Hydraulics: Large Adt'S MK Ii

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LARGE ADT’s MK II

HYDRAULICS

Issue: 1
(July 2001)

Technical Training Documentation

BELL EQUIPMENT COMPANY


Richards Bay
Chapter 3 HYDRAULICS LARGE D-SERIES MK II
HYDRAULIC PUMP THEORY OF OPERATION

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

TANK CASE DRAIN


FOR COOLING AND
LUBRICATING

16 WAFFER
14 PISTON 15 CYLINDER PLATE
BLOCK
TR000027
HYDRAULIC PUMP

Pressure compensation is a constant pressure system that requires a closed-center hydraulic


system. As soon as the engine is started, supply oil flows from the pump to the closed-center
valves. The pressure in the hydraulic system increases and causes the residual spool to
destroke the pump at residual pressure. The residual pressure ensures that immediate system
pressure is available on demand when a function is actuated.

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
PRESSURE COMPENSATING VALVE OPERATION
RESIDUAL

When the pump is driven it immediately deliver


flow as it is in the “stroked in” position. This flow LS LINE
RESIDUAL SPOOL
enters a closed center circuit, which means the
RESIDUAL SPRING
flow cannot return to tank thus building up
pressure in the cicuit. This pressure in the system
acts against the two spools and there respective
springs. The smaller spring (Residual) will have
the least tension and will move when its tension is
overcome. (Both spring tensions are
adjustable).As soon as it moves over it will direct
the pressure which is the same as the spring PUMP CONTROL CASE COMPENSATOR SPRING
PISTON DRAIN
t e ns ion ( re sid ua l) in to t h e co nt r ol pis t on COMPENSATOR SPOOL

destroking the pump. The pump will now TROOOOO3

maintain residual pressure in the system.

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

residual pressure is opened to the spring side of


the residual spool via a drilling in the control valve
spool. This LS pressure plus the spring will be
greater than the pressure on the opposite side of
the residual spool and move it back opening the
control piston to tank stroking the pump in.
PUMP CONTROL CASE COMPENSATOR SPRING
PISTON DRAIN
COMPENSATING COMPENSATOR SPOOL
TROOOOO4

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

acting against the two spools and there respective


springs. The residual spool will not be able to
move, as it cannot overcome the LS pressure plus
the spring tension. The pressure in the system will
be looking for the path of least resistance which
will be the compensator spool.The compensator
spool will move across when the system pressure PUMP CONTROL CASE COMPENSATOR SPRING
overcomes the spring tension .This will direct the PISTON DRAIN
COMPENSATOR SPOOL
system pressure into the control piston destroking TROOOOO5

the pump maintaining enough oil, to maintain the


compensating pressure in the system.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
BASIC LOAD SENSING OPERATION

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..

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
BASIC LOAD SENSE SCHEMATIC

H A B
T

E F J

G G

P C D

LS

X
2 1

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
MAIN HYDRAULIC PUMP DESCRIPTION

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.

MAIN HYDRAULIC PUMP [ TWO 60CC REXROTH PUMPS IN TANDEM ]


TR000035

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.

Check valve manifold block Schematic:

LS P LS

CHECK VALVE
MANIFOLD BLOCK
P P

SERVICE PUMP [1] SERVICE PUMP [2] S T


MAIN HYDRAULIC PUMP SCHEMATIC TR000040

P...............................Supply from pump


T ...............................Return to tank
S...............................Suction
LS.............................To pump

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
Main pump check valve manifold block

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.

EMERGENCY STEERING PUMP DESCRIPTION

YP
C
N
G
R
M
E M
U

TR000042

Specification: Variable displacement axial piston pump with a pressure (compensating)

and flow (load sensing) controller.


Function: Provides oil under pressure (depending on the load) at a flow rate
depending on the operator) to articulate the vehicle.
Operation: The speed of the pump is dependent on the speed of the vehicle. (If the
vehicle is stationary, this pump will not operate.)
When there is no load sense pressure, the pump pressure is
equal to the residual pressure setting of the spring. The maximum
pressure of the pump is limited by the setting of the compensator
spring on the pump.The pump attempts, at all times, to maintain a
constant pressure drop (equal to the residual pressure setting of the
pump) between outlet pressure and the LS pressure by altering the flow
rate of the pump.
When the pump cannot maintain this pressure drop because of
insufficient flow, (i.e.: the pump has already reached it’s maximum
displacement), the pump outlet pressure tends towards the LS pressure
as the demand for flow increases.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
EMERGENCY CHECK VALVE MANIFOLD DESCRIPTION
Emergency check valve manifold schematic:

LS

CHECK
VALVE
MANIFOLD
BLOCK
WHEEL

EMERGENCY
STEERING PUMP S

T TR000076

Legend:

P...............................Supply from pump


S...............................Suction from hydraulic tank
T ...............................To tank
LS.............................To emergency steering pump from orbital

Specification: Gravity closed check valve.


