TALLER 317 Training Manual

Service Training Linde IC Engined Truc k ruck C 80 Type 317

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This training material is only provided for your use and remains the exclusive property of Werksgruppe Flurförderzeuge und Hydraulik

LINDE AG

Ser vice Training Service

Table of Content Page

1

IC-ENGINED TR UCK C 80, IC-ENGINEDTR TRUCK 80, TYPE TYPE 317

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1 1.1 1.2 1.3 1.4 1.5 1.5.1 1.6 1.6.1 1.6.2 1.7 1.8 1.9 1.10 1.10.1 1.10.2 1.10.3 1.10.4 1.10.5 1.10.6 1.11 1.12 1.13 1.14

Diesel engine Engine specifications - C 80 Engine specifications - C 80 - option Explanation of the engine number Adjusting the valve clearance Crank assembly Checking and adjusting the alternator belt tension Cylinder head Removing the cylinder head Installing the cylinder head Installing the intake manifold Installing the turbocharger Engine timing and torque leadings Injection nozzles Injection nozzle malfunctions Removing and installing the injection nozzle with tightening nut Repairing the injection nozzles Cross section of injection nozzle Checking the injection nozzle opening pressure Checking the injection nozzle for leaks Removing and installing the fuel injection pump, version with timing pin Mechanical cold start timing advance unit (KSB) Fuel injection pump Special tools

2 2.1 2.2 2.2.1 2.2.2 2.2.2.1 2.2.2.2 2.2.2.3 2.2.3 2.2.3.1

Hydrodynamic travel drive Schematic diagram of the power train Full view of power shift transmission Power shift transmission type 13.6 HR 24315 and 12.7 HR 28337 Torque converter Purpose of the torque converter Basic design of the torque converter How a torque converter operates The power shift transmission Clutch and gear arrangement

1 1 2 3 4 5 5 6 6 6 9 9 10 11 11 11 13 13 14 14 15 19 21 22 1 1 2 3 3 3 4 5 6 7



1

IC-ENGINED TR UCK C 80, IC-ENGINEDTR TRUCK 80, TYPE TYPE 317

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1 1.1 1.2 1.3 1.4 1.5 1.5.1 1.6 1.6.1 1.6.2 1.7 1.8 1.9 1.10 1.10.1 1.10.2 1.10.3 1.10.4 1.10.5 1.10.6 1.11 1.12 1.13 1.14

Diesel engine Engine specifications - C 80 Engine specifications - C 80 - option Explanation of the engine number Adjusting the valve clearance Crank assembly Checking and adjusting the alternator belt tension Cylinder head Removing the cylinder head Installing the cylinder head Installing the intake manifold Installing the turbocharger Engine timing and torque leadings Injection nozzles Injection nozzle malfunctions Removing and installing the injection nozzle with tightening nut Repairing the injection nozzles Cross section of injection nozzle Checking the injection nozzle opening pressure Checking the injection nozzle for leaks Removing and installing the fuel injection pump, version with timing pin Mechanical cold start timing advance unit (KSB) Fuel injection pump Special tools

2 2.1 2.2 2.2.1 2.2.2 2.2.2.1 2.2.2.2 2.2.2.3 2.2.3 2.2.3.1

Hydrodynamic travel drive Schematic diagram of the power train Full view of power shift transmission Power shift transmission type 13.6 HR 24315 and 12.7 HR 28337 Torque converter Purpose of the torque converter Basic design of the torque converter How a torque converter operates The power shift transmission Clutch and gear arrangement

1 1 2 3 4 5 5 6 6 6 9 9 10 11 11 11 13 13 14 14 15 19 21 22 1 1 2 3 3 3 4 5 6 7


2


2.2.3.2 2.2.3.3 2.2.3.4 2.2.3.5 2.3 2.3.1 2.3.2 2.3.3 2.3.3.1 2.3.3.2 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.4.5.1 2.4.5.2 2.4.5.3 2.4.5.4 2.4.5.5 2.4.5.6 2.4.5.7 2.4.5.8 2.4.5.8.1 2.4.5.9 2.4.5.9.1 2.4.5.9.2 2.4.5.9.3 2.4.5.9.4 2.4.5.9.5 2.4.5.9.6 2.4.6

Oil flow in the power shift transmission Oil flow path through the range selector Transmission dump system Upshift inhibitor Troubleshooting Pressure test and connections Aids for measurements CLARK power shift transmission 24000/28000 Pressure check points on 24000 power shift transmission Pressure check points on 28000 power shift transmission Drive axle Specifications for D 81 PL 478 - NLB Axle drive settings Torques for screws and nuts Utilisation of liquid glue Assembly of wheel side Assembly of wheel hub Assembly of ring gear Assembly of the face seal Installing the spacer Installing the wheel hub Adjusting the wheel bearings Adjusting the drive shaft end play Installing the planetary housing Repairing the planetary hub Ax Axle drive Installing and adjusting the spiral bevel gear Adjusting the contact pattern Adjusting the spiral bevel gear taper roller bearing Assembly of differential Assembly of axle carrier Adjustment of contact pattern of Gleason type gear teeth Special tools

3 3.1 3.1.1

Truck body Cabin Repairing the cabin glass pane

8 12 19 19 20 20 21 22 25 26 27 28 28 29 30 32 32 32 33 38 38 39 39 40 41 43 43 44 45 46 47 48 50 1 1 1

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3

3.1.2 3.1.3 3.1.4 3.1.5

Repairing the cabin window pane (glass-to-glass) Repairing the cabin window pane with aluminium frame (sliding window) Repairing thr roof window without frame or channels Cabin installation

4 4.1 4.2 4.3 4.3.1 4.3.2 4.4 4.4.1 4.5 4.6 4.7 4.8

Series 310 steering axle Description Explanation of the steer axle number Stub axle Removing the king pin Installing and adjusting the swivel pin Wheel hub Adjusting the wheel bearing Adjusting the inner steering stop Adjusting the outer steering stop Removing and installing the steering cylinder Sealing the steering cylinder

5 5.1 5.1.1 5.1.2 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5

Braking System 1 Braking system circuit diagram 2 Description of the Hydraulic Braking System 3 Schematic Diagram of the Braking System 4 Construction of the Wet Multi-Disc Brake 10 Checking the Wear of the Lining 11 Installation of the Piston Cups 12 Installation of the Piston into the Brake Anchor Plate 13 Checking the Air gap 14 Leakage Test Specification for the Hydraulic Braking System and the Cooling Oil Compartment 15 Final Assembly 16 Parking Brake 17 Mechanical Floating Caliper Disc Brake 18 Parking Brake Assembly 19 Replacement of the Brake Lining 20 Instructions for Assembly of the Disc Brake 22 Brake Disc 25 Accumulator charging valve 27

5.2.6 5.2.7 5.2.8 5.2.9 5.2.10 5.2.11 5.2.12 5.2.13

2 3 4 5 1 1 1 2 2 3 5 6 7 8 9 10


4


5.2.13.1 5.2.13.2

Adjustment Instructions Fault remedy

28 30

6 6.1 6.2

Electrical system Electric circuit wiring diagram Relay box

1 1 10

7 7.1 7.2

Hydraulics Functional description of the hydraulic system Hydraulic diagram

8 8.1 8.2 8.3 8.3.1 8.4 8.4.1 8.5 8.5.1 8.5.2 8.5.3 8.5.4

Lift mast Installation of mast and spreader Adjusting the angle of tilt Lift cylinder Sealing the lift cylinder Tilt cylinder Sealing the tilt cylinder Spreader Valve block and hydraulic circuit diagram of spreader Circuit diagram Spreader A1 Box on Spreader A2 Box on truck

10 10.2

Miscellaneous General torques for series 317 trucks

1 2 6 1 4 6 8 9 10 11 13 14 18 23 23 1 1

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Ser vice Training Service 1

DIESEL ENGINE

1.1

ENGINE SPECIFICATIONS - C 80

Engine type Build list no. No. of cylinders Cubic capacity Stroke Power Max. torque Injection pressure Start of delivery Compression ratio Compression pressure 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

Max. adm. difference in pressure Lower idling speed Upper idling speed Rated speed Valve clearance Firing order Min. oil pressure Injection pump Soot density value (Bosch)

Perkins 1006-60 T (turbocharged) YK 36150 6 6000 cc (5985 cc) 127 mm 112 kW /152 HP at 2500 rpm 504 Nm at 1200 rpm Set/ operating pressure 250/235 bar - 6 hole nozzle 17.5° BTDC 17.25 : 1 Rating 35 bar Wear limit 21 bar 3 bar 800 rpm 2500 rpm 2300 rpm Inlet 0.20/ Exhaust 0.45 mm 1-5-3-6-2-4 2.1 bar (2500 rpm) Bosch Part No. 0 460 426 275 Schedule No. U 2643 J 633 < 2.3 (density figure)

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1.2

1


2

ENGINE SPECIFICATIONS - C 80 - OPTION

Engine type Build list no. No. of cylinders Cubic capacity Stroke Power Max. torque Injection pressure Start of delivery Compression ratio Compression pressure Max. adm. difference in pressure Lower idling speed Upper idling speed Rated speed Valve clearance Firing order Min. oil pressure Injection pump Soot density value (Bosch)

Perkins 1006-60 TW (turbocharged) YK 50692 6 6000 cc (5985 cc) 127 mm 135 kW /184 HP at 2500 rpm 636 Nm at 1500 rpm Set/ operating pressure 250/235 bar - 6 hole nozzle 17.5° BTDC 17.25 : 1 Rating 35 bar Wear limit 21 bar 3 bar 800 rpm 2500 rpm 2300 rpm Inlet 0.20/ Exhaust 0.45 mm 1-5-3-6-2-4 2.8 bar (2800 rpm) Bosch Part No. 0 460 426 267 Schedule no. U 2643 J 630 < 2.3 (density figure)

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Ser vice Training Service 1.3

EXPLANATION OF THE ENGINE NUMBER

The engine number is stamped on a plate mounted on the left side (A2). Further identification plates: - Exhaust gas plate (A3) - Part No. of fuel injection pump (A1)

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A typical engine number is YK

50692

U

676757

D Year built Engine series number Country of manufacture Build list no. Engine type = six cylinder engine Turbocharged engine (charge cooler)

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1.4

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4

ADJUSTING ADJUSTING THE VALVE CLEARANCE

The valve clearance is measured between the valve stem end and rocker arm. On a warm or cool engine the valve clearance is 0.20 mm at the inlet valves and 0.45 mm at the exhaust valves. The position of the inlet and exhaust valves are shown in the illustration 35801-03. CAUTION: CAUTION: The first cylinder is located on the water

pump side. Ignition sequence: 1 - 5 - 3 - 6 - 2 - 4

Cylinder 1

Cylinder 2

Cylinder 3

Cylinder 4

Cylinder 5

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Crankshaft position I

Crankshaft position II

I = Inlet valve E = Exhaust valve

Cylinder 6

Valve position (Exhaust valve not yet closed. Intake valve just opening.)

Not adjustable

Adjustable

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Ser vice Training Service CAUTION: When installing the rocker arm cover,

the cap nuts are screwed onto the rocker arm bearing fastening nuts. During the installation of the rocker arm cover the rocker arm bearing fastening nuts can become loose. Therefore, tighten the rocker arm bearing fastening nuts evenly and to the correct torque depending on the type of material the rocker arm holders are made of each time the rocker arm cover is removed.. 1 Cap nut torque = 20 Nm 2 Rocker arm bearing torque:

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aluminium cast iron sintered steel

40 Nm 75 Nm 75 Nm

1.5

CRANK ASSEMBLY

1.5.1

CHECKING AND ADJUSTING THE ALTERNATOR BELT TENSION

CHECKING THE BELT TENSION The condition and the tension of the V-belt should be checked at the specified service intervals. The belt should be checked for a tension of 355 N with belt tension gauge WM 26 (3). If no gauge is available, depress the belt in the centre of the longest free length with approx. 45 N and measure the deflection. The deflection with a moderate thumb pressure of about 45 N is 10 mm. ADJUSTING BELT TENSION - Loosen the mounting screws (1) and adjusting screws (2) on the adjusting bracket for the alternator. - Change the position of the alternator until the correct belt tension is achieved. - Tighten the alternator screws and adjusting bracket screws and check belt tension. - Recheck the belt tension after approx. 20 service hours.

1 5

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1 6

1.6

CYLINDER HEAD

1.6.1

REMOVING THE CYLINDER HEAD

- Unscrew the cylinder head bolts uniformly and in stages in the reverse order of the sequence given in the schematic 35801-06 (32 to 1). - Check the cylinder head bolts for deformation of the shank (2) with a ruler (1). - Check the bolts strait edge for a visible reduction of the thread gauge in the vicinity of the bolt shank (3). - Replace deformed or elongated bolts if the inspection of the cylinder head bolt shows that they are not in order (35801-07). ATTENTION! Do not use a prying tool to separate

the cylinder head from the block.

1.6.2

INSTALLING THE CYLINDER HEAD

- Clean the cylinder head and the cylinder block. There should be no remnants of sealant on the sealing surfaces. - Inspect the cylinder head for distortion (35801-08). ATTENTION: The sealing surfaces of the cylinder head must be re-worked in the following cases: - Twist and distortion of the cylinder head 1 0.13 mm 2 0.25 mm 3 0.25 mm


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Ser vice Training Service - Check gauge: (A) Original cylinder head height Grind plane to max.

= 103.59 mm = 102.48 mm

Inlet valves: Original valve seat Max. valve seat

= 1.70 mm = 1.95 mm

Exhaust valves: Original valve seat Max. valve seat

= 1.80 mm = 2.05 mm

- Fit a new cylinder head gasket without any other sealant (B)

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NOTE:

Clean the tapped holes in the engine block before assembly of the cylinder head.

- Screw in two ½ UNF studs into the cylinder block (C) so that the cylinder head gasket retains the correct position when installing the cylinder head.

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- Oil the cylinder head tapholes, install bolts and torque to 110 Nm as shown in the schematic 35801-06. - Retighten the cylinder head bolts in the order given in the illustration 35801-06 and according to their length: Short bolts (S) are tightened a further 150°. Medium-sized bolts (M) are tightened a further 180°. Long bolts (L) are tightened a further 210°.

- If an angle gauge (1) is not available, mark the position of each bolt on the cylinder head at a corner (A). - Mark the correct angle of each bolt on its side (clockwise) according to its length (S, M or L). - Then tighten the bolts in the correct sequence until they are aligned with the marks on the cylinder head. NOTE:

It is not necessary to tighten the cylinder head bolts when the engine is warm or after 50 service hours.

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INSTALLING THE INTAKE MANIFOLD

NOTE:

The manifold gaskets are installed without sealant.

- Install the centre gasket (B2) so that both locating tongues (B4) point downward to the oil sump. - The two outer gaskets (B1) and (B3) are identical and can be installed either at the front or rear.

NOTE:

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The exhaust manifold can be damaged if not properly aligned and tightened.

- Install the intake and exhaust manifold. - Tighten the manifold screws step by step uniformly to 33 Nm according to the sequence in (C). NOTE:

New guide bushings (C2) are necessary if the exhaust manifold is removed and refitted.

1.8

INSTALLING THE TURBOCHARGER

- Install the gasket on the turbocharger flange. - Install the turbocharger, screw on the nuts and tighten to 44 Nm.

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1.9

1 2 3 4 5

1


10

ENGINE TIMING AND TORQUE LEADINGS

Camshaft Fuel injection pump Auxiliary power takeoff (option) Intermediate shaft Crankshaft

78 Nm 80 Nm 130 Nm 44 Nm 115 Nm

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INJECTION NOZZLES

1.10.1

INJECTION NOZZLE MALFUNCTIONS

NOTE:

Defective injection nozzles can cause the following malfunctions:

-

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1 11

Misfires Knocking in one or more cylinders Engine overheating Drop in performance Too much black smoke High fuel consumption Too much blue smoke during cold starts

CHECKING FOR A FAULTY INJECTION NOZZLE Operate the engine at fast idle speed and loosen the union nuts of the high-pressure pipe one after the other. If the engine speed remains constant after loosening a union nut, check the injection nozzle. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

1.10.2

REMOVING AND INSTALLING THE INJECTION NOZZLE WITH TIGHTENING NUT

Consumables: POWERPART atomiser thread sealant REMOVAL CAUTION CAUTION::

Take care that no dirt gets into the fuel system. Before loosening the connections, thoroughly clean the area around the connection. After the removal of a component seal the opening left open in the appropriate manner.

- Disconnect the leakage oil line at connection (2). - Remove the union nuts of the injection pipe from the injection nozzle and from the fuel injection pump. Do not bend the pipe. If necessary, remove the pipe clamps. Seal the fuel inlet with a plastic cap (1). - Slacken the threaded ring (3) and take the injection nozzle as well as the threaded ring out of the cylinder head.

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1 12


INSTALLATION - Thoroughly clean the thread of the threaded ring (3) and the thread of the cylinder head. CAUTION:

Do not allow any thread sealant to get under the threaded ring .

- Make sure that the retaining ring (4) is in the install position. Apply a string of POWERPART atomiser thread sealant 2 mm thick on the first two threads of the threaded ring. The sealant should be about 6 mm around each thread. Take care that the sealant does not come in contact with the injection nozzle holder. CAUTION CAUTION::

Remove and discard the old sealing original sealing washer (6). If the original washer remains in the hole for the

injection nozzle, the projection of the injection nozzles will be incorrect if a new sealing ring is added. - Insert a new sealing washer (6) in the hole of the cylinder head. - Position the injection nozzle and make sure that the positioning ball (7) engages correctly in the groove (5). Cautiously screw the thread of the threaded ring (3) into the thread of the cylinder head. CAUTION CAUTION::

Do not turn the threaded ring after tightening it to the specified torque as this could destroy the sealing of the sealant.

