Hydraulics: Large Adt'S MK Ii
Hydraulics: Large Adt'S MK Ii
Hydraulics: Large Adt'S MK Ii
HYDRAULICS
Issue: 1
(July 2001)
The hydraulic pump is a variable-displacement, axial-piston pump with load-sensing and pres-
sure-compensating pump regulator. Pump displacement is varied by the angle of the swash
plate. Swash plate angle is controlled by the spring 13 and control piston 10 . The swash plate
12 has spring pressure applied to it at all times trying to keep the pump at maximum displace-
ment. Supply oil 17 is applied to or oil is released from the control piston by residual valve 5
varying displacement per load demand. The compensator valve 4 releases oil from the control
piston at full system pressure to destroke the pump. As the angle of swash plate is increased,
the pistons move in and out of the rotating group bores and displace oil as the rotating group
is turned by the drive shaft. During the first half of each revolution, the pistons move into their
bores and out of their bores during the last half of the revolution. The piston bores are filled
with oil through the waffer plate as the pistons move out of the bores. The pistons moving into
their bores push oil out through the waffer plate to the hydraulic system manifold (Voac Block).
CONTROL
PUMP 10 PISTON
REGULATOR 11
5
SWASH
PLATE 12 4
SPRING 13
17
SUPPLY OIL
LOAD SENSE OIL
INLET FROM TANK
16 WAFFER
14 PISTON 15 CYLINDER PLATE
BLOCK
TR000027
HYDRAULIC PUMP
No matter what the load demand is, even when using more than one function, as long as the
total demand does not exceed the pumps capability, the pump will deliver the exact amount of
oil required to move the load.
WORKING
LS LINE
As soon as a function is activated (e.g.: moving RESIDUAL SPOOL
the control valve spool to raise the bin), system or RESIDUAL SPRING
When the bin cylinders reach the end of there stroke the and control valve spool is still held in
the activated position the pump will continue to
give flow as the pump will still be receiving a LS
signal. This oil will no longer be displaced, as the LS LINE
RESIDUAL SPOOL
cylinders cannot move any further, resulting in the
circuit building up pressure. This pressure will be RESIDUAL SPRING
When the pump (which is in the fully stroked in position) is driven oil enters the valve bank at
pressure port P, acts against the main relief valve E (which is set at 280bar), continuing
through to Load Check Valve C and D and stops at the closed center spools F and J. In the
neutral position the load-sensing gallery G is connected through a small drilling in the spool to
the tank. Due To the control valve being a closed center valve the oil dead heads at all these
components and the flow cannot go any further resulting in a pressure build up, as the pump
is still turning. This pressure acts against the residual and compensating spools, which only
have the spring tension against it, as the LS line is to tank. The Residual has a low spring
tension of lets say 25bar and the compensator 250bar.Oil under pressure will always choose
the path of least resistance which at this point will be the residual spool. This means that the
residual spool will move as soon as the spring tension is over come, directing this pressure into
the control piston de-stroking the pump but maintaining residual pressure, as the pump does
not de-stroke completely. When the spool F is activated in the direction of the arrow it connects
the pressure line P to line A (acting against port relief K which is set at 280bar). At the same
time through a small drilling in the spool the pressure line P is connected to gallery G. This oil
will move the shuttle valve “1”and then “2”over exiting out into the LS line. The LS line goes
back to the spring side of the residual spool in the pressure-compensating valve on the pump.
The spring plus the LS pressure will over come the pressure on the opposite side of the
residual spool, moving the residual spool over and dump the oil from behind the control piston
stroking the pump in giving flow. The flow will be directed into the bottom of the cylinder X thus
moving the cylinder out. As long as the pressure needed to move the cylinder does not exceed
the compensator spring the pump will stay stroked in. When the cylinder reaches the end of its
stroke and spool F is still held in the activated position the pump will continue to give flow as
the pump will still be receiving a LS signal. This oil will no longer be displaced as the cylinder
cannot move any further resulting in the circuit building up pressure. This pressure will be
acting against the Port relief (K 280bar) and main relief (E 280bar) compensating spool
(250bar) and residual spool.
