CAT CL210 Operation Manual Load Haul Dump SN BA200567

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Revision No 0 7 December 2015

Operation and Maintenance Manual CL210 Load Haul Dump Serial Number BA200567

SAFETY.CAT.COM

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Important Safety Information

The operation of heavy mining machinery can be hazardous. Accidental machine starting can cause injury or death to personnel working on the machine.

Only trained and authorized operators should operate this machine. A site specific Risk Assessment is recommended to be conducted before this machine is introduced into service.

Never enter the articulation area while the machine is running. Failure to observe this precaution may result in injury or death.

In the event of an emergency, the machine may also be shutdown by pressing the engine emergency shutdown button located beneath the Diesel Control System (DCS) display box.

When the emergency shutdown button is pressed, air will be cut-off from the engine.

Ensure that the machine has come to a full stop and the parking brake has been engaged before exiting the operator’s compartment.

Follow all applicable rules and regulations regarding lockout/tagout of equipment before performing maintenance work. Electrical shock and accidental machine movement can cause serious injuries or even death to you or the maintenance person.

Do not move the lift forks unless you are certain that everyone is completely clear of any machine movement. Accidental machine movement can cause serious injuries or even death to you or the maintenance person.

You could be seriously injured or even killed by falling loads. Observe the safe working load limits of lifting or blocking devices and keep a safe distance from suspended loads.

Never disconnect a hydraulic hose if the circuit is pressurized or if there is a load on the circuit. If a hose is disconnected while the circuit is pressurized or a load is on the circuit, the load will fall causing damage to the machine or serious injury or death to you or other workers.

Overloading equipment can cause personal injury, death, or equipment damage. Relevant standards and safety procedures should always be followed when operating this machine.

Removal of protective canopies, doors, interlocks, or any other safety measure can cause serious injury or death.

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Important Safety Information Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product until you have read and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows: Attention! Become Alert Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written or pictorially presented.

Operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. You must not use this product in any manner different from that considered by this manual without first satisfying yourself that you have considered all safety rules and precautions applicable to the operation of the product in the location of use, including site-specific rules and precautions applicable to the worksite. If a tool, procedure, work method or operating technique that is not specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent specifications including, but not limited to, physical dimensions, type, strength and material.

Failure to heed this warning can lead to premature failures, product damage, personal injury or death.

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5 Table of Contents

Table of Contents

Diesel Control System (DCS) ............................ 44

Foreword ..............................................................6

Engine Starting .................................................. 46

Safety Section

Parking ............................................................... 50 Load ................................................................... 53

Overview ..............................................................7 Towing Information ............................................ 55 Personal Protective Equipment (PPE) .................7 Storage Procedure............................................. 57 Trapped Pressure ................................................7 Attachments/Work Tools ................................... 59 Containing Fluid Spillage .....................................8 Inhalation ..............................................................8

Maintenance Section

Dispose of Waste Properly...................................8

Lubricant Viscosities and Refill Capacities ........ 62

Responsible Operation.........................................8

Grease Point Reference Illustrations ................. 67

Before Starting Engine .........................................8

Maintenance Interval Schedule ......................... 70

Operation..............................................................9

Engine System................................................... 78

Engine Stopping ...................................................9

Transmission and Drivetrain ............................ 111

Crushing and Cutting Prevention .........................9

Hydraulic System ............................................. 130

Burn Prevention..................................................10

Electrical System ............................................. 149

Fire Prevention and Explosion Prevention .........10

Frame Components ......................................... 174

Wiring .................................................................11

Pneumatic System ........................................... 183

Fire Extinguisher ................................................11 Fire Safety ..........................................................11 Electrical Storm Injury Prevention ......................12 Hazard Sources..................................................12

Product Information Section General Information ...........................................13 Machine Specifications ......................................13

Operation Section Before Operation ................................................18 Machine Operation .............................................31 Instrument Panel ................................................39

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6 Foreword

Foreword Literature Information This manual contains safety information, operation instructions, transportation information, lubrication information and maintenance information.

This manual should be stored in a location that is readily available to operations and service personnel.