- Tighten the nut in steps and uniformly to 30 Nm. When the nut is being tightened, the injection nozzle will turn clockwise, whereas the positioning ball in the groove moves; this is acceptable. Remove any excess thread sealant. CAUTION CAUTION::

Do not tighten the union nuts of the injection pipes to more than the recommended torque.

- Remove the plastic cap (1) and install the injection pipe. Torque the union nuts (3) to 22 Nm. - Renew the sealing washer and install the leak-off pipe on the leak-off pipe connection (2). Tighten the banjo bolt to 9.5 Nm. - Operate the engine and check for leakage of fuel and air.

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Ser vice Training Service 1.10.3

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1 13

REPAIRING THE INJECTION NOZZLES

- Clamp the top part of the nozzle holder in a vice and unscrew it. - To prevent the parts from falling apart, clamp the lower part of the injection nozzle and disassemble the injection nozzle. - When disassembling the injection nozzle, take care that the individual parts are not interchanged. Torque for the top and lower part of the injection nozzle = 80 Nm

1.10.4

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1 2 3 4 5 6 7 8 9 10 11

CROSS SECTION OF INJECTION NOZZLE

Fuel inlet Fuel leak-off Threaded ring Nozzle holder (atomiser) Pressure adjustment shims Compression spring Shim (adaptor) Injection nozzle Injection nozzle tightening nut Sealing washer

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1.10.5

1 14


CHECKING THE INJECTION NOZZLE OPENING PRESSURE

WARNING! WARNING!When checking injection nozzles, take care that the fuel jet does not hit the hands as, due to

the high pressure, the fuel can penetrate the skin and cause severe injuries. - Install the injection nozzles and test gauge. - Slowly push the lever down. Read the pressure at the start of ejection. Correct the pressure, if necessary, by exchanging the adjusting discs. Desired pressure Original injection nozzles 245 ... 250 bar Test pressure 250 bar Thicker disc = increases the ejecting pressure Thinner disc = lowers the ejecting pressure Increasing the pre-load by 0.05 mm increases the ejecting pressure by approx. 5 bar NOTE:

1.10.6

When repairing injection nozzles, set the ejecting pressure to the original value and look for a uniform fuel jet during the check.

CHECKING THE INJECTION NOZZLE FOR LEAKS

- Slowly push the lever down and apply approx. 250 bar pressure for 10 - 15 seconds. No fuel should be ejected from the nozzle openings during this time.

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Never loosen the nut (A6) on the fuel injection pump shaft. The fuel injection pump hub is mounted on the shaft in the factory in order to ensure that the fuel injection pump is in the correct timing position. A removal of the hub would require the hub to be remounted exactly on the pump with special tools.

The hub (A2) is permanently mounted on the drive shaft by the pump manufacturer so that the start of delivery can be set exactly during the course of maintenance services. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

1 15

REMOVING AND INSTALLING THE FUEL INJECTION PUMP, VERSION WITH TIMING PIN

GENERAL DESCRIPTION CAUTION:

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To prevent the incorrect adjustment of the engine timing due to the fuel injection pump being turned, the mounting flange is provided with holes instead of slots. The exact adjustment of the pump on the engine is performed with a timing pin (C5) used to align the fuel injection pump gear (C3) and the hub (C1)/(A3) on a hole in the pump housing (C2). The gear is slid over the pin and screwed to the hub. CAUTION: New fuel injection pumps are possibly delivered with a blocked pump drive shaft. The shaft may only be turned if the spacer (B3) is installed under the setscrew (B2).

The fuel injection pump has a setscrew (A4)/ (B2) and a spacer (B3). The setscrew prevents the drive shaft from turning. There is an O-ring (B1) in a groove in the pump flange. The O-ring is installed instead of a gasket between the fuel injection pump flange and the timing housing.

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1 16


REMOVAL - Disconnect the battery before dismantling the fuel injection pump from the engine. - Crank the engine to TDC of the compression cycle of cylinder 1. CAUTION:

When loosening the union nuts at the fuel injection lines, secure the pump outlets with a second spanner to prevent them from twisting.

- Disconnect the lines, Bowden cables and leads for the cold start advance unit and the electric shutoff device from the fuel injection pump. - Drain the coolant and remove the coolant hoses. - Remove the water pump. - Remove the four screws (A1) with special tool (A2), Part No. 27610122, and take the fuel injection pump gear from the fuel injection pump hub. - Remove the nuts (B1) at the fuel injection pump flange and take off the fuel injection pump. NOTE NOTE::

CAUTION:

Use special tool 21825608 to loosen the bottom M8 nut at the fuel injection pump flange.

When loosening the union nuts at the fuel injection lines, secure the pump outlets with a second spanner to prevent them from twisting.

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Ser vice Training Service INSTALLATION CAUTION:

Before the pump can be installed, the engine must be cranked to TDC of the compression cycle of cylinder 1. The pump drive shaft may only be rotated if the spacer (A3) under the fastening screw (A2) is installed. Turning the drive shaft with a tightened setscrew would damage the drive shaft.

- Inspect the O-ring (A1) in the pump flange and install a new O-ring, if necessary. - Apply a light film of clean engine oil to the O-ring and place the fuel injection pump on the timing housing.

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- Position the fuel injection pump on the three studs and screw on the flange nuts. - Install the supporting mount screw and nut. Fit the supporting mount without tightening it. - Torque the flange nuts at the fuel injection pump to 28 Nm. - Position the fuel injection pump gear on the fuel injection pump hub. Place the injection pump gear screws (C4) in the centre of the elongated holes so that any backlash can be eliminated. Tighten the screws finger-tight. NOTE:

The fuel injection pump gear can only be installed in one position. The letters C and M are on the face of the gear.

- Insert the timing pin (C5) through the cutout (C3) in the fuel injection pump gear and the cutout in the hub (B2) until it can be pushed completely into the hole (B3) in the fuel injection pump housing. If the timing pin can not be pushed into the pump housing, check if the engine has been properly rotated to TDC of cylinder 1.

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- During installation carefully turn the gear anti-clockwise by hand until the backlash between the intermediate gear and the fuel injection pump gear is eliminated. Do not rotate the crankshaft or the fuel injection pump shaft. Tighten the screws at the fuel injection pump gear to 28 Nm. - Withdraw the timing pin. - Install the coolant pump. - Connect all lines. Fit the throttle linkage to the fuel injection pump. Connect the Bowden cables and leads to the cold start timing advance unit and install the electric shutoff device on the fuel injection pump. During the installation of the fuel injection lines, secure the pump outlet fitting with an open-end spanner to prevent the lines from twisting and torque the union nuts to 22 Nm. - Reconnect the battery. - Eliminate any air in the fuel system. - Install the rocker arm cover. - Operate the engine and check for leaks. After the engine has reached its normal operating temperature, check if the idling and stall speeds are as specified.

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1 19

MECHANICAL COLD START TIMING ADVANCE UNIT (KSB)

1 2 3 4 5 6

Clamp Bowden cable Stop Leg spring KSB adjustment lever Expansion element (depending on coolant temperature) 7 Lever 8 Adjustment window 9 Ball end

10 11 12 13 14 15 16 17 18

Slot Pump housing Roller race Rollers Injection timing piston Pin Sliding block injection timing spring Shaft

CONSTRUCTION The cold start timing advance unit is mounted on the pump housing (11). The stop lever (5) is connected via shaft (18) with the inner lever (7) which has an eccentric ball end (9) engaging in the roller race (12). The initial position of the stop lever is determined by the stop (3) and the leg spring (4). The Bowden cable (2) is fastened to the top end of the stop lever, making a connection to the automatic regulator (expansion element (6)). The actuating force on the cable causes the stop lever (5), the shaft (18) and the inner lever (7) to turn with ball end (9). This rotation changes the position of the roller race (12) and the start of fuel delivery is advanced. The ball end is engaged in a slot (10) in the roller race so that the injection control plunger (14) can only move the roller race further in the direction of "advance injection" when a specific speed is reached.

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1 20


OPERATION When the coolant temperature is below 50 °C, the start of injection is advanced automatically by about 7 degrees. This improves the cold start characteristics of the engine at low ambient temperatures and prevents the formation of white smoke. When the coolant temperature goes over 50 °C, a temperature sensor is activated and the expansion element is supplied with power. The cold start timing advance unit now sets the start of delivery to the specified desired value. For this reason the cold start timing advance unit must be in operation for the adjustment of the injection pump, otherwise the injection timing will be incorrect (refer to "Checking and adjusting the injection pump start of delivery"). Adjustment instructions for cold start timing advance unit - Apply 24 V to the expansion element (6) and wait approx. 2 - 3 minutes until the Bowden cable (2) has moved out. - Push the lever (5) against the stop (3). - Move the clamp (1 ) snugly against the lever (5) and tighten it. - Remove the power from the expansion element. The lever must move to the rear. NOTE:

When the engine temperature reaches approx. 50 °C, the expansion element is supplied with power via a temperature switch.

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1 21

FUEL INJECTION PUMP

REMOVAL - Disconnect the fuel lines from the fuel injection pump. - Loosen the four fastening screws (3) and remove the fuel injection pump along with both lock washers. In some cases the fuel injection pump may be difficult to remove. In this case turn the crankshaft until the cam on the camshaft disengages the fuel pump rocker arm.

INSTALLATION

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- Before installing the fuel pump make sure that the cam on the camshaft is in the minimum fuel position. - Clean the mating surfaces on the fuel pump and the cylinder block. - Install the fuel pump (using a new gasket) with the lock washers (2) and tighten the four fastening screws (3) to 22 Nm. - Connect the two fuel lines. - Loosen the vent screw on top of the fuel filter. - Operate the priming lever (1) on the fuel pump to eliminate any air between the fuel pump and filter. Fuel free from air must come from the vent point. - Tighten the vent screw. - Start the engine and check for fuel and air leaks.

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1.14

1


22

SPECIAL TOOLS

Part Number

Description

000 941 87 24

Gauge for tightening the cylinder head (1/2" socket)

000 941 91 08

Timing pin for fuel injection pump, Ø 9.5 mm

276 10 122

Torx key for fuel injection pump gear

218 25 608

Special spanner for fuel injection pump flange 87 25

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Section Page


2 1

HYDR OD YNAMIC TRA VEL DRIVE HYDROD ODYNAMIC TRAVEL

The drive is designed as one unit consisting of the following components: - Perkins 1006-60 T or 1006-60 TW direct injection diesel engine - torque converter - 3-speed power shift transmission 13.6 HR 24315 or 12.7 HR 28337 with a hydraulic pump mounted for the working and steering hydraulics - universal propshaft - drive axle type D 81 NLB with differential and planetary hub reduction gears

2.1

SCHEMATIC DIAGRAM OF THE POWER TRAIN

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1 2 3 4 5

Hydraulic pump 23 cm³/rev, braking system Perkins engine Torque converter Working hydraulics pump 44 cc/rot. Steering pump and working hydraulics pump 44 cc/rot. 6 Power shift transmission

7 8 9 10 11 12

Universal propshaft Parking disc brake Drive axle Planetary hub reduction gear Disc brake Drive wheels

Section Page

2.2

2 2


FULL VIEW OF POWER POWER SHIFT TRANSMISSION

13.6HR24315

12.7HR28337

1 2 3 4 5

Oil pump Oil filter Oil dipstick Control valve Solenoid valve

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Section Page


2 3

POWER SHIFT TRANSMISSION TYPE 13.6 HR 24315 AND 12.7 12.7 HR 28337

The transmission assembly consists of the torque converter and the power shift transmission. It is mounted directly to the engine as a unit. EXPLANATION OF THE TRANSMISSION NUMBER 12.7 HR

28

3

3

7

xx Identification number Transmission ratio Basic design (long, short) Number of gears Model Type of transmission Diameter of converter in inches, e.g. 12" = 304 mm Torque factor = 7

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

2.2.2

TORQUE CONVERTER

2.2.2.1

PURPOSE OF THE TORQUE CONVERTER

A torque converter is a device for transmitting power and motion from an engine to a transmission using hydraulic oil. There are only two types of systems that transmit energy hydraulically. 1

Hydrostatic

2

Hydrodynamic

Hydrodynamic systems are based on the principle that a fluid in motion exerts power. The torque converter works on the same principle as a hydraulic clutch, but it employs an additional element called a stator. With the stator, the converter can multiply the torque at a ratio of 1:3. If the torque of an engine is 100 kN, for example, the converter can multiply the torque to 300 kN through the stator.

Section Page

2.2.2.2

2


4

BASIC DESIGN OF THE TORQUE CONVERTER

The torque converter is a closed and sealed unit, filled with oil from the transmission. It transmits the rotational power from the engine to the transmission and can multiply the engine's torque to provide a smooth takeup of power without the need for foot-operated clutches. The torque converter consists of the following components:

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1 2 3 4

Pump drive flange Front cover Stator shaft Impeller

5 6 7 8

Stator Turbine Transmission input shaft Drive housing

The drive housing (8) driven by the engine is connected directly to the impeller (4) which transmits the engine's rotational power to the torque converter components. The turbine (6), which is the driven member of the torque converter, is connected to the transmission input shaft (7) and transmits the drive to the transmission components. The stator (5) is connected to the transmission casing through the stator shaft (3). The stator (5) is fixed and cannot rotate.

Ser vice Training Service 2.2.2.3

Section Page

2 5

HOW A TORQUE CONVERTER OPERATES

When the engine is running, it drives the housing (8) and the impeller (4). The impeller blades drive the oil inside the unit and apply force to the oil. The oil is passed centrifugally to the turbine (6), the force in the oil is transmitted to the turbine, which rotates in engine direction, driving the transmission. Oil returning to the impeller from the turbine must strike against the blades of the stator (5). The stator blades are curved to direct the oil to move in the direction that the impeller (4) is turning. In this way the force remaining in the oil is not dissipated against the impeller, but instead is complemented and increased by the impeller in its next rotation to the turbine (6). The engine torque is then multiplied by the ever increasing speed and force of the oil. As the turbine speed approaches that of the impeller (5), the oil cannot be further accelerated, therefore the effective torque multiplication is reduced. Torque multiplication is at its highest when the engine and the impeller (4) are rotating at a low speed. Torque multiplication reduces as the turbine speed increases. The torque converter is most efficient during take-up of power and acceleration.

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Section Page

2.2.3

2 6


THE POWER SHIFT TRANSMISSION

The transmission consists of a torque converter and a multi-speed transmission. It is mounted directly to the engine. A control valve mounted on the side of the transmission casing is used to divert pressurised oil to the selected direction of travel and speed clutches. The power flow in the transmission can be interrupted with the inching dump switch. The speed and directional clutch groups are located inside the transmission casing. They are connected to the output shaft of the torque converter directly through the gears. The purpose of these clutches is to direct the flow of power through the transmission at the selected speed and in the selected direction of travel. With the engine running, the torque converter charging pump draws oil from the transmission pump through the removable suction screen and directs it though the pressure regulating valve and oil filter. The pressure regulating valve maintains the pressure supply to the transmission control valve for the operation of the directional and speed clutches. Only a small quantity of oil from the total system is required for this. The pressure regulating valve consists of a hardened spool sliding in a bore with a tight fit. To keep the valve in the closed position, the spool is spring-loaded. After a certain pressure is reached, the spool pushes against the pressure of the spring until a passage is opened at the side of the bore. This cycle ensures the correct pressure in the system. The remaining oil flow is directed through the torque converter to the oil cooler and returns to the transmission through the pressurised lubrication system. Oil entering the converter casing is directed through the stator support shaft to the converter impeller and turbine. At the passageway between the turbine shaft and stator shaft, the oil flows out of the converter into the oil cooler. Oil leaving the oil cooler is returned to the transmission. It then flows through a number of pipes and drilled passageways and so lubricates the transmission bearings and clutches before it finally returns to the transmission oil sump.

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Section Page


CLUTCH AND GEAR ARRANGEMENT

24000 SERIES 3-SPEED TRANSMISSION

Forward 1st gear 2nd gear Output ReInput

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Reverse

3rd gear

28000 SERIES 3-SPEED TRANSMISSION

3rd gear Reverse

Input

1st gear

Output

2nd gear Forward

2 7

Section Page

2.2.3.2

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 A B C D

2


8

OIL FLOW IN THE POWER SHIFT TRANSMISSION

Series

24000

28000

Suction filter Oil pump Oil filter with bypass valve Pressure control valve Pressure relief valve Torque converter Oil cooler Lubrication system Transmission oil sump Forward modulation valve Reverse modulation valve Forward spool 1st and 2nd gear spool Forward clutch 3rd gear clutch Reverse clutch 2nd gear clutch 1st gear clutch Reverse spool 3rd gear spool

Metal 75 L/min at 2000 rpm 20 microns - 1.6 bar 16 - 19 bar 9.5 - 12 bar diam. 330 mm

Metal 75 L/min at 2000 rpm 20 microns - 1.7 - 2 bar 16.5 - 20.7 bar 8.9 - 11.7 bar diam. 330 mm

Forward solenoid valve Reverse solenoid valve 2nd gear solenoid valve 1st gear solenoid valve (in conjunction with solenoid valve C)

3 SPPED DIAGRAM Forward 1

2

Reverse 3

B A

X

X

C

X

X

D

X

Neutral

1

2

3

X

X

X

X

X

1

2

X

X

X

X = clutches pressurised

X

X

3

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Service Training HYDRAULIC CIRCUIT DIAGRAM SERIES 31

Service Training R SHIFT TRANSMISSION 28000


To transmission lubrication

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1 2 3 4 5 6 7 8

Cooler Control valve Filter Pump Suction filter Pressure control valve Pressure relief valve Torque converter

Section Page

2 11

Section Page

2.2.3.3

2 12


OIL FLOW PATH PATH THROUGH THE RANGE SELECTOR

NEUTRAL Directional lever is in neutral, 2nd gear solenoid is energized. Oil flows from the transmission pump through the pressure regulator valve to the range selector. Oil at regulated pressure is delivered to the supply port in the range selector to all the solenoid valves and to the 2nd gear clutch. As oil cannot reach either directional clutch, the unit is in neutral and no drive exists. The electronic selection equipment gives indication of the machine's status. In neutral, the LED N illuminates red to show the unit is in neutral. LED 2 is also red. LED 8 will be green, indicating that self-diagnosis is continuing.