The residual spool will not be able to move as it cannot overcome the LS pressure plus the
spring. The pressure in the system will be looking for the path of least resistance which will be
the compensator spool at this point .The compensator spool will move across when the system
pressure overcomes the spring tension (which is set at 250bar).This will direct the system
pressure into the control piston de-stroking the pump maintaining enough oil, to maintain the
compensating pressure of the spring..
H A B
T
E F J
G G
P C D
LS
X
2 1
The B40D main pump is made up of two axial piston pump with pressure compensating valves
in tandem with a inter-linking block connecting them.
The pump is mounted under the cab and is driven by the engine via a guarded propshaft and
damper. The way the system is designed the pumps will always work in tandem supplying flow
together when there is demand for it.
Interlinking Block
The interlinking block provides both pumps with the same inlet port and seperate outlet ports.
It also provides a passage though it , to allow for a the drive shafts of the two pumps to be
coupled together . It is machined either side for the waffer plates, bearings and pump
housings to be fitted back to back.
LS P LS
CHECK VALVE
MANIFOLD BLOCK
P P
The check valve manifold block brings the outlets of each pump to a common single outlet via
individual ckeck valves .These check valves stop the flow of the one pump going into the other
and visa vursa.
YP
C
N
G
R
M
E M
U
TR000042
LS
CHECK
VALVE
MANIFOLD
BLOCK
WHEEL
EMERGENCY
STEERING PUMP S
T TR000076
Legend:
Legend:
P...............................From pump
T ...............................To tank
LS.............................To pump
Function: To prevent damage to the steering control valve steering hoses and
steering cylinders by relieving any high pressures induced into the steer
ing system while operating the vehicle. (eg: Hitting a large obstacle with
the tyre while travelling.)
Operation: If a large force is applied to the steering cylinders that tends to induce a
pressure above the setting of the relief valve located within the steering
control valve, the relief valves will allow that oil to flow to tank avoiding
the pressure from increasing above that setting. The exhausted oil will
allow the steering cylinder piston to move, generating a partial
vacuum on the other side of the piston which in turn is relieved
when the anticavitation valves draw oil from the tank.
Turning the steering wheel and shaft 7 left or right turns the spool relative to the sleeve opening
passages so supply oil flows from the hydraulic system manifold port P3 10 through the sleeve
into the spool. From the spool work pressure oil 15 flow to the gerotor 3 causing the gerotor
gear and sleeve to turn. Work pressure oil flow is metered by the gerotor back into the spool
where it is routed through the sleeve and out the left or right workport to the respective ends
of steering cylinders turning the machine. Work pressure oil also flows out the load sense port
4 sending a load sense signal back through the manifold port L3 to the main hydraulic pump
regulator valve to put pump into stroke. Load sense signal also goes to the spring chamber of
the priority valve and to the steering load sense relief valve. (See Main Hydraulic Pump Load
Sense Operation and Hydraulic System Manifold Operation in this group).
Return oil 17 flows back from the other end of steering cylinders, through the right or left work-
port, through the sleeve and spool to the return circuit 8 As the steering operation is stopped,
the centering spring and gerotor continues to turn the sleeve until the sleeve and spool are in
alignment stopping the flow of oil through the spool to the gerotor. At this point, the valve is in
neutral and remains there until the steering wheel and shaft are turned again.
The steering valve has variable-displacement (flow amplification) that is proportional to the
speed the steering wheel is turned. The effective displacement of the steering valve depends
on the speed at which the steering wheel is turned. When the steering wheel is turned slowly
the valve only meters oil through the gerotor to the steering cylinders and thus the effective
displacement is equal to the gerotor displacement. When steering wheel is turned rapidly the
spool moves more relative to the sleeve opening passages so additional oil is allowed to by-
pass the gerotor thus increasing the effective displacement of the steering valve, hence flow
amplification occurs.
The relief valves 13 are used to relieve high pressure oil from a pressure spike created in the
steering cylinders while steering is in neutral. In neutral, the steering valve blocks the flow of
oil to and from the cylinders. A pressure spike is created by the impact of the front or rear
wheels against an obstacle which is transmitted to the steering cylinders causing slight cylinder
movement.
