4, 5, 6
(M30) X3 pressure for pumps at flow position
(M32) X3 pressure for pumps at flow position
(M40) Pilot pressure, X-2
Filter:
(68.1) Pilot pressure and pump regulation
(68.2) (68.4) Oil cooler fan drive
(68.3) (68.5) Engine radiator fan drive (only with diesel engines)
(69.1) (69.2) PTO gear lubrication
continued
5.0
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Controlling
Section 5.0
Page 4
04.01.07 PC5500-6-D_Sec_5-0_rev4.doc
5.2 Pilot Pressure Supply and Adjustments
Pilot Pressure Circuit
The pilot pressure oil is used for the following functions.
To move the control block spools, to supply the main pump regulation
system, to lubricate the main pump bearings, to release the travel- and swing
gear house brakes (spring loaded multi disk brakes), to drive the Lincoln
Lubrication pumps, to move the hydraulic operated ladder, to move the
hydraulic operated refilling arm and to supply the hydraulic track tensioning
system.
Legend for illustration (Z 22498):
(7.1 / 7.2) Pilot pressure pumps
(84.1 / 84.2) Check valve (for combined operation)
(68.1) Filter
(70.1) Pressure relief valve 60 bar
(70.2) Pressure relief valve 35 bar
(85) Pressure accumulator
(43 +45.x) Remote control valves
(M2) 60 bar pressure check point (X4-Pressure)
(M3) 35 bar pressure check point (X2-Pressure)
(M40) 35 bar pres. check point (X2-Pressure in front of accumulator)
Function:
Study together with the hydraulic circuit diagram
The pumps (7.1 and 7.2) are delivering the oil through the filter (68.1) to port A
of the pressure relief valve (70.1) and the pressure relief valve (70.2) port A.
The pressure relief valve (70.1) maintains the adjusted pressure of 60 bar it is
called X4-pressure.
X4 - pressure: Pump support pressure
Pump bearing lubrication
Actuation of refilling arm and ladder
Lubrication system
Track tensioning system
continued
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Contd.:
The pressure relief valve (70.2) maintains the adjusted pressure of 35 bar it is
the X2-pressure.
X2 pressure: Pilot pressure system
Pump regulation system
Capacity regulation swing motors
Travel- and Swing gear house brakes (spring loaded multi -
disk brakes)
The pressure accumulator (85) holds an amount of oil under pressure to ensure
sufficient pilot pressure during normal operations and a limited number of
operations without engine power.
The check valves (91) prevents return flow of the pilot pressure oil.
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Cont'd:
5.2 Pilot Pressure Supply and Adjustments
Pilot Pressure Circuit
Legend for illustration (Z 22500):
(41) Main oil reservoir
(91) Check valve
(85) Bladder Accumulator 10 liter, 10 bar (located behind the filter and
valve panel of engine 2 on top of the PTO)
(P
X2
) Pilot pressure line
(L
X2
) Leak / return oil line from the remote control blocks
Function:
The pilot pressure oil flows via line (P
X2
) to port (P) of each remote control
block and is present via a gallery at all proportional and directional solenoid
valves.
These solenoid valves are energized by the function of the Electro
proportional controls (J oy sticks or pedals) and direct the pilot pressure oil to
the respective spools of the main control blocks with a variable pilot pressure
proportional to the deflection of the controls.
For the location and designation of the proportional and directional
solenoid valves of the remote control blocks see 5.3 Remote control
valves arrangement in this section.
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5.2 Pilot Pressure Supply and Adjustments
Checks and Adjustment of Pilot Pressure
Legend for illustration (Z 21635a):
(85) Bladder Accumulator 10 liter, 10 bar pre-charge pressure
(located underneath the catwalk in front of the PTO)
(70.1) Pressure relief valve for pump support pressure X4 (60 bar)
(70.2) Pressure relief valve for pilot pressure X2 (35 bar)
(M2) Pressure check point X4, pump support pressure (60 bar)
(M3) Pressure check point X2 pressure, pilot pressure (35 bar)
(M40) Pressure check point for accumulator (If not factory installed, fit a
T-union with test connector as shown in illustration Z 21635a)
Since the X2 and the X4 pressure are influencing each other it is
always necessary to adjust both valves 70.1+70.2 alternately.
60 bar pressure X4, valve 70.1:
1. Connect pressure gauge to check point (M2)
2. Start both engines and let them run with max. speed
3. Read pressure, required =60 -2 bar
If readjustment is required *:
35 bar pressure X2, valve 70.2:
1. Connect pressure gauge to check point (M3)
2. Start both engines and let them run with max. speed
3. Read pressure, required =35
+3
bar
If readjustment is required *:
* Valve adjustment:
a Remove dust cap (1).
b. Loosen lock nut (2).
c. Set pressure with set screw (3).
d. Tighten lock nut (2) and re-fit dust cap (1).
Checking of Accumulator Function
1. Connect pressure gauge to check point (M40).
2. Start one engine and let it run with maximum speed.
3. After build-up of pressure stop the engine, but do not turn the
key switch to zero position.
4. Watch pressure gauge. Pressure should remain constant for at
least 5 minutes.
If the pressure droops the system must be checked for leakages.
To check the accumulator charging pressure refer to SERVICE
BULLETIN AH01531a latest edition.
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5.3 Remote control valves arrangement
Legend for illustration (Z 21636)
Function No. Solenoid
valve
Proportional
valve FSA BHA
Y20a
Y20b
Y20
L.H. Crawler forward
L.H. Crawler reverse
Y21a
Y21b
Y21
Stick extending
Stick retracting
Y22a
Y22b
Y22
Bucket filling (curl)
Bucket emptying (dump)
45.1
Y23a
Y23b
Y23
Boom raising
Boom lowering
Y24a
X24b
Y24
Clam closing
Clam opening
Bucket filling (curl)
Bucket emptying (dump)
Y25a
Y25b
Y25
Bucket filling (curl)
Bucket emptying (dump)
Boom raising
Boom lowering
Y26a
Y26b
Y26
Boom raising
Boom lowering
Reserved
Reserved
45.2
Y27a
Y27b
Y27
Stick extending
Stick retracting
Stick extending
Stick retracting
Y28a
Y28b
Y28
R.H. Crawler reverse
R.H. Crawler forward
Y29a
Y29b
Y29
Boom raising
Boom lowering
Y30a
Y30b
Y30
Bucket filling (curl)
Bucket emptying (dump)
45.3
Y31a
Y31b
Y31
Stick extending
Stick retracting
43 Y32a
Y32b
Y32
R.H. Swing
L.H. Swing
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5.4 Function principle of the Electro-Hydraulic- Proportional Control
Legend for illustration (Z 21637)
(1) Pump
(2) Filter
(3) Pressure relief valve
(4) Check valve
(5) Pressure Accumulator
(6) Directional Solenoid valve, a side
(7) Directional Solenoid valve, b side
(8) Proportional Solenoid valve
(9) Control valve block
(10) Battery
(11) Electronic units with amplifiers etc.
(12) Control lever
Function:
The electric-hydraulic control system is used to control the direction and
volume of oil flow to the operating cylinders and motors via the control valve
blocks.
Hydraulically:
The oil volume of pump (1) flows through filter (2) into the pilot pressure
system. The pressure is limited by the pressure relief valve (3).
With the pressurized oil stored in accumulator (5), a limited number of spool
movements can be carried out with the engines at standstill.
When a lever (or pedal) is actuated, proportional solenoid valve (8) and one
of the directional solenoid valves (either 6 or 7) are energized, and allows the
pilot pressure oil to flow to the spools of the control blocks.
Electrical
Whenever a lever or a pedal is moved out of its neutral position, an amplifier
will created a current between 0 and 1000 mA. (For detailed information refer
to page 10 in this section)
Depending on the lever direction, simultaneously one of the directional
solenoid valves (either 6 or 7) is energized.
The proportional solenoid valve alters the pilot pressure, proportional to the
lever deflection, this results a spool movement between neutral and full
stroke position.
continued
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Cont'd:
5.4 Function principle of the Electro-Hydraulic- Proportional Control
(Exemplary illustration of the function of two axis with one Amplifier only)
Legend for illustration (Z 21638a)
(1) Control lever (joystick)
(2) Capacitor-Module
(3) Ramp time module
(4) Proportional-Amplifier-Module
(5) Relay (Supply Voltage)
(6) Proportional solenoid valve-(Pressure-Reducing Valve)
(7) Directional solenoid valve
(8) Control block spool
General Function
Control lever (1) is supplied with 24 V
DC
battery voltage for the switch contacts
and for the internal electronics to create the signal voltage.
When moving lever (1) out of its neutral position, 24 V
DC
battery voltage arrives
at relay (5) and energizes the Proportional Amplifier (4) with capacitor
supported 24 V
DC
via terminal 1.
Depending on the function of the control lever, 1 to 4 Amplifiers can be involved
for the Y-axis (forward/ backwards direction) and 1 to 4 Amplifiers for the X-
axis (left/right direction.)
The polarity of the Output Signal from joystick (1), either positive or negative,
between 0 and 10 V
DC
indicates the direction of the lever movement and is
proportional to the lever deflection. This is the Input Signal to the ramp time
module (3) at terminal 5 which will arrive after the adjusted ramp time delay via
terminal 7 to the proportional amplifier (4) at terminal 5.
This Input Signal (between 0 and 10 V
DC
) is amplified to an Output Signal
between 0 to 1000 mA and is simultaneously send via terminal 7 (negative) or
terminal 8 (positive) to the Proportional Solenoid valve (6) and to the
Directional solenoid valve (7) via terminal 3 (negative) or terminal 9 (positive)
to the a or b-side.
The proportional Solenoid valve (6) alters the pilot pressure (X2) of 35 bar to a
value proportional to the Current Signal.
This pressure controls the movement of the control block spool (8) between
neutral and full stroke position.
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5.5 Potentiometer Control (Lever, Joy Stick)
Legend for illustration (Z 21639b)
(1) Push button *
(2) Toggle switch *
(3) Inductive linear transmitter
(4) Universal joint
(5) Electronics
(6) Push pin
(7) Shaft seal
(8) Reset spring
(9) Coil core
(10) Coil
* Alternative application
The non-contacting lever control (inductive linear transmitter) contains both
the electronic and mechanical components which converts the lever
movement into a proportional electrical voltage. The lever can be operate in
two axes:
Axis "Y", splitted into the half axis Y- and Y + (backward and forward)
Axis "X", splitted into the half axis X- and X + (left and right)
Of course the lever can be moved in any other direction (J oy stick function)
In order to be able to monitor the direction of the lever movement and the
neutral position, the electronics (8) sends a 24V signal as soon as the lever
gets moved out of its neutral position.
For one axis are used two inductive linear transmitter (3). The motion of the
coil core (9) connected to the push pin (6) causes a variation of the induction
in the coils (10). The electronics convert this inductive signal into a
proportional output signal of 10...0...+10 V for the amplifiers.
The electronic part of the lever is equipped with a internal fault detector. In
case of a internal electronic fault the electronic send a 24V signal to the test
output. The test input is used for a lever system check before engine start.
The inductive system is designed as a redundant system with two separate
coils.
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5.6 Potentiometer Control (Pedal)
Legend for illustration (Z 21300)
(1) Potentiometer Control Unit
(2) Pedal
(3) Standard cable
(4) Connection cable for combined operation
Application for:
(A) Swing foot brake
(B) Clam Opening/closing, (only face shovel attachment)
(C) Travelling
The Potentiometer Control (inductive linear transmitter) contains both the
electronic and mechanical components which converts the pedal movement
into a proportional electrical voltage.
In order to be able to electrically monitor the pedal (2) action a neutral
position switch is fitted.
This switch closes when the pedal is moved out of the rest position.
When using the double unit (B) (combined operation) only the signal output
from one unit is used for the Clam Operation.
Due to the cross lined connection via the connection cable (4) the signal is
once positive and once negative (inverted), depending on the Pedal used.
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5.7 Proportional Amplifier Module, Type A
Legend for illustration (Z 21516)
Type A (for swing brake only)
(LED) LED for Solenoid A or B
(P) Set Potentiometer
R1 for the lowest current value
R2 for the highest current value
The amplifier module is snapped onto mounting rails inside the X2-box.
The amplifier module contains the necessary electronics for the control of
two proportional solenoids. Depending on the input polarity, either solenoid
A or solenoid B is operated.
The solenoid current (solenoid A - solenoid B) is measured and compared
with the external input value. Differences between feed-back and input
values, for example caused by changes in solenoid temperature or supply
voltage, are compensated.
The module also generates a direction-dependent voltage signal (solenoid A -
solenoid B) as soon as the solenoid current reaches the lowest set value.
The lowest and highest values are set externally via the potentiometer R1 +R2.
The brightness of the LED's changes with the current.
This function should not be used for setting.
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5.8 Proportional Amplifier Module, Type B
Legend for illustration (Z 21640)
Type B (for Boom, Stick, Bucket, Clam, Swing and Travel)
(LED)
AX: Proportional output AX active
AS: Switched output AS active
BX: Proportional output BX active
BS: Switched output BS active
Power: Internal supply voltage
Fault: Fault indication
(P) Set Potentiometer:
- 10% for the lowest current value
- J 2 for the highest current value
(Pt) Set Potentiometer for the Ramp
Time
The amplifier module is snapped onto mounting rails inside the X2-box.
The amplifier module contains the necessary electronics for the control of
two proportional solenoids and two directional solenoids. The outputs for
proportional solenoids Ax and Bx and the switched outputs As and Bs are
activated by connecting a minimum of approx. 10 % signal voltage at the
amplifier input.
A positive signal voltage controls outputs A, a negative signal voltage
controls output B.
A signal voltage of approx. 10% with respect to +/- 10 V input voltage at the
amplifier, produces a stepped output voltage. The height of this 10% jump
may be set separately for proportional outputs Ax and Bx via external
potentiometer. As the signal voltage rises the solenoid current for the
proportional outputs increases linearly.
A further step in output current occurs at approx. 90% signal voltage.
The maximum current or the 90% jump may be set separately for outputs Ax
and Bx via external potentiometers and hence the gradient of the output curve
may be influenced.
LEDs indicate the current output to each proportional and switched output,
whereby the brightness is approx. proportional to the solenoid current in Ax
and Bx. This function should not be used for setting.
A Ramp Time function is included in the amplifier which may be externally
changed by a set potentiometer. The setting range for the ramp time is
approx. from 80 ms to 1s. The time setting applies to both up and down
ramps and to both proportional solenoids.
A fault is indicated by the LED Fault.
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5.9 Ramp Time Module
(Analogue command value module for Boom, Stick, Travel and Swing
function)
Legend for illustration (Z 21518)
Potentiometer:
"t1" to "t5" Ramp times
"w1" to "w4" Command value call-ups
"G" Zero point matching
"Z" Amplitude attenuation for the differential input
LED displays:
(1) green Operational power
(2) "4-Q" Quadrant recognition
(3) "INV" Inversion active
(4) yellow display for potentiometer t1 to t4
(5) yellow display for potentiometer w1 to w4
(6) Measurement sockets: "t" Actual ramp time
"w" Internal adjustment variable
"" Reference potential / GND
General
The Ramp Time Module is snapped onto mounting rails inside the X2-box.
The electrical connection is done via screw terminals.
The module is operated with 24 V
DC
. A power supply provides the internally
required positive and negative supply voltages.
As soon as the power supply is in operation the green LED (power) lights up.
Internal command values
The internal command value signal is generated from the external command
value signal which is being applied to the differential input, a called-up signal
and an offset signal (zero point potentiometer "Z").
The external command value signal can, via potentiometer "G", changed from
0 % to approx. 110 %.
Command value call-ups
The call-up signals w1 to w4 also have an adjustment range of 0 % to 110 %.
No settings required. (factory set to 100 %).
Ramp time call up
If the quadrant recognition is not activated, then each command value call-up
"w1" to "w4" is allocated its own ramp time "t1" to "t4".
As long as there is a signal change, the LED allocated to the actual ramp time
is alight.
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5.10 Adjustments of Amplifier Modules (General)
Legend for illustration (Z 21641)
(1) Potentiometer control
(2) Terminal with a separating possibility
(3) Ramp time module
(4) Amplifier
(5) Solenoid valve
(6) Service module
Introduction:
The illustration shows simplified the route of the signal voltage from
Potentiometer Control (1) to Solenoid-Valve (5):
A. With ramp time module,
i.e. Boom,- Stick,- Travel,- and Swing Function.
B. Without ramp time module,
i.e. Bucket and Clam Function.
The ramp time modules (3) and the amplifiers (4) are adjustable.
Adjustments are required:
Ramp time modules Amplifiers
When commissioning the machine
When replacing a module
When replacing a solenoid valve
When replacing an amplifier
For Checking and Setting the Signal Current at the Proportional-Amplifier (4),
both separating terminal (2) before and behind the Amplifier (4) must be opened.
For the setting procedure the signal voltage from the potentiometer control (1) can
be simulated with the potentiometer of Service-Module (6),which is installed on
the X2-panel.
Accessories required for the adjustments: "a" "b" "c" "d"
a) A multimeter, good readable for
values between 0 and 1000 mA.
b) More convenient is a second meter
for reading voltage simultaneously.
c) A simple wire, 1m length, or better
a prepared test lead same length
d) Four test leads, 1m length, with
banana type connectors on each
end.
mA
VDC
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5.11 Adjusting the Amplifiers Type B, illustration (Z 21642a)
Procedure applicable for all amplifiers except the one for the swing
brake:
(Do not start the engines turn only the key switch in ON position.)
1. Open* the respective separating terminal (T1) between the lever unit and
the amplifier module to be set.
2. Open* the respective separating terminal (T2) between the amplifier module
to be set and the proportional solenoid valve.
3. Disconnect the wire from terminal five.
4. Connect the positive output of the service module with terminal five of the
amplifier module, using test lead (2).
5. Attach a multimeter for voltage reading to the service module, using test
lead (3).
6. Attach a multimeter (in series) for Amp reading to the terminal between
amplifier module and solenoid valve, using test leads (3).
7. Move the lever of the Potentiometer Control into its final position; or
override manual the relay which allows 24 V operating voltage to the
amplifier module; thus the amplifier gets 24 V operating voltage. The
power LED and simultaneously LED A(+) or B(-) lights up, depending on
the polarity.
8. Turn the potentiometer (P) of the Service-Module until the multimeter
shows 1 VDC (it may be either positive or negative); the multimeter for the
current reading will show a value which should correspond to the value
giving in the electric circuit diagram (see page adjustments of amplifier and
time ramp modul) e.g. 330 mA. (The first step (10 %) value)
If necessary correct the value with potentiometer (10%).
9. Turn the potentiometer (P) of the Service-Module further until the
multimeter shows 9 VDC; the multimeter for the current reading will show
a value which should correspond to the value giving in the circuit diagram
e.g. 570 mA. (The second step (90 %) value).
If necessary correct the value with potentiometer (J2).
* How to open and close the terminal:
Push the yellow stud (1) down with a screw driver and turn it 90 to the left to
open or to the right to close the terminal. A spring pushes then the stud
outwards and the contacts are either open or closed.
continued
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Cont'd:
5.11 Adjusting the Amplifiers Type B, illustration (Z 21642)
10. Repeat settings of item 8 and 9 until both mA values are stabilized, because
the 10% and J 2 adjustment influence each other.
11. If the setting with either positive or negative potential was successful, turn
the potentiometer (P) of the service module into the opposite direction and
check the settings with the other polarity i.e. if the first setting was done with
positive potential then turn the pot into negative direction; otherwise ice
versa.
Attantion! The adjustment values can be different betwin the directions (poitiv A
or negative B) and the single amplifier. Use the respective electric diagram of
your machine (page: adjustments of amplifier and time ramp modul)
12. Repeat the setting as described under item 7 to 10.
13. Remove multimeter, test wire, close* the terminals and reconnect the wire to
terminal 5 of the amplifier module.
Adjusting the Ramp Time
In the amplifier module is a ramp time function integrated which is active
when there is no additional ramp time module in the respective control
circuit.
1. Turn potentiometer (time) 30 revolutions counter clockwise to guarantee the
correct start position at the complete left side.
2. Turn potentiometer (time) so many revolutions clockwise as shown in the
table below (part of the electrical circuit diagram).
* How to open and close the terminal:
Push the yellow stud (1) down with a screw driver and turn it 90 to the left to open
or to the right to close the terminal. A spring pushes then the stud outwards and the
contacts are either open or closed.
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5.12 Adjusting the Amplifiers Type B, illustration (Z 21643)
The amplifiers for the crawler foot pedals are adjustable in the same way as
the amplifiers for the joy sticks.(refer to page 17 and 18 in this section)
The amplifier for the swing foot brake is similar.
Procedure for the swing foot brake:
1. Open* the respective separating terminal (T1) between the pedal unit and
the amplifier module to be set.
2. Open* the respective separating terminal (T2) between the amplifier module
to be set and the proportional solenoid valve.
3. Disconnect the wire from terminal five.
4. Connect the positive output of the service module with terminal five of the
amplifier module, using test lead (2).
5. Attach a multimeter for voltage reading to the service module, using test
lead (3).
6. Attach a multimeter (in series) for Amp reading to the terminal between
amplifier module and solenoid valve, using test lead (3).
7. Press the pedal fully down ; or manual override the relay which allows 24 V
operating voltage to the amplifier module; thus the amplifier gets 24 V
operating voltage.
8. Turn the potentiometer (P) of the Service-Module until the multimeter
shows 1 VDC ; the multimeter for the current reading will show a value
which should correspond to the value giving in the circuit diagram e.g. 10
mA. (10 % value)
If necessary correct the value with potentiometer (R1).
* How to open and close the terminal:
Push the yellow stud (1) down with a screw driver and turn it 90 to the left to
open or to the right to close the terminal. A spring pushes then the stud
outwards and the contacts are either open or closed.
continued
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Cont'd:
5.12 Adjusting the Amplifiers Type B, illustration (Z 21643)
9. Turn the potentiometer (P) of the Service-Module further until the
multimeter shows 10 VDC; the multimeter for the current reading will show
a value which should correspond to the value giving in the circuit diagram
e.g. 500 mA. (100 % value).
If necessary correct the value with potentiometer (R2).
It is important that the pilot pressure for the pressure increasing valve
is 19 1 bar.
For more information refer to section 8.2 Swing Circuit
10. Repeat settings of item 8 and 9 until both mA values are stabilized, because
R1 and R2 influence each other.
11. Remove multimeter, test wire, close* the terminals and reconnect the wire
to terminal 5 of the amplifier module.
* How to open and close the terminal:
Push the yellow stud (1) down with a screw driver and turn it 90 to the left to
open or to the right to close the terminal. A spring pushes then the stud
outwards and the contacts are either open or closed.
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5.13 Adjusting the Ramp Time Module
Legend for illustration (Z 21644)
(2) Capacitor-Module
(3) Ramp time module
(6) Service module
(P) Potentiometer
The following adjustments have to be done when commissioning the
machine and whenever the Ramp Time Module has been replaced.
Do not start the engines turn only the key switch in ON position.
Basic Adjustment:
1. Connect 0 VDC with a test lead from the red positive terminal of the
service module (6) to terminal 5 of the Ramp Time Module (3) and
adjust with "Pot Z" a value of 0 VDC measured at terminal 7.
Disconnect the test lead after the setting is done.
2. Connect +10 VDC with a test lead from the red positive terminal of
the service module (6) to terminal 5 of the Ramp Time Module (3)
and adjust with "Pot G" a value of 10 VDC measured at terminal 7.
Check the negative voltage as well(- 10 VDC). Disconnect the test
lead after the setting is done.
Repeat settings of item 1 and 2 until both values are stabilized, because
"Pot Z" and "Pot G" influence each other.
The factory setting of potentiometer "w1" to "w4" for the command
value call-ups must not be adjusted.
continued
5.0
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Cont'd:
5.13 Adjusting the Ramp Time Module
Legend for illustration (Z 21645)
(1) Control lever (joystick)
(2) Capacitor-Module
(3) Ramp time module
(4) Proportional-Amplifier-Module
(5) Relay (Supply Voltage)
Ramp time adjustment in relation to the operating movements:
3. Disconnect the cables at terminal 3 and terminal 5 of the respective
module.
Connect 24 Volt with a test lead to terminal 9, 10, 11 and 12 one after
another and adjust with the respective "Pot t1, t2, t3 and t4" the values
giving in the table on the next page. (Measure the voltage only at the
Measurement socket "t" of the ramp time module)
4. To check the adjustments under operating conditions reconnect terminal
3 and terminal 5 and measure the ramp time with a stopwatch.