Function: Prevents the emergency steering pump from cavitating when the vehicle
and hence the pump is reversed.
Operation: When the vehicle is stationary or reversing, the emergency steering
pump will be at full displacement .With the vehicle stationary, the
check valve is closed due to gravity. When the vehicle is moves forward,
the E/S pump delivers flow, the check valve remains closed not alowing
the oil to pass through from the outlet to the inlet of the pump.When re
versing, the pump will turn in the opposite direction, the outlet becomes
the inlet and the inlet be comes the outlet. This opens the check valve
allowing the ”now” outlet to open to the inlet, allowing the circulation of oil
back to pump. This prevents the E/S pump from running dry in reverse
and creating any damage to it.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
STEERING CONTROL VALVE DESCRIPTION
Steering valve schematic:

Legend:

P...............................From pump
T ...............................To tank
LS.............................To pump

Specifications: Wide angle, variable displacement (flow amplification) with integrated


an-
ticavitation and relief valves.
Function: Enables the operator to articulate the vehicle by turning the steering
wheel.
Operation: The effective displacement of the steering control valve depends on the
speed at which the steering is turned. When the steering is turned slowly,
the steering control valve only meters oil to the steering cylinders and
thus the effective displacement is equal to the meter displacement.
When the steering wheel is turned rapidly, additional oil is allowed to
pass the meter thus increasing the effective displacement of the steering
control valve, hence the flow amplification occurs.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
ANTICAVITATION / RELIEF VALVES (A & B on the above schematics)

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
ORBITAL STEERING VALVE OPERATION ( Refer to diagram on following page )

The steering valve 18 is a variable-displacement (flow amplification), closed-center valve.


Main valve components are the spool 6 inside a sleeve 5 within a housing and the gerotor 3.
Also included are the make-up check valve 9, inlet valve 11, anti-cavitational valves 2 and relief
valves 13.
When the steering wheel is not being turned, the valve is in neutral 1.In neutral, the spool and
sleeve are held in alignment by the centering spring blocking the flow of supply oil 14 through
the sleeve to the spool and gerotor. Oil at the left and right workports to the steering cylinders
is trapped G by the sleeve holding the cylinders and frames stationary.

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
BREAK DOWN OF ORBITAL VIEWS

TR000063

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
SERVICE BRAKE VALVE DESCRIPTION
Service brake schematic:

Front brakes
SERVICE
BRAKE

P1 B1
T1

Rear brakes

P2
Non braked
B2 axle
T2

Legend: TR000080

P1.............................From front brake accumulators


P2.............................From front brake accumulators
T1 & T2 ....................Return to tank via manifold

Specification: Dual circuit, modulated valve.


Function: A means of supplying oil under pressure to actuate the service brakes of
the vehicle.
Operation: The valve contains two separate circuits, each supplied by their own set
of accumulators. One circuit services the front brakes of the vehicle and
the other the rear in the neutral position, the brake valve prevents pres-
surized oil stored in the accumulators from entering the pistons that act
on the brake disc’s. The pistons are vented to tank. When the brake
pedal is depressed, oil stored in the accumulators is now able to flow into
the pistons which act on the brake disc’s causing the service brakes to
be applied. The pressure being applied at the brake calipers and the
force being applied (by the operator) to the brake valve pedal act on op-
posite ends of the spool within the brake valve. The spool balances and
therefore modulates the pressure to the brake calipers.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
FAN DRIVE CONTROLLER DESCRIPTION

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 .

Fan drive schematic:

LS2
A1
1
2

P [P1]
[A]
M1
[P2]
LS
LS1

FAN DRIVE CONTROLLER TR000084

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

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
THERMAL VALVE DESCRIPTION

TR000085

Specification: Heat activated hydraulic valve.