Some photographs or illustrations in this publication show details or attachments that can be different from your machine. Guards and covers might have been removed for illustrative purposes.

Whenever a question arises regarding your machine, or this publication, please consult your Caterpillar dealer for the latest available information.

Safety The safety section lists basic safety precautions.

Study the safety section in conjunction with job site safety rules and regulations to promote a safe working environment.

Read and understand the basic precautions listed in the safety section before operating or performing lubrication, maintenance and repair on this machine.

Operation The operation section is a reference for the new operator and a refresher for the experienced operator. This section includes a discussion of gauges, switches, machine controls, attachment controls, transportation and towing information.

care. The Maintenance Interval Schedule (MIS) lists the items to be maintained at a specific service interval. Items without specific intervals are listed under the “When Required” service interval. The Maintenance Interval Schedule lists the page number for the step-by-step instructions required to accomplish the scheduled maintenance.

Maintenance Intervals Use the service hour meter to determine servicing intervals. Calendar intervals shown (daily, weekly, monthly, etc.) can be used instead of service hour meter intervals if they provide more convenient servicing schedules and correlate with the indicated service hour meter reading.

Recommended service should always be performed at the interval that occurs first.

Certified Engine Maintenance Proper maintenance and repair is essential to keep the engine and machine systems operating correctly. As the heavy duty off-road diesel engine owner, you are responsible for the performance of the required maintenance listed in the Owner Manual, Operation and Maintenance Manual, and Service Manual.

Caterpillar Production Identification Number Each Caterpillar machines has a unique identification number. This number can be found on the front frame of the machine in the articulation area and will follow the format below:

BA2XXXXX

Photographs and illustrations guide the operator through correct procedures of checking, starting, operating and stopping the machine.

Operating techniques outlined in the publication are basic. Skill and techniques develop as the operator gains knowledge of the machine.

Maintenance The maintenance section is a guide to equipment

Illustration 1

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7 Safety Section

Safety Section Overview This section contains safety precautions that should be followed in conjunction with the operation of this machine. There are several potential safety hazards on the CL210. The hazards are reviewed in this section to help raise awareness, educate new operators, and serve as a reminder to experienced operators. Always follow specific job site safety procedures and refer to site specific risk assessments.

Illustration 3

Make sure that all protective guards and all covers are secured in place on the equipment.

Keep the equipment free from foreign material that could pose a trip or slip hazard. Remove debris, oil, tools, and other items from the operator’s compartment, operator’s controls and pedals. Clean all contact surfaces that will be used for accessing service areas of the machine.

This includes foot holds that are used to access the top of the machine. A clean machine is a safer machine.

Illustration 2

Attach a “Do Not Operate” warning tag or a similar warning tag to the start switch or to the machine if it is being serviced, repaired, or is malfunctioning. Do not operate the machine unless all operator checks and scheduled servicing have been performed. Report damage or machine malfunctions immediately and do not operate the machine until the fault has been corrected by trained and authorized service personnel.

NOTICE Always maintain three points of contact on the machine when mounting, dismounting, and accessing the top of the machine to avoid injury.

Always follow correct boarding and dismounting procedures:  Board using hand holds, not the steering wheel.  Check floor before dismounting.  Hold on while dismounting.  Maintain three points of contact at all times.

Only trained and authorized operators should operate this machine. Do not use the machine for any purpose other than its intended use.

Do not exceed the indicated capacity of the machine.

Personal Protective Equipment (PPE) Wear a hard hat, protective glasses, and other protective equipment as required. Always keep head, body, and arms inside the operator’s compartment at all times.

Trapped Pressure Pressure can be trapped in a hydraulic system.

Releasing trapped pressure can cause sudden machine movement or attachment movement.

Use caution if you disconnect hydraulic lines or fittings. High pressure oil that is released can cause a hose to whip. Fluid penetration can cause serious injury and possible death. Always make sure that the lift arms are lowered, the transmission is in neutral, the parking brake is applied, and the engine is stopped prior to working on hydraulics.