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Feed

F = Forward R = Reverse

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2 13

FORWARD, 2ND GEAR When the travel direction lever is operated, the 2nd gear solenoid remains energised; only the forward solenoid is energised in addition. The 2nd gear LED is illuminated green. As soon as the truck starts, LED 8 extinguishes. If the truck is not driving over 7.5 km/h, the transmission remains in 2nd gear until this speed is reached. Then the EGS automatically shifts into 3rd gear. The energised forward solenoid (A) operates the forward spool (12) and pressure oil goes to the forward clutch (14). The 2nd gear solenoid (C) operates the 3rd gear spool (20) and pressure oil goes through the 1st and 2nd gear spool (13) to the 2nd gear clutch (17) so that the truck drives in 2nd gear.

To Forward Clutch 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

To 2nd Gear Clutch

Section Page

2 14


FORWARD, 1ST GEAR When the travel direction lever is shifted to the forward position and the lever button is turned back and released, the forward forw ard solenoids for 1 st and 2nd gear are energised when truck speed is below 3.5 3. 5 km/h. If forward is selected, LED N is extinguished and LED 1 is illuminated green. The forward clutch remains engaged. The Th e solenoids for 1st gear (D) and 2nd gear (C) operate the 3rd gear spool (20) and pressure oil goes to the 1st gear clutch (18) via the spool (13) for 1st and 2nd gear. The pressure of the 3rd gear clutch and 2nd gear clutch is relieved to the tank. t ank. The truck drives forward in 1st gear. As soon as the truck starts up, LED 8 is extinguished, indicating that the speed sensor signal in the transmission was received.

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

To Forward Clutch

To 1st Gear Clutch

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2 15

FORWARD, 3RD GEAR AND REVERSAL OF DIRECTION When the 3rd gear is selected, the 2nd gear solenoid valve is de-energized. The pilot feed to the 2nd gear spool is cut off and the spool returns to its at rest position. This opens the passageway to the 2nd gear clutch and the supply is opened to the 3rd gear clutch. The truck will travel in the 3rd gear range. If the direction of travel is reversed during forward travel, the reverse solenoid valve is energized. The EGS system will indicate the selected change in the direction of travel, but it will not allow the travel direction to be reversed as long as the truck is driving at a speed over 1 km/h.

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

To 3rd Gear Clutch To Reverse Clutch

Feed

Section Page

2


16

MODULATION VALVE A modulation valve is installed between the transmission housing and control valve to achieve gentle, smooth starting and shifting in the forward forwar d and reverse direction of travel. The clutch pressure pres sure is increased gradually (see diagram).

24000

Pressure

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Time

28000 1 2 3 4 5 6 7 8 9

Housing Inne Innerr spr sprin ingg (no (nott all all mod model els) s) Outer spring Valve Spoo Spooll sto stopp plu plugg O-r O-rin ingg Spool stop plug Control spring Control sp spool Conver Converter ter hou housin singg to modu modulat lation ion valve valve seal seal

Section Page

Ser vice Training Service ELECTRICAL CONTROL OF 3-SPEED 24000 TRANSMISSION

Clutch Pressure Inlet To Clutch

From Clutch Return Line To Tank

Energised

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1P 2P 2C 3C FP RP FC RC

Not Energised

1st gear pilot pressure 2nd gear pilot pressure 2nd gear clutch pressure 3rd gear clutch pressure Forward pilot pressure Reverse pilot pressure Forward clutch pressure Reverse clutch pressure

Direction and Speed

Energised Solenoids

Cable Number and Colour

Clutches pressurised

Forward - 1 st gear

W-Y-Z

4 - yellow, 5 - green, 6 - blue

Fwd - 1st

Forward - 2nd gear

W-Y

5 - green, 6 - blue

Fwd - 2nd

Forward - 3rd gear

W

6 - blue

Fwd - 3rd

Reverse - 1 st gear

X-Y-Z

4 - yellow, 5 - green, 7 - brown

Rev - 1st

Reverse - 2nd gear

X-Y

5 - green, 7 - brown

Rev - 2nd

Reverse - 3rd gear

X

7 - brown

Rev - 3rd

2 17

Section Page

2


18

ELECTRICAL CONTROL OF 3-SPEED 28000 TRANSMISSION

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Direction and Speed

Clutches pressurised

Forward - 1 st gear

F

Forward - 2nd gear

F

Forward - 3rd gear

F

Reverse - 1 st gear

R

Reverse - 2nd gear

R

Reverse - 3rd gear

R

1

2 2

1

2 2

Section Page


2 19

TRANSMISSION DUMP SYSTEM

The transmission dump system is electronically controlled by a normally open, hydraulic-operated switch on the left-hand side brake pedal. This supplies, when operated, a negative signal to the EGS system. EGS will electronically disconnect either the forward or reverse clutch only, disconnecting the transmission drive.

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1 2 3 4

Earth link Dump switch Gear change solenoids EGS selector switch

2.2.3.5

5 6 7 8

Left footbrake pedal Accelerator pedal Microswitch Handbrake switch

UPSHIFT UPSHIFTINHIBITOR

A microswitch is installed on the accelerator pedal. It closes when the accelerator pedal is operated and sends a negative signal to the EGS system. If the accelerator pedal is not depressed, the transmission does not shift up into the next gear. Example: If 1 st or 2nd gear was selected before a slope, truck speed increases if the accelerator pedal is not depressed; but as the transmission remains in the selected gear, the truck is braked a result.

Section Page

2 20

2.3

TROUBLESHOOTING

2.3.1

PRESSURE TEST AND CONNECTIONS


Forward Pilot Pressure Forward Clutch Pressure 3rd Gear Clutch Pressure 2nd Gear Pilot Pressure 2nd Gear Clutch Pressure Reverse Clutch Pressure Reverse Pilot Pressure 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

1st Gear Pilot Pressure

Test Pressures 2400 240000 Seri Series es 16.5 16.5 - 19. 19.33 bbar ar

Clutch Pressures

1st Gear Clutch Pressure


0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

AIDS FOR MEASUREMENTS

Order Number

Description

WM 1.12

Low pressure gauge 0 - 40 bar

WM 172

M10 x 1 adaptor

WM 173

1/8 NPTF NPTF adaptor

WM 174

1/4 NPTF NPTF adaptor

″

″

Section Page

2 21

Section Page

2.3.3

2


22

CLARK POWER SHIFT TRANSMISSION 24000/28000 24000/28000

To locate and to repair a malfunction in the transmission it is necessary to perform four checks. 1. Oil level and condition check 2. Mechanical and electric transmission assemblies check 3. Stall test 4. Transmission pressure tests 1. OIL LEVEL AND CONDITION CHECK Transmission oil smells burned: Tran Transm smis issi sion on oil oil con conta tain inss aalu lumi mini nium um shav shavin ings gs:: Transmission oil contains bronze shavings: Transmission oil contains steel shavings:

Clutch slips (discs) Oil Oil pum pumpp oorr conv conver erte terr mal malfu func nctition on Clutch discs fau faulty Bearings, shafts or gears damaged

2. ELECTRIC TRANSMISSION ASSEMBLIES CHECK Electric Electric faults: faults:

Check Check cable cable plugs, plugs, cables cables,, solenoid solenoid valve valvess (apply (apply power power and and earth earth directly directly to the solenoids). Check the microswitch on the accelerator pedal and pressure switch on the left foot brake valve.

3. STALL TEST Lack of power:

Check the engine, transmission.

The stall test is performed if the fork truck shows lack of power when driving in order to quickly localize the faulty assembly (engine or transmission). Test conditio conditions: ns: Engine Engine speed speed at upper upper idle, idle, 2500 2500 RPM Transmission oil temperature temperat ure 80 to 90°C 90°C Safe braking system Fork truck chocked against rolling Engine speed meter installed on engine Select forward travel, apply the parking brake, accelerate the engine speed to approx. 2500 RPM and maintain this speed. Shift through t hrough 1 st, 2nd and 3rd gear and record (enter on the check sheet) the drop in engine speed for each gear. NOTE:

The engine speed should drop to approx. 1800 RPM in each gear.

Select reverse and repeat the above procedure. CAUTION: CAUTION: Do not overheat the torque converter, monitor the temperature (max. 121 °C). Waiting period

between forward and reverse test at least 1 to 2 minutes (test duration approx. 30 seconds).

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2 23

TEST SHEET

OIL LEVEL AND OIL CONDITION Oil level ___________________________ Oil condition _______________________ Contaminants in the oil ___________________________________________________________ SYSTEM TEST The condition of both the engine and transmission can be quickly estimated by carrying out a stall test. The test is carried out by preventing the truck from moving and measuring the revolutions that the engine can achieve when any speed range or direction is selected. The engine should achieve 1800 rpm in all speeds. If the engine will not achieve this speed an engine fault is indicated. If more than 1800 revolutuions are achieved there is a fault is in the transmission speed clutch or direction clutch in which the high revolutions are reached, or possibly in the torque converter if the high revolutions are reached in ALL speeds and directions. An oil pressure test should be carried out and used in conjunction with the result of this test. Engine RPM 1800

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Under 1800 rpm Engine condition poor F1 F2 F3 F4 R1 R2 R3 R4

Over 1800 rpm Transmission condition poor F1 F2 F3 F4 R1 R2 R3 R4

F1 F2 F3 F4 R1 R2 R3 R4

To carry out the test proceed asfollows:-

Start and warm up the engine. Select forward 1st speed, release the handbrake. Press hard on the foot brake (not the dump switch) to prevent the truck moving. Increase the engine revolutions to the maximum achievable and measure the engine speed. Without reducing the engine speed change quickly through all speeds and drections measuring the engine speed in all.

As this test generates a large increase in the transmission oil temperature the test must be completed within 30 seconds from start to finish. CAUTION

After this test leave the engine at idle speed for at least 2 - 3 minutes to drop the oil temperature.

Section Page

2


24

4. TRANSMISSION PRESSURE TESTS Pressure losses in transmission: Faulty clutches, torque converter, piston seals. Apply the parking brake, start the engine and run it until the operating temperature of the transmission oil of approx. 80 to 90 °C is attained. Unscrew the appropriate blanking plug on the transmission or control valve, and connect a low pressure gauge. With an engine speed of 800 RPM, check the travel direction clutches and all gear clutches. Write down all the indicated clutch pressures (see table). Repeat the procedure with the engine running at 1200 RPM. The specified clutch pressure is 12.5 to 15.5 bar and this pressure should be reached at least at an engine speed of 1200 RPM. The pressures should not deviate more than 0.5 to 0.7 bar from each other.

TEST PRESSURE TABLE Forward

800 RPM

1200 RPM

Reverse

F

R

F-1

R-1

F-2

R-2

F-3

R-3

24000 Input pressure of torque converter

800 RPM

1200 RPM

28000

16.5 - 20.7 bar

16.5 - 20.7 bar

1.7 - 4.8 bar

1.72 - 4.8 bar

Directional clutches and gear clutches

16.5 - 20.7 bar

16.5 - 20.7 bar

Control pressure

16.5 - 20.7 bar

16.5 - 20.7 bar

Output pressure of torque converter

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2 25

PRESSURE CHECK POINTS ON 24000 POWER SHIFT TRANSMISSION Check point 'C' converter outlet pressur e 1.76 bar minimum pressure at 2000 rpm engine speed and a maximum of 4.9 outlet pressure with engine operating at no load governed speed.

Pressure regulator valve. Check point 'D' converter outlet temperature red line 250°F. [121°C] 1/2 N.P.T.F. port size - may use Clark no. 234033 (Ref.) or SAE no 2 temperature pick-up.

Lube (construction hole only). Converter out. To lube from cooler. Drain.

Checkpoint 'A' clutch pressure 1/4 N.P.T.F. clutch pressure 12.7 to 15.5 bar. 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Check point for forward modulated clutch pressure 12.7 to 15.5 bar. 3rd. Transmission fwd. clutch pressure port (1/8" N.P.T.F.). 2nd. Transmission rev. clutch pressure port (1/8" N.P.T.F.). These ports are provided for installation of back-up warning light pressure switch or horn.

1st (low).

Sump screen. Check point 'H' lube pressure 1/8 N.P.T.F. 1.1 to 1.7 bar at 2000 RPM & 180°- 20°F [82 - 93 °C] at converter outlet. To lube from cooler.

Hose line operating requirements:

1. Pressure lines:

Ambient to 250 °F [121°C] for continuous operation. Must withstand 300 psi [2068 kPa] continuous operation with 21.1 bar surge pressure. Ref. SAE 100 Fl hydraulic hose.

2. Oil specifications: MIL-L2104C - SAE 10. 3. All hose lines used must conform to SAE spec. no. SAE J1019 tests & procedures for high-temperature transmission oil hose, lubricating oil hose & hose assemblies.

Section Page

2.3.3.2

2


26

PRESSURE CHECK POINTS ON 28000 POWER SHIFT TRANSMISSION

Forward clutch pressure check port 16.5 - 20.7 bar

First clutch pressure check port 16.5 - 20.7 bar Reverse clutch pressure check port 16.5 - 20.7 bar

Converter inlet pressure check port 8.9 - 11.7 bar Regulated pressure check port 16.5 - 20.7 bar

First clutch pressure check port 16.5 - 20.7 bar

Oil level plugs Lube pressure check port 1.03 - 1.72 bar

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3


0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

DRIVE AXLE

Section Page

2 27

Section Page

2.4.1

2


28

SPECIFICATIONS FOR D 81 PL 478 - NLB

Axle drive ratio Planetary hub reduction gear ratio Total ratio Max. input torque Max. output torque Lubricant capacities: Drive axle Planetary hub reduction gear box Oil specification

4.125 : 1 4.364 : 1 18.0 : 1 2970 Nm 53500 Nm Results in a tractive force of 12.00 - 20.11 tonnes approx. 18 - 20 L approx. 1.5 L Hypoid gear oil to MIL-L-2105 B/API/GL5

EXPLANATION OF THE TRANSMISSION NUMBER D 81 PL 4 78 - NLB Oil-bathed disc brake Width of axle 4 planetary gears Planetary gear Type Drive axle

2.4.2

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

AXLE DRIVE SETTINGS

- Rolling resistance of spiral pinion mounting without shaft seal ring (all axles)

1.1 - 2.3 Nm

- Backlash at pinion drive

minimum 0.3 - 0.4 mm

- Rolling resistance of differential mounting (all axles)

2.9 - 4 Nm

- Rolling resistance of wheel bearings (with new bearings)

11 - 17 Nm

- End play between fully floating shaft and setscrew in planetary hub reduction gear

0.3 - 0.4 mm

Section Page


TORQUES FOR SCREWS AND NUTS

WHEEL NUTS Wheel nut with pressure plate (for rims with centring in the middle) Dimension M22 x 1.5

650 Nm

UNIVERSAL PROPSHAFT FLANGE Drive-in nut on drive flange Fastening screw on drive axle

850 - 900 Nm 8.8 - 600 Nm 10.9 - 930 Nm

MOUNTING BOLTS TO CHASSIS. 8 off M24 X 380 long to Din 931 (10.9) 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

950 Nm

2 29

Section Page

2.4.4

2


30

UTILISATION OF LIQUID GLUE

The following applications and glues can occur when securing high stress joints in the drive axle. - For low screw security: (wheel hub nut) e.g with Loctite 243 (blue) Liquid glue with a controlled friction index. - For general screw security: e.g with Loctite 262 (red) Liquid glue with a controlled friction index. Preferred for securing and sealing screws, nuts up to M36. - For raising the friction index: e.g. with Loctite 270 (green) Preferred for raising the friction index of screwed surfaces (ring gear, etc.) - The parts to be joined should be clean and free of grease. Regreasing cold cleaners and washing primer reduce the strength of glued joints. Cold cleaners should be preferred. The different axle joints are secured with liquid glue depending on the stress, axle version and service.

For repairs, however, it is recommended to always secure the following joints with a liquid glue.

Location

Joint

Loctite

Axle

Differential casing toric gear toric gear U-bolt Lockwasher/adjusting nut Bevel gear drive casing

Screw joint Screw joint Joint face Screw joint Screw joint Screw joint

262 262 270 262 262 262

Wheel side

Securing of ring gear Setscrew and adjusting nut Thrust washer Wheel hub nut

In planetary hub reduction gear In planetary hub reduction gear In flared tube of axle

270 270 270 243

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Ser vice Training Service WHEEL END OF DRIVE AXLE

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Section Page

2 31

Section Page

2

2.4.5

ASSEMBLY OF WHEEL SIDE

2.4.5.1

ASSEMBLY OF WHEEL HUB

1 2 3 4


32

Lockscrew Wheel hub nut Outer taper roller bearing Wheel hub

5 6 7 8 9

Wheel bolt Inner taper roller bearing Ring Spacer Shaft seals

- Press the wheel bolt (5) into the wheel hub (4) and tighten it. - Press the outer ring of the taper roller bearing (3) and (6) into the wheel hub. Fill the inner taper roller bearing (6) with grease. - Put the spacer (8) in place and press in the shaft seal (9) with the dust lip facing out. ATTENTION: Special tool No. 038.007.0-4 must be used for driving in the shaft seals.