When a pressure spike exceeds the pressure setting of the relief valve, the poppet is pushed
off its seat letting oil flow out to the return passage. The slight cylinder movement that caused
the pressure spike also causes a pressure drop and a void in the opposite end of the cylinders.
Because of the pressure differential across the anti-cavitation valve 12 the pressure in the re-
turn passage pushes the valve open and oil flows into the void preventing cavitation. Oil not
used flows out port T and then back to the hydraulic reservoir.
Note: Special tools are required to repair the orbital valve, care should be taken before disman-
tling in the field , make sure you are prepared.
TR000063
Front brakes
SERVICE
BRAKE
P1 B1
T1
Rear brakes
P2
Non braked
B2 axle
T2
Legend: TR000080
1
2 TROOOO83
Function: The fan drive controller controls the flow to the fan motor maintaining the
Wet disc brake and transmission oil temperature.
Operation: When the Wet disc brake or transmission oil temperature is cold the pre-
sure reducing valve 1 controls the flow to the fan motor. This is a mini-
mal amount of oil just to drive the fan at a low speed so as to allow the
oil to warm up.
The LS relief valve 2 controls the maximum speed of the fan motor.
This will be achieved when the maximum allowable oil temperature in the
either the WDB or the transmission is reached .
LS2
A1
1
2
P [P1]
[A]
M1
[P2]
LS
LS1
Legend:
P...............................From pump
T ...............................To tank
A1.............................To Fan motor
LS.............................To pump
LS1...........................To tank via thermal valve
LS2...........................To tank via thermal valve
M .............................. Test point
TR000085
Thermovalve schematic:
WET DISC BRAKE TRANSMISSION
T T
P P
TR000086
Legend:
TR000087
Legend:
SYSTEMS OPERATION
BRAKE ACCUMULATOR CHARGING
When the load sense pressure of the brake accumulator A4 acting on the
charge valve X4 rises to the upper charge limit, the charge valve X4
opens. Oil then flows from P1 through orifice 09 and maintains a steady
flow through the charge valve X4 back to tank thus completing the charg
ing cycle. When starting the machine, while the starter button is de
pressed, the charge unloader solenoid valve 8 dumps the flow of oil
through orifice 09 to tank preventing the brake accumulator A4 from
charging if the load sense pressure of the brake accumulator A4 acting
on the charge valve X4 is below the lower charge limit.
STEERING
Function: Enables the operator to manoeuvre the vehicle using the steering wheel.
Operation: When the operator turns the steering wheel, the load sense pressure of
the steering valve enters the system manifold via L3. The load sense
pressure L3 signals the emergency steering pump via L2. At the same
time, load sense pressure L3 shifts the shuttle 13, then shifts shuttle 14
(simultaneously acting on priority spool 10) and loads the service pump
via L1. The load sense pressure L3 will not exceed the steering relief
valve pressure setting 15.The pump builds up pressure and supply the
required flow rate (from P1 and P2 to P3) as determined by the operator
to articulate the vehicle.
When the operator stops turning the steering wheel, the load sense pres
sure L3 is tanked and the pump return to residual pressure. The volume
of oil in the steering cylinders is trapped and the vehicle is held in that at
titude.
Function: The emergency steering pump will assist with the flow from the service
pump to articulate the vehicle if the service pump cannot deliver the flow
required by the operator. This usually happens at low engine speed
when the vehicle is moving and the operator attempts to articulate the
vehicle rapidly.
Operation: Under normal steering operation, the pressure of the emergency steering
pump P2 is just that below that of the service pump P1creating a differ-
ential pressure across check valve 12. When the service pump cannot
meet the flow requirements to steer the vehicle, the service pump pres-
sure P1 tends towards the load sense pressure L1. The load sense pres
sure of the emergency steering pump L2 is the same as that of the serv-
ice pump L1 enabling the pressure of the emergency steering pump P2
to increase and reduce the pressure differential across check valve 12.