5. If the above mentioned values are not suitable for the local working
conditions, for example due to, different Attachments or different
operation feeling of the operator,
the ramp time can be changed according to the NOTE on illustration
Z 21645, to ensure smooth and efficient working cycles.
continued
5.0
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Cont'd:
5.13 Adjusting the Ramp Time Module (values as a example only)
E48 Stick
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral Stick out 0V to +10V t1 0,10 Volt =1000 ms
Terminal 10 Stick out Neutral +10V to 0V t2 0,10 Volt =1000 ms
Terminal 11 Neutral Stick in 0V to -10V t3 0,10 Volt =1000 ms
Terminal 12 Stick in Neutral -10V to 0V t4 0,10 Volt =1000 ms
E49 Boom
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral Lower 0V to +10V t1 0,10 Volt =1000 ms
Terminal 10 Lower Neutral +10V to 0V t2 5,00 Volt =20 ms
Terminal 11 Neutral Lift 0V to -10V t3 0,10 Volt =1000 ms
Terminal 12 Lift Neutral -10V to 0V t4 5,00 Volt =20 ms
E50 Swing
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral Swing R 0V to +10V t1 0,20 Volt =500 ms
Terminal 10 Swing R Neutral +10V to 0V t2 0,10 Volt =1000 ms
Terminal 11 Neutral Swing L 0V to -10V t3 0,20 Volt =500 ms
Terminal 12 Swing L Neutral -10V to 0V t4 0,10 Volt =1000 ms
E50B Swing brake
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral counter
swing right
0V to +10V t1 0,10 Volt =1000 ms
Terminal 10 Counter swing right
Neutral
+10V to 0V t2 0,500 Volt =20 ms
Terminal 11 Neutral counter
swing left
0V to -10V t3 0,10 Volt =1000 ms
Terminal 12 Counter swing left
Neutral
-10V to 0V t4 0,500 Volt =20 ms
continued
5.0
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E51 Left crawler
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral Forward 0V to +10V t1 0,500 Volt =20 ms
Terminal 10 Forward Neutral +10V to 0V t2 0,500 Volt =20 ms
Terminal 11 Neutral
Backward
0V to -10V t3 0,500 Volt =20 ms
Terminal 12 Backward
Neutral
-10V to 0V t4 0,500 Volt =20 ms
E52 Right crawler
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral
Backward
0V to+10V t1 0,500 Volt =20 ms
Terminal 10 Backward
Neutral
+10V to 0V t2 0,500 Volt =20 ms
Terminal 11 Neutral Forward 0V to -10V t3 0,500 Volt =20 ms
Terminal 12 Forward Neutral -10V to 0V t4 0,500 Volt =20 ms
E59 Bucket (only BHA)
24 Volt at J oy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral Fill 0V to +10V t1 0,05 Volt =2000 ms
Terminal 10 Fill Neutral +10V to 0V t2 0,10 Volt =1000 ms
Terminal 11 Neutral Dump 0V to -10V t3 0,10 Volt =1000 ms
Terminal 12 Dump Neutral -10V to 0V t4 0,10 Volt =1000 ms
Components
Section 6.0
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Table of contents section 6.0
Section Page
6.0 Components
6.1 Hydraulic
6.1.1 Main Control Blocks and High Pressure Filter FSA 2-3
6.1.2 Main Control Blocks and High Pressure Filter BHA 4-5
6.1.3 Distributor Manifold Restrictor blocks FSA 6
6.1.4 Distributor Manifold Restrictor blocks BHA 7
6.1.5 Restrictor Block with Pressure Relief Valve 8
6.1.6 Anti Cavitation Valve Block 9
6.1.7 Remote Control Valves 10
6.1.8 Directional Solenoid Valves (4 way / 3 positions) 11
6.1.9 Proportional Solenoid Valves 12
6.1.10 High Pressure Filter 13
6.1.11 Control Blocks and Valves 14-17
6.1.12 Load Holding Valve 18
6.1.13 Travel Brake Valve 19
6.1.14 Pressure Reducing Valve 20
6.1.15 Directional Solenoid Valves (2 positions / 4-ways) 21
6.1.16 Pressure Increasing Valve 22
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6.1.1 Main Control Blocks and High Pressure Filter
Front Shovel Attachment FSA
Legend for illustration (Z 22566):
Pump circuit No. I
(14 / I ) Control block I (L.H. Travel, Stick, Bucket, Boom,)
(46.1) High pressure filter, Pump 2 and 5
(31.01) SRV Travel motors left backward
(32.01) ACV Travel motors left backward
(31.02) SRV Travel motors left forward
(32.02) ACV Travel motors left forward
(33.1) SRV Stick cylinder piston side
(32.3) ACV Stick cylinder piston side
(32.4) ACV Stick cylinder rod side
(32.5) ACV Bucket cylinder rod side
(33.2) SRV Bucket cylinder rod side
(32.6) ACV Bucket cylinder piston side
(32.7) ACV Boom cylinder rod side
(32.8) ACV Boom cylinder piston side
Pump circuit No. II
(15 / II) Control block II (Bucket, Boom, Reserved, Stick)
(44.2) High pressure filter, Pump4
(32.9) ACV Bucket cylinder rod side
(32.10) ACV Bucket piston side
(30) SRV Clam cylinder piston side
(33.06) SRV Bucket cylinder rod side
(32.11) ACV Bucket cylinder rod side
(32.12) ACV Bucket cylinder piston side
(32.13) ACV Boom cylinder rod side
(33.4) SRV Bucket cylinder rod side
(32.14) ACV Boom cylinder piston side
(32.15) ACV Stick cylinder piston side
(191) SRV (pressure increasing valve) Stick cylinder rod side
(32.16) ACV Stick cylinder piston side
continue
6.0
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Section 6.0
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Pump circuit No. III
(176 / III) Control block (R. H. Travel, Boom, Bucket, Stick)
(46.2) High pressure filter, Pump 1 and 6
(31.03) SRV Travel motors right forward
(32.17) ACV Travel motors right forward
(31.04) SRV Travel motors right backward
(32.18) ACV Travel motors right backward
(32.19) ACV Boom cylinder rod side
(32.20) ACV Boom cylinder piston side
(32.21) ACV Bucket cylinder rod side
(32.22) ACV Bucket cylinder piston side
(32.23) ACV Stick cylinder rod side
(32.24) ACV Stick cylinder piston side
Pump circuit No. IV
(13 / IV) Control block IV (Single spool for swing)
(44.1) High pressure filter, Pump 3
There is one MRV in each control block.
6.0
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6.1.2 Main Control Blocks and High Pressure Filter
Backhoe Attachment
Legend for illustration (Z 22433):
Pump circuit No. I
(175 / I ) Control block I (L.H. Travel, Stick, Bucket, Boom,)
(46.1) High pressure filter, Pump 2 and 5
(31.01) SRV Travel motors left backward
(32.01) ACV Travel motors left backward
(31.02) SRV Travel motors left forward
(32.02) ACV Travel motors left forward
(33.1) SRV Stick cylinder piston side
(32.3) ACV Stick cylinder piston side
(32.4) ACV Stick cylinder rod side
(32.5) ACV Bucket cylinder rod side
(32.11) ACV Bucket cylinder piston side
(32.12) ACV Boom cylinder rod side
(32.13) ACV Boom cylinder piston side
Pump circuit No. II
(15 / II) Control block II (Bucket, Boom, Reserved, Stick)
(44.2) High pressure filter, Pump4
(32.14) ACV Bucket cylinder rod side
(32.15) ACV Bucket piston side
(33.06) SRV Boom cylinder rod side
(32.11) ACV Boom cylinder rod side
(33.05) SRV Stick cylinder piston side
(32.15) ACV Stick cylinder piston side
(32.16) ACV Stick cylinder rod side
continue
6.0
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Contd
Main Control Blocks and High Pressure Filter BHA
Pump circuit No. III
(176 / III) Control block (R. H. Travel, Boom, Bucket, Stick)
(46.2) High pressure filter, Pump 1 and 6
(31.03) SRV Travel motors right backward
(32.17) ACV Travel motors right backward
(31.04) SRV Travel motors right forward
(32.18) ACV Travel motors right forward
(32.19) ACV Boom cylinder rod side
(32.20) ACV Boom cylinder piston side
(32.21) ACV Bucket cylinder rod side
(32.22) ACV Bucket cylinder piston side
(32.23) ACV Stick cylinder rod side
(32.25) ACV Stick cylinder piston side
Pump circuit No. IV
(13 / IV) Control block IV (Single spool for swing)
(44.1) High pressure filter, Pump 3
There is one MRV in each control block.
6.0
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Section 6.0
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6.1.3 Distributor Manifold - Location of restrictor blocks and anti cavitation
valves
Front Shovel Attachment (FSA)
Legend for illustration (Z 22434):
(1) Distributor manifold
(2) Synchronization (Equalization) lines
(3) Synchronization (Equalization) lines
(4) Anti Cavitation Valve Block (ACV)
(5) Restrictor Block (Throttle valve)
(6) Restrictor Block (Throttle valve)
(7) Service-line Relief Valve
6.0
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6.1.4 Distributor Manifold - Location of restrictor blocks and anti cavitation
valves
Backhoe Attachment
Legend for illustration (Z 22434):
(1) Distributor manifold
(2) Synchronization (Equalization) lines
(3) Synchronization (Equalization) lines
(5) Service-line Relief Valve
(4) ACV Block Section A ,Boom cylinder rod side
(6) Service-line Relief Valve
Pressure check point
(7) Restrictor blocks
6.0
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6.1.5 Restrictor Block with Pressure Relief Valve
A restrictor block is used for limiting cylinder lowering speeds.
A Service Line Relief Valve is installed to limit the maximum system
pressure due to external forces.
Legend for illustration (Z 21834):
(1) Adjustment spindle
(2 +3) O-ring with back-up ring
(4) Retainer
(5 +6) O-ring with back-up ring
(7) Spring
(8) Spring cup
(9) Throttle sleeve
(10) O-ring
(11 Housing
(12) Return line port, T
(13) Pressure relief valve
(14) Allen bolt
(15) Clip ring
(16) Lock nut
A +B Line ports
M Pressure check point
Y Control oil drain port
Function:
Setting of the maximum permissible cylinder speed (flow B to A) is carried
out by spindle (1). Depending on the spindle setting, the radial holes (9.1) in
the valve poppet (9) will be partially opened to achieve the required throttling
of the oil flow.
The extra holes (fixed throttle 9.2) prevents the valve from becoming
completely closed.
For the lifting operation (flow A to B), the valve poppet (9), which is guided
by the spindle (1), is pressed against spring (7) so that the valve will be
completely open.
6.0
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6.1.6 Anti Cavitation Valve Block
ACVs are installed to avoid cavitation damages on users (hydraulic
cylinders), by compensating a possible lack of oil, when the SRV at the
opposite side of the cylinder opens (see circuit diagram).
Legend for illustration (Z 21835):
(Type 64.1 to 64.9 of the hydraulic circuit diagram)
(1) Housing
(2) Valve cone
(3) Spring
(4) O-ring
(5) Control and leak oil bore
(6) Cap screw (torque 900 Nm)
S Supply line (Return oil pressurized to approximately 10 bar by
back pressure valve)
A and B Line connections
Function:
The circuit pressure in the line A and B hold the valve cone (2) closed. The
pressure of the supply line S forces onto the valve cone.
The valve cone opens, whenever the pressure at the A and B side is lower
than the back pressure at return oil port S, to allow necessary oil supply into
the circuit.
6.0
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6.1.7 Remote control valves
Remote control valves are part of the electric-hydraulic control system
Legend for illustration (Z 21838a):
(1) Pilot pressure supply port (marked with P)
(2) Pilot pressure return port to tank (marked with L)
(3) Pilot pressure output lines to the control block
(marked with A1/B1, A2/B2, . . . . )
(4) Directional solenoid valve, 3 position / 4 ports
(5) Proportional solenoid valve, (0 700 mA, 0 35 bar).
Function:
The electric-hydraulic control system is used to control the direction and
volume of oil flow to the operating cylinders and motors via the main control
valve blocks.
When a lever (or pedal) is actuated, a proportional solenoid valve (5) and one
of the directional solenoid valves (3 either Ax or Bx) are energized, and
allows the pilot pressure oil to flow to the spools of the main control blocks.
The proportional solenoid valve alters the pilot pressure, proportional to the
lever deflection, this results a spool movement between neutral and full
stroke position.
6.0
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6.1.8 Directional Solenoid Valves
(4/3 direction flow valve =4 way / 3 positions)
This solenoid operated directional spool valves are installed to control
the start, stop and direction of an oil flow.
Legend for illustration (Z 21839):
(1) Housing
(2) Solenoids
(3) Control spool
(4) Reset springs
(5) Plunger
(6) End cover
Function:
In un-operated condition the control spool (3) is held in the neutral or
starting position by the reset springs (4). Operation of the control spool is by
means of oil immersed solenoids (2).
The force of the solenoid (2) acts via the plunger (5) on the control spool (3)
and pushes its from its resting position into the required end position. This
results in the required free flow from P to A and B to T or from P to B and
A to T.
When the solenoid (2) is de-energised, the control spool (3) is returned to its
original position by the reset springs (4).
6.0
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6.1.9 Proportional Solenoid Valve
This valves are responsible for the creation of a variable control
pressure proportional to the electrical signal output of an amplifier.
Legend for illustration (Z 21697):
(1) Proportional solenoid (5) Pressure measuring spool
(2) Control piston (6) Connection plug
(3) Valve housing (7) Return spring
(4) Pressure measuring spool (8) Bleed screw
Function:
In un-operated condition the control spool (2) is held in the neutral or starting
position by reset springs.
The control spool (2) is directly operated by the proportional solenoid (1).
If the solenoid is energized, it produces a force to operate the control spool (2) via
the pressure measuring spool (4) and moves the spool to the left. Oil flows from P
to A. As pressure in A increases, it passes via the radial borings in the control
spool (2) to the inner end of the pressure measuring spool (2).
The force generated by the pressure now works against the solenoid force and
pushes the control spool (2) to the right (closing direction) until a balance is
achieved between the two forces. In order to achieve this, the pressure measuring
spool (2) moves to the left until it is supported by the pin (5).
When the force balance is achieved, the connection between P and A is interrupted
and the pressure in line A is held constant.
Any reduction in the solenoid force leads to the pressure force exceeding the
solenoid force on the control spool (2). The control spool is then moved to the right
causing a connection from A to T allowing the pressure to fall until a balance is re-
established at a lower level.
At rest, when the solenoid is de-energized, ports A and B are open to tank, whilst
port P is blocked from both ports A and B.
W
In order to achieve optimum functioning of the valve, it must be bleed
when commissioning:
- Supply pressure to the valve
- Remove plug 8
- When no more air bubbles appear screw in plug 8.
6.0
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6.1.10 High Pressure Filter
There is one filter in each pump line installed.
Legend for illustration (Z 21696):
(1) Filter head
(2) Drain plug
(3) Filter case
(4) Hexagon
(5) Filter element
(6) Seal
(7) O-ring
(8) Back-up ring
(9) O-ring
(10) Spring
(11) Differential pressure switch
P1 Input pressure
P2 Output pressure
a Electrical connection
b REED contact
c Permanent magnet piston
d Spring
e Plug screw
Function:
High-pressure in-line filters prevent contamination from entering the
hydraulic circuits. The high pressure filters are installed between the main
hydraulic pumps and main control blocks. All hydraulic components, behind
the pumps, are effectively protected from damage and undue wear. Each filter
is equipped with a differential pressure switch to monitor the filter flow
restriction. If the pressure reaches an unsafe difference of 8.5 bar, a
visual/acoustic warning appears on the display in the cab and the engines will
be shifted automatically to low idle.
6.0
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6.1.12 Control Blocks and Valves
This is a principle drawing, showing valve block I, II and III.
Legend for illustration (Z 22436):
(1) Control block housing
(2) Cab ("A side)
(3) Cap ("B" side)
(4) Solid spool
(5) "B" side service line ports
(6) Centering springs
(7) MRV, main relief valve
(8) Port A, to cylinder/motor
(9) Port B, to cylinder / motor
(10) Fine controlling grooves
(11) Port P, from pumps
(12) Port T, to tank
(13) Load holding valves
(14) Spin look spool extension (only block I and II)
(15) Spin look balls (only block I and II)
(16) Spin look cab extension
Control blocks with "Open Center and Closed Ports".
Control blocks I, II and III are 4 spool blocks and IV is a 1 spool block.
See hydraulic circuit diagram for spool details.
Each spool is provided with "Fine Controlling Grooves" and ring grooves for
hydraulically centering of the spool.
Between 8 and 19 bar pilot pressure the spools are moved in their fine control
range.
Spool number 4 of block I, 2 of block II and 4 of block III are special designed,
to keep the pressure channel connected to the center channel during the floating
function is activated, so that pump flow is available for other functions. This
spools are marked in the hydraulic diagram with (#) symbol.
The Load Holding Valves are installed inside of the spool, for each port to the
cylinder or motor one valve. The hydraulic diagram shows only one.
The MRV is a pilot operated pressure relief valve.
Control block I, II and III are equipped with a spool spin look system (item 14,
15, 16) to prevent spool spinning because of high oil flow during lowering
function.
6.0
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6.1.11 Control Blocks and Valves
Legend for illustration (Z 22440):
(1) Main relief valve (MRV)Control block housing
(2) Load holding valve
(3) Anti cavitation valve (ACV)
(4) Service line relief valve (SRV)
Explanation of the schematic drawing of the control block:
The hydraulic oil flows through the control block from port P to T, if all
spools are in neutral position ("pressure-less circuit" or Free circulation).
(A) 4 valve block
E.g. the spools moves up when pilot pressure is build up in the control pipe
line a1. (Imagine the lower symbol box moves to the center position.)
Now pump oil flows through holding valve (2) to the user port A1 because
the free flow circulation to the hydraulic reservoir is closed. The main relief
valve (1) limits the maximum operation pressure in this circuit. Via port B1
the return oil from the user is flowing back to the hydraulic reservoir.
During down hill travelling motion and stopping procedure (e.g. travel
motors) the anti cavitation valves (3) prevents cavitation on the hydraulic
motors. Because during these short periods of time the hydraulic motor needs
a higher oil supply than the pump can deliver.
E.g. the spool (4) moves up when pilot pressure is build up in the control pipe
A4. Now the user port A4 is connected to the pump pressure line and the free
circulation to the tank. There is no high pressure build up only 8 bar from the
back pressure valve and line resistance. Via port B4 the return oil from the
user is flowing back to the hydraulic reservoir. Service line relief valve (4) is
additional installed in this circuit to protect the circuit for extreme pressure.
The shortly extreme pressure closes also the holding valve (2) which secures
the hydraulic pump from extreme pressure peaks.
The holding valves (2) have also the function of load holding valves because
during the fine controlling period all lines are connected together (negative
over-lapping). The load pressure is for a moment higher than the pump
pressure.
(B) single valve block
6.0
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6.1.11 Control Blocks and Valves
Legend for illustration (Z 22441):
(1) Spool
(2) Reset springs
(3) Load holding valve
Function:
Reset springs (2) moves the spool (1) in neutral position.
Fine control grooves provide for sensitive controlling, because a motion is
started always while the pressure oil and the return oil first passes this fine
control grooves before spool (1) is inter connecting the entire groove to the
user channel.
In neutral position of spool (1) the pump oil is flowing back via port PU to the
tank.
Lower picture:
Example. The spool is moved by pilot pressure on the left spool side to right
position: Port PU is closed and the connection through the holding valve (3)
to the user (port A) is open. Also the connection from the other user side (port
B return)is connected to the port T (return line to tank).
6.0
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6.1.11 Control Blocks and Valves
Legend for illustration (Z 21705):
(01) Service -Line Relief Valve (9) Set screw
(02) Anti Cavitation Valve (10 Lock nut
(03) Main Relief Valve (11) Spring, pilot part
(04) Closing plate (12) Poppet
(5) Plug screw (13) +16) J et bore
(6) Spring (14) Spring, main cone
(7) Valve cone (15) Main valve cone
(8) Dust cap (17) Pilot oil dump line to tank
MRVs and SRVs are pilot operated relief valves. The MRV limits the max.
Pump supply line pressure. The SRV limits the max. possible pressure peak in
the service-line.
The valves have an opening characteristic. That means, that in case of
contamination after the response procedure no further pressure increasing is
possible and damages are avoided.
Function:
The circuit pressure P forces with the force F1 on the piston surface A of the
main valve cone (15). Because there is via the jet bore (16) the same pressure on
the back side of the main cone, this results together with the spring (14) force in
a force F2 that keeps the main cone closed. Via the jet bore (13) the circuit
pressure is in front of the poppet (12). Exceeds the circuit pressure the setting
value of the spring (11), the poppet opens against the force of the spring (11).
This causes that the force F2 decreases and there is no more balance condition
between F1 and F2. Valve cone (15) is moved upwards by the greater force F1.
That means there is now a direct connection from port P to T (tank).
ACVs serve for compensation possible lack of feed when the SRV at the
opposite port is actuated (see circuit diagram) and for avoiding cavitation
damages. In addition, to supply a user in case it is continuously moved by
acceleration forces at zero position of the control spool.
Function:
The circuit pressure inside the spring chamber closes the valve cone (7).
The back pressure of the return line acts on the surface of the valve cone (7).
Whenever the pressure in the service-line is lower than the springs force the
valve cone opens by the force of the back pressure and hydraulic oil is additional
supplied.
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6.1.12 Load Holding Valve
Legend for illustration (Z 22441):
(1) Spool
(2) Reset springs
(3) Load holding valve
Control Blocks I to IV (4 spool blocks and single spool block)
Two load holding valves are fitted into each spool of the control blocks, one
valve for each port (A and B).
They have three tasks:
1. When circuit pressure due to attachment weight is higher than pump
pressure these valves prevent dropping of the attachment, within their
sensitive (fine controlling) range.
2. Due suddenly pressure peaks in the service lines the valves also protect
the pump.
3. When two pumps flows are used for one user they ensure that at least
the flow of one pump reaches the user in case one MRV is defect or not
more correct adjusted.
That means: Up to the max. Pressure of the defective valve both load holding
valves are open allowing the flow of both pumps to the user, then one valve will
be closed by the higher pressure and the flow of one pump only flows to the
user.
Function:
The system pressure forces onto the front area of the valve cone (1). This force
moves the valve cone against the spring and allows the oil to flow from the
pump through the spool centre to the port.
In neutral position of the spool no further flow is possible. (see circuit diagram)
If the spool is not more in neutral the flow continues to the user.
If due to an external force the pressure directed to the pump overcomes the
pump line pressure, this pressure forces the valve onto its seat (closed position)
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6.1.13 Travel Brake Valve
Illustration Z 21695
Task:
Travel brake valves control the oil flow from the hydraulic motor to the tank
depending on operating pressure. This braking action prevents the motors from
over speeding.
Function:
Spring force keeps the spool in the lowest flow position. with increasing
operating pressure the opening for the return oil flow becomes larger.
On its way to the hydraulic motor the oil flows from A to A1 respectively from
B to B1 depending on the selected travel motion.
Example:
Operating pressure at port A moves spool (1) against the force of the spring (2)
and opens the way for the return oil (B1 to B).
Holding valve (3) prevents a direct oil flow from B1 to B.
If the operating pressure decreases to such an extend that the spring force
overcomes the pressure, the flow to the tank becomes restricted, resulting in
braking of the machine.
For more information and adjustment see section 8.3.
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6.1.14 Pressure Reducing Valve
Pressure reducing valves are installed to reduce the common 35 bar
pilot pressure to a lower pressure for other systems, e.g. the pump
regulation system.
Legend for illustration (Z 21844):
(1) Set screw
(2) Spool
(3) Compression spring
(4) Threaded sleeve
(5) Non return valve
(6) Boring
(7) Spring chamber
(8) Control land
Function:
Pressure reducing valves type DR & DP are direct operated valves of 3 way
design, e.g. with a pressure relief function on the reduced pressure side.
At rest, the valve is normally open, and fluid can flow unhindered from port P
to A. Pressure in port A is also present on the end of the spool (2), via control
line (6), opposing the compression spring (3). When the pressure in port A
reaches the pressure level set at spring (3), spool (2) moves to the control
position and holds the pressure in port A constant.
Fluid to control the valve is taken from port A via the boring (6).
If the pressure in port A rises still further due to external forces, the spool (2)
is moved still further towards the compression spring (3).
This causes a flow path to be opened over control land (8) in the control spool (2)
to tank. Sufficient fluid then flows to tank to prevent any further rise in pressure.
An optional non return valve (5) is available to allow free flow from A to P.
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6.1.15 Directional Solenoid Valves (2 positions / 4-ways)
This solenoid operated directional spool valves are installed to control
the start, stop or direction of an oil flow.
Legend for illustration (Z 21845):
(1) Housing
(2) Solenoid
(3) Control spool
(4) Return spring
(5) Plunger
(6) Dust cap with stem for manual operation
Function:
When there is no flow through the valve, control spool (3) is held in neutral
or output position by means of the return springs (4). The control spool (3) is
operated by means of oil immersed solenoid (2).
