3.2 Hydraulic - System PDF

HYDRAULIC
25 & 30 TON ARTICULATED DUMP TRUCKS

CASE 325 & 330
ARTICULATED
DUMP TRUCKS

HYDRAULIC SYSTEM

Procedures, technical information and precautions which, if not
respected and/or incorrectly carried out, could cause injury to
users (safety symbol, see also SECTION 2-SAFETY
INSTRUCTIONS WORKSHOP MANUAL).

Failure to heed and/or correctly carry out procedures, technical
information and precautions given may cause damage to the
vehicle.

Procedures, technical information and precautions which, if not
respected and/or incorrectly carried out, could pollute the
environment.

Very important procedures, technical information and
precautions.

CNH America LLC 2004
700 STATE STREET
RACINE, WI 53404 U.S.A. Printed in U.S.A.

CASE Technical Training Hydraulic system
25 & 30 ARTICULATED DUMP TRUCKS
1
CONTENTS

DESCRIPTION....................................................................................................................3
HYDRAULIC SYSTEM - general layout...............................................................................4
List of check points..............................................................................................................4
STEERING SYSTEM...........................................................................................................6
OPERATION .......................................................................................................................8
Stand-by..............................................................................................................................8
Steering to the left................................................................................................................10
Steering to the right.............................................................................................................16
Emergency (main pump not operating-vehicle moving).......................................................20
BODY RAISING SYSTEM...................................................................................................22
OPERATION .......................................................................................................................24
Body up...............................................................................................................................24
Body down...........................................................................................................................28
BRAKING SYSTEM.............................................................................................................30
OPERATION .......................................................................................................................32
Accumulator charging circuit................................................................................................32
Pedal braking circuit ............................................................................................................42
Parking braking circuit .........................................................................................................44
STEERING AND BODY RAISING HYDRAULIC CIRCUIT..................................................46
Front chassis scheme (Version without Retarder)...............................................................46
Front chassis scheme (Version with Retarder)....................................................................48
Rear chassis scheme..........................................................................................................50
COMPONENT DESCRIPTIONS..........................................................................................51
DIFFERENTIAL LOCK ELECTRO-DISTRIBUTOR.............................................................51
OIL FILTER INSIDE THE RESERVOIR ..............................................................................52
HYDRAULIC RESERVOIR..................................................................................................53
FLOW-AMPLIFIER..............................................................................................................54

Hydraulic system CASE Technical Training
2
BODY RAISING CONTROL DISTRIBUTOR....................................................................... 55
HIGH PRESSURE OIL FILTER........................................................................................... 56
CONNECTION PLATE........................................................................................................ 57
MAIN HYDRAULIC PUMP .................................................................................................. 58
AUXILIARY STEERING PUMP ........................................................................................... 59
POWER STEERING ........................................................................................................... 60
HEAT EXCHANGER........................................................................................................... 61
RETARDER CONTROL VALVE.......................................................................................... 62
STEERING CYLINDER....................................................................................................... 63
Left side .............................................................................................................................. 63
BODY RAISING CYLINDER ............................................................................................... 64
REAR CHASSIS CONNECTION GROUP ASSEMBLY ...................................................... 65
BRAKE HYDRAULIC SYSTEM........................................................................................... 66
Front chassis scheme ......................................................................................................... 66
Rear chassis scheme.......................................................................................................... 67
DESCRIPTION OF COMPONENTS ................................................................................... 68
BRAKE PUMP..................................................................................................................... 68
BRAKE FLUID FILTER ....................................................................................................... 69
ACCUMULATORS .............................................................................................................. 70
PARKING BRAKE ELECTRO-DISTRIBUTOR.................................................................... 71
RECHARGE VALVE ........................................................................................................... 72
BRAKE COMMAND VALVE................................................................................................ 73
TESTS AND CHECKS ....................................................................................................... 74
Hydraulic system pressure test points................................................................................. 74
Hydraulic system pressure test point location..................................................................... 75
CHECK PROCEDURES ..................................................................................................... 76
Hydraulic plant pressure discharge..................................................................................... 76
Check efficiency of emergency pump control...................................................................... 76
Parking brake efficiency test ............................................................................................... 76
Hydraulic system pressure test and calibration procedures ................................................ 77

3
DESCRIPTION

The system is divided into three main hydraulic groups: steering, body raising and braking. All of
the groups use the same hydraulic fluid, which is contained in one reservoir.