Function: To control the fan speed according to oil temperature.
Operation: There is a thermal valve in both the Transmission and WDB circuits.
When the oil is cold in the transmission and WDB circuits the thermal
valves are fully open dumping the LS signal to tank. The thermovalves
read the oil temperature in the transmission and WDB
circuit and controls the speed of the fan motor by throttling off the FD load
sense line to tank.This creates a pressure in the loadsense line to the
pump, stroking it in to supply flow to the fan cicuit. At the same time the
LS is building up pressure on the spring side of the pressure reducing
valve.This increase of pressure on the spring side of the pressure reduc
ing valve holds it open to a higher pressure.This allows more flow
through the pressure reducing valve, increasing the fan motor speed.
This process will continue until either the WDB or transmission reaches
its maximum allowable temperature, (87-97 degrees C or
189-207 degrees F the FD load will be completely cut off from tank).
At this point LS relief valvein the Fan drive controller would have blown
off .This would limit thefan drive LS pressure from climbing any more
and the FD motor would be at maximum speed.

Thermovalve schematic:
WET DISC BRAKE TRANSMISSION
T T

P P
TR000086

Legend:

P...............................LS to Fan drive controller


T ...............................LS to tank

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
FAN DRIVE MOTOR DESCRIPTION

Specification: Fixed displacement hydraulic axial piston motor.


Function: To drive the WDB ,transmission and hydraulic cooling fan.
Operation: Oil is directed into the pistons via the pressure port A forcing the pistons
down agains there fixed angeled swash plate.This will force the slippers
to move down with the angel of the plate forcing the rotating group to turn
in the same direction.This will turn the fan via the motor shaft .The more
flow that is directed through the motor the faster it will turn.

Schematic view of hydraulic fan motor

TR000087

Legend:

A...............................Supply to fan motor


B...............................Return to tank
T ...............................Leak off to tank

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
FOR MAKING NOTES:

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

REMOVE AN INSERT A3 VOAC VIEWS DRAWING


DRAWING NO: TR000065

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

REMOVE AN INSERT A3 HYDRAULIC SCHEMATIC


DRAWING NO: TR000064

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
SYSTEM MANIFOLD BLOCK WITH FAN DRIVE (VOAC)

Specification: Replaceable cartridge valve type manifold.


Function: Integrated all the circuits and localises most of the problem solving.
Operation: Brake Accumulator Pressure Reducing Valve 1, XB:
Limits the pressure to the accumulators.
Brake Accumulator Orifice 2, 02:
Reduces the charge rate to the accumulators.
Brake Accumulator Charge Check Valve 3:
Prevents the brake accumulator A4 losing its pressure to the steering or
tipping circuits.
Brake Circuit Check Valves 4 and 5:
Separates the A5 and A6 brake accumulator sets for the front and rear
brake circuits respectively. This enables them to work independently of
each other in case one circuit fails.
Brake Accumulator Charge Valve 6, X4:
Maintains the brake accumulator A4 pressure between a lower and up
per charge limit.
System Spike Relief Valve 7:
Protects components by arresting all pressure spikes in the system.
Hydraulic Cut Solenoid Valve 8:
Prevents brake accumulator A4 from being charged whilst the engine is
being started.
Brake Accumulator Charge Signal Orifice 9, 09:
Reduces the flow to tank when brake accumulator A4 is not being
charged.
Priority Valve, 10:
Gives priority to the steering and charging circuits over the tipping circuit.
Service Pump Check Valve 11:
Prevents the emergency steering pump from losing its pressure to the
charging or tipping circuits. The check valve also isolates the service
pump from the emergency steering pump.
Emergency Steering Pump Check Valve 12:
Isolates the emergency steering pump from the service pump.
Priority Signal Valve Shuttle Valve 13:
Enables the higher load sense pressure from either the steering or
charg-ing circuit to act on the priority spool and shuttle valve 14.
Service Pump Signal Shuttle Valve 14:
Enables the higher load sense pressure from either shuttle valve 13 or
the tipping circuit to signal the service pump L1.
Steering Signal Relief Valve 15, X3:
Relieves the load sense pressure from the steering control valve L3 thus
preventing damage to the steering cylinders and chassis.
Bin Float solenoid valve 16:
Opens the bin up side of the cylinders to tank when the bin is down and
closes the tank port on the bin up side of the cyliinders when the bin is
lifted.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
Brake accumulator discharge orifice 017, 17:
Reduces the flow from the A4 brake accumulator to the remote
mounted accumulators, when the brakes are applied, reducing the
possibility of rapid A4 accumulator discharge.
Fan Drive Signal Shuttle Valve 18:
Enables the load sense pressure from the fan drive to shuttle valve 13 or
the tipping circuit to signal the service pump L1.
Fan Drive Check Valve 19:
Opens up the return oil of the tip cylinders to the fan circuit keeping it
charged while the bin is being raised or lowered.
Fan Drive Solenoid valve 21:
Cuts off the flow to the fan drive circuit when the bin is raised or lowered.
Emergency Steering Pressure Switch SP1:
The switch closes when the service pump loses pressure.
Brake System Low Pressure Switch S4:
The switch closes when the brake accumulator pressure A4 falls below
the lower charge limit.
Tip Control Valve:
Enables the operator to raise and lower the bin. (This valve is pneumati
cally actuated).
Relief valves:
Relieves the pressure in the tipping cylinders preventing damage to the
tipping cylinders and rear chassis.
Anticavitation Valves:
Prevents a partial vacuum from forming in the tip cylinders. This usually
comes into operation when the bin is operated when the engine is not
running.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