The force of the solenoid (2) effects control spool (3) by means of the plunger
(5) and pushes it from its resting position to the required end position.
This results in free flow from P to B and A to T.
When solenoid (2) is de-energized, control spool (3) is moved back to its
resting position by means of return springs (4).
An optional hand emergency (6) allows movement of the control spool (3)
without energizing the solenoid.
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6.1.16 Pressure Increasing Valve
The pressure increasing valve is a remote controlled pressure relief
valve, actuated by hydraulic pressure. The individual pressure is in
such a way determined by the pilot pressure.
Legend for illustration (Z 21846):
(1) Pilot valve with valve seat
(2) Valve poppet
(3) Compression spring
(4) Main valve with sleeve
(5) Main piston
(6) Closing spring
(7+8) Set screws
(9) Piston
(10) Pin
(11+12) J et bore
(13+14) Lock nut
Function:
The valve poppet (2) is connected via the jet bores (11) and (12) with the
pressure port (P).
If static pressure increase above the set pressure value, the valve poppet (2)
opens and allows oil to flow freely via port (T1) to tank. This out flowing oil
generates a pressure drop in the spring chamber of the main spool (5). The
closing force of the spring (6) is now lower as the oil pressure from the
pressure port (P) and the main piston (5) opens to release pressurized oil to the
tank via port (T2).
Damped opening and closing is obtained by the throttled volumetric change.
By applying external pressure of Pst max =35 bar to the main spool (9) via
port X, the pre-tensioning of the pressure spring (3) is increased by the amount
of the piston stroke "S" and system pressure is increased correspondingly.
The maximal possible pressure (P) adjustment is 440 bar with max. control
pressure at port X.
The lower setting is fixed by means of the setting screw (7) and lock nut (13);
1 turn of setting screw reduce or increase the pressure about ~150 bar.
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Table of contents section 7.0
Section Page
7.0 Main hydraulic pumps and pump regulation system
General 2 5
7.1 Main Pumps
7.1.1 Location of Pumps 6
7.1.2 Pump bearing flushing / lubrication 7
7.1.3 Operating Principles 8 15
7.1.4 Checks and Adjustments 16 20
7.2 Electronic Pump Regulation System
7.2.1 Electronic load limiting control - General 21
7.2.2 Micro controller MC7 22
7.2.3 Checks and adjustments - General 23
Method A - X1-pressure adjustment with 24V
supply to separating terminals at
the X2-switch board.
24
Method B - With the electronic service tool BB-3
- Language selection 25 + 26
- Excavator Type selection 27 + 28
- X1-pressure (max. current) adjust. 29 + 30
Method C - With a laptop and BODEM software
- Starting the program 31 + 32
- Language selection 33
- Excavator Type selection 34
- X1-pressure (max. current) adjust. 35
7.3 Hydraulic Constant Regulation System
7.3.1 General 36
7.3.2 X1-pressure adjustment (constant-pressure) 37
7.4 Determination of the Peak point 38+39
7.5 Engine speed sensor (pick up)
7.5.1 Engine speed sensor (pick up) adjustment 40
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7.0 Main hydraulic pumps and pump regulation system
General layout (Hydraulic only)
Legend for illustration (Z 22442a):
(1 - 6) Main hydraulic pumps
(7.1) Pilot pressure pumps, engine 1
(7.2) Pilot pressure pumps, engine 2
(68.1) Pilot pressure filter unit
(70.1) 60 bar pressure relief valve
(70.2) 35 bar pressure relief valve
(81.1) Pressure reducing valve: "Remote control pressure" Q-max flow
reduction for the warming-up period
(81.2) Pressure reducing valve: "Pump regulation pressure X1 at hydraulic
pump regulation" (Hydraulic constant regulation mode)
(Y17) Solenoid valve: "Idle time control and low hydraulic oil temperature"
Q-min flow for all main pumps
(Y17a) Solenoid valve: "Remote control pressure"
Q-max flow reduction for all main pumps (low hydraulic oil
temperature)
(Y61-1) Proportional solenoid valve: "Pump regulation pressure X1 at electronic
pump regulation, engine 1" (Standard operation mode)
(Y61-2) Proportional solenoid valve: "Pump regulation pressure X1 at electronic
pump regulation, engine 1" (Standard operation mode)
(79.1) Change over valve: "Electronic or Hydraulic pump regulation",
engine 1
(79.2) Change over valve: "Electronic or Hydraulic pump regulation",
engine 2
(Y102-1) Solenoid valve:
"Pump regulation support pressure and pump bearing lubrication"
(Y102-2) Solenoid valve:
"Pump regulation support pressure and pump bearing lubrication"
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7.0 Main hydraulic pumps and pump regulation system
Pump regulation system
General
Controlled output flow of the main pumps is necessary:
To utilize the available engine power most efficiently in every operating
mode.
To limit the power consumption of the hydraulic pumps depending of the load
of the engine. (Electronic pump regulation with micro-controller MC7)
For additional functions, such as swing dependent or temperature-
dependent flow control.
Function:
X1 pump regulation pressure (0 25 bar):
The power controller of the main pumps can be remotely controlled by
applying an external pilot pressure (X1 ) at port X LR to the spring chamber of
the power control valve. The start of destroking can be varied in proportion to
the applied X1 - pressure.
X2 pilot pressure (35 bar):
Constant pilot pressure to regulate the main pumps at special circumstances,
e.g. to fix pump 3 in Q-max position activated by the swing control (pump for
swinging controlled by Y48) .
X3 remote control pressure (0 / 16 / 35 bar):
Basic setting Q-min (0 bar), the flow rate increases with the
pilot pressure X3 at port Pst, up to Q-max (35 bar).
The hyperbolic power control is superimposed on the pilot pressure
signal and keeps the specified drive power constant. (px Vg = constant).
The flow rates are:
Q-min.: X3 = 0 bar
Q-max.: X3 = 16 bar
Q-max.: X3 = 35 bar
X4 pump support pressure (60 bar):
Constant pilot pressure to support the regulation function at low operating
pressure and to lubricate the main pump bearings.
7.0
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7.0 Main hydraulic pumps and pump regulation system
Pump regulation system general
Function:
Solenoid valve Y17: (33/7)*
If solenoid valve Y17 is de-energized pumps (1-6) are in Q-min position. It
gets energized as soon as one of the control levers/pedals has been operated
and de-energized when ever all controls are in neutral position for more than
20 seconds (exception: high oil temperature >T3).
Solenoid valve Y17a: (33/5)*
The solenoid is de-energized as long the hydraulic oil temperature is below
the values of temperature range T2 (depending on the filled in hydraulic
oil) shown in the table. ( pumps (1-6) are in Q-max. position)
* Electric circuit diagram page / column (based on id # 897 889 40)
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7.0 Main hydraulic pumps and pump regulation system
Pump regulation system general
Function:
Proportional Solenoid valve Y61-1 and Y61-2: (49/2)*
This valves, connected to the MC7 micro-controller E32 (electronic pump
regulation), creates a X1-pressure depending on the load of the engine.
This X1-pressure is the pumps regulation signal to de-stroke from Q-max. into
Q-min. position, to keep the engine at rated speed of approx. 1800 RPM.
Pressure reducing valve 81.1:
"Remote control pressure" (X3)
Q-max flow reduction during the warming-up period for all pumps by the
function of solenoid valve Y17a.
Pressure reducing valve 81.2:
Pump regulation pressure X1 at "hydraulic pump regulation" (Hydraulic
constant regulation mode) by the function of change over valve (79.1 / 79.2).
One valve for both engines. This valve create a constant X1 pressure, the
pressure can be change for different pump regulation checks and adjustments.
Change over valve 79.1 and 79.2:
Change over three way cock valve to select "Electronic or constant regulation
mode", one for each engine.
Note: * Electric circuit diagram page / column (based on Id # 897 889 40)
7.0
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7.1 Main Pumps
7.1.1. Location of Pumps
Legend for illustration (Z 22415a):
(1 - 6) Axial piston pump (swash plate type)
pump volume Vg max = 500 cm/rev
theoretical flow rate, each Qmax = 700 Liter/min
Drive speed* n = 1400 min
-1
for all working motions
(10.1), (10.3) Axial piston pump
pump volume Vg max = 80 cm/rev
theoretical flow rate Qmax = 158 Liter/min
Drive speed* n = 1973 min
-1
for radiator fan drive
(10.2), (10.4) Axial piston pump
pump volume Vg max = 80 cm/rev
theoretical flow rate Qmax = 142 Liter/min
Drive speed* n = 1770 min
-1
for oil cooler fan drive
(8.1), (8.4) Gear pump
pump volume Vg = 58,7 cm/rev
theoretical flow rate Qmax = 82,2 Liter/min
Drive speed* n = 1400 min
-1
for PTO gear lubrication
(8.2), (8.5) Gear pump
pump volume Vg = 58,7 cm/rev
theoretical flow rate Qmax = 82,2 Liter/min
Drive speed* n = 1400 min
-1
for hydraulic oil circulation
(7.1), (7.2) Gear pump
pump volume Vg = 85,7 cm/rev
theoretical flow rate Qmax = 120 Liter/min
Drive speed* n = 1400 min
-1
for pilot pressure supply
* at 1800 min
-1
input drive speed
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7.1 Main Pumps
7.1.2. Pump bearing flushing / lubrication
The installed main pumps are provided with an external cooling and lubrication
system for flushing of drive shaft bearing and shaft seal.
Oil supply is provided from the X4-pressure circuit.
To reach the restricted guidance of the coolant for external bearing flushing, the
throttle screw (located behind the union at port U) must screwed in all the way.
An information sign is fixed at the pump.
Legend for illustration (Z 22443):
(1 4) Main pumps
(147.1-147.6) Orifice (one for each main pump)
(33) Filter for pilot pressure
(P) Ports for X4-pressure (pump support pressure)
(U) Port for the pump bearing flushing / lubrication
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7.1 Main Pumps
7.1.3 Operating Principles
Main hydraulic pump A4VSO 500 LR3DN / 30L
Type code explanation:
A4VSO 500 LR 3 D N / 30 L
Rotation
Series
Basic adjustment for minimum displacement
With pressure control
Hydraulic remote adjustment facility
Constant power with hyperbolic curve
Max displacement in cm
3
at one (1) revolution
Axial piston pump series 4, variable displacement ,swash plate design for open circuits
Function and characteristics:
The A4VSO variable displacement axial piston pump in swash plate
design is intended for drives in open circuit operation.
The flow volume is proportional to the drive speed and the displacement.
By adjusting the swash plate a infinitely variable flow adjustment is
possible.
Pumps of the same nominal size can be built onto the trough drive.
Combinations with gear pumps are also possible.
Legend for illustration (Z 22446):
The lower illustration shows only a principle pump construction
(1) Drive shaft
(2) Cylindrical roller bearing
(3) Slipper pad
(4) Swivel angle indicator
(5) Positioning piston
(6) Swivel pin
(7) Cylinder with pistons
(8) Final connecting plate
(9) Cylindrical roller bearing
(10) Splints for the through drive coupling (Aux. pump drive)
(11) Swivel cradle
(12) Q-min stop bolt
(13) Power control valve
(14) Pressure balance valve
(15) Power curve correction
(16) Pressure cut off valve
(17) Q-max. stop bolt
(18) Remote control valve
continued
7.0
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles
Symbol of main hydraulic pump A4VSLO 750 LR3DN / 30L
Legend for illustration (Z 22447):
(1) Main pump (swash plate pump, variable displacement)
(2) Pump bearing group
(3) Drive shaft
(4) Non return valves
(5) Remote control valve
(5.1) Mechanical stroke limitation*
(5.2) Remote pressure (P
ST
) operated piston for item 6
(5.3) Mechanical stroke limitation*
(6) Spool valve (pressure balance valve)
(7) Nozzle
(8) Power control valve
(9) Nozzle
(10) Pressure cut-off valve
(11) Auxiliary pump (Gear pump, fixed displacement
(12) Positioning piston
(13) Slipper pad piston
(14) Lever
(15) Cam
(16) Through drive shaft
* Factory side adjusted, no field adjustment required
B/B1 Pressure port
S Oil intake (suction port)
MB Operating pressure check point
Mst Control pressure check point
R(L) Filler and bleeder port
T, K1, K2 Connection port for chip indicator
P Pump support pressure (X4-pressure)
Pst Remote control pressure port (X3-pressure)
U Bearing flushing port
XLR Regulating pressure port (X1-pressure)
continued
7.0
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles
Sectional drawing of Power Controller LR3DN / 30L
Legend for illustration (Z 21551a):
(5) Remote control valve
(5.1) Mechanical stroke limitation
(5.2) Remote pressure (P
ST
) operated piston for item 6
(5.3) Mechanical stroke limitation
(6) Spool valve (pressure balance valve)
(8) Power control valve
(10) Pressure cut-off valve
(12) Positioning piston
(13) Slipper pad piston
(14) Lever
Refer also to illustration Z 22447 on the previous page.
continued
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21552a)
Q-min position: (remember Q means volume)
When are the pumps in Q-min position?
A: Engine at standstill
B: Engine running and the controls are not used for 20 sec. or longer
at normal operating temperature
C: Engine running and service switch S150 activated
Example C with the following conditions:
Engine running (high idle)
Pump pressure smaller than X4 = 60 bar (pump support pressure)
X1 = 24 bar (pump regulation pressure), this pressure will not influence
the Q-min position under these conditions.
X3 = 0 bar (remote control pressure); Y17 de-energized (S150 activated)
for pumps (1, 2,4, 5 and 6).
Pump #3 is not connected in the regulation circuit its port XLR is
permanent charged with X2-pressure
X4 = 60 bar (pump support pressure)
Pump support pressure is present at valve (6), the slipper pad of
piston (13) and the small area side of the positioning piston (12).
Response of pump control mechanism:
Valve (6) moves to position "b" because the X4-pressure will overcome the
spring force, since the oil behind nozzle (7) flows through valve (5) (which is
in position "a", due to the missing remote control pressure X3) back to tank.
Pump support pressure X4 passes valve (6) position "b" and flows via power
control valve (8) position "a" to the large area side of positioning piston (12).
Because the large area side of positioning piston (12) is approximately three
times larger as the small area side, the pump support pressure X4 of 60 bar
present on both sides, resulting in stronger force at the large area side, keeps
the pump in Q-min position.
The pump remains in Q-min position
continued
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21553a)
Q-max position: (remember Q means volume)
When does the pumps move into Q-max position?
Engine running
and hydraulic oil at normal operating temperature (> T2)
and the controls frequently used within 20 sec.
(or Service switch S151 activated)
and a pump pressure below start of de-stroking.
Example with the following conditions:
Engine running (> 1800 min
-1
)
Pump pressure between 60 bar and 300 bar, present at the slipper pad
of piston (13) and the small area side of the positioning piston (12)
X1 = 24 bar (pump regulation pressure)
X3 = 35 bar (remote control pressure); Y17 and Y17a energized
for all six pumps.
X4 = 60 bar (pump support pressure), present at valve (6).
Response of pump control mechanism:
Valve (6) moves to position "a" because the spring force is supported by the
X4-pressure, since the oil flow back to tank is blocked at valve (5) (which is
in position "b", due to the 35 bar remote control pressure X3).
The large area side of positioning piston (12) is connected, via power control
valve (8) position "a" and pressure balance valve (6) position "a", to the
return oil line.
The pump moves into Q-max position, because the pump pressure acts only
at the small area side of positioning piston (12).
The pump moves into Q-max position
continued
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21554a)
Q-max position: (remember Q means volume)
When does the pumps move into half Q-max position?
Engine running
and hydraulic oil below normal operating temperature (< T2)
and the controls frequently used within 20 sec.
(or Service switch S151 activated)
and a pump pressure below start of de-stroking.
Example with the following conditions:
Engine running (> 1800 min
-1
)
Pump pressure between 60 bar and 300 bar, present at the slipper pad
of piston #14 and the small area side of the positioning piston #13
X1 = 24 bar (pump regulation pressure)
X3 = 16 bar (remote control pressure); Y17 energized and Y17a de-
energized
for all six pumps.
X4 = 60 bar (pump support pressure), present at valve #6.
Response of pump control mechanism:
Valve (6) moves to an intermediate position (in-between "a" and "b"), since a
certain amount of oil behind nozzle (7) flows through valve (5) (which is also
in an intermediate position, due to the 16 bar remote control pressure X3)
back to tank.
The large area side of positioning piston (12) is connected, via power control
valve (8) position "a" and pressure balance valve (6), to the return oil line.
The pump moves into Q-max position, because the return oil flow through
pressure balance valve (6) is restricted (due to its intermediate position),
resulting in a pressure at the large area side of the positioning piston (12).
The pump moves into Q-max position
continued
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21555a)
De-stroking: (Pump moves from Q-max. into of Q-min. direction)
When does the pumps start to de-stroke
Engine running
and hydraulic at normal operating temperature (> T2)
and Service switch S150 deactivated
and The load stalls the engine RPM below 1800 min
-1
(The electronic pump regulation system will reduce the X1-pressure)
or With pump pressure above 150 bar (Hydraulic constant regulation)
(Constant X1-pressure of approximately 8 bar)
Example with the following conditions:
Engine running (> 1800 min
-1
)
Pump pressure 260 bar adjustable at main relief valve, present at the slipper
pad of piston (13) and the small area side of the positioning piston (12)
X1 = 12 bar (constant regulation pressure adjustable at pressure reducing
valve 81.2) Change over valve (79.1 / 73.2) switched to hydraulic mode
X3 = 35 bar (remote control pressure); Y17 energized and Y17a energized
X4 = 60 bar (pump support pressure), present at valve (7).
Response of pump control mechanism:
Valve (6) moves to position "a" because the spring force is supported by the
X4-pressure, since the oil flow back to tank is blocked at valve (5) (which is
in position "b", due to the 35 bar remote control pressure X3).
The operating pressure (with the value for start of de-stroking) at the slipper
pad of piston (13) moves the power control valve (8) into position "b"
(against the spring force supported by the X1-pressure).
This in turn connects the operating pressure to the large area side of
positioning piston (12).
Because the large area side of positioning piston (12) is approximately three
times larger as the small area side, the operating pressure present on both sides,
resulting in stronger force at the large area side, moving the pump in Q-min
direction.
The pump de-strokes until the forces at positioning piston (12) are
balanced
continued
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Section 7.0
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Cont'd:
7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21556a)
Pressure cut-off valve: (DR control valve, Pump moves into Q-min. position)
When is the pressure cut-off valve active?
Engine running
and With pump pressure above 300 bar
Example with the following conditions:
Engine running (> 1800 min
-1
)
Pump pressure 300 bar
X1 = 24 bar (pump regulation pressure)
X3 = 35 bar (remote control pressure)
X4 = 60 bar (pump support pressure)
Response of pump control mechanism:
Independent of the position of power control valve (8) the pressure cut-off
valve (10) causes the pump to de-stroke to the pre-adjusted Q-min position.
The operating pressure moves the pressure cut-off valve (10) (at set pressure)
into position "b" and flows to the large area side of positioning piston (12).
Because the large area side of positioning piston (12) is approximately three
times larger as the small area side, the operating pressure present on both
sides, resulting in stronger force at the large area side, moving the pump in Q-
min position.
The pump moves into Q-min position
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Section 7.0
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7.1 Main Pumps
7.1.4 Checks / Adjustments
Location of Adjustments
Legend for , illustration (Z21557)
(1) Remote control valve
(2) Q-min. stop bolt
(3) Pressure balance valve
(4) Start of de-stroking
(5) Power curve correction
(6) Pressure cut-off valve
(7) Q-max. stop bolt
(8) Angle indicator
The average length of the measurement "L" is: set crews (bolts )
location length L (mm)
1 13.4
2 21.9
3 7.6
4 8.1
5 ----
6 6.0
7 27.6
The measurement "L" is an orientation only if the adjustment is
totally out of requirements.
They must not be used for final adjustments.
The detail for (5) shows the position of the housing edge and the edge
of the eccentric set bolt. The example shows them in parallel position
which is mostly not the case. The adjustment should never be altered.
Further information see next pages
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Section 7.0
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7.1 Main Pumps
7.1.4 Checks / Adjustments
Pressure balance valve, illustration (Z 21558b)
The pressure balance valve is bench adjusted. There is no field
setting with a sufficient result possible.
continued
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Section 7.0
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Cont'd:
7.1 Main Pumps
7.1.4 Checks / Adjustments
Start of de-stroking(LR valve), illustration (Z21559)
The reason of this check is to make sure, the pump starts de-stroking at an
operating pressure of 150 bar with a pump regulation pressure X1 = 0 bar.
1. Connect a 400 bar pressure gauge to the pressure check point at the
respective high pressure filter for the pumps being checked.
2. Connect a 25 bar pressure gauge to respective pressure check point
M20-1 or M20-2 at the control and filter panel (X1-pressure).
3. Change over the respective three way cock to electronic regulation.
4. Unplug the respective proportional valve Y61.1 / Y61.2.
5. Insert an Allen key into the angle indicator bolt (see illustration)
for better visibility of the start of.
6. Start the respective engine, let it run with max. speed. The X1-
pressure should be 0 bar.
7. Stall the hydraulic for the pump to be checked and alter the operating
pressure with the MRV between 140 and 160 bar.
Start of de-stroking should be at an operating pressure of 150 bar,
shown at the gauge connected to the high pressure filter.
If readjustment is required proceed as follow:
a) Adjust with the MRV an operating pressure of 150 bar.
b) Loosen lock nut (6) (Power control valve).
c) Turn set bolt (7), so that the pump is still in Q-max. position,
but just at the beginning of de-stroking.
d) Tighten lock nut (6).
8. Re-adjust the operating pressure at the MRV to 310
+10
bar and plug
on the Y61.1 resp. Y61.2
(For exact values refer to the final test report.)
9. Remove Allen key and gauges.
continued
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Section 7.0
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Cont'd:
7.1 Main Pumps
7.1.4 Checks / Adjustments
Pressure cut-off valve (DR control valve), illustration (Z21560)
The sense of this check is to make sure that the pump is in Q-min. position at
an operating pressure between 300 bar and 310 bar.
1. Connect a 400 bar pressure gauge to the pressure check point at the
respective high pressure filter for the pumps being checked.
2. Insert an Allen key into the angle indicator bolt (see illustration) for
better visibility of the start of destroking.
3. Start the respective engine, let it run with max. speed, stall the
hydraulic for the pump to be checked and alter the operating
pressure with the MRV between 280 and 310 bar.
4. The angle indicator must indicate Q-min. position at a pressure of
300 bar shown at the gauge connected to the high pressure filter.
If readjustment is required proceed as follow:
a) Loosen lock nut (8).
b) Turn set bolt (9), so that the pump is in Q-min. position at
the required value.
c) Tighten lock nut (8).
5. Re-adjust the operating pressure at the MRV to 310
+10
bar
6. Remove Allen key and gauges.
continued
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Section 7.0
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Cont'd:
7.1 Main Pumps
7.1.4 Checks / Adjustments
Q-max. and Q-min. stop bolt, illustration (Z21561)
1. Unscrew box nut (10 or 14).
2. Loosen the lock nut (11 or 13)
3. Turn the stop (12 or 15) in or out until required length
Length "X" or "Y"
5. Tighten the lock nut and screw on box nut (12).
Turning the Q-min. stop bolt too much out can cause serious damage
to the pump.
The pump moves over 0 (zero) position into the opposite drive
direction: (suction line becomes pressure line and pressure line
becomes suction line)
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Section 7.0
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7.2 Electronic Pump Regulation System
7.2.1 Electronic load limiting control - general, illustration (Z 22448)
The drive train of the excavator consists of two diesel engine, several
hydraulic pumps, which supply cylinders and hydraulic motors.
The load limiting control ensures optimum use of the power required for the
excavator under varying operating conditions and avoiding overload of the
diesel engine.
Illustration Z22448 shows the principle of the electronic load limiting control.
The MC7 (E32) processes the following input signals:
Diesel engine speed (Pin 52, 53 and 54) from magnetic pick-up (B64-1
and B64-2), adjustment see at the end of this section.
Switch signal (Pin 35) from engine control (3E14-1), 24V if n > 300 min
-1
The MC7 (E32) processes the following output signals:
Signal value to control the proportional solenoid valve Y61-1 (Pin 28)
and Y61-2 (Pin 30).
Switch signals (Pin 32 and 33), diagnostic of the MC7 (E32-1)
The diesel engine drives three variable displacement pumps by means of a
PTO-gearbox.
Each pump is equipped with a hydraulic power controller (HPC).
This controller limits the input torque of the pump to an adjusted command
value (X1-pressure, for start of de-stroking).
The command value (X1-pressure) is present via proportional solenoid valve
Y61-1 and Y61-2 at the hydraulic power controllers of each pump.
The actual speed of the engine is measured with a speed sensor at the flywheel.
The auxiliary hydraulic pumps and other consumers can be operated
without being directly affected by the load limiting control.
The control algorithm of the load limiting control always compares the actual
engine speed with the rated load speed.