The main hydraulic pump provides the flow required by the steering and body raising functions.
The system distributes the fluid flow between the two functions giving priority to the steering. In
the event of failure, an emergency pump ensures adequate steering capacity. The main pump
also supplies the pressure required to handle the central and interaxle differential locks

The brake pump supplies the flow required for the braking function. The system has energy
accumulators located between the pump and the actuators.

T225100
1. Hydraulic fluid reservoir
2. Main hydraulic pump
3. Emergency steering pump
4. Brake hydraulic pump
5. Steering system
6. Body raising system
7. Braking system
8. Priority valve (priority on steering)

4
HYDRAULIC SYSTEM - General layout

2. Main pump
3. Brake pump
4. Orbitrol steering valve
5. Flow-amplifier
6. Body raising valve
7. Counterbalance valve
8. Parking brake valve
9. Central/rear differential locking valve
10. By-pass valve
11. Suction filter
12. Accumulators recharge valve
13. Brake modulation valve
14. Hydraulic oil heat exchanger
15. Main pressure filter
16. Check valve
17. Steering pressure emergency switch
18. Test point
19. Steering cylinders
20. Body raising cylinders
21. Hydraulic accumulators
22. Check valve
23. Accumulators pressure switch
24. Stop lights switch
25. Parking brake pressure switch
26. Brake system filter
27. Quick discharge valve
28. Retarder valve
29. Check valve

List of check points

Steering control hydraulic pressure test point
Hydraulic tilt pressure test point
Gearbox/rear differential locking control hydraulic pressure test point
Counter-balancing pressure test point
Front hydraulic brake pressure test point
Retarder cylinder test point
Rear hydraulic brake pressure test point
Accumulator pressure test point
Hydraulic brake pump pressure test point

5

T225101

6
STEERING SYSTEM

2. Main pump
4. Orbitrol steering valve
5. Flow-amplifier
9. Central/rear differential locking valve
10. By-pass valve
11. Suction filter
16. Check valve
17. Steering pressure emergency switch (calibration: 90 psi [6 bar] in descent)
18. Test point
19. Steering cylinders
28. Retarder valve
29. Check valve

(a) Priority valve (calibration: 230 psi [16 bar])
(b) By-pass module
(c) Steering valve
(d) Enable valve
(e) Relay valve
(f) Flow valve
(g) Calibrated check valve
(h) Controlled maximum pressure valve

7

a
f
e
d
g
h
c
b
T

T225102

8
OPERATION

1 Stand-by

Conditions

Engine running
Body at rest
Steering wheel straight

Standby conditions will remain until the steering wheel is turned, regardless of the
position (straight or steered): consequently, this situation is related to the
steering wheel being STATIONARY (not necessarily straight).

Description

The pump [2] fluid flow goes to the flow-amplifier [5].
The priority valve (a) of the flow-amplifier [5] sends the flow towards the body raising valve
[6]. It needs to do this because the piloting signal that reaches the valve (a) is not sufficient
to make the valve move and overcome the spring resistance.
Since the body is at rest, the flow is discharged through the by-pass module (b) and returns
to the reservoir.
The line connecting port P of the flow-amplifier [5] to port P on the Orbitrol steering valve is
kept under pressure by the priority valve (a) to keep the steering circuit loaded and
consequently reduces the response time when steering.
9

T225103

10

2 Steering to the left

Conditions

Engine running
Body at rest
Steering wheel turned to the left

Description

A. The pump [2] fluid flow goes to the flow-amplifier [5].
The valve (c) is moved to the right as the steering wheel is turned. This permits the fluid
flow to pass through the valve, exit port L of the Orbitrol steering valve [4] and enter port L
of the flow-amplifier [5].

At the same time the pressure passes through the LS ports to reach the flow-amplifier [5].
Valve (a) is at this point subjected to two similar pressures on both sides, and therefore the
presence of the spring moves it to the left.
This directs the fluid flow towards the steering system, away from the body raising system.

11
2) Steering to the left

A
T225104

12

B. The input flow from port L of the flow-amplifier [5] moves the valve (d) to the right by means
of the piloting pressure. The piloting on the right side of the valve, in fact, is connected via
port R to port R of the Orbitrol steering valve [4], and from here is discharged to the
reservoir via ports T and the HT port of the flow-amplifier [5].