2.4.5.2

1 2 3 4 5 6

ASSEMBLY OF RING GEAR

Outer taper roller bearing (wheel bearing) toric gear carrier toric gear Screws Rtaining plate Oil equalising hole

- Heat to approx. 100°C and slide the taper roller bearing and inner ring (1) on the ring gear carrier (2) as far as possible. - Position the ring gear (3) on the ring gear carrier and secure with the retaining plate (5) and screws (4). Use Loctite as specified in section "Utilisation of liquid glue". NOTE: When installing the ring gear carrier, be sure that the oil equalising hole (6) is at the bottom.

0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3


1 2 3 4 5

ASSEMBLY OF THE FACE SEAL

Seal ring Rubber toric ring Housing retaining lip Housing ramp Seal ring housing

The seal rings, rubber toric rings and housings must be absolutely clean and free of any oil film, pieces of lint or dust particles. Use a solvent that evaporates quickly, leaves no residue and is compatible with the rubber toric rings. The recommended solvent is Isopropanol. Rings and housings should be wiped with a solventsoaked, lint-free cloth or paper towel.

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- After all components have been wiped clean, the toric rings should be installed on the metal seal rings so that they rest in the radius on the tail of the metal ring. - Ensure that the toric rings are not twisted by inspecting the mould flash line on the outside diameter of the toric rings for true circumferential tracking around the seal. - Twisted torics will cause a non-uniform face load that can result in leakage of lubricant or the ingress of debris past the torics. - If a twist is apparent, it can be eliminated by gently pulling a section of the toric radially away from the metal seal ring and letting it snap back into the correct position. - Repeating this in several places around the ring will eliminate any twist in the toric ring. - Put the toric ring (2) on the seal ring (1) at the bottom of the seal ring ramp (7) and against the retaining lip (8).

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2 33

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2 34


- The toric ring (2) can twist if it is not wet all around during installation or if there are burrs or fins on the retaining lip (3) of the housing (5).

- To prevent twisting, gently pull a section of the toric ring (2) away from the seal ring (1) and let it snap back.

Place the installation tool on the seal ring and dip these into a pan of Isopropanol solvent to lubricate the toric ring. It is essential to lubricate the toric with Isopropanol so that it will slip past the housing retaining lip and seal uniformly into the housing nose radius. Insufficient lubrication can cause non-uniform loading resulting in twisted torics or cocked seals. The use of solvents other than Isopropanol can leave a residue on the toric rings or seal ring ramps and allow the toric to slide rather than roll into seat. Non-uniform loading can also result in poor seal performance. Put the installation tool (9) on the seal ring (1) with the toric ring (2). Lower the rings into a container with Isopropanol until all surfaces of the toric are wet.

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Ser vice Training Service Toric ring sliding on the retaining lip ramp.

Toric ring caught on the housing retaining lip.

Toric ring sliding on the seal ring ramp.

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- Shake the excess solvent from the seal assembly after dipping it in the solvent and immediately pop the seal into the housing with a firm push of the installation tool. - Remove the installation tool. - Verify the standout height of the sealing ring. If the seal does not meet the height specification, inspect the toric ring for twists or obvious bulges. - After lubricating the surfaces of the toric ring (2) with Isopropanol, use the installation tool (9) to position the seal ring (1) and the toric ring (2) squarely against the housing (5). - Use a sudden and even pressure to pop the toric ring (2) under the retaining lip (3) of the housing (5). - The seal can be adjusted by gently pushing the toric into position by hand or by using a self-made adjustment hook.

- If small adjustments are necessary, do not push directly on the seal ring (1). - Use the installation tool (9) to push down or the hook (11) to pull up.

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2 35

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2 36


- A thin film of light oil should be applied to the seal face before assembly. Use a disposable tissue or a clean finger to distribute the oil evenly. - Take care not to get any oil on the rubber toric ring.

- Be sure that there is no visible debris on either of the seal faces - even a small piece of lint can hold the seal faces apart and cause leakage.

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- After installation, wait for one minute for the Isopropanol to dry. - Only then assemble the two seals halves in the final position. This delay will allow any excess solvent to evaoporate so that the toric rings roll rather than slide into the housing as the face load is increased. - If the toric rings slide into the housing, this can produce a non-uniform loading that can result in leakage.

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Ser vice Training Service RESULTS OF INCORRECT ASSEMBLY Points 'A' and 'B' remain stationary. Points 'X' and 'Y' rotate 180°. This causes high pressure at 'A' /'Y' and possible galling. When rotated, points 'B' / 'X' have low pressure so that leakage is possible.

Original assembled position

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After the unit to be sealed is assembled, a post-assembly leakage test can be performed to ensure that the seal is properly installed. A vacuum check is recommended rather than a pressure check as vacuum checks are more sensitive. Generally, users find this an easy check to combine with a vacuum fill technique for the lubricant. It is recommended that the compartment be filled to the correct level with oil and then rotated slowly several revolutions to seat the seals. The vacuum test will detect big seal damage such as broken seal rings or cut toric rings that may be caused in the last phases of assembly. As the Duo-Cone seals are not designed to seal air, some leakage can be expected using this procedure. Following these guidelines and recommendations should ensure optimum performance of the Duo-Cone seals.

Rotated 180°

2 37

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2.4.5.4

2 38


INSTALLING THE SPACER

- Apply Loctite 572 to the seat of the spacer on the axle flare. - Heat the spacer to approx. 100°C and mount on the axle flare by tapping it lightly (there should be no corrosion on the axle flare). - Apply a film of oil on the sealing surface.

2.4.5.5

INSTALLING THE WHEEL HUB

- Heat the taper roller bearing to approx. 100°C and slide on the axle flare as far as possible. - Install the floating ring seal in the brake carrier and wheel hub. - Slide the wheel hub on the shaft stub . - Slide the preassembled ring gear carrier into the wheel hub.

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ADJUSTING THE WHEEL BEARINGS

Screw on the wheel mounting nut, adjust and secure: - Torque the wheel mounting nut to approx. 450 Nm. - Tap on the wheel hub with the plastic hammer and rotate it. - Tighten the wheel mounting nut, repeating the procedure until no further tightening is possible. Then turn back the nut approx. 30° and secure it. - Check the rolling resistance. Specified value 11 - 17 Nm. CAUTION: Secure the wheel hub nut (1) and screw

(3) with Loctite 243 (according to section "Utilisation of liquid glue"). 2.4.5.7 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

ADJUSTING THE DRIVE SHAFT END PLAY

- Drive the thrust washer (1) into the axle housing. - Insert the drive shaft into the axle housing. - Slide the sun gear (3) onto the drive shaft and install the circlip (2) (grind side inwards, see arrow). - Slide the drive shaft in until the circlip contacts the sun gear and the sun gear the thrust washer. - Mount the planetary hub reduction gear casing (4) on the wheel hub using an O-ring.

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2 39

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2.4.5.8

2 40


INSTALLING THE PLANETARY HOUSING

- Install the O-ring in the planetary housing recess. - Install the preassembled planetary housing and secure it. ADJUSTMENT OF AXIAL PLAY - The axial play between axle shaft and setscrew (5) in the planetary housing should be 0.3 - 0.7 mm. - The adjustment is performed by screwing the setscrew in until it contacts thrust surface of the axle shaft. - Turn the screw back from the tightened position about 72° - 170° (equals approx. 0.3 - 0.7 mm axial play). - Secure the setscrew and locknut with Loctite 270. ATTENTION When tightening the locknut (6), hold the setscrew (5) to prevent it from turning. 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Ser vice Training Service 2.4.5.8.1

REPAIRING THE PLANETARY HUB

- Remove the planetary hub reduction gear casing from the wheel hub. - Drive in the retaining pins (heavy type dowel pins) at the sun gear shaft. - Press out the planetary gear shaft inwards. ATTENTION: Due to the difference of 0.1 mm in diameter, the planetary gear shaft must not be pressed out outwards as this would destroy the hole in the planetary hub reduction gear casing.

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2 42


- Take the planetary gears with thrust washers and bearings out of the planetary hub reduction gear casing.

INSTALLING THE PLANETARY HUB REDUCTION GEAR - Slide the bearing (1) into the planetary (2) gear. - Insert the planetary gears with bearings and thrust washers (3) into the planetary hub reduction gear casing (drum in horizontal position). - Put the O-rings (7) for the planetary gear shaft (4) into the reduction gear casing (5). - Press the shaft (4) in.

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Ser vice Training Service CAUTION Due to the difference in diameter, always press the

shaft from the outside in. Be sure that the drilled hole in the planetary gear shaft and drum coincide. - Secure the planetary gear shaft with retaining pin (6).

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2.4.5.9

AXLE DRIVE

2.4.5.9.1

INSTALLING AND ADJUSTING THE SPIRAL BEVEL GEAR

1 2 3 4

Spiral bevel gear Taper roller bearing 31314 Shim (S) Spiral bevel gear casing

5 6 7 8

Shim (C) Taper roller bearing 31312 Drive flange Drive-in nut

2 43

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2.4.5.9.2

2


44

ADJUSTING THE CONTACT PATTERN

- In order to achieve a correct flank contact pattern, the axial position of the spiral bevel gear must be corrected with the shim (S). The required thickness is determined by measurement. A = Measured clearance from centre of differential to shim B = Dimension for correct position of spiral bevel gear. This dimension is scribed in 1/100 mm on the face of the spiral bevel gear. It states the deviations from the theoretical clearance (A). C = Width of taper roller bearing - The shim thickness used for the original adjustment must be changed as indicated by the difference. - Insert the shim and press in the outer races of the bearing.

Theor. dimension -A- in mm

204

Theor. dimension -S- in mm

3

Theor. dimension -C- in mm

38

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- Calculation example: Theor. shim thickness -SDimension -B- on spiral bevel gear face Theor. dimension -ATheor. width -C- of taper roller bearing

3 mm from 0 -0.15 mm 204 mm 38 mm

Measured dimension -A- 203.95 mm (0.05 mm less than theor. dimension) Theor. shim -S-

3.00 mm 0.05 mm 2.95 mm

Measured taper roller bearing 37.95 On spiral bevel gear face Recorded dimension -B- + 10

+

0.05 mm 3.00 mm -

0.10 mm 2.90 mm

shim thickness -S-

ATTENTION: The original shim -S- is only available with a thickness of 3.5 mm. In this example, 0.6 mm

must be ground off the shim -S-.


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2 45

ADJUSTING THE SPIRAL BEVEL GEAR TAPER ROLLER BEARING

- Press both outer races of the bearing into the drive housing. - Make a rough estimate of the thickness (C) of the shim. Place both inner rings of the taper roller bearing into their outer rings (bearing bushings). Measure dimension (A). Measure dimension (B) on the spiral bevel gear. Required shim thickness is: C=A-B

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- Heat the taper roller bearing on the spiral bevel gear side to 80°C and fit on the spiral bevel gear (drive on further after it has cooled). - Place the shim on the spiral bevel gear. - Insert the spiral bevel gear into the spiral bevel gear housing. Heat the inner race with the roller cages to 80°C and drive onto the spiral bevel gear using a sleeve. - Slide the drive flange on the spiral bevel gear. - Tighten the locking nut firmly by turning the bearing bushing continuously. Torque: 850 - 900 Nm - Measure the pre-tension of the bearing with a spring dynamometer. Correct a deviation of 1 - 2 Nm pretension from the specification by changing the thickness of the shim. - After the adjustment of the bearing, unscrew the locknut from the spiral bevel gear and remove the flange. - Press in the shaft seal and fill the space between the sealing lips with friction bearing grease (1). - Slide on the drive flange. - Screw on the retaining nut, coat the mating surface with sealant (2) and torque to 850 Nm. - Secure the nut by hitting in the collar at the groove on the bevel pinion.

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2 46

2.4.5.9.4

ASSEMBLY OF DIFFERENTIAL

NOTE:

During assembly, all bevel gears and thrust washers must be oiled well.


- Place the differential side gear with thrust washer into the differential case. - Install the spider with assembled differential pinions and thrust washers.

- Put differential side gear and thrust washer into place. - Position the differential case, paying attention to the matching marks. Tighten the fastening screws to 200 Nm. Secure with Loctite 262. - Check the differential pinions for ease of movement.

- Place the crown wheel on the differential case and drive it on with light blows. Torque the crown wheel screws to 200 Nm. Secure with Loctite 262. Coat the mating surface with Loctite 270. - Heat both tapered roller bearings to 80°C and drive on along with the sleeve.

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ASSEMBLY OF AXLE CARRIER CARRIER

- Place the differential and outer bearing races on the upright axle carrier with the bevel pinion already installed. - Install the bearing caps and align with the adjustment rings. - Be sure that the mark on the bearing cap matches the one on the axle carrier. (Do not interchange the bearing caps).

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- Tighten the bearing cap screws by hand. By turning the adjustment nuts against each other, move them until the backlash is approx. 0.3 - 0.4 mm. - Hold the bevel pinion at the drive flange. - Check the backlash with the dial gauge by turning the crown wheel. (Check the contact pattern, refer to "Adjustment of contact pattern of Gleason type gear teeth").

- Tighten the bearing cap screws. Torque: 310 Nm. Secure with Loctite 262. - Screw on the lock plates for adjusting nuts. - Screw on the lock plates for adjusting nuts. Torque for screws: 25 Nm Secure with Loctite 262.

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2 47

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2.4.5.9.6

2 48


ADJUSTMENT OF CONTACT PATTERN OF GLEASON TYPE GEAR TEETH

The following figures show faulty contact patterns. The text beside them gives tips for improving the contact patterns. The dark arrows in the schematic representation of crown wheel and bevel gear indicate the direction in which the gear in question must be pressed first. The light arrows indicate the direction in which it must be hit during the second correction.

Ideal contact pattern.

Press drive bevel gear to crown wheel, then correct backlash. 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Press drive bevel gear away from crown wheel, then correct backlash.

Reduce backlash. If reduction is not sufficient, press drive bevel gear to crown wheel.

Ser vice Training Service Increase backlash. If reduction is not sufficient, press drive bevel gear away from crown wheel.

Press drive bevel gear to crown wheel, increase backlash.

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Press drive bevel gear away from crown wheel, decrease backlash.

Press drive bevel gear to crown wheel, increase backlash.

Press drive bevel gear away from crown wheel, decrease backlash.

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2 49

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2.4.6

2 50


SPECIAL TOOLS

Part No.

Description

038.004.0-4

Spanner for retaining nut (M26x1.5)

038.005.0-4

Spanner for adjusting nut size 1 (M1 12x1.5)

038.003.0-4

Spanner for wheel retaining nut (M26x1.5)

038.007.0-4

Driver for seal ring, specify diameter

056.010.0-4

Assembly tool for toric seal ring

038.674.0-3

Assembly tool for wheel hub seal ring

When ordering tools, specify the axle type and send the order to: Kessler & Co. GmbH Hüttlinger Straße 18–20 73453 Abtsgmünd

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TR UCK BOD Y TRUCK BODY

3.1

CABIN

3.1.1

REPAIRING THE CABIN GLASS PANE

With adhesive tape

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3 1

With polyurethane glue

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- Prepare and clean the new glass pane (1 ) and pane channel (2). - Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use solvents. - Cut the new window pane channel and drill a 3 mm hole for metal screw (3) 25 mm from each corner of the channel. - Fit the channel to the glass pane. - Affix double-sided tape (5) (2 x 20 mm) or apply Purflex glue (5a) or a similar material 5 - 6 mm thick continuously to the channel (2). - Remove the protective strip on the back of the tape, install the lower channel first in the frame (4) and press the glass pane firmly against the frame. - Fasten the channels with metal screws (3). - Seal the inside and outside of the mitre sections, the outside of the channels on (6) with black Purflex polyurethane. Apply transparent Purflex polyurethane or a similar sealant at (7). - The sealant is firm after 1 hour and completely dry after 12 hours.

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3.1.2

3 2


REPAIRING THE CABIN WINDOW PANE (GLASS-TO-GLASS)

- Affix crepe tape to the outside and inside of the new glass panes on both sides (not the edges). - Install the glass pane so that there is a gap of 1 - 4 mm at the inner edges. - Press transparent silicone sealant continuously into the joint from the top down, making sure that both joint edges are fully covered. The silicone bead (1 ) should be about 8 - 10 mm thick.

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- Smoothen the silicone bead within 10 minutes and eliminate any faults (commercial silicone remover). - After complete hardening of the silicone sealant (approx. 12 hours), remove the crepe tape.


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3 3

3.1.3

REPAIRING THE CABIN WINDOW PANE WITH ALUMINIUM FRAME (SLIDING WINDOW)

NOTE:

Windows for direct bonding are provided with channels without fastening holes.

- Prepare and clean the new glass pane (3) and channel (2). - Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use solvents. - Install channel (2) to glass pane (3). - Affix double-sided tape (4) (2 x 20 mm) to the flange surface (4) of the channel.

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- Remove the protective strip on the back of the tape and insert the glass pane into the door frame with the lower side first. - Press the glass pane firmly against the door frame. - Seal the channel on the outside of the door frame with Purflex polyurethane sealant or a similar material.

