Carrier

HYDROSTATIC TRANSMISSION
1 {79} B 16151--5 en 1108 / AR

This manual is a guide to the proper and safe operation of the vehicle. With respect to
operation, the equipment used with the vehicle requires additional modifications, which
must be considered separately. The information contained in this manual is current as of
the date of publication. Continued product improvement, and different versions of the
equipment, could result in changes to the vehicle that are not reflected herein.
2 {79} B 16151--5 en 1108 / AR
CONTENTS
1. GENERAL DESCRIPTION OF THE HYDRAULIC SYSTEM 4 . . . . . . . . . . . . . . .
2. TRANSMISSION DIAGRAM 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. TRANSMISSION DIAGRAM (ABA--SYSTEM) (OPTION) 14 . . . . . . . . . . . . . . . . .
3.1. ABA--system (option) 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2. Transmission pump 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3. Tramming motor (2) 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4. AccumuIator charging vaIve (13) 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5. Brake pedaI (14) 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6. AcceIerator pedaI (3) 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7. ThrottIe cyIinder (4) 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.8. Sequence vaIve (21) 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.9. Safety brake operating vaIve (22.1 / 22.2) 23 . . . . . . . . . . . . . . . . . . . . . . . .
3.10. Priority vaIve (29) 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.11. Steering vaIve (30) 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.12. Air and oiI cooIer (25) 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.13. Return oiI fiIter (26) 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.14. Transmission oiI receiver (27) 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.15. Pressure reIief vaIve (12 and 32) 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.16. Brake cyIinder 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. GENERAL DESCRIPTION OF THE HYDROSTATIC TRANSMISSION
CIRCUIT 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1. Charge pressure circuit 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.1. Function 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2. Charge pressure fiItering 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. CONTROL PRESSURE CIRCUIT 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1. GeneraI 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.1. DA--control (1.2) of the pump (1) 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1.2. HD--control (1.1) of the pump (1) 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. HIGH PRESSURE CIRCUIT 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. FLUSHING CIRCUIT 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1. Operation of safety and service brake circuits 37 . . . . . . . . . . . . . . . . . . .
7.1.1. Switching on the safety brake 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1.2. Switching off the safety brake 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2. Service brake circuit 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.1. Hydromechanical braking 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.2. Hydrostatic braking 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.3. Testing the brakes (carrier 5) 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2.4. Testing the brakes (carrier 6) 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3. Operation of the controI circuit 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.4. Operation of the transmission circuit in different situations 46 . . . . . .
7.4.1. Cold start 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 {79} B 16151--5 en 1108 / AR
7.5. Tramming forwards 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5.1. Tramming forwards (low speed) 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5.2. Tramming forwards (high speed) 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6. Tramming backwards 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7. Tramming down a ramp (Iow speed) 56 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.8. Tramming down a ramp (high speed) 58 . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. ADJUSTMENTS 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1. Tramming pump and motor 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2. Measuring equipment 64 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.3. InitiaI start--up 65 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.4. ThrottIe cyIinder 70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.5. Pressure switches (S150.1, S150.2, S56, S57) 70 . . . . . . . . . . . . . . . . . . . .
8.6. Pressure switches (S57B, S56B, S200, S201) 70 . . . . . . . . . . . . . . . . . . . .
8.7. Adjusting the pressure reIief vaIves (12 and 32) 71 . . . . . . . . . . . . . . . . .
8.8. Adjusting the sequence vaIve (21) 72 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9. TROUBLESHOOTING 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1. Brakes 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.2. Steering 74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.3. Hydrostatic transmission 76 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4 {79} B 16151--5 en 1108 / AR
1. GENERAL DESCRIPTION OF THE HYDRAULIC SYSTEM
CIosed circuit
n its most compact form, the closed hydraulic circuit consists of the hydraulic pump,
hydraulic motor, pressure lines connecting the pump and motor, and high and low
pressure lines. The system features a high-- and a low--pressure side; which is which
depends on the direction of the load. The system is protected with pressure relief valves
installed between pressure lines.
n a closed hydraulic circuit, the return oil from the actuator flows in the low--pressure line
to the intake side of the hydraulic pump without passing the receiver. However, the system
oil changes gradually, as a result of leaks in the pump and motor. Aseparate charge pump
constantly charges the low--pressure side of the closed circuit, replacing the oil that flows
to the receiver because of leaks.
The charge pump operates in an open circuit and pumps oil fromthe receiver to the closed
circuit. The remainder of the volume flow, which is not needed in the circuit, returns to the
receiver through the charge pressure relief valve. The charge pressure relief valve setting
determines the charge pressure. The charge pressure is also used as control pressure
for the pump and motor.
0
max.
max.
0
max.
min.
1 2
3
1. Hydraulic pump
2. Hydraulic motor
3. Pressure line
A simple closed system is used; this includes a variable displacement pump and motor.
The pump runs in one direction, but its angle can be adjusted steplessly over the zero
angle; i.e., the volume flow direction can be changed. The angle of the motor running in
both directions can also be adjusted steplessly, but in one direction only.
5 {79} B 16151--5 en 1108 / AR
1
2
3
4
5
6
4
1. Hydraulic pump
2. Hydraulic motor
3. Pressure line
4. Pressure relief valves as overload protectors
5. Drain line
6. Oil receiver
Pump and motor drainage oil is delivered to a receiver.
1
2
3
4
4
1. Hydraulic pump
2. Hydraulic motor
3. Pressure line
The system is protected against overpressure with pressure relief valves. The system
requires two pressure relief valves, one for each direction.
6 {79} B 16151--5 en 1108 / AR
1
2
3
4
5
6
4
9
8
7
10
11
11
1. Hydraulic pump
2. Hydraulic motor
3. Pressure line
5. Drain line
6. Oil receiver
7. Oil required for controlling the closed circuit.
8. Charge pump
9. Auxiliary devices, filter, radiator, etc.
10. Charge pressure relief valve
11. Non--return valve
The charge pump output is used to replace the drainage oil and control the closed circuit
pump and motor. The charge pressure fills the low--pressure side of the closed circuit
through the non--return valve. The charge pressure relief valve limits the charge pressure
according to the requirements of the pump and motor control. The drainage oil flows
through the cooler to the receiver. The system's filter is installed in conjunction with the
charge pump.
7 {79} B 16151--5 en 1108 / AR
2. TRANSMISSION DIAGRAM
F|g. 1.T|ansm|ss|on c||c0|| |yJ|a0||c J|ag|am
8 {79} B 16151--5 en 1108 / AR
ITEM FUNCTION
1. T|ansm|ss|on 0m De||ve|s ||e |eq0||eJ amo0n| o/ o|| |o ||e ||ansm|ss|on
c||c0||.
1.1 HD con||o| D||ec|s ||e o|| /|ow |o ||e 0m {1} con||o| cy||nJe| {1.3}.
1.2 DA con||o| AJ|0s|s ||e con||o| |ess0|e |o ||e 0m {1} HD con||o|
{1.1} acco|J|ng |o ||e J|ese| eng|nes seeJ.
1.3 Con||o| cy||nJe| AJ|0s|s ||e ang|e o/ ||e |nc||neJ |a|e o/ ||e 0m {1}
acco|J|ng |o ||e con||o| |ess0|e /|om ||e HD con||o|
{1.1}.
1.4 P|ess0|e c0|--o// va|ve /|m||s ||e max|m0m |ess0|e |n ||e ||g|--|ess0|e sys-
|em o/ ||e 0m {1}.
1.5 C|a|ge 0m De||ve|s o|| |o ||e ||g|--|ess0|e sys|em o/ ||e 0m {1}
acco|J|ng |o ||e J|ese| eng|nes seeJ.
1.6 Meas0||ng o||/|ce Se|ves as a meas0||ng o||/|ce /o| ||e 0m {1} DA con-
||o| {1.2}.
1.7 O||/|ce /|m||s ||e /|ow o/ o|| /|om DA con||o| {1.2} |o 0m {1}
con||o| c||c0||.
1.8 S|0|||e va|ve D||ec|s ||e /|ow o/ o|| /|om ||e 0ms {1} ||g|--|ess0|e
c||c0|| |o ||e |ess0|e c0|--o// va|ve {1.4} on ||e oas|s o/
||e ||g|e| |ess0|e.
1.9 P|ess0|e |e||e/ va|ve /|m||s ||e |nc|ease |n |ess0|e ca0seJ oy ex|e|na| /ac-
|o|s |n ||e 0ms {1} ||g| |ess0|e c||c0|| {||ne A}.
A|so oe|a|es as an |n|a|e va|ve |n ||e ||g| |ess0|e
c||c0|| {||ne A}.
1.10 P|ess0|e |e||e/ va|ve /|m||s ||e |nc|ease |n |ess0|e ca0seJ oy ex|e|na| /ac-
|o|s |n ||e 0ms {1} ||g| |ess0|e c||c0|| {o|| B}.
A|so oe|a|es as an |n|a|e va|ve |n ||e ||g| |ess0|e
c||c0|| {||ne B}.
1.11 F|||e| F|||e|s ||e o|| Je||ve|eJ oy ||e c|a|ge 0m {1.5} o/ ||e
0m {1}.
1.12 P|ess0|e |e||e/ va|ve /|m||s ||e max|m0m |ess0|e o/ ||e c|a|ge 0m {1.5}
o/ ||e 0m {1}.
1.13 P|ess0|e J|//e|ence
va|ve
C||c0|a|es ||e o|| Je||ve|eJ oy ||e c|a|ge 0m {1.5} o/
||e 0m {1} oac| |o ||e c|a|ge 0ms {1.5} |n|a|e
s|Je.
1.14 O||/|ce AJ|0s|s ||e oe|a||on seeJ o/ ||e con||o| cy||nJe| {1.3}.
1.17 V|s0a| con|am|na||on |n-
J|ca|o|
/nJ|ca|es ||e con|am|na||on o/ /|||e| {1.11}.
9 {79} B 16151--5 en 1108 / AR
2. T|ansm|ss|on mo|o| Conve||s ||e |yJ|a0||c ene|gy Je||ve|eJ /|om ||e ||ans-
m|ss|on 0m {1} |o mec|an|ca| ene|gy.
2.1 Se|ec|o| va|ve DeenJ|ng on ||e ||amm|ng J||ec||on ||e o|| /|ow |s J|-
|ec|eJ |o ||e |oo|||ona| |eg0|a||ng va|ve {2.3} anJ ||e
con||o| cy||nJe| {2.2} o/ ||e mo|o| {2}.
2.2 Con||o| cy||nJe| Con||o|s ||e ang|e o/ ||e |nc||neJ |a|e o/ ||e mo|o| {2}
w||| ||e con||o| |ess0|e /|om ||e se|ec|o| va|ve {2.1}
anJ |oo|||ona| |eg0|a||ng va|ve {2.3}.
2.3 P|oo|||ona| |eg0|a||ng
va|ve
Con||o|s ||e o|| /|ow |o ||e con||o| cy||nJe| {2.2} o/ ||e
||ansm|ss|on mo|o| {2} w||| ||e con||o| |ess0|e /|om ||e
se|ec|o| va|ve {2.1}.
2.4 F|0s||ng va|ve Removes a ce||a|n amo0n| o/ o|| /|om ||e |ow--|ess0|e
s|Je o/ ||e ||g|--|ess0|e ||ne o/ ||e ||ansm|ss|on c||c0||
|o ||e coo||ng c||c0||.