The input flow from port L passes through valve (d) and reaches valve (e), where the
piloting pressure overcomes the spring and moves the valve to the left. The piloting on the
right side of this valve in fact is connected to the valves piloting circuit (f), which is still
devoid of pressure.

The shifting of valve (e) has two effects.
The first effect is that the flow coming from port L returns to valve (d) passes through it
again and goes to the CL output of the flow-amplifier [5].
From here the flow goes to the steering cylinder chambers [19] to determine the movement
in the direction indicated. This flow however is only modest when compared to the power
steering effect effectively required. It constitutes in fact only about 1/8 the total rate of flow
that the system is capable of sending to the steering cylinders [19].

13
teft
T225105
B 2) Steering to the left

14

C. The second effect is that the two sides of valve (f) are now subjected to two piloting
pressures, determined by the pressure reaching port P of the flow-amplifier [5].

The piloting pressure variation on the right-hand side however is slowed down by the orifice
in the circuit, which means that valve (f) shifts to the right despite the presence of the
spring. The quicker the steering wheel is turned, the quicker this shift will be made.

Most of the flow that reaches port P of the flow-amplifier is then transferred to valve (f) (this
route features much lower load losses than that passing through the Orbitrol steering valve
[4]), and from here it joins the rate of flow coming from the Orbitrol steering valve [4] to
reach the CL output of the flow-amplifier [5], passing through valve (e).

This flow constitutes 7/8 of the total rate of flow that the system is capable of sending to the
steering cylinders [19].

Most of the flow that reaches the steering cylinder [19] chambers comes directly from port
P of the flow-amplifier. It therefore acts as fluid flow supplier according to the commands
given by the Orbitrol steering valve [4].

The chambers opposite to those involved in the flow are discharged so that the steering
cylinders [19] can be shifted.

The discharge flow enters the flow-amplifier from port CR, through valve (d) and exits to the
reservoir through port T.

The spring loaded check valve (g) generates a discharge back-pressure to prevent
cavitation phenomenon inside the flow-amplifier.

The secondary valves (h) absorb any ramming that could occur on the pipes connecting
outputs CR and CL and the corresponding steering cylinders.

These valves open at the calibration pressure and directly discharge the corresponding
pipe.

It should be noted that when the steering wheel is no longer turned, valve (c) will close,
valve (d) will also close since the piloting pressures are no longer present, and the same
happens with valve (e) and valve (f). The system keeps the steering cylinders in the
position they have reached, and remains in stand-by.

To straighten up the vehicle, turn the steering wheel in the opposite direction until the
wheels are parallel.

15

C 2) Steering to the left
T225106

16

3 Steering to the right

Conditions

Engine running
Body at rest
Steering wheel turned to the right

Description

A. Valve (c) is moved to the left when the steering wheel is turned. This permits the flow to
pass through the valve, exit port R of the Orbitrol steering valve [4] and enter port R of the
flow-amplifier [5].

At the same time the pressure passes through the LS ports to reach the flow-amplifier [5].

Valve (a) is at this point subjected to two similar pressures on both sides, and therefore the
presence of the spring moves it to the left.

This directs the fluid flow towards the steering system, away from the body raising system.
17
3) Steering to the right

A
T225104B

18
B. The input flow from port R of the flow-amplifier [5] moves the valve (d) leftwards by effect of
the piloting pressure. This is because the piloting pressure on the left side of the valve is
connected via port L to port L of the Orbitrol steering valve [4], and from here is discharged
to the reservoir via ports T and the HT port of the flow-amplifier [5].

The cylinders are consequently moved in the opposite direction with respect to steering to
the left.

The function of other flow-amplifier valves [5] remains unchanged with respect to the
description above.
19
ve.
B
T225107

20
4 Emergency (main pump not operating-vehicle moving)

Conditions

Vehicle moving (by inertia or towed)

A. Under normal conditions, solenoid valve [10] will continuously circulate the flow generated
by the emergency pump [1].

The purpose of check valve [29] is to prevent the discharge of the main pump [2] flow.

B. In the event of an emergency, the solenoid valve [10] will be activated by the electro-
mechanical pressure switch [17] that closes when the pressure generated by the main
pump drops below 90 psi (6 bar).
C.
The rate of flow required by the steering is then provided by the emergency pump [1] driven
by the automatic transmission.

The purpose of check valve [16] is to prevent the discharge of the emergency pump [1] flow
when solenoid valve [10] is activated.