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8 Safety Section

Containing Fluid Spillage

Dispose of Waste Property

Care must be taken in order to ensure that fluids are contained during performance of inspection, maintenance, testing, adjusting, and repair of the equipment. Prepare to collect the fluid with suitable containers before opening any compartment or disassembling any component that contains fluid. Always refer to specific job site requirements for handling and disposal of fluids.

Inhalation Illustration 5

Improperly disposing of waste can threaten the environment. Potentially harmful fluids should be disposed of according to job site and local regulations.

Always use leakproof containers when you drain fluids. Do not pour waste onto the ground, down a drain, or into any source of water.

Illustration 4

Exhaust Use caution. Exhaust fumes can be hazardous to your health. Do not work on the machine in poorly ventilated areas while the engine is running. The engine should not be operated underground if it is smoky, running unevenly, or if the exhaust system is leaking or deteriorating. Ensure sufficient ventilation is available to dilute exhaust gases. The minimum ventilation air quality rate (m3/sec) is listed on the machine’s serialization plate in the operator’s compartment. In areas where auxiliary ventilation is used, the operator should make sure fans are operating before starting the machine. Never leave the engine running unattended.

NOTICE Never shutdown the engine when load is applied.

Always allow the engine to idle for a few minutes before stopping the engine.

Never operate a machine that you feel is mechanically unsafe.

Responsible Operation Only trained and authorized operators should operate this machine. Do not operate the machine if:  The machine is locked out/tagged out.  Covers and guards are missing or incorrectly installed.  The operator’s compartment roof is unsecure.  Appropriate Personal Protective Equipment (PPE) is not provided or worn.  The operator’s compartment door will not close securely.

Before Starting Engine Do not start the machine unless:  The machine is free of any lockout tags, do not operate tags, or any other indicators of a potential lockout/tagout.  The area around the machine is clear. Make sure that no one is on the machine, underneath the machine, or around the machine.  The parking brake is applied.

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9 Safety Section

 The transmission is in neutral.  All water, coolant, fuel, and oil levels have been checked.  All job site specific checks have been completed.

NOTICE Always sound the horn before starting the engine to alert anyone who may be around the machine.

Always ensure that the operator’s compartment door is securely closed.

Always familiarize yourself with the size and width of the machine relative to the space constraints within the job site.

Operation

Travelling at high speeds, on cross grades or articulating the machine with raised loads may cause the machine to become unstable.

Always exercise caution, follow job site regulations, and consider variables such as payload, visibility, and mine configuration when operating the machine. Refer to job site JSA and SOP’s prior to towing with the machine. It is recommended that holes and ruts should be rectified as they may cause serious injury or damage to the equipment.

Always ensure that the area around the machine is clear of personnel when performing machine functional tests, including lift arm functions, steering, brake release and functional testing of any attachments that may be attached to the machines’s Power Take-Off (PTO) couplings.

During operation of the machine:  Do not tie down or tow equipment with chains or slings that are not rated for the capacity of the machine and equipment.  Always travel at low speeds in congested areas.

Engine Stopping Do not exit the machine unless:  The machine is parked in a safe place.

 Always slow down while traveling around corners and sound the horn frequently in areas of limited visibility.

 The transmission is in neutral.

 Always drive carefully, observing all traffic rules and regulations at your job site. Be in full control of the machine at all times.

 The park brake is applied and the steer accumulator pressure reads zero.

 Always be aware of the impact of the payload to operator visibility.

 The engine is stopped.

 The recommended maximum speed when loaded is 10 km/h. The operator should use responsible judgement to drive to the conditions considering payload, visibility, and the design of the mine.  Always take special care when traveling up or down grades.

 The park brake is applied and the brake head pressure gauge reads zero.

 The lift arms are lowered.

Always allow the engine to idle prior to shutdown. Allow all systems, especially the engine, to cool sufficiently prior to commencing any maintenance or service.

Crushing Prevention and Cutting Prevention Support the equipment properly before you perform any work or maintenance beneath that equipment. Beware that equipment can fall if a control is moved, or if a hydraulic line breaks.

Unless you are instructed otherwise, never attempt adjustments while the machine is moving or while the engine is running.