With increasing load the engine torque will rise and the engine speed will
drop.
For this reason the electronic load limiting control will be initiated when the
load speed falls below 1800 min
-1
, i.e. the torque of the main pumps will be
lowered (by reducing the X1-pressure) until the rated speed of 1800 min
-1
is
attained again.
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7.2 Electronic Pump Regulation System
7.2.2 Micro controller MC7, illustration (Z 21716)
The MC7 micro controller is used for the programmable control of a maximum of
four proportional solenoids and two additional switching functions.
As input signals, the microprocessor processes analog voltages in the 0V to 5V
range and switching information. All inputs are protected against over voltage and
electrical interference.
As output signals, the output stages of the MC7 deliver closed loop controlled
currents for the connection of proportional solenoids.
The analog voltage output is suitable for the simple forwarding of analog
information to other electronic circuits.
Characteristics
Closed loop control of solenoid currents, i.e. independent of voltage and
temperature.
Pulse width modulated (PWM) solenoid currents for minimal hysteresis.
Internal buzzer for programmable monitoring of functions or errors.
Setting and Display Facilities
All calibration operations and the display of functions, faults and system variables
are connected via the serial interface to the BB-3 control panel or to a PC running
the BODEM software.
MC7 - Unit Dimensions
Plug Contacts
MC7 - Block Circuit Diagram
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments
Micro controller MC7, illustration (Z 21714a)
The adjustment of the X1-pressure can be done with three different methods:
A. With 24V supply to separating terminals at the X2-switch board
or
B. With the electronic service tool (EST) BB-3 connected to the serial
interface X13-1 (located in the operators cab)
or
C. With a laptop, running the BODEM software, connected to the serial
interface X13-1 (located in the operators cab)
Procedure B and C should only be carried out by authorized
personnel. [ Dealer or KMG-factory staff ]
Because it is possible to influence the behavior of the pump regulation
system.
On the following pages are only the necessary setups described.
If additional information is required, please contact KMG-Service
department.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 21717a)
Method A - X1-pressure with 24V supply to separating terminals at the X2-
switch board
Pre-conditions: Normal operating temperature, correct pilot pressure setting
and the system must be free of air.
1. Make sure the change over valves is in position Electronic Pump Regulation
2. Connect a pressure gauge to the respective check point (M20-1 or M20-2), using
a long pressure gauge hose to be able reading the pressure in front of the X2-
panel.
3. Selection of adjusting mode:
Turn the main key switch in on position, and activate the adjusting mode as
follows:
Connect 24V, simultaneously to terminal 127 and 128 for 10 seconds, using two
test leads and disconnect the voltage thereafter.
4. Selection of the required proportional solenoid valve:
With the main key switch still in on position, select the applying terminal (X2-
board) for proportional solenoid valve Y61-1 (engine1) or Y61-2 (engine2) as
follows:
Y 61-1 No connections at selecting terminals required.
Y 61-2 Connect 24V, to terminal 126, using one test lead.
5. Adjusting the X1-pressure:
Start the engine, let it run with maximum speed.
Read the pressure, required = 24 0,5 bar
If necessary increase the X1-pressure as follows:
Connect 24V temporarily to terminal 127.
As long as voltage is supplied, the X1-pressure drops to zero.
After interrupting the voltage supply, the gauge pointer will move
slowly to the new present X1-pressure.
Example:
Keeping voltage supply for two seconds , will increase the X1-pressure
of approximately 1 bar.
6. To decrease the X1-pressure connect 24V to terminal 128 and proceed as
described under item 5, keeping voltage supply for two seconds , will
decrease the X1-pressure of approximately 1 bar.
7. After the adjustment is finished, remove the test leads and pressure gauge and
turn the main key switch in OFF position to deactivate the adjusting mode.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357a)
Method B - With the electronic service tool (EST) BB-3 connected to the
serial interface X13-1 (located in the operators cab)
Pre-conditions: Normal operating temperature, correct pilot pressure setting and the system
must be free of air.
1. Make sure the respective change over valve is in position Electronic Pump Regulation
2. Connect a pressure gauge to check point (respective M20-1, M20-2 ), using a long
pressure gauge hose to be able reading the pressure inside the operators cab.
3. Connect the electronic service tool (BB-3) to the data link adapter X13,
with key switch (S1) in OFF position.
4. Turn key switch (S1) in ON position:
After switching on the power for the Control panel BB-3 the following functions are
carried out and shown on the display:
4.1 Self-test and baud rate recognition:
The BB-3 automatically recognizes the rate
of data transmission from the MC electronics.
4.2 Identification:
On recognition of the MC electronics the
relevant software in the BB-3 will be started up.
4.3 Main menu:
Initialization of remote control unit BB-3 is complete.
One of the four main menu items can be selected using the given keys.
First screen (main menu) after connection and Key switch turned ON in German.
Language selection
To change the language press simultaneously The language selection menu appears
the buttons ALT + Clear
continued
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Section 7.0
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357)
Method B
Cont'd:
Language selection
Press button 2 The language will change to English
One of the four main menu items can be selected using the given keys. (Fig. 1)
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357)
Method B
Excavator Type selection:
Press F1 Conf i g/ Cal . Press 4 Devi ce Li st .
Select the excavator type by pressing
Press 1 Devi ce Li st . or . PC4000/5500/8000
Press ENTER. Accept value/condition Press MENU. Return to sub menu.
continued
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357)
Method B
Cont'd:
Excavator Type selection:
Press MENU. Return to main menu. Press TEACH. Activate storage menu.
Press 1. Save Params. This menu item permits
storage of all edited parameters in the EEPROM
of the MC electronics. Press ENTER. Store parameters.
Press MENU .Abort.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357)
Method B
X1-Pressure (maximum current) Adjustment:
Press F1 Conf i g/ Cal . Press 2 Max cur r ent
Start the respective diesel engine and let it run
with maximum speed. (high free idle)
Do not load the diesel engine.
Check the X1-pressure with a pressure
Press 1 Val ve 1. (Engine 1) or gauge and set it to the
Press 2 Val ve 2 (Engine 2) desired value by pressing or .
Press ENTER. Acceptance of new value Press MENU. Return to sub menu.
continued
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22357)
Method B
Cont'd:
X1-Pressure (maximum current) Adjustment:
Press MENU. Return to main menu. Press TEACH. Activate storage menu.
Press 1. Save Params. This menu item permits
storage of all edited parameters in the EEPROM
of the MC electronics. Press ENTER. Store parameters.
Press MENU .Abort.
If all adjustments are correct and stored in the MC7, proceed as follow:
Stop the engine and turn key switch (S1) in OFF position
Disconnect the electronic service tool (BB-3) and the pressure gauge.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22358)
Method C - With a laptop computer and BODEM software connected to the
serial interface X13 (located in the operators cab)
Pre-conditions: Normal operating temperature, correct pilot pressure setting and the
system must be free of air.
1. Make sure the change over valve is in position Electronic Pump Regulation
2. Connect a pressure gauge to the respective check point (M20-x), using a long pressure
gauge hose to be able reading the pressure inside the operators cab.
3. Connect the laptop computer to the data link adapter X13,
with key switch (S1) in OFF position.
4. Make sure that the dongle is connected to the laptop computer. If not
5. Turn key switch (S1) in ON position.
6. Start the computer.
7. Click on the Bodem - icon to start the program.
continued
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22358)
Method C
Cont'd:
8. The program starts (only) the first time with the Demo Version.
9. Open menu FILE INTERFACE , select the required interface connection
(Standard COM1), confirm with OK and leave the program.
10. Start the program again. Now the computer is connected to the Micro controller.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22358)
Method C
Language selection
Open menu FILE Language , select the required language and confirm with OK .
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22358)
Method C
Excavator Type selection:
Open menu Display/Edit parameters Device list , select the required Excavator type and
confirm with OK .
After confirming the Excavator type, confirm saving the parameters with OK.
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7.2 Electronic Pump Regulation System
7.2.3 Checks and adjustments Micro controller MC7,
illustration (Z 22358)
Method C
X1-Pressure (maximum current) Adjustment:
Open menu Display/Edit parameters Max current , adjust the required pressure with the
slide bar and confirm with OK .
After adjusting the pressure, confirm saving the parameters with OK.
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7.3 Hydraulic Constant Regulation System
7.3.1. General
The pilot pressure pump (7.1 and 7.2) delivers the oil through the pressure
filter (68.1) to port A of the pressure relief valve (70.1) for limiting the pilot
pressure (X2). The 35 bar limited pilot pressure oil flows through the solenoid
manifold to the pressure reducing valve (81.2), which reduces the X2 pressure
to the necessary constant X1 pressure, to prevent the engine from overloading.
For testing purposes the pump regulation system can be changed to
the hydraulic operation mode. In case of a failure in the electronic
regulation system the hydraulic operation mode can also be used for
emergency operation.
The standard operation mode of the pump regulation system is the
Electronic Operation Mode.
Legend for illustration (Z 22449):
(1 - 6) Main hydraulic pumps
(7.1) Pilot pressure pump, engine 1
(7.2) Pilot pressure pump, engine 2
(68.1) Pilot pressure filter unit
(70.1) 60 bar pressure relief valve
(70.2) 35 bar pressure relief valve
(81.1) Pressure reducing valve: "Remote control pressure" Q-max flow
reduction for the warming-up period.
(81.2) Pressure reducing valve: " Pump regulation pressure X1 at hydraulic
pump regulation" (Hydraulic constant regulation mode)
(Y61.1) Proportional solenoid valve: "Pump regulation pressure X1.1 at electronic
pump regulation " (Standard operation mode), pump 1 and 2.
(Y61.2) Proportional solenoid valve: "Pump regulation pressure X1.2 at electronic
pump regulation " (Standard operation mode), pump 4, 5 and 6.
(79.1) Change over valve engine 1: "Electronic or Hydraulic pump regulation"
(79.2) Change over valve engine 1: "Electronic or Hydraulic pump regulation"
(Y102-1) Solenoid valve Pump support pressure and pump bearing flushing,
engine 1
(Y102-2) Solenoid valve Pump support pressure and pump bearing flushing,
engine 2
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7.3 Hydraulic Constant Regulation System
7.3.2. X1-pressure adjustment (constant-pressure) , illustration (Z 22360a)
1. Connect gauges (min. 400 bar) to check points (M12.1, M12.2, M12.3 and
M12.4).
2. Start only one engines and let it run with max. speed.
3. Check High Idle speed = 1900
+35
min
-1
.
4. Shift the respective three way cock valves (79.1 and 79.2) to position
Hydraulic regulation
5. Set the X1-pressure at pressure reducing valve (81.2) to approx. 4 bar **.
6. Apply max. load to all pumps (e.g. extend the bucket cylinder to the
stop position until the hydraulic system stalls), and increase the
pressure at the 3 MRVs (Block I, II, and III) equally to 260 bar*.
Check the engine speed. Required = 1850+10 min
-1
.
If necessary correct the X1-pressure at pressure reducing valve (81.2) until
the required engine speed is obtained. Record this pressure for other tests.
7. Stop engine and start the other engine and repeat from position 3.
8. Shift the three way cock valves (79.1 and 79.2) to position Electronic
regulation
9. Reset the MRVs to 310 bar
+5bar
, and remove the gauges.
A slightly deviation between the two X -1 pressures is normal, caused
by tolerances of the pumps and engines.
*Altering the MRV-Setting:
Remove dust cap (a).
Loosen lock nut (b).
Turning the set screw (c) cw the pressure will increase.
Turning the set screw ccw the pressure will decrease.
**Altering the X1-Setting:
Remove dust cap (d).
Loosen the lock nut (e).
Turning the set screw (f) cw the pressure will increase.
Turning the set screw ccw the pressure will decrease.
7.0
38
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Main Hydraulic Pumps
and
Pump Regulation System
Section 7.0
Page 38
01.09.06 PC5500-6-D_Sec_7-0_rev5d.doc
7.4 Determination of the Peak point (Engine performance) ,
illustration (Z 22360a)
1. Connect pressure gauges to check points (M12.1, M12.2, M12.3 and
M12.4) at the high pressure filter.
2. Connect a pressure gauge to the X1.1 and X1.2 pressure check point M20-
1 and M20-2.
3. Unplug solenoid valves Y6A-1, Y6B-1, and Y6A-2, Y6B-2, for engine 2,
to ensure that the hydraulic oil cooler fans are running with maximum
speed.
4. Unplug the solenoid valve Y14A-1, Y14B-1 for engine 1 and Y14A-2,
Y14B-2 for engine 2 to ensure that the engine radiator fan is running with
maximum speed.
5. Start one engine and let it run with max. speed.
6. Check High Idle speed = 1900
+35
min
-1
.
7. Set the MRV of main valve block I, II and III individually to approx. 120 bar
*, to prevent the engine from overloading during the test.
8. Shift the three way cock valves (79.1, 79.2) to position Hydraulic regulation.
9. Set the X1-pressure at pressure reducing valve (81.2) > 24 bar **, to
ensure that the pumps remaining in Q-max. flow position during the test.
11. Apply max. load to all pumps (e.g. extend the bucket cylinder to the final
stop position keep the ), and increase the pressure at the 3 MRVs *
(block I, II, III) equally until the engine speed is 180010 min
-1
.
Record this pressure for other tests. Required: 3 times 2205 bar.
12. Stop engine and start the other one. Repeat from step 6.
If the operating pressure respectively the engine speed is higher than
required there is probably not the full volume available.
If the operating pressure respectively the engine speed is lower than
required there is probably not the full engine power available.
continued
7.0
39
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Main Hydraulic Pumps
and
Pump Regulation System
Section 7.0
Page 39
01.09.06 PC5500-6-D_Sec_7-0_rev5d.doc
7.4 Determination of the Peak point (Engine performance) ,
illustration (Z 22360a)
13. Re-set the X1-pressure at pressure reducing valve (81.2) as recorded **.
14. Shift the three way cock valve (22) to position Electronic regulation
15. Reset the MRVs to 310 bar
+5bar
, and remove the gauges.
16. Check MRV on single valve block IV
*Altering the MRV-Setting:
Remove dust cap (a).
Loosen lock nut (b).
Turning the set screw (c) cw the pressure will increase.
Turning the set screw ccw the pressure will decrease.
**Altering the X1-Setting:
Remove dust cap (d).
Loosen the lock nut (e).
Turning the set screw (f) cw the pressure will increase.
Turning the set screw ccw the pressure will decrease
.
7.0
40
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Main Hydraulic Pumps
and
Pump Regulation System
Section 7.0
Page 40
01.09.06 PC5500-6-D_Sec_7-0_rev5d.doc
7.5 Engine speed sensor (pick up)
Legend for illustration (Z 22360a)
1. Speed sensor (pick up)
2. Fly wheel housing
3. Fly wheel
4. Look nut
5. RPM-module (RPM-relay)
General:
The engine speed sensor (pick up) together with the RPM-Module use the fly
wheel teeth to count the engine RPM. With engine running create each tooth
a inductive tension in the pick up coil. That cause a alternative tension at the
pick up coil wire. With engine stand still there is no tension at the pick up
wire. The frequency of this alternative tension increase or decrease
proportional to the engine RPM. The RPM-module convert the frequency in
to a proportional voltage signal. This signal is used for different components
e.g. pump regulation, display, ECS.
7.5.1. Engine speed sensor (pick up) adjustment
1. Stop engine.
2. Disconnect plug at the pick-up wire.
3. Loosen look nut
4. Turn out the pick-up completely ccw.
5. Check front end of the pick up and clean it from magnetic chips and dirt.
6. Turn the pick-up completely in ( cw ) until it touch the fly wheel Fig. A.
7. Turn the pick-up turn out ( ccw ) Fig. B.
8. Secure the pick up with look nut Fig. C.
9. Connect the plug.
Final Check
10. Start engine and let them run in high idle
11. Check the tension (AC Voltage) of the pick-up. Use the terminals 1
and 2 of the RPM-module (RPM-relay) or respective terminals at the
X2 panel.
E.g.: Pick up B64-1 is connected to terminal X2M 7 and X2M 8 and
further to RPM-module (RPM-relay) K55-1 terminal 1 and 2.
(excavator S/N 15017).
12. The tension should be 1+ 0,5 Volt AC
Avoid pick-up contact with the fly wheel while engine running..
The inductive AC voltage must be measured with connected pick up to
the RPM-module (RPM-relay).
01.09.06 PC5500-6-D_Sec_7-0_rev5d.doc
Operating Hydraulic
Section 8.0
Page 1
01.04.03 PC5500-6_Sec_8-0_rev1.doc
Table of contents section 8.0
Section Page
8.0 Operating Hydraulic
General 2
8.0.1 Floating function of boom and stick cylinders 3 + 4
8.1 Hydraulic for the attachment cylinder FSA and BHA
8.2 Hydraulic for the swing circuit
8.3 Hydraulic for the travel circuit
8.0
& 2
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Operating Hydraulic
Section 8.0
Page 2
01.04.03 PC5500-6_Sec_8-0_rev1.doc
8.0 General
Overall view of the Hydraulic system, illustration (Z 21955):
(1 6) Main pumps
(7) High pressure filters
(8) Main control blocks
(9) Distributor manifold
(10) Attachment cylinders
(11) Swing motors
(12) Rotary joint
(13) Travel motors
General information
The control blocks, the piping to the distributor manifold and the connecting
hoses to the attachment are in some points different between the Backhoe
Attachment (BHA) and the Front Shovel Attachment (FSA). If a conversion is
required, contact the service department for further information.
Function:
F
Study together with the circuit diagram.
The following numbering refers to the hydraulic circuit diagram.
Each main pump (1 to 6) delivers oil trough the high pressure filter (44.1,
44.2, 46.1 and 46.2) to port P of the main control blocks (FSA 14, 15, 16
and 13) (BHA - 175, 15,176 and 13). The single valve block IV (13) is in line
to valve block II (15) connected.
This results in three main circuits.
If all spools of the control blocks (1 to 6) are in neutral position, the oil leaves
the block at port T and returns via return oil pipes, return oil collector
manifold (35), return oil pipes (L6 and L7), return oil collector tube (114),
back pressure valve (115) and the return oil filters (117.1-117.4) into the tank
(41).
The function of back pressure valve (115) ensures:
- sufficient oil supply for all anti-cavitation valves
- and that sufficient oil is forced through the oil coolers.
If a control lever or pedal is actuated, pilot pressure oil moves the spools of the
control blocks, directing the oil flow from the main pumps to one side of the
user (either cylinders or motors). From the opposite side of the user the oil
returns to the control block and from there via the return oil circuit back into
the tank.
Each circuit is provided with one MRV (also called primary valve, at least one
SRV (also called secondary valve) and at least one flow restrictor.
continued
8.0
& 3
01.04.03 PC5500-6_Sec_8-0_rev1.doc
8.0
& 4
01.04.03 PC5500-6_Sec_8-0_rev1.doc
8.0 General
Cont'd:
8.0.1 Floating function of boom and stick cylinders FSA:
illustration (Z 22568):
The Excavator (only front shovel attachment) operates automatically with the float
position for boom and stick activated.
That means the lowering movement of boom and stick is always done in the float
position.
For deactivation of the float position, two push buttons are installed:
a) S95 in the right joy stick (E19) for the Boom function
b) S95a in the left joy stick (E20) for the Stick function
Press the respective button and keep it depressed as long as the float position shall
be deactivated.
When releasing the button the float position is activated again.
Function:
There are different main valve spools in the three main valve blocks (14, 15 and
16) for boom and stick installed. Only by lowering of the boom or retracting of the
stick is the floating function active if the button on the lever is not pushed. The
piston and rod side of the respective cylinders are in floating position direct
connect to the return line (tank). The pressure free pump circulation is still active
there is no pump pressure to the respective cylinders. By external force the
cylinder can move up or down with negligible hydraulically resistance.
In floating position of the boom only valve spool 4 of main valve block I and 2 of
block III active.
In floating position of the stick only valve spool 2 of Main valve block I and 4 of
block III active.
To push down the boom or retract the stick by hydraulically force the respective
button on the lever must by activated.
S98 for the Stick cylinders
S95 for the Boom cylinders
In normal operation mode (i.e. float position) the piston side, the rod side and the
tank are connected together when lowering the boom or retracting the stick.
If a pressurised lowering of the boom or retracting of the stick cylinders is
required the connection of piston side, rod side and tank must be disconnected and
the rod side must be connected to the pump pressure. This is done by
disconnecting the respective special floating valve spool and activating the
respective standard valve spool. Now pressurised pump oil can flow to the
cylinder rod side.
8.0
& 4
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Operating Hydraulic
Section 8.0
Page 4
01.04.03 PC5500-6_Sec_8-0_rev1.doc
Boom:
S95 ON K160 ON Float position deactivated
A10 deactivated Floating spool block I section 4 off
A10A activated Standard spool block II section 3 ON
S95 OFF K160 OFF Float position activated
A10 activated Floating spool block I section 4 ON
A10A deactivated Standard spool block II section can be on or off
Stick:
S98 ON K170 ON Float position deactivated
A8B deactivated Floating spool block III section 4 off
A8A activated Standard spool block II section 4 ON
S98 OFF K170 OFF Float position activated
A8B activated Floating spool block III section 4 ON
A8A deactivated Standard spool block II section can be on or off
F
Due to the two different operation modes for lowering, the lowering
speed of boom and stick cylinder must be adjusted twice:
A. Float position deactivated
B. Float position activated
01.04.03 PC5500-6_Sec_8-0_rev1.doc
Hydraulic for the
Attachment Cylinders
Section 8.1
Page 1
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Table of contents section 8.1
Section Page
8.1 Hydraulic for the attachment cylinder FSA and BHA
8.1.1 Electric / Hydraulic Flowchart Boom raising 2 + 3
8.1.2 Electric / Hydraulic Flowchart Boom lowering 4 + 6
8.1.3 Electric / Hydraulic Flowchart Stick extending 7 + 8
8.1.4 Electric / Hydraulic Flowchart Stick retracting 9 + 11
8.1.5 Electric / Hydraulic Flowchart Bucket filling (curl) 12 + 13
8.1.6 Electric / Hydraulic Flowchart Bucket emptying 14 + 15
8.1.8 Electric / Hydraulic Flowchart Clam opening 17
8.1.9 Electric / Hydraulic Flowchart Clam closing 18
8.1.10 Checks and adjustments of the
Main Relief Valves (Primary valves)
19 + 20
8.1.11 Checks and adjustments of the
Service Line Relief Valves (Secondary valves)
Boom cylinder piston side FSA +BHA 21 + 22
Boom cylinder piston rod side FSA +BHA 23 + 24
Stick cylinder piston side FSA 25 + 26
Stick cylinder piston side BHA 27 + 28
Stick cylinder piston rod side FSA 29 + 31
Stick cylinder piston rod side BHA 32 + 33
Bucket cylinder piston side FSA 34 + 35
Bucket cylinder piston side BHA 36 + 37
Bucket cylinder piston rod side FSA 38 + 39
Bucket cylinder piston rod side BHA 40 + 41
Clam cylinder piston rod side FSA 42
Clam cylinder piston side FSA 43
8.1.12 Checks and adjustments for the lowering speed.
General: Flow Restrictors
44
Boom cylinder FSA (Float position activated / deactivated) 44 + 46
Boom cylinder BHA 47
Stick cylinder FSA (Float position activated / deactivated) 48 + 49
Stick cylinder BHA 50
Bucket cylinder FSA 51
Bucket cylinder BHA 52
Clam cylinder 53
8.1.13 Checks for the valve control logic. 54
8.1
2
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 2
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.1 Electric / Hydraulic flowchart Boom raising FSA
Legend for illustration (Z 22493):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(Y-) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module Boom
(A10A) Amplifier module Boom
(A10B) Amplifier module Boom
(K79) Relay pilot control:
Contacts 8 / 12 only closed while lifting the boom.
(K160) Relay Floating control:
Contacts 2 / 10 closed auto floating active .
(K80) Relay pilot control:
Contacts 2 / 10 open while bucket filling (priority function).
(K76A) Relay pilot control:
Contacts 2 / 10 open while stick extending (priority
function).
(45.1 45.3) Remote control valves
(Y23, Y26, Y29) Proportional solenoid valve
(Y23a, Y26a, Y29a) Directional solenoid valve
(I III) Main control blocks I III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives via ramp time module (E49) and the
relay contacts (K79, K160) at terminal 5 of the three amplifier modules (A10,
A10a and A10b) and further to the proportional and directional solenoid valves
of the remote control blocks (45.1, 45.2, and 45.3).
Hydraulic signal flow. (pilot pressure)
When the respective proportional and directional solenoid valves are energized
pilot pressure oil flows to the pilot pressure ports of the main control blocks.
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I to IV)
and arrives via the distributor manifold at the hydraulic cylinders.