21
4) Emergency

A
T225108

B
T225109

22
BODY RAISING SYSTEM

2. Main pump
5. Flow-amplifier
7. Counterbalance valve
11. Suction filter
16. Check valve
17. Steering pressure emergency switch
18. Test point
20. Body raising cylinders
27. Quick discharge valve

(a) Electrohydraulic main control valve
(b) Reducing valve
(c) By-pass module
(d) Discharge valve
(e) Controlled maximum pressure valve
(f) Controlled maximum pressure valve (calibration: 160 bars)
(g) Compensation valve

A Body up
B Body down
3
2
e
c
e
b
f
d
a
g
T225110
24
OPERATION

1 Body raising

Conditions

Engine running
Body up control

Description

A. The pump [2] fluid flow goes to the flow-amplifier [5].

The priority valve (a) of the flow-amplifier [5] directs most of the flow towards the body
raising valve [6]. It needs to do this because the piloting signal that reaches the valve is not
sufficient to make the valve move and overcome the spring resistance.

The hydraulic piloting of main control valve (a) is enabled through reducing valve (b) by
using the control located in the cab. The main control spool valve (a) moves downwards.

By-pass module (c) and discharge valve (d) are closed by the piloting pressure that comes
directly from the main control valve (a), line LS, it thus prevents the discharging of the
pump flow and permits the pressurising of the circuit.

The flow input from port P through valve (a), reaches output A, on through the counter-
balance valve [7] and goes to the body raising cylinder chambers [20] (up flow).

The cylinders will begin to extend, the fluid in the chamber opposite the extension chamber
in the third stage is made to discharge through the counter-balance valve [7], which is kept
open by the piloting pressure (that corresponds to the up pressure).

The discharge flow reaches port B of the body raising valve [6], passes through valve (a)
and made to discharge through port T.

The maximum pressure valve (f) has the function of limiting the maximum piloting pressure
value of the the main control valve (a).

The purpose of the controlled maximum pressure secondary valve (e) is to absorb any
ramming that could occur on the up pipes between port A and the corresponding body
raising cylinders.

This valve opens at the calibration pressure and directly discharges the corresponding
pipe.

The purpose of the compensation valve (g) is to maintain the body raising speed
regardless of the load on the body.
25
1) Body up

A
T225111

26

B. Under critical conditions (very steep terrain) the bodys center of gravity moves beyond the
rear contact point between the vehicle and the ground. A body raising torque results, which
creates an abrupt drop in the raising pressure.

This partially closes the counter-balance valve [7], since the spring prevails over the
reduced piloting pressure. This partial closing generates a counter-pressure on the cylinder
discharge line and consequently slows down the cylinder extension.

After the body raises all the way, the driver releases the control located in the cab, which
returns to neutral and shifts the main control valve (a) to the center and therefore isolates
the cylinders [20] from the pump flow and reopens the by-pass valve (c).

If the steering is turned at the same time, this will slow down the raising of the body, since
the priority valve of the flow-amplifier [5] gives priority to the steering system and reduces
the flow available for body raising. Under limited conditions, all of the main pump flow goes
to the steering and the body raising is stopped.
27
up
B 1) Body Up
T225112

28
2 Body lowering

Conditions

Engine running
Body down control

Description

The pump [2] fluid flow goes to the flow-amplifier [5].

The priority valve (a) of the flow-amplifier [5] directs most of the flow towards the body
raising valve [6]. It needs to do this because the piloting signal that reaches the valve is not
sufficient to make the valve move and overcome the spring resistance.

The hydraulic piloting of the main control valve (a) is enabled through reducing valve (b) by
using the control located in the cab. The main control valve spool (a) moves upwards.

By-pass module (c) and discharge valve (d) are closed by the piloting pressure that comes
directly from the main control valve (a), line LS, it thus prevents the discharging of the
reservoir return flow and permits the pressurising of the circuit.

The flow input from port P through valve (a), reaches output B through the counter-balance
valve [7] and goes to the body raising cylinder chambers [20] (lowering flow).

The cylinders begin to withdraw because the fluid in the chambers opposite the extension
chambers is discharged via two routes.

One part of the discharge flow reaches port A of the body raising valve [6], passes through
valve (a) and is made to discharge by port T.

The remaining part of the discharge flow passes through the quick discharge solenoid
valve [27], which is open during lowering, and is discharged directly to the reservoir in order
to reduce the lowering time.