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3.1.4

3 4


REPAIRING THR ROOF WINDOW WITHOUT WITHOUT FRAME OR CHANNELS

- Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use solvents. - Affix a continuous piece of tape (diameter 6 mm) to the roof channel (3). - Remove the protective strip and position the roof pane above the opening and press on firmly. - The remaining joints can be sealed with silicone, if desired. Hardening time about 12 hours.

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Ser vice Training Service 3.1.5 NOTE:

CABIN INSTALLATION

During transport, transport, the cabin is mounted on the counterweight counterweight with a transport frame.

- Park the truck on level level ground and and ensure that there there are no obstacles over the cabin.

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- Disconnect Disconnect the various various hoses hoses and cable protective packagings.

- Remove the four fastening screws connecting the transport frame with the cabin.

3 5

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3 6


- Open both cabin cabin doors. doors. - Route a suitable strap through through the cabin, attach and secure secure the crane hook. The cabin weighs weighs 1000 kg.

- Remove the cabin fastening fastening bolts and nuts from the cabin elevating frame.

- Remove the steel bar from the cabin elevating elevating frame. frame. (2 bolts, washers and nuts) 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

- Lift the cabin cabin from the the transport transport frame and and position position it on the cabin elevating frame. - Ensure L/H side door is within hand hand rail area when lowering cabin onto frame. ATTENTION Carefully position the hoses and electric cables beneath the frame in order to prevent damage and squeezing.

Ser vice Training Service - Lower the cabin cabin onto the rubber mounts and and fasten it with with the previously removed bolts and nuts.

- Fasten the steel bar on on the cabin elevating frame frame with the bolts, washers and nuts. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

- Ensure that that all hoses hoses and cables cables are routed over over the steel bar.

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3 7

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3 8


- Remove the nuts and bolts from the centre of the steel bar.

- Position the hoses with the clamping steel bar, fasten at the top end of the steel bar carrier and fasten with the previously removed nuts and bolts. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

- Route the hoses along the left and right vertical duct and place them in the cut-outs provided.

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SERIES 310 STEERING AXLE

4.1

DESCRIPTION

4 1

The rear wheels are steered by the action of a single double-ended hydraulic cylinder connected to fixed length track rods which operate on a stub axle pivoted on swivel pins. Movement of the steering wheel actuates the hydraulic steer hand pump which regulates the flow of oil to the steer cylinder. The oil is supplied via an engine mounted geared pump which incorporates a priority flow valve to control the rate of flow and the oil pressure. The axle housing is supported in the chassis by spherelastic bearings, which allow full articulation of the axle when operating on uneven ground. The steer cylinder is attached to the housing by dowels spacers and four bolts. The track rod link arms have press-fit spherical bearings in each end. One end of each link is connected to the steer cylinder by a press fitted pin and roll pin assembly. Two dust covers are fitted top and bottom of the link arms. The other end of the link is connected to the stub axle with a press-fit pin and roll pin assembly. These links are of fixed length and do not require adjustment to maintain correct tracking. 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

Above both swivel pins are plates sealed with gaskets and each secured by four bolts and spring washers. A cover below each swivel pin is secured by four bolts and spring washers. Grease nipples are fitted in each cover and each track rod link end.

4.2

EXPLANATION OF THE STEER AXLE NUMBER

310 D

07

0002 LL Manufacturer (Linde-Lansing) Series number Production month Production year Type of axle

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4.3

4


2

STUB AXLE

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1 2 3 4 5

4.3.1

-

Bushing Felt washer with back-up ring Stub axle Swivel pin Bushing with O-ring

6 7 8 9 10

Spacer Shims Taper roller bearing Thrust washer Nut

REMOVING THE KING PIN

Jack up the truck and secure the steer axle with blocks of wood. Remove the wheel. Press out the track rod pin and remove the track rod. Take off the top and bottom cover and remove any grease. Free the staked edge of the nut (10) from the groove in pin (4), loosen and remove the nut.

Ser vice Training Service -

Section Page

4 3

Remove the washer (9). Install a jack under the king pin (4) and apply vertical pressure to the pin. Heat the stub axle gently until the king pin is loosened from the stub axle. Pull the king pin up and out. Pull the stub axle out to the side.

4.3.2

INSTALLING AND ADJUSTING THE SWIVEL PIN

- Soak the felt washer (2) in oil and install with the back-up ring in the axle housing and pull the plastic foil up tightly. Insert the stub axle (3) and pull the plastic foil out. - Insert the swivel pin (4) without the taper roller bearing (8), shims (7), spacer (6) and bushing (5).

Dummy Bearing Part No. 310 451 31 00

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Thrust Washer Part No. 310 451 29 00

- Insert the dummy bearing and thrust washer, screw the nut (10) on the swivel pin and torque it to 1000 Nm. - Remove the nut (10), dummy thrust washer and bearing. - Insert the bushing with the O-ring (5) into the axle. NOTE: The short end of the bushing (5) must face the threaded end of the swivel pin. - Put the spacer (6) into the axle, then drive in the outer race of the taper roller bearing (8). - Fit shims (7) with a total thickness of 0.7 mm on the swivel pin (4). - Insert the bearing (8) and thrust washer (9) and tighten the nut (10) to 815 Nm. - Install a dial gauge with a magnetic holder on the swivel pin and zero the gauge. - Lift the stub axle with a tyre lever and measure the end play of the swivel pin.

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-

4 4


End play: 0.00 mm NOTE: Maximum end play 0.12 mm Example: Installed shim thickness = 0.7 mm Measured end play = 0.5 mm Final shim thickness = 0.2 mm Remove the nut (10) and take off the thrust washer (9) and bearing (8) again. Correct the shim thickness as shown in the example. Refit the bearing (8) and thrust washer (9) and torque the nut (10) to 815 Nm. Recheck the end play. Drive the edge of the nut with a blunt drift into the groove on the swivel pin. Fit the connecting plates with seals and grease nipples and lubricate the stub axle. NOTE: The spanner size for the nut (10) is 70 mm.

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WHEEL HUB

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1 2 3 4 5

Wheel hub Inner taper roller bearing Sealing ring Race Outer taper roller bearing

6 7 8 9 10

Thrust washer Adjusting nut Cover Lock screw Retaining ring

4 5

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4.4.1

4 6


ADJUSTING THE WHEEL BEARING

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-

Take out the retaining ring (10) and remove the cover (8). Remove any grease. Remove the lock screw (1). Tighten the adjusting nut (2) until the end play is removed. Using a hammer, drive the wheel hub toward the adjusting nut so that the tension on the wheel bearings is relieved. Position the dial gauge with the magnetic holder on the wheel hub. Set the dial gauge to zero and determine the end play. Maximum end play is 0.10 - 0.15 mm. Fit lockscrew and tighten to 49 Nm. Fill the grease cap half with grease and install the cover (8) and secure ring (10). Tighten the screws to 40 Nm.


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4 7

ADJUSTING THE INNER STEERING STOP

In order to prevent damage to the hydraulic steering cylinder, the inner and outer steering stops must be checked and adjusted after repairs on the stub axle, track rod or steering cylinder.

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1 2 3 4 X

Pin (steering cylinder) Steering cylinder Inner steering stop Shims Setting 31 mm

CHECKING THE STEERING STOP - Turn the wheels to the right or left until the steering stop screw (3) contacts the stub axle. - Check dimension X, 31 mm, at the steering cylinder. If dimension X is too large or too small, adjust the inner stops as follows: - Lift the truck so that the steer axle wheels are clear of the ground. - Operate the steering cylinder until dimension X is 31 mm. - Adjust the stop screw (3) with the washers (4) so that the correctly adjusted stop screw dimension X = 31 ± 0.5 mm is obtained when the steering is operated (maximum pressure is reached). NOTE: Always check the inner and outer steering stop and adjust, if necessary. Torque for the stop screw (3) is 180 Nm.

Section Page

4.6

1 2 3 4

4 8


ADJUSTING THE OUTER STEERING STOP

Outer steering stop Stop screw Shims Fastening nut

CHECKING THE STEERING STOP - Turn the wheels to the left or right as far as the stop. Maximum steering pressure must be obtained. - There must be a clearance of 1 mm between the stop screw (2) and the outer steering stop (1). - If the clearance is too small or too large, remove the fastening nut (4), take out the stop screw (2) and adjust the outer steering stop with shims (3). NOTE:

Check both outer steering stops and adjust, if necessary. Torque for the stop screw (2) is 180 Nm.

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4 9

REMOVING AND INSTALLING THE STEERING CYLINDER

REMOVAL -

Jack up the truck at the rear so that the wheels are free to turn and secure the truck with blocks. Move the steering cylinder rod (2) until the pin (1) aligns with the hole (5) in the axle housing. Shut off engine and operate levers/steering to remove residial pressure from system. Remove the retaining pin (7) in the mounting pin (1). Using a suitable lift jack and ejector pin (6) (diam. 29 mm, 150 mm long), press out the pin (1) until the track rod (8) can be disconnected from the piston rod (2). Press out the second pin (at opposite end). Disconnect the two hose lines (3) at the steering cylinder. Unscrew the four steering cylinder fastening screws (4) and remove with spacer sleeves. Remove the steering cylinder, paying attention to the centring sleeves. Now drive the pin (1) fully out at the piston rod.

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INSTALLATION -

-

Fit centering sleeves into the steer cylinder mounting lugs. Lift the steering cylinder into the steer axle, paying attention to the centring sleeve alignment. Install the four M20 x 120 10.9 screws (4) with spacer sleeves and Loctite 270 and torque to 580 Nm. Move the steering cylinder piston rod (2) until the drilled hole (5) in the steer axle housing aligns with the hole in the piston rod for the pin (1). Swing the track rod (8) into the fork on the piston rod. Insert the centring pin. Insert the pin (1) into the drilled hole (5) in the steer axle housing from below and press upwards into the piston rod (2) with a suitable lift jack and ejector pin (diam 29 mm). NOTE: Install the pin (1) in such a way that the drilled holes for the retaining pins (7) are at a right angle to the piston rod (2). Drive the retaining pins (7) centred into the mounting pin (1).

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10

- Press in the second pin and secure with retaining pins. - Connect the two hose lines (3) to the steering cylinder and tighten them. - Start the engine and bleed the air out of the system by turning the steering wheel fully left and right approximately ten times. - Inspect the steering cylinder for leaks. - Lower the truck. 4.8

1 2 3 4 5

SEALING THE STEERING CYLINDER

Piston rod Wiper Retaining ring Seal Guide ring

6 7 8 9 10

Cylinder tube Packing ring Guide bushing Sealing ring Bore

- Remove the steering cylinder and clamp it in a vice. - Extend the piston rod (1) on one side out as far as the stop. - Drive the guide bushings (8) back a little with a few blows of the hammer and loosen the retaining ring (3). With a 2 mm drift punch through the bore (10) and remove it with a screwdriver. - Slide the piston rod in the direction of the removed retaining ring and drive it out along with the guide bushing (8) with light blows (plastic mallet) on the opposite end of the piston rod. - Pull the piston rod out of the cylinder tube and remove the guide bushing (8) from the piston rod. - Inspect the piston rod for scoring, traces of pitting end rust. - Remove the wiper (2), seals (4), (9) and guide rings (5) from the guide bushing (8). - Install new seals, guide rings and wipers in the guide bushing, ensuring that the position and direction of the individual sealing elements is correct. - Remove the packing ring (7) from the piston rod. - Install a new packing ring (7) on the piston rod. - Remove the second retaining ring (3). - Remove the second guide bushing (8) and replace the sealing elements. - Inspect for scoring, traces of pitting end rust. - Coat the guide bushing lightly with grease and install in the cylinder tube. Be sure that its position is aligned with retaining ring hole. - Insert the retaining ring. - Carefully introduce the piston rod into the cylinder tube from the opposite end and slide it as far as possible through the guide bushing (8), being careful not to damage the sealing lips of the sealing elements. - Insert the second greased guide bushing, slide it in as far as possible and secure with the retaining ring. - Move the piston to a central position.

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BRAKING SYSTEM

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5.1

5 2


BRAKING SYSTEM CIRCUIT DIAGRAM

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A B C D E 1 2 4 5 6 7 8 9 10

Valve block Foot-operated brake valve (right) Foot-operated brake valve (left) Sliding caliper disc brake (parking brake) Multi-disc brake

Tank Suction filter Hydraulic pump 23 cm³/rev Pressure filter Change-over valve (130 bar) Change-over valve (160 bar) Solenoid valve hand brake Check valves Pressure warning switch (warning buzzer lamp) 11 Accumulator 2000 cm³ (hand/foot brake) Accumulator pressurisation 80 - 115 bar (nitrogen)

12 Pressure warning switch (hand brake pressure) 13 Accumulator 2000 cm³ (foot brake) Accumulator pressurisation 80 - 115 bar (nitrogen) 14 Check valve 15 Foot brake pedal (right) 16 Control valve 17 Brake pedal (left) 18 Brake plunger 19 Feeder valve 20 Oil tank 21 Disengaging switch (gearbox) 22 Brake light switch 23 Spring-type cylinder 24 Brake oil filter switch 25 Cooler 26 Foot brake cylinder 27 Multi-disc brakes


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5 3

Pressing the right foot brake pedal (15) will activate the control valve (16). The pressure-reduced control pressure of 160 bar is transported proportionally via the control valve (16) to the brake plungers (26) of the multi-disc brake with a maximum pressure of up to 110 bar. Depending on the pedal travel, the reduced control pressure is supplied to the brake plunger via the control valve, so that a metered braking is made possible. As soon as the brake pedal (15) is released again, the control valve (16) will switch back to its neutral position, and the brake pressure to the tank will be reduced. Whenever the left brake pedal (17) is pressed, a brake plunger (18) generates a pilot pressure which actuates the control valve (16) hydraulically. Depending on the pedal position, the control valve (16) will be activated again, and a metered control pressure will be supplied to the brake plungers (26). Pressing the left brake pedal will cause a pressure switch (21) to disengage the travelling gear. If the hydraulic storage pressure drops to less than 100 bar, an indicator lamp and a warning buzzer will be triggered, and the spring-type cylinder (23) belonging to the hand brake will close. The pressure reservoir permits the vehicle to be braked approx. 15 - 20 more times. 5.1.1

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DESCRIPTION OF THE HYDRAULIC BRAKING SYSTEM

The gear pump (4) is driven directly by the internal combustion engine. A suction filter (2) draws in the oil from the pump. This oil is supplied to the accumulators (11) and (13) via a pressure filter (5). As soon as the accumulators (11) and (13) are filled, and the maximum pressure of 160 bar is obtained, the change-over valve (6) and (7) will actuate, and the volume flow will be delivered via the cooler (25) to the laminated plates belonging to the service brake. Whenever the operating pressure drops to 130 bar, the change-over valve (7) will close. This process actuates the change-over valve (6), and the operating pressure will rise again. The oil rinses and cools the multi-disc brakes (27), and flows back to the tank. Whenever the switch for releasing the parking brake is pressed, the solenoid valve (8) will be actuated, and the hydraulic storage pressure triggers the spring-type cylinder (23) which opens the parking brake. Whenever the parking brake is closed, a switch will actuate the solenoid valve (8), and the spring-type cylinder will reduce the pressure to the tank via valve (8), so that the spring package can close the parking brake.

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5.1.2

5 4


SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM

The legend is listed under "Braking System Circuit Diagram".

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SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM, SERIES 317

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Ser vice Training Service BRAKING SYSTEM RETURN LINE TO TANK

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Ser vice Training Service BRAKING SYSTEM RETURN LINE TO TANK

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COOLING AND FLUSHING OF THE BRAKING SYSTEM

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BRAKING SYSTEM PRESSURE TAPS SYSTEM PRESSURE MEASUREMENT - Remove the pressure switch (10) at the valve block (A) and install fitting WM 172 (M10 x 1). - Connect a high-pressure gauge and perform the pressure measurement. Specified value: min. 130 bar max. 160 bar BRAKE PRESSURE MEASUREMENT - Remove the stop light switch (22) at the foot brake valve (B) and install fitting WM 172. - Connect a high-pressure gauge and slowly depress the brake pedal through its full stroke. Specified value: 0 - 80 bar PARKING BRAKE PRESSURE MEASUREMENT - Remove the pressure warning switch (12) at the valve block (A) and install fitting WM 172. - Connect a high-pressure gauge and perform the measurement.

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Ser vice Training Service - Operate the parking brake button. Specified value: brake applied 0 bar brake released min. max.

110 bar 160 bar

TOOLS FOR THE MEASUREMENTS

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Order No.

Description

WM 1.13

High-pressure gauge 0 - 600 bar

WM 172

Fitting M10 X 1

BRAKING SYSTEM OIL SUPPLY

5 9

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5.2

5


10

CONSTRUCTION OF THE WET MULTI-DISC BRAKE

Brake Type:

5 340 Outer diameter of the plates Number of laminated plates

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1 2 3 4 5 6 7 8 9 10 11 12

Brake anchor plate Brake housing Piston Inner plate Outer plate O - ring Screw Screw plug Gasket ring Gasket ring Sleeve Bleeder

13 14 15 16 17 18 19 20 21 22 23 24

Gasket set Gasket set Spring Screw Gasket ring Screw plug O - ring Slide ring seal Screw Tube Bushing Screw

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5 11

CHECKING THE WEAR OF THE LINING

- Remove the stopper (17) belonging to the control dimension bore. - Press the brake pedal (close the brake). - Use a depth gauge to measure the distance from the housing to the brake plunger. NOTE:

The control dimension "new" is stamped into the housing, below the bore.

