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(1) The characteristic code is expressed by 1~3 Latin letters in upper case.
Articulated steering wheel loader Track loader Skid steering wheel loader
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Product category Characteristic name Characteristic
code Note
Earthmoving
machinery
Articulated steering wheel loader
Track loader C
Skid steering wheel loader S
(3) The main parameter code of the product is expressed by the Arabic
numbers and shall be chosen as per the following regulations:
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The loaders with rated carrying
capacity no less than 2 tons are
expressed by rounded value of
rated carrying capacity. For
instance, the rated carrying
capacity of LG958L is 5 tons and
therefore the main parameter code
is 5.
The loaders with rated carrying capacity
less than 2 tons are expressed by
rounded value of rated carrying capacity
(unit: ton) multiplied by 10. If the value
obtained is only one digit, suffix 0 to
the value obtained. For instance, the
rated carrying capacity of LG918 is 1.8
tons and therefore the main parameter
code is 18.
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No platform code is used for the loaders less than 2 tons, in which case a
letter is used to denote the drive mode. M denotes mechanical drive mode, H
denotes static hydraulic drive mode, and no letter is used for hydraulic drive
mode.
Item Performance
(2) Ultra-high
breakout
force and
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ultra-high
lifting force.
Item Performance
(3) 6.4s boom
lifting time
(fully
loaded) and
Start
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=11.3s total
cycling time
feature high
working
efficiency. End
Item Performance
(4) retraction
angle of
bucket
achieves
high
loading
coefficient,
solving the
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industry s
common
existed
problem of
incomplete
loading
Large of
bucket.
Item Performance
(5) SDLG s
patented
dual-seal
hydraulic oil
pipe
connectors
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completely
eliminate
the oil
leakage.
Photo of
seal ring
Item Performance
(6) KD function
Neutral start
interlocking
2F 2R 1F 2F
Press KD
button
Pull
backward
To reverse
gear
Push
forward
To forward
gear
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function
Item Performance
(7) The DDE
BF6M1013
Euro-III
emission
compliant
engine
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features
strong
power, high
torque, and
low fuel
consumption
and noise.
Item Performance
(8) ZF
transmission
features
power cutoff
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function.
Change photo
Item Performance
(9) SDLG s selfmade
heavyduty
drive
axle boasts
best
reliability in
the industry.
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The external
dry type
brake
features easy
maintenance
and lower
cost.
Item Performance
(10) High
strength
frame
passes
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100,000
cycles of
enhanced
fatigue
test.
Item Performance
(11) New steel
structure
cab boasts
luxury
upholstery,
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front air
vents, large
space, and
shock
absorbing
seat.
Item Performance
(12) The pilot
control
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features
lightweight
and
flexibility.
Item Performance
(13) Widened
engine
hood
makes the
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heat
radiation
and repair
easier.
2. Main Parameters
Traveling Speed
Item Parameter
Gear Forward Reverse
1st (km/h) 0~6.5 0~6.5
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2nd (km/h) 0~11.5 0~11.5
3rd (km/h) 0~23 0~23
4th (km/h) 0~38 /
3. Main Parameters
Torque Converter
Item Parameter
Type Single-stage, three-way, single turbine,
hydraulic torque converter
Torque conversion coefficient 2.55
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Oil cooling mode Recirculated water-cooling
Inlet oil pressure of torque converter
(MPa) 0.85
Outlet oil pressure of torque converter
(MPa) 0.5
4. Main Parameters
Transmission
Item Parameter
Model ZF
Type Fixed shaft electro-hydraulic shift
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Number of gears Four forward and three reverse
Transmission pump model Transmission built-in
Gearshift working pressure (MPa) 1.6 1.8
5. Main Parameters
Drive Axle
Item Parameter
Type Full-time 4-wheel drive
Tire specification 23.5-25
Pressure of front tires (MPa) 0.390.01
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Pressure of rear tires (MPa) 0.330.01
Type of wheel reducer 1-stage planetary reduction
Wheel reduction ratio 4.4
Main drive reduction ratio 5.286
8. Main Parameters
Working Hydraulic
Item Parameter
Type Hydraulic pilot control
Working pump JHP3160
Multi-way valve D32-17.5, pressure: 17.5MPa, flow: 250L/min
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Total cycling time (s) =11.3
System working pressure (MPa) 17.5
9. Main Parameters
Filling Capacity (Recommended Oils)
Item Recommendation Parameter
Engine (L) 19
Transmission (L) 35
Drive axle (L) 2X16
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Brake system (L) 4
Fuel (L) 300
Hydraulic oil (L) 210
Parking:
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Before the checking, park the machine on a level and solid ground, shift the gea
rshift
operating lever to neutral position, press the parking brake switch, lower the b
ucket
level onto the ground, align the front and rear frames without any angle, place
the
blocks before and after the tires, and leave the complete machine still for 15mi
n.
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If the engine is short of lubricating oil, the poor lubricating oil
is used, or the lubricating oil is not replaced for a long period,
it will probably lead to seizure of bushing or scuffing of
cylinder.
Seizure of bushing Scuffing of cylinder
Warning!
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(3) Shift the gearshift operating
lever to 1st forward gear or 1st
reverse gear, depress the brake
pedal, and lightly rotate the
parking brake switch to pop up
to release the parking brake.
(4) Release the brake pedal and
slowly depress the throttle
pedal to drive forward or
backward the loader.
2. Stop
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(1) Release the throttle pedal, depress the brake pedal to stop steadily the
loader, and shift the gearshift operating lever to neutral position.
(2) Push down the parking brake switch.
(3) Lower the bucket or other working device onto the ground.
(4) Idle run the engine for approximate 5min, rotate the starter key to
position OFF to stop the engine, and withdraw and properly preserve the
key.
3. Operation Method
Rock pile
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(1) To load the rock material, the bucket shall have a downward tilting angle.
To load the earthwork, the bucket shall place horizontally onto the
ground and shovel straightly perpendicular to the material.
(2) After the bucket is fully loaded, make sure to retract the bucket before
lifting the boom.
(3) Do not lower the boom at the position FLOAT .
5. Safety Precautions
It s prohibited to lift the boom without retracting
the bucket during the loading of material.
It s prohibited to load or unload the material
during steering.
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It s prohibited to lift the boom to highest
position for excavation operations.
Lower the gravity center while driving up a slope.
19 Clean the transmission oil sump and replace the oil suction filter element of
transmission oil sump. v v v
20 Replace the filter element in the torque converter
transmission oil line syst
em. v v v
21 Replace transmission oil. v v v
22 Replace the gear oil of front and rear axles. v v
23 Check the battery, clean the battery surfaces and wiring terminals, and apply
a film of Vaseline to the
surfaces of wiring terminals. v v
24 Clean the muffler of brake solenoid valve. v v
25 Check and fasten the connecting bolts between front and rear axles, diesel en
gine, transmission, and the
frame. v v
26 Check the working device and frame for cracked welds and loose connecting bol
ts. v v
27 Check the tire pressure. v v
28 Check and adjust the braking gap of the handbrake system. v v
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29 Check the wear status of the brake disc and frication plate of the foot brake
system and when necessary
replace. v v
30 Open the water drainage valve of the air reservoir to drain the water. v v
31 Replace the brake fluid v v
32 Replace oil return filter element of hydraulic oil tank. v v
33 Replace pilot oil filter element. v v
34 Check the hydraulic oil amount and cleanliness and filter if possible, add if
insufficient, and replace if
necessary. v
35 Check the gap and wear status between hinge pin and sleeve at all articulated
points. v
36 Check and clean the breather port of hydraulic oil tank and clean hydraulic o
il tank. v
37 Replace oil suction filter element of hydraulic oil tank. v
3. Check the throttle control, parking brake, and gearshift control systems.
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(1) Check the throttle operating pedal for flexible movement without any
stagnation and check whether the engine speed rises steadily and
uniformly following the depressing of the pedal.
(2) Check all pipelines of the parking brake system for presence of air
leakage, check brake buttons for flexible operations, check brake air
chamber spring for normal return, and check for clear braking effect.
(3) The gearshift operating lever shall be free of stagnation and all gears shal
l
work normally.
4. Check whether the circuits and electric units of the electric system are
normal.
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(1) Check the connectors of all harnesses for secure connections and ensure
that the harnesses are free of damage.
(2) Check all instruments for normal functioning and check all electric units
for normal functioning without any damage.
(3) Check all switches of electric system for flexible functioning and good
contact.
6. Check the sealing performance, reliability, and flexibility of the brake syst
em.
Water
drainage
plug
(1) Check all pipelines of brake system for presence of damage and check pipelin
e
connections for presence of leakage.
(2) The brake system shall operate flexibly and reliably during the traveling. W
hile
traveling at 24km/h on a dry and even cement road, the braking distance shall
not be more than 9m.
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7. Clean booster pump oil cup filter screen, clean breather port, and check brak
e
fluid and add if insufficient.
Breather hole
(1) Open the booster pump oil cup cap and take out the filter screen. Ensure tha
t
the filter screen is free of damage, remove foreign materials from filter screen
,
and clean breather hole.
(2) Check and ensure that the brake fluid in the oil cup is above 2/3 of the oil
cup
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capacity. If insufficient, add brake fluid to the specified amount.
11. Add lubricating oil or grease to all lubricating points, including all artic
ulated points
of working device, fan shaft, frame articulated points, and drive shaft.
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Adding method of lubricating grease:
(1) Remove oil dirt from vicinity of lubricating points.
(2) Connect grease gun to the grease nipple and operate the grease gun to add th
e
lubricating grease. Observe the articulated surfaces, till the used grease is
completely squeezed out and the new grease just overflows.
(3) Remove over-flown used grease and properly protect the grease nipple with a
small
amount of new grease.
12. Conduct the maintenance for the diesel engine strictly as per the requiremen
ts of
Operation and Maintenance Manual of Diesel Engine.
12.1 Maintenance of air cleaner
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Main cleaner Auxiliary cleaner
(1) Replace or clean once every 2,000 hours or when the maintenance indicator tu
rns red.
(2) The main cleaner must be replaced after being cleaned for up to 6 times and
the
auxiliary cleaner is a one-off part.
(3) If the maintenance indicator is still red after the cleaning, make sure to r
eplace the
cleaner.
(4) The damaged cleaner shall be replaced as well.
(5) The interval for replace of cleaner depends on the working environment. The
worse the
environment is, the more frequent the replacement shall be.
Axle housing
oil filler plug
Axle housing
oil drainage
plug
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Replace the axle housing gear oil:
(1) Place an oil container beneath the oil drainage plug, disassemble the oil dr
ainage
plug to fully drain the used oil, and then install the oil drainage plug.
(2) Disassemble the oil filler plug, add gear oil to the axle housing till the g
ear oil
overflows from the filler port, and then install the oil filler plug.
(3) Clean the over-flown gear oil.
16. Check the battery, clean the battery surfaces and wiring terminals, and
apply a film of Vaseline to the surfaces of wiring terminals.
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(1) Remove the foreign materials from the surfaces of the battery.
(2) Check the cables and wiring posts for secure connections and timely
tighten any loose connection.
(2) Uniformly apply a film of Vaseline to the surfaces of wiring posts and
install the fire-proof caps.
17. Check and fasten the connecting bolts between front and rear axles, diesel
engine, transmission, and the frame.
Check the connecting bolts between the front and rear axles, diesel engine, and
transmission and the frame for presence of looseness and timely tighten any loos
e
bolt to specified torque.
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18. Check the working device and frame for cracked welds and loose
connecting bolts.
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(1) Check the welds of structural parts, such as working device and frame,
for presence of cracking and, upon detection of cracking, repair timely.
(2) Check the fastening bolts of all portions for presence of looseness and,
upon detection of any loose bolt, tighten to specified torque.
19. Check and adjust the braking gap of the handbrake system.
Adjustment nut
Linked with
brake
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(1) Park the vehicle on a level ground, start the engine, release the parking br
ake, and
adjust the adjustment nut to a moderate gap between brake shoe and brake drum.
(2) Checking criterion: Park the vehicle with properly adjusted gap on a slope w
ith 1/4
gradient, stop the engine, and apply the parking brake. If the vehicle can hold
on
the slope, it indicates that the gap is moderately adjusted. If not, the re-adju
stment
is required.
20. Check the wear status of the brake disc and frication plate of the foot
brake system and when necessary replace.
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Check the wear status of brake disc and friction plate. If the braking effect is
impaired due to serious wear, the replacement is required.
21. Open the water drainage valve of the air reservoir to drain the water.
Water
drainage plug
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(1) Open the water drainage valve of the air reservoir to drain the water.
(2) Close the water drainage plug after the water in the air reservoir is fully
drained.
(3) Close the air bleeding valves of rear axle brake and front axle left brake a
nd top up
the oil cup with brake fluid.
Filler port Oil cup Brake pedal
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(4) Apply the braking for several times (ensure that the air reservoir has suffi
cient
pressure. In event of pressure alarm, slightly depress the throttle pedal furthe
r till
the pressure is normal, before the application of braking) , till the brake flui
d flows
continually at the air bleeding valve.
(5) While maintaining the oil level of booster pump oil cup, depress and hold th
e brake
pedal. When the brake fluid flows out continually under spurting state, close th
e air
bleeding valve of front axle right brake.
(6) Repeat above step to bleed the air from the front axle left brake, rear axle
left brake,
and rear axle right brake respectively.
(7) Top up the booster pump oil cup with oil, apply the braking for several time
s, and
add oil till the oil level reaches 2/3 of oil cup capacity.
Brake
pedal
Brake
pressure
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(6) Repeat above step to bleed the air from the front axle left brake, rear axle
left
brake, and rear axle right brake respectively.
(7) Top up the booster pump oil cup with oil, apply the braking for several time
s,
and add oil till the oil level reaches 2/3 of oil cup capacity.