The purpose of the controlled maximum secondary relief valve (e) is to absorb any
ramming that could occur on the lowering tubing between port B and the corresponding
body raising cylinders.

This valve opens at the calibration pressure and directly discharges the corresponding
tube.

29
2) Body down
T225113

30
BRAKING SYSTEM

3. Brake pump
8. Parking brake valve
11. Suction filter
12. Accumulators recharge valve
13. Brake modulation valve
18. Test point
21. Hydraulic accumulators
22. Check valve
23. Accumulators pressure switch (Normally closed switch, opens when the accumulators are
charged, closes as the pressure desends below 1815 psi [125 bar], turns on brake warning
light)
24. Stop lights switch
26. Brake system filter

(a) Slide valve
(b) Adjustment valve (calibration: 2510 psi [173 bar] up, 1930 psi [133 bar] down)
(c) Supply valve
(d) Check valve

31
a
d
b
c

T225114
32
OPERATION

1 Accumulator charging circuit

Conditions

Engine running
Accumulator charged

Description

A. When the pressure in one of the accumulators [21] reaches the maximum pre-established
value, the relative section of the supply valve (c), subjected to the piloting pressures of a
similar value on both sides, is closed by the spring load.

This sifting of the spool results in the accumulator [21] being isolated from the accumulator
charging valve [12].

When the second accumulator [21] reaches the same condition, both sections of valve (c)
are in the closed position.

33

1) Accumulator charging circuit

A

T225115

34

B. As a result of the action of the piloting pressure from pump [3], coming from port P of the
accumulator charging valve [12], the adjustment valve (b) moves to the right as the spring
yields.

When the adjustment valve (b) moves, it discharges the piloting pressure on the left-hand
side of the slide valve (a).

C. Since this valve is subjected to the piloting pressure from the pump [3] coming from port P
on the opposite side, it moves to the left and directs the flow towards the discharge through
port O.

The purpose of the check valve (d) is to keep a given piloting pressure in the section
between this valve and valve (c) during the subsequent accumulator charging cycle.
35

B
T225116

C
T225117

36

Conditions

Engine stationary
Accumulator charged

Description

D. In these conditions, the position of valve (c) does not change while valve (a) moves
rightwards due to the action of the spring when the piloting pressure on both sides comes
less.

When the engine is started, providing the accumulator is charged, valve (a) is subjected to
piloting pressure from the right-hand side and moves leftwards by pushing the spring; this
re-establishes the short circuit to exhaust of the flow through port O, to unload the pump.

37

D

T225115B

38

Conditions

Engine running
Accumulator discharged

Description

E. When the pressare in at least one of the two accumulators [21] reaches the minimum pre-
established value, the relative section of the supply valve (c) opens. The piloting pressure
in the section between the check valves (c), overcomes the combined resistance of the
spring and the accumulator pressure.

If the second accumulator [21] reaches the same condition, both sections of valve (c) are in
the open position.

F. The drop in pressure in the piloting circuit of valve (b) allows the spring load to shift the
valve to the left. This leads to the creation of a piloting pressure on the left-hand side of the
valve (a), which shifts it to the right.

39

E
T225118

F
T225119

40

G. Valve (a) is at this point subjected to two similar piloting pressures on its two sides, which
allows the spring load to shift it to the left. The fluid is consequently sent from pump [3]
through the accumulator charging valve [12] to recharge the accumulators [21].

In the event of circuit failure (tubes, pump, etc.), the pressure in the accumulators will drop
continuously each time the brake pedal is pressed.

Pressure switch [23] lights up the braking circuit failure warning lamp if the pressure drops
below the minimum value of 1815 psi, (125 bar).

Once the braking circuit failure warning lamp comes on, it is only possible to brake safely
five more times (in accordance with the ISO 3450).

41

G

T225120

42

2 Pedal braking circuit

The following description supposes that the accumulators are charged. The
considerations made also apply in the case of accumulators being charged.

Description

A. Brake pedal released

When the pedal is released the brake modulation valve [13] is moved to the left.
The brake cylinder chambers are discharged through port T, and therefore no pressure is
exerted on the pads.

B. Brake pedal pressed

When the pedal is pressed the brake modulation valve [13] is moved to the right.
The accumulator pressure is sent to the cylinder chambers through input port P and output
BR1/BR2 of the brake modulation valve [13]. The braking pressure is exerted on the pads.