2.5 Se|ec|o| va|ve DeenJ|ng on ||e ||amm|ng J||ec||on, oens ||e |ow--
|ess0|e s|Je o/ ||e ||g|--|ess0|e c||c0|| |o ||e coo||ng
c||c0||.
2.6 O||/|ce /|m||s ||e amo0n| o/ o|| /|ow|ng /|om ||e ||g|--|ess0|e
c||c0|| |o ||e coo||ng c||c0||.
2.7 P|ess0|e |e||e/ va|ve /|m||s ||e s0c||on |ess0|e o/ ||e ||ansm|ss|on 0m {1}.
2.8 One--way |es|||c|o| S|ao|||zes ||e oe|a||on o/ ||e con||o| cy||nJe| {2.2} o/
||e ||ansm|ss|on mo|o| {2}.
2.9 Non--|e|0|n va|ve P|even|s ||e ||ansm|ss|on mo|o| {2} con||o| c||c0|| |es-
s0|e /|om J|sc|a|g|ng |o ||e |ow--|ess0|e s|Je o/ ||e
||ansm|ss|ons ||g|--|ess0|e c||c0||.
2.10 Non--|e|0|n va|ve P|even|s ||e mo|o| {2} con||o| c||c0|| |ess0|e /|om J|s-
c|a|g|ng |o ||e |ow--|ess0|e s|Je o/ ||e ||ansm|ss|ons
||g|--|ess0|e c||c0||.
3. HyJ|a0||c acce|e|a|o| eJa| AJ|0s|s ||e |yJ|a0||c con||o| |ess0|e |oo|||ona| |o ||e
ang|e o/ ||e acce|e|a|o| eJa| {3} |o ||e |||o|||e cy||nJe|
{4}.
4.T||o|||e cy||nJe| AJ|0s|s ||e J|ese| eng|nes {5} seeJ acco|J|ng |o ||e
con||o| |ess0|e /|om ||e acce|e|a|o| eJa| {3}.
5. D|ese| eng|ne P|oJ0ces ||e |eq0||eJ mec|an|ca| ene|gy /o| ||e ||ans-
m|ss|on anJ ca|||e| |yJ|a0||cs.
6. Con||o| o|oc| /o| ||amm|ng
J||ec||on anJ seeJ
/nc|0Jes ||amm|ng J||ec||on anJ seeJ se|ec|o| va|ves
6.1 T|amm|ng J||ec||on se|ec-
|o| va|ve
D||ec|s ||e o|| /|ow /|om ||e |ess0|e--|eJ0c|ng va|ve
{14.1} |o ||o| ||ne {Y2} o| {Y1} o/ ||e HD con||o| {1.1} o/
||e ||ansm|ss|on 0m {1}.
6.2 T|amm|ng seeJ se|ec|o|
va|ve
Con||o|s ||e /|ow o/ o|| /|om ||e HD con||o| {1.1} o/ ||e
||ansm|ss|on 0m {1} |o con||o| ||ne X1 o/ ||e ||ansm|s-
s|on mo|o| {2}.
10 {79} B 16151--5 en 1108 / AR
6.3 T|amm|ng seeJ se|ec|o|
va|ve
Con||o|s ||e /|ow o/ o|| /|om ||e HD con||o| {1.1} o/ ||e
||ansm|ss|on 0m {1} |o con||o| ||ne X2 o/ ||e ||ansm|s-
s|on mo|o| {2}.
7. Non--|e|0|n va|ve Ens0|es s0//|c|en| o|| c||c0|a||on /|om ||e ||ansm|ss|on
0m {1} |o ||e coo||ng c||c0||.
8. O||/|ce S|ao|||zes ||e oe|a||on o/ ||e HD con||o| {1.1} o/ ||e
||ansm|ss|on 0m {1}.
9. O||/|ce S|ao|||zes ||e oe|a||on o/ ||e HD con||o| {1.1} o/ ||e
||ansm|ss|on 0m {1}.
10. O||/|ce /|m||s ||e amo0n| o/ o|| /|ow|ng /|om ||e ||ansm|ss|on
0m {1} |o ||e sa/e|y o|a|e c||c0||.
11. Gea| 0m o/ ||e se|v|ce
o|a|e c||c0||
C|a|ges ||e |eq0||eJ amo0n| o/ o|| |o ||e se|v|ce o|a|e
c||c0||.
12. P|ess0|e |e||e/ va|ve /|m||s ||e max|m0m |ess0|e o/ ||e se|v|ce o|a|e c||-
c0||.
13.Acc0m0|a|o| c|a|g|ng
va|ve
D|s|||o0|es ||e o|| /|om ||e se|v|ce o|a|e c||c0|| 0m
{11} |o ||e se|v|ce o|a|e c||c0|| o| |e|0|n o|| c||c0|| as |e-
q0||eJ.
13.1 Con||o| va|ve D||ec|s ||e o|| /|ow Je||ve|eJ |o ||e acc0m0|a|o| c|a|g|ng
va|ve {13} |o e|||e| ||e se|v|ce o|a|e c||c0|| o| ||e |e|0|n
o|| c||c0|| as J|c|a|eJ oy ||e con||o| va|ve {13.2}.
13.2 Con||o| va|ve Con||o|s ||e oe|a||on o/ ||e con||o| va|ve {13.1} on ||e
oas|s o/ ||e |ess0|e |n ||e se|v|ce o|a|e c||c0||. W|en
||e |ess0|e |eve| |n ||e se|v|ce o|a|e c||c0|| |nc|eases
|o 190 oa|, ||e con||o| va|ve {13.2} c|anges ||s os|||on
anJ J||ec|s ||e ||o| o|| /|om ||e con||o| va|ve {13.1} |o
||e |ece|ve|. T|en, a| ||e same ||me, ||e con||o| va|ve
{13.1} c|anges ||s os|||on anJ J||ec|s ||e o|| Je||ve|eJ
|o ||e acc0m0|a|o| c|a|g|ng va|ve {13} |o ||e |ece|ve|.
W|en ||e |ess0|e |eve| |n ||e se|v|ce o|a|e c||c0|| Je-
c|eases |o 160 oa|, ||e con||o| va|ve {13.2} c|anges ||s
os|||on anJ J||ec|s ||e ||o| o|| |o ||e con||o| va|ve
{13.1}. A|so, ||e con||o| va|ve {13.1} c|anges ||s os|||on
anJ J||ec|s ||e o|| Je||ve|eJ |o ||e acc0m0|a|o| c|a|g|ng
va|ve {13} |o ||e se|v|ce o|a|e c||c0||.
13.3 P|ess0|e |e||e/ va|ve T|e |ess0|e |e||e/ va|ve {13.3} ens0|es ||e oe|a||on o/
||e |ea| se|v|ce o|a|e c||c0|| |n ||e even| o/ a |ose
o|ea|age |n ||e /|on| se|v|ce o|a|e c||c0||. T|e |es-
s0|e--|e||e/ va|ve {13.3} aJ|0s|s ||e oe|a||ng |ess0|e o/
||e |ea| se|v|ce o|a|e c||c0|| |o 120 oa|.
13.4 P|ess0|e |e||e/ va|ve T|e |ess0|e |e||e/ va|ve {13.4} ens0|es ||e oe|a||on o/
||e /|on| se|v|ce o|a|e c||c0|| |n ||e even| o/ a |ose
o|ea|age |n ||e |ea| se|v|ce o|a|e c||c0||. T|e |ess0|e--
|e||e/ va|ve {13.4} aJ|0s|s ||e oe|a||ng |ess0|e o/ ||e
/|on| se|v|ce o|a|e c||c0|| |o 120 oa|.
11 {79} B 16151--5 en 1108 / AR
13.5 Non--|e|0|n va|ve P|even|s ||e ||o| |ess0|e /|om J|sc|a|g|ng /|om ||e
se|v|ce o|a|e c||c0||.
14. Do0o|e ac||on o|a|e eJa| AJ|0s|s ||e |yJ|a0||c |ess0|e |oo|||ona| |o ||e ang|e
o/ ||e o|a|e eJa| |o ||e se|v|ce o|a|e cy||nJe|s anJ
||ansm|ss|on 0m HD con||o| {|nc||ng}.
14.1 P|ess0|e--|eJ0c|ng va|ve AJ|0s|s ||e |yJ|a0||c |ess0|e {1} |oo|||ona| /|om ||e
ang|e o/ ||e o|a|e eJa| {14} |o ||e HD con||o| {1.1}.
14.2 P|ess0|e--|eJ0c|ng va|ve AJ|0s|s ||e |yJ|a0||c |ess0|e |oo|||ona| |o ||e o|a|e
eJa|s {14} ang|e |o ||e se|v|ce o|a|e cy||nJe|s {19 anJ
20}.
15. P|ess0|e acc0m0|a|o| Se|ves as an o|| |ese|ve /o| ||e se|v|ce o|a|e c||c0|| o/
||e /|on| o|a|e cy||nJe|s {19}.
16. P|ess0|e sw||c| Con||o|s ||e m|n|m0m c|a|ge |ess0|e o/ ||e /|on| se|-
v|ce o|a|e c||c0||.
17. P|ess0|e acc0m0|a|o| Se|ves as an o|| |ese|ve /o| ||e se|v|ce o|a|e c||c0|| o/
||e |ea| o|a|e cy||nJe|s {20}.
18. P|ess0|e sw||c| Con||o|s ||e m|n|m0m c|a|ge |ess0|e o/ ||e |ea| se|-
v|ce o|a|e c||c0||.
19. F|on| se|v|ce/a|||ng
o|a|e cy||nJe|s
Pe|/o|m /|on| se|v|ce/a|||ng o|a|e oe|a||ons on ||e
oas|s o/ ||e |yJ|a0||c con||o| |ess0|e.
20. Rea| se|v|ce/a|||ng
o|a|e cy||nJe|s
Pe|/o|m ||e |ea| se|v|ce/a|||ng o|a|e oe|a||ons on ||e
oas|s o/ ||e |yJ|a0||c con||o| |ess0|e.
21.Seq0ence va|ve D||ec|s ||e oe|a||ng |ess0|e |o ||e a|||ng o|a|e c||-
c0||.
22.1 Sa/e|y o|a|e oe|a||ng
va|ve {/|on|}
D||ec|s ||e oe|a||ng |ess0|e |o ||e /|on| o|a|e cy||n-
Je|s {19} anJ |emoves || w|en necessa|y.
22.2 Sa/e|y o|a|e oe|a||ng
va|ve {|ea|}
D||ec|s ||e oe|a||ng |ess0|e |o ||e |ea| o|a|e cy||n-
Je|s {20} anJ |emoves || w|en necessa|y.
23.1 P|ess0|e sw||c| {/|on|} Con||o|s ||e m|n|m0m oe|a||ng |ess0|e o/ ||e /|on|
a|||ng o|a|e c||c0||.
23.2 P|ess0|e sw||c| {|ea|} Con||o|s ||e m|n|m0m oe|a||ng |ess0|e o/ ||e |ea|
a|||ng o|a|e c||c0||.
24. P|ess0|e ga0ge /nJ|ca|es ||e c|a|ge |ess0|e |eve| /o| ||e acce|e|a|o|
eJa| {3}, |ess0|e--|eJ0c|ng va|ve {14.1}, anJ a|||ng
o|a|e c||c0||.