23. Replace the hydraulic oil tank return filter element and suction filter
element and clean the breather port of hydraulic oil tank.
(1) Remove the dirt from vicinity of return flange, disassemble the return
Suction flange
cap
Filler cap Return flange cap
Breather cap
Breather filter
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flange, take out the return filter element, properly install new filter
element, clean the flange mounting surface, and properly install the
flange.
(2) Remove the dirt from vicinity of suction flange, disassemble the suction
flange, take out the suction filter element, properly install new suction
filter element, clean the flange mounting surface, and properly install
the flange.
(3) Disassemble and clean the breather cap and reinstall to original
position.
25. Check the gap and wear status between hinge pin and sleeve at all
articulated points.
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(1) Check the gap between hinge pin and sleeve. If over-sized, repair timely.
(2) Check for looseness and gap between bushing and structural part and
repair if necessary.
gauge
road roller
pressure
pressure gauge
3. Operations of multimeter
3.1 Overview
MY-65 is a handheld 4 digital multimeter with stable performances and high
accuracy. The design of overall circuits is based on large scale integrated circ
uit and
dual-integral A/D converter, supplemented by all-functional over-load protection
. It
can be used to measure the DC and AC voltages, DC and AC currents, resistances,
capacitances, diodes, frequencies, and circuit continuity and non-continuity.
3.2 Characteristics
(1) 10 functions and 32 measuring ranges.
(2) LCD display, with character height at 22mm.
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(3) Display of 1 if out of current measuring range.
(4) Over-load protection in full measuring range.
(5) Automatic power-on/power-off
(6) Working temperature range: 0C 40C
(7) Storage temperature range: -10.~50.
(8) Display of low battery power: Display of battery symbol on left top corner o
f
LCD.
(9) Overall dimensions: 189*91*31.5mm
3.3 Specifications
(1) DC voltage
Measuring range Resolution Accuracy
200mV 0.01mV (0.05%+5)
2V 0.1mV (0.1%+5)
20V 1mV (0.1%+5)
200V 10mV (0.1%+5)
1000V 0.1V (0.15%+5)
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Input resistance: 10MO for all measuring ranges.
Overload protection: DC or AC 250V effective voltage for 200mV measuring
range and 700V effective voltage of 1,000V peak voltage for other measuring
ranges.
(2) AC voltage
Measuring
range Resolution Accuracy (50~60Hz) Accuracy
(40~400Hz)
2V 0.1mV (0.5%+15) (1.0%+15)
20V 1mV (0.8%+15) (1%+50)
200V 10mV (0.8%+15) (1%+50)
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700V 0.1V (1.0%+15) (1.2%+50)
Input resistance: 2MO for all measuring ranges.
Overload protection: 700V effective voltage or 1,000 peak voltage for all
measuring ranges.
Display: Average value (converted to sine effective value).
(3) DC current
Measuring range Resolution Accuracy
2mA 0.1A (0.5%+10)
20mA 1A (0.5%+10)
200mA 10A (0.8%+10)
20A 1mA (2.0%+20)
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Overload protection: 200mA/250V fuse (no fuse protection for 20A measuring
range)
Maximum input current: continual current for 10A current and no more than
15s for 20A.
(5) Resistance
Measuring range Resolution Accuracy
200O 0.01O (0.5%+10)
2kO 0.1O (0.5%+5)
20kO 1O (0.5%+5)
200kO 10O (0.5%+5)
2MO 100O (0.5%+5)
20MO 1kO (0.5%+5)
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200MO 10kO .5.0% (Reading -1000) +20.
Overload protection: 250V AC effective voltage.
Note: Under the 200MO measuring range, it s normal that the 1000 is
displayed on the LCD when two measuring probes are short-circuited,
which shall be subtracted from the reading.
(6) Capacitance
Measuring range Resolution Accuracy
2000pF 0.1pF (4.0%+20)
20nF 1pF (4.0%+20)
200nF 10pF (4.0%+20)
2F 100pF (4.0%+20)
20F 1nF (4.0%+20)
(7) Frequency
Measuring range Resolution Accuracy
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20kHz 1Hz (1.5%+15)
(8) Audio continuity/non-continuity
Measuring range Description
. The built-in buzzer will sound when the
measured resistance is less than 70O
3.5.3 Precautions
(1) 30min transition period is required for high variation of environment temper
ature. High
variation of environment temperature will influence the measurement accuracy of
the
infrared thermometer. It will temporarily impair the accuracy of the infrared th
ermometer
when it s carried from one environment to another environment with high temperatur
e
difference for measurement. To achieve most ideal measurement result, in event o
f
variation of environment temperature in which the infrared thermometer is to be
used,
leave the infrared thermometer in the environment temperature for a period for b
alance
purpose before use.
(2) Most of the organic materials and the painted or oxidized surfaces contain 0
.95 emissivity
so that the 0.95 emissivity is preset in the infrared thermometer. It will lead
to inaccurate
measurement while measuring shining or polished metal surfaces. The solution is
to cover
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the surface to be measured with black tape or black paint. When the tape tempera
ture
reaches the same temperature of the material being covered, measure the surface
temperature of the tape or paint.
(3) The infrared thermometer features compactness and easy operations. Aim it at
the target
and push the key Measure to read out the surface temperature of the object within
1s.
It can measure the temperature of hot, dangerous, and inaccessible object under
the noncontact
condition.
(4) Special precautions for operation of infrared thermometer: It s absolutely pro
hibited to aim
the laser directly at the eyes or reflective surfaces, in order to prevent causi
ng personal
injuries!
3.
With minimum fuel consumption under full load in the world s leading level, it s
lower by 5g/KWh and saves fuel by 3~5L per 100km compared with like
products.
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1. Cylinder head
The DDE engine cylinder head adopts integral structure. The cylinder head is ins
talled
on the top of the cylinder block to seal the cylinder from the top and constitut
e the
combustion chamber. As it comes into frequent contact with high temperature and
high
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pressure combusted gas, the cylinder head is subject to high thermal load and
mechanical load. The cylinder head is also fitted with intake and exhaust valve
seats and
valve pipe bore for installation of intake and exhaust valves and intake and exh
aust
pipelines.
The cylinder is fixed onto the cylinder block by 18 bolts (for 4-cylinder engine
s) and 26
bolts (for 6-cylinder engines). The cylinder head bolts must be tightened as per
specified
sequence, in order to ensure the uniform force application on the cylinder head.
Before tightening the cylinder head bolts, apply engine oil onto the threaded pa
rts.
Tightening torque for cylinder head bolts: 30N.m for 1st step, 80N.m for 2nd ste
p, and
90 angle for final step.
Intake manifold
Exhaust manifold
Exhaust valve
Intake valve
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The cylinder head is cast with intake and exhaust ports, of which the intake
ports are connected with intake pipes and the exhaust ports are connected
with exhaust pipes. The intake and exhaust valve for every cylinder can be
determined depending on the positions of the intake and exhaust ports.
2. Cylinder block
The engine block is the basic framework for the engine. It not only bears the
acting force of high pressure and high temperature gas, but also it's fitted wit
h
almost all engine parts. Therefore, the cylinder block must have sufficient stre
ngth
and rigidity.
(1) Depending the different mounting planes of the cylinder block and oil sump,
the cylinder block is commonly classified into following three types:
Gantry cylinder block
General cylinder block
Tunnel cylinder block
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The DDE engine adopts gantry cylinder block.
3. Cylinder sleeve
The cylinder structure in which the cylinder is directly bored in the cylinder b
lock is
referred to integral cylinder. The integral cylinder features good strength and
rigidity and
is capable of bearing high load. However, the integral cylinder features high ma
terial
requirements and high cost. If the cylinder is manufactured into independent cyl
indrical
parts (namely cylinder sleeve) and then installed into cylinder block.
(1) Classification of cylinder sleeve
For water-cooled engines, depending on whether the cylinder sleeve comes into co
ntact
with coolant, the cylinder sleeve is classified into dry type and wet type.
Characteristics of dry type cylinder sleeve:
After the cylinder sleeve is installed into the cylinder
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block, its outer walls do not come into contact with the
coolant directly. Instead, its outer walls come into direct
contact with the walls of cylinder block, with thin wall
thickness (generally 1~3mm). It features the
advantages of integral cylinder block, namely good
strength and rigidity. However, the machining is
relatively complicated, as the finish machining is
required for both inner and outer surfaces, and it
brings about inconvenient disassembly and assembly
and poor heat radiation.
After the cylinder sleeve is installed into the cylinder block, its outer
walls come into direct contact with the coolant and the cylinder
sleeve only comes into contact with the cylinder block by a belt on
the top and bottom respectively, with the wall thickness generally at
5~9mm. It features good heat radiation, uniform cooling, and easy
machining. Generally, the finish machining is required only for inner
surface and no machining is required for the outer surface coming
into contact with the coolant, featuring easy disassembly and
assembly. However, its disadvantages include lower strength and
rigidity against dry type cylinder sleeve and easy occurrence of
water leakage. Therefore, some leak-proof measures shall be taken.
Th The engine i fitted fi d on LG958L adopts d wet type cylinder d sleevel .
LG958L li
(2) Measures for wear reduction of cylinder sleeve
Correct start and startup. At the cold start of diesel engine, rotate the engine
for several times
to lubricate the friction surfaces before start. Then, idle run the engine for w
arm-up and do not
depress the throttle pedal. Do not start up the machine when the coolant tempera
ture is less
than 40C. During the running, try to maintain the diesel engine within normal tem
perature
range and travel at moderate speed. Correct choice and use of lubricating oil. C
hoose the
lubricating oil with best viscosity depending on the seasons and performance req
uirements of
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diesel engine. Enhance the maintenance works for fuel filter, oil filter, and ai
r cleaner to
minimize the ingress of mechanical impurity into the cylinder.
4. Cylinder gasket
(1) The cylinder gasket is installed between cylinder head and cylinder block an
d is
functioned to seal the contact surface between cylinder head and cylinder block
to prevent leakage of air, water, and oil. In addition, the gap between the plan
e
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of piston crown and cylinder block is generally 10.1mm and can be adjusted by
adding or removing cylinder gasket.
(2) Structure characteristics: The material of cylinder gasket must have certain
elasticity to compensate the unevenness of the fitting surface and ensure the
sealing. In addition, the cylinder gasket must have good heat resistance and
pressure resistance against ablation and deformation under high temperature
and high pressure. At present, the copper sheet
cotton structure cylinder
gasket is mostly applied. Some engines adopt the cylinder gasket with woven
wire net or perforated steel plate framework and asbestos and rubber adhesive
pressed on both sides.
(3) Calculation method for thickness of cylinder gasket for DDE engine
The DDE engine adopts metal cylinder gasket, which is classified into three
thickness classes identified by the number of bores at the edge of the cylinder
gasket. To choose appropriate cylinder gasket, it s required to measure the piston
protrusion. Based on the maximum measurement of piston protrusion, choose the
cylinder gasket of corresponding thickness.
Piston protrusion Mark of cylinder
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gasket
[0.28-0.54mm) one bore
[0.54-0.64mm) two bores
[0.64-0.75mm) Three bores
[2] Place the dial gauge and measurement tool at the measuring points of piston,
rotate the
engine to move upward the piston, and observe the variation of dial gauge pointe
r. When
the pointer reaches maximum reading and starts to reduce, stop the rotation of e
ngine
and read the reading of the dial gauge. In such case, the reading is the piston
production.
[3] At the time of measurement, choose the 95mm circle on the piston as the measu
ring
point and keep the measuring point consistent with the direction of piston pin.
All pistons
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shall be measured and the maximum value shall be chosen.
5. Oil sump
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The oil sump of DDE engine adopts symmetric design to ensure easy installation.
Two
oil drainage plugs are fitted to ensure easy oil drainage, as the oil can be dra
ined from
both left and right sides. With the application of really low force, the oil sum
p is
generally is stamped from thin steel sheet and its shape depends on the overall
arrangement of the engine and the capacity of the engine oil. The oil drainage p
lug is
fitted on the bottom of the oil sump. Generally, the oil drainage plug is fitted
with
permanent magnet to absorb the metal particles from the lubricating oil and redu
ce
the engine wear. The gasket is fitted on between upper and lower crankcase fitti
ng
surfaces to prevent the leakage of lubricating oil.
[4] The 2nd crankshaft bushing cap is fitted with 2 pairs of thrust plates (tota
l 4 plates) to
prevent the axial runout of crankshaft. The axial runout range of crankshaft is
0.1~0.3mm. At the installation of the thrust plates, the oil line shall face tow
ards the
crankshaft. The other two thrust plates shall be installed on the crankshaft in
spacing of 180 from the above two thrust plates.
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Oil groove
Pay attention to prevent
reverse installation
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[5] There are two oil grooves on the crankshaft bushings so that the
lubricating oil lubricates the bushings via oil grooves. While installing the
bushings, pay attention to align the external boss of bushing with the
bushing cap to prevent the reverse installation.
[6] During the installation of engine oil pump, pay attention to correspond the
key
within engine oil pump to the key slot of the crankshaft and keep level the
mounting plane of engine oil pump with the cylinder block plane.
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2. Camshaft
1. Camshaft 2. Camshaft bushing 3. Sensing pin 4. Camshaft gear 5. Bushing 6. Id
ler
7. Idler 8. Guide sleeve
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The valve tappets of the Deutz engine are directly driven by camshaft and
the camshaft also drives the monoblock pump. The camshaft of Deutz
engine is fully supported. The BF6M engine is fitted with 6+1 bushings and
BF4M engine is fitted with 4+1 bushings. All bushings are same, except the
bushing near the flywheel end.
4. Arrangement of valves
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The cylinder at the flywheel end is the 1st cylinder and there are 1st cylinder
exhaust valve, 1st
cylinder intake valve, 2nd cylinder exhaust valve, 2nd cylinder intake valve, 3r
d cylinder exhaust valve,
3rd cylinder intake valve, 4th cylinder exhaust valve, 4th cylinder intake valve
, 5th cylinder exhaust
valve, 5th cylinder intake valve, 6th cylinder exhaust valve, and 6th cylinder i
ntake valve in turn from
left to right.