Flow from the emergency steering pump P2 eventually supplements
the flow from the service pump P1 (going to the steering control valve P3)
when this pressure differential is overcome.
EMERGENCY STEERING
Function: The emergency steering pump will provide flow to the steering circuit in
the event that the service pump can no longer function. This could be
caused by engine failure, transmission failure , PTO failure to the service
pump or internal failure of the service pump.
Operation: When the service pump cannot meet the flow requirements to steer the
vehicle due to some failure, the load sense pressure of the emergency
steering pump P2 to overcome the pressure differential across
check valve 12 and supply the steering control valve P3 with the flow
needed to steer the vehicle. Since the emergency steering pump speed
is dependant on the speed of the vehicle, flow available to steer the ve-
hicle reduces proportionately as the speed of the vehicle reduces.
TIPPING
Function: Enables the operator to raise or lower the bin using the bin tip lever.
Operation: When the operator pulls the bin tip lever, the pneumatic cylinder located
on the tip control valve is pressurized and the tip control spool moves into
the bin up position. At the same time that the bin lever was activated a
pressure switch which is on the bin up pneumatic circuit is broken open,
braking the earth to the bin float relay which intern de-energises the
bin float solenoid 16. The load sense pressure of the tip cylinders shifts
shuttle 18b&14 respectively and loads the service pump via L1. The
service pump builds up pressure and supplies the required flow rate as
determined by the operator to raise the bin via port A. As soon as the bin
lifts up enough, the bin up switch springs up suppling the fan drive
solenoid valve 17 with an earth closing the circuit and energising it.
It opens the positive signal to the bin float relay at the same time.
This cuts the the flow off to the fan drive circuit and only directs the flow
to the bin cylinders.
If the load in the bin is too heavy or the cylinders reach the end of their
stroke, the service pump will compensate.
If the service pump does not compensate for some reason, the bin up
relief valve located In the tip control valve will limit the pressure in the cyl
inders by relieving the pressure to tank.When the operator releases the
bin tip lever, the pressure in the pneumatic cylinder located on the tip con
trol valve is ex-hausted and tip control spool returns to the neutral posi
tion. The pressure switch on the bin up pneumatic circuit is closed send
ing an earth to the bin float relay.The relay does not energise as the bin
up switch is still in the up position keeping the positive signal to the bin
float relay open. The load sense pressure is tanked and the pump pres
sure P1 returns to residual pressure. The volume of oil in the tip cylinders
is trapped and the bin is held in that attitude.When the operator pushes
the bin tip lever, the opposite side of the pneumatic cylinder is pressu-
rized and the tip control spool moves into the bin down position, lowering
the bin via port B.Once the bin comes down enough and hits the bin up
switches spring. The switches contacts change, supplying the bin
float relay with a positive signal energising the relay, closing the circuit to
the bin float solenoid 16. This opens up the bin up side of the cylinders to
tank. At the same time the switches contacts also break the earth to the
fan drive solenoid de-energising the solenoid and allowing flow to the
fan.
When the bin is obstructed or is resting on the chassis, the down relief
valve located in the tip control valve will limit the pressure in the tip cylin-
ders by relieving the pressure to tank.The cycle is complete when the op-
erator release the tip lever.
PRIORITY
Function: Automatically ensures that the steering and charging circuits are given
preference over the tipping circuit.
Operation: When the engine is not running, the priority valve 10 is closed.
As the service pump starts rotating, it builds up residual pressure. The re-
sidual pressure is strong enough to overcome the priority spring and the
priority valve opens, feeding pump pressure P1 through to the tip control
valve and fan drive cicuits.During the tipping operation, if the charging
and or steering circuits function at pressures below that of the tipping cir-
cuit, the priority valve remains open, but the oil takes the path of the least
line of resistance and the requirements of the charging and or steering
circuits are met.
During the tipping operation, if the charging and or steering circuits func
tion at pressures above that of the tipping circuit, their load sense signals
assist the priority spring to throttle the priority valve reducing the flow to
the tipping circuit and fandrive circuits therefore enabling the service
pump to meet the charging and or steering circuit pressure requirements.