- Whenever this dimension is greater than the max. wear dimension, the brake plates should be replaced in the near future. NOTE:

If the wear dimension is reached, the following must be checked:

Control dimension: - Max. oil temperature (cooling system) - Specified oil quality - Oil rinsing (filters) - Wear Dimension: 2.8 mm 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

Lining thickness for each plate: 2 x 1 mm.

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5.2.2

5


12

INSTALLATION OF THE PISTON CUPS

Position the pistons on the plane surface of the larger diameter. Make sure that the correct order of the sealing parts is observed during installation. Mount the O-rings without twists and bulges. Fitting of the O-ring and supporting ring 1. Large supporting ring 2. Large O-ring 3. Small O-ring 4. Small supporting ring

Pressure

Fit the supporting rings on the side which is opposite to the pressure side!

INSTALLATION OF THE OMEGAT GASKET SET 1. Large O-ring 2. Small O-ring 3. Large PTFE profile ring 4. Small PTFE profile ring

Pressure

Install the PTFE profile rings with the small diameter facing the pressure side! Mounting bands may be used as assembly devices.

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INSTALLATION OF THE PISTON INTO THE BRAKE ANCHOR PLATE

Oil the piston bearing surfaces of the brake anchor plate, wet the threaded bores with Loctite 262, then insert and screw in the bushing. Place the piston on to the brake anchor plate without tilting it (note the correct positioning of the bores to the threads!). Press the piston evenly into the brake anchor plate with temporary screws and without tilting it. If necessary, hit the piston with light hammer blows to align it with the threaded bores. First insert the springs (15), then the hose (22) into the piston bores. Screw the hexagon head screws (16) in with flange.

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5.2.4

5 14


CHECKING THE AIR GAP

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Insert the plates into the housing. How to check the air gap: Air gap sL = dimension A - dimension B (measured without pressure) Nominal dimension sL 1.7 ± 0.9 mm Wear dimension 2.0 mm Insert the O-ring (6) torsion-free and without twists.


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LEAKAGE TEST SPECIFICATION FOR THE HYDRAULIC BRAKING SYSTEM AND THE COOLING OIL COMPARTMENT

CHECKING THE HYDRAULIC BRAKING SYSTEM FOR TIGHTNESS Before performing the leakage test, bleed the hydraulic braking system. With a compressive stress of 120 bar, a pressure drop by 2 % to 117.5 bar after 15 minutes is permissible. Testing agent: Engine oil SAE 10 W corresponds to MIL - L 2104. CHECKING THE COOLING OIL COMPARTMENT FOR TIGHTNESS Leagage-testing of the cooling oil compartment is performed after the wheel hub with scraper ring sealing has been installed, and the wheel bearing has been adjusted. Connect the pressure gauge with a stop cock. Pressurise the wheel side with compressed air having a pressure of 1.5 bar. Spin the wheel side several times. A pressure drop of max. 0.1 bar after 10 minutes is permissible.

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5.2.6

5 16


FINAL ASSEMBLY ASSEMBLY

Place the brake anchor plate (1) on to the housing (2), and align them. Insert and tighten the screws. Screw in the bleeder (12) with sleeve (11) and (10), as well as the screw plugs (8) with gaskets. Check the hydraulic braking system for tightness. (Please refer to Leakage Test Specification.) Insert the O-ring (19) (brake anchor plate/axle funnel, respectively steering stub axle) torsion-free and without twists. Measure the distance from the brake anchor plate to the piston plane surface through the wear measurement bore while the piston is pressurised, and stamp this dimension into the brake anchor plate using stamp numbers. Place the entire braking system on to the axle and screw it in. (Coat the parting plane with Loctite 270.)

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PARKING BRAKE

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1 2 3 4 5 6 7 8 9 10

Brake caliper Bolt Backing plate Backing plate Disc spring package Piston Grub screw Push rod Ring Hydraulic compartment 11 Locknut

5 17

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5.2.8

5 18


MECHANICAL FLOATING CALIPER DISC BRAKE

(with manual readjustment) Type 230 VI-Ö INTRODUCTION The hydraulically detachable spring-loaded brake is primarily intended for use as an emergency and parking brake. The operating force is provided without a mechanical transmission. Instead, this is provided by a disc spring. Releasing the brakes requires a hydraulic pressure of approximately 100 bar. A hydraulic accumulator with a storage pressure of 160 bar provides an easily assembled emergency and parking brake which serves an important safety function. Whenever the hydraulic pressure supply system fails, the vehicle is automatically stopped and braked. The brake is installed at the differential input shaft of the driving shaft. The diameter of the brake disc is 380 mm. Correction of the lining wear is performed manually by turning a grub screw. FUNCTIONAL DESCRIPTION OF THE BRAKING PROCEDURE The brake caliper (1) and the two identical backing plates (3) and (4) move freely on two bolts (2) in a mounting frame. The longitudinal force from the friction lining which is released whenever the brake is engaged, is supported by one of the bolts (2), depending on the direction of rotation of the brake disc. The clamping force is provided by the disc spring (5). This slides the backing plate (3) over the piston (6), the grub screw (7), and the push rod (8) (which is located freely in the piston), and on to the bolt (2) in direction of the brake disc. As soon as this lining contacts the brake disc, the bearing pressure which is working on the ring (9) causes the brake caliper (1), the lining carrier (4) and the bolts (2) in the mounting frame to be displaced until the second lining comes into contact with the brake disc. The brake is released by pressurising the compartment (10) between the caliper and the piston with oil pressure. This causes the piston (6) to be displaced against the disc spring force until it contacts the ring (9). The caliper is equipped with an eyelet for acceptance of an automatic forced return function which resets the caliper via spring power as soon as the brake is released. Whenever the clearance dimension increases due to wear of the brake linings and/or the brake disc, this reduces the clamping force. Readjustment is performed by turning in the grub screw (7) in the piston (6). This displaces the push rod (8) out of the piston and compensates any wear.

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PARKING BRAKE ASSEMBLY

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1 2 3 4 5 6 7 8 9 10 11

Slotted nut Split pin Brake caliper Protection cap Brake lining Ring Flat magnet Push rod O - ring Bolt Protection cap

12 13 14 15 16 17 18 19 20

Locknut Grub screw Circlip Ring Disc spring package Piston Radial shaft seal Radial shaft seal Bleed valve

A Mounting bracket

5 19

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5.2.10

5 20


REPLACEMENT OF THE BRAKE LINING

GENERAL INFORMATION Above all, the perfect technical condition of the brake is of crucial importance to safe braking characteristics. It is for this reason that the brake should be checked in the time intervals as specified by the manufacturer of the vehicle, and wear parts should be replaced. The rubber parts should be replaced after 2 years at the latest, or whenever they are damaged. The lining should be replaced whenever it is worn down. The brake should always be checked whenever linings are changed. The brake lining should be replaced whenever the residual brake lining thickness is 2 mm, or whenever these are burnt or glazed. Only those lining qualities that are specified by the manufacturer of the vehicle or brakes should be used. The guide surfaces or parts for the brake linings must be cleaned. The protection cap for the push rod must be checked for perfect condition. When the brake linings are being renewed, the brake disc must also be checked for wear. It must be replaced whenever the minimum thickness is reached - original thickness minus 4 mm (wear on each side max. 2 mm). The flat grabbing magnets must be cleaned prior to installation of the new brake linings. SEQUENCE OF OPERATIONS WHEN CHANGING BRAKE LININGS - Remove the protection cap (11). - Loosen the locknut (12) using a spanner with a jaw span of 30. - Loosen the disc springs by turning the grub screw (13) anti-clockwise using hexagon socket-screw spanner with jaw span 10. Alternative: Pressurise the brake with hydraulic pressure, and turn the grub screw (13) anti-clockwise. - Remove the split pin (2), and unscrew the slotted nut (1) using a spanner with a jaw span of 24. - Pull out the bolt (10) from the brake caliper (3) so that the backing plates (5) can be removed. Look out for a possible pivoting of the brake caliper around the other bolt (10)! - Insert the new backing plates (5), slide the bolt (10) into the brake caliper, screw the slotted nut (1) in, and secure it with the split pin (2). - For brake adjustment refer to "Adjustment or Readjustment". - Mount the protection cap (11) on to the brake caliper. - If the valve cap was removed from the bleed valve (20), it must be replaced again.

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ADJUSTMENT OR READJUSTMENT Whenever the brake is either being newly installed or replaced due to wear of the brake linings and/or brake disc, the air gap is adjusted by performing the following steps: - In the event of new installation, the brake must be bled at the bleed valve (20) using a spanner with a jaw span of 11. Tightening torque 12 + 4 Nm. - Loosen the locknut (12) using a spanner with a jaw span of 30. - Tighten the disc springs by turning the grub screw (13) clockwise using a spanner with a jaw span of 10 until the stop of the piston (17) can be perceived. Alternative: Pressurise the brake with hydraulic pressure and turn the grub screw (13) clockwise to its stop. - Turn the grub screw (13) anti-clockwise to maintain the desired air gap. The required angle of rotation is determined from the thread pitch and the desired air gap. Air gap 1.5 - 2 mm - Tighten the locknut (12) under application of a tightening torque of 150 ± 10 Nm. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

EMERGENCY RELEASE If the brake has to be released in the event of a failure in the hydraulic pressure supply system, the following sequence of operations are to be applied: - Remove the protection cap (11). - Loosen the locknut (12) using a spanner with a jaw span of 30. - Turn the grub screw (13) anti-clockwise using a hexagon socket-screw spanner with a jaw span of 10 until the brake is released.

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5.2.11

5 22


INSTRUCTIONS FOR ASSEMBLY OF THE DISC BRAKE

These instructions consist of the sequence of operations listed in partial steps, as well as notes concerning the complete assembly of the disc brake. Pertaining to the instruction "Grease", Fuchs Renocal FN 745 should be used for normal applications (-50 °C to +120 °C). The disc brake is dismantled in the reverse order. Place the radial shaft seal (19) into the annular groove of the brake caliper (3). NOTE:

Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing lip must point to the interior. Grease the annular groove prior to inserting it.

- Place the radial shaft seal (18) into the annular groove of the brake caliper (3). NOTE:

Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing lip must point to the hydraulic compartment. Grease the annular groove prior to inserting it.

- Slide the O-ring (9) into the annular groove of the push rod (8). - Insert the push rod (8) into the piston (17) so that the annular groove points out of the piston. - Press the piston (17) with the pre-assembled push rod (8) into the brake caliper (3). NOTE:

Grease the piston prior to inserting it, so that it can be pressed through the radial shaft seal more easily.

- Insert the complete disc spring package (16) into the piston (17).

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Ser vice Training Service NOTE:

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Regarding a 6-layer disc spring package, the installation position of the disc spring package (16) must be as shown in the illustration. The disc spring package may only be installed or replaced as a whole new or spare part.

Greasing the disc spring package. - Grease the ring (15), and insert it into the brake caliper (3) so that it encompasses the disc spring package. - Place the circlip (14) into the annular groove of the brake caliper (3). - Press the protection cap (4) into the seating of the brake caliper (3) using a fitting tool. - Slide the sealing bead of the protection cap (4) into the annular groove of the push rod (8). NOTE:

The rubber part must not be damaged, and the seating in the brake caliper must be greased prior to pressing it in.

- Use a hexagon socket-screw spanner with a jaw span of 10 to screw the grub screw (13) (adjusting screw) into the piston (17). - Use a key with a jaw span of 30 to screw the hexagon nut (12) on to the grub screw (13) up to the piston. 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

NOTE:

The tightening torque for the locknut is 150 ± 10 Nm. This is only performed after the brake has been installed and the air gap has been adjusted. In this respect please refer to "Adjustment or Readjustment".

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24

With this type of brake, flat grabbing magnets hold the backing plates with the brake linings against the brake caliper and the push rod, according to the installation position of the brake in the mounting frame. The following sequence of procedures applies to installation during replacement of the magnets: - Press the flat magnet (7) with the tolerance ring (6) into the opening of the push rod (8). - Press the flat magnet (7) with the tolerance ring (6) into the opening of the brake caliper. NOTE:

The flat magnets must be installed using a suitable tool. The magnets must not be damaged in this process. In their installation position, the magnets must be flush with the push rod or the caliper.

-

Insert the brake caliper (3) into the mounting frame (A). Push one bolt (10) (guide pin) into the brake caliper from the engagement side. Insert the backing plate with the brake linings, and slide the second bolt (10) into the brake caliper from the engagement side. Hold the bolt (10) using a spanner with a jaw span of 24, and screw the slotted nuts (1) on to the bolt (10) using a spanner with a jaw span of 24, and application of a tightening torque of 20 ± 10 Nm. - Secure both slotted nuts (1) against loosening by using a split pin (2). - Screw the bleed valve (20) into the opening of the brake caliper (3) using a spanner with a jaw span of 11. NOTE:

The tightening torque for the bleed valve is 12 Nm, and is performed after the brake has been connected to the hydraulic pressure supply, and after bleeding the brake. +4

- After bleeding the brake, place the valve cap on to the bleed valve (20). After adjustment of the brakes (please refer to "Adjustment or Readjustment"), the brake caliper is closed on the engagement side using a protective device. - Slide the rubber protection cap (11) with the sealing bead into the annular groove of the brake caliper (3).

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BRAKE DISC

CHECKING THE BRAKE DISC - When replacing the brake shoes, check for - cracks - unevenness

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A B C D

Reticular cracks Radial cracks Unevenness of the braking areas below 1.0 mm Continuous cracks

permissible not permissible permissible not permissible

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ACCUMULATOR CHARGING VALVE ACCUMULATOR CHARGING

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1 2 3 4 5 6

Lock nut Cap nut Setcrew Lock nut Stop ring Setcrew

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5.2.13.1 ADJUSTMENT INSTRUCTIONS NOTE:

With the accumulator charging valve with two coaxial setscrews it is possible to adjust the recharging point and final charging pressure in a variable range of 10-35 % referred to the recharging pressure. Setcrew (3) controls the accumulator recharging pressure (minimum pressure). Setcrew (4) controls the accumulator final charging pressure (maximum pressure). To reduce the pressures, turn setcrews (3) and (4) clockwise.

RECHARGING PRESSURE ADJUSTMENT - Remove the cap nut (1). - Turn in setcrew (3) = pressure reduction. - Turn out setcrew (3) = pressure increase. - Desired value: 130 bar.

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FINAL CHARGING PRESSURE ADJUSTMENT - Loosen the lock nut (5). - Turn in setcrew (4) = pressure reduction. - Turn out setcrew (4) = pressure increase. - Tighten lock nut (5). - Desired final charging pressure: 160 bar. - Install and tighten the cap nut (1) after the adjustment.

Ser vice Training Service BRAKE PRESSURE ADJUSTMENT - Raise the rubber boot. - Loosen the lock nut (1). - Turn the setcrew (2) clockwise. (pressure reduction) - Turn the setcrew (2) anti-clockwise. (pressure increase) - Retighten the lock nut (1). - Desired value: 80 bar.

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PEDAL ANGLE ADJUSTMENT - Loosen the hex head screw (5). - Loosen the lock nut (3). - Adjust the pedal angle with the socket head screw (4). - Retighten the lock nut (3) and screw (5). - Recommended pedal angle: 40°.

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30

5.2.13.2 FAULT REMEDY

MALFUNCTION Accumulators do not charge.

CAUSE

REMEDY

A foreign object is blocking the movement of the priority valve.

Check sliding of all parts, particularly of the valve at the inlet. Check hydraulic connection. After overhauling the charging valve, check if the wire clip on the piston is correctly positioned in front of the supply port.

Brakes remain in braking position.

Drain of system S6 not correct. Pedal not returning to home position.

Indicator lamp on instrument panel does not come on or lights continuously.

Check if the pedal locking device allows a slight gap between the reduction gear and control piston.

System not releasing, and pressure acting on brakes.

On a horizontal system, remove any restriction in the chamber under the pedal through the front plug.

Check adjustment of pressure monitor.

Set the pressure monitor at the charging valve to a pressure below the minimum accumulator pressure and which still ensures 3 or 4 brake applications after the lamp illuminates.

Incorrect pressure setting.

Reduce the pressure with the setscrew beneath the pedal and check it with the pressure gauge.

Incorrect pressure setting.

Increase the pressure with the setscrew beneath the pedal and check it with the pressure gauge. ATTENTION: Do not exceed the admissible brake pressure values.

Abrupt braking.

Minimal braking action.

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MALFUNCTION

CAUSE

REMEDY

Delayed application and release of the brake.

Insufficient oil flow rate when applying and releasing the brake.

Check if the diameter of the brake hoses is not too low in comparison to the length and oil flow. Hydraulic oil is too thin.

Braking pressure not constant.

Minimum pressure of accumulator is lower than maximum brake pressure.

Check if the accumulator pressure setting is correct; if required, regulate it with the setscrew at the cylindrical end of the accumulator charging valve.

Accumulators recharging constantly. Draining of oil from the accumulator with the aid of a commercial filling device.

Accumulator nitrogen pressure is too low or too high.

Check the nitrogen pressure of the accumulators after first draining the oil out of them with a suitable device. Recharge according to the information in the manufacturer's manual. The nitrogen pressure must be checked.

Pump does not build up the required pressure.

Pump worn.

Inspect the pump.

Valve contaminated.

Clean the valve and inspect the surfaces.