As the engine equipped on 958L incorporates the EGR function, while adjusting th
e valve
clearance, it s necessary to find out the compression top dead center for valve ad
justment
cylinder by cylinder. The intake valve clearance is 0.3mm and the exhaust valve
clearance is 0.5mm.
V. Cooling system
1. Brief
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(1) The integral cooling system is adopted, featuring compact structure and easy
installation.
(2) High reliability and low operation cost.
(3) High cooling efficiency and low required power
(4) 1.5bar pressure in cooling system after the running of engine. The antifreez
e must
be used as the normal coolant temperature is above 100C. In addition, as the
thinnest cast thickness of engine block water passage is only 4mm, the use of
antifreeze can prevent he blockage of water passage due to water scale.
2. Thermostat
The thermostat is functioned to change the recirculation strength of the water (
route
and flow rate) depending on the engine load and water temperature. In addition,
it
can shorten the hot start time of engine and reduce the fuel consumption and wea
r
of engine parts.
The DDE engine adopts paraffin thermostat, with opening temperature at 83C and
full opening temperature at 95C.
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Engine block
water passage
3
Minor
recirculation inlet
1
Water return
port 2
(3) Major and minor recirculation routes
Water pump water
inlet 5
Major
recirculation
water port 4
Water pump
water inlet 6
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Water passage 7 from
water pump to engine
block
Radiator
The engine oil radiator is built in the
coolant circuit and is under series
connection on the upstream of the main
oil line to control the temperature of
lubricating oil by means of the
temperature of coolant. As the coolant
temperature can be controlled
automatically, the engine oil temperature
can also be controlled to a certain extent.
3. Engine oil radiator
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Radiator cap
Therefore, the engine oil temperature can
be controlled within normal range. When
the engine oil temperature is high, the
engine oil is cooled by the coolant. When
the oil temperature is low at the start and
warm-up of the engine, the engine oil
absorbs heat from the coolant to rapidly
increase the engine oil temperature, lower
the flow resistance, and help the
lubrication.
1
2 3
4
1
2 34
67
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5
8
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Lubricating
oil from
engine oil
pump
Oil passage
1
Oil
passage 2
Radiator Engine oil
filter element
Oil passage
3
Main Oil
passage 4
Oil passage 5, for lubrication of camshaft
Oil passage 6 for lubrication of
Route of lubricating oil circuit
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crankshaft and oil passage 7 for
lubrication of connecting rod and
piston
8 Oil passage for tappet
and push rod
Rocker
2. Sensors
(1) In the level of complete unit, ensure that the crankshaft sensor, camshaft
sensor, and engine oil pressure sensor work normally, or the complete
unit can t be started.
Crankshaft speed
sensor
Camshaft speed sensor
Coolant
temperature
sensor
Turbocharge
d air
temperature
sensor
Fuel
temperat
ure sensor
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Air pressure
sensor, within
ECU
Turbocharge
d air pressure
sensor
Engine oil
pressure
sensor
Throttle pedal position sensor
Sensor input:
1. Crankshaft position
2. Camshaft position
3. Coolant temperature
4. Intake temperature
and pressure
5. Engine oil pressure
Electronic
control unit
ECU
Setting point:
Foot throttle position
sensor
Hand throttle position
sensor
Functional selection switch
Port:
Power supply
Function block
diagram of system
[1] Functional block diagram of starter system
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Actuator:
Electronically controlled
monoblock pump
Diagnostic port
CAN bus
Display functions:
Speed
Torque
Warning signal
Malfunction indicator
lamp
No outflow of diesel
after cylinder
interruption
Check fan belt
Observe fuel
amount
Leakage of low
pressure fuel line
Blocked
Replace if broken
Adjust if loose
Normal
Replace if no rotation
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Check fuel delivery pump pulley
Normal
Repair
Checking Method:
(1) Provided that the filter element is not blocked, if the fuel pressure can t
be reached, check or replace fuel return valve.
(2) If the pressure is still insufficient, check the fuel delivery line for pres
ence
of over-high flow resistance. Method:
Supply the fuel on the upstream of fuel delivery pump directly with a fuel
barrel, in order to determine the over-high resistance due to fuel supply
pipeline and strainer from the fuel tank to fuel delivery pump.
Requirement: The fuel pipe inside diameter on the upstream of the fuel
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delivery pump shall be no less than 12mm and the fuel pressure at the inlet
of fuel delivery pump during the maximum idling speed shall be more than 0.5bar (or -0.35bar for Euro-II compliant engines).
(3) If the pressure is still insufficient, check the fuel return amount. Method:
Disassemble the fuel return end of the fuel return pipe from the fuel tank and
insert into an empty barrel. Measure the fuel return amount of the engine
under the maximum idling speed for 1min. The amount shall be above 8L.
(2) If the air cleaner is normal and the black smoke is present during idling of
the
diesel engine, it indicates excessive fuel supply amount under idling condition.
Check the fuel injection pump.
(3) If the fuel supply of the fuel injection pump is normal, check the fuel supp
ly
timing of the fuel injection pump.
Diagnosis and troubleshooting method for black smoke:
(1) Disassemble the air cleaner and check and clean the
inter-cooler.
If the black smoke of diesel engine disappears, it
indicates that the air cleaner is too dirty and shall be
cleaned.
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(4) If the fuel supply timing is correct, check the working condition of cylinde
rs by
single cylinder interruption method. If the speed variation is not obvious and
the black smoke symptom disappears after the fuel interruption of certain
cylinder, it indicates the poor working of this cylinder, probably the excessive
fuel supply amount of branch pump, poor mist injection quality of fuel injector,
or under-low cylinder pressure. After the cause is determined, resolve the
cause.
(5) If no problem is detected in above-mentioned items, the diesel quality is
probably too bad, which leads to incomplete combustion. Replace the diesel.
V. White smoke
1. Cause: The diesel within the combustion chamber is vaporized and not
combusted and is drained in milk white from the exhaust pipe or the water
content in the diesel is vaporized in the cylinder to form steam, which is
exhausted in white from the exhaust pipe.
Malfunction Cause
(1) Water content in diesel or water leakage due to burst cylinder gasket or
cracked cylinder head or cylinder block, leading to water ingress of cylinder.
(2) Low cylinder pressure.
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(3) Under-low working temperature.
(4) Poor injection quality of fuel injector.
(5) Poor diesel quality.
(6) Late fuel supply moment of fuel injection
pump.
CONTENTS
Structure and Principle of Torque Converter
Structure and Principle of Transmission
Oil Supply and Lubrication System of ZF Transmission
Electric Control System of ZF Transmission
Operation and Maintenance of ZF Transmission
Common Malfunctions and Troubleshooting of ZF
Transmission
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1
Section I Structure and Principle of Torque Converter
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Figure 4-1 Diagram of Transmission System for LG958L Loader
1. Torque converter 2. Rear drive axle 3. Transmission 4. Drive shaft 5. Front d
rive axle
2 3 4 5
The hydraulic torque converter is installed between the engine and transmission
and is mainly function to change the torque outputted by the engine so that the
torque output of the turbine will probably exceed the input torque of engine via
pump impellor so as to improve the power performance of loader and ensure the
stable transmission.
Working principle of torque converter: Some blades are uniformly arranged within
each working
Pump impellor
Guide pulley
Turbine
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impellor of the torque converter. These blades work together with each other to
form an
enclosed annular space, in which the fluid can recirculate. When the engine flyw
heel drives the
rotation of pump impellor, the blades of the pump impellor drives the rotation o
f fluid. Under the
action of the centrifugal force, the fluid flows from the inner edges of blades
to the outer edges
to impact the turbine blades and drive the rotation of turbine for torque output
. The flowing fluid
flows from the outer edges of blades to the inner edges of blades within the tur
bine to impact
the blades of guide pulley and then returns to the pump impellor along the blade
s of guide
pulley for next cycle. The torque conversion of the hydraulic torque converter i
s attributed to the
presence of guide pulley. The guide pulley is connected with the torque converte
r housing via
fixed guide pulley seat and the torque converter is connected with engine flywhe
el via elastic
plate.
1. Characteristics of ZF transmission:
. 4 forward gears and 3 reverse gears
. High working efficiency
. Low repair rate
. Ultra-long service life
. Low fuel consumption
. Low noise
Section II Structure and Principle of Transmission
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Structural diagram of ZF
transmission
Connecting
flange with
torque converter
and engine
ZF
transmission
Torque
converter
2. Structure of ZF
transmission
The ZF transmission is
mainly composed of
electronic control units
(gearshift operating
lever, electric control
box, and gearshift ZF
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valve) and mechanical
gearshift transmission
(6 clutches and drive
gears and output
shaft).
transmission
Transmission
ZF transmission
Gearshift
operating lever
ZF transmission
Clutch
KV
Clutch
K1
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Clutch KV and K1 of ZF transmission
Power
drive
gear
Schematic diagram of clutch
Route diagram for various gears of ZF transmission (4 forward gears and 3 revers
e gears)
3rd forward
2nd forward gear
gear
Output
Output
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Route diagram for various gears of ZF transmission (4 forward gears and 3 revers
e gears)
4th forward
gear
1st
reverse
gear
Output
Output Countershaft
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Route diagram for various gears of ZF transmission (4 forward gears and 3 revers
e gears)
2nd reverse
gear
3rd reverse
Output gear
Output
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The continuity and logic relationships between the red wire in the harness
of gear selector and other wires and various gears are as below:
With red FI F2 F3 F4 R1 R2 R3
Blue v v v
Green v v v
Black v v v v v v v
Yellow v v v v
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Grey
Pink v v v
Purple
If the grey wire is under continuity state, the complete machine can t be started.
The purple
is the KD function, the pink is the control of reverse gear, and the yellow is t
he forward gear.
6. Gearshift valve
The gearshift valve is the actuator unit that engages and disengages the
control gear of the solenoid valve as per the command of ECU.
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1) Sequence of solenoid valve: 4, 3, 5, 2, and 1 from top to bottom.
2) If the O-ring is not properly seated, it will easily cause oil leakage at
side cap.
3) The resistance of solenoid valve is 9010O.
7. Speed sensor
Transmission speed sensor
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Resistance of speed sensor:
1020100O
1. Operation Precautions
(1) To check the transmission oil level, the engine shall idle run (at approxima
te
1,000r/min) and the oil temperature shall be at normal working temperature.
(2) When the oil temperature is at 40C, the oil level shall be between the middle
mark and lower mark of the oil dipstick.
When the oil temperature is at 80C, the oil level shall be between the middle
mark and upper mark of the oil dipstick.
Section V Operation and Maintenance of ZF Transmission
Hot oil level zone
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(3) Periodically replace the transmission oil and replace the filter strictly as
per the
maintenance schedule.
(4) Before starting the engine, ensure that the operating lever is at neutral ge
ar.
(5) Before starting up the machine each time, release the parking brake.
Cold oil level zone
(6) When it's necessary to hoist the transmission to fit the engine with transmi
ssion or
separate the engine from the transmission, avoid the fall-off of the torque conv
erter.
(7) While parking the machine, the gearshift operating lever shall be at neutral
gear.
(8) The normal working oil temperature shall be within 80~110C. Under heavy load,
the oil
temperature is allowed to rise to 120C for a short time. Pay special attention to
the
controlling oil pressure of the transmission. Upon detection of any abnormality
in the
transmission during operation, immediately stop the machine for checking.
(9) When the electric welding is required for repair in event of the machine mal
function, make
sure to disconnect the cable connector from the EST
electronic control unit (to
cut off
the current to the electronic control unit), or the impact current during the el
ectric
welding will probably burn out the electronic control unit.
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2. Operations
(1) Preparations and maintenance before driving
Before the operation of the transmission, make sure to add an
appropriate amount of lubricating oil as per the specified specification
of lubricating oil. While adding oil to the transmission for the first
time, make sure to take into consideration that the oil radiator, filter,
and connecting pipeline must be fully filled with oil. Therefore, the
lubricating oil amount to be added for the first time will be much
more than the lubricating oil amount to be added during normal
maintenances.
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The oil level can be checked only when the operating level is at
neutral gear. While checking the oil level, insert the oil dipstick to the
dead end of the dipstick tube. While cleaning the filter of main oil line,
pay attention to prevent the ingress of dirt and sediments into the oil
circuit. Therefore, place a cover plate to guard the parking brake
against being dipped by the oil.
While installing the filter, pay attention not to tighten excessively.
3. Maintenance
(1) Check the oil level.
- Park the machine on a level place.
- Shift the gearshift operating lever of the transmission to neutral gear N and
set the parking brake at braked position.
- Idle run the engine at approximate 1,000r/min.
- Counterclockwise the oil dipstick and take out and wipe clean the oil dipstick
.
- Insert the oil dipstick into the oil dipstick tube and tighten to place. Wait
for 3s
and take it out (measure for at least two times).
- When the oil temperature is at 40C, the oil level shall be between the middle
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mark and lower mark "Cold of the oil dipstick.
- When the oil temperature is at 80C, the oil level shall be between the middle
mark and upper mark "Hot of the oil dipstick.
Caution: Checking the oil level under cold state is to ensure sufficient
recirculation flow for transmission and torque converter and the decisive criter
ion
for oil level is to meet the oil level requirement under hot state.
machine is working
every 1,000 working
vehicle at a level
take out the oil
N .
4. Completely fit and fix the connecting housing of torque converter and
flywheel housing of engine with three bolts and then tighten the connecting
bolts of torque converter middle flange and engine flywheel in turn.
5. Finally tighten all connecting bolts of torque converter connecting flange an
d
engine flywheel housing.