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10 Safety Section

Stay clear of areas that may have a sudden change in clearance with machine movement or equipment movement such as articulation areas.

Fire Prevention and Explosion Prevention

Stay clear of all rotating and moving parts.

Always be aware of your surroundings.

If it is necessary to remove guards in order to perform maintenance, always install the guards after the maintenance is performed.

Use appropriate Personal Protective Equipment (PPE) when working on the machine.

Burn Prevention

Illustration 6

General Do not touch any part of an operating engine.

Allow the engine to cool before any maintenance is performed on the engine. Relieve all pressure in the air system, in the oil system, in the lubrication system, in the fuel system, or in the cooling system before any lines, fittings, or related items are disconnected.

Coolant When the engine is at operating temperature, the engine coolant is hot. The coolant is also under pressure. The radiator and all coolant lines to and from the engine contain hot coolant.

Any contact with hot coolant or with steam can cause severe burns. Allow cooling system components to cool before the cooling system is drained.

Check the coolant level only after the engine has been stopped.

Ensure that the filler car is cool before removing the filler cap. Remove the filler cap slowly in order to relieve pressure.

Oils Hot oil and hot components can cause personal injury. Do not allow hot oil or hot components to contact the skin.

Remove the hydraulic tank filler cap only after the engine has been stopped. The filler cap must be cool to touch prior to removal. Follow the procedure outlined in the manual to remove the hydraulic tank filler cap.

All fuels, most lubricants, and some coolant mixtures are flammable.

To minimize the risk of fire or explosion, Caterpillar recommends the following actions: Always perform a Walk-Around Inspection, which may help you identify a fire hazard. Do not operate a machine when a fire hazard exists.

Contact your Cat dealer for service.

Do not operate a machine with a fluid leak.

Repair leaks and clean up fluids before resuming machine operation. Fluids that are leaking or spilled onto hot surfaces or into electrical components can cause a fire. A fire may cause personal injury or death.

Remove flammable material such as leaves, twigs, papers, trash, and so on. These items may accumulate in the engine compartment or around other hot areas and hot parts on the machine.

Keep the operator’s compartment door closed and in working condition. Identify the location of the fire extinguisher and all available fire suppression equipment.

Clean all accumulations of flammable materials such as fuel, oil, and debris from the machine.

Keep shields in place. Do not modify any of the wet exhaust cooling jackets on the exhaust manifold and downpipe. The purpose of the wet exhaust system is reduce the surface temperatures of exhaust components.

Do not weld or flame cut on tanks or lines that contain flammable fluids or flammable material.

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11 Safety Section

Inspect all lines and hoses for wear or deterioration. Replace damaged lines and hoses.

The lines and the hoses should have adequate support and secure clamps. Tighten all connections to the recommended torque.

Store fuels and lubricants in properly marked containers away from unauthorized personnel.

Store oily rags and flammable materials in protective containers. Do not smoke in areas that are used for storing flammable materials.

Wiring Check electrical wires daily. If any of the following conditions exist, replace parts before you operate the machine.  Fraying  Signs of abrasion or wear  Cracking  Discoloration  Cuts on insulation  Other damage Make sure that all clamps, guards, clips, and straps are reinstalled correctly. This will help to prevent vibration, rubbing against other parts, and excessive heat during machine operation.

Illustration 7

Use caution when you are fueling a machine. Do not smoke while you are fueling a machine. Do not fuel a machine near open flames or sparks.

Always stop the engine before fueling. Fill the fuel tank outdoors. Properly clean areas of spillage.

Never store flammable fluids in the operator compartment of the machine.

Fire on a machine can result in personal injury or death. Exposed battery cables that come into contact with a grounded connection can result in fires. Replaces cables and related parts that show signs of wear or damage. Contact your Cat dealer.

Attaching electrical wiring to hoses and tubes that contain flammable fluids or combustible fluids should be avoided.

Fire Extinguisher Know the location of your fire extinguisher. Be familiar with the operation of the fire extinguisher.

Inspect the fire extinguisher and service the fire extinguisher regularly. Follow the recommendations on the instruction plate.

Fire Safety The underground operation of this machine in a coal mine is a potentially hazardous situation.