25. A|| anJ o|| coo|e| Coo|s ||e o|| |n ||e ||ansm|ss|on c||c0||.
26. Re|0|n /|||e| C|eans ||e o|| |n ||e ||ansm|ss|on c||c0||.
27. T|ansm|ss|on o|| |ece|ve| Se|ves as s|ao|||za||on sace /o| ||e ||ansm|ss|on o||.
28. S|ee||ng 0m P|oJ0ces ||e |eq0||eJ amo0n| o/ o|| /o| ||e s|ee||ng anJ
ca|||e| a0x|||a|y con||o|.
12 {79} B 16151--5 en 1108 / AR
29.P||o|||y va|ve D|s|||o0|es ||e o|| Je||ve|eJ /|om ||e s|ee||ng 0m {28}
||ma|||y |o ||e ca|||e| con||o| o| seconJa|||y |o ||e ca|||-
e| a0x|||a|y /0nc||ons.
29.1 O||/|ce S|ao|||zes ||e oe|a||on o/ ||e ||o|||y va|ve {29} soo|.
29.2 O||/|ce S|ao|||zes ||e oe|a||on o/ ||e ||o|||y va|ve {29} soo|.
30. S|ee||ng va|ve {o|o|||o|} D|s|||o0|es ||e o|| /|om ||e ||o|||y va|ve {29} |o ||e
s|ee||ng sys|em as |eq0||eJ.
30.1 P|ess0|e |e||e/ va|ve AJ|0s|s ||e max|m0m oe|a||ng |ess0|e |eve| o/ ||e
con||o| va|ve {30}.
30.2 Non--|e|0|n va|ve P|even|s ||e ||o| |ess0|e /|om oe|ng J|sc|a|geJ /|om
||e con||o| c||c0||.
30.3 Non--|e|0|n va|ve Oe|a|es as ||e |n|a|e va|ve {an||--cav||a||on va|ve} /o|
||e con||o| ||ne R o/ ||e con||o| va|ve {30}.
30.4 Non--|e|0|n va|ve Oe|a|es as ||e |n|a|e va|ve {an||--cav||a||on va|ve} /o|
||e con||o| ||ne / o/ ||e con||o| va|ve {30}.
30.5 P|ess0|e |e||e/ va|ve /|m||s ||e max|m0m |ess0|e |eve| o/ ||e con||o| ||ne R
o/ ||e con||o| va|ve {30}.
30.6 P|ess0|e |e||e/ va|ve /|m||s ||e max|m0m |ess0|e |eve| o/ ||e con||o| ||ne /
o/ ||e con||o| va|ve {30} {ex|e|na| /o|ce}.
30.7 O||/|ce S|ao|||zes ||e oe|a||on o/ ||e |ess0|e |e||e/ va|ve
{30.1}.
31. S|ee||ng cy||nJe|s S|ee| ||e ca|||e| oaseJ on ||e amo0n| o/ o|| /|om ||e
con||o| va|ve {30}.
32. P|ess0|e--|e||e/ va|ve /|m||s ||e max|m0m |ess0|e |eve| o/ ||e s|ee||ng c||-
c0||.
33. HyJ|a0||c o|| |ece|ve| Se|ves as s|ao|||za||ons sace /o| ||e o|| |n ||e J|||||ng
c||c0||.
34. Meas0||ng o|n| assemo|y
35. Meas0||ng o|n| assemo|y
36. Co||ec||ng |ece Co||ec|s anJ |e|0|ns ||e Je|ess0||seJ |e|0|n o|| /|om
||e ||amm|ng con||o| c||c0|| |o ||e ||ansm|ss|ons o|| |e-
ce|ve|.
38. P|ess0|e--|e||e/ va|ve /|m||s ||e o|| |ess0|e |oJ0ceJ oy ||e sa/e|y o|a|e |e-
|ease 0m {39}.
39. Sa/e|y o|a|e |e|ease
0m
P|oJ0ces o|| /|ow |o |e|ease ||e sa/e|y o|a|e -- e.g., J0|-
|ng |ow|ng.
40. F||||ng 0m O|| /||||ng /o| J|||||ng |yJ|a0||cs anJ ||ansm|ss|on.
41. Non--|e|0|n va|ve P|even|s ||e o|| /|ow oac| |o ||e /||||ng 0m
42. 3--way va|ve D||ec|s ||e o|| /|ow |n|o ||e J|||||ng c||c0|| o/ |n|o ||e
||ansm|ss|on c||c0||
50. P|ess0|e ga0ge /nJ|ca|es |ea| se|v|ce o|a|e |ess0|e. {o||on}
13 {79} B 16151--5 en 1108 / AR
51. P|ess0|e ga0ge /nJ|ca|es /|on| se|v|ce o|a|e |ess0|e. {o||on}
52.1 C|ec| va|ve {/|on|} A||ows |o |e|ease ||e /|on| sa/e|y o|a|e c||c0|| w||| ex|e|-
na| |ess0|e
52.2. C|ec| va|ve {|ea|} A||ows |o |e|ease ||e |ea| sa/e|y o|a|e c||c0|| w||| ex|e|-
na| |ess0|e
14 {79} B 16151--5 en 1108 / AR
3. TRANSMISSION DIAGRAM (ABA--SYSTEM) (OPTION)
F|g. 2.T|ansm|ss|on c||c0|| |yJ|a0||c J|ag|am {ABA--sys|em}
15 {79} B 16151--5 en 1108 / AR
3.1. ABA--system (option)
ITEM FUNCTION
43. P|ess0|e sw||c| Sw||c|es ||e a|a|m ||g|| H150 on |/ ||e c|a|g|ng |es-
s0|e J|os oe|ow 110 oa| |n /|on| ax|e se|v|ce o|a|e c||-
c0||.
44. P|ess0|e sw||c| Sw||c|es ||e a|a|m ||g|| H150 on |/ ||e c|a|g|ng |es-
s0|e J|os oe|ow 110 oa| |n |ea| ax|e se|v|ce o|a|e c||-
c0||.
45. P|ess0|e sw||c| Sw||c|es ||e sa/e|y o|a|e on |/ c|a|g|ng |ess0|e J|os
oe|ow 75 oa| |n /|on| ax|e se|v|ce o|a|e c||c0||.
46. P|ess0|e sw||c| Sw||c|es ||e sa/e|y o|a|e on |/ c|a|g|ng |ess0|e J|os
oe|ow 75 oa| |n |ea| ax|e se|v|ce o|a|e c||c0||.
47. P|ess0|e sw||c| Sw||c|es ||e sa/e|y o|a|e on |/ ||ansm|ss|on c|a|g|ng
|ess0|e J|os oe|ow 10 oa|.
48. P|ess0|e sw||c| Sw||c|es ||e a|a|m ||g|| H91 on |/ ||e ||ansm|ss|on |es-
s0|e J|os oe|ow 15 oa|.
50. P|ess0|e ga0ge /nJ|ca|es |ea| se|v|ce o|a|e |ess0|e. {o||on}
51. P|ess0|e ga0ge /nJ|ca|es /|on| se|v|ce o|a|e |ess0|e. {o||on}
16 {79} B 16151--5 en 1108 / AR
3.2. Transmission pump
G
Y1
Y2
X2
X1
R
B
1.10
1.12
Ma
Mb
1.10
T2
Fa
Ps
T1
1.2
S
A
1.11
1.9
1.15
1.17
1.17
1.4
1.8
ITEM FUNCTION ITEM FUNCTION
G Charge pressure to safety brakes,
accelerator
B Connection
Ps Pilot pressure test point 1.2 DA cartridge, pilot pressure valve
Ma
Mb
High pressure test point 1.4 Pressure cut--off relief valve
R Air bleeding plug 1.8 Shuttle valve
S Suction inlet line 1.9 High pressure safety relief, line A
T1 Drain line to air cooler 1.10 High pressure safety relief, line B
T2 2--bar drain relief line, direct to tank 1.11 Filter
Fa After filter, charge pressure test
point
1.12 Charge pressure relief valve
X1
X2
Pilot pressure acting on servo--cylin-
der
1.15 Orifice
Y1
Y2
Forward direction, inlet pilot port
Backward direction, inlet pilot port
1.17 Visual contamination indicator
A Connection
17 {79} B 16151--5 en 1108 / AR
3.3. Tramming motor (2)
ITEM FUNCTION ITEM FUNCTION
A High pressure port A 2.1 Control part and selector valve
B High pressure port B 2.2 Port plate and control cylinder
X1,
X2
Control pressure port 2.3 Start of control setting screw for
proportional control valve
X3 Control pressure port 2.4 Flushing and charge pressure
valve
G High pressure measuring point 2.5 Selection valve
M1 Control cylinder pressure test point 2.7 Relief valve
T Case drainage port 50 min. angle adjustment
51 max. angle adjustment
18 {79} B 16151--5 en 1108 / AR
3.4. AccumuIator charging vaIve (13)
13.4
13.3
13.2
13.1
13.3
13.4
13.5
13.1
13.2
MA
B3
B3
B3
MA MA
MA
....
F|g. 3.Acc0m0|a|o| c|a|g|ng va|ve
13.1 Con||o| va|ve
13.2 Con||o| va|ve
13.3 P|ess0|e |e||e/ va|ve
13.4 P|ess0|e |e||e/ va|ve
13.5 Non--|e|0|n va|ve
19 {79} B 16151--5 en 1108 / AR
3.5. Brake pedaI (14)
F1
F2
T
P
T
X
Mx
P2
P1
F|g. 4.B|a|e eJa|
The brake pedal adjusts the hydraulic pressure proportional to the brake pedal's angle to
the service brake cylinders and transmission pump HD control (inching).
20 {79} B 16151--5 en 1108 / AR
3.6. AcceIerator pedaI (3)
T
P
F
F|g. 5.Acce|e|a|o| eJa|
Adjusts the hydraulic control pressure proportional to the accelerator pedal's angle to the
throttle cylinder.
21 {79} B 16151--5 en 1108 / AR
3.7. ThrottIe cyIinder (4)
1
T
P
F|g. 6.T||o|||e cy||nJe|
Adjusts the diesel engine's speed according to the control pressure from the accelerator
pedal.
1. T||o|||e cy||nJe|
22 {79} B 16151--5 en 1108 / AR
3.8. Sequence vaIve (21)
A
1
2
3
B
F|g. 7.P|ess0|e |e||e/ va|ve
The sequence valve directs the operating pressure to the parking brake circuit.
A. P|ess0|e |e||e/ va|ve
B. P|ess0|e aJ|0s|men| sc|ew
23 {79} B 16151--5 en 1108 / AR
3.9. Safety brake operating vaIve (22.1 / 22.2)
1
2
3
1
2
3
F|g. 8.Sa/e|y o|a|e oe|a||ng va|ve {/|on| anJ |ea|}
The safety brake operating valves direct andremove the operating pressurefromthe front
and rear brake cylinders.
24 {79} B 16151--5 en 1108 / AR
3.10. Priority vaIve (29)
F|g. 9.P||o|||y va|ve
The priority valve distributes the oil delivered from the steering pump (28) primarily to the
carrier steering or secondarily to the carrier's auxiliary functions.
The priority valve distribute and trace the hydraulic flow from the supply pump of the
hydraulic system to the hydraulic components which control and run the vehicle. The
priority valve are used only with the HKUS 5T hydrostatic steering unit.
When connected, the steering unit and the priority valve represent sophisticated hydraulic
tracing system that controls the flow in both main pipelines of the hydraulic system (the
working and control one) at any time of its operation.