8.1
3
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 3
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.1 Electric / Hydraulic flowchart Boom raising BHA
Legend for illustration (Z 22471):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(YD) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module Boom
(A10a) Amplifier module Boom
(A10b) Amplifier module Boom
(45.1 45.3) Remote control valves
(Y23, 25 +Y29) Proportional solenoid valve
(Y23a, Y25a, Y29a) Directional solenoid valve
(175, 15, 176) Main control blocks I IV
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives via ramp time module (E49) at
terminal 5 of the amplifier modules (A10 to A10b) and further to the
proportional and directional solenoid valves of the remote control blocks (45.1,
45.2, 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the pilot pressure ports of the main control blocks.
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I to III)
and arrives via distributor manifold at the hydraulic cylinders piston side.
The piston extend and the boom move up.
8.1
4
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 4
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.2 Electric / Hydraulic flowchart Boom lowering FSA, Auto Float off
Legend for illustration (Z 22530):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(+Y) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module Boom
(A10A) Amplifier module Boom
(A10B) Amplifier module Boom
(K76A) Relay pilot control:
Contacts 6 / 10 open while extending the stick.
(K79) Relay pilot control:
Contacts 6 / 10 open while filling the bucket.
(K80) Relay pilot control:
Contacts 8 / 12 closed while moving the boom up.
(K160) Relay pilot control:
Contacts 2 / 10 closed and 5 / 9 open while auto floating on.
(K207C) Relay pilot control:
Contacts 5 / 9 closed while warming up hydraulic oil (S205).
(45.1 45.3) Remote control valves
(Y23, Y26, Y29) Proportional solenoid valve
(Y23b, Y26b, Y29b) Directional solenoid valve
(I III) Main control blocks I IV
Electrical signal flow (EURO control).
The auto float button in the right lever E19 is still engaged this will energize
relay K160. Signal voltage of joy stick (E19) arrives via ramp time module
(E49) only at terminal 5 of the amplifier modules (A10a and A10b) and further
to the proportional and directional solenoid valve of the remote control blocks
(45.2 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the respective main control blocks.
Hydraulic oil flow
Only the oil of main pump 3 and 4 flows through the main control blocks (II)
and arrives via the distributor manifold at the boom hydraulic cylinders piston
rod side. Through main valve block III for boom lowering is no pressure oil
flow depend on a different valve spool with closed pressure port.
8.1
5
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 5
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.2 Electric / Hydraulic flowchart Boom lowering FSA, Auto Float on
Legend for illustration (Z 22531):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(+Y) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module Boom
(A10A) Amplifier module Boom
(A10B) Amplifier module Boom
(K76A) Relay pilot control:
Contacts 6 / 10 open while extending the stick.
(K79) Relay pilot control:
Contacts 6 / 10 open while filling the bucket.
(K80) Relay pilot control:
Contacts 8 / 12 closed while moving the boom up.
(K160) Relay pilot control:
Contacts 2 / 10 closed and 5 / 9 open while auto floating on.
(K207C) Relay pilot control:
Contacts 5 / 9 closed while warming up hydraulic oil (S205).
(45.1 45.3) Remote control valves
(Y23, Y26, Y29) Proportional solenoid valve
(Y23b, Y26b, Y29b) Directional solenoid valve
(I III) Main control blocks I III
Electrical signal flow (EURO control).
The auto float button in the right lever E19 is disengaged and relay K160 is de-
energized. Signal voltage of joy stick (E19) arrives via ramp time module
(E49) only at terminal 5 of the amplifier modules (A10 and A10b) and further
to the proportional and directional solenoid valve of the remote control blocks
(45.1 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the respective main control blocks.
Hydraulic oil flow
Now the pump oil flow still back to the return line. Both pressure lines at valve
block I section 3 (A3 and B3) are connected to the same back pressure charged
return line. Valve spool 2 of main valve block III connect only port B2 to the
return line. The return line, the piston side and the piston rod side of the boom
cylinders now connected together. The boom can moved up and down by external
force.
8.1
6
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 6
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.2 Electric / Hydraulic flowchart Boom lowering BHA
Legend for illustration (Z 22473):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(+Y) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module Boom
(A10a) Amplifier module Boom
(A10b) Amplifier module Boom
(45.1 45.3) Remote control valves
(Y23, 25 +Y29) Proportional solenoid valve
(Y23a, Y25a, Y29a) Directional solenoid valve
(175, 15, 176) Main control blocks I IV
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives via ramp time module (E49) at terminal 5
of the amplifier modules (A10, A10a and A10b) and further to the proportional
and directional solenoid valves of the remote control blocks (45.1 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks.
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I to III)
and arrives via distributor manifold at the hydraulic cylinders piston rod side.
The piston retract extend and the boom move down..
8.1
7
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 7
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.3 Electric / Hydraulic flowchart Stick extending FSA
Legend for illustration (Z 22532):
(E20) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(YC) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E48) Ramp time module
(A8) Amplifier module Stick
(A8a) Amplifier module Stick
(A8b) Amplifier module Stick
(K76A) Relay pilot control:
Contacts 7 / 11 and 8 / 12 closed while extending the stick.
(K80) Relay pilot control:
Contacts 1 / 9 open while bucket filling.
(K170) Relay pilot control:
Contacts 5 / 9 closed and 7 / 11 opened while floating
system active.
(45.1, 45.2, 45.3) Remote control valves
(Y21, Y27, Y31) Proportional solenoid valve
(Y21a, Y27a, Y31a) Directional solenoid valve
(I, II +III) Main control blocks I III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5
of the amplifier modules (A8, A8a and A8b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45.2 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks .
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I, II, III)
and arrives via the distributor manifold at the hydraulic cylinders.
8.1
8
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 8
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.3 Electric / Hydraulic flowchart Stick extending BHA
Legend for illustration (Z 22474):
(E20) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(Y+) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E48) Ramp time module
(A8) Amplifier module Stick
(A8a) Amplifier module Stick
(A8b) Amplifier module Stick
(45.1-45.3) Remote control valves
(Y21, Y27, Y31) Proportional solenoid valve
(Y21a, Y27a, Y27b) Directional solenoid valve
(I, II, III) Main control blocks I, II III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5
of the amplifier modules (A8, A8a and A8b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45.2, and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks .
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I, II, III)
and arrives via distributor manifold at the hydraulic cylinders.
8.1
9
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 9
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.4 Electric / Hydraulic flowchart Stick retracting FSA Auto Float off
Legend for illustration (Z 22534):
(E20) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(YD) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E48) Ramp time module
(A8) Amplifier module Stick
(A8a) Amplifier module Stick
(A8b) Amplifier module Stick
(K76A) Relay pilot control:
Contacts 7 /11 and 8 / 12 open while retracting the stick.
(K80) Relay pilot control:
Contacts 1 / 9 only open while bucket moving.
(K170) Relay pilot control:
Contacts 1 / 9 closed and 3 / 11 open while auto floating
off.
(K207C) Relay pilot control:
Contacts 5 / 9 closed while warming up hydraulic oil
(S205).
(45.1, 45.2, 45.3) Remote control valves
(Y23, Y26, Y29) Proportional solenoid valve
(Y23b, Y26b, Y29b) Directional solenoid valve
(I +III) Main control blocks I +III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5
of the amplifier modules (A8, A8a) and further to the proportional and directional
solenoid valves of the remote control blocks (45.1 and 45.2).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the control blocks ( I and II ).
Hydraulic oil flow
Only the oil of main pump 3 and 4 flows through the main control block (II)
and arrives via the distributor manifold at the stick hydraulic cylinders piston
side. Through main valve block I for stick retracting is no pressure oil flow
depend on a different valve spool with closed pressure port.
8.1
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8.1.3 Electric / Hydraulic flowchart Stick retracting FSA, Auto Float active
Legend for illustration (Z 22535a):
(E20) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(-Y) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E48) Ramp time module
(A8) Amplifier module Stick
(A8a) Amplifier module Stick
(A8b) Amplifier module Stick
(45.1-45.3) Remote control valves
(Y21, Y27, Y31) Proportional solenoid valve
(Y21a, Y27a, Y27b) Directional solenoid valve
(I, II, III) Main control blocks I, II III
Electrical signal flow (EURO control).
The auto float button in the left lever E20 is disengaged relay K170 is de-
energized. Signal voltage of joy stick (E20) arrives via ramp time module
(E48) at terminal 5 of the amplifier modules (A8, A8a and A8b) and further to
the proportional and directional solenoid valve of the remote control blocks
(45.1 and 45.3). Amplifier module A8a disengaged with open K80 if bucket
filling is actuated..
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the respective main control blocks.
Hydraulic oil flow
Both pressure lines at valve block III section 4 (A4 and B4) are connected to the
same back pressure charged return line. Valve spool 4 of main valve block I
connect only port B2 to the return line. The return line, the piston side and the
piston rod side of the stick cylinders now connected together. The stick can move
forward and backward by external force.
If only the stick retracting function is active section 4 of main valve block II
opened additional port A4 and B4 to extend the max. oil flow for max. stick
speed.
8.1
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8.1.4 Electric / Hydraulic flowchart Stick retracting BHA
Legend for illustration (Z 22475):
(E20) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(Y-) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(E48) Ramp time module
(A8) Amplifier module Stick
(A8a) Amplifier module Stick
(A8b) Amplifier module Stick
(45.1-45.3) Remote control valves
(Y21, Y27, Y31) Proportional solenoid valve
(Y21b, Y27b, Y31a) Directional solenoid valve
(I, II, III) Main control blocks I, II, III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E20) arrives via ramp time module (E48) at terminal 5
of the amplifier modules (A8, A8a and A8b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45.2 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks .
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I, II, III)
and arrives via distributor manifold at the hydraulic cylinders.
8.1
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8.1.5 Electric / Hydraulic flowchart Bucket filling FSA
Legend for illustration (Z 22536):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(-X) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(ws / gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(A9) Amplifier module Bucket
(A9a) Amplifier module Bucket
(A9b) Amplifier module Bucket
(K50) Relay pilot control: Bucket cut-off
Contacts 6 / 10 only closed if the hydraulic oil is in normal
operating temperature.
(K78) Relay pilot control:
Contacts 1 / 9 only open while bucket dump.
(K79) Relay pilot control:
Contacts 1 / 9 only open while lifting the boom.
(45., 45.2, 45.3) Remote control valves
(Y22, Y24, Y30) Proportional solenoid valve
(Y22A, Y24A, Y30A) Directional solenoid valve
(I III) Main control blocks I III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives via relay contacts K50 at terminal 5 of
the amplifier modules (A9, A9a, A9b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45.2, 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the pilot pressure ports of the main control blocks.
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I to III)
and arrives via the distributor manifold at the hydraulic cylinders.
8.1
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8.1.5 Electric / Hydraulic flowchart Bucket filling BHA
Legend for illustration (Z 22476):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(XB) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(ws / gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(K50) Relay pilot control: Bucket cut-off
Contacts 6 / 10 only closed if the hydraulic oil is
overheated.
(A9) Amplifier module Bucket
(A9a) Amplifier module Bucket
(A9b) Amplifier module Bucket
(45.1-45.3) Remote control valves
(Y22, Y24, Y30) Proportional solenoid valve
(Y22a, Y24a, Y30a) Directional solenoid valve
(I, II, III) Main control blocks I, II, III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives terminal 5 of the amplifier modules (A9,
A9a, A9b) and further to the proportional and directional solenoid valves of the
remote control blocks (45.,45.2 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks .
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I, II, III)
and arrives via distributor the manifold at the hydraulic cylinders.
8.1
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8.1.6 Electric / Hydraulic flowchart Bucket dump FSA
Legend for illustration (Z 22537):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position
monitoring
(+X) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(ws / gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(A9) Amplifier module Bucket
(A9a) Amplifier module Bucket
(A9b) Amplifier module Bucket
(K50) Relay pilot control: Bucket cut-off
Contacts 6 / 10 only closed if the hydraulic oil is in normal
operating temperature.
(K78) Relay pilot control:
Contacts 1 / 9 only open while bucket dump.
(K79) Relay pilot control:
Contacts 1 / 9 only open while lifting the boom.
(K205) Relay pilot control:
Contacts 1 / 3 only open while S205 activated (hydraulic
oil warming up)
(45., 45.2, 45.3) Remote control valves
(Y22, Y24, Y30) Proportional solenoid valve
(Y22A, Y24A, Y30A) Directional solenoid valve
(I III) Main control blocks I III
Electrical signal flow (EURO control).
Signal voltage of joy stick (E19) arrives via relay contacts K50 at terminal 19 of
the ELB modules. From ELB modules the signal voltage arrives at terminal 5 of
the amplifier modules (A9, A9a, A9b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45.2, 45.3). Only
while bucket dump together with boom up K78 and K79 opened the contacts 1 / 9
and deactivate amplifier module A9 (priority to the boom).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the pilot pressure ports of the main control blocks.
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (I to III)
and arrives via the distributor manifold at the hydraulic cylinders. There is no oil
flow through main control block I to the bucket cylinder if bucket dump and boom
up is activated.
8.1
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8.1.6 Electric / Hydraulic flowchart Bucket dump BHA
Legend for illustration (Z 22477):
(E19) Control lever (J oy stick)
(D32) Time relay Pilot control: Neutral position monitoring
(+X) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(ws / gn) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(A9) Amplifier module Bucket
(A9a) Amplifier module Bucket
(A9b) Amplifier module Bucket
(K50) Relay pilot control: Bucket cut-off
Contacts 6 / 10 only closed if the hydraulic oil is overheated.
(14.1 +14.3) Remote control valves
(15) Remote control valves
(Y64) Proportional solenoid valve
(Y71 +Y75) Proportional solenoid valve
(Y23 +Y45) Directional solenoid valve
(Y37) Directional solenoid valve
(II, III +IV) Main control blocks II, III +IV
(42) Distributor manifold
Electrical signal flow (EURO control)
Signal voltage of joy stick (E19) arrives via relay contacts K50 at terminal 5 of
the amplifier modules (A9, A9a, A9b) and further to the proportional and
directional solenoid valves of the remote control blocks (45.1, 45,2 and 45.3).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure ports of the main control blocks .
Hydraulic oil flow
Now the oil of the main pumps flows through the main control blocks (II, III, IV)
and arrives via distributor manifold (42) at the hydraulic cylinders.
8.1
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8.1.8 Electric / Hydraulic flowchart Clam opening FSA
Legend for illustration (Z 21970):
(E24) Control pedal
(D32) Time relay Pilot control: Neutral position monitoring
(-10V) Signal voltage (Maximum)
(rs) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(A11) Amplifier module Clam
(K76) Relay pilot control:
Contacts 7 / 11 only closed while traveling the left crawler.
(15) Remote control valves
(Y72) Proportional solenoid valve
(Y39) Directional solenoid valve
(II) Main control block II
(42) Distributor manifold
Electrical signal flow (EURO control).
Signal voltage of control pedal (E24) arrives via relay contact at terminal 5 of the
amplifier module (A11) and further to the proportional and directional solenoid
valves of the remote control block (15).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure port of the main control block .
Hydraulic oil flow
Now the oil of the main pump flows through the main control block (II) and
arrives via distributor manifold (42) at the hydraulic cylinders.
8.1
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8.1.9 Electric / Hydraulic flowchart Clam closing FSA
Legend for illustration (Z 21971):
(E23) Control pedal
(D32) Time relay Pilot control: Neutral position monitoring
(+10V) Signal voltage (Maximum)
(rs) Color code of signal voltage cable ( J oy stick)
(X2...) Terminal rail with number
(A11) Amplifier module Clam
(K76) Relay pilot control:
Contacts 7 / 11 only closed while traveling the left crawler.
(15) Remote control valves
(Y72) Proportional solenoid valve
(Y38) Directional solenoid valve
(II) Main control block II
(42) Distributor manifold
Electrical signal flow (EURO control).
Signal voltage of control pedal (E23) arrives via relay contact at terminal 5 of the
amplifier module (A11) and further to the proportional and directional solenoid
valves of the remote control block (15).
Hydraulic signal flow. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot pressure
oil flows to the pilot pressure port of the main control block .
Hydraulic oil flow
Now the oil of the main pump flows through the main control block (II) and
arrives via distributor manifold (42) at the hydraulic cylinders.
8.1
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8.1.10 Checks and adjustments of the Main Relief Valves (MRV),
illustration (Z 22481):
There are four main relief valves (primary valves) installed, one in each main
control block, to limit the maximum pump supply line pressure (operating
pressure).
MRV
block
Check
point
Functions FSA
Pump circuit
I
I M12.1 travel stick bucket boom
Pump circuit
II
II M12.3 clam bucket Boom stick
Pump circuit
III
III M12.4 travel boom bucket stick
Pump circuit
IV
IV M12.2 Swing, (if no swing active circuit II)
Each Pump circuit can be checked or adjusted individually by selecting one
function of the required pump circuit.
Checking:
1. Connect the gauge to the required check point M12.1 - M12.4.
2. Start both motors.
3. Extend or retract the cylinder to the stop position for the valve being
tested until the hydraulic system stalls.
4. Read the pressure. Required: 310
+
5 bar
If the pressure is not correct, carry out a comparative measurement with an
other function, in order to avoid wrong measuring results caused by
wrongly adjusted SRV or other defects in the system.
When using the single function bucket fill, (gray shadow), all MRV
can be adjusted, because all four pump circuits are engaged.
Adjusting:
1. Remove protective cap (a).
2. Loosen lock nut (b).
3. Turn set screw (c) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
4. Tighten lock nut (b) and install cap (a).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened with 300 Nm.
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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8.1.10 Checks and adjustments of the Main Relief Valves (MRV),
illustration (Z 22481):
There are four main relief valves (primary valves) installed, one in each main
control block, to limit the maximum pump supply line pressure (operating
pressure).
MRV in
control block
Check
point
Functions BHA
Pump circuit I I M12.1 Travel Stick Bucket Boom
Pump circuit II II M12.3 Bucket Boom - Stick
Pump circuit III III M12.4 Travel Boom Bucket Stick
Pump circuit IV IV M12.2 Swing, (if no swing active circuit II)
Each Pump circuit can be checked or adjusted individually by selecting one
function of the required pump circuit.
Checking:
1. Connect the gauge to the required check point M12.1 M12.4.
2. Start both motors..
3. Extend or retract the cylinder to the stop position for the valve being
tested until the hydraulic system stalls.
4. Read the pressure. Required: 310
+
5 bar
If the pressure is not correct, carry out a comparative measurement with an
other function, in order to avoid wrong measuring results caused by
wrongly adjusted SRV or other defects in the system.
When using the single function bucket fill, (gray shadow), all MRV
can be adjusted, because all four pump circuits are engaged.
Adjusting:
1. Remove protective cap (a).
2. Loosen lock nut (b).
3. Turn set screw (c) -clockwise to increase pressure, Counter-
clock wise to decrease pressure.
5. Tighten lock nut (b) and install cap (a).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22482):
Boom cylinder piston side FSA + BHA
There are three service line relief valves (secondary valves) installed, all three
at the distributor manifold, to limit the maximum possible pressure peaks in
the service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
SRV FSA SRV BHA Press. check point Location
141.1 138.1 M23 Manifold section B
141.2 138.2. M29.1 Manifold section N
141.3 138.3 M29.2 Manifold section N
MRV I M12.1 (at HP filter) Double HP filter R.H.
MRV II M12.3 (at HP filter) Single HP filter, block II
MRV III M12.4 (at HP filter) Double HP L.H..
MRV IV M12.2 (at HP filter) Single HP filter, block IV
1. Connect gauges to all above listed check points (min. 400 bar).
2. Start both motors..
3. Extend the boom cylinder to the stop position until the hydraulic
system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of the MRVs in control block I, II, III and IV, while observing the
pressure gauges. Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston side of the boom cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of both MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of the MRVs turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2).
continued
8.1
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Cont'd:
8.1.10 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22482a):
Boom cylinder piston side FSA +BHA
9. Adjust all three SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
141.1 141.2 141.3
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 141.1 to a value below the required value,
and then increase up to the required pressure (350 bar), while
observing all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-143.1 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence:
141.2 141.3
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all six service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22483b):
Boom cylinder piston rod side FSA +BHA
There is one service line relief valve (secondary valve) installed in the main
control block II, to limit the maximum possible pressure peaks in the service
line. Since the opening pressure of the SRV is higher than the setting of the
Main Relief Valves (MRVs) it is necessary to increase the main relief pressure
for testing and adjusting purposes.
Valve Press. check point Location
SRV 33.4 FSA
SRV 33.6 BHA
M12.3 (High pressure filter) Control block II, section A3 FSA
section A2 BHA
MRV circuit II M12.3 (High pressure filter) Single high pressure filter,
control block II
MRV circuit IV M12.2 (High pressure filter) Single high pressure filter,
control block IV
1. Connect gauges to all above listed check points.
2. Start both motors..
3. Press floating system button S95 at the lever with the boom function
and retract the boom cylinder to the stop position until the hydraulic
system stalls.
4. Increase slowly the pump supply line pressure, by turning in set
screws (3) of the MRV in control blocks II, while observing the
pressure gauges. Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar +5 bar.
If there is a setting required follow
5. Turn set screw (3) of the MRV turn further in, the gauge pointers
will remain at the value shown at item #4 .
6. Tighten lock nut (2).
To ensure that only the SRV open during checks and adjustments it
is necessary to further increase the setting of MRV control block II..
continued
8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22483b):
Cont'd:
7. Adjust the SRV until the gauges show a pressure of 350 bar.
8. Tighten lock nut (2).
9. Reset the MRV to 310 bar
+5 bar
after the check / adjustment is finished
10. Tighten lock nut (2).
11. Stop engine.
12. Install all protective cups (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22542):
Stick cylinder piston side FSA
There are three service line relief valves (secondary valves) installed, all three
at the distributor manifold, to limit the maximum possible pressure peaks in
the service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 142.5 Manifold section F
SRV 142.6 Manifold section F
SRV 142.7
M27.1
Manifold section J
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single HP filter, control block II
MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H..
MRV circuit IV M12.2 (High pressure filter) Single HP filter, control block IV
1. Connect gauges to all above listed check points.
2. Start both motors..
3. Extend the stick cylinder to the stop position until the hydraulic
system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of the MRV in control block IV, while observing the pressure gauges.
Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston side of the stick cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of the MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of the MRV turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2) and install cap (1).
continued
8.1
26
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Attachment Cylinders
Section 8.1
Page 26
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22542):
Stick cylinder piston side FSA
9. Adjust all three SRVs equally, until all gauges show a pressure of 360
bar.
Adjust in steps of turn of set screw (3) in the following sequence:
142.5 142.6 142.7
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase, Counter-clock wise to
decrease the setting.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure at SRV 142.5 to a value below the required value,
and increase up to the required pressure (350 bar), while observing all
gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-65.2 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence: 142.6 142.7
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all three service line relief valves.
12. Reset the MRV to 310 bar
+5 bar
(320 bar block IV) after the check /
adjustment is finished, as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
Page 27
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22484):
Stick cylinder piston side BHA
There are two service line relief valves (secondary valves) installed, in main
control blocks I and II, to limit the maximum possible pressure peaks in the
service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 33.1 M12.1 (High pressure filter) Control block I, section A2
SRV 33.5 M12.3 (High pressure filter) Control block II, section A42
MRV circuit I M12.1 (High pressure filter) Control block I
MRV circuit II M12.3 (High pressure filter) Control block II
MRV circuit IV M12.2 (High pressure filter) Control block IV
1. Connect gauges to all above listed check points.
2. Start both motors..
3. Extend the stick cylinder (stick retracting) to the stop position until
the hydraulic system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of the MRVs in the control blocks, while observing the pressure gauges.
Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston side of the stick cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of the MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of the MRVs turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2) and install cap (1).
continued
8.1
28
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Attachment Cylinders
Section 8.1
Page 28
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22484):
Stick cylinder piston side BHA
9. Adjust all two SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
33.1 33.5
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 33.1 to a value below the required value,
and then increase up to the required pressure (350 bar), while
observing all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-33.1 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence: 33.1 33.5
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all three service line relief valves.
12. Reset the MRV to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
Page 29
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22543a):
Stick cylinder piston rod side FSA
There are two service line relief valves (secondary valves) installed, in main
control blocks I and II, to limit the maximum possible pressure peaks in the
service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 33.1 M12.1 (High pressure filter) Double high pressure filter R.H.
SRV 33.5 M12.3 (High pressure filter) Single HP filter, control block II
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single HP filter, control block II
MRV circuit IV M12.2 (High pressure filter) Single HP filter, control block IV
1. Connect gauges to all above listed check points.
4. Start both motors..
5. Retract the stick cylinder to the stop position until the hydraulic
system stalls.