Methane gas that is expelled by mining coal can be extremely deadly if an open flame is present.

If you find that you are involved in a machine fire, your safety and that of others on site is the top priority. Remember, if you are unable to do anything else, shut off the machine before exiting the operator’s compartment and engage the parking brake.

In the event where emergency shutdown is required, this machine is equipped with an emergency shutdown button that actuates a valve to cut off the air intake to the engine. There is also a manual valve that cuts off the fuel supply to the engine. This manual will cover the locations of these safety features.

12 Safety Section

Electrical Storm Injury Prevention If the machine is above ground and lightning is striking in the vicinity of the machine, the operator should never attempt the following procedures: Mount the machine.

Dismount the machine.

If you are on the ground during an electrical storm, stay away from the vicinity of the machine.

Hazard Sources Always be aware of the hazard sources:  Engine coolant temperature.  Engine coolant pressure.  Engine exhaust temperature.  Rotating radiator fan.  Spinning engine auxilary drives and belts (ex: drive belt for the water pump).  Stored hydraulic pressure.  Stored air pressure in the air receiver.  Engine oil temperature.  Engine oil pressure.  Transmission oil temperature.  Articulation areas.  Lift arm area.  Machine size and mass.  Unplanned trailer movements.

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13 Product Information Section

Product Information Section General Information This manual contains product information for the Caterpillar CL210 Load Haul Dump. The operation of heavy mining machinery can be hazardous. To ensure safe operation, operators, personnel must be alert, competent, correctly trained, tested and licensed in the principles, capabilities and correct operating and isolation procedures of the machinery.

Machine Specifications All specifications are subject to change without notice.

Always consult the Dealer to obtain current information before applying critical loads.

Capacities Bucket Payload RAS forks, max payload RAS Slewing Jib, max payload RAS Belt/Cable reeler, max payload Max un-braked trailer mass Max braked trailer mass

8000 kg 10000 kg 7000 kg 7000 kg 10000 kg Consult the Dealer

The CL210 is a 10000 kg Load Haul Dump/Utility machine. This allows it to be used for general purpose work throughout the mine, which includes carrying heavy loads, materials and supplies.

The CL210 is powered by a 172 kW (230 HP) Caterpillar 3126 turbocharged four-stroke inline six cylinder flameproof diesel engine package.

Flameproofing of the system includes a wet exhaust conditioning system complete with intake flame trap and dual particulate filtration. The start system is pneumatic. The Diesel Control System (DCS) is an intrinsically safe electronic monitoring system. The engine power output is connected to the constant four-wheel drive system via a drive coupling through a four-speed bidirectional power shift transmission to heavy duty axles.

The CL210 Load Haul Dump utilises a wet bath exhaust system complete with an exhaust purifier and replaceable particulate filters.

NOTICE A site specific Risk Assessment is recommended before introducing this machine into service.

Illustration 8 Standard Ejector Bucket Heaped capacity (SAE) Struck capacity

3.5 m3 2.7 m3

Weight Unladen with full tanks and bucket Laden with forks and 10T load Engine Type Cooling system Cooling fan Engine Make/model Displacement Maximum power Maximum torque Engine Speeds Low idle High idle Governed

22170 kg 32170 kg

Diesel, Turbo charged, 4 cycle Water based radiator Hydraulic driven fan Cat 3126 7.2 litre 172 kW @ 2200 rpm 720 Nm @ 1400 rpm 800 rpm 2700 rpm 2600 rpm

Fuel Consumption At full power Average mine duty

37.5 Litres/hr 8-30 Litres/hr

Start System Starter motor type

Air turbine type

Intake Air Cleaner Type / Make Intake flame trap

Dry dual element / Caterpillar Spiral wound type

Exhaust Conditioner Type Make Exhaust Filter Exhaust Flame trap After treatment

Flameproof Wet Caterpillar Replaceable element except China Replaceable China and RSA Catalytic Exhaust purifier

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14 Product Information Section

Transmission Type Speeds, forward and reverse

Power shift with Fwd/Rev mod 4

Axles Standard Type Front axle Rear axle

5 pieces (Heavy Duty)

Tyres - Standard Type Size Ply rating Inflation media Inflation pres.