43

A
T225121

B
T225122

44

3 Parking braking circuit

The following description supposes that the accumulators are charged. The
considerations made also apply in the case of accumulators being charged.

The vehicle will remain locked if pressure in the parking brake circuit comes less
for any reason.

Refer to the Use and Maintenance Handbook for the releasing procedure.

Description

A. Brake control disengaged (vehicle moving)

When the control is enabled, input 1/P of the park brake valve [8] is opened by solenoid valve
(a), while output 2/T is closed by solenoid valve (b).
The cylinders are subjected to the pressure from accumulator [21], and consequently the springs
are compressed, the pads released and the vehicle can be moved.

B. Brake control engaged (vehicle stationary)

When the control is enabled, input 1/P of the park brake valve [8] is closed by solenoid valve (a),
while output 2/T is discharged by solenoid valve (b).

The cylinders are not subjected to pressure, and consequently the springs act on the pads and
brake the vehicle.

45
3) Parking braking circuit

B A
a
a
b
b
T225124B

46

STEERING AND CAB BODY RAISING HYDRAULIC CIRCUIT

Front chassis scheme (Version without Retarder)

Legend (figure on the next page)

A. Differential lock electro-distributor
B. Oil filter
C. Hydraulic oil reservoir
D. Flow-amplifier
E. Body raising main control valve
F. Body raising pressure test port
G. High pressure oil filter
H. Connector plate
I. Main hydraulic pump
J . Auxiliary steering pump
K. Hydraulic steering orbital valve
L. Heat exchanger

47

Front chassis scheme (Version without retarder)

2211601

48

Front chassis scheme (Version with Retarder)

Legend (figure on the next page)

A. Differential lock electro-distributor
B. Oil filter
C. Hydraulic oil reservoir
D. Flow-amplifier
E. Body raising main control valve
F. Body raising pressure test port
G. High pressure oil filter
H. Connector plate
I. Main hydraulic pump
J . Auxiliary steering pump
K. Hydraulic steering orbital valve
L. Heat exchanger
M. Retarder control valve

49

Front chassis scheme (Version with retarder)

2211602

50

Rear chassis scheme

2081603

N. Steering cylinder
O. Tipper cylinder
P. Front chassis piping connector group
51

COMPONENT DESCRIPTIONS

A. DIFFERENTIAL LOCK ELECTRO-DISTRIBUTOR

2211604

A Version with retarder
B Version without retarder

1. Pressure control intake connecting pipe
2. Feed pipe
3. Oil return line to the reservoir
4. Pipe connecting rear chassis connection plate
5. Retarder valve p outlet feed pipe
6. Front differential lock control pipe

52

B. OIL FILTER INSIDE THE RESERVOIR

1731605

1. Oil delivery piping
2. Oil filler cap
3. Filter
4. Hydraulic oil reservoir

53

C. HYDRAULIC RESERVOIR

1731606

1. Filler cap
2. Oil level indicators
3. Inspection cover

54

D. FLOW-AMPLIFIER

2081605
1. Delivery from check valve
2. Delivery to body raising control valve (P)
3. Power steering blow-by
4. RH steering control to slave cylinders
5. Power steering return (T)
6. LH Power steering (L)
7. Return to the reservoir
8. RH Power steering (R)
9. Delivery to hydraulic steering
10. LH steering control to slave cylinders
55

E. BODY RAISING CONTROL DISTRIBUTOR VALVE

2081606
1. Body raising command lever
2. Delivery from flow-amplifier (EF)
3. Tipper rise command
4. Return to reservoir and heat exchanger
5. Tipper lower command
6. Connection to pressure control test port
7. By-pass pipe

56

G. HIGH PRESSURE OIL FILTER

2211607

1. Main pump connector pipe
2. Emergency steering pump connector pipe
3. Flow-amplifier (HP) connector pipe
4. Differential locks electro valve pressure connector pipe
5. Emergency pump pressure switch

57
CONNECTION PLATE

1. Lower command from main control valve (B)
2. Left steering command
3. Right steering command
4. Parking brake command
5. Rear brake command
6. Differential lock command
7. Rise command from main control valve (A)
8. Delivery to quick discharge valve
2081608
58

I. MAIN HYDRAULIC PUMP

2081609

1. Intake pipe from the reservoir
2. Delivery pipe to high pressure filter

59

J. AUXILIARY STEERING PUMP

2211610

1. Return pipe from emergency pump discharge valve
2. Oil intake from the reservoir pipe
3. Delivery pipe to emergency pump discharge valve