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ELECTRICAL SYSTEM

6.1

ELECTRIC CIRCUIT WIRING DIAGRAM

B1 B2 B4

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F27 F28 G1 G2

Alternator Battery

7 0

H1

Charge control light Thermal element Engine temperature light Oil pressure light Low fuel warning light Emergency warning light Air cleaner light Handbrake warning light Transmission oil warning light

128 46 48 50 79 52 61 55

F12

178

F13

E1 E2 E3 E4 E5 E6 E7 E8 E9 E10 E11 E12 E13 E14 E15 E16 E17 E18 E21

Light, cab interior 181 Beacon, rotating* 228 Mast floodlights 237,238 Floodlight 242,243 Side light, front left* 248 Side light, rear left* 249 Side light, front left* 251 Side light, rear right* 252 Left light, main beam/dip beam* 257 Right light, main beam/dip beam* 260 Reversing light, left* 174 Reversing light, right* 176 Stop light, left* 185 Stop light, right* 187 Indicator light, front left* 203 Indicator light, rear left* 205 Indicator light, front right* 212 Indicator light, rear right* 214 Air conditioning 194-195

F14

F1

Fuse ignition switch .......................30 A Fuse hazard warning system ........ 15 A Fuse reverse light relay.................10 A Fuse interior light/radio .................. 5 A Fuse head/side lights ....................15 A Fuse main beam switch ................15 A Fuse relay power supply ...............10 A Fuse air conditioning .....................10 A Fuse start inhibit ............................5 A Fuse engine shut down .................10 A Fuse

F25

F3 F4 F5 F6 F7 F8 F9 F10 F11

14 219 174 181 248 258 203 191 36 21

1

gear selection EGS ..............10 A Fuse central control lever .............. 10 A Fuse front wiper motor ..................10 A Fuse front wiper switch .................10 A Fuse brake pressure ............ 5 A Fuse parking brake switch ............10 A Fuse tilt stop swich........................10A Fuse rear wiper switch ..................10 A Fuse rear wiper motor ...................10 A Fuse top wiper motor & top washing system ..........10 A Fuse cab heater ............................20 A Fuse beacon ........................10 A Fuse mast flood lights ...................10 A Fuse cab flood lights ..................... 10 A Fuse stop light switch ....................10 A Fuse hazard indicator switch ........ 15 A Air condition..........................20 A Elme box/ truck ....................20 A

168 115

F2

Horn EGS sensor (transmission) Reverse audio warning (buzzer)

6

F15 F16 F17 F18 F19 F20 F21 F22 F23 F24

F26

H2 H3 H4 H5 H6 H7 H8

101 134 159 161 73 151 229 269 267 227 233 228 237 242 185 215 223 234

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H9 H10 H11 H12 H14 H15 K1 K2 K3 K4 K5 K6 K7 K8 K9 K10 K15 K16

6


2

Hydraulic oil temperature warning light Brake pressure buzzer Main beam light Indicator repeater light Battery charging indicator Reverse audio warning (buzzer) Ignition relay Relay, neutral EG Relay, start inhibit Relay, reversing light Engine shut down relay Handbrake relay Flasher unit relay Lowering stop Relay, air conditioning* Relay, air conditioning* Relay, starter Timer relay

58 71 255 208 30 203 32.209 14.36 10.36 172-174 21.41 153-156 216-219 229-131 189 192 5.14

M1 M2 M3 M4 M5 M6 M7 M8

Starter motor Fan motor Front washer motor Front wiper motor Rear wiper motor Rear washer motor Top wiper motor Top washer motor

4 264 164 160 268 271 278 281

P1 P2 P3 P4 P5

Hour meter Fuel gauge Voltmeter Engine oil pressure gauge Engine coolant temperature gauge

198 81-83 86-88 91-93

S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 S13 A S13 B S13 C S13 D S14 S15 S16 S17 S18 S19 S20 S21 S22 S23 S24 S25 S26

96-98 S27

R1 R2 R3 R4 R5 R6 R7 R8 R9

Flame glow plug Fuel sender Engine oil pressure sender Engine water temperature sender (coolant) Resistor, heater motor Resistor, charge control light Cold start aid - electr. heated expansion element Preheating system resistor 24 V to 12 V Preheating system resistor 24 V to 12 V

16-18 81 91 96 264 41-42

S28 S29 S30 S31 S32

Ignition switch Engine temperature shut down switch (autom. shut-down at 120 °C) Engine oil pressure switch Low air pressure switch Low fuel switch Air filter vacuum switch Handbrake warning switch Transmission oil temperature switch 121 °C Hydraulic oil temperature switch Cold start switch 50 °C Gearchange switch (EGS) Transmission shutdown Wash/wipe switch, front Horn button Main beam switch Indicator switch (combined switch) Wash/wipe switch, rear Wash/wipe switch, top Cab interior light switch Cab heater switch Not used Working lights Spreader Working light switch Headlight switch Stop switch Hazard flasher switch Spreader Sideshift left Spreader Sideshift right Spreader retraction 20 ft Spreader extension 40 ft Throttle microswitch Brake oil pressure switch Handbrake switch Speed switch (pressure switch) tilt stop swich

14-16 40 43 64 49 52 61 55 58 25 100-122 120 160-166 167-169 255-261 207-210 268-274 278-284 181 262-265 237-239 242-244 247-250 185 200-220 128-129 130-131 132-133 134-135 113 70 151-155 148 140-142

25

V1-V10 Diodes

40-79

16

Y1 Y2

21 103

18

Fuel shutoff solenoid Forward solenoid

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Ser vice Training Service Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y15 Y16 Y17 Y18 Y19 Y20 0 1 0 r 9 e 0 . t p 1 a 0 4 h 2 C / 4 0 2 8 0 7 C 1 3

Reverse solenoid 1st/2nd gear solenoid 3rd gear solenoid Handbrake solenoid Spreader solenoid Sideshift left Spreader solenoid Sideshift right Spreader solenoid retraction 20 ft Spreader solenoid extension 40 ft speed up solenoid Pressure supply solenoid Spreader tilt stop solenoid forward tilt stop solenoid reverse Lowering stop solenoid Lifting stop solenoid

* Optional

105 107 109 156 128-129 130-131 132-133 137-135 148 230 140 142 229 236

6 3

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6 4


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6 6


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6 8


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6 9

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6.2

6 10


RELAY BOX

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HYDRA ULICS HYDRAULICS

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7.1

7 2


FUNCTIONAL DESCRIPTION OF THE HYDRAULIC SYSTEM

The tandem pump (F) is bolted to the powershift transmission and driven by the engine (22). At maximum engine speed, the two external gear pumps (20) 41 cm³ and (21) 44 cm³ deliver a total flow of 212 l/min. NO LOAD OPERATION (WITH ENGINE RUNNING)

In the neutral position of the directional control valves (A) and (B) and with the steering not operated, oil flows from the hydraulic pump (20) to priority valve (E). A controlled oil pressure reaches the OSPC through outlet CF and is held at 10 bar. The oil flows through port EF via valve block (B) and the return line filter (23) to the tank. The oil flow from pump (21) flows via directional control valve (B) and the return line filter (23) to the tank. In addition, a controlled oil flow (about 1 l/min) from priority valve (E, port LS) goes to the steering control valve (D, port LS) and via the port T of the steering control valve back to the tank. STEERING OPERATED

When the steering is operated, the LS (Load Sensing) line to the tank is closed via steering control valve (D). A pressure greater than 10 bar builds at priority valve (E), the valve switches to the open position and the required oil flow goes from pump (20) via the steering control valve (D) and via shock valve (C) to the steer cylinder (15). The residual oil flows to the tank via the directional control valve (A). CHARGING THE ACCUMULATOR ACCUMULATOR (CONTROL VALVE)

Oil is delivered from hydraulic pump (20) or (21) via the shuttle valve (28) and the pressure accumulator (26) is held at 30 bar pilot pressure by the pressure regulating valve (27). The pressure accumulator is always charged by the pump with the higher working pressure. The pressure relief valve (29) is used as a safety valve. NOTE:

If the pressure accumulator is empty, the steering must be operated so that the required pressure can build at pump (20).

LIFTING THE MAST NOTE:

If the ignition is switched on and the twistlocks are in the end position, solenoid valve (Y20) and (Y19) are activated with 24 V and switched to the open position.

Due to the activation of lift control valve L (32), pilot pressure proportional to how far the lever was moved flows from port "1" via the 3/2 way solenoid valve (Y20) (lift stop) to the spools of directional control valves (5) and (8). When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pumps (20) and (21) goes through directional control valves (5) and (8) and the TOCV valves (J) to the lift cylinders, extending the mast.

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7 3

MAST LIFT STOP (LIFT INTERRUPTION)

If the twistlocks on the mast are not in the end position (improper operation), the current is cut off via relay K28 (in the box on the spreader). Solenoid valve (Y20) closes, pilot pressure is reduced and directional control valves (5) and (8) move to the neutral position. (Lift stop). LOWERING THE MAST

When the lowering control valve (L30) is operated, pilot pressure proportional to how far the control lever is moved flows from port "3" via the 3/2 way solenoid valve (Y19) (lowering stop) to the spools of directional control valves (5) and (8) and simultaneously to the locking block valves (J) . When pilot pressure exceeds 18 bar, the locking block valves (J) open, the spools begin to move and the entire oil flows from the lift cylinders (1) via directional control valves (5) and (8) back to the tank. The safe lowering valves (2) control the oil flow and the lowering speed depending on the load. (Mast lift stop) NOTE:

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When the spreader seats on the container, the lowering function is cut off to protect the hoses and chains.

When the spreader seats on the container, the current is cut off by the seated sensors via relay K8 (in the relay box on the truck). Solenoid valve (Y19) closes, the pilot pressure is reduced and directional control valves (5) and (8) revert to the neutral position. (Lower stop). TILTING THE MAST NOTE:

If the ignition is switched on and the tilt angle limit switch is not activated, a 24 V current is applied to solenoid valves (c) and (d), causing them to open.

TILTING THE MAST FORWARD

When the tilt forward control valve (L31) is operated, pilot pressure proportional to how far the control lever is moved flows from port "4" via the 3/2 way solenoid valve (Y17) (tilt forward stop) to the spool of directional control valve (9). When pilot pressure exceeds 18 bar, the spool begins to move and the entire oil flow from pump (21) goes via directional control valve (9) to the tilt cylinders, causing the mast to tilt forward. TILTING THE MAST FORWARD STOP

When the mast angle of tilt is 3°, the power supply is cut off by the limit switch (S32). Solenoid valve (Y17) closes, pilot pressure is removed and directional control valve (9) reverts to the neutral position (tilt forward stop).

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TILTING THE MAST BACK

When the tilt back control valve (L31) is operated, pilot pressure proportional to how far the control lever is moved flows from port "4" via the 3/2 way solenoid valve (Y18) (tilting back) to the spools of the directional control valves (9). When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pump (21) goes via directional control valve (9) to the tilt cylinders, tilting the mast back. TILTING THE MAST BACK STOP

When the mast reaches an angle of 3.5°, the power supply is cut off by limit switch (S32). Solenoid valve (Y18) closes, pilot pressure is reduced and directional control valve (9) goes to the neutral position (tilt back stop). SPREADER OPERATION

When spreader function is initiated by pressing a button on the joystick, a current of 24 V is applied to solenoid valve (Y16) and the existing pilot pressure (30 bar) is applied to the spool, causing directional control valve (10) to open. The valve block on the spreader is supplied with hydraulic oil. SPEED GOVERNING

The pressure switch (S31) is connected to the directional control valve block (B). When a working hydraulics function is performed, the pressure rises and pressure switch (S31) activates solenoid valve (Y15). This allows supply pressure (b) from port "S" on the transmission to operate engine speed up cylinder K, causing the engine speed to rise. STEERING AND WORKING HYDRAULICS PRESSURE TEST

Test and adjustment of pressure relief valve (7). - Connect a high pressure gauge to test port II. - Remove the tilt angle limit switch. - Tilt the mast back as far as the stop and read the pressure on the gauge. Desired value: 250 bar - Refit the tilt angle limit switch. Test and adjustment of pressure relief valve (6). - Connect a high pressure gauge to test port I. - Extend the mast as far as possible and read the pressure on the gauge. - Desired value: 250 bar

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NOTE: Pressure relief valves (6) and (7) must be set to the identical pressure. ADJUSTMENT INSTRUCTIONS:

-

Prevent the valve shaft from turning (1¼" hex head) Loosen the lock nut (1 1/8'' hex head). To increase pressure, turn the screw (¼'' socket head) in. To decrease pressure, turn the screw (¼'' socket head) out. Retighten the lock nut.

Steering pressure test. - Connect a high pressure gauge to test port II. - Operate the steering to full lock and read the pressure on the gauge. - Desired value: 175 bar Pilot pressure test.

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- With the engine shut off, operate the central control lever (L) until pilot pressure is available. - Install test adapter III and connect a low pressure gauge. - Start the engine and operate the steering briefly. - Read the pressure on the gauge. - Desired value: 30 bar Lower pilot pressure test. - Install test adapter IV and connect a low pressure gauge. - Slowly operate the central control lever (L) for lowering and read the pressure on the gauge. - Desired value: 18-30 bar Lift pilot pressure test. - Install test adapter V and connect a low pressure gauge. - Slowly operate the central control lever (L) for lifting and read the pressure on the gauge. - Desired value: 18-30 bar NOTE: The spool begins to move at 18 bar.

Spreader pressure test. VII. Connect a high pressure gauge to test adapters VI and VII VI Desired value 140 bar VII Desired value < 60 bar

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7.2

A

7

HYDRAULIC DIAGRAM

Working hydraulics control valve block 1 Lift cylinder 2 Slow lowering valve 3 Tilt cylinder 4 Locking block 5 Directional control valve lifting/lowering M 6 Pressure relief valve (lifting) 7 Pressure relief valve (lifting/lowering/ spreader)

B

Working and auxiliary hydraulics 8 Lifting/tilting directional control valve 9 Tilting directional control valve 10 Spreader oil supply valve 15 Steer cylinder

C

Shock valve 16 Pressure relief valve 240 bar

D

Steering control valve OSPC/LS 17 Steering control valve 18 Pressure relief valve 170 bar

L

Pilot control valve (joystick) 19 Check valve

E

Priority valve OLS 120

F


6

Valve for pilot pressure

J

Mast lower locking block

H

Locking block

K

Control cylinder

3/2 directional control valve, lowering 3/2 directional control valve, tilting fwd 3/2 directional control valve, lifting 3/2 directional control valve, tilting back

Spreader valve block 34 Spreader pressure relief valve 140 bar 35 4/3 way solenoid valve (extension) 36 4/3 way solenoid valve (twistlocks) 37 4/3 way solenoid valve (sideshifter) 38 Shock valve 80 bar 39 Shock valve 140 bar 40 Extension cylinder (20 ft - 40 ft) 41 Hydraulic cylinder (twistlocks) 42 Hydraulic cylinder (sideshift) 43 Shock valves 80 bar 44 Locking block valves 45 Pressure switch for engine speed Y15 3/2 way solenoid valve (engine speed) Y16 3/2 way solenoid valve (spreader oil supply) Y17 3/2 way solenoid valve (tilt fwd. stop) Y18 3/2 way solenoid valve (tilt back stop) Y19 3/2 way solenoid valve (lowering stop) Y20 3/2 way solenoid valve (lifting stop)

Tandem pump 20 Steering and working hydraulics pump 41 cm3 21 Working hydraulics pump 44 cm 3 22 Perkins engine 23 Return filter 10 micron 24 Suction filter 20 micron 25 Hydraulic oil tank 305 litres 26 Accumulator 27 Oil temperature switch 28 Shuttle valve 29 Oil temperature switch

G

30 31 30 33

a b c

I

Test point for working hydraulics & steering pump 20 (test adapter installed)

II

Test point for working hydraulics pump 21 (test adapter installed)

III

Test point for pilot pressure 30 bar (test adapter not installed)

IV

Test point for lowering pilot pressure (test adapter not installed)

V

Test point for lift pilot pressure (test adapter not installed)

VI

Test point for spreader working pressure 140 bar (test adapter installed)

VII

Test point for return line pressure (test adapter installed)

Pilot pressure during lowering Pressure from port "S" on transmission Return line from port "AH" on transmission

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Ser vice Training Service HYDRAULIC DIAGRAM DIAGRAM C80, SERIES 317

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Service Training

Section Page

7 9

PIPING SCHEMATIC C 80, SERIES 317

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Service Training

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7 10

Service Training

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Ser vice Training Service HYDRAULIC HYDRAULIC CIRCUIT DIAGRAM

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7 11

Ser vice Training Service HYDRAULIC HYDRAULIC CIRCUIT DIAGRAM

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Kapitel Seite

7 12


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Service Training

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7 13

PIPING SCHEMATIC C 80, SERIES 317

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7 14

Service Training

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7 14

Service Training

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Ser vice Training Service ARRANGEMENT OF CONTROL VALVES PLUMBING

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Ser vice Training Service ARRANGEMENT OF CONTROL VALVES PLUMBING

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7 16


ARRANGEMENT OF PLUMBING FROM PUMP TO CONTROL VALVES

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Ser vice Training Service ARRANGEMENT ARRANGEMENT OF MAST PLUMBING

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7 18


ARRANGEMENT OF PLUMBING FOR TILTING

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Ser vice Training Service ARRANGEMENT ARRANGEMENT OF TANK RETURN PLUMBING

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7 20


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8 1

LIFT MAST

For identification purposes, a lift mast number (manufacturer’s identification number) is stamped on the channel of the mast. It is located at a height of about 1.5 m. A mast type with various heights is available for type 317 C80. Mast type 174

Example:

4 containers high 5 containers high 6 containers high E1

X

174

K 00001 Serial number Year built (1999) Mast series Reserved Manufactorer Linde Lansing

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2

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1 2 3 4 5 6 7

Spreader Chain Chain anchor, top Pin Chain anchor, bottom 12 mast rollers 4 wear strips with adjustment plates (on outer upright) 4 wear strips with adjustment plates (on spreader) 8 Hose roller 9 Outer upright (moveable)

10 11 12 13 14 15 15 a 15 b 16 17 18

4 side rollers with adjustment plates Lift cylinder Inner upright (on truck chassis) Lifting eyes Tilt cylinder pins (mast) Tilt cylinder Pointer (tilt angle 0°) Marking Tilt cylinder pins (chassis) Retaining plate Bearing pin

Ser vice Training Service LIFT MAST CROSS SECTION

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8 3

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8 4


8.1

INSTALLATION OF MAST AND SPREADER

NOTE:

For transport reasons, the truck is delivered with the mast and spreader removed.