The following tools and equipment are required to set the hydraulic pressures:
Required Tools:
An accurate hydraulic gauge which measures both low and high pressures must be
used. Eg:Tetra guage (3 gauges in one with presure cut off valves taking it from a low
pressure on one gauge to a higher pressure on the next guage and so on) .
3 mm Allen Key
6 mm Allen Key
10mm Spanner
13mm Spanner
17mm Spanner
19mm Spanner
11/16” Spanner
3/16” Allen Key
WARNING!
Beware of rotating propshaft when adjusting the main pump. Do not wear loose clothing
which may be caught up in the propshaft and ensure that all tools and equipment are
stored safely away from the area of the propshaft
MAIN PUMP
Remove main pump controller 1’s residual lock cap B and compensator lock cap A .
Remove main pump controller 2’s residual lock cap C and compensator lock cap D .
PUMP 1 A B C D PUMP 2
CONTROLLER 1 CONTROLLER 2
If the transmission or wet discbrake oil is hot , the thermovalve could be throttling off
the LS line and thus stroking in the pump in which case the residual will not be able to
be read . If this is the case the bin will have to be raised until the bin up light is
aluminated on the MDU and then released . Allow a few seconds to pass and then the
residual reading can be taken . Once completed lower the bin and continue with the rest
of the pressures.
M4
TR000055
TROOOO
TROOOO48
STEERING
TR000060
TR000057
ACCUMULATORS
Mp2
M4
M4
TR000056
EXPLODED VIEW OF VOAC BLOCK (located under the cab to the rear of the front chassis)
X4
X3
XB
TROOOO50
Before any adjustments on the Emergency Steering Pump can be carried out, the
vehicle must be stationary, the articulation lock is installed, the park brake is applied
and the transmission is in neutral. The rear output propshaft from the drop box
must be removed and the inter-axle lock is dis-engaged.
n/min
PA R K
B R AKE
B RA KE
PR ESSU RE
B R AKE
TE MP HYDR AU LIC
T EMP
the ignition is on. Note that emergency B ATTE RY R ET AR DE R TR AN SM ISSIO N B IN IN TER -AX LE D IFF
8888 88888888
C H ARG E FAULT UP D IFF LOCK L OC K
steering warning light illuminates on the dash Green (tr an spar ent ) Pantone 348C
without the alarm sounding when the ignition ENG INE OIL
PR ESSU RE
COOL AN T
TE MP
20
30 km/h
40
50 8 AUTO
ME NU
Red (t ransp arent) Panton e 30 1C. Gr een (tran sparent ) Pantone 348 C
TR000059
Mp2
M4
TR000055
6.2 Turn the steering to full articulation. At 1000
rpm while relieving the steering pressure
against the articulation stop, set the steering
relief pressure to 23 Mpa (230 bar or
3336- PSI) by adjusting X3.
X3
TR000060
MP2
Mp2
M4
TR000058
Mp2
M4
TR000055
TR000060
VALVE PRESSURE
MAIN PUMP 1 RESIDUAL 30 BAR
MAIN PUMP 2 RESIDUAL 28 BAR
MAIN PUMP COMPENSATOR 1 250 BAR
MAIN PUMP COMPENSATOR 2 250 BAR
EMERGENCY STEERING PUMP RESIDUAL 19 BAR
EMERGENCY STEERING PUMP COMPENSATOR 210 BAR
STEERING VALVE X3 190 + RESIDUAL=220 BAR @ MP1
STEERING VALVE X3 190 BAR @ ML3
PRESSURE REDUCING VALVE XB 190 BAR
ACC.CHARGE VALVE X4 135-170 BAR
MAIN RELIEF VALVE 280 BAR
BIN UP RELIEF VALVE 280 BAR
BIN DOWN RELIEF VALVE 80 BAR
ACCUMMULATOR GAS CHARGE 80 BAR
SP1 PRESSURE SWITCH 5 BAR (NC)
S4 PRESSURE SWITCH 110 BAR (NC)
SERVICE BRAKE SPRING 100 BAR
FAN SPEED 2800 RPM (MAX)