60

K. POWER STEERING

2081611

1. Delivery from flow-amplifier (P)
2. Right steering command from flow-amplifier (R)
3. Left steering command from flow-amplifier (L)
4. Return to flow-amplifier (T)
5. Piloting to flow-amplifier (LS)

61

L. HEAT EXCHANGER

2081612

1. Delivery pipe
2. Oil return pipe to the reservoir

62

M. RETARDER CONTROL VALVE

2211613

1. Diff lock solenoid valve connection
2. Connection to pressure measuring port
3. Retarder actuator
4. Connection to the reservoir
63

N. STEERING CYLINDER

Left side (Right side symmetrical)

2081614

1. Steering pipe from front chassis connection
2. Left steering pipe cylinder connection
3. Right steering pipe cylinder connection
4. Rod side cylinder connector pipe
5. Cylinder connector pipe

64

O. BODY RAISING CYLINDER

2081615

1. Tipper lower command pipe
2. Tipper rise command pipe

65
REAR CHASSIS CONNECTION GROUP ASSEMBLY

1891615
1. Tipper raising command
2. Right tipper cylinder raising command
3. Left tipper cylinder raising command
4. Right tipper cylinder lower command
5. Left tipper cylinder lower command
6. Left steering command
7. Right steering command
8. Body lower command
9. Parking brake command
10. Rear brake command
11. Differential lock command
12. Brake pressure test port

66
BRAKE HYDRAULIC SYSTEM

Front chassis scheme

A. Brake pump
2211616A
B. Brake fluid filter
C. Accumulators
D. Parking brake electro distributor
E. Recharge valve
F. Brake control valve
67

Rear chassis scheme

2211616B

68
DESCRIPTION OF COMPONENTS

A. BRAKE PUMP

2081618

1. Reservoir scavenger pipe
2. Delivery pipe to brake filter

69

B. BRAKE FLUID FILTER

2211619

1. Delivery pipe to pump
2. Delivery pipe to accumulator recharge valve

70

C. ACCUMULATORS

1. Accumulator S2 - recharge valve A1 outlet connection
2211620
2. Not used
3. Accumulator S3 - recharge valve A2 outlet connection
4. Pedal valve P outlet - accumulator S3 connection
5. Accumulator s1 - recharge valve A2 outlet connection
6. Parking brake valve P outlet - accumulator s1 connection

71

D. PARKING BRAKE ELECTRO-DISTRIBUTOR

2081621B

1. Delivery pipe from accumulators
2. Return pipe to reservoir
3. Parking brake command pipe

72

E. RECHARGE VALVE

2211622
1. Delivery pipe from high pressure brake filter
2. Accumulator S2 feed pipe (rear brakes)
3. Accumulator S3 feed pipe (front brakes)
4. Accumulator S1 feed pipe (parking brake)
5. Oil return pipe to reservoir (main circuit)
6. Oil discharge pipe to reservoir (pilot circuit)
7. Brake pedal P attachment feed pipe

73
BRAKE COMMAND VALVE

2211623
1. Accumulator S3 feed pipe
2. Accumulator S2 feed pipe
3. Front axle bake command pipe
4. Rear axles brake command pipe
5. Rear brake return pipe to reservoir
6. Front brake return pipe to reservoir

74
TESTS AND CHECKS

Hydraulic system pressure test points

Location Pressure Test value psi (bars)
A Body raising 2320 75 (160 5)
B Steering control 2685 75 (185 5)
C Front/rear longitudinal differential lock control 110 7 (7.5 0.5)
D Counterbalancing valve 1450 75 (100 5)
E Rear brakes 1870 30 (129 2)
F Retarder cylinder 75 3 (5.0 0.2)
G Front brake cylinder 2000 30 (138 2)
H Accumulators 2250 220 (155 15)
I Brake pump 2610 75 (180 5)

75
Hydraulic system pressure test point location

2211630

76
CHECK PROCEDURES

Hydraulic plant pressure discharge

The pipes that could contain pressurised fluid with the engine off are between
the accumulator recharge valve and:

- The accumulators themselves;
- The pedal valve;
- The parking brake valve.