SYSTEMS OPERATION
BRAKE ACCUMULATOR CHARGING

Function: Automatically maintains the brake accumulator pressure between a low-


er and upper charge limit.
Operation: If the load sense pressure of the brake accumulator A4 acting on the
charge valve X4 is below the lower charge limit, the charge valve spring
closes the charge valve X4. Oil then flows from P1 through orifice 09 via
the pressure reducing 1 and 02 orifice, shifts the shuttle 13, shifts shuttle
14 (simultaneously acting on the priority spool 10 – discussed later) and
loads the service pump via L1. As the pressure of the pump P1 rises, it
in turn increases L1 and the pump tends towards its compensator pres-
sure.
As the pressure at P1 reaches the pressure in the brake accumulator A4,
oil flows through the pressure reducing valve 1, through orifice 02 and
through check valve 3 and begins raising the pressure in brake accumu-
lator A4. As the pressure in brake accumulator A4 rises above that of the
pressure in either or both of the sets of accumulators A5 and A6, check
valves 4 and 5 open respectively allowing all the accumulators to raise
their pressure simultaneously.

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
NORMAL STEERING ASSISTANCE

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

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.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

PRESSURE SETTING PROCEDURE


TOOLS AND HYDRAULIC GUAGE

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

MAIN HYDRAULIC PUMP [ TWO 60CC REXROTH PUMPS IN TANDEM ]


TR000043

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

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.

1. Connect the pressure gauge to Test Point MP1


Mp1.The test points can be found on the Mp1
left hand side of the machine between the
front chassis and the drop box.
Mp2

M4

TR000055

1.2 Start the engine allow the accumulators to CONTROLLER 2


charge.The pressure on the gauge should E
read 3 Mpa(30 bar or 435 PSI).This should be
controller 1’s residual setting .Back off
adjustment F on controller 1.The gauge
should not drop less 2.8 Mpa (28bar or 406
PSI). This will be the residual setting of the
controller 2 .If incorrect adjust E until
2.8 Mpa (28bar or 406 PSI) is reached.Once PUMP CONTROL CASE
set fit the Dowty washer and lock cap back . PISTON DRAIN

TROOOO

1.3 Then set the residual pressure on the first


main pump to 3 Mpa(30 bar or 435 PSI) CONTROLLER 1
F
by adjusting F. Once set fit the Dowty washer
and lock cap back .

PUMP CONTROL CASE


PISTON DRAIN
TROOOO47

1.4 Raise bin completely until the cylinders


bottom out at 1000 rpm, the pressure on the CONTOLLER 1
gauge should read 25 Mpa (250 bar or
3626 PSI) .Back off controller 1’s
compensator adjustment by adjusting G. G
The pressure should remain at 25 Mpa
(250 bar or 3625,94 PSI),This will be
controller 2’s compensating pressure.

PUMP CONTROL CASE


PISTON DRAIN

TROOOO48

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

1.5 If the reading on the gauge does not show


25 Mpa (250 bar or 3626 PSI) adjust CONTOLLER 2
controller
2’s compensating valve H up to25 Mpa
(250 bar or 3626 PSI).Once set fit the Dowty H
washer and lock cap back .Go back to
controller 1’s compensating valve and adjust
G to26 MPa (260 bar or 3771 PSI) and then
turning it back down to 25 Mpa (250 bar or
3625,94 PSI).Once set release the bin tip PUMP CONTROL CASE
PISTON DRAIN
lever and fit the Dowty washers and lock caps
TROOOO49
back .