25 {79} B 16151--5 en 1108 / AR
3.11. Steering vaIve (30)
1
P
T
R
L
30.5
30.3
30.2
30.6
30.4
R--line
L--line
30.1
30.6
30.4
30.5
30.3
30.2
30.7
30.1
LS
24
51
50
Option
Standard
24
F|g. 10.Con||o| va|ve
The tramming and steering valve distributes the oil from the priority valve to the steering
as required.
The steering unit consist of a rotary valve and a rotary meter. Via a steering column the
steering unit is connected to the steering wheel of the vehicle. When the steering wheel
is turned, oil is directed from the steering system pump via the rotary valve and rotary
meter to the cylinder ports L or R, depending on the direction of turn. The rotary meter
meters the oil flowto the steering cylinder in proportion to the angular rotation of steering
wheel.
1. Con||o| va|ve 30.6 anJ 30.4 /--||ne
30.1 Re||e/ va|ve {P--T} 30.5 anJ 30.3 R--||ne
30.2 C|ec| va|ve 30.7 Orifice
24. P|ess0|e ga0ge {c|a|g|ng |ess0|e}
50. P|ess0|e ga0ge {|ea| se|v|ce o|a|e
c||c0||} {o||on}
51. P|ess0|e ga0ge {/|on| se|v|ce o|a|e
c||c0||} {o||on}
26 {79} B 16151--5 en 1108 / AR
3.12. Air and oiI cooIer (25)
L
OUT
N
OUT
L
N
1
2
F|g. 11.A|| anJ o|| coo|e|
1. C|ec| va|ve
L = D|a|n connec||on
2. F|ow con||o| va|ve
The air and oil cooler cools the oil in the transmission circuit.
The flow controller is used to adjust the radiator fan speed (factory setting is 1900 rpm).
The adjustment is performed when the diesel engine is running at maximum speed
27 {79} B 16151--5 en 1108 / AR
3.13. Return oiI fiIter (26)
1
2
F|g. 12.Re|0|n o|| /|||e|
The return oil filter cleans the oil in the transmission circuit.
1. Re|0|n o|| /|||e|
2. O|| /|||e| con|am|na||on |nJ|ca|o|
28 {79} B 16151--5 en 1108 / AR
3.14. Transmission oiI receiver (27)
R6
3
4
1
2
R5
R6
S2
S1
F|g. 13.T|ansm|ss|on |yJ|a0||c |ece|ve|
The transmission hydraulic receiver serves as stabilizing space for the transmission oil.
1. O|| /||||ng ca
2. D|a|n |0g
3. O|| |eve| s|g|| c|ass
4. E|ec|||ca| o|| |eve| sw||c|
29 {79} B 16151--5 en 1108 / AR
3.15. Pressure reIief vaIve (12 and 32)
P
T
F|g. 14.P|ess0|e--|e||e/ va|ve
The pressure relief valve (12) limits the maximum pressure of the service brake circuit.
The pressure relief valve (32) limits the maximum pressure of the steering circuit.
30 {79} B 16151--5 en 1108 / AR
3.16. Brake cyIinder
1
2
D
E
A
B
C
F
D
C
F|g. 15.B|a|e cy||nJe|
The brake cylinder performs the front/back service/parking brake operations on the basis
of the hydraulic control pressure.
1. Se|v|ce o|a|e o|eeJ sc|ew
2. Sa/e|y o|a|e o|eeJ sc|ew
The Mico cylinder provides 1.7kNm (=1240 lbf) pull on brake rod for
safety/emergency braking. This effect is via spring shown at A.
During vehicle operation the spring is depressed by a hydraulic pressure from the
vehicle system of at least 11 bar= (157 p.s.i.) active on the piston B this releases
the brake pull rod allowing normal operation of vehicle.
Hydraulic release pressure is piped to port C.
During this mode the brakes can be separately applied via a food pedal or other
hydraulic pressure source of up to 117 bar = (1700 p.s.i.) applied at port D. This
acts on piston Ewhich then acts on collar F applying a braking force to the pull rod.
The maximum force that can be applied is 2.1 kNm = (1550 lbf) which will effect
100% brake performance from the axle brake system.
The overall operation is then as follows:
-- Machine starts = C hydraulic pressure = brakes FREE
-- Service brake operation = D hydraulic pressure = brakes ON
-- Machine stops = Nil pressure = brakes ON
31 {79} B 16151--5 en 1108 / AR
4. GENERAL DESCRIPTION OF THE HYDROSTATIC
TRANSMISSION CIRCUIT
F|g. 16.T|ansm|ss|on c||c0|| |yJ|a0||c J|ag|am
32 {79} B 16151--5 en 1108 / AR
The hydrostatic transmission circuit can be shared by certain other circuits:
-- charge pressure circuit
-- control pressure circuit
-- high pressure circuit
-- flushing circuit
4.1. Charge pressure circuit
4.1.1. Function
The charge pressure circuit has several functions: to generate pilot pressure for the
control system, to flushthe internal parts of the pump (1), andto fill the closed--loopsystem
by compensating for the leakage oil and the flowof flushing oil through the hydraulic motor
(2). The compensation is needed for avoiding cavitation inside the closed--loop system.
Whentheswash plateof the tramming pump (1) is in theneutral position, flowis generated
to neither pressure line A nor line B. The flow provided by the charge pump (1.5) is fed
to the charge pressure relief valve (1.12) and through the charge pressure filter (1.11) to
the DA--valve (1.2). The outlet of the relief valve is directlyconnected tothe pump housing.
The rest of the charge pump (1.5) flow that is not needed for swivelling the pump (1) or
for compensating for the leakage is fed through the housing to the pump leakage line.
When the machine is not moving and the diesel engine (5) is running, the entirety of the
flow from the charge pump (1.5) runs through the leakage line.
4.2. Charge pressure fiItering
The tramming pump (1) has integratedcharge pressure filtering. nsidethe foot of thefilter
(1.11), a cold--start valve (1.13) is integrated into the system. When the pressure
difference over the filter element exceeds the value set by the valve's spring, the oil is fed
back to the suction line of the charge pump (1.5). This can happen when the viscosity of
the oil is high on account of the lowtemperature of the oil or when the filter element is dirty.
When the oil is fed back to the suction line, there is no flow to the charge pressure circuit
inside the tramming pump and therefore no pilot or DA pressure is generated. n this
situation, driving is not possible.
33 {79} B 16151--5 en 1108 / AR
5. CONTROL PRESSURE CIRCUIT
5.1. GeneraI
The pump (1) of the hydrostatic transmission is a closed--loop axial piston pump of swash
plate design. The angle of the swash plate is controlled by means of the control cylinder
(1.3).
n the pump (1), two controls are combined. The hydraulically piloted HD control (1.1)
takes care of the maximumangle of the pump (1). The hydrostatic automotive control DA
(1.2) takes care of operating the swivel angle on the basis of the diesel engine's (5) speed.
The DA--control (1.2) makes it possible to drive the machine like a normal car; more
engine speed means more driving speed. The behavior is similar to that of a machine
equipped with a torque converter.
5.1.1. DA--controI (1.2) of the pump (1)
The pump (1) has anintegratedcharge pump (1.5) inside the port plate. The charge pump
(1.5) is an internal gear pump with fixed displacement. The flow provided by the charge
pump (1.5) is directly proportional to the speed of the diesel engine.
The flow from the charge pump (1.5) is fed through an integrated charge pressure filter
to the DA--valve (1.2) . At the DA--valve (1.2), the oil is fed through a measuring orifice
(1.6). Depending on the pressure drop generated in the measuring orifice (1.6), the
DA--valve (1.2) generates a pilot pressure that is proportional to the flow and therefore
proportional to the diesel engine's speed.
n idle mode, the flow of the charge pump (1.5) generates -- through the DA--valve (1.2)
-- a pressure insufficient for moving the control piston (1.3) or swivelling the swash plate.
When the diesel engine's speed increases, the DA--pressure is raised an equivalent
amount, causing the swash plate to swivel to a bigger angle.
The DA--control (1.2) takes also care of the anti--stalling function. As soon as the diesel
engine (5) starts to stall and decreases its running speed, the flow from the charge bump
(1.5) drops accordingly. That causes the DA--pressure to drop as the pressure difference
over themeasuring orifice (1.6) of theDA--valve (1.2) becomes smaller. The pilot pressure
generated can no longer keep the pump (1) operating at the wider angle, and the swash
plate starts swivelling towards the neutral position. The smaller swivel angle involves
lower power consumption; therefore, the engine recovers from stalling.
34 {79} B 16151--5 en 1108 / AR
5.1.2. HD--controI (1.1) of the pump (1)
The hydraulically piloted servo control valve HD (1.1) feeds the pilot oil to either side of
the control piston (1.3) depending on the position of the spool of the control valve (1.1).
The valve spool is operated by the pilot pressure fed to either port a or b depending on
the driving direction required. The control system has a mechanical feedback from the
position of the control piston (1.3) to the spool of the servo control valve (1.1).
The centering springs inside the control cylinder (1.3) bring the swash plate to neutral
position whenever the pressure difference between the control chambers of the control
cylinder (1.3) is not sufficient for moving the control piston.
35 {79} B 16151--5 en 1108 / AR
6. HIGH PRESSURE CIRCUIT
Selection of driving direction is performed with an electrically operated directional valve
(6.1).
When driving direction selection has not been performed and the diesel engine (5) is
running, the angle of the pump (1) is zero. This means that there is no oil flow in the high
pressure circuit and the carrier doesn't move.
f selection of driving direction has been done and the speed of the diesel engine (5) is
increased, the control cylinder (1.3) of the pump (1) begins adjusting the angle of the
swash plate and the pump (1) starts to supply oil to the high pressure circuit.
The tramming motor (2) is a variable--displacement axial piston motor with a bent axis
design. The motor (2) has a DA--control system. The pilot pressure PS in the control
chambers of the tramming pump (1) is fed to ports P2 and P3 of the control block for
tramming direction / tramming speed (6) via pilot lines X1 and X2.
There is an option of disconnecting the control of the motor (2) by means of the solenoid
valves (6.2 and 6.3). f control of the motor (2) is disconnected, the solenoid valves (6.2
and 6.3) will not be active and slow tramming speed will be selected.
f control of the motor (2) is enabled, the solenoid valves (6.2 and 6.3) are active and the
pilot pressure PS is fed from the tramming direction / tramming speed control block (6)
from port X3 or X4 (depending on the tramming direction) to port X1 or X2 of the motor
(2). Depending on which side of the selector valve (2.1) the pilot pressure PS is brought
from, the selector valve (2.1) connects based on high pressure line pressure HP to the
piston rod side of the control cylinder (2.2) and the active pilot pressure to the proportional
control valve (2.3). At the proportional control valve (2.3), the PSpressure acts on a large
pilot piston area and the HPpressure acts in conjunction with a spring on the opposite side
-- on a smaller piston area. When the force caused by the pilot pressure overcomes the
sum of the force of the spring and the force caused by the active high pressure HP, the
control valve (2.3) changes its position. The high pressure is fed to the piston side of the
control cylinder (2.2). The motor (2) starts to swivel to a smaller angle. That means a
higher rotating speed and lower torque.
The motor (2) starts to swivel in a wider arc when the systempressure HPis high enough
to move the proportional control valve (2.3) back to a neutral position.
f the pilot DA--pressure PS coming from the pump (1) decreases or the high pressure in
the system increases, the motor (2) correspondingly swivels back to a bigger angle.