Proceed as follows:

Switch the engine off.
Operate the service brake control until the brake lights no longer come on.
Work the foot brake control at least five more times.
Work the parking brake repeatedly until the parking brake warning lamp stays on.
Then work the parking brake at least another ten times.
The system does not have any other parts under pressure.

Check efficiency of emergency pump control

Proceed as follows:

Switch the engine off, move the selector lever to Neutral and engage the parking brake.
With the engine off, move the start-up switch to the run position;
Bring the gear selector to the Forward position.

At this point the buzzer should come on to indicate the emergency steering pump control has cut
in.

Parking brake efficiency test

Proceed as follows:

Position the vehicle on a flat surface that is wide enough to allow small movements.
Switch the engine off, move the selector lever to Neutral and engage the parking brake;
the parking brake warning lamp should light up.
With the engine off and ignition switch in run position, disengage the parking brake: the
parking brake warning lamp should go out.
Operate the service brake control until the brake lights go out.
Repeatedly engage and disengage the parking brake until the warning lamp remains on
when the control is disengaged.
Start the engine and wait for the parking brake warning lamp to go out.
Select manual, insert the first speed, let the vehicle move forward VERY SLOWLY, then
engage the parking brake: the warning lamp should light up and the vehicle should stop
immediately (the gearbox automatically goes into Neutral).

77
Hydraulic system pressure test and calibration procedures

The pressure test points are M16X2 minimess ports located in the positions
shown above.

The pressure specifications are shown in the respective table.
Use a pressure gauge with a suitable full-scale for testing.

All procedures must be carried out with the vehicle on flat ground, the parking
brake applied and the transmission in neutral.

A. Maximum pressure in steering circuit

Take the system temperature to 122 F (50C) (measured in the reservoir).
Steer the wheels leftwards until the two steering cylinders reach the ends of their respective
strokes.
With the cylinders at end of stroke position, hold the wheels steered and accelerate the
engine to maximum rpm.
Check that the pressure in the cylinder actuating circuit in these conditions corresponds to
specifications, 2685 75 psi (185 5 bar).

The maximum pressure adjuster (arrow) is located on the flow-amplifier.

You are advised not to change the original setting.

T225100B

78

B. Maximum body raising pressure

Raise and lower the body four or five times to stabilise the measured pressure values.
Raise the body completely and accelerate the engine to maximum rpm when the last
cylinder element has reached the end of stroke.
Check that the pressure in the cylinder actuating circuit in these conditions corresponds to
specifications, 2320 75 psi (160 5 bar).
Turn the specific adjuster to obtain the specified value if required.

The maximum pressure adjuster (arrow) is located on the main distributor.
Proceed as follows:

To increase pressure turn clockwise
To reduce pressure turn anticlockwise

T225151
79

C. Differential lock pressure calibration

Idle the engine.
Check that the actuating pressure in these conditions corresponds to specifications,
110 7 psi (7.5 0.5 bar)..

The maximum pressure adjuster (arrow) is located on the control valve.
Proceed as follows:


T225152

80

D. Counterbalance valve (SUN valve) test

Raise and lower the body four or five times to stabilise the measured pressure values.
Raise the body with the engine at maximum rpm.
Check that the pressure in the cylinder return line in these conditions corresponds to
specifications, 1450 75 psi (100 5 bar), while the third stage is extending.

The maximum pressure adjuster is located on the valve.
Proceed as follows:


81
Rear brake actuating pressure test
G Front brake actuating pressure test

Make sure that the emergency warning light is off.
Idle the engine.
Hold the brake pedal pressed.
1870 30 psi (129 2 bar).

The original settings cannot be changed. Differences may be caused by
anomalies of components and/or the circuit.

E. Retarder lock pressure calibration

Idle the engine.
75 3 psi (5.0 0.2 bar).

The maximum pressure adjuster (arrow) is located on the control valve.
Proceed as follows:


T225154

82

H. Accumulator recharging pressure test

Make sure that the emergency warning light is off.
Idle the engine.
Hold the brake pedal pressed.
Check that the recharging pressure in these conditions corresponds to specifications,
2250 220 psi (155 15 bar).


The pressure adjuster is located on the recharging valve.

The inlet pipe from the hydraulic oil reservoir must be removed for this procedure
with possible leakage of oil.

Observe the precautions for releasing residual pressure from the circuit and
handing hydraulic fluids.

Proceed as follows:

Remove the inlet port from the reservoir (1).

T225155

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25 & 30 TON ARTICULATED DUMP TRUCKS

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