6. Through the square observation port on the connecting housing of the
torque converter, check the connecting elastic plate between torque
converter and its middle flange for presence of squeezed deformation
(Under normal status, the plane of elastic plate shall be perpendicular to the
axis of middle flange).
7. Control size for connecting the connecting housing of transmission with
engine flywheel housing: 39.60.5.
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II. Precautions for installation from transmission and radiator oil pipe
The tightening depth for the connection between pipe connector and
transmission shall not come into contact with the core of the backpressure valve
.
If the insertion depth exceeds 21mm, it will cause working failure of the
backpressure valve due to blockage of core and obstruct the recirculation oil li
ne
between transmission torque converter and radiator so that the working oil of th
e
torque converter can t be sufficiently recirculated for heat radiation to cause
over-high oil temperature of the torque converter.
III
.
Installation of torque converter temperature sensor
1.
While installing the temperature sensor at the oil temperature measuring
point of the torque converter, upon detection that the top of the sensor is
pushed against the core of backpressure valve, do not forcibly screw in the
sensor. Please timely notify the technician to solve the malfunction, in order
to prevent the damage of sensor and valve core due to interference.
IV.
Fluid within side cap of gearshift operating valve
1.
After the engine is started, a part of oil in the gearshift operating oil system
will ill overflow fl and return t to t th the tank k vivia the oil il li line wi
thin ithi th the side sid cap of f the
d tth
th
gearshift operating valve. Therefore, when the side cap is opened during the
running of the engine, the oil will spray from the valve body. Therefore, while
installing the side cap, make sure properly seat the O-ring of side cap and
clamp the hoop to the required place, in order to prevent the so-called valve
leakage symptom.
2.
Do not open the side cap of gearshift operating valve at will.
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V. Speed sensor
1. The gap between the end of speed sensor and the tooth top of gear is
0.5~0.8mm. The disassembly of sensor without prior consent and the
incorrect installation will lead to damage of the sensor.
Do not disassemble the speed sensor without prior consent.
2. The service personnel is disallowed to add or remove the adjustment
washer at the time of assembly.
Speed
sensor
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VI. ZF cables
1. While arranging the cables, ensure that the cables at all positions
are free of friction with any other part.
2. The cables at all positions shall be correctly fixed.
VII. Electric control box
1. At the time of electric welding, unplug the connector of electric
control box to disconnect the electric control box from circuits and
prevent the burnout of electric control box.
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2. Guard the electric control box against moisture and rainfall.
2. No 3rd gear or 4th gear is available, though the 1st gear and
2nd gears are available in complete machine.
Check oil level
Check cable connectors for normal connections.
Check cables for worn damage.
Check speed sensor for normal functioning.
Check lever for normal functioning.
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3. No 1st gear or 2nd gear is available, though the 3rd gear and
4th gears are available in complete machine.
Check the cables for normal connection.
Check pressure sensor for normal functioning.
4. Noise of transmission
Check oil level
Check the connecting bolts between transmission and frame
and engine for presence of looseness.
Check the drive shaft and its support for normal functioning.
Check the hydraulic pump for abnormality.
Check the articulations for normal functioning.
5. Weak complete machine
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Check oil level
Check whether the gearshift pressure is at 1.6~1.8MPa.
Check for normal power of engine.
Check the oil for improper trademark, deterioration, and
presence of air bubble.
The drive axle of the wheel loader is located at the end of the transmission sys
tem
and is the general term for all transmission mechanism between the drive shaft a
nd
the drive wheels. It s mainly functioned to transmit the torque from the drive sha
ft
to the drive wheels to reduce the output speed of the transmission and increase
the
torque and realize the differential function between the wheels on two sides. In
addition, the drive axle housing also plays a role for load carrying and power
transmission.
The wheel loader generally adopts drive mode of both front and rear axles, namel
y
4-wheel drive.
The LG958L loader adopts A510A drive axles. The front axle is fixed on the front
frame and the rear axle is of swing type drive axle and is installed on the rear
frame
Chapter V Drive Axle
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via rear axle bracket. The rear axle is capable of vertical swing of 11 with respe
ct to
the rear frame, with the purpose of guaranteeing the stable ground touch of four
wheels and improving the trafficability of loader while the complete machine is
traveling on a rough road.
In addition to the different installation modes, another difference between the
front
axle and rear axle is the main drive. For the main drives of the front and rear
drive
axles, the spiral direction of the spiral bevel gear pair is different. The main
drive of
the front axle is in left-handed direction and the driven spiral bevel gear is i
n righthanded
direction. The spiral direction of the rear axle is in opposite direction of the
front axle.
Planetary carrier 4
Planetary sh
Cylindrical
roller bearing
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To ensure sufficient carrying rigidity of the drive spiral bevel gear, the drive
spiral bevel gear is integrated with the shaft. Its front support is on two
tapered roller bearings that come into close contact by small ends and its rear
support is on the cylindrical roller bearing to form transversal support.
Tapered roller
bearing
Differential
right housing
Differential
left housing
Tapered roller
bearing
Carrier
Tapered roller
bearing
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The annular driven bevel gear is fixed on the flange on the right housing of
the differential by bolts. The differential housing is supported by two
tapered roller bearings within the seat bores on two ends of the carrier.
Driven bevel
gear
Bolt
Tapered roller
bearing
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While assembling the main reducer, the tapered roller bearings shall have certai
n
assembly preload, namely the tapered roller bearings shall be applied with certa
in
preload on the basis of eliminating the bearing gap. To adjust the preload of
tapered roller bearings, the adjustment washer is installed on one end of the sp
acer
bushing between the bearing inner races. If too tight, increase the total thickn
ess of
washer. Otherwise, reduce the total thickness of washer.
Spacer
bushing
Thrust bolt
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To guarantee the sufficient support rigidity of the drive bevel gear, the thrust
bolt is
installed on the back of the driven spiral bevel gear to restrain the deformatio
n of
the driven spiral bevel gear, in order to prevent the excessive deformation of d
riven
spiral bevel gear from impairing the normal working. During the assembly and
debugging, pay attention to generally adjust the gap between the back of the
driven spiral bevel gear and the end of thrust bolt to 0.2~0.4mm.
Adjustment method: Screw in the thrust bolt, till it comes into contact with the
large spiral back. Then, screw out by 1/4 turn and lock the thrust bolt.
Tapered roller
bearing
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The preload for the tapered roller bearings supporting the differential housing
is adjusted
by rotating the adjustment nuts on two ends. At the time of adjustment, rotate t
he drive
bevel gear with hand to position the bearing rollers to correct places.
After the proper adjustment, the differential subassembly shall be capable of be
ing rotated
by a torque of 2.9~3.9N.m.
It must be pointed out that the adjustment of preload for tapered roller bearing
shall be
conducted before the engagement of the gears.
Adjustment
nut
Adjustment of backlash:
The backlash is adjusted by rotating the adjustment nut to change the position o
f driven
spiral bevel gear (when necessary, adjust by moving the drive spiral bevel gear
assembly).
If the gap is above the specified value, close the driven spiral bevel gear towa
rds the drive
spiral bevel gear. Otherwise, move it away from the drive spiral bevel gear. To
maintain the
properly adjusted preload for the differential tapered roller bearings, the numb
er of turns
the adjustment nut on one end is screwed in shall be equal to the number of the
turns the
adjustment nut on the other end is screwed out.
Adjustment method for engagement contact area:
a. When the engagement trace closes to the large end or small end of the gear, f
irstly
move the axial position of driven spiral bevel gear. If there is no change of ba
cklash,
adjust the axial mounting position of the drive spiral bevel gear.
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b. When the engagement trace closes to the tooth top or tooth root of the gear,
firstly
move the axial position of drive spiral bevel gear. If there is no change of bac
klash,
adjust the axial mounting position of the driven spiral bevel gear.
. The position of drive spiral bevel gear is changed by adjusting the thickness
of
adjustment washer.
. The position of driven spiral bevel gear is changed by moving the adjustment n
ut. To
prevent impairing the tension of the tapered roller bearings on two ends of
differential, the number of turns the adjustment nut on one end is screwed out s
hall
be equal to the number of the turns the adjustment nut on the other end is screw
ed
in.
Contact area of
driven bevel gear tooth
face
Adjustment method Movement direction of
gear
Move the driven gear towards
drive gear. If the backlash is too
small, move outward the drive
gear.
Move the driven gear away from
drive gear. If the backlash is too
large, move inward the drive
gear.
Table 5-1 Adjustment of Contact Area and Backlash during Installation of Spiral
Bevel Gears
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The adjustment of contact area is of great influence on the operation performanc
e
and service life and must be conducted carefully.
Move the drive gear towards
driven gear. If the backlash is too
small, move outward the driven
gear.
Move the drive gear away from
driven gear. If the backlash is too
large, move inward the driven
gear.
1. Structure of differential
The drive axle differential of the wheel loader adopts symmetric bevel gear
differential. It s mainly composed of differential left and right housings, cross
shaft, four planetary bevel gears, and two half shaft gears (as shown in Figure
56).
Section III Structure and Principle of Differential
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1 Bearing 2
Left housing 3 Gasket 4
Half shaft gear 5
Washer 6 Planetary
gear 7 Driven gear 8
Right housing 9
Cross shaft 10
Bolt
5-6 Breakdown diagram of differential constituent parts
The differential left and right housings are fitted by bolts. The driven spiral
bevel gear
of the main drive is fixed on the flange of differential right housing by bolts.
The
journal of the cross shaft is embedded in the bore formed by corresponding slots
on
the parting surface between left and right housings. Each journal is attached wi
th a
straight bevel gear (planetary gear) under floating state, which is engaged with
two
straight bevel half shaft gears. The journals of two half shaft gears are suppor
ted in
corresponding left and right seat bores of the differential housings respectivel
y and
are connected with half shaft via inner spline.
The differential is mainly functioned for differential function against the uneq
ual speed
between left and right wheels, in order to reduce the wear of tires.
While traveling linearly under same road condition, there is no relative movemen
t
between planetary gear and half shaft gear and two shaft shafts rotate under sam
e
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speed. The differential starts to act under the following conditions:
. While traveling on rough road.
. While making a turn: The inner and outer wheels on one same axle have differen
t
traveled distances and speeds and the left and right half shafts rotate under
different speeds. In such case, there is a relative rotation between planetary g
ear
and half shaft gear to adapt to two unequal rotation speeds.
. While changing the rotation travels of left and right wheels under unequal air
pressure between left and right wheels.
The back of the differential planetary gear and the inner surface of
corresponding place of differential housing are made spherical surfaces to
ensure that the planetary gear is centered to help the correct engagement
with two half shaft gears. As the planetary gear and half shaft gear are of
straight bevel gear, while transmitting the torque, a high axial force is
applied along the axis direction of planetary gear and half shaft gear and
there is relative movement between gear and differential housing. To
reduce the wear between gear and differential housing, the anti-wear plain
washer is installed between the half shaft gear and differential housing and
the anti-wear spherical washer is installed between the planetary gear and
differential housing. The anti-wear washers are generally made of steel.
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When the washer is worn after certain service time of the loader, replace
with new anti-wear washer to prolong the service life of differential.
The gears in the differential are lubricated by the gear oil within the
differential housing. The differential housing is machined with port for inlet
and outlet of lubricating oil. To guarantee good lubrication between
planetary gear and cross shaft journal, a plane is milled on the cross shaft
journal and the orifices are drilled between teeth of planetary gear as oil
passages.
Sun
The sun gear and half shaft are connected together by spline. The gear ring
is fixed on the wheel support on two ends of the drive axle housing via
spline and it s stationary. The planetary gear that engages with the sun
gear and gear ring is installed on the planetary carrier via roller bearing and
planetary gear shaft. The planetary carrier and wheel rim are fixed together
by wheel rim bolts and therefore the wheel rim rotates along with the
planetary carrier.
The power from the main drive is transmitted to planetary gear via half
shaft and sun gear so that the planetary gear rolls along the stationary
inner gear ring and drives the rotation of planetary carrier and drive wheels.
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To improve the engagement conditions of sun gear and planetary gear and
ensure uniform distribution of engagement load, the half shaft is under
floating state, instead of being under stationary support.
The lubrication system of the wheel reducer is an independent system and
the oil level access hole and screw plug are fitted on the end cap of the
planetary carrier. The filler port and screw plug are fitted on the end face of
the planetary carrier.
1. Normally, the front axle is subject to higher force and the rear
axle is subject to lower force. Why is the rear axle main drive
malfunctioned earlier?
This is mainly caused by the improper operations of the operator.
When the insertion angle of the bucket is too large, the front
wheels of the loader will be off the ground and all insertion force
will be carried by the rear axle so that the rear axle will be damaged
due to overload.
Section VII Analysis of Common Malfunctions of Drive Axle
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2. What is the cause for full permeation of gear oil in the drive
axle brake disc? How to solve this problem?
The oil permeation of the brake disc is generally caused by the
damaged dual-lip framework oil seal at the final drive, which causes
external leakage of gear oil and oil contamination on brake disc
and impairs the braking effects. This is really dangerous. Timely
disassemble the tire, planetary carrier, and wheel hub for repair and
replacement.
3. What is the cause for abnormal sound within the axle casing?
(1) Incorrect operations. If the insertion angle of the bucket is too high
during the working, the front wheels will be off the ground and the
rear axle main drive will be easily damaged. If the bucket load is too
high, the rear wheels will be off the ground and the front axle main
drive will be easily damaged. Once the gears are damaged, it will
generate abnormal sound.
(2) Noise due to improper backlash between drive and driven gears. The
excessive backlash will lead to impact between teeth of gears. The
under-size backlash will lead to squeezing between teeth of gears,
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accelerate the wear, and cause heating of drive axle.
(3) Improper adjustment of assembly gap, leading to over-size or
under-size bearing gap and causing noise.