6. Increase slowly the pump supply line pressure, by turning in set screws (3)
of MRVs in all above listed control blocks I, II, IV, while observing the
respective pressure gauges. Stop as soon the pressure does not raise any
further. The gauge pointers should remain at 350 bar
+5 bar
.
a) Remove protective cap (1).
b) Loosen lock nut (2).
c) Turn set screw (3) -clockwise to increase pressure, Counter-
clock wise to decrease pressure.
d) Tighten lock nut (2).
continued
8.1
30
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 30
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22543a):
Stick cylinder piston rod side FSA
Since the piston rod side of the stick cylinders are protected by
several SRVs, the pressure gauges show the pressure of that valve
with the lowest setting.
Even when the gauges show the required pressure it is possible that
one valves have a higher setting
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of the MRVs.
7. Turn set screw (3) of both MRVs turn further in, the gauge pointers
will remain at the value shown at item #6 (350 bar
+5 bar
).
8. Adjust the SRVs equally, until all gauges show a pressure of 360 bar.
Adjust in steps of turn of set screw (1) (SRVs) in the following
sequence : 33.1 33.5
9. Turn set screw (3)-clockwise to increase pressure, Counter-clockwise to
decrease pressure.
Adjust pressure at SRV 33.1 to ~360 bar if the pressure dont increase
turn set screw from the last setting max. turn in (c.w.).
10. Adjust pressure at the SRV 33.5 to ~350 bar.
Now all gauges will show the same value of 350 bar,
but only SRV-33.1 has the correct setting.
11. Reduce the pressure, at SRV 33.1 to a value below the required value and
then increase up to the required pressure (350 bar), while observing all
gauges.
8.1
31
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Section 8.1
Page 31
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22543a):
Stick cylinder piston rod side FSA
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all service line relief valves.
14. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished
15. Stop engine.
16. Install all protective cups (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22485):
Stick cylinder Piston rod side BHA
There are three service line relief valves (secondary valves) installed at the
distributor manifold, to limit the maximum possible pressure peaks in the
service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 142.5 M27.1 Manifold (42) section G
SRV 142.6 M27.2 Manifold (42) section J
SRV 142.7 M28 Manifold (42) section J
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single high pressure filter,
control block II
MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H..
MRV circuit IV M12.2 (High pressure filter) Single high pressure filter,
control block IV
1. Connect gauges to all above listed check points.
2. Start both motors..
3. Retract the stick cylinder (extend the stick) to the stop position until
the hydraulic system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of MRVs in the control blocks, while observing the pressure gauges. Stop
as soon the pressure does not raise any further. The gauge pointers should
remain at 350 bar
+5 bar
.
Since the piston rod side of the stick cylinders are protected by
several SRVs, the pressure gauges show the pressure of that valve
with the lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of both MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of both MRVs turn further in, the gauge
8. Tighten lock nut (2) and install cap (1).
continued
8.1
33
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Attachment Cylinders
Section 8.1
Page 33
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22485):
Stick cylinder Piston rod side BHA
9. Adjust all SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
142.5 142.6 142.7
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 142.5 to a value below the required value,
and then increase up to the required pressure (350 bar), while observing
all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-142.5 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence: 142.6 142.7
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock wise
to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV and the SRV are firmly
tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
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06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22544):
Bucket cylinder Piston side FSA
There are three service line relief valves (secondary valves) installed, all three
at the distributor manifold, to limit the maximum possible pressure peaks in
the service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 142.1 M24.1 Manifold (42) section C
SRV 142.2 M24.2 Manifold (42) section C
SRV 142.3 M25 Manifold (42) section D
MRV circuit I M12.1 (High pressure filter) Double high pressure (HP) filter R.H.
MRV circuit II M12.3 (High pressure filter) Single HP filter, control block II
MRV circuit III M12.4 (High pressure filter) Double HP filter L.H..
MRV circuit IV M12.2 (High pressure filter) Single HP filter, control block IV
1. Connect gauges to check points M12.1.to M12.4 and M24.1.
2. Start both motors..
3. Extend the Bucket cylinder to the stop position until the hydraulic
system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of all four MRVs in control block I to IV, while observing the
pressure gauges. Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston side of the bucket cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of both MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of both MRVs turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2) and install cap (1).
continued
8.1
35
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 35
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22544):
Bucket cylinder Piston rod side FSA
9. Adjust all three SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
142.1 142.2 142.3
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 142.1 to a value below the required value,
and then increase up to the required pressure (350 bar), while
observing all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-142.1 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence:
142.2 142.3
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all six service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV and the SRV are firmly
tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
Page 36
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22486):
Bucket cylinder Piston side BHA
There are three service line relief valves (secondary valves) installed at the
distributor manifold, to limit the maximum possible pressure peaks in the service
line.
Since the opening pressure of the SRVs is higher than the setting of the Main Relief
Valves (MRVs) it is necessary to increase the main relief pressure for testing and
adjusting purposes.
Valve Press. check point Location
SRV 142.1 M24.1 Manifold section C
SRV 142.2 M24.2 Manifold section C
SRV 142.3 M25 Manifold section D
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single high pressure filter, block II
MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H..
MRV circuit IV M12.2 (High pressure filter) Singe high pressure filter, block IV
1. Connect gauges to all above listed check points.
2. Start both engines and let them run with max. speed.
3. Extend the bucket cylinder (Bucket filling) to the stop position until
the hydraulic system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of MRV in control block I, II, III and IV, while observing the pressure
gauges. Stop as soon the pressure does not raise any further. The gauge
pointers should remain at 350 bar
+5 bar
.
Since the piston side of the bucket cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of both MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of both MRVs turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2) and install cap (1).
continued
8.1
37
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Attachment Cylinders
Section 8.1
Page 37
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22486):
Bucket cylinder Piston side BHA
9. Adjust all three SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
142.1 142.2 142.3
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 142.1 to a value below the required value,
and then increase up to the required pressure (350 bar), while
observing all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-142.1 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence: 142.2 142.3 142.
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all three service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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Section 8.1
Page 38
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22545):
Bucket cylinder Rod side FSA
There are two service line relief valves (secondary valves) installed, one in
main control block I section 3 and one in block II section 2, to limit the
maximum possible pressure peaks in the service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 33.2 M12.1 (High pressure filter) Control block I, section A3
SRV 33.6 M12.3 (High pressure filter) Control block I, section A2
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single high pressure filter, block II
MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H..
MRV circuit IV M12.2 (High pressure filter) Single high pressure filter, block IV
1. Connect gauges to all above listed check points.
2. Start both motors..
3. Stall the system with full retracted bucket cylinder in final stop position.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of MRVs in the control blocks, while observing the pressure gauges.
Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston rod side of the bucket cylinders are protected by
several SRVs, the pressure gauges show the pressure of that valve
with the lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of the MRVs.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of both MRVs turn further in, the gauge
8. Tighten lock nut (2) and install cap (1).
continued
8.1
39
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 39
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 21999):
Bucket cylinder Rod side FSA
9. Adjust both SRVs equally, until all gauges show a pressure of
360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
33,2 33.6
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wi se to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 33.2 to a value below the required value,
and then increase up to the required pressure (350 bar), while observing
all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-33.2 has the correct setting.
11. Proceed with the other valve in the same manner.
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV and the SRV are firmly
tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
40
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Hydraulic for the
Attachment Cylinders
Section 8.1
Page 40
06.10.05 PC5500-6-D_Sec_8-1_rev3.doc
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22487):
Bucket cylinder Piston rod side BHA
There are three service line relief valves (secondary valves) installed at the
distributor manifold, to limit the maximum possible pressure peaks in the
service line.
Since the opening pressure of the SRVs is higher than the setting of the Main
Relief Valves (MRVs) it is necessary to increase the main relief pressure for
testing and adjusting purposes.
Valve Press. check point Location
SRV 142.8 M34.1 Manifold section L
SRV 142.9 M34.2 Manifold section L
SRV 142.10 M34.3 Manifold section M
MRV circuit I M12.1 (High pressure filter) Double high pressure filter R.H.
MRV circuit II M12.3 (High pressure filter) Single high pressure filter, block II
MRV circuit III M12.4 (High pressure filter) Double high pressure filter L.H..
MRV circuit IV M12.2 (High pressure filter) Single high pressure filter, block IV
1. Connect gauges to all above listed check points.
2. Start both engines and let it run with max. speed.
3. Retract the Bucket cylinder (Bucket dump) to the stop position until
the hydraulic system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3)
of MRVs in control block I, I, III and IV, while observing the pressure
gauges. Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
Since the piston rod side of the bucket cylinders are protected by
several SRVs, the pressure gauges show the pressure of that valve
with the lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
To ensure that only the SRVs open during checks and adjustments
it is necessary to further increase the setting of the MRV.
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of both MRVs turn further in, the gauge
pointers will remain at the value shown at item #4 (350 bar
+5 bar
).
8. Tighten lock nut (2) and install cap (1).
continued
8.1
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Cont'd:
8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22487):
Bucket cylinder Piston rod side BHA
9. Adjust all SRVs equally, until all gauges show a pressure of 360 bar.
Adjust in steps of turn of set screw (3) in the following sequence:
142.8 142.9 142.10
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock wise
to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 142.8 to a value below the required value
and then increase up to the required pressure (350 bar), while observing
all gauges.
Now all gauges will show the same value of 350 bar,
but only SRV-142.8 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence: 142.9 142.10
Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRVs and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all three service line relief valves.
12. Reset the MRVs to 310 bar
+5 bar
after the check / adjustment is finished,
as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock
wise to decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV-valve and the SRV-valve
are firmly tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22546):
Clam cylinder Rod side (clam opening) FSA
There is one service line relief valve (secondary valve) installed at the distributor
manifold section E, to limit the maximum possible pressure peaks in the service line.
Since the opening pressure of the SRV is higher than the setting of the Main Relief
Valves (MRVs) it is necessary to increase the main relief pressure for testing and
adjusting purposes.
Valve Press. check point Location
SRV 142.4 M26 Manifold (42) section E
MRV circuit II M12.3 (High pressure filter) Control block II
MRV circuit IV M12.2 (High pressure filter) Control block IV
1. Connect gauges to the above listed check points.
2. Start engine 2 and let it run in high idle.
3. Retract the clam cylinder (open the bucket) to the stop position until the
hydraulic system stalls.
4. Increase slowly the pump supply line pressure, by turning in set screws (3) of
MRV in control block II and IV, while observing the pressure gauges.
Stop as soon the pressure does not raise any further.
The gauge pointers should remain at 350 bar
+5 bar
.
If necessary correct the adjustment as follows:
5. Remove protective cap (1) of MRV.
6. Loosen lock nut (2).
7. Turn set screw (3) of the MRV turn further in, the gauge pointers will
remain at the value shown at item #4 (350 bar +5 bar).
8. Tighten lock nut (2) and install cap (1).
9. Reduce the pressure, at SRV 142.4 to a value below the required value, and
then increase up to the required pressure (350 bar), while observing all auges.
10. Reset the MRV to 310 bar
+5 bar
after adjustment is finished, as follows:
Remove protective cap (1).
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to
decrease pressure.
Tighten lock nut (2) and install cap (1).
It is important that the valve body of MRV and the SRV are firmly
tightened (with 300 Nm).
Otherwise, the internal sealing is not properly which results in loud
flow noises and wrong adjustments.
8.1
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8.1.11 Checks and adjustments of the Service Line Relief Valves (SRV),
illustration (Z 22561):
Clam cylinder Piston side (clam closing) FSA
There are three service line relief valves (secondary valves) installed, two at
distributor manifold section K and one at main control block II section 1, to
limit the maximum possible pressure in the service line when closing the
bucket.
To avoid damages at the clam shell, due to wrong operation, the SRVs
should be adjusted in a way that the pressure is just sufficient to close the
clam with horizontal back wall.
Valve Press. check point Location
SRV 144 (1) M22 Manifold section K
SRV 144 (2) M22 Manifold section K
SRV 32.10 MM12.3 (High pressure filter) Control block II
1. Connect gauges to all above listed check points.
2. Start engine 2 and let them run in high idle.
3. Raise the attachment and bring the back wall of the bucket in a
horizontal position (bucket dump).
4. Press carefully pedal bucket closing. The clam should close complete
and must stay closed after pedal in neutral position.
Adjust the SRVs as follows:
Remove protective cap (1) of SRVs.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure,
Counter-clock wise to decrease pressure while
depressed pedal clam closing.
Tighten lock nut (2) and install cap (1).
Adjust all three SRVs equally, until the gauges show a pressure of 220 bar.
Now reduce the pressure at one SRV in steps of 5 bar until the bucket opens
by gravity (check with released pedal).
Now read the pressure and adjust 10% plus the reading to compensate the
weight of material stuck at the clam shell.
Since the piston side of the clam cylinders are protected by several
SRVs, the pressure gauges show the pressure of that valve with the
lowest setting.
Because of different wear packages the pressure can be between 150
bar and more as 200 bar.
8.1
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Section 8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22489):
General
On excavators equipped with Face Shovel Attachment (FSA) there are two
different operation modes for lowering the boom and stick:
I. Float position activated the lowering speed has to be adjusted by altering
theflow restrictors (throttle valves) at the distributor manifold section B,
throttle valve 141.1 and section N, throttle valve 141.3.
II. Float position deactivated the lowering speed has to be adjusted by
altering theflow restrictor (throttle valve) at thedistributor manifold
section N, throttle valve 141.2.
On excavators equipped with Backhoe Attachment (BHA) the lowering speed has
to be adjusted at all flow restrictors on distributor manifold section B and N,
throttle valves 141.1, 141.2 and 141.3.
Purpose of the Flow Restrictors:
To avoid an interruption of the pump delivery.
To provide an uniform and smooth cylinder travel.
To limit the return oil flow through the control block to the maximum
permissible volume.
Checks and Adjustments:
Activate service switch S151 (located in the cab base) during the checks and
adjustments, to ensure that the main pumps are in Qmax position.
Standard test method is measuring the total cylinder running time by using a
stop watch. If it is impossible to move the cylinder over the whole way, mark a
distance of one meter with permanent pen P/N 621 566 40 on the piston rod
and measure the time for only one meter movement.
Adjust the restrictor as follows:
For easy turning of set screw (2) lower the attachment to ground, stop engines
and allow pressure equalizing by moving the lever several times.
Loosen the lock nut (1) and turn the bolt (2) cw for more restriction and ccw
for less restriction. If more than one restrictor is used for one movement make
sure all set screws are equally adjusted.
During commissioning, a throttle adjustment has to be carried out on
all machines. For safety reasons, the throttle valves are completely
screwed in before each machine is leaving the factory.
For more information refer to the respective newest Service Bulletin
8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22489):
Boom cylinder FSA
Due to the two different operation modes for lowering the boom, the lowering
speed must be adjusted twice:
I. Float position activated
II. Float position deactivated
Maximum permissible lowering speed for both operation modes:
Cylinder retracting time/meter (s /m) Total time(s)
Boom FSA 1,4 4,3
Adjustments / Checks:
I. Float position activated:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
3. Shift both engines to high idle speed.
4. Rapidly move the control lever (E19) to the front end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop
watch).
Lower the boom so, that the bucket stops just above the ground.
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
141.1 (section B) and 141.3 (section N, pointing to the attachment).
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw.
To increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
Since there are several valves throttling the return oil flow the valves
must be set synchronously. The adjusting screws have to be turned in
by the same amount of revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.
7. If the adjustment is finished tighten lock nut (1).
continued
8.1
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Section 8.1
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Cont'd:
8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22489):
Boom cylinder FSA
Adjustments / Checks:
II. Float position deactivated (with push button S95):
1. Adjust the throttle adjustment bold of throttle valve 141.2 to the same amount
of revolutions as the valve 141.1 and 141.3.
2. Use a stop watch to measure the cylinder running time.
3. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
4. Shift the engines to high idle speed.
5. Press push button S95 and keep it depressed while lowering the attachment.
Rapidly move the control lever (E19) to the front end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop watch).
Lower the boom so, that the bucket stops just above the ground.
6. The lowering speed will be the same as with floating position. If the lowering
speed is too high, i.e. the measured time is less than the permissible time, the
speed must be reduced by altering the throttle valve 141.1, 141.2 and
synchronous 141.3 at the distributor manifold section B and N.
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw. To
increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
The adjusting screws have to be turned in by the same amount of
revolutions.
O.K.
7. Check lowering speed again and repeat the adjustment if necessary.
8. If the adjustment is finished tighten lock nut (1).
8.1
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Section 8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22488):
Boom cylinder BHA
Maximum permissible lowering speed:
Cylinder retracting time/meter
(s /m)
Total time
(s)
Boom BHA 1,4 5,0
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
3. Shift the engines to high idle speed.
4. Rapidly move the control lever (E19) to the front end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop
watch).
Lower the boom so, that the bucket stops just above the ground.
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
141.1, 141.2 and 141.3 at the distributor manifold.
Adjust as follows:
To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2)
cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt
(2) ccw.
Since there are several valves throttling the return oil flow of the boom
cylinder the valves must be set synchronously. The adjusting screws have
to be turned in by the same amount of revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.
If the adjustment is finished tighten lock nut (1).
8.1
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Section 8.1
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8.1.12 Checks and adjustments of the lowering speed, illustration (Z 22490):
Stick cylinder FSA
Due to the two different operation modes for lowering the stick, the lowering
speed must be adjusted twice:
I. Float position activated
II. Float position deactivated
Maximum permissible lowering speed for both operation modes:
Cylinder retracting time/meter
(s /m)
Total time
(s)
Stick FSA 0,9 2,4
Adjustments / Checks:
I. Float position activated:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
3. Rapidly move the control lever (E20) to the rear end position (start the stop
watch until the stick start moving) and hold it until close to the final position
(B) is reached.(stop the stop watch).
4. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
142.5 and 142.7 at the distributor manifold.
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw. To
increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
Since there are several valves throttling the return oil flow of the stick
cylinder the valves must be set synchronously. The adjusting screws have
to be turned in by the same amount of revolutions.
O.K.
5. Check lowering speed again and repeat the adjustment if necessary.
If the adjustment is finished tighten lock nut (1).
continued
8.1
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Section 8.1
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Cont'd:
8.1.12 Checks and adjustments of the lowering speed, illustration (Z 22490):
Stick cylinder FSA
Adjustments / Checks:
II. Float position deactivated (with push button S95a):
1. Adjust the throttle adjustment bold of throttle valve 142.6 to the same amount
of revolutions as the valve 142.5 and 142.7.
2. Use a stop watch to measure the cylinder running time.
3. Start both engines and let it run in high idle.
4. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
5. Press push button S95a and keep it depressed while lowering the stick.
Rapidly move the control lever (E20) to the rear end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop watch).
6. The lowering speed will be the same as with floating position. If the lowering
speed is too high, i.e. the measured time is less than the permissible time, the
speed must be reduced by altering the throttle valve 142.5, 142.6 and
synchronous 142.7 at the distributor manifold section F and J .
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw.
To increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
Since there are several valves throttling the return oil flow of the
stick cylinder the valves must be set synchronously. The adjusting
screws have to be turned in by the same amount of revolutions.
O.K.
7. Check lowering speed again and repeat the adjustment if necessary.
8. If the adjustment is finished tighten lock nut (1).
8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22491):
Stick cylinder BHA
Maximum permissible lowering speed:
Cylinder extending time/meter
(s /m)
Total time
(s)
Stick BHA 0,6 1,5
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Start both engines and let it run in high idle.
3. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
4. Rapidly move the control lever (E20) to the rear end position (start the stop
watch) and hold it until close to the final position (B) is reached.(stop the
stop watch).
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
142.5, 142.6 and 142.7 at the distributor manifold.
Adjust as follows:
To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2)
cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt
(2) ccw.
Since there are several valves throttling the return oil flow of the stick
cylinder the valves must be set synchronously. The adjusting screws have
to be turned in by the same amount of revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.
7. If the adjustment is finished tighten lock nut (1).
8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22562):
Bucket cylinder FSA
Maximum permissible lowering speed:
Cylinder retracting time/meter
(s /m)
Total time
(s)
Bucket FSA 1,1 3,0
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
3. Start both engines and let it run in high idle.
4. Rapidly move the control lever (E19) to the r.h. end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop
watch).
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
142.1, 142.2 and 142,3 at the distributor manifold section C and D.
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw.
To increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
Since there are several valves throttling the return oil flow of the
bucket cylinder the valves must be set synchronously. The
adjusting screws have to be turned in by the same amount of
revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.
7. If the adjustment is finished tighten lock nut (1).
8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22492):
Bucket cylinder BHA
Maximum permissible lowering speed:
Cylinder retracting time/meter
(s /m)
Total time
(s)
Bucket BHA 0,5 1,1
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum
height position (A).
3. Start both engines and let it run in high idle.
4. Rapidly move the control lever (E19) to the r.h. end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop
watch).
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves
142.1, 142.2, 142.3, 142.8, 142.9 and 142.10 at the distributor manifold.
Adjust as follows:
To decrease the lowering speed loosen the lock nut (1) and turn the bolt (2)
cw. To increase the lowering speed loosen the lock nut (1) and turn the bolt
(2) ccw.
Since there are several valves throttling the return oil flow of the bucket
cylinder the valves must be set synchronously. The adjusting screws have
to be turned in by the same amount of revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.
7. If the adjustment is finished tighten lock nut (1).
8.1
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8.1.12 Checks and adjustments of the lowering speed,
illustration (Z 22563):
Clam cylinder FSA
Maximum permissible lowering speed:
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Start both engines and let it run in high idle.
3. Open the clam of the empty bucket to the maximum position (A).
4. Rapidly push the control pedal (E23) to the end position (start the stop
watch) and hold it until the final position (B) is nearly reached.(stop the stop
watch).
5. If the lowering speed is too high, i.e. the speed is uncomfortable, the speed
must be reduced by altering the throttle valve 142.4 at the distributor
manifold section E.
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw.
To increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
6. Check lowering speed again and repeat the adjustment if necessary.
7. If the adjustment is finished tighten lock nut (1) and write down the adjusted
running time for later checks.
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8.1.13 Checks for the valve control logic
Legend for illustration (Z 22582a):
(1) Main pump condition P =pressurized outlet
(2) Main pump condition (-) =free flow to reservoir
(3) Pilot ports a =outlet ports a
(4) Pilot ports b =outlet ports b
(5) Port condition (-) =closed port
(6) Port condition O =open port
(7) Respective function
(8) Single control valve block for swing
(9) control valve block number
(10) Swing parking brake switch S29
General:
For harmonic attachment motion and well working floating function the valve
spools must be activated with different priorities. The whole valve control logic is
a arrangement of electric relay controlling and the main hydraulic control valve
sequence.
The correct function of the valve control logic can be checked by pressure gauges
(0 -50bar) connected to the pressure test ports at the control valve cabs.
Checks:
a) Connect the pressure gauges (0-50 bar) to all test ports at the pilot control
cabs (26 gauges necessary *) and (0-400 bar) to the high pressure filter
test ports M44.1, 44.2, 46.1, 46.2
b) Mark the control cab with the respective function and port designation.
c) Use the Check list for the Valve Logic in the appendix in this binder.
d) Unplug solenoid valve Y16 (travel parking brake closed) and activate the
swing brake with the switch at the dash board. The ladder and the
refilling arm are in high position (working position) the operator sits on
the operators seat. Make sure that the machine can move hazardless all
functions
e) Start one motor.
f) The operator activate carefully step for step the respective lever or pedal
as shown in the check list. Compare each step with the pressure condition
of the control cabs and main pressure to the check list.
If there is a wrong result, check the respective electric circuit and hydraulic
pilot circuit.
Hydraulic for the
Attachment Cylinders
Section 8.1
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Hydraulic for the Swing Circuit
Section 8.2
Page 1
PC5500-6-D_Sec_8-2_rev4.doc 06.10.05
Table of contents section 8.2
Section Page
8.2 Hydraulic for the swing circuit
8.2.1 Swing Circuit (Brief description) 2 + 3
8.2.2 Swing Motor 4 - 7
8.2.3 Swing Gear Box 8
8.2.4 Swing Parking Brake (Gear house Brake) 9
8.2.5 Swing Brake Valve 10+12
8.2.6 Electric / Hydraulic flowchart Swing Left 13
8.2.7 Electric / Hydraulic flowchart Swing Right 14
8.2.8 Swing Monitoring System 15 + 16
8.2.9 Adjustments for the swing circuit 17 - 19
8.2
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Section 8.2
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8.2.1 Swing Circuit (Brief description)
Legend for illustration (Z 22501b):
(I - VI) Main pumps
(13) Single control block IV
(48) Manifold
(20.1+20.2) Swing motors
(71.1+71.2) Manifold at the control and filter panel
(25.2) Double check valve
(49.1 +49.2) Pressure increasing valve (swing brake valve)
(Y48) Swing motors power control valve
(Y120) Solenoid valve
(43) Remote control valve block
(Y32) Proportional valve of the remote control block
(Y32a/b) Directional solenoid valve of the remote control block
(20) Control lever left hand
(50) Ramp module
(A7) Amplifier module
Brief description (Control circuits)
(Study together with the for the machine valid hydraulic and electric circuit
diagram).