STEERING

2. Turn the steering to full articulation. At 1000


rpm while relieving the steering pressure
against the articulation stop, set the steering X3
relief pressure to 22 Mpa (220 bar or
3191- PSI) by adjusting X3.

TR000060

BIN DOWN CHECK

3. Move the bin tip lever to the bin down position J


and lower the bin completely.When the bin is
is down on the chassis keep holding the bin tip
lever in thedown position at idle.The pressure
should read 8-10 MPa (80-100 bar or 1160,3 - A B
1450,38 PSI). This bin down relief valve J is
not adjustable.

TR000057

ACCUMULATORS

5. Connect the Pressure gauge to test point M4.


Mp1

Mp2

M4

M4

TR000056

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

EXPLODED VIEW OF VOAC BLOCK (located under the cab to the rear of the front chassis)

X4
X3
XB

TROOOO50

5.1 Push the brake pedal repeatedly until the


accumulators charge. (The pressure on
the guage will rise when the accumulators
charge to 17 Mpa,170 bar or 2466 PSI.) If
this pressure is not correct adjust the
accumulator charge valve X4 to 17 Mpa,170
bar or 2466 PSI discharge the accumulators
with the service brake after each X4
adjustment.(The pressure at test point
M4 should start rising at 13.5 Mpa (135 bar or
1958 PSI) and stop rising at 17 Mpa when
the accumulators charge).This band connot TR000051

be adjusted it preset in the valve.

5.2 Turn the steering to full articulation.The


pressure on the guage should rise to19 Mpa
(190 bar or 2755,7 PSI) when the cylinders
bottom out against the artic stops.If not adjust
XB accordingly. If the pressure is adjusted
above 19 Mpa (190bar or 2755,7 PSI) release
the steering and back off the XB valve anti- XB
clockwise according to the pressure
attained.Push the brake repeatedly until the
accumulators charge to X4’s pressure,turn
the steering to full articulation again and
TR000053
adjust XB accordingly.

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II
EMERGENCY STEERING

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.

6. Check that the Emergency Steering Warning K


Light K illuminates when the engine is off and C OLD
STA RT
C OOLA NT
LE VE L
EN G IN E
FAULT
EM E RG EN C Y
ST EE RIN G

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

is on and the engine is not running. When


20 30 60
8888
mph BAC K
10 40
10 70 n /min

engine is running the Emergency Steering A IR


PR ESSU RE
TR AN S OIL
TE MP
0
0 50
80
88888
NE XT

Warning Light should not illuminate. 88888.8 MIL ES / K m


volts
SELE CT

Red (t ransp arent) Panton e 30 1C. Gr een (tran sparent ) Pantone 348 C

TR000059

6.1 Connect the Pressure gauge to test point


Mp1. MP1
Mp1

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

6.3 Connect the Pressure gauge to test point


Mp2.
Mp1

MP2
Mp2

M4

TR000058

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

6.4 The emergency pump can be found on the EMERGENCY


frontof the drop box.Start the engine,select D STEERING M
on the shift tower.Limit the transmission to
first gear (activate the gear hold function).
accelerate to 1500 Rpm without moving the
steering wheel.The pressure on the guage
should read 1.9 Mpa (19 bar or 275,6 PSI).
If not adjust M until the guage reads this
pressure.Once set fit the Dowty washers and
lock caps back . PUMP CONTROL
PISTON
CASE
DRAIN
TROOOO61

6.5 Turn the steering to full articulation. Select D


on the transmission.Limit the transmission to EMERGENCY
STEERING
first gear. Accelerate at 1500 Rpm while
relieving the steering pressure against the
articulation stop. Set the emergency steering
N
pump compensator pressure to 21Mpa (210
bar or 3045,8 PSI) by adjusting N.(To be safe
back the compensator off to 20Mpa 200bar or
2900.7-PSI and then bring up to 21Mpa).
Once set fit the Dowty washers and lock caps PUMP CONTROL CASE
back , remove guage and fit propshaft back. PISTON DRAIN
TROOOO62

6.6 Connect the Pressure gauge to test point


Mp1. MP1
Mp1

Mp2

M4

TR000055

6.7 Turn the steering to full articulation. At 1000


rpm while relieving the steering pressure
against the articulation stop, set the steering
relief pressure to 22 Mpa (220 bar or
3191- PSI) by adjusting X3. X3

TR000060

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Chapter 3 HYDRAULICS LARGE D-SERIES MK II

HYDRAULIC PRESSURE TABLE

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)

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