(4) The stagnation of differential planetary gear and cross shaft and the
wear of adjustment washer will lead to excessive backlash of bevel
gears and cause noise.
4. How to solve the leakage of main drive oil seal? What are
the precautions for installation of new oil seal?
Troubleshooting:
Disassemble the drive shaft, disassemble the lock nut with special
socket, take out the flange, disassemble the oil seal seat and oil
seal, and replace with new oil seal.
Caution:
Check the oil seal for presence of aging, cracking, and damage. Do
not expand the oil seal too forcible, in order to prevent plastic
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deformation. Immerse the oil seal into the fluid at the temperature
closing to the working temperature as close as possible and then
install the oil seal. Use special tool.
Section III Working Principle for Hydraulic Units of Working Hydraulic System
1. Working pump
Drive gear shaft
Drive gear shaft
Working pump is mainly
composed of housing
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The working pump is mainly composed of housing, drive gear shaft, driven gear sh
aft, side plate, and front cap.
Side plate
Side plate
Front cap
The working pump conveys the fluid by means of the change and movement of the wo
rking
Rotate along with gear to bring oil to compression chamber
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volume formed by the housing and the engaged gears and converts the mechanic ene
rgy to
hydraulic energy. While the working pump is running, many enclosed working chamb
ers are
formed between the tooth spaces of the gears and the housing and end cap. When t
he gears
are rotating in the direction shown in the figure, within the oil suction zone,
as the engaged
teeth of the gears gradually disengage so that the volume of the enclosed workin
g chamber is
increased gradually to suck in the oil from the oil tank and full fill the tooth
space. Along the
further rotation of the gears, the oil is conveyed to the oil compression chambe
r. Within the oil
compression zone, as the teeth of gears gradually engage, the volume of enclosed
working
chamber gradually reduces so that the oil is squeezed out. The oil suction zone
and the oil
compression zone are separated by the engaged teeth of gears and the pump body.
Under the
variation of volume, the continually inputted oil is pumped out by the gears to
form pressure
oil.
2. Multi-way valve
Main safety
valve
Rodless chamber
overload valve
Boom valve
lever
Auxiliary valve
lever
Bucket valve
lever
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The multi-way reversing valve is mainly composed of the valve body, boom valve l
ever
subassembly, bucket valve lever subassembly, auxiliary valve lever subassembly,
bucket cylinder
rodless chamber overload valve subassembly, bucket cylinder rod chamber overload
valve
subassembly, logic valve subassembly, and check valve.
It s mainly functioned to control the different opening directions of the valve co
re as per the oil
control signal of the pilot valve, in order to control the oil direction, flow,
and pressure of the
working pump, realize different movement directions of the boom cylinder and buc
ket cylinder,
and hold the bucket and boom at certain positions to meet the needs of the loade
r for different
operation actions.
Rod chamber
overload valve
The multi-way valve of LG958L loader is a triple valve. The first line is the bu
cket line (the middle
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line shown in the figure), in which the ports A1 and B1 are connected with the r
odless chamber
and rod chamber of the bucket cylinder respectively and the ports a1 and b1 are
connected with
the bucket retraction and unloading control ports of pilot valve respectively to
control the lines
A1 and B1.
The second line is the boom line, in which the ports A2 and B2 are connected wit
h rodless
chamber and rod chamber of the boom cylinder respectively and the ports a2 and b
2 are
connected with the lifting and lowering control ports of pilot valve to control
the lines A2 and B2.
The third line is the auxiliary line and is to be used at the addition of third
line connectors. For
other models, the ports A3 and B3 are sealed and the ports a3 and b3 are connect
ed by a hose
for reserved use.
a1 b1
B1 A1
Check valve
P
T
a1 b1
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2. Rearward tilting of bucket (upward tilting)
While shifting the pilot lever leftward to the bucket rearward tilting position,
the pilot
oil line a1 is fed with oil to drive the movement of the bucket valve core towar
ds
direction b1. In such case, the valve core closes the passage between the chambe
r P
and chamber T and opens the passage between chamber P and chamber A1 and
between chamber T and chamber B1. The high pressure oil enters into the rodless
chamber A1 of bucket cylinder through chamber P and the oil in the rod chamber B
1 of
bucket cylinder returns to hydraulic oil tank through chamber T oil line to real
ize the
bucket backward tilting action (bucket retraction action).
a1 b1
B1 A1
Check valve
B1 T P
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3. Forward tilting of bucket (downward tilting)
While shifting the pilot lever rightward to the bucket forward tilting position,
the pilot
oil line b1 is fed with oil to drive the movement of the bucket valve core towar
ds
direction a1. In such case, the valve core closes the passage between the chambe
r P
and chamber T and opens the passage between chamber P and chamber B1 and
between chamber T and chamber A1. The high pressure oil enters into the rod
chamber B1 of bucket cylinder through chamber P and the oil in the rodless chamb
er
A1 of bucket cylinder returns to hydraulic oil tank through chamber T oil line t
o
realize the bucket forward tilting action (bucket unloading action).
a2 b2
B2 A2
P
Check valve
A2
T
T P B2
Oil from pilot lever enters boom lifting inlet port to drive rightward
Movement of boom reversing slide valve
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4. Lifting of boom
While shifting the pilot lever backward to the bucket lifting position, the pilo
t oil line a2
is fed with oil to drive the movement of boom valve core towards direction b2. I
n such
case, the valve core closes the passage between chamber P and chamber T and open
s
the passages between chamber P and chamber A2 and between chamber T and chamber
B2. The high pressure oil enters into the rodless chamber A2 of boom cylinder th
rough
chamber P and the oil in the rod chamber B2 of boom cylinder returns to hydrauli
c oil
tank through chamber T oil passage to realize the bucket lifting action.
a2 b2
B2 A2
P
Check valve
A2
T
B2
T P
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5. Lowering of boom
While shifting the pilot lever forward to the bucket lowering position, the pilo
t oil line b2
is fed with oil to drive the movement of boom valve core towards direction a2. I
n such
case, the valve core closes the passage between chamber P and chamber T and open
s the
passages between chamber P and chamber B2 and between chamber T and chamber A2.
The high pressure oil enters into the rod chamber B2 of boom cylinder through ch
amber
P and the oil in the rodless chamber A2 of boom cylinder returns to hydraulic oi
l tank
through chamber T oil passage to realize the bucket lowering action.
a2 b2
A2
T
T B2 P
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6. Floating of boom
While shifting forward further the pilot lever from the boom lowering position t
o the floating
position, the logic valve opens and the chamber B2 and chamber T are connected.
In such
case, the position of boom valve core is completely same with that of boom lower
ing position
and the ports P, A2, B2, and T are interconnected so that the boom cylinder pist
on is floating
freely under the action of external force.
Logic valve k Check valve
3. Pilot valve
Positioning electromagnet
subassembly
Lifting positioning electromagnet
Rearward tilting positioning
electromagnet
Floating positioning
electromagnet
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The pilot valve is mainly composed of valve body, electromagnet subassembly, met
ering valve subassembly, and
sequence valve subassembly.
Metering valve subassembly Sequence valve subassembly
Lifting
Lowering
Unloading
Bucket
retracting
Port T
Port K
Port P
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The oil inlet port P, oil return port T, and floating port K of the pilot valve
are connected with the oil outlet port of pilot pump, hydraulic oil tank
return block, and port K of multi-way valve respectively. The oil control
ports for the lifting, lowering, bucket retraction, and unloading of pilot
valve are connected with the oil control ports for lifting, lowering, bucket
retraction, and unloading of the boom line and bucket line of the multiway
valve.
Bucket retracting Unloading Lowering Lifting
P
T
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When the operating lever of pilot valve is at neutral position, the slide valve
is at start
position, the oil inlet chamber P is disconnected from oil control port and oil
return
chamber T, the oil control port is connected with oil return chamber T, and the
valve levers
of the multi-way valve are at neutral position under the action of spring.
This pilot valve adopts pressure reducing proportional pilot control mode, in
which the travel of the multi-way valve lever is proportional to the operating
angle of the operating lever. When the operating lever is hold at certain place,
the spring force is fixed and the corresponding pressure of control chamber is
also fixed. The spring force varies along with the variation of the operating le
ver
swing angle: High swing angle brings about high spring force, high pressure of
control chamber, and accordingly increased push force onto the multi-way
valve core, namely the travel of main valve core is proportional to the swing
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angle of pilot valve operating lever, in order to realize the proportional pilot
control.
4. Hydraulic cylinder
The hydraulic cylinder is the hydraulic actuator that converts the fluid
pressure energy to mechanical pressure to drive the working mechanism
for linear reciprocating movement or reciprocating swing movement.
The hydraulic cylinder can be classified by acting mode into single-acting
type and dual-acting type.
The single-acting hydraulic cylinder only has one oil port, of which the
piston rod or plunger is extended under the action of pressure oil and is
returned by means of the gravity or spring force.
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The dual-acting hydraulic cylinder has two oil ports, in which the
reciprocating movement of the piston is realized under the action of the
pressure oil.
The hydraulic cylinder can be classified by structural type into piston type,
plunger type, swing type, and telescoping type, of which the piston type
hydraulic cylinder is mostly applied.
The hydraulic cylinders applied in the LG958L loader are mostly of dualacting
piston type cylinder.
Piston rod
Cylinder
head
Piston
Cylinder
bottom
Connec
ting
yoke
Breakdown Diagram of Hydraulic Cylinder
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Cylinder
head bolts
Cylinder
body
Cylinder head
Pr
P2
P1
L
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The port P1 is connected with pilot pump, the port Pr is connected with rodless
chamber of boom cylinder, the port P2 is the oil outlet port connected with pilo
t
valve, and the port L is the oil return port connected with hydraulic oil tank.
The pressure selector valve is functioned to supply pressure oil at certain pres
sure
to the pilot valve and, after the diesel engine is stopped, ensure that the boom
can
be placed onto the ground or the bucket can fulfill the unloading operation.
T il l
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During the working, the oil
ers into
pilot valve through central
To pilot valve T il l
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During the working, the oil
ers into
pilot valve through central
To pilot valve
from pilot pump enters into the port P1 and then ent
orifice of valve core and oil outlet port P2.
from pilot pump enters into the port P1 and then ent
orifice of valve core and oil outlet port P2.
Check valve
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When the pressure at oil outlet port P2 is above 1.5MPa, the valve core moves le
ftward to stagger the
port P1 from port Pr and cut off the passage between oil inlet port P1 and oil p
ort Pr (rodless chamber
of boom cylinder). The check valve is fitted at the port Pr to prevent the backf
low of the oil.
Cut off passage between oil inlet port and rodless chamber of boom
cylinder
2. What are the causes for weak bucket and easy drop or floating of
bucket?
(1) Damage of bucket cylinder piston oil seal, leading to oil permeation.
(2) Scuffing, scratch, or wear of bucket valve stem and valve bore, leading
to high leakage of hydraulic oil.
(3) Damage or gap of cone valve cone and cone valve seat on overload
valve of bucket valve, leading to leakage due to poor contact.
3. What are the causes for easy burst of working pump and easy leakage
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at end face?
The cause is the blockage of main safety valve in the multi-way valve, which
leads to unlimited rise of system pressure and finally leads to the burst of
working pump, as the system oil line is under enclosed state.
There are following causes for the oil leakage at end face:
The long-term internal high pressure of working pump lengthens the connecting
bolts between the pump cover and pump body and leads to looseness and oil
leakage; the radial cracking or scratch trace of pump cover and pump body.
8. What are the causes for vibration during the lifting and rotation
of bucket?
The specific malfunction causes and troubleshooting are as below:
(1) Insufficient oil amount, leading to unstable working pressure. Add
sufficient hydraulic oil.
(2) Poor sealing of oil suction hose port, leading to ingress of air into
system and unstable working pressure. Check the air-tightness.
(3) Air content in oil. The oil is mixed with a great amount of tiny air
bubbles to form compressible object. Eliminate the poorly sealed
portions in the low pressure oil line and bleed the air from the oil.
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(4) Loose hydraulic cylinder piston, leading to play of piston rod within
hydraulic cylinder. Disassemble the hydraulic cylinder and find out
the cause.
(5) Unstable opening pressure of safety valve, leading to variation of
high oil pressure and vibration. Check the pressure regulation spring
of valve and adjust the opening pressure.
(6) Unequal leakage between bucket cylinder and boom cylinder, leading
to flow variation and vibration. Check the cylinders respectively and
take measures for the defective cylinder.
9. What are the causes for the slow and weak tilting of bucket, though the
boom is working normally?
(1) Abnormal regulated pressure for two overload valves of bucket cylinder. Chec
k
the pressure and set normal value.
(2) The impurity particles in the main core of bucket cylinder overload valve bl
ock
the main core and position the overload valve under normally open state.
Remove the impurities and at the same time check the spring for breakage and
failure, check the seal ring for aging, and check the valve core and valve body
for appropriate fitting gap (the normal fitting gap is 0.006~0.012mm).
(3) Internal leakage of bucket cylinder. Check and resolve.
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10. What are the causes for over-high oil temperature of the hydraulic system?
Provided that the system factors are excluded, the over-high oil temperature is
mainly caused by:
(1) Wear of hydraulic pump gear pair, side plate, and pump body and damage of
pump internal seals, leading to reduced volume efficiency of pump.
(2) Disqualified oil trademark in use, leading to poor cleanliness or deteriorat
ion of
mixed oil.
Left
Right
Valve body Oil return port
Oil inlet port Spacer disc
steering
steering
Linkage shaft Limit block
Valve core
Bearing Valve sleeve Check valve Rear cap
Return spring Shifting pin Stator-rotor pair
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Figure 7-2 Structure of fully hydraulic steering gear (b)
The valve body, valve core, and valve sleeve of the steering gear constitute
the follow-up swing valve of steering gear to control the oil flow direction.