When the lever (E20) is moved out of its neutral position, proportional
solenoid valves Y32 are energized. Simultaneously the directional solenoid
valves Y32a (R.H.-swing) or Y32b (L.H.-swing) are energized.
By the function of the remote control valve (43) pilot pressure oil is sent to
one side of the control block (13/IV) when operating the control lever for
"Swinging". At the same time by the function of the proportional valve
(Y127) pilot pressure (proportional to the lever deflection) is present at port
X pressure increasing valve (PIV)of each brake valve block (49.1+49.2)
thus a internal pressure built up (higher as 150 bar) in the service lines is
possible.
continued
8.2
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Section 8.2
Page 3
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Cont'd.:
8.2.1 Functional description:
Illustration (Z 22501b):
Brief description (Service circuits)
(Study together with the for the machine valid hydraulic and electric circuit
diagram).
The swing motors (20.1 +20.2) are feed by the main pump (III). This pump is
at port XLR permanent with 35 bar X2- pressure fix adjusted to Qmax.
The oil flows from the pumps through check valve (47.3) and filter (153.3) to
the single control block (13 / IV).
In neutral position of the spool oil flows via port C into control block II for
additional oil volume from pump 3 to valve circuit II. If no function of
control block II is activated the oil flow via port T in to the collector tube (35)
and further via the return oil lines (L6 +L7) into the tank.
On its way to tank the oil must flow through the back pressure valve (115)
and the return oil filter (117.2 - 117.5). (Back pressure valve function see
chapt. 4.)
When operating the control lever for "Swinging" the pump line is connected
in the control block (33/IV) with the corresponding service line (A1 or B1) to
the swing motors (20.1 +20.2).
The oil flows from the control block through each one of the swing brake
valves (49.1 +49.2; description see page 6 and 7) and the swing motors (20.1
+20.2).
Each swing gear includes one spring loaded multi disk brake (House brake)
for locking the superstructure.
The leak oil (case drain) flows through the line (L11 +L12) and the leak oil
filter (108) back to tank.
8.2
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Swing motor A6VM
Section 8.2
Page 4
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8.2.2 Swing Motor Axial Piston Motor A6VM355 HD1D
Legend for illustration (Z 22430):
(1) Check valve
(2) Check valve
(3) Governor valve
(4) Positioning piston
(5) Boost pressure valve
(6) Flushing valve (16l/min)
(7) Flow control valve
(8) Constant pressure control valve (adjusted: 280 bar)
General:
A6VM355 HD1D is a variabledisplacement motor with an axial piston rotary
group of bent axis design for hydrostatic drives.
Its control range allows the variable displacement motor to meet both, high speed
and torque requirements. The output speed is proportional to its displacement.
The output speed increases with decreased displacement trough lower
operating pressure.
The output torque increases with increased displacement trough higher
operating pressure.
8.2
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Swing motor A6VM
Section 8.2
Page 5
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8.2.1 Swing Motor Axial Piston Motor A6VM355 HD1D
Hydraulic control, illustration Z22430
By switching pilot pressure to port X at the motor (0 bar or 35 bar) the displacement is
fixed in V
g
max
or variable.
Without pilot pressure at port X (0 bar) the displacement is fixed to V
g
max
.
With pilot pressure at port X (35 bar) the displacement is variable from
V
g min
(175 cm
3
/rpm) to V
g
max
(355 cm
3
/rpm).
With a swing speed of 0 up to 120 impulses per minute (measured by a proximity
switch located at the swing gear) the motors are in maximum displacement position,
i.e. min. speed and max. torque available.
With a swing speed of more as 120 imp./min. pilot pressure is directed via a solenoid
valve to port X at the motors, to actuate governor valve (3). Now the output speed is
variable depending on the operating pressure, controlled by the function of control
valve (8).
As a result of decreasing operating pressure the motors are reducing their
displacement so that the swing speed will increase.
If the operating pressure rises as a result of load torque, to the setting of the constant
pressure control valve (280 bar), the motors are swiveled out to a greater angel (higher
displacement) and the swing speed will decrease.
Speed
indicator
X-
pressure
Operating
pressure
Function
imp/min bar bar
Torque Motor
displacement
Start swing
Standstill to low speed
0-120 0 310 ~280 Max. V
g max
Swing movement
Low speed to Max. speed
120-max. 35 280 ~75 Reduced V
g max
V
g min
variable
Swing movement
Max. speed
Max. 35 ~75 Reduced V
g min
Swing down path
Control lever in neutral
120-0 0 ~170 0 Max. V
g max
Counter Swing (braking)
Control lever moved to the
opposite side of swing direction
120-0 0 330 0 Max. V
g max
Continued
8.2
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Swing motor A6VM
Section 8.2
Page 6
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8.2.2 Hydraulic Motor Axial Piston Motor A6VM355 HD1D
Hydraulic control, illustration Z22431b
Cont'd:
A Flow from A to B without X-pressure (slow swing speed) :
The operating pressure opens check valve (1) and closes the opposite valve (2). The
same pressure is present at the control port of pressure control valve (8) and inside
the small area side of the positioning piston (4). The large area side is connected via
the governor valve (3) to tank (port T2).
The motor remains in V
gmax
position. = max. torque by low speed.
B Flow from A to B, with X-pressure (higher swing speed),
operating pressure 0 280 bar:
Operating pressure opens check valve (1) and closes the opposite valve (2). The
same pressure is present at the control port of pressure control valve (8) and inside
the small area side of the positioning piston (4).
Because of the X pressure at the control port of governor valve (3) a connection
is made from the operating pressure to the large area side of positioning piston (4).
Same pressure on both sides but different areas causes a greater force at the piston
side moving the motor into the V
gmin
position.
The motor is in regulation mode due to 35 bar X-pressure
Motor displacement to V
gmin
position (<280bar).
C Flow from A to B, with X-pressure (higher swing speed),
operating pressure 280-310 bar:
Depending on the system pressure (more as 280 bar), valve (8) connect the large
area side of the positioning piston (4) with the pressure less return line (T2). Low
pressure at the large side cause a greater force at the pressurized small area side of
the positioning piston (4) moving the motor into the V
gmax
position.
The motor is in regulation mode due to high operating pressure (>280bar) :
Motor displacement to V
gmax
position (>280bar).
As a result of decreasing operating pressure the motors are reducing their
displacement so that the swing speed will increase.
If the operating pressure rises as a result of load torque, to the setting of the constant
pressure control valve (280 bar), the motors are swiveled out to a greater angel (higher
displacement) and the swing speed will decrease.
Swing motor A6VM
Section 8.2
Page 6
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Swing motor A6VM
Section 8.2
Page 7
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8.2.2 Checks and Adjustments, illustration Z22432
Preconditions before starting checks and adjustments:
1. Main pump 3 must be in full flow position (X1-pressure =35 bar), no action
required because stabilized X1 pressure is automatic activated during swinging
2. MRVs and SRVs (pressure increasing valves) correctly adjusted.
Checking the Q-max. and Q-min. stop bolt setting.
Q-max : The average outer length of 25.1 mm must not be altered because the
max. possible swivel angle is used.
Q-min : The Qmin. adjustment depends on the max. permissible swing speed (with
reduced swivel angle). The average outer length is 36.1 mm
It is important that the adjustment is equal on both motors!
How to check the Q-min. adjustment.
1. Lift the extended attachment to horizontal position.
2. Measure the time for 5 revolutions after swinging one turn as an approach swing.
The time should be t5rev =90+5 sec .
3. If a adjustment is required:
Turn off box nut (1) and loosen lock nut (3)
Turn bolt (2) further in for less speed or further out for higher speed.
One turn of the Qmin bolt (2) cause a change of approx. t5rev = 4.6 sec.
4. Re-check speed and tighten lock nut and re-fit box nut (1) after setting is finished.
How to check / adjust the start of regulation.
1. Activate manually relay K153 to energize Y48 to pressurized swing motor port
X with X2-pressur.
2. Connect a pressure gauge (0-400 bar) to check point M12.2 at high pressure
filter of single control block IV.
3. Measure and note outer length (L) of Qmax stop bolt (2) (for resetting later on)
Loosen lock nut (3) approx. turn without turning the stop bolt..
4. Start engine 1 and let it run in high idle.
5. Apply the swing parking brake.
6. Operate carefully the control lever for swing in one direction and keep it in end
position. The resulting operating pressure should be 320 bar.
7. Loosen look nut of MRV at single control block IV.
8. Decrease / increase alternately the operating pressure between 300 bar and 260 bar
at MRV set screw. Check by turning the Qmax stop bolt (2) by hand, if the motor
control lens touches the Qmax stop bolt:
The lens must touch the stop bolt with a pressure higher than 280 bar.
The lens must not touch the stop bolt with a pressure lower than 280 bar
9. Correct the start of regulation with valve (8) if necessary.
10. Reset MRV. Stop engine and deactivate K153
8.2
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Section 8.2
Page 8
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8.2.3 Swing Gear Box
Legend for illustration (Z 25305), manufacturer: Siebenhaar
(1) Drive housing
(2) Drive shaft
(3) Sun gear shaft
(4) Multi disc brake, spring
loaded pilot pressure released
(5) Breather filter motor adapter
housing
(6) Oil level gauge (dipstick)
for drive shaft housing
(7) Disk brake housing
(8) Cylindrical roller bearing
(9) Internal ring gear
(10) Cylindrical roller bearing
(11) Bearing ring
(12) Cartridge
(13) Spherical roller bearing
(14) Oil drain plug, gear box
(15) Cylindrical roller bearing
(16) Oil level gauge (dipstick)
for gear box
(17) First planetary stage
(18) Drive shaft to second stage
(19) Second planetary stage
(20) Radial seal ring
(21) Drive pinion
(22) Grease line port
(23) Centering circle
The swing gear is of compact design with a two stage planetary gear including a
multi disk house brake.
The gear is bolted to the superstructure and fits firmly due to the machined
diameter (A) and the bolt torque.
The torque loaded on the hydraulic motor is transmitted by drive shafts (2)
and sun gear shaft (3) to the first planetary stage (17).
The sun shaft (17) of the first planetary stage transmits the torque into the
second planetary stage (19). By the planetary gears the output drive shaft is
rotated and transmits the torque to the pinion (21).
The drive housing, and the gearbox are filled with gear oil.
Aeration is done by breather filters.
A grease nipple is via a hose connected to the bearing lubrication port (22).
8.2
9
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Section 8.2
Page 9
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8.2.4 Swing Parking Brake (Gear house Brake)
The Spring Loaded Multi-disk Brake is a safety brake; applied by
spring force and released by oil pressure.
Legend for illustration (Z 22439):
(1) Clip ring (circlip)
(2) Thrust washer
(3) Outer discs
(4) Inner discs
(5) Piston
(6) Quad ring with back up ring
(7) Quad ring with back up ring
(8) Springs
(9) Piston back up ring and seal retainer
(10) O ring
(11) Clip ring (circlip)
(12) Oil pressure port
Function:
Brake applied:
The outer disks (3) engaged to the housing by serration and the inner disks (4) in
serrated connection with drive shaft are pressed together by the springs (8). This
results in a fixed connection between housing and drive shaft.
Brake released:
Oil pressure via port (12) reaches the bottom of the piston (5) and forces the
piston upwards against the thrust washer (2).
This function eliminates the spring force to the disc (3) and (4) thus the brake is
released.
The releasing pressure is 12 - 20 bar, the maximum permissible pressure
60 bar.
This is a so named "Wet Brake" because the brake housing is filled with oil.
8.2
10
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Section 8.2
Page 10
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8.2.5 Swing Brake Valve
Legend for illustration (Z 21934):
(1) Pressure increasing valve
(items 6 - 13)
(2) Check valve circuit A
(3) Check valve circuit B
(4) Anti-cavitation valve circuit B
(5) Anti-cavitation valve circuit A
(6) J et bore, of main piston plug
(7) Spring of main piston
(8) J et bore
(9) Valve poppet
(10) Spring
(11) Intermediate piston
(12) Pilot pressure piston
(13) Main piston
Ports:
(Y) Leak oil
(T) Return oil
(A) Service line from control block
(A1) Service line to the motor
(B) Service line from control block
(B1) Service line to the motor
Pressure check points:
(MA) Circuit A
(MB) Circuit B
Explanation of the function by the symbol:
When ever a swing motion is carried out or the foot brake is used, pilot
pressure arrives the pressure increasing valve (1) at port "X".
The pilot pressure pre-loads these valves.
The oil for the hydraulic motor from the control block arrives the service line
port A or B, depending if a R.H. or a L.H. swing motion is carried out.
The ports A and B are internally connected to the ports A1 and B1 and these
ports in turn with the hydraulic motor.
The operating pressure, at either port A or B closes the anti-cavitation valves
(4 or 5) and opens the check valves (2 or 3).
That means by the check valves (2 or 3) the service lines are connected to the
pressure increasing valve.
When ever the pressure is higher than the setting of the pressure increasing
valve, this valves opens and dumps the oil into the return line (T) to tank.
The pressure can be checked at the check points MA or MB.
continued
8.2
11
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Section 8.2
Page 11
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Cont'd.:
8.2.5 Swing Brake Valve
If after a swing motion the joy stick is released into neutral position
without using the foot brake, the superstructure is turned by inertial force
and the hydraulic motor acts as a pump because it is driven by the swing
gear.
Both service lines (pump line and tank line) are blocked at the control
valve block. In this period the service line (previously pump line) acts now
as suction line and the return line (previously return line) acts now as
output line. Because of the closed service ports at the control block all oil
from the swing motor must pass the brake valve block. The pressure
increasing valve in the brake valve block acts now as a back pressure
valve. This variable back pressure is the brake force.
Function of the pressure increasing valve.
When ever a swing motion is carried out or the foot brake is used, pilot
pressure arrives the pressure increasing valve (1) at port "X". The pilot
pressure pre-loads these valves.
By applying pilot pressure via the external port X to piston (12), the pre-
tensioning of the pressure spring (10) is increased by the amount of the piston
stroke "S", which results in the actual valve setting.
The system pressure is in front of the main piston (13) and via the jet bore (6)
also in the chamber of the spring (7) and via the jet bore (8) at the pressure
relief valve poppet (9).
Due to the force balance the piston (13) is kept in its position supported by
the spring (7).
Overcomes the system pressure the setting of the valve (9), this valve opens a
channel to the dump line port (Y). Due to the drop of force the piston (13) is
moved to the right.
The pressure line gets connected with the return line (T).
Damped opening and closing are obtained by the throttled volumetric change
that is caused by the jet bores.
continued
8.2
12
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Section 8.2
Page 12
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Cont'd.:
8.2.5 Swing Brake Valves
Anti cavitation prevention. Illustration Z 22672a
(1) Return oil collector tube
(2) Main back pressure valve
(3) Gear pump (8.2 +8.5)..
(4) Swing motor back pressure valve blocks (195.1 +195.2)
(5) Swing brake valve blocks (49.1 +49.2).
(6) Swing motor (20.1 +20.2)
(7) Pressure relieve valve (swing motor back pressure)
(8) Check valve
(9) Pressure check point M35.1 and M35.2
(10) Valve drain connection
A Input from gear pump
B Output to swing brake block
T Tank connection to return oil collector tube
During the swing down phases the swing motors (6) are working as pumps.
It means that the pressure side change to a suction side and the suction side
change to a pressure side. To prevent cavitation in the swing motors during
this change there are two back pressure valves (4) fitted. The valves (4)
together with the gear pumps (3) increase the main back pressure up to 15
bar. Port B is direct connected to the tank port (return line) of the swing brake
valve block (5).
Adjustments - Measurements -Settings
Setting of the swing circuit back pressure valves (3)
1. Connect pressure gauge (0 25 bar) to check points M35.1 and M35.2
at the valve blocks (195.1 +195.2). The valve blocks fitted at the return
oil collector tube in front of the hydraulic tank.
2. Start both engines and let them run in high idle.
3. The pressure at the gauges should be 15 bar if the gauges shows a
different value the pressure relieve valves in the back pressure valve
must be adjusted.
a) Loosen look nut
b) Turn in or out set screw to increase or decrease the pressure.
c) Tighten look nut
4. Stop engines
5. Disconnect the gauges.
8.2
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Section 8.2
Page 13
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8.2.6 Electric / Hydraulic flowchart Swing Left
Legend for illustration (Z 22503a):
(-10V) Signal voltage (Maximum)
(13) Main control block IV
(20.1 +20.2) Swing motors
(43) Remote control valve block
(48) Distribution block
(49.1 +49.2) Swing brake valve blocks
(A7) Amplifier module Swing (Y32 +Y32a/b Block IV)
(A16) Amplifier module Swing brake
(D32) Time relay Pilot control: Neutral position monitoring
(E20) Control lever (J oy stick)
(E50) Ramp time module
(E50B) Ramp time module Swing brake
(K165) Relay counter lock (option)
(K253) Relay controlled by swing brake (foot brake)
(ws/gn) Colour code of signal voltage cable ( J oy stick)
(-X) Direction (axis) of joy stick (minus x =left)
(X2F...) Terminal rail with number
(Y32) Proportional solenoid valve
(Y32a +Y32b) Directional solenoid valve
(Y127) Proportional valve, controlling pressure increasing valve
The electrical signal.
Signal voltage of joy stick (E20) arrives via ramp time module (E50) at
terminal 5 of the amplifier module (A7) and further via relay K165 (if
equipped) to the proportional and directional solenoid valves of the remote
control blocks (43). In the same time signal voltage of joy stick arrives via
K253 and ramp time module E50B to terminal 5 of the amplifier module A16.
Relay contact 2 / 10 of relay K165 (if equipped) opened if the excavator
superstructure swing in a different direction as the lever direction (counter
look). Relay K253 energized if the swing brake pedal is activated this
eliminate the ramp time function of E50B.
The hydraulic signal. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the pressure ports of the main control blocks.
Proportional valve Y127 increase proportional to the lever deflection the pilot
pressure to the pressure increasing valves.
The hydraulic oil flow
Now the oil of the main pump 3 flows through the main control block (IV) and
arrives via swing brake valves (49.1 +49.2) at the swing motors (20.1 +20.2).
8.2
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Section 8.2
Page 14
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8.2.7 Electric / Hydraulic flowchart Swing Right
Legend for illustration (Z 22504a):
(+10V) Signal voltage (Maximum)
(13) Main control block IV
(20.1 +20.2) Swing motors
(43) Remote control valve block
(48) Distribution block
(49.1 +49.2) Swing brake valve blocks
(A7) Amplifier module Swing (Y32 +Y32a/b Block IV)
(A16) Amplifier module Swing brake
(D32) Time relay Pilot control: Neutral position monitoring
(E20) Control lever (J oy stick)
(E50) Ramp time module
(E50B) Ramp time module Swing brake
(K165) Relay counter lock (option)
(K253) Relay controlled by swing brake (foot brake)
(ws/gn) Colour code of signal voltage cable ( J oy stick)
(+X) Direction (axis) of joy stick (plus x =right)
(X2F...) Terminal rail with number
(Y32) Proportional solenoid valve
(Y32a +Y32b) Directional solenoid valve
(Y127) Proportional valve, controlling pressure increasing valve
The electrical signal.
Signal voltage of joy stick (E20) arrives via ramp time module (E50) at
terminal 5 of the amplifier module (A7) and further via relay K165 K165 (if
equipped) to the proportional and directional solenoid valves of the remote
control blocks (43). In the same time signal voltage of joy stick arrives via
K253 and ramp time module E50B to terminal 5 of the amplifier module A16.
Relay contact 2 / 10 of relay K165 (option) opened if the excavator
superstructure swing in a different direction as the lever direction (counter
look). Relay K253 energized if the swing brake pedal is activated this
eliminate the ramp time function of E50B.
The hydraulic signal. (pilot pressure)
When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the pressure ports of the main control blocks.
Proportional valve Y127 increase proportional to the lever deflection the pilot
pressure to the pressure increasing valves.
The hydraulic oil flow
Now the oil of the main pump 3 flows through the main control block (IV) and
arrives via swing brake valves (49.1 +49.2) at the swing motors (20.1 +20.2).
8.2
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Section 8.2
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8.2.8 Swing Monitoring System, illustration (Z 21947a)
There are two reasons why the swing monitoring system is installed:
a) To prevent adverse effects of a counter action.
b) To increase the swing speed, by reducing the swivel angel of the
swing motor (lowering the required oil volume per motor rotation)
Function of the swing monitoring system:
The two sensors B98 and B99, (Proximity switches mounted into a housing
near the ring-gear) sensing the direction of rotation.
How?
Because the distance from sensor to sensor (B) is less than the distance of two
teeth (A), one of the sensors recognizes first a swing action.
The signals of both sensors are used as input signals for the module (E42)
which monitors the swing direction.
The same signals from sensor B99 are send to the module E43 for sensing the
swing speed.
Proximity switch B99 together with module E43 monitors the swing speed to
control via relay K154 and K153 solenoid valve (Y48).
Activated solenoid valve Y48 allows full X2 pressure to swing motors
(20.1 +20.2) port X =if the working pressure is less then 280 bar
increasing of swing speed is possible.
De activated solenoid valve Y48 causes no X2 pressure to swing motor
(20.1 +20.2) port X =the motors are fixed in maximum swivel angel
(max. volume =max. torque and min. speed)
Acceleration
During the first acceleration phase the maximum torque by minimum speed is
required, the motors must be in maximum swivel angel (x-port 0 bar). E43
detect the swing speed, if the speed is below 120 Imp./min. relays K154 and
K153 are still de energized and further solenoid valve Y48 de-energized (x-
port =0 bar =max. motor swivel angel =max torque). After this first
acceleration the required torque and hydraulic pressure droops and the swing
speed increase. E43 detect more as 120 Imp./min and energize relay K154. If
the lever direction and the swing direction is the same K153 energized and
further D153 energized solenoid valve Y48 (x-port =35 bar =variable motor
swivel angel is possible).
Braking with counter position of the lever
If the operator release the lever or move the lever to counter position relay
K153 opened contact 5 / 9 it de energize time relay D153. After the time is
elapsed (one second) solenoid valve Y48 de energize and change over in
neutral position so that pilot line L18 release the pressure to the tank (port X =
0 bar). The swing motors move to maximum swivel angel. Now a maximum
breaking torque is available.
8.2
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Section 8.2
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8.2.8 Swing Monitoring System, illustration (Z 21947a)
(Study together with the valid hydraulic and electric circuit diagram for the
machine)
Adjustments - Measurements -Settings
a) Distance between Swing ring teeth and the switches B98 and B99
The sensors B98 and B99 are inductive switches with own electronic.
Sensor B98 switches 24V via cable Sig to terminal 4 of E42 and
Sensor B99 switches 24V via cable Sig to terminal 11 of E42 if a
tooth comes close to the sensor head.
Simultaneously these signal arrives at E43 terminal 4.
Adjust the distance C of the sensors B98 and B99 to 51 mm.
b) E42 for monitoring the slew direction
E42 is an programmable module which is factory programmed with the
parameters are shown in the electric diagram. Therefore no adjustments
or settings are required.
The indication light (In1 from B98 / In2 from B99) lights/pulses if a
input signal comes up. The indication light (Out1 for swing left / Out2
for swing right) lights if the module indicates a swing direction.
c) E43 for monitoring the slew direction
E43 is an programmable module which is factory programmed with the
parameters are shown in the electric diagram below.
Settings:
E43 (speed monitor) counter prevention
No Function nominal setting
1 Setting the start up delay Not used set to 0
2 Fine setting of the preset value (pulses / min.) 12 imp/min (i.e.120)
3 Setting the hysteresis Not used set to 0
4 LED: lights when the output relay is energised ---
5 Setting the switching function Set to III
6 Coarse setting of the preset value (pulses / min) X x 10 imp/min
If necessary increase or decrease the imp/min with set screw no. 2
until a smooth slew operation is possible.
8.2
17
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Hydraulic for the Swing Circuit
Section 8.2
Page 17
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8.2.9 Checks and adjustments for the swing circuit
It is important that the complete MRV-valve and the Pressure
Increasing Valve is firmly (with 300 Nm) tightened.
Otherwise, the internal sealing sealed not properly which results in:
difficulty setting, loud flow noises and abnormal temperatures.
Whenever pressure checks are carried out, they must be carried out
for both, r.h. and l.h. swing, to make sure the check valves in the brake
valve are in good shape.
Because the Swing motors are working hydraulically in combined
operation, the pressure gauge shows the pressure of the pressure
increasing valve with the lowest setting. Even when the gauge shows
the required pressure it is possible that one valve has a higher setting.
Therefore lower the pressure on one valve below the required pressure
and then increase up to required pressure. Proceed with next valve in
the same manner.
High pressure check / adjustment
1. Connect the gauge (0-400 bar) to check point M12.2 at the high
pressure filter units (153.3) of single control block IV.