XKA Tyres 17.5 X R25 Radial Air 800 kPa

Hydraulic Filtration Bucket system

Return 10 micron replaceable with bypass Pressure10 micron replaceable with bypass

Steer/brake system

Articulation Degrees of turn either side

43 degree

Oscillation Degrees up and down from horizon.

7.5 degree

Seating (Driver) Type

Cross-seated

Canopy Type Protective Device

ROPS/FOPS

Shutdown System System type Standard shutdowns

Optional shutdowns

Lights Number /location

Alternator Drive Type Pneumatic system Compressor type Air flow Governed pressure Relief pressure Air receiver volume

3.8 km/hr 7.8 km/hr 13.6 km/hr 23.4 km/hr

Outboard planetary Fixed Bolster mount

Wheels Make/model

Electrical system Type Voltage Polarity

Vehicle Speeds 1st gear 2nd gear 3rd gear 4th gear

Illustration 9 Grade Ability Front to rear Side to side (empty) Side to side

1:4 1:4 1:8

Approved flameproof 12 V Floating chassis DCS electronic Intrinsically Safe approved Low engine oil pressure Exhaust temperature Engine coolant level Engine coolant temperature Turbo temperature Scrubber level 1 Scrubber level 2 High Methane Low hydraulic oil Exhaust scrubber temperature

Illustration 10 Service Capacities Hydraulic tank Fuel tank Main air receiver Transmission/converter oil Engine crankcase oil (with filter) Engine cooling system water Axle oil (each) Water make up tank

250 litres 200 litres 80 litres 40 litres 22 litres 72 litres 60 litres 450 litres

2 front, 2 rear Approved flameproof Hydraulic Approved flameproof Piston engine gear driven 0.340 m3/min @ 1500 rpm 800 kPa 830 kPa 80 litres

Overloading equipment could cause personal injury, death or equipment damage. Due to configuration or options these weights can vary up to 20%. Caterpillar recommends that relevant standards and safety procedures should always be used when operating this machine. Removal of protective canopies, doors, safety devices, interlocks and structures etc., could cause serious injury or death. Replacement with correctly torqued fasteners is mandatory.

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15 Product Information Section

1

2

3 Illustration 11 CL210 with Bucket Attachment 1) 3730 mm - Lift Height to Top of Bucket 2) 2500 mm - With of Bucket 3) 9605 mm - Overall Length with Bucket * All dimensions are nominal

16 Product Information Section

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15°

Illustration 12 Bucket Dumping Position

31°

Illustration 13 Bucket Traveling Position

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17 Product Information Section

Front Axle Centre Line

Rear Axle Centre Line

3 2

1

43°

Illustration 14 CL210 Articulation 1) 3110 mm - Inner Radius 2) 5863 mm - Outer Radius (Rear Frame) 3) 6310 mm - Outer Radius (Bucket) * All dimensions are nominal

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18 Operation Section Before Operation 1

Operation Section Before Operation Machine Isolation Before commencing work on the machine, it is imperative to ensure the system to be worked on is correctly isolated. This may also require the isolation of other systems that affect the safe completion of the job.

NOTICE Any site/mine specific isolation procedures override those listed on the following pages. The procedures presented here are the minimum required to perform any work on the machine.

Before commencing check with the relevant people regarding any site/mine specific isolation procedures.

Engine Isolation

2 Illustration 15 Right Hand Side Operator’s Display Panel 1) On/Off Toggle Switch 2) Air Pressure Gauge

Pneumatic Isolation To isolate the pneumatic system perform the following procedure: 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Lower the lift arms or any attachment to the ground, shutdown the engine, fit a personal danger tag to the on/off toggle switch, connect the articulation lock and chock the wheels.

3.

Locate the main air isolation valve at the driver’s side rear of the engine compartment and rotate to the off position and install a personal danger tag. This valve provides for personal isolation locks to be fitted.

4.

Check the system for dead by observing the air pressure gauge reads zero when the on/ off toggle switch is in the on