The valve core is within the inner chamber of valve sleeve. It is connected
directly with steering column via connecting block and can be driven for
rotation by the steering wheel via steering column. The valve sleeve is
within the inner chamber of valve body and is driven by the rotor via
linkage shaft and shifting pin for movement within valve body.
The rotor and stator constitute the metering motor at the lower portion of
the steering gear. The stator has 7 teeth and the rotor has 6 teeth. The
stator is fixed and the rotor rotates around the center of stator in radius of
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eccentric distance. The tooth profile for metering motor is equilong arc
epicycloidal tooth, which can ensure that each point on the rotor curve can
become the engagement point. During the rotation, seven oil orifices are
connected with the oil orifices on the valve sleeve at all times so that the
valve sleeve and valve core distribute the flow to the metering motor,
namely enable the pressure to enter half of tooth chamber and drain oil
from the other half of tooth chamber, in order to convey the pressure oil to
the steering cylinder.
During the leftward steering, the rod chamber of left steering cylinder is conne
cted with the
rodless chamber of right steering cylinder so that the rod chamber is supplied w
ith oil to retract
the piston rod into the cylinder and drive the leftward steering of the frame. T
he rodless
chamber of left steering cylinder is connected with rod chamber of right steerin
g cylinder so
that the oil from the rod chamber of right steering cylinder enters into port B
via rodless
chamber of left steering cylinder and returns to the oil tank through oil return
port and oil inlet
port of valve sleeve.
When the relative rotation angle between valve core and valve sleeve is approxim
ate 1.5, the oil
line is connected so that the rotation of rotor drives the oil from steering pum
p to the cylinder,
of which the oil supply amount is proportional to the rotation angle of the stee
ring wheel.
When the steering wheel is rotated for a certain angle and held, as the above-me
ntioned oil line
is connected, the oil from the steering pump drives the rightward rotation of ro
tor 5. When the
rotation angle of rotor 5 is same with the rotation angle of the steering wheel,
as the valve
sleeve 3 and rotor 5 are mechanically connected by linkage shaft, the rotor driv
es the leftward
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follow-up rotation of valve sleeve 3, till the stator spring drives the valve slee
ve and valve
core to neutral position and the angle rotated is same with the rotation angle o
f steering wheel.
In such case, the relative rotation angle between the valve sleeve 3 and valve c
ore 1 is
eliminated and the oil line to the rotor and steering cylinder is closed so that
the outlet oil from
the steering pump 7 enters into the valve sleeve via port P and returns to oil t
ank through oil
return groove of valve core 1, oil return port of valve sleeve 3, and oil port T
. In such case, the
loader stops the steering. When the steering wheel is rotated further, the rotor
and valve sleeve
will follow up, till the left limit position is reached. This is the hydraulic fe
edback follow-up
function.
3. Rightward steering
When rotating the steering wheel rightward, the steering wheel drives the valve
core for clockwise
rotation, of which the working principle is same with the leftward steering.
For the steering at low speed (the rotation speed of the steering wheel is less
than 10r/min), the
effective displacement of the steering gear is same with the metered displacemen
t. When the
input speed of the steering wheel is increased (the rotation speed of the steeri
ng wheel is
10~40r/min), the effective displacement is proportional to the rotation speed of
the steering
wheel. In such case, only a part of oil from the oil inlet port P enters into th
e rotor-stator pair for
metering and the remaining oil enters into the cylinder directly via ports A and
B. Therefore, the
flow amplifying function is available only at this stage. When the input speed o
f the steering wheel
exceeds 40r/min, the effective displacement of steering gear is basically consta
nt at its rated
equivalent displacement.
4. Manual steering
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In event of sudden flameout of the engine or the malfunction of steering pump, r
otate the
steering wheel with hand for static steering. While rotating the steering wheel
rightward, the valve
core rotates for a 1030 angle to drive the rotation of valve sleeve, linkage shaft
, and rotor via
shifting pin. In such case, the rotor and stator are functioned as oil pump. The
rotation of rotor 5
sucks out the oil from the oil port T and inputs the oil into the oil inlet cham
ber of rotor pump via
check valve, valve sleeve, and valve core. The oil pumping action during the man
ual steering
compresses the hydraulic oil sucked into the steering oil so that the compressed
oil enters into the
rodless chamber of steering cylinder to extend the piston rod and steer rightwar
d the loader. The
oil in the rod chamber flows to the oil inlet chamber of rotor pump from oil por
t A through valve
sleeve, valve core, valve sleeve, and check valve and continually refills into t
he rodless chamber, in
order to maintain the steering action.
1) Check Valve
The check valve is composed of the valve seat 1, valve core 2, and spring 3 and
is
installed within the oil inlet port of the valve block body so that the high pre
ssure oil
from the oil pump flows into the oil inlet port of steering gear via the check v
alve. It's
functioned to prevent the backflow of oil from automatically deflecting the stee
ring
wheel and leading to steering failure.
2) Two-way damping valve
The two-way damping valve incorporates two constant pressure direct-acting safet
y
valves composed of the spring, ball valve seat, and steel ball. It s installed wit
hin the
valve port for connecting the valve body with the orifices of left and right cha
mbers of
steering cylinder and is connected with the oil return port, in order to protect
the
hydraulic steering system against impact of over-high pressure and ensure the sa
fety of
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oil lines.
3) Oil refilling valve
The oil refilling valve incorporates two check valves composed of steel ball and
is
installed within the valve port for connecting the valve body with the orifices
of left and
right chambers of steering cylinder and is connected with the two-way damping va
lve.
When the pressure within one chamber of cylinder is higher than the pressure set
ting
of damping valve, the damping valve relieves the load and the oil refilling valv
e on the
other chamber of the cylinder refills the oil to prevent the formation of cavita
tion in the
system.
The priority valve is mainly composed of the valve body, valve core,
spring, safety valve assembly, and screw plug, as shown in Figure 7-4.
II. Priority valve
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Figure 7-4 Structural diagram of priority valve
1 Safety valve assembly 2
Control spring 3 Valve core 4
Valve body 5
Screw plug
Port EF
Port P
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. When the steering wheel is stationary, the pressure oil from the steering
pump flows to port EF from port P through valve core and enters into the
working device hydraulic system or returns to oil tank directly.
Port CF
T
Port EF
Port P
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. When the steering wheel is rotating, under the joint action of the spring forc
e and LS pressure, the
valve core moves rightward to connect the port P with port CF so that the pressu
re oil enters into
the steering gear and drives the cylinder for steering of loader and the excessi
ve oil diverges into
the working device hydraulic system or oil tank through port EF.
Ls
Port CF
. Loose nuts of
steering wheel.
. Worn or damaged connection between
steering column and steering gear.
L
T
R
P
6) Idle travel of steering wheel
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. Air content in oil.
. Internal leakage of
two-way overload
valve
. Internal leakage of
steering cylinder
Engine
Fixed
Pump
Reservoir
Filter
p
Cause:
The check valve at oil inlet port of
steering gear is damaged.
Function of check valve:
It prevents the backflow of oil in steering
cylinder under the action of external
force when the pressure is higher than
the pressure at oil inlet port. If the check
valve is damaged, the backflow of oil will
8) Bounce of steering wheel
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lead to bounce symptom of steering
wheel.
Brake solenoid
valve
Pressure switch
Brake knob
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Figure 8-3 Structural diagram and circuit diagram of LG958L parking brake system
1. Air pressure signal lamp switch 5. Brake solenoid valve 8. Parking brake air
chamber
14. Handbrake 17. Pressure switch 19. Pressure sensor
Connecting rod drives downward movement of piston along cylinder Exhaust valve c
losed
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The air compressor is functioned to provide compressed air source for the brake
system to assist the braking of the
machine.
The air is filtered by the air cleaner and then enters into the intake pipe of a
ir compressor. Driven by the crankshaft
within the crankcase, the connecting rod drives the piston for downward movement
along the cylinder to open the
intake valve and close the exhaust valve to suck the air into the cylinder. Then
, the piston moves upward to close the
intake valve and open the exhaust valve to exhaust the air. The air compressor r
epeats above process to complete
the air intake and air exhaust.
Exhaust valve opened
Upper
cap
Middle
body
Safety valve
assembly
Air pressure
regulator
subassembly
Check
valve
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The oil-water separator combination valve is mainly composed of middle body, upp
er and lower caps, and
internally separated oil-water separation cavities, filter element, check valve,
and safety valve assembly, and air
pressure regulator subassembly and pneumatic-hydraulic drainage valve subassembl
y.
Lower
cap
pneumatichydraulic
drainage
valve subassembly
Filter
element
Adjustment
spring
Diaphram
Control
piston
Adjustment
Exhaust
piston
assembly
Oil
collector
RELIABILITY 409 IN ACTION
The air pressure regulator subassembly of the oil-water separator combination va
lve is composed
of the control piston, regulator valve, adjustment spring, and diaphragm.
The pneumatic-hydraulic drainage valve is mainly composed of exhaust piston asse
mbly, oil
collector, valve seat, and lower housing and spring.
valve
Valve
seat
Intake
port
RELIABILITY 410 IN ACTION
The air from the air compressor enters into the oil-water separator combination
valve via intake port and the airflow
impact the surface of housing within the combination valve so that the direction
and speed of the airflow are
changed and the oil and water, of which the densities are higher than that of ai
r, are separated and cohered under
the action of inertia force onto the lower housing wall of the oil-water separat
or combination valve. The water and
water separated will flow along the walls and accumulate in the chamber B via th
e oil collector.
Chamber B
Flow to chamber B through oil
collector
To air reservoir
The air pushes open
check valve
Chamber C
Chamber D
RELIABILITY 411 IN ACTION
After being treated by the oil-water separator, the compressed air enters into t
he chamber C
via filter element assembly, pushes open the check valve, and enters into the ai
r reservoir.
After pushing open the check valve, the air is divided into two passages, of whi
ch one enters
into the air reservoir and the other enters into chamber D via orifices on the t
hrottle plug.
Another passage flows into chamber D through orifice of throttle plug
Valve
seat
Regulator
valve
Valve
lever
RELIABILITY 412 IN ACTION
When the system pressure is less than the pressure setting (0.784MPa), the regul
ator
valve is pressed by the valve lever onto the valve seat so that the valve is und
er
closed state.
When system pressure is less than pressure setting.
Pressure setting: 0.784MPa
Pressure
regulator spring
Diaphragm
Valve lever
Regulator valve
RELIABILITY 413 IN ACTION
When the pressure of chamber D is higher than the pressure
he
compressed air overcomes the preload of pressure regulator
upward
movement of diaphragm, which drives the upward movement of
t the
valve lever is floating and the compressed air pushes open
nd valve lever.
Chamber D
setting (0.784MPa), t
spring and pushes the
control piston so tha
the regulator valve a
Lower orifice of
control piston
Chamber E
Chamber F
RELIABILITY 414 IN ACTION
While the regulator valve is moving upward, the lower orifice of the control pis
ton is
closed so that the air in the chamber E enters into the chamber F to push the
downward movement of exhaust piston and open the lower exhaust valve.
Exhaust piston
Open lower air bleeding valve
Check valve is
closed
Chamber A
RELIABILITY 415 IN ACTION
The air of chamber A from the air compressor is directly exhausted to the open a
ir to
realize the unloading of the air compressor.
In such case, the oil, water, and other impurities accumulated in the chamber B
are
exhausted along with the compressed air.
In such case, the check valve is closed to stop the air supply to the air reserv
oir.
Chamber B
In such case, check valve closes to cut off the air
supply to air reservoir.
Chamber F
RELIABILITY 416 IN ACTION
When the pressure of air reservoir is less than 0.686MPa, the control piston ass
embly is
returned under the action of the pressure regulator spring and the valve lever p
ushes the
downward movement of regulator valve to close the air passage from chamber E to
chamber F.
In addition, by means of the gap between control piston and valve lever, the pas
sage between
the chamber F and open air is connected so that the air of chamber F is rapidly
exhausted to
the open air. The exhaust piston assembly moves upward rapidly to close the lowe
r exhaust
valve and the air compressor supplies the air to the air reservoir again.
Air in chamber F is rapidly exhaust into open air and the exhaust
piston assembly moves upward rapidly
Failure of control
piston assembly
RELIABILITY 417 IN ACTION
If the pressure regulation of the oil-water separator combination valve is
failed so that the air pressures rises to 0.882MPa, the safety valve
assembly is pushed open and the compressed air enters into the open
air, in order to protect the safety of brake system.
Reservoir
body
Air pressure
sensor
Safety
valve
Tire inflation
valve
Pressure
switch
III. Air reservoir
RELIABILITY 418 IN ACTION
The air reservoir is installed on the downstream of the oil-water separator comb
ination valve and is mainly functioned
to store the compressed air and provide braking air source for the brake system,
in order to guarantee the
compressed air required for several operation cycles of the braking when the air
compressor is not working.
The air reservoir is mainly composed of the reservoir body, pressure switch, air
pressure sensor, safety valve, tire
inflation valve, and water drainage valve.
Water
drainage
valve
When the driver depresses the foot brake pedal or operates the parking brake sol
enoid
valve, the compressed air enters into the brake or working chamber via control v
alve to
realize the service braking or parking braking.
1. Safety valve
When the safety control valve of the oil-water separator combination valve is fa
iled, it
protects the brake system. The pressure setting is 0.85~0.9MPa and the safety va
lve
opens to exhaust the air when the pressure setting is exceeded.
2. Air pressure sensor
It provides the pressure value for the air pressure gauge so that the driver can
correctly
judge the braking state and the good air circuit performance depending on the re
ading
of the air pressure gauge.
RELIABILITY 419 IN ACTION
3. Water drainage valve
When the water content accumulated in the air sinks to the bottom of the reservo
ir,
loosen the water drainage valve to drain the accumulated water so that the
accumulated water within the reservoir can be drained timely to reduce the rusti
ng and
keep clean the brake pipeline.
4. Pressure switch
When the brake air pressure is less than 0.4MPa, the pressure switch cuts off th
e power
supply to the brake solenoid valve to cut off the solenoid valve and realize eme
rgency
braking.
Under the braked state, the stably proportional variation between the output pre
ssure
of exhaust port C and the operating force of brake pedal is achieved by the bala
nce
spring. When the operating force of the brake pedal is a fixed value, the pressu
re
applied by the push rod onto the balance spring is also a fixed value. After the
air valve
opens, the balance spring is compressed when the force applied by the lower cham
ber
pressure of the piston 5 onto the piston exceeds the spring force of the balance
spring
so that the piston moves upward, till the intake valve is closed. In such case,
the force
applied by the air pressure onto the piston is balanced with the pressure applie
d by the
brake pedal onto the balance spring so that the output pressure of the exhaust p
ort is a
fixed pressure. When the pressure applied by the brake pedal onto the balance sp
ring is
increased, the piston starts to move downward to re-open the intake valve. When
the
lower chamber pressure of the piston is increased to a certain value in such man
ner
that the force applied onto the piston is balanced again with the pressure appli
ed by
RELIABILITY 422 IN ACTION
the brake pedal to the balance spring, the intake valve is closed again and the
output
pressure of exhaust port C is maintained at a fixed value higher than the previo
us value.
In other words, the output pressure of exhaust port is proportional to the compr
ession
set of the balance spring, namely it s proportional to the travel of brake pedal.
When the brake pedal is released, the piston 5 is pushed to the highest position
under
the action of return spring 6 and the intake valve is closed under the action of
return
spring to complete the braking process. In such case, there is a fixed gap (appr
oximate
2mm) between the lower end of piston and intake valve so that the compressed air
returned from the booster pump group is exhausted into the air via this gap and
the
central orifice of intake valve.
High
pressure oil
RELIABILITY 425 IN ACTION
The working process of the booster pump is as below:
1) When the brake pedal is depressed at the braking of the loader, the compresse
d air from the
brake valve enters into the booster cylinder body via intake connector and pushe
s the
rightward movement of piston 3 by overcoming the acting force of spring 4. As th
e piston is
integrated with the push rod 15, the oil pressure piston 8 of the brake master p
ump is driven
for rightward movement by the push rod seat assembly connected with the push rod
to close
the oil within the pump body so that a high pressure (Generally, when the brakin
g pressure is
0.686MPa, the pressure at oil outlet port is approximate 12MPa) is generated for
the brake fluid
within the brake master pump. The high pressure brake fluid enters into the disc
brakes
respectively via pipelines to brake the wheels.
2) When the brake pedal is released, under the action of the return
spring 4, the piston 3 moves rightward so that the compressed air
returns the brake valve from the connector of booster cylinder
and is exhausted to the open air via brake valve. In addition, the
push rod drives the leftward movement of the push rod seat
assembly and the oil pressure piston 8 moves leftward
accordingly so that the high pressure brake fluid in the brake
returns to the brake pump body via oil pipe and the braking state
is released.
3) When the brake pedal is released rapidly, as the brake fluid within
the brake pump fails to timely return along with the oil pressure
RELIABILITY 426 IN ACTION
piston 8, a low pressure is formed within the brake pump cylinder.
Under the action of atmospheric pressure, the brake fluid in the
oil reservoir refills into the pump body via the gap between the
push rod seat assembly and the oil pressure piston. In such case,
if the brake pedal is depressed again rapidly, the braking effect
will be better.
The engagement and disengagement of the emergency brake and parking brake are
fulfilled by the brake chamber. When the air pressure overcomes the spring force
of
the brake chamber spring, the parking brake is released. When the air source is
cut
off or brake air pressure is less than the specified value, the air chamber spri
ng
returns to engage the brake.
The brake air chamber is fixed on the frame and the brake push rod is connected
with the cam handle of the brake. The structure of the parking brake chamber is
shown in Figure 4-6.
When the air pressure drops to 0.4MPa, the brake solenoid valve automatically cl
oses
the valve port to prevent the input of compressed air into right chamber of brak
e air
chamber. The spring force of the spring 11 drives the piston 14 to the right end
of
brake air chamber and the push rod port moves rightward to drive the cam lever o
f
brake and engage the brake.
RELIABILITY 431 IN ACTION
Precautions:
The compression force of the brake spring within the parking brake air chamber i
s
really high and shall not be disassembled. In event of malfunction, replace the
assembly, in order to prevent safety accidents.
When it s necessary to tow the machine in event of causes such as machine
malfunction, make sure to release the air chamber push rod and brake handle befo
re
towing, in order to prevent the damage of machine.
Case 1
Malfunction Symptom:
What is the cause for braking drag?
Definition of braking drag: After the brake is released, the brake
caliper still has the incomplete disengagement malfunction so that
the brake caliper still transmits partial braking torque under the nonbraked
state.
Section V Cause Judgment and Troubleshooting
for Common Malfunctions of Brake System
RELIABILITY 436 IN ACTION
braked Judgment thinking:
. Air content in brake system.
. Check the front and rear axles for locking.
. Malfunction of brake caliper.
. Malfunction of brake valve.
. Malfunction of booster pump.
Case 2
Malfunction Symptom:
What is the cause for brake fluid leakage of booster pump?
Judgment thinking:
. Firstly observe the leakage portion of the brake fluid and determine
the internal leakage or external leakage.
. Damage or internal leakage of push rod guide seal if the brake fluid
leaks from the booster cylinder breather or its joint.
. Damage or external leakage of seal ring if the brake fluid leaks from
RELIABILITY 437 IN ACTION
the joint between pump body and end cap.
. Damage or external leakage of seal ring if the brake fluid leaks from
the joint between reservoir and end cap.
. The brake fluid returns from high pressure chamber to low pressure
chamber due to fluid permeation at reservoir port or damage of
brake pump oil seal.
. The damaged sealing seat of push rod seat will cause external fluid
permeation of the reservoir.
Case 3
Malfunction Symptom:
What is the cause for braking squeal of the brake, which is
generally accompanied with brake heating?
Judgment thinking:
. Firstly observe which brake caliper portion has the squeal.
. Loose connecting bolts between brake caliper and drive
axle and collision or wear between friction pair.
RELIABILITY 438 IN ACTION
. Inclusion of hard object between brake lining and brake
disc.
. Material problem of brake plate and brake disc.
Case 4
Malfunction Symptom:
What is the cause for braking off-tracking of the loader?
Judgment thinking:
. The direct cause for off-tracking is the unequal braking torque
between left and right wheels.
. The brake caliper of the wheel on one side is blocked against
disengagement during the travelling, This is commonly caused by
RELIABILITY 439 IN ACTION
the damaged rectangular seal ring of the brake caliper, which is
functioned for return purpose.
. When the brake pedal is depressed, the brake caliper on one side
is braked and, due to internal leakage, blockage of oil line, or
rusting of brake caliper piston, the brake fluid can t enter into
the brake caliper on the other side to cause unequal braking
torque and off-tracking.
Case 5
Malfunction Symptom:
What is the cause for sudden unavailable braking during traveling of the loader?
How to take emergency measures?
Judgment thinking:
If the unavailable braking occurs suddenly when the air pressure within the air
reservoir or the oil amount in the reservoir of brake master pump are within
specified ranges, check for the following causes:
. The lip of air chamber rubber ring of the booster pump is reversed or damaged
suddenly so that the compressed air permeates into the low pressure chamber
RELIABILITY 440 IN ACTION
through seals.
. The lip of rubber cup of brake master pump is reversed or damaged suddenly so
that the brake fluid of high pressure chamber permeates into the low pressure
chamber.
. The piston assembly of the air brake valve is suddenly blocked so that the int
ake
valve core can't be moved downward effectively to open the intake port.
. Under emergency conditions, in event of sudden unavailable braking ,
immediately lower level the bucket onto the ground and apply pressure
downward or brake by shifting to reverse gear.
Case 6
Malfunction Symptom:
What is the cause for rise failure of brake pressure?
Judgment thinking:
. Pipeline malfunction.
. Oil-water separator malfunction.
. Brake valve malfunction.
. Air compressor malfunction.
RELIABILITY 441 IN ACTION
1. Refrigeration principle
III. Working principle of A/C system
Cool air
Low pressure and low
temperature mist
refrigerant
Low pressure and low temperature gas
Thermal sensing cylinder
Evaporator
Low pressure and low
temperature fluid
Fan motor
Expansion valve
Fluid refrigerant
Cool air
Composition and working principle of A/C system
RELIABILITY 445 IN ACTION
Air within body
compartment
Compressor
Hot air
Front cool air
Condenser
Low pressure side
service valve High pressure side service valve
High pressure and high
temperature gas
Engine cooling fan
Fluid reservoir
Moderate temperature
and high pressure fluid
Fluid reservoir tube
Desiccant (bagged)
Filter screen
A. Refrigeration
. Start the engine.
. Turn on the fan speed and power switch and rotate the fan speed to
maximum speed.
. Turn on the temperature control switch to maximum position (the
working indicator lamp lights up).
. The A/C system starts the refrigeration. After the temperature is
appropriate, rotate the temperature control switch backward, till the
indicator lamp goes out.
. Adjust the fan speed switch (There are three speeds. When the
temperature is appropriate, adjust the fan speed to medium or low
speed.
. Adjust the direction of air outlets.
RELIABILITY 450 IN ACTION
B. Heating
. Start the engine.
. Open the water line valve.
. Turn on the power switch.
. Adjust the fan speed
switch.
Caution:
Close the heating water valve
during refrigeration in
summer.
Close the refrigeration
temperature control switch
during heating in winter.
The service life of loader s A/C system depends on the normal maintenance by the
user to a great extent.
I. Daily maintenance of A/C system
a) Check and clean the A/C condenser. Ensure that the radiator fins are clean wi
thout
any blockage material. Use cool water or compressed air, instead of hot water or
hot steam, for the cleaning.
b) Check the refrigerant amount in the refrigeration system, namely observe the
sightglass of the fluid reservoir. Normally, there is free of air bubble in the
sightglass
and there is a small amount of air bubble at the speed change of the engine.
c) Check the tension of the compressor drive belt.
Section II Maintenance of A/C System
RELIABILITY 451 IN ACTION
d) Check the hoses for normal appearance and secure connecters.
e) Check the power wires of refrigeration system for secure connections and pres
ence
of open-circuit and short-circuit.
Caution:
Periodically check and maintain the pipelines and other devices, no matter the A
/C
system is used or not.
If the A/C system is not used for several months, run the A/C system for approxi
mate
10min once a month to help the normal running of the system.
In winter, make sure to add antifreeze to the heater system to prevent the froze
n
cracking of the core.
I. Repair notices
1. The operator shall pass the training of automotive A/C basic knowledge
and safety knowledge.
2. The working environment shall be clean and moisture proof to prevent
the ingress of dirt and water content into the circuits. Avoid the working
under rainy weathers.
3. The A/C parts for repair or replacement shall use the parts of same
models manufactured by same manufacturer and mixed use is absolutely
prohibited. Check by self to ensure that the replacement parts meet all
Section III Common Malfunctions and Troubleshooting of A/C
RELIABILITY 453 IN ACTION
technical requirements, without any scratch or damage, and shall be good
sealed with dry and clean insides.
4. Guard against the dust and water during the entire repair process to
prevent the ingress of dirt and water into the system.
5. While connecting the connectors, check the seal ring for intactness. Apply
an appropriate amount of refrigerant oil (model: SUNISO 5GS for fluoro
rubber and SUNISO PAG for non-fluoro rubber) to the O-rings to prevent
the damage of O-rings. After the application of refrigerant oil, insert the
guide part to the dead end and then tighten the nuts to specified torque.
6. While tightening or loosening the nuts, use two wrenches. Clamp the
connector with one wrench and tighten the nut with another wrench and finally
tighten to specified torque with torque wrench. During the operations, tighten
to specified torque. While assembling the pipe connectors, tighten to specified
tightening torques, as listed in the table below:
Thread size Tightening torque
5/8-18UNF, M161.5 16~20N.m
3/4-16UNF, M221.5 20~25N.m
7/8-14UNF, M241.5 30~35N.m
RELIABILITY 454 IN ACTION
7. The arrangement of pipelines and harnesses shall keep away from the heat
source and rotating parts, in order to prevent wear and burst. The pipelines
shall not be too tight. Both ends of the hoses shall be fixed by hoops, with the
middle part fixed with pipe clamps. The harnesses shall be bundled by cable
ties.
8. While installing the hoses, pay attention to the minimum bending radius, in
order to prevent the sharp bends from causing bent pipeline and ensure the
appropriate orientation and non-obstructed pipelines.
9. During the repair, pay attention to protect the electric connectors to preven
t
collision. The electric circuits shall be correctly, reliably, and securely conn
ected.
III. No refrigeration
Phenomenon Cause Measure
Normal functioning of evaporator fan and
working failure of compressor
1. Skid of compressor clutch Repair or replace
2. Falloff of wires Check and reconnect
3. Breakage of belt Replace
4. Activation of pressure switch
a. Excessive leakage of refrigerant Find out leaks and add
refrigerant
b. Excessive filling of refrigerant Replace damaged parts
c. Damage of switch Replace damaged parts
5. Damage of thermostat.
Normal functioning of evaporator fan and
1. Excessive leakage of refrigerant Find out leaks and add
refrigerant
RELIABILITY 458 IN ACTION
working of compressor 2. Excessive filling of refrigerant Drain as appropriate
3. Damage of compressor Repair or replace
No rotation of evaporator fan and working
failure of compressor
1. Malfunction of input power supply
a. Poor contact of grounding wire Check and repair
b. Burnout of fuse Check and replace
c. Damage of power switch Check and replace
No rotation of evaporator fan and working
of compressor
1. Damage of fan Replace
2. Burnout of fuse Replace
3. Damage of fan speed switch Replace
4. Damage of speed regulation resistor Replace
Excessive leakage of
refrigerant . Find out leaks
and add refrigerant
Damage of compressor clutch
. Repair or replace
Damage of compressor .
Repair or replace
Falloff of wires .
Check and connect
Breakage of belt
. Replace
Damage of pressure switch
. Replace damaged parts
Damage of
evaporator fan .
Replace
III. No refrigeration
RELIABILITY 459 IN ACTION
Damage of
thermostat .
Replace
Burnout of fuse .
Check and replace
Poor contact of grounding
wire . Check and repair
Damage of power
switch . Check and
replace
Damage of fan
speed switch .
Replace
Damage of speed
regulation resistor
. Replace
Circuit
3 4
1.... 2....
3....(LO)
4....(HI)
A
B C
V. Filling of Refrigerant
1. Low pressure gauge
2. High pressure gauge
3. Low pressure valve (LO)
4. High pressure valve (HI)
RELIABILITY 462 IN ACTION
1. Vacuumization
Close the high pressure valve (HI) and low pressure valve (LO) of the pipeline p
ressure
tester, remove the plastic cap from the filling joint valve of the compressor, a
nd
connect the port B of pipeline pressure tester to joint valve on low pressure side
and port C to joint valve on high pressure side. Connect the port A of central
filling hose to vacuum pump. Open the low pressure valve and high pressure valve
of
pipeline pressure tester and the valve on vacuum pump and run the vacuum pump fo
r
approximate 15min, till the reading of the low pressure gauge is -0.1MPa.
At completion of vacuumization, close the high pressure valve (HI) and low
pressure valve (LO) of pipeline pressure tester, wait for 5min, and ensure that
the reading of the low pressure gauge is free of change, which indicates that
the system is free of leakage (or it indicates the presence of leakage and the
leak test and repair shall be conducted). Open the manual valve and
continue the vacuumization for approximate 15min. Caution: Under humid
weathers, appropriately prolong the vacuumization time as per the humidity
condition of the weather, in order to ensure the vacuum requirement.
2. Leak test
Close the manual high pressure and low pressure valves, the reading of
pressure gauge shall stable, which indicates that the system is free of
RELIABILITY 463 IN ACTION
leakage. If the reading of pressure gauge is unstable, it indicates the
presence of leakage and the leak test and repair shall be conducted. If the
reading is stable, turn on the manual valve and continue the vacuumization
for 15~20min.
Caution:
The vacuumization time must be as per the requirement, in order to
ensure that the water content in the system is sufficiently bled.
Repeat the vacuumization under humid weathers.
A Drain refrigerant
B Start drainage
Brief for filling procedure of refrigerant
D Check after 5-10min
C Stop drainage (-710mmHg)
E Bleed air (-750 ~ -760mmHg)
J Check and correct
pipeline
Pressure drop
Normal
RELIABILITY 466 IN ACTION
G Check air-tightness
F Add refrigerant (appr. 200g)
I Operation checking
H Fill refrigerant
Abnormal
Normal
Specified amount
Carefully check the A/C pipelines for presence of leakage by leak tester.
Check the filling amount of refrigerant: Start the engine, open all doors, rotat
e the
A/C switch to position ON , and rotate the fan speed switch to MAX and
temperature control knob to COOL . Maintain the compressor speed at
approximate 1,800rpm. Based on the flow of refrigerant, visually observe the fil
ling
amount of refrigerant via sightglass. Disassemble the pipes of pressure tester.
Pay
attention to disassemble the pipes rapidly to prevent the excessive outflow of
refrigerant and wear gloves during disassembly to prevent cold injuries.
Refrigerant
RELIABILITY 467 IN ACTION
.......
.......
amount State of refrigerant via sightglass
Excessive The reading of low pressure gauge is above 0.2MPa,
with presence of occasional air bubble or no air bubble.
Appropriate
amount
The reading of low pressure gauge is 0.15~0.2MPa, with
presence of a small amount of air bubble.
Insufficient The reading of low pressure gauge is below 0.1MPa,
with presence of continual air bubble. sightglass Excessive or Appropriate
no refrigerant
Insufficient
V. Safety precautions
1. Operator shall wear the protective goggles and gloves to guard against the co
ld injuries
by sprayed fluid refrigerant.
2. Use the refrigerant model specified by the manufacturer and never use mixed r
efrigerant.
The filling amount of refrigerant shall be filled as per the specified requireme
nts of the
A/C operation manual of specific manufacturer, without any insufficient or exces
sive
filling.
3. Make sure to keep away from open fire during operations, in order to prevent
the
occurrence of accidents.
4. It s absolutely prohibited to fill the refrigerant under rainy weathers.
5. While filling with large cylinder, it s prohibited to overturn or tilt the cyli
nder, in order to
prevent the residues within the cylinder from flowing into the A/C system and ca
using
RELIABILITY 468 IN ACTION
blockage.
6. It s prohibited to fill the fluid refrigerant from the low pressure side while
the
compressor is running, or it will lead to liquid impact and damage the compresso
r and
under worse cases cause personal injuries. While the compressor is running, only
fill the
gas refrigerant from the low pressure side.
7. While filling the refrigerant under extremely low environment temperature, fo
llowing the
continual outflow of refrigerant from the cylinder, the pressure and temperature
within
the cylinder will drop, which will lead to over-long filling time. If the heatin
g with hot
water is adopted to improve the efficiency, the temperature of hot water shall n
ot exceed
49C.
8. While filling gas refrigerant from the low pressure side when the engine is r
unning, pay
attention to keep the high pressure valve under closed state.
9. To fill the refrigerant under low temperature condition (the environment temp
erature is
less than 18C), firstly turn on the heating system and close the cab doors. Start
the filling
of refrigerant after the temperature within cab is above 18C.
10. As the readings of the high pressure and low pressure gauges during filling
are subject to
the influence of the environment temperature, to ensure the normal system pressu
re
during the working of A/C, please refer to the Table 1 for the readings of the h
igh pressure
and low pressure gauges under different environment temperatures.
Environment
temperature (outside
Reading of
high pressure Reading of low
Table 1 Approximate range for readings of pressure
gauges
Unit name and symbol Conversion relation
Table 2 Conversion among different pressure
units for high pressure and low pressure gauges
RELIABILITY 469 IN ACTION
temperature)
gauge
pressure gauge
C MPa MPa
20 1.20.2 0.150.02
25 1.40.2 0.180.02
30 1.60.2 0.200.02
35 1.80.2 0.220.02
40 2.00.2 0.250.02
Condition: While filling the R134a refrigerant, the compressor speed
is 2,000rpm, the fan speed is at MAX , and the humidity is
moderate.
Psi - British pressure unit
(pound/in2) 1 Kg/cm2=14.22 psi
inHg - British vacuum
pressure unit (in.mmHg) 1 inHg=25.4 mmHg
Bar - Metric pressure unit
(bar, dyne/cm2) 1 Kg/cm2=0.98 bar
Pa - Metric pressure unit
(Pascal, N/m2) 1 Kg/cm2=0.98105 Pa
1. Low voltage:
The rated voltage for electric system of the LG958L loader is 24V powered by two
12 batteries in series connection.
2. DC
The diesel engine is started by the starter motor. The starter motor is a DC ser
ies
excitation motor that must be powered by battery. Therefore, the DC current must
be used to charge the battery, which determines that the electric system of the
loader is a DC system.
3. Single-wire system
II. Characteristics of Electric System of LG958L Loader
RELIABILITY 474 IN ACTION
All electric devices are in series connection, namely only one wire is connected
from the positive post of power supply to the switch and the electric devices an
d
the metal bodies such as the loader frame, diesel engine block, transmission, an
d
torque converter are functioned as the public grounding wire . When the
single-wire system is adopted, the wire that connected to the metal body is
referred to as grounding wire . The connection between the negative post of
battery and metal body (such as frame) is referred to as negative grounding
and the connection between positive post and metal body is referred to as
positive grounding .
Every complete circuit is composed of power supply, fuse, switch, control device
,
electric device, and wires. The flow direction of the current must start from th
e
positive post of power supply, reach the electric device through fuse, switch,
control device, and wires, and then return to negative post of power supply
through wire (or grounding wire) to form the circuit. Therefore, there are three
thoughts for reading the electric circuits:
Thought 1: Along the flow direction of the circuit current, start from the posit
ive
post of the power supply, check the electric device, switch, and control device,
and return to negative post of power supply.
Thought 2: Against the flow direction of circuit diagram, start from negative po
st
of power supply (earthing) and return to positive post of power supply through
IV. Circuit Principles to be Borne in Mind
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electric device, switch, and control device.
Thought 3: Start from electric device, check the control switch, wires, and cont
rol
unit, and finally reach the positive post of power supply and grounding wire (or
negative post of power supply).
During the actual application, choose different thoughts depending on specific
circuit. However, please pay attention to this point that, following the extensi
ve
application of the electric control technology, most of the electric device circ
uits
incorporate the main circuit and control circuit. Therefore, both circuits shall
be
taken into consideration while reading the diagram.
1 Green 2
Black 3
Light yellow 4 Battery cap 5
window 6 Optic charge indicator 7
Green small ball
2. Structure and color change of charge indicator
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Figure 10-1 Structure and color of charge indicator
Color of charge
indicator Electric quantity
The electric quantity is above 65% and the
battery is normal
The electric quantity is less than 65% and the
charging is required.
The battery is over-charged and shall be
replaced with new one.
Observation
The electric quantity of the battery can be understood via the color change of
charge indicator (also referred to as charge indication densimeter). Green
Normal, black
to be charged, light-up (or white) depleted.
When the machine can t be started, firstly please check the electric quantity of
the battery and check the battery cables for reliable connections.
Caution: While frequently checking the battery cable connections and
connecting points for reliable connections, please firstly disconnect the
negative post of power supply.
2. Structure and color change of charge indicator
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At the time of assembly, firstly assemble the positive post of battery and then
assemble the negative post. At the time of disassembly, firstly disassemble the
negative post and then disassemble the positive post. This is intended to
prevent the short-circuit from damaging the battery posts and wrenches.
Check method for terminal voltage of battery: Check with DC 200V measuring
range of multimeter. Connect the red probe to the output cable end of the
positive post of battery and connect the black probe to the negative post of the
battery. The reading of the multimeter is the terminal voltage of the battery
(generally at 24V~26V).
When the power switch is turned on, the 24V terminal voltage of the battery is a
pplied
onto the starter motor via the contact of starter relay. At the moment when the
electric lock is rotated to position START , two coils of the electromagnetic switc
h
of the starter motor are powered and actuated. The electromagnetic resultant for
ce
generated by above two coils drives the movement of movable contact disc so that
two contacts of the electromagnetic switch are engaged and the current is inputt
ed to
the DC motor coil from the battery for form the circuit via the housing of start
er
motor. In such case, the DC motor starts the rotation. At the same time, the iro
n core
moves to drive the shifting fork to engage the drive gear with the engine flywhe
el
gear ring. The DC motor drives the rotation of the flywheel and the engine start
is
initiated.
3. Working principle of starter motor
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During the start process (within more than 10s when the electric lock is rotated
to
position START ), the 1# wire is constantly live (24V) and the contacts 1# and 2# a
re
constantly engaged. As the contact voltage is 24V, the voltage is equal between
two
terminals of the pull-in coil and no current is flowing. In such case, the iron
core is
maintained at start status under the action of the electromagnetic force of the
holding
coil. When the driver release the electric lock key after the successful start o
f the
engine, the electric lock automatically returns to position ON and the 1# wire is
powered off immediately. Within a really short period, the flow direction of the
current
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is contact 1# - contact 2# - pull-in coil
terminal S holding coil, and grounding
. It can
be seen that the current flow direction is opposite between the holding coil and
pull-in
coil. As the magnetic fields generated are in opposite directions, the electroma
gnetic
forces applied onto the iron core are cancelled out with each other and the iron
core
returns to initial position under the action of spring force. In such case, the
contacts 1#
and 2# are disengaged, no current flows through the pull-in coil and holding coi
l, and
the driver gear resets to initial position. The starter motor stops working.
Starter switch
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Battery relay
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Back
Electric pump
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Back
Strainer
warning switch
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2. Sensors
2.1 Temperature Sensor
LG958L is fitted with two temperature sensors to monitor the torque converter oi
l
temperature and engine water temperature. The temperature sensor is equivalent t
o
a thermistor, of which the resistance is reduced along with the increasing of
temperature. (226Ohm at 26C ambient temperature and 26.4Ohm at 115C)
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Figure 10-10 Torque converter oil
temperature sensor
Figure 10-9 Exterior view of
temperature sensor
1. Schematic diagram
The schematic diagram is shown in Figure 10-15.
Section IV Automatic Resetting System of Bucket
Proximity switch (boom)
Brown Load Blue
Brown
Floating
solenoid valve
Bucket solenoid
valve
Boom solenoid
valve
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Figure 10-15: Schematic diagram for circuit of automatic resetting system
Proximity switch (bucket)
Normally closed (N.C.)
Black
Blue
Blue
Brown
Black
Black
3.2.2 Flasher relay (SG252): Three pins of the flasher are defined as below:
B power terminal, connected to wire 21#; L
Flasher signal output
terminal, connected to wire 33#; E Grounding, connected to wire
0#. During normal working, the flasher relay will issue slight
rattle sound at a frequency of approximate 50 cycles/min.
Otherwise, it can be determined that the flasher relay is damaged.
3.2.3 Warning lamp switch: The parking lamp switch controls four turn
lamps and two turn indicators on the instrument panel. When this
switch is turned on, four turn lamps and two turn indicators flash at
the same time to alert the vehicles crossing by.
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. The basic principle and the troubleshooting of system malfunction
are basic same with the headlamp circuit and are omitted herein.
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for wear.
or opencircuit.
water.
pipe is
THE END