2. Release the pilot pressure by several movements of the lever with
motor / engine stand still. The key switch S1 must be on the ladder and
service arm must be in up position. Disconnect carefully the pilot
pressure lines from the pressure increasing valves and close the lines
with a suitable plug.
3. Loosen lock nut (3) of both pressure increasing valves (PIV) and screw
in set screw (4) until piston (5) comes to stop.
4. Start engine and let it run with max. speed.
5. Lower attachment to ground and apply house brake (swing parking
brake).
6. Actuate either l.h. or r.h. rotation until the hydraulic system stalls and
increase slowly the MRV-pressure while observing the pressure gauge.
Gauge value must remain at 330 -5 bar. Increase MRV setting
additional 1/8 turn cw..
7. If the gauge shows a lower or higher value the pressure increasing
valves must be adjusted.
continue
8.2
18
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Hydraulic for the Swing Circuit
Section 8.2
Page 18
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8.2.9 Checks and adjustments for the swing circuit
Cont'd:
High pressure check / adjustment
Pressure Increasing Valve (PIV) high pressure adjustment
Procedure:
a) Loosen lock nut (1) of the first pressure increasing valve PIV.
b) Adjust pressure with set screw (2) to ~340 bar if the pressure dont
increase turn set crew from the last setting max. turn in (c.w.).
c) Secure by tightening lock nut (1).
d) Loosen lock nut (1) of the second PIV.
e) Adjust pressure with set screw (2) to 330 5 bar.
f) Secure adjusted set screw (2) by tightening lock nut (1)
g) Loosen lock nut (1) of the first PIV.
h) Adjust pressure with set screw (2) of the first PIV to 330 5 bar
(lower pressure c.c.w. just as the pressure gauge show a reaction)
i) Secure adjusted set screw (2) by tightening lock nut (1)
j) Re-check pressure setting.
k) Re-set MRV to 310
+
5 bar after the check / adjustment is finished.
Low pressure check / adjustment (Swinging down path (drifting)
(with still disconnected pilot pressure line )
8. Actuate either l.h. or r.h. rotation until the hydraulic system stalls.
a) loosen lock nut (3) at the first PIV and turn out set screw (4)
until 150 +5 bar is reached.
b) Tighten lock nut (3).
c) Loosen lock nut (3) at the second PIV and turn out set screw
(4) until the gauge start lowering the pressure.
d) Re-check pressure setting.
9. Re-connect the pilot pressure line. Proceed like item 2.
For later one pressure checks the steps 2 + 3 must not be done.
The Swinging down path may be extended, means the low pressure
may be decreased a little; e.g. for greater operating radius such as at
strip Mining. But a little only otherwise disturbance due Swinging will
occur.
The Swinging down path may be shortened, means the low pressure
may be increased approx. 20 bar; but not more because that means
greater shocks in the systems which will shorten the life time of the
components.
8.2
19
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Hydraulic for the Swing Circuit
Section 8.2
Page 19
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8.2.10 Checks and adjustments for the swing circuit
Cont'd:
Brake pilot pressure - check / adjustment
1. Connect the gauge to the check point M4.
2. Start engine and let it run with max. speed.
3. Depress fully the foot brake pedal and read the pressure.
The pressure must be 19 +3 bar.
If adjustment is required:
Alter the position of the potentiometer R2 of the amplifier A16 as long as the
pressure is 19 +3 bar.
Basic adjustment for A16 see section 5
PC5500-6-D_Sec_8-2_rev4.doc 06.10.05
Hydraulic for the travel circuit
Section 8.3
Page 1
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Table of contents section 8.3
Section Page
8.3 Travel System
8.3.1 Travel Circuit (Brief description) 2 + 3
8.3.2 Rotary Distributor 4 + 5
8.3.3 Side Frame Components 6
8.3.4 Travel Gear and Parking Brake 7
8.3.5 Parking Brake 8
8.3.6 Electric / Hydraulic Flow Chart 9
8.3.7 Adjustment / Checks 10 + 12
8.3
2
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Travel System
Section 8.3
Page 2
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Travel Circuit
Legend for illustration (Z 22521):
(1; 2; 5; 6) Main pumps
(14 / I) L.H. Control block
(16 / III) R.H. Control block
(21.1- 21.4) Travel motors (A2FM 355)
(28.1+28.2) Travel motors valve blocks
(34) Rotary distributor
(40) Suction tank
(46.1+46.2) Double filter
(52.1 +52.4) Travel gear house brakes
(M12.1 +M12.4) High pressure check points
(M33.1, M33.2) High pressure check points left travel motors
(M33.3, M33.4) High pressure check points right travel motors
Brief description
(Study together with the machine valid hydraulic and electric circuit dia-
gram).
Control circuits, not shown
By the function of the remote control valve (45.1 +45.3) pilot pressure oil is
sent to one side of each control block (14/I +16/III) when operating the foot
pedal for travelling "Forward or Reverse.
8.3
3
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Travel System
Section 8.3
Page 3
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8.3.1 Service circuits ( Z22521)
(Study together with the valid hydraulic and electric circuit diagram for the
machine).
The travel motors (21.1 - 21.4) are driven by the pumps (1; 2; 5; 6).
The oil flows from the pumps through check valves and the filters (46.1 +46.2)
to the control blocks (14 / I +16 / III).
In neutral position of the spools the oil flows via the return oil lines into the col-
lector tube (35, not shown). From the collector tube (35) flows the oil via the re-
turn oil lines (L6 +L7, not shown) into the collector tube (114) and further to
the tank. On its way to tank the oil must flow through the back pressure valve
(115) or the oil coolers (106.1 106.4) and the return oil filter (117.1 - 117.4).
(Back pressure valve function see section 4.)
When operating the foot pedal for "Travelling" the pump line of each control
block is connected with the corresponding service line (A1 or B1) via the rotary
distributor (34) and the valve blocks (175 +176) to the travel motors (21.1 -
21.4).
The oil flows from the travel motors via the rotary distributor back to the control
blocks and further to tank.
Each travel gear includes two spring loaded multi disk brakes (House brakes)
(52.1 - 52.4). They are used as parking brakes, automatically applied (by the
function of Y16) whenever both motors stoped. The brake release pressure is
monitored by the pressure switch (B48).
The leak oil (case drain) flows through the line (L) and the leak oil filter (108)
back to tank.
8.3
4
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Travel System
Section 8.3
Page 4
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8.3.2 Rotary Distributor
Task:
The rotary distributor (joint) permits a hydraulic connection between the su-
perstructure and the under- carriage, that means between the rotating and the
stationary part.
Legend for illustration (Z 22522):
(1) Rotor
(2) Rotary distributor housing
(3) Cover
(4) Thrust washer
(6) Sealing plunger
(8+9) Seal ring and O-ring
(10) PTFE Sealing
(11) V Sealing
(12) Rotor guide rings
(13) O-ring
Translations:
Schnitt =Cross section
Versetzt gezeichnet =Offset drawn
Verschluschraube mit Loctite gesichert =Plug screw sealed with Loctite
mit Krnerschlag gesichert =sealed with punch mark
Kammer mit Fett gefllt =Chamber grease filled
Ports:
A - D Service lines
L Leak oil
ST Control oil Travel break
X Control oil (travel motor flushing)
K1 Track tensioning
K2 Track tensioning
continued
8.3
5
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Travel System
Section 8.3
Page 5
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Contd.
Function (Z 22522):
During operation superstructure and under carriage rotate towards each other.
The travel oil motors must be supplied with hydraulic oil in every position in
which the superstructure is turned in regard to the undercarriage. Oil is di-
rected by the control blocks to the ports (A-D) of the housing (2).
The oil flows to the outlet ports (A-D), of the rotor (1), via ring grooves as
well as longitudinal and cross holes. The rotor is bolted to the under carriage
and the housing (stator) is fixed by the upper structure. The sealing of the ring
grooves among one another is done by seal rings (8) and o-rings (9).
The hydraulic connection for the travel motor case drain and the travel motor
house brake is done via the ports (L) and (St).
The rotor (1) is at the top and bottom section guided in the housing by the
guide rings (12).
8.3
6
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Travel System
Section 8.3
Page 6
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8.3.3 Side Frame Components, Cross Sections
Illustration Z 22523
A Under carriage view from the back side
B Final drive with
C Side frame with top and bottom roller
D Track tensioning cylinder
8.3
7
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Travel System
Section 8.3
Page 7
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8.3.4 Travel Gear and Parking Brake
Function principle ( illustration Z22524a):
The spur gear stage (B) is driven by two hydraulic motors via two drive
shafts (A). This in turn causes that by the shaft (C) the first planetary stage
(D) is driven; opposite the input drive direction.
The planetary gears of the second planetary stage are connected to the hollow
shaft (G).
The drive sprocket is mounted to the hollow shaft (G).
For maintenance see MAINTENANCE MANUAL
For more details see PARTS BOOK.
8.3
8
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Travel System
Section 8.3
Page 8
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
8.3.5 Parking Brake
Illustration Z 22525
The Spring Loaded Multi-disk Brake is used as a safety brake (parking
brake); applied by spring force and released by oil pressure.
Legend:
(1) Disk housing
(2) Piston
(3) Back-up ring with radial seal rings (15)
(4) Bach-up ring
(5) Coupler
(6) Inner disks (lamellas)
(7) Outer disks
(8 +9) Springs
(10 - 12) O-ring
(13) Clip ring
(14) Clip ring
(16) Release pressure port
(17) Quad-Ring with back-up rings (18)
(19) Quad-Ring with back-up rings (20)
(21 +22) Plug screw with seal ring
Function:
Brake applied:
The outer disks (7) engaged to the housing by serration and the inner disks (6) in
serration connection with the coupler, are pressed together by the springs (8 +
9). This results in a fixed connection between housing and coupler.
Brake released:
Oil pressure via port (16) reaches the left side of the piston (2) and forces the
piston towards the back-up ring (4), as shown.
This function eliminates the spring force onto the disks thus the brake is re-
leased.
The releasing pressure is 18 bar, the maximum permissible pressure 60 bar.
This brake named "Wet Brake" because the brake housing is filled with gear oil.
For maintenance see MAINTENANCE MANUAL
For more details see PARTS BOOK
8.3
9
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Travel System
Section 8.3
Page 9
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Electric / Hydraulic Flow Charts
Illustration Z 22526
On the following pages are shown the electric / hydraulic flow charts for the
travel circuit.
The electrical signal created by the foot pedals (E21a and E21b) reach first
of all the ramp modules (E51 and E52) and further the amplifier modules
(A12 and A13). It is a voltage signal from 10 up to +10 Volt dependent to
the pedal deflection and direction. The amplifier modules changes this signal
in a current signal from 0 to 1000 mA and a directional signal (0 or 24 V).
The current signal activate the proportional valve and the directional signal
the directional solenoid valve of the remote control block (45.1 and 45.3).
The valves in case activate the pilot pressure to the main control valve blocks.
This hydraulic signal (pilot pressure) from the remote control valves flow to
the main control blocks (175 and 176) to the pilot pressure ports a1 or b1
which in case push the main control valve spool to control the main hydraulic
oil flow from the main pump.
The main hydraulic oil flows now from the main control blocks via the ro-
tary distributor (34) to the hydraulic motors (21.1 - 21.4).
8.3
10
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Travel System
Section 8.3
Page 10
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Adjustments / Checks
It is important that the complete MRV-valve is firmly (with 300 Nm)
tightened.
Otherwise, the internal sealing sealed not properly which results in:
difficulty setting, loud flow noises and abnormal temperatures.
High pressure check / adjustment (illustration Z 22528)
1. Connect the gauge (0-400 bar) to the check points M12.1. and M12.4
at the double high pressure filters.
2. Unplug solenoid valve Y16 (Z 22529, filter and valve panel motor 2) to
keep the parking brake applied.
3. Start both engines and let it run in high idle.
4. Engage carefully desired travel motion and hold foot pedal in final po-
sition to built up max. pressure.
5. Increase * slowly the MRV-pressure while observing the pressure
gauge. Gauge value must remain at 310
+
5 bar.
continued
Motor 2
8.3
11
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Travel System
Section 8.3
Page 11
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Contd.
If the gauge shows a lower or higher value and to be sure both SRVs are correct
adjusted the SRVs (main valve block and brake valve block) must be adjusted.
A faulty anti cavitation valve (32.1; 32.2; 32.13; 32.14) can influence
the SRV pressure reading / setting. In a doubt inspect the valve. Re-
pair or replace faulty valve if necessary.
A faulty rotary distributor or motor gives the same problems.
Repair or replace faulty part.
Procedure:
6. Set MRV of main valve block I and III to a higher setting (~340 bar,
for adjustment use the function stick extending
7. Engage carefully desired travel motion and hold foot pedal in final po-
sition to built up max. pressure
8. Adjust* the respective SRV to a higher setting (~330 bar)
9. Connect pressure gauge to check points M33.1, M33.2, M33.3 and
M33.4 at the travel valve block in the car body. The respective high
pressure check point is on the other side diagonal to the SRV.
10. Adjust* the SRV at the desired travel function to 310 bar.
11. Reset the respective SRV at the main valve block to 310 bar, increase
the setting from a lower pressure just to the point when the gauge stop
increasing it should be 310 bar (provided setting from the SRV at the
brake valve is correct).
12. Create max. pump pressure with stick extending to the max. position
and re-set MRV to 310
+
5 bar after the check / adjustment is finished
and re-plug solenoid valve Y16
13. Stop enignes.
*
a) Remove dust cap of the SRV (1)
b) Loosen lock nut (2).
c) Adjust pressure with set screw (3).
d) Secure adjustment by tightening lock nut (2).
e) Re-fit dust cap (1).
8.3
12
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Travel System
Section 8.3
Page 13
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Function Check of the Travel Gear House Brake
Illustration Z 22529
1. Connect pressure gauge to check point (M6) at the filter and valve
panel motor 2.
2. Start both engines and let it run in high idle.
3. Read the pressure. Gauge must show common pilot pressure (norm.
35
+
1 bar). If not check the pilot pressure. If the pressure is below
24 bar, the text display must show Travel gear house brake ON.
4. Operate the travel foot pedals, the machine must travel.
In case the machine doesnt travel the text display must show
Travel gear house brake ON
5. Unplug solenoid (Y16) and operate the travel foot pedals, the ma-
chine must not travel.
The text display must show Travel gear house brake ON
In a case of malfunctioning check the electrical controlling and the
solenoid valve Y16.
Function check of the pressure switch (B48)
1. Connect pressure gauge to check point (M6).
2. Start one motor. The gauge must show common pilot pressure (norm.
35 +1 bar).
3. Set pilot pressure relief valve (70.2) to 22 bar X2 pressure.
4. Unplug solenoid valve Y16 to allow pressure release from the pres-
sure line of the house brake.
5. Reconnect solenoid valve Y16.
The text display must show Travel gear house brake ON
6. Increase the pilot pressure up to 26 bar
Travel gear house brake ON must disappear
If not check the pressure switch B48 and exchange it if it is out of
the range.
7. Reset pilot pressure to 35 bar
PC5500-6-D_Sec_8-3_rev2.doc 06.10.05
Hydraulic Track Tensioning System
Section 9.0
Page 1
26.03.03 PC5500-6-D_Sec_9-0_rev0.doc
Table of contents section 9.0
Section Page
9.0 Hydraulic Track Tensioning System
General 2
9.1 Functional description 3 + 4
9.2 Pressure Increasing Valve 5
9.3 Tensioning Cylinder 6
9.4 Adjustments / Checks 7 9
9.5 Functional test 9
9.0
2
26.03.03 PC5500-6-D_Sec_9-0_rev0.doc
Hydraulic Track Tensioning System
Section 9.0
Page 2
26.03.03 PC5500-6-D_Sec_9-0_rev0.doc
9.0 General:
Legend for illustration (Z 22453):
(62.1 62.4) Track tensioning cylinders
(M15.3 + M15.4) Bleeder and hydraulic pressure check points at the
R.H.- tensioning cylinders.
(M15.1 + M15.2) Bleeder and hydraulic pressure check points at the
L.H.- tensioning cylinders.
(M15.5) Bleeder and hydraulic pressure check point at the bladder
accumulator (59.1) for the L.H.-side.
(M15.6) Bleeder and hydraulic pressure check point at the bladder
accumulator (59.2) for the R.H.-side.
(60.1 + 60.2) Membrane accumulator, 1,3 liter (pre-charge pressure 31bar)
(54.2) Service shut-off cock for the L.H.-side
(54.3) Service shut-off cock for the R.H.-side
* "O" = open - "C" = closed
(59.1 + 59.2) Bladder accumulator, 5 liter (pre-charge pressure 150bar)
(34) Rotary joint
L3 (St) Supply line from solenoid valve Y16 over rotary joint port St
The hydraulic track tensioning system ensures automatically the correct track
tension.
The pilot pressure pumps (7.1+7.2, see hydraulic diagram page 02) will supply
oil to all four tensioning cylinders (62.1-62.4).
The maximum pressure is limited by the pressure increasing valve (182), one
for both sides.
The pressure in the tensioning cylinders transmits the required force to move
the guide wheels to the front, until the correct track tension is obtained.
External forces acting at the guide wheels will be absorbed through the
pressure accumulators (60.1 + 60.2, first stage) and (59.1 + 59.2, second stage).
If the ladder is out of range R3 the pilot control will cut off to prevent
any machine movement . At the same time the hydraulical swing brake
will be applied and the text display in the cab will show a message.
10.0
3
05.10.04 PC5500-6-D_Sec_10-0_rev1.doc
Access ladder
hydraulically operated
Section 10.0
Page 3
05.10.04 PC5500-6-D_Sec_10-0_rev1.doc
10.1 Function of hydraulic operated access ladder
illustration (Z 22495):
Legend:
(7.1+7.2) Pilot pumps
(84.1+84.2) Check valves
(68.1) Filter with filter monitoring switch B22
(70.1) Pressure relieve valve X4 pressure =60 bar
(70.2) Pressure relieve valve X2 pressure =35 bar
(162.3 5) Check valves
(171) Pressure relieve valve (70 bar)
(174) Ladder cylinder
(172) Orifice
Y125 Solenoid valve: flow reduction (slow speed)
Y123A Solenoid valve: ladder up
Y123B Solenoid valve: ladder down
X4 60 bar auxiliary & control oil pressure
Function:
The engine is running
In addition to the hydraulic diagram Z 22495 also the electric diagram 897 899 40
on next page.
The pumps (7.1) and (7.2) are delivering oil through filter (68.1) to port P of the
solenoid valve Y123A/B (3 way- 4 port valve), and to the pressure relief valve
(70.1) port A. The pressure relief valve (70.1) maintains the adjusted pressure of
60 bar.
With solenoid valve Y123A/B in neutral position ports A, B, P and T are blocked.
If one of the solenoids is energised the valve directs pump oil to the cylinder.
Depending on the activated solenoid the cylinder gets pump oil to the piston or
rod side and the ladder move up or down.
The pressure relief valve (171) limits the pressure of the ladder cylinder to
maximal 70 bar.
With activated solenoid valve Y123A/B the return oil from the cylinder must pass
solenoid valve Y125. With de-energised solenoid valve Y125 the return oil flow
is restricted through orifice (172) resulting in a reduced speed of ladder
movement. More over, the combined function of sensors S22 / S91 and solenoid
valve Y125 provides smooth and cushioned approach of the ladder to the upper
and lower final stops. In the main movement range R2 the ladder speed is faster
because the energised solenoid valve Y125 allows unrestricted oil flow back to
the tank.
continued
10.0
4
05.10.04 PC5500-6-D_Sec_10-0_rev1.doc
9
Access ladder
hydraulically operated
Section 10.0
Page 4
05.10.04 PC5500-6-D_Sec_10-0_rev1.doc
Cont'd:
Y125 is energised when both proximity switches S22 and S91 are not activated
(ladder in R2.range)
If the ladder is in position B the activated sensor S22 de-energised Y125 and
energised Y123A, now unrestricted pump pressure is connected to the cylinder
piston side to keep the ladder pressurerized in the upper final stop position B.
If switch S84 is in neutral position and the ladder moves out of the R3 range all
solenoids (Y125; Y123 A+B) are de-energised and the ladder stops.
Engine off and the ladder in position C
With activated switch S84 in position 2 (ladder down) solenoid valve Y123B
and relay K132 are energised. Y123B connects the cylinder piston side via
solenoid valve Y125 to the tank. K132 activate Y125 so that the oil can flow
without resistance to the tank. Now, the ladder can move down only by its
own weight. The operator have to push the ladder slightly until it starts
moving.
The rod side of the cylinder receives oil via anti-cavitation valve (162.3).
The ladder controlling is independent to the main electric key switch S1 and
the battery master switch. The ladder circuit is directly supplied by the
battery via circuit breaker F17.
There is an additional pull switch S84A below the ladder support.
Make sure that there are no obstacles in the moving range of the
ladder. Stop raising the ladder by releasing the control switch (S84) if
there are any obstacles in the moving range.
Mount the ladder only in completely lowered position.
Do not lift persons or objects (tools) with the hydraulic access ladder.
Serious injury or death can be the result.
Hydraulic operated
refilling arm
Section 11.0
Page 1
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
Table of contents section 11.0
Section Page
11.0 Hydraulic operated refilling arm
11.0 General 2
11.1 Function 3
11.0
2
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
Hydraulic Oil Reservoir
Section 11.0
Page 2
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
11.0 Hydraulic operated refilling arm
General
Legend for Illustration Z22496
(A) Refilling arm
(B) Control switch (pull switch)
(B) Hydraulic cylinder
(D) Limit switch S23
(7.1+7.2) Pilot Pump
(68.1) Pilot filter with filter monitoring switch B22
(70.1) Pressure relieve valve (60 bar)
(70.2) Pressure relieve valve (35 bar)
(162.1+161.22) Check valves
Y124A Solenoid valve: refilling arm up
Y124B Solenoid valve: refilling arm down
Y125C Solenoid valve: security valve refilling arm locking
(163) Hydraulic cylinder
The excavator is equipped with a central refilling system for easy service and
maintenance. One part of this system is the movable refilling arm. This arm is
hydraulic driven by the hydraulic cylinder (C) and mounted below the power
frame.
The refilling arm can moved up or down by pull switch S23. For correct
operation of the refilling arm see OPERATION MANUAL:
If the refilling arm swing out of the upper position the pilot control will
stop all working functions and activate the swing brake. The text
display show a message.
11.0
3
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
9
Hydraulic Oil Reservoir
Section 11.0
Page 3
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
10.1 Function of hydraulic operated refilling arm
illustration (Z 22496):
Legend:
(A) Refilling arm
(B) Control switch (pull switch) S87
(C) Hydraulic cylinder
(D) Limit switch S23
(7.1+7.2) Pilot Pump
(68.1) Pilot filter with filter monitoring switch B22
(70.1) Pressure relieve valve (60 bar)
(70.2) Pressure relieve valve (35 bar)
(162.1+161.22) Check valves
Y124A Solenoid valve: refilling arm up
Y124B Solenoid valve: refilling arm down
Y125 Solenoid valve: security valve refilling arm locking
(163) Hydraulic cylinder
The engine is running
Additional to the hydraulic diagram from illustration Z22496 use the respective
electric diagram.
The pumps (7.1) and (7.2) are delivering oil through filter (68.1) to port P of the
solenoid valve Y124A/B and the pressure relief valve (70.1) port A. The pressure
relief valve (70.1) maintains the adjusted pressure of maximum 60 bar.
If the solenoid valves Y124A together with solenoid valve Y124C is energised
pressurised oil flows to the arm cylinder piston side and the refilling arm will
move up. If the solenoid valves Y124B together with solenoid valve Y124C is
energised pressurised oil flows to the arm cylinder rod side and the refilling arm
will move down.
Solenoid valve Y124C act as a security lock to prevent a uncontrolled down
moving of the refilling arm. This valve is a special 100% leek oil free valve.
All solenoid valves Y124A/B and C are PLC controlled. Control switch B (S87)
is connected to the PLC and act as a remote control. The refilling arm can only
moved down or up with activated key contact (key switch S1 in the cabin). Only
down moving is possible by gravity with engines stand still.
26.03.03 PC5500-6-D_Sec_11-0_rev0.doc
Hints for reading the
Hydraulic Circuit Diagram
Section 12.0
Page 1
22.12.04 PC5500-6_Sec_12-0_rev3.doc
Table of contents section 12.0
Section Page
12.0 Hints for reading the hydraulic circuit diagram
General 2
12.1 Symbols 5
12.1.1 Lines, unions 5-6
12.1.2 Components, valves 7
12.1.3 Sensors 8
12.1.4 Valves, valve components 9-12
12.1.5 Pumps, motors, cylinders 13-14
12.1.6 Assemblies and main components 15-16
12.0
2
22.12.04 PC5500-6_Sec_12-0_rev3.doc
Hints for reading the
Hydraulic Circuit Diagram
Section 12.0
Page 3
22.12.04 PC5500-6_Sec_12-0_rev3.doc
12.0 General:
Legend for Illustration Z22987