36 {79} B 16151--5 en 1108 / AR
The return oil fromthe tramming motor (2) flows along the another high--pressure line into
the suction port of the transmission pump (1).
When the pressure inside the driving circuit rises to the pre--set maximum level, the
pressure cut--off (1.4) sees to the safe functioning of the circuit. The high pressure
selected by a shuttle valve (1.8) acts at the pressure cut--off (1.4) valve against a spring.
When the pressure exceeds the set value of 440 bar, the pilot pressure behind the orifice
(1.7) is fed to the
tank (27). That causes the swash plate to swivel against neutral position. The pump (1)
swivels to an angle such that the flow produced compensates for the leakage inside the
high pressure circuit and maintains the set pressure level.
The pressure cut--off (1.4) causes the pump (1) to swivel to neutral position; therefore, no
oil is driven through the high pressuresafety valves (1.9 and 1.10) at this point and no heat
is generated when driving of the machine is blocked.
37 {79} B 16151--5 en 1108 / AR
7. FLUSHING CIRCUIT
The motor (2) is equipped with a flushing valve (2.4). The flushing valve (2.4) feeds a
certain amount of oil through the motor housing in order to flush the housing internally and
to at the same time to change the oil in the closed--loop system. The charge pump (1.5)
insidethe trammingpump (1) feeds oil tothe low--pressure side of the closed--loop system
in order to compensate for the leakage as well as the flowfromthe flushing valve. The aim
is to maintain the charge pressure level in the low--pressure side of the closed--loop
system.
The flushing valve (2.4) includes three components. The selection valve (2.5) connects
the low--pressure side tothe motor housing. The orifice (2.6) inside the flushing valve(2.4)
determines the flushing flow, which normally is high enough for cooling the systembut low
enough not to disturb the charge pressure even at low diesel engine speeds. The
integrated relief valve (2.7) will guarantee the minimum charge pressure.
7.1. Operation of safety and service brake circuits
7.1.1. Switching on the safety brake
The safety brake circuit receives oil from transmission pump (1) connection G. Then the
oil flows through the orifice (10) and sequence valve (21) to the safety brake operating
valves (22.1 / 22.2). When switching on the safety brake, push the operating valve's (22.1
/ 22.2) control button SB1 (The light inside the button SB1 will come on). Then the
operating valve's (22.1 / 22.2) control spools will prevent the oil from flowing to the front
brake cylinders (19) and rear brake cylinders (20).
At the same time, the operating valves (22.1 / 22.2) release the control pressure fromthe
piston sideof thefront brake cylinders (19) and rear brake cylinders (20). The safety brake
indicator lamp -- H150 -- on the driving panel will be lit when the control pressure drops
below 5 bar either in front or rear safety brake circuit. The springs inside brake cylinders
19 and 20 are released and the safety brake engages.
NOTE! In TC5--carriers; when pushing the safety brake controI button SB1 the
aIignment of the tramming direction seIector vaIve(6.1) is centraIized and the
transmission pump(1) is returned to zero angIe.
7.1.2. Switching off the safety brake
When switching off the safety brake, push the control button SB1 of the operating valves
(22.1 / 22.2) so that the light goes off. Then the control spools of the operating valves (22.1
/ 22.2) will change the position and the oil flows to the front cylinders (19), rear brake
cylinders (20), pressure switches (23.1 / 23.2). When the control pressure exceeds 5 bar
in front and rear safety brake circuits, the safety brake indicator light on the driving panel
turns off. The springs inside brake cylinders 19 and 20 are compressed and the safety
brake disengages.
38 {79} B 16151--5 en 1108 / AR
7.2. Service brake circuit
GeneraI
The service brake circuit is constructed of two separate circuits which differ in function:
the hydromechanical brake circuit and hydrostatic brake circuit. The hydromechanical
brake circuit is further divided into two different circuits: the front brake circuit and rear
brake circuit.
The brake pedal (14) is constructed of two regulating valves: the pressure relief valves
14.2 and 14.1. When the brake pedal (14) is operated, both control valves (14.1 and 14.2)
are affected simultaneously.
39 {79} B 16151--5 en 1108 / AR
F|g. 17.HyJ|a0||c J|ag|am o/ sa/e|y anJ se|v|ce o|a|e c||c0||s
40 {79} B 16151--5 en 1108 / AR
7.2.1. HydromechanicaI braking
The hydromechanical brake circuit gets oil from the gear pump (11). The output from the
pump (11) flows first to the pressure relief valve (12) and then to the accumulator charging
valve (13).
f the brake pedal (14) is not in use and the pressure accumulators (15 and 17) of the
hydromechanical brake circuit do not need any extra oil, the brake circuit pressure
increases to 190 bar and the control valve (13.2) changes its position. Then the pilot oil
fromthe control valve (13.1) is directed to the receiver. At the same time, the control valve
(13.1) changes its position and directs the oil delivered to accumulator charging valve (13)
port P to accumulator charging valve (13) port S and on through the filter (26) to the
receiver (27).
f the hydromechanical brake circuit needs oil (the brake pedal (14) is in use and the
pressure accumulators (15 and 17) are empty) and the pressure is decreased to 160 bar,
the control valve (13.2) changes its position and directs the oil flowfromthe brake circuit's
main linetothespringside of thecontrol spool of the control valve (13.1). The control valve
(13.1) spool changes its positionand directs themainoil flowthrough the non--returnvalve
(13.5) and pressure relief valves (13.3 and 13.4) to ports A1 and A2 of the accumulator
charging valve (13).
From port A1, oil flows to the front brake cylinders' pressure switch (16), the front brake
cylinders' pressure accumulator (15), and port P1 of the pressure relief valve (14.2) of the
brake pedal (14). From port A2, oil flows to the rear brake cylinders' pressure switch (18),
the rear brake cylinders' pressure accumulator (17), and port P2 of the pressure relief
valve (14.2) of the brake pedal (14). When the brake pedal (14) is operated, oil flows
through ports F1 and F2 of the pressure relief valve (14.2) tothe front brake cylinders (19),
rear brake cylinders (20), and measuring point collector (34).
The control pressure value of the pressure relief valve (14.2) is directly proportional to the
change of the brake pedal (14) angle. The greater the change of the angle, the higher the
control pressure and braking force.
The task of the pressure accumulators (15 and 17) is to ensure a sufficient amount of oil
for brake pedal operation. The pressure switches (16 and 18) control the charge pressure
level of the hydromechanical service brake circuits. f the pressure drops below 145 bar,
warning light H21 on the driving panel will be lit.
41 {79} B 16151--5 en 1108 / AR
7.2.2. Hydrostatic braking
The hydrostatic brake circuit receives oil from transmission pump (1) connection G. Then
the oil flows through ports P and X of the brake pedal (14) pressure relief valve (14.1) to
tramming direction / speed control block (6) port P1.
When tramming direction has been selected and the brake pedal (14) is used, oil flows
through ports P and X of the brake pedal (14) pressure relief valve (14.1), the tramming
direction selector valve (6.1), and orifice 8 or 9 (depending on the tramming direction) to
control ports Y1 or Y2 of the pump (1) HD control (depending on the tramming direction).
The pilot control pressure delivered to the pump (1) HD control (1.1) is reduced in direct
proportion to the brake pedal (14) position via the pressure relief valve (14.1). The
reduction in the pilot control pressure delivered to the HDcontrol (1.1) and themechanical
feedback limit the maximum angle and maximum output of the pump (1). Through
restriction of the maximumangle, the pump (1) output can be restricted irrespective of the
pilot control pressure of the DA valve (1.2). With restriction of the pump (1) output, the
transmission can be used in conjunction with the hydromechanical braking systemwhen
the service brake is activated.
42 {79} B 16151--5 en 1108 / AR
7.2.3. Testing the brakes (carrier 5)
TESTING THE BRAKES
Always ensure the proper functioning and sufficient capacity of the brakes before
tramming.
Do not operate the vehicle with a faulty safety/parking brake. f this is not complied with,
damage to the vehiche or serious personal injury may occur.
SERVICE BRAKES
Start the engine and let it run until the transmission oil temperature reaches normal.
The holding effect of the service brakes depends both on the condition of the brake and
on the pressure within the brake circuit.
BRAKE PEDAL OPERATION
Raise the machine on the ground support so that there is no contact between tyres and
ground.
Release the safety brakes by pushing the button.
Select one tramming direction switch and accelerate (1500 rpm.) to put the tyres
rotating.
Release the acceleration pedal and push on the service brake pedal--> tyres must
rapidly stop rotating.
SAFETY/PARKING BRAKE
The brake's holding effect depends on the condition of the equipment.
The brake's holding effect is adequate when slow gear is engaged. The engine runs at
1500 rpm. The safety / parking brake must be applied and park brake test button (S25)
must be pushed and held in position.
The vehicle must not move.
55095211--C
F|g. 18./ns||0c||on |a|e /o| TC5 o|a|e |es||ng.
43 {79} B 16151--5 en 1108 / AR
7.2.4. Testing the brakes (carrier 6)
TESTING THE BRAKES
Always ensure the proper functioning and sufficient capacity of the brakes before
tramming.
Do not operate the vehicle with a faulty safety/parking brake. f this is not complied with,
damage to the vehiche or serious personal injury may occur.
SERVICE BRAKES
Start the engine and let it run until the transmission oil temperature reaches normal.
The holding effect of the service brakes depends both on the condition of the brake and
on the pressure within the brake circuit.
BRAKE PEDAL OPERATION
Raise the machine on the ground support so that there is no contact between tyres and
ground.
Release the safety brakes by pushing the button.
Select one tramming direction switch and accelerate (1500 rpm.) to put the tyres
rotating.
Release the acceleration pedal and push on the service brake pedal--> tyres must
rapidly stop rotating.
SAFETY/PARKING BRAKE
The brake's holding effect depends on the condition of the equipment.
The brakes need to be tested. Engage the safety/parking brake, select a slow gear with
the gear selector, select a forward driving direction.
Press the accelerator pedal, and increase the engine speed to 1500 rpm.
The vehicle must not move.
55164583--A
F|g. 19./ns||0c||on |a|e /o| TC6 o|a|e |es||ng.
44 {79} B 16151--5 en 1108 / AR
45 {79} B 16151--5 en 1108 / AR
7.3. Operation of the controI circuit
The steering circuit gets oil from the operating pump (28) of the transmission control
circuit. From the operating pump (28), the oil flows to the pressure relief valve (32) and
port P of the priority valve (32).
f the tramming/steering valve (30) is not in use, connection P of the tramming/steering
valve (30) is closed. This also means that there is no pressure in the LS line of the
tramming/steering valve (30). Thus, the oil pressure affects only the orifice (29.1) end of
the priority valve (29) and the priority valve (29) control spool directs the oil from port P
of the main flow priority valve (29) to port EF and on to the carrier circuit (diagram
55023200). Some of the oil flows from port P of the priority valve (29) to port CF and on
to port P of the tramming/steering valve (30).
On the basis of the tramming direction, operation of the tramming/steering valve (30) will
cause the oil to flow through port P of the tramming/steering valve (30) either to control
line R and on to the pressure relief valve (30.5), non--return valve (30.3), and control
cylinder 31 or, alternatively, to control line L and on to the pressure relief valve (30.6),
non--return valve (30.4), and control cylinder 31. At the same time, the oil flows through
the orifice (30.7) to the pressure relief valve (30.1) and through connection LS of the
tramming/steering valve (30) to port LSof the priority valve (29) and on through the orifice
(29.2) to the spring endof the control spool of thepriority valve(29). Thenthe priority valve
(29) spool changes its position and directs all the oil to the tramming/steering valve (30).
46 {79} B 16151--5 en 1108 / AR
7.4. Operation of the transmission circuit in different situations
7.4.1. CoId start
F|g. 20.Co|J s|a|| c||c0|| J|ag|am
47 {79} B 16151--5 en 1108 / AR
CoId start
n a cold start situation, the oil viscosity could be so high that the pressure difference that
builds up over the charge pressure filter (1.11) is too great for the cold start valve's (1.13)
spring setting and the oil flows through the valve back to the charge pump(1.5) intakeline.
When the oil is directed to the intake line, neither charge pressure nor pilot control
pressure builds up in the transmission pump (1). Tramming is not possible. The situation
is similar when the filter (1.11) is clogged and the pressure difference becomes too high.
After the oil has heated up sufficiently, the pressure difference over the filter (1.11) drops,
the cold start valve (1.13) closes, and oil flows through the filter (1.11) to the charge
pressure circuit.
48 {79} B 16151--5 en 1108 / AR
7.5. Tramming forwards
7.5.1. Tramming forwards (Iow speed)
F|g. 21.HyJ|a0||c J|ag|am -- /o|wa|J, |ow seeJ
49 {79} B 16151--5 en 1108 / AR
The oil delivered by the charge pump (1.5) causes a charge pressure to accumulate; this
is also used as a pilot control pressure to control the pump (1). The pressure is kept at an
appropriate level with the pressure relief valve (1.12).
The pilot control pressure is directed outside the pump (1) through the brake pedal (14)
pressure relief valve (14.1) to the tramming direction selector valve (6.1), which, under
electrical control, delivers the pressure to the b side of the valve of the HD control (1.1),
causing the spool to deviate toward the right. At the same time, the DAcontrol (1.2) builds
up a control pressure from the charge pressure proportional to the diesel engine (5)
speed. The pressure is delivered through the deviated spool of the HD control to the left
side of the tramming pump (1) control cylinder (1.3). This causes the pump (1) angle to
swing in the positive direction, and the pump (1) starts to deliver oil to the high pressure
circuit marked in red. Diesel engine (5) speed is affected with the hydraulic accelerator
pedal (3), which adjusts the pilot control pressuredelivered by the pumpto the appropriate
level for the throttle cylinder (4).
n the high pressure circuit, the oil flows through the transmission motor (2) back to the
intake side of the pump (1) and runs the motor (2) in the direction that moves the carrier
forwards. The high pressure circuit's pressure has a direct effect -- through the tramming
direction selector valve (2.1) of the motor (2) -- on the tramming motor (2) control cylinder
(2.2) and keeps the motor at its maximum angle, i.e. a low tramming speed range. The
flushing valve (2.4) installed in conjunction with the motor (2) continually delivers a small
amount of oil, passed through the orifice, from the intake side of the high pressure circuit
through the cooler (25) to the receiver (27), which cools the system. The amount of oil
removed is replaced by delivering oil fromthe charge pump (1.5), to the intake side of the
high pressure circuit, through the non--return valve of the pressure relief valve (1.10). The
correct charge pressure at the intake side of the pump (1) is thus ensured, preventing
cavitation in the pump.
50 {79} B 16151--5 en 1108 / AR
7.5.2. Tramming forwards (high speed)
F|g. 22.HyJ|a0||c J|ag|am -- /o|wa|J, ||g| seeJ
51 {79} B 16151--5 en 1108 / AR
High--speed tramming differs fromlow--speed tramming only in terms of adjustment of the
tramming motor (2). The control pressure of the DAcontrol (1.2) of the transmission pump
is delivered to the X1 port of the motor (2) by electrically controlling the tramming speed
selector valve (6.2). From the X1 port, the pressure is delivered to the proportional
regulating valve (2.3) via the selector valve (2.1). The pilot control pressure affects the
large pilot control area of the proportional regulating valve (2.3), meeting the high
pressure circuit's pressure and the spring that affect the smaller area on the other side of
the regulating valve (2.3). When the diesel engine's (5) speed increases and the pilot
control pressure caused by the DAvalve (1.2) overcomes theforceproduced by thespring
and the high pressure circuit pressure, the proportional regulating valve (2.3) changes its
position; the high pressure circuit's pressure affects the piston side of the motor (2) control
cylinder (2.2), and the motor (2) starts to swivel to a minimum angle. That increases the
tramming speed until the high pressure circuit's pressure rises high enough to return the
regulating valve (2.3) to the neutral position. The regulating valve (2.3) and thus the motor
(2) angle seek equilibrium on the basis of the relationship between the pilot control
pressure of the DA valve and the high pressure circuit pressure. For example, during
trammingup aramp, there will bean attempt to increasethe high pressure circuit pressure
when the tramming resistance rises. Then the motor (2) swivels to a bigger angle and the
tramming speed decreases.
52 {79} B 16151--5 en 1108 / AR
7.6. Tramming backwards
F|g. 23.HyJ|a0||c J|ag|am -- oac|wa|J, |ow seeJ
53 {79} B 16151--5 en 1108 / AR
During tramming backwards, the electrical tramming direction selector valve (6.1) directs
the HD control (1.1) spool to the opposite direction from that used when tramming
forwards. Thus, the pilot control pressure produced by the DAvalve (1.2) affects the right
side of the pump control cylinder (1.3) and swivels the pump (1) to a negative angle. The
high pressure circuit oil flows in the opposite direction than that used when tramming
forwards, and the carrier moves backwards. That is, the pressure side and intake side
change places in the high pressure circuit. Otherwise, operation is similar to that
encountered when the tramming forwards.
54 {79} B 16151--5 en 1108 / AR
F|g. 24.HyJ|a0||c J|ag|am -- oac|wa|J, ||g| seeJ
55 {79} B 16151--5 en 1108 / AR
During tramming backwards, the electrical tramming direction selector valve (6.1) directs
the HD control (1.1) spool to the opposite direction from that used when tramming
forwards. Thus, the pilot control pressure produced by the DAvalve (1.2) affects the right
side of the pump control cylinder (1.3) and swivels the pump (1) to a negative angle. The
high pressure circuit oil flows in the opposite direction than that used when tramming
forwards, and the carrier moves backwards. That is, the pressure side and intake side
change places in the high pressure circuit. Otherwise, operation is similar to that
encountered when the tramming forwards.
56 {79} B 16151--5 en 1108 / AR
7.7. Tramming down a ramp (Iow speed)
F|g. 25.T|amm|ng Jown a |am {|ow seeJ}
57 {79} B 16151--5 en 1108 / AR
Low speed
During tramming down a ramp, the speed of the vehicle tends to exceed the desired value
and the motor (2) starts to operate like a pump; i.e., the motor (2) tries to pump oil to the
intake side of the pump (1). As a result, the pump (1) starts to operate like a motor and
tries to increase the diesel engine's (5) speed. Thus, the unintended increase of tramming
speed on the ramp can be controlled to some extent with diesel engine (5) braking. n
tramming down a ramp, a higher pressure builds up in the intake side than in the pressure
side of the high pressure circuit's pump (1).
58 {79} B 16151--5 en 1108 / AR
7.8. Tramming down a ramp (high speed)
F|g. 26.T|amm|ng Jown a |am {||g| seeJ}
59 {79} B 16151--5 en 1108 / AR
High speed
High--speed tramming differs from low--speed tramming in terms of adjustment of the
tramming motor (2). Because the pressure of the pressured side drops when tramming
down a ramp, the proportional regulating valve (2.3) changes its position thanks to the
control pressure of the DA--control (1.2). As a result of this, the pilot pressure affects the
pistonside of themotor's (2) control cylinder (2.2) andthemotor (2) is adjusted(2) towards
the minimum angle. With the minimum angle, the braking moment of the motor (2) is at
its lowest. Thus, the motor's braking is weaker in high--speed tramming than in low--speed
tramming.
60 {79} B 16151--5 en 1108 / AR
8. ADJUSTMENTS
8.1. Tramming pump and motor
G
X
2
X
1
R
B
A
G*
M
B
M
A
G
T
2
1
2
3
4
5
6
7
8
9
10
(Optional)
(Optional)
(Optional)
Y1
Y2
1. Pressure cut--off
2. nching valve/lever (optional)
3. Case flushing port (optional)
4. Zero position control
5. Travel direction valve (in this case, hydraulically operated)
6. charge pressure relief valve
7. Pressure relief and charge valve A
8. Bypass valve (2 bar)
9. Pressure relief and charge valve B
10. Rotary throttle (optional)
61 {79} B 16151--5 en 1108 / AR
InstaIIation
Pump A4VG / DA Size 71 Measuring points A4VG/
DA--A6VM/DA
Pressure gauge
(pressure range)
A, B Se|v|ce ||nes SAE "1 M
A
Se|v|ce ||ne 600 bar
G P|ess0|e connec-
||on /o| a0x|||a|y c||-
c0||s
M 18*1.5 G
A6VM
Se|v|ce ||ne A / B
600 bar
T
1
,{T
2
} O|| |n|e| anJ |e|0|n M 26*1.5 M
B
Se|v|ce ||ne B 600 bar
T
1
,{T
2
} O|| J|sc|a|ge M 26*1.5 G
A4VM
c|a|ge |ess0|e 40 bar
S S0c||on o|| M42*2 R Ho0s|ng |ess0|e 10 bar
M
A
/M
B
Se|v|ce ||ne, Mea-
s0||ng connec||ons
M12*1.5 S Nega||ve s0c||on
|ess0|e
1 bar (absolute)
R B|eeJ|ng M12*1.5 X
1
/X
2
P||o| |ess0|e 40 bar
X
1
/X
2
Con||o| |ess0|e M12*1.5 G* 600 bar
P
S
Con||o| |ess0|e
s0|y
M12*1.5
Y1 /
Y2
D||ec||on con||o| M14*1.5
Motor A6VM / DA Size 107
A, B Se|v|ce ||nes SAE "1
T
1
Case J|a|nage o|| M 18*1.5
X
1
/X
2
P||o| |ess0|e o||s M 14*1.5
G
v
Oe|a||ng |ess0|e M 14*1.5
G* Con||o| |ess0|e M 14*1.5
62 {79} B 16151--5 en 1108 / AR
Direction of rotation
a
X
2
A
M
A
B
X
1
A
1
1
(Optional)
(Optional)
(Optional)
The direction of rotation of the motor is determined by the direction of rotation of the
variable displacement pump in conjunction with pilot pressure a and b at the HD--control
valve. The relationship can be seen from the directional arrows (1 clockwise).
Important: The direction of rotation of the pump and motor is always defined as viewed
from the drive shaft, from the front of the unit.
Warning!
The pilot pressure lines (X
1
/X
2
) fromthe pump always connect to the motor in such a way
that they are on the opposite side to the high--pressure side.
63 {79} B 16151--5 en 1108 / AR
A4V / DA A6VM / DA
Direction of rota-
tion
Clockwise Anti--clock-
wise
Clockwise Anti--clockwise
Pilot pressure y2 y1 y2 y1
Control pressure
in
X
2
X
1
X
2
X
1
X
1
X
2
Direction of
through flow
B--A A--B A--B B--A A--B B--A
Service pressure M
A
M
B
M
B
M
A
64 {79} B 16151--5 en 1108 / AR
8.2. Measuring equipment
The following pressure gauges (damped design) and measuring devices should be
available:
2 pressure gauges rated up to 600 bar HP measurements at measuring ports M
B
/ M
A
/ G
A
G*.
2 pressure gauges rated up to 40 bar. Pilot pressure measurements at the measuring
ports (X
1
/X
2
) (control lines) and charge pressure measurements at measuring port G.
1 pressure gauge rated up to 10 bar. Housing pressure measurements at port R of the
variable displacement pump and in the oil motor drain line.
1 vacuum pressure gauge rated up to 1 bar absolute. Measurements in suction line of oil
motor.
1 thermometer rated up to 100 C
1 tachometer rated up to 3000 rpm. Prime mover speed measurement.
1 volt-- and ammeter. Measuring range I = 1.5 A, Uup to 30 volts. For checking solenoids.
FIushing
We recommend that a flushing run for the filtering of the main circuit be performed during
commissioning of the installation.
f a flushing run is carried out, this must be undertaken under zero load prior to the actual
function test. Under normal circumstances should last an hour.
With the installation ready for operation, two HP super--fine filters, mounted as shown in
service lines A and B between the variable displacement pump and the oil motor, will
ensure that a flushing run can be carried out inboth directions without additional assembly
work.
At the same time, this will ensure that the pump and motor are protected before the first
run takes place. The pore size of the flushing filter should correspond to that of the
hydraulic installation. t should, however, have a beta value of at least
30
= 100. The
flushing filters should be fitted with a clogging indicator instead of a bypass valve.
separate filling
65 {79} B 16151--5 en 1108 / AR
Commissioning
-- Has the tank been cleaned and flushed?
-- Have the lines been cleaned, and are pipes free of tension and hoses correctly
mounted?
-- Are all lines connected correctly as shown in the circuit diagram?
-- Fittings and flanges properly screwed in?
-- Are coupling or drive elements between prime mover and pump or motor and
gearbox correctly mounted and aligned?
-- Does the direction of rotation of the prime mover agree with that of the pump?
-- s the fixture correctly mounted in the direction of flow?
-- Connect measuring devices for test measurements during commissioning.
-- Fill oil tank with the prescribed fluid to the maximum oil level mark.
Important: Depending on the installation position of the pump, fill the housing via return
line port T
1
, T
2
and motor housing via drainage port T up to the overflow. f, due to
installation conditions, the suction line has not been filled prior to starting, this must be
filled separately.
8.3. InitiaI start--up
Rotate the prime mover by means of the starter motor until the oil flows out of gauge port
"G of A6VM / DA without bubbles.
Start the prime mover in the normal way, checking the charge pressure at gauge port "G
of A4V / DA.
Do not drive the vehicIe yet!
NB: Continually check the oil level in the tank. f necessary, add more oil. Foaming
indicates leakage in the suction line.
Please note: An oil--tight suction line is not necessarily airtight.
During the start--up phase, pressure oscillations can occur at the charge pressure gauge.
At idle speed, the charge pressure must find its level at a constant 15...20 bar.
Turn off the prime mover. Connect the electrical control and check the functioning of the
solenoids.
Check the oil level in the tank.
Start the prime mover.
Check function without a load.
Check the measuring devices.
Keep installation running until it has warmed up to 50...60 (measured in the circuit).
Pay attention to any noises.
Once the operating temperature is reached, switch off the prime mover.
66 {79} B 16151--5 en 1108 / AR
Check setting data
The operating temperature should be kept at a relatively constant level.
Lock out inch pedaI rods
Start the drive motor, idle speed
BIocked state: switch for traveI direction at "0".
Slowly increase motor speed to maximum, at the same time checking the measuring
devices
Charge pressure:
Motor idle speed
Psp = ca. 15...20 bar
Max. motor speed
Psp = 28 bar* . . . . . . . . .
Housing pressure: R = min. . bar . .
= max. 2 bar .
Suction pressure: Test port 'a' suction filter
= min. 0.8 bar* . .
= max. . bar* .
charge pressure: TraveI direction switch in forward position
(n "road gear, fully braked) Check setting data for A4V / DA pump
Start of controI
HP 40...50 bar--motor--speed 1150 rpm, Psp 6 bar* . . . .
HP bar--motor--speed 1900 rpm, Psp 18 bar* . . . . . . . . . .
Checking pressure cut--off vaIve HP 440 bar*
Should be 30...40 bar below setting of safety valve
Checking safety reIief vaIve HP 470 bar*
Block pressure cut--off valve
Operate safety valves for very short period only (risk of overheating).
67 {79} B 16151--5 en 1108 / AR
Engage inch pedaI rods
Check: Repeat checking of start and end of control and set the inch pedal rods so that,
from an engine speed of + / -- 100 rpm, the setting lever on the control valve moves to
provideconstant high pressure of HP-- 20bar* until the maximummotor speedis reached.
The high pressure level must be 30...40 bar lower than the safety valve
setting.
Leak test
Stop the prime mover.
Tighten all fittings, flanges, and plugs, even if they are already tight. Retighten only when
the installation is depressurised.
* For suppIementary information, see order confirmation.
68 {79} B 16151--5 en 1108 / AR
Important setting information
Applicable for troubleshooting operations on the unit: (NB: Safety reguIations must be
observed)
Before any adjustment work is carried out on DA--motors, the following conditions for
operation must be observed:
Setting, commissioning, or checking of the operating data for the A4V.XX.DA primary
section must be carried out before any adjustment is made to the secondary part
A6V.XX.DA.
The operating temperature must be approx. 50...60 (circuit temperature).
Partial inching of pressure cutoff must be in operation. On vehicles without partial inching,
ensure that the safety valves do not operate.
Setting and adjustment of the variable displacement motor should never be carried out
without a pressure gauge.
Any setting or adjustment operations must be conducted at maximumoperating pressure
and maximum engine speed.
When you perform any setting operations on the variable displacement motor, suitable
precautions must be taken to prevent the vehicle moving.
The best precaution is to jack up the vehicle and put the brake on.
69 {79} B 16151--5 en 1108 / AR
Measuring ports M
A
or M
B
on the pump or G
A
G
A
H|g| |ess0|e ga0ge
0...600 oa|
G
*
H|g| |ess0|e ga0ge
0...600 oa|
--Start drive motor, full load
speed, travel direction
valve forward/reverse
--Search for beginning of
control by screwing control
start set screw in and out
"Beginning of controI"
refers to the point where
high pressure G
*
buiIds
up.
When the brake pedal is
depressed at maximum en-
gine speed, the operating-
pressure is 260...270 bar.
The adjusting pressure M1
is reduced.
Control: Pressure gauge at
G (M
A
or M
B
) has maxi-
mum pressure
Pressure gauge at G
approx. 10 bar, Diesel en-
gine running under load
--Unscrew adjustment
screw further by 1/4 turn
(direction of rotation -- anti--
clockwise) and tighten the
locknut.
This is necessary in order
to achieve what we refer to
as a high pressure safety
factor.
Check: Gauge G
*
must be
at zero pressure.
Gauge G must show maxi-
mum operating pressure.
Diesel engine is running
under full load.
70 {79} B 16151--5 en 1108 / AR
8.4. ThrottIe cyIinder
T
P
B
A
C
Adjusting the dieseI engine's (5) minimum and maximum speed
1. Release the throttle cylinder (4) locking screws (A).
2. Check that the throttle cylinder (4) controls are not under load.
3. Adjust the diesel engine's (5) minimum speed to 950 rpm with the diesel engine
idling adjusting screw (B).
4. Lock the throttle cylinder (4) fastening screws (A).
5. Adjust the diesel engine's (5) maximum speed with the adjusting screw in the
throttle cylinder (4) end (C) as follows:
-- Remove the hydraulic hose from connection T at the throttle cylinder (4) end.
-- Plug connection T and the removed hose end.
-- Open the lock nut of the throttle cylinder (4) adjusting screw (C).
-- Turning the adjusting screw (C) outward increases the diesel engine's
speed, and turning it inward decreases the engine speed.
-- Secure the adjusting screw (C) lock nut.
-- Attach the removed hose to connection T in the throttle cylinder (4).
-- Start the diesel engine (5) and measure the minimumand maximumdiesel engine
speed (max. speed 2300 rpm).
-- Readjust if necessary.
8.5. Pressure switches (S150.1, S150.2, S56, S57)
Pressure switches S150.1, S150.2, S56, and S57 are adjusted at a separate adjusting
bench. The pressure switch settings are as follows: S150.1 and S150.2: 5 bar, S56: 145
bar, S57: 145 bar.
8.6. Pressure switches (S57B, S56B, S200, S201)
Pressure switches S57B, S56B, S200 and S201 are adjusted at a separate adjusting
bench. The pressure switch settings are as follows: S57B: 75 bar, S56B: 75 bar, S200:
10 bar, S201: 15bar.
71 {79} B 16151--5 en 1108 / AR
8.7. Adjusting the pressure reIief vaIves (12 and 32)
P
T
1
2
1. /oc| n0|
2. AJ|0s||ng soo|
Performthe adjustment of the pressure relief valves (12 and 32) at the separate test bench
as follows:
1. Open the lock nut of the pressurerelief valves' (12 and 32) adjustingspool andturn
the adjusting spool until fully open.
2. Connect the pressure hose and pressure gauge (250 bar) to the pressure relief
valve's (12/32) port 1.
3. Connect the tank hose to port 2 of the pressure relief valve (12/32).
4. Start the test bench power pack and adjust the system's maximumpressure to 220
bar and maximum flow to about 20 L/min.
5. Connect the flow to port 1 of the pressure relief valve (12/32).
6. Turn the adjusting spool of the pressure relief valve (12/32) inward until the
pressure is 200 bar (vaIve 12 = 200 bar) , (vaIve 32 = 220 bar) in the pressure
gauge connected to port 1 of the pressure relief valve (12/32).
7. Secure the lock nut of the adjusting spool of the pressure relief valve (12/32).
8. Remove the control from port 1 of the pressure relief valve (12/32).
9. Switch the power pack off and remove the hoses.
72 {79} B 16151--5 en 1108 / AR
8.8. Adjusting the sequence vaIve (21)
A
1
2
3
B
F|g. 27.Seq0ence va|ve
Perform the adjustment of the sequence valve (21) at the separate test bench as follows:
1. Open the sequence valve's (21) adjusting spool (A) lock nut (B) and turn the
adjusting spool fully inward.
2. Connect the pressure hose to the sequence valve's port 1.
3. Connect the tank hose to the sequence valve's port 3.
4. Connect the pressure gauge (16 bar) to the sequence valve's port 2.
5. Start the test bench power pack and adjust the system's maximumpressure to 12
bar and
maximum flow to about 10 L/min.
6. Connect the flow to port 1 of the sequence valve (21).
7. Turn the adjusting spool of the sequence valve (21) outward until the pressure is
connected to port 2 of the sequence valve (the pressure connection to port 2 is
shown on the pressure gauge).
8. Secure the lock nut of the adjusting spool of the sequence valve (21).
9. Remove the control from port 1 of the sequence valve (21).
10. Switch the power pack off and remove the hoses.
73 {79} B 16151--5 en 1108 / AR
9. TROUBLESHOOTING
9.1. Brakes
FauIt Cause Act/on
Low service
b k t t
Worn braking surfaces. Replace worn surfaces.
brake output.
Low braking pressure. Check the adjusting pressure.
Replace faulty components.
Air is trapped in brake circuit. Vent brake cylinders.
Low safety
b k t t
Worn braking surfaces. Replace worn surfaces.
brake output.
Brake clearance (in brake
cylinder) too high.
Adjust brakes.
Brake cylinder springs
fatigued.
Replace springs.
Safety brake is
t I d
Air is trapped in brake circuit. Vent system.
not reIeased
properIy
Brake cylinder seals leaking. Replace seals.
properIy.
Leaking connections. Tighten connections.
74 {79} B 16151--5 en 1108 / AR
9.2. Steering
FauIt Cause Act/on
The wheels do
not remain
turned in the de-
sired direction
but instead
move back and
Air trapped in the control cyl-
inder or pipeline between the
cylinder and control valve.
Vent control system.
move back and
forth to some
extent when the
steering wheel
is not turned.
The steering
Worn joints in the control sys-
tem controls.
Replace worn joints.
The steering
wheel must be
turned quite a
long way (for
example, 1/4
turn) before the
wheels begin to
turn.
Air is trapped in the control
system -- for example, if the
oil level in the receiver is too
low or the hydraulic pump in-
take hose is leaking.
Check oil level and investigate
possible leaks.
The wheels turn
during tram-
ming, usually
slowly, although
the steering
wheel is not
turned. When
the steering
wheel is turned,
the wheels do
not turn or they
turn slowly.
Oil leaks in the hydraulic cir-
cuit between control valve and
cylinder due to:
-- faulty control cylinder
-- worn ORBTROL control
valve
-- faulty damping valve
Replace faulty parts.
Steering is un-
stable and the
steering wheel
is rigid during
turning. The
turning move-
ment of the
steering wheel
tends to contin-
ue -- for exam-
ple, when the
steering wheel
is released.
Dirt particles in the ORB-
TROL steering valve are
causing sticking of the adjust-
ing valve spools.
Clean the steering valve.
Check the oil purity with, for
example, oil analyser. Change
the oil.
75 {79} B 16151--5 en 1108 / AR
FauIt Cause Act/on
The steering
wheel turns
lightly about 8
o
to either side of
the middle posi-
tion but turning
is heavy after
this. The power
steering does
not operate.
The steering system lacks oil,
which could be caused by the
following:
-- faulty hydraulic pump
-- faulty safety relief valve or
flow regulator valve
-- faulty non--return valve in
the ORBTROL steering valve
Check the pump output
pressure with the pressure
gauge at the measuring point.
Replace faulty/worn
components.
The steering
wheel is very
heavy when
turned or it can-
not be turned.
Jammed steering wheel arm
bearing or faulty ORBTROL
steering valve.
Replace faulty/worn
components.
76 {79} B 16151--5 en 1108 / AR
9.3. Hydrostatic transmission
FauIt Target Cause(s) Action
The machine
moves neither
forward nor
backward.
Tramming
direction
selector valve
(6.1)
Directional
control valve
(6.1) in middle
position.
Faulty directional
control valve
(6.1).
Select a tramming
direction.
Change or repair the
directional control valve
(6.1).
Oil receiver
(27)
Oil level too low. Check the oil level and add
oil if necessary.
ntake hose has
become loose.
Tighten the intake hose.
Hoses and
hose
connections.
Bent or broken
intake hose.
Faulty pump
connection.
Straighten or replace intake
hose.
Repair connection.
ntake pump
filter (1.11)
Filter is clogged. Replace filter.
Cold start
valve (1.13)
mpurities in
valve.
Clean valve.
Charge pump
(1.5)
Diesel engine (5)
runs in the
wrong direction.
Faulty charge
pump (1.5) (no
pressure at G).
Check the diesel engine's
(5) rotation direction.
Repair or replace charge
pump (1.5).
Variable
displacement
pump A4VG
(1)
Faulty or
clogged high
pressure valves
(1.9 or 1.10), no
pressure M
A
/M
B
.
Clean faulty high pressure
valve.
Variable
displacement
motor A6VM
(2)
Faulty variable
displacement
motor (2).
Check for possible leaks in
the motor (2). Repair or
replace motor (2).
Shaft and
variable
displacement
motor
connection
Faulty
connection.
Check and repair
connection.
77 {79} B 16151--5 en 1108 / AR
Tramming starts
too late, strange
sounds.
Tramming
direction
selector valve
(6)
Jammed
directional
control valve
(6.1) spool.
Clean valve (6.1).
Oil receiver
(27)
Heavy oil
contamination.
Change oil.
Heavy foaming,
oil level too low
in receiver.
Check oil level and add oil
if necessary.
ntake hose ntake hose is
not airtight.
Tighten intake hose
connections. Check hose
and replace if faulty.
Variable
displacement
pump A4VG
(1)
Faulty DA
control valve
(1.2).
Change DA control valve
(1.2).
Variable
displacement
motor (2)
A6VM
Faulty motor (2). Check for possible leaks in
motor (2). Repair or
replace motor (2).
Motor (5) speed
drops
dramatically.
Diesel engine
(5)
nsufficient
engine (5)
power, faulty
engine.
Repair or replace diesel
engine (5).
Variable
displacement
pump A4VG
(1)
Settings of high
pressure valves
(1.9 and 1.10)
are too low.
Check pressure at points
M
A
, M
B,
nsufficient
drive, both
tramming
directions.
Diesel engine
(5)
Diesel engine (5)
does not reach
its nominal
speed or loses it
too easily.
Reduce load. Switch on the
rear drive/pressure rise.
Repair or replace diesel
engine (5).
Charge pump
(1.5)
nsufficient
charge pump
(1.5) charge
pressure.
Check charge pressure at
point G and adjust if
required.
78 {79} B 16151--5 en 1108 / AR
Oil heats up
quickly and
dramatically.
Oil receiver
(27)
Oil level too low.
Wrong oil.
Add oil or replace with right
oil.
ntake hose ntake hose is
not tight, sucks
in air.
Check intake hose and
intake hose connection.
Repair or replace faulty
hose or connection.
Variable
displacement
pump A4VG
(1)
Main pressure
limits (1.9 and
1.10) set for too
low a pressure.
Damaged pump.
Check pressure at points
M
A
, M
B,
, and adjust if
required.
Repair or replace pump (1).
Radiator (25) Dirty radiator
ribs.
Clean radiator ribs.
Variable
displacement
motor A6VM
(2)
Faulty motor (2). Check for leaks in motor
(2), and repair or replace
motor if necessary.
79 {79} B 16151--5 en 1108 / AR
Cannot reach
tramming
speed.
Diesel engine
(5)
Diesel engine
does not reach
its nominal
speed.
Check diesel engine and
repair if required.
Charge pump
(1.5)
Charge pressure
too low.
Check charge pressure at
point G and adjust if
required.
Check DA- adjusting valve
(1.2), and repair or replace
it if necessary.
Faulty charge
pump (1.5), too
low output.
Repair or replace charge
pump (1.5).
Variable
displacement
motor A6VM
(2)
Motor (2) does
not swivel at a
tight enough
angle.
Check motor angle and
adjust if necessary.
Adjusting spool
is not working
properly.
Repair or replace adjusting
spool.
Jerks
in hydraulic
braking.
Tramming
direction
selector
ntermittent loss
of power in
tramming
direction valve.
Check solenoid
connections. Replace
solenoids if faulty.
Poor
acceleration.
Diesel engine
(5)
Lack of power. Check diesel engine and
repair if necessary.
Leaks in shaft
seals.
Variable
displacement
pump A4VG
(1)
Faulty or
hardened shaft
seal.
Replace shaft seal.
Variable
displacement
motor A6VM
(2)
Faulty or
hardened shaft
seal.
Replace shaft seal.
Transmisin hidrosttica; ManuaI de funcionamiento
B 16150--9 es 0507 / MS
Avera Objetivo Causa(s) Medida
Gran cada de
la velocidad del
motor (5).
Motor diesel
(5)
Potencia
insuficiente del
motor (5), motor
averiado.
Repare o sustituya el motor
diesel (5).
Bomba de
caudal
variable
A4VG (1)
Los ajustes de
las vlvulas de
alta presin (1.9
y 1.10) son
demasiado
bajos.
Compruebe la presin en
los puntos M
A
, M
B,
Transmisin
insuficiente, en
ambas
direcciones de
desplazamiento.
Motor diesel
(5)
El motor diesel
(5) no alcanza
su velocidad
nominal o la
pierde
demasiado
rpido.
Reduzca la carga. Active el
incremento de presin /
transmisin trasera.
Repare o sustituya el motor
diesel (5).
Bomba de
carga (1.5)
Presin de carga
insuficiente en la
bomba de carga
(1.5).
Compruebe la presin de
carga en el punto G y
ajstela en caso necesario.
El aceite se
calienta mucho
y a gran
velocidad.
Receptor de
aceite (27)
El nivel de aceite
es demasiado
bajo. Aceite
inadecuado.
Aada aceite o sustityalo
por el aceite adecuado.
Manguera de
admisin
La manguera de
admisin no est
suficientemente
ajustada y aspira
aire.
Compruebe la manguera
de admisin y la conexin
de la manguera de
admisin. Repare o
sustituya la
manguera o la conexin.
Bomba de
caudal
variable
A4VG (1)
Lmites
principales de
presin (1.9 y
1.10) demasiado
bajos.
Bomba
deteriorada.
Compruebe la presin en
los puntos M
A
, M
B,
y
Repare o sustituya la
bomba (1).
Radiador (25) Los salientes del
radiador estn
sucios.
Limpie los salientes del
radiador.
Motor de
caudal
variable
A6VM (2)
El motor est
averiado (2).
Compruebe las fugas del
motor de rotacin (2) y
reprelo. En caso
necesario, sustityalo.
Transmisin hidrosttica; ManuaI de funcionamiento
B 16150--9 es 0507 / MS
Avera Objetivo Causa(s) Medida
No alcanza la
velocidad de
desplazamiento.
Motor diesel
(5)
El motor diesel
no alcanza su
velocidad
nominal.
Revise el motor diesel y
reprelo en caso
necesario.
Bomba de
carga (1.5)
Presin de carga
demasiado baja.
Compruebe la presin de
carga en el punto G y
Compruebe la vlvula de
ajuste DA- (1.2) y reprela.
En caso necesario,
sustityala.
Avera o salida
demasiado baja
en la bomba de
carga (1.5).
Repare o sustituya la
bomba de carga (1.5).
Motor de
caudal
variable
A6VM (2)
El motor (2)
oscila en un
ngulo
demasiado bajo.
Compruebe el ngulo del
motor y ajstelo en caso
necesario.
El carrete de
ajuste no
funciona
adecuadamente.
Repare o sustituya el
carrete de ajuste.
Movimientos
bruscos
durante la
frenada
hidrulica.
Selector de la
direccin de
desplazamien
to
Prdida
intermitente de
potencia en la
vlvula de
direccin del
desplazamiento.
Compruebe las conexiones
de solenoide. En caso
necesario, sustituya los
solenoides.
Aceleracin
insuficiente.
Motor diesel
(5)
Perdida de
potencia.
Revise el motor diesel y
reprelo en caso
necesario.
Fugas en las
juntas del eje.
Bomba de
caudal
variable
A4VG (1)
Avera o
endurecimiento
de la junta del
eje.
Sustituya la junta del eje.
Motor de
caudal
variable
A6VM (2)
Avera o
endurecimiento
de la junta del
eje.
Sustituya la junta del eje.

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