PREPARING FOR INSTALLATION - Crane or mobile crane > 15 t - Working platform, truck with a cage, lifting height 8 - 10 m - Lift the mast (own weight 7 tonnes) at the lifting eyes (13) with a crane and deposit on the ground on squared timbers (lift cylinders facing up). - Connect the short hoses (26) with fittings on the inner upright bracket (27). - Fasten both hoses (26) with clamps and angle brackets (22). - Fit the socket housing (28) to the inner upright and fasten the cable (24) with clamps (23) together with the hose clamps (22) above the two hose lines (26). - Insert the plug (25) into the socket (28) and lock it. - Raise and secure mast sufficiently in order to fasten the cable (30) with cable clamp (29) to the mast bracket (27) (strain relief). - Slide the hose roller (8) and the cable (30) and the hoses (31) onto the pin on the outer upright, secure with a circlip and install the guide plate on the hose roller. - Slip the chains (2) over the left and right chain rollers and fasten to the chain anchors (3) with pins (4). - Install the tilt cylinders (15) with the pins (16) on the truck intermediate frame and connect the hydraulic hoses to the tilt cylinders. NOTE: Install with the white marking on the tilt cylinder showing inward. - Lift up both tilt cylinders about 45° and fasten with ropes. - Lift the mast at the lifting eyes (13) with the crane and put it in a vertical position. - Drive the truck slowly to the mast mounting points. - Install the mast with the pivot pins (18) on the truck chassis and secure with the plates (17). NOTE: Install the angle bracket for the tilt angle limit switches on the right-hand side seen in the direction of travel (see "Adjusting the angle oft tilt", item 1). - Position the tilt cylinders (15) at the mounting points on the mast and fasten them with the pins (14). - Fasten the angle bracket on the tilt cylinder with the white marking. - Insert the plug (19) into the socket on the truck and lock it. - Remove the sealing plugs (20) and (21) on the hydraulic hoses (26) and install on the fittings on the truck. - Pick up the spreader (1) (own weight 4.8 tonnes) at the lifting eyes with the crane and position it on a 20' container available for this purpose. - Fasten a rope on the cable (30) and the hoses (31) and keep them taut when lifting the mast. - Lift the mast and drive the truck to the spreader until the outer upright (9) is in position in relation to the rollers on the spreader. - Slowly lower the mast until the rollers on the spreader are completely engaged in the outer upright (9). - Fasten both chains (2) on the chain anchors (5) with pins (4) and secure them. - Remove the caps from the hoses (31) and install the hoses on the spreader (1). - Insert the cable plug (33) into the socket on the spreader (1) and lock it. - Tensions the cable (30) and secure it with a clamp (32). - Check all spreader functions, operate the mast through the full cycle several times and then bleed the lift cylinders (11).

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8.2

8 6


ADJUSTING THE ANGLE OF TILT

There is a limit switch (32) mounted on the right-hand side in the direction of travel. This cut off the control pressure to the way valves when the maximum angle of tilt is reached, thus limiting the angle of tilt. In order to prevent the truck from tipping over during tilting, stops (1) and (2) must be checked and adjusted. - Position the mast in mid position (see the marking (9) on the tilt cylinder). - Place the angle measuring device (6) on the mast channel, adjust to 3°and fasten with a screw (8). Tilt the mast forward until the bubble (7) in the water level is level. - Loosen the nuts (3) and slide the stop (1) towards the lever (5) until the limit switch is operated. - Tighten the nuts (3). - Proceed as for tilting back, place an angle meter (6) on the mast channel, adjust to 3.5°and tighten it with screw (8). - Loosen the nuts (4) and move the stop (2) towards the lever (5). - After the adjustment, recheck the angle of tilt. Desired value: Tilting forward 3° Tilting back 3.5°

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8.3

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

8 8


LIFT CYLINDER

Wiper ring Groove ring Bleed screw (torque 20 Nm) Ball (Ø 6 mm) Guide band Cylinder head (torque 500 Nm) Cylinder tube Retaining ring (Ø 95 mm) Piston rod Guide ring Sealing ring Retaining screw (Loctite 243, torque 20 Nm) Support ring O-ring Piston head (torque 500 Nm) Fitting (slow lowering valve)

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8 9

SEALING THE LIFT CYLINDER

SEALING THE CYLINDER HEAD - Heat the retaining screw (12) (secured with Loctite) and remove it. - Remove the cylinder head by screwing it off the cylinder tube (7) with a hook wrench. Renew the wiper (1), groove ring (2), guide band (5), O-ring (14), support ring (13) and sealing ring (11). NOTE:

If the lift cylinder is only leaking at the cylinder head, the repair can be carried out without removal of the lift cylinder.

RENEWING THE GUIDE RINGS - Pull out the piston rod (9) and check the guide rings (10) for wear, renewing them if required. - Insert the piston rod (9) into the cylinder tube (7). SEALING THE PISTON HEAD 0 1 0 r 9 e 0 . t p 1 a 0 h 4 2 C / 4 0 2 8 0 7 C 1 3

- Heat the retaining screw (12) on the piston head (15) (secured with Loctite) and remove it. - Clamp the cylinder tube (7) in a vise and remove the piston head (15) by screwing it off the cylinder tube (7) with a hook wrench. - Renew the sealing ring (11), O-ring (14) and support ring (13), oiling them lightly. - Screw the piston head (15) into the cylinder tube (7) and tighten to 500 Nm. - Install the retaining screw with Loctite and tighten to 20 Nm. MOUNTING THE CYLINDER HEAD - Slide the cylinder head (6) over the piston rod (9), screw it into the cylinder tube (7) and tighten to 500 Nm. - Install the retaining screw (13) on the cylinder head with Loctite and tighten to 20 Nm. NOTE:

After the installation of the lift cylinder, loosen the bleed screw (3) and allow hydraulic oil to flow until all the air is eliminated.

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8.4

1 2 3 4 5 6 7 8 9 10 11 12 13 14

8 10


TILT CYLINDER

Wiper Guide bushing (torque 500 Nm) O-ring Groove ring Support ring O-ring Cylinder tube Piston rod Piston (torque 750 Nm) Piston rod seal Packing Guide band Retaining screw (torque 20 Nm) Fitting

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SEALING THE TILT CYLINDER

The tilt cylinder does not need to be removed for sealing. -

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Start the engine and tilt the mast fully forward. Remove the tilt cylinder pin at the mast. Tilt the mast back slowly until the piston rod of the tilt cylinder to be sealed is retracted from the mast. Support the tilt cylinder and stop the engine. Remove the lock ring out of the guide bushing groove. Loosen the guide bushing (2) with a hook wrench (125.180 FACOM) and screw it out of the cylinder tube (7). - Pull the piston rod (8) and piston (9) out of the cylinder tube (7). - Clean the inside of the cylinder tube (7) and inspect for damage such as scoring, traces of pitting and corrosion. - Place the piston rod and piston in a soft jawed vice. - Heat the M8x125 screw (13) and remove it. - Remove the piston (9) from the piston rod with a hook wrench. - Remove the piston rod seal (10) and the packing (11) from the cylinder. - Install a new packing (11) and piston rod seal (10) on the piston and lubricate it with hydraulic oil. - Fit the piston (9) on the rod (8) and tighten it to 750 Nm. - Install screw (13) with Loctite 243 and tighten it. - Slide the piston rod (8) and piston (9) into the cylinder tube (7). - Renew the support ring (5), O-ring (6), groove ring (4), wiper (1) and O-ring (3) on the guide bushing (2). - Install the groove ring (4) with the sealing lip facing the pressure side. - Coat the seals with hydraulic oil. - Screw the guide bushing (2) into the cylinder tube and tighten it to 500 Nm with a hook wrench (125.180 FACOM). - Install the lock ring in an appropriate groove on the guide bushing. - Start the engine and extend the tilt cylinder slowly. Install the tilt cylinder pin at the mast. - Check the tilt cylinder for leaks. NOTE: Ensure that the tilt cylinders are synchronised, adjusting them if required.

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SPREADER

TYPE 568 Integrated telescopic side spreader for empty containers Maximum load capacity 8000 kg

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Type plate For use in: Elme model 568 - Integrated in the mast. - Built-in sideshift. Container pick-up at the side with two hydraulically operated twistlocks. CAN PICK UP 20', 30', 40' dry freight, open top containers, refrigerated containers and flats containers

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Section Page

8.5.1

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VALVE BLOCK AND HYDRAULIC CIRCUIT DIAGRAM OF SPREADER SPREADER

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Pressure relief valve 140 bar 4/3-way solenoid valve Hydraulic cylinder (sideshift) 4/3-way solenoid valve (twistlock) Pressure relief valve 80 bar (twistlock open) Pressure relief valve 80 bar (twistlock closed) Locking valve Hydraulic cylinder (twistlock) 4/3-way solenoid valve (container width selection) Pressure relief valve 80 bar (spreader extension) Pressure relief valve 140 bar (spreader retraction) Hydraulic cylinder (container width selection) Nut (torque 20 Nm) Pressure relief valve setscrew, max. 140 bar O-rings

16 Seal 17 Fastening screw (torque 20 Nm) 18 Pressure relief valve setscrew 80 bar (twistlock closed) 19 Pressure relief valve setscrew 80 bar (twistlock open) 20 Pressure relief valve setscrew 80 bar (spreader extension) 21 Pressure relief valve setscrew 140 bar (spreader retraction) A Pressure port B Return port III Spreader boost pressure measuring point 140 bar IV Spreader return pressure measuring point


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Section Page

8.5.2

A1 A2 A3 A4

8


18

CIRCUIT DIAGRAM SPREADER SPREADER

Spreaderbox Electricbox on Chassis Central control lever (Joystick) Electric box inside the cab

F28 Fuse Spreader F23 Fuse Working light H21 H22 H23 H24 H25 H26 H27 H28 H29

Indicator light red (on Mast) Indicator light yellow (on Mast) Indicator light green (on Mast) Indicator light Twistlocks green Indicator light Twistlocks yellow Indicator light Twistlocks red Working light on Spreader left Working light on Spreader right Indicator light for Working light

K21 K22 K23 K24 K25 K26 K27 K28 K8

Relay Twistlock Lock Relay Twistlock Unlock Relay Boom Extension Relay Boom Retraction Relay Sideshift left Relay Sideshift right Relay Spreader oil supply Relay Lift interrupt Relay Lower stop

S41 S42 S43 S44 S45 S46 S40 S19 S24 S25 S26 S27 S17

Sensor for Twistlock locked, left side Sensor for Twistlock locked, right side Sensor for Twistlock not locked, left side Sensor für Twistlock not locked, right side Sensor for Spreader seated, left side Sensor for Spreader seated, right side Rockerswitch Twistlock lock/unlock Rockerswitch Working light Red button Sideshift left Red button Sideshift right Yellow button Beam close to 20 " Yellow button Beam open to 40 " Overside switch

X1 X2 X3 X4 X5 X6 X7

Endbeam box right side Endbeam box left side Plug 16 connector (Mast/Spreader) Plug 16 connector (Vehicle/Mast) Connector terminals Working light Connector terminals Connector terminals

V11 V12 V13 V14

Diode Diode Diode Diode

Y21 Y22 Y10 Y9 Y7 Y8 Y16 Y19 Y20

Solenoid valve Twistlocks lock Solenoid valve Twistlocks unlock Solenoid valve Spreader open to 40 " Solenoid valve Spreader close to 20 " Solenoid valve Sideshift left Solenoid valve Sideshift right Solenoid valve Spreader oil supply Solenoid valve Lift interrupt, Lower stop Solenoid valve Lift interrupt

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8 20


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Service Training

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Service Training

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8

Service Training

22

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A1 BOX ON SPREADER

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A1 BOX ON SPREADER

8.5.4

A2 BOX ON TRUCK

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MISCELLANEOUS

"Data sheet for Empty-Container-Trucks". See also H 100/120/136/150/160, Series 354.

10.2

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GENERAL TORQUES FOR SERIES 317 TRUCKS

Item

Screws

Nm

Remark

Engine mounting Transmission mounting Drive plate & ring at torque converter Converter drive plate Cab mounting Fastening screw Drive axle Fastening screw Steering axle Propshaft flange to drive axle Propshaft flange to transmission Wheel nuts - drive axle Wheel nuts - steering axle Counterweight Lift cylinder holder Steering cylinder Nut - stub axle stop screw Steering axle

M16 3/4" UNC

190 400

In engine housing In transmission casing

3/8" special 3/8" special M12 M24 8.8 M24 10.9

33 33 75 600 930

1 1/8" UNF

1050

M10 10.9

64

M14 10.9 M22x1.5 M22x1.5 M30 M16 M20x120 (10.9) 1 1/2" UNF

180 680 680 1365 180 540 815

M16

180

At flywheel

Spherilastic bearing

At mast Fastening screw

Steering stops

10 1

Section Page

10 2


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Service Training

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10 3

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10 4

Service Training

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10 4

Service Training

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1

A1 Box on Spreader A2 Box on truck Accumulator charging valve Aids for measurements Air gap Alternator belt tension Angle of tilt Axle carrier Axle drive Axle drive settings

8/23 8/23 5/27 2/21 5/14 1/5 8/6 2/47 2/43 2/28

Brake Anchor Plate Brake Disc Brake Lining Braking system circuit diagram Braking system schematic diagram B ki

5/13 5/25 5/20 5/2 5/4 5/1


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Index Page

1

A1 Box on Spreader A2 Box on truck Accumulator charging valve Aids for measurements Air gap Alternator belt tension Angle of tilt Axle carrier Axle drive Axle drive settings

8/23 8/23 5/27 2/21 5/14 1/5 8/6 2/47 2/43 2/28

Brake Anchor Plate Brake Disc Brake Lining Braking system circuit diagram Braking system schematic diagram Braking system

5/13 5/25 5/20 5/2 5/4 5/1

Cabin Cabin glass pane Cabin installation Cabin window pane with aluminium frame (sliding window) Cabin window pane (glass-to-glass) Circuit diagram Spreader Clutch Contact pattern of Gleason type gear teeth Contact pattern Cooling Oil Compartment Crank assembly Cylinder head

3/1 3/1 3/5 3/3 3/2 8/18 2/7 2/48 2/44 5/15 1/5 1/6

D 81 PL 478 - NLB Diesel engine Differential Disc Brake Drive axle Drive shaft end play

2/28 1/1 2/46 5/22 2/27 2/39

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2


Electric circuit wiring diagram Electrical system Engine number Engine specifications - C 80 - option Engine specifications - C 80 Engine timing

6/1 6/1 1/3 1/2 1/1 1/10

Face seal Fault remedy Final Assembly Fuel injection pump

2/33 5/30 5/16 1/15, 1/21

Gear arrangement

2/7

Hydraulic braking system Hydraulic Braking System leakage test specifications Hydraulic circuit diagram of spreader Hydraulic diagram Hydraulic system Hydraulics Hydrodynamic travel drive

5/3 5/15 8/14 7/6 7/2 7/1 2/1

Injection nozzles Injection nozzle, cross section Injection nozzle opening pressure Injection nozzle repair Injection nozzle with tightening nut injection nozzle, checking for leaks Inner steering stop Intake manifold

1/11 1/13 1/14 1/13 1/11 1/14 4/7 1/9

King pin

4/2

Lift cylinder Lift mast Lliquid glue

8/8, 8/9 8/1 2/30

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Index Page

3

Mechanical cold start timing advance unit (KSB) Mechanical Floating Caliper Disc Brake

1/19 5/18

Outer steering stop

4/8

Parking Brake Piston cups Planetary housing Planetary hub Power shift transmission 24000/28000 Power shift transmission Power shift transmission, oil flow Power train schematic diagram Pressure check points Pressure test

5/17, 5/19 5/12 2/40 2/41 2/22 2/2, 2/6 2/8 2/1 2/25, 2/26 2/20

Range selector, oil flow path Relay box Ring gear Roof window without frame or channels

2/12 6/10 2/32

Spacer Special tools Spiral bevel gear taper roller bearing Spiral bevel gear Spreader Steering axle Steer axle number Steering cylinder Stub axle Swivel pin

2/38 1/22, 2/50 2/45 2/43 8/4, 8/13 4/1 4/1 4/9, 4/10 4/2 4/3

Technical data Tilt cylinder Torque converter operates Torque converter Torque leadings

10/1 8/10, 8/11 2/5 2/3, 2/4 1/10

3/4

Index Page

4


Torques for screws and nuts Transmission dump system Troubleshooting Truck body Turbocharger

2/29 2/19 2/20 3/1 1/9

Upshift inhibitor

2/19

Valve block Valve clearance

8/14 1/4

Wear of the lining Wet multi-disc brake Wheel bearing Wheel hub Wheel side

5/11 5/10 2/39, 4/6 4/5, 2/32, 2/38 2/32

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TALLER 317 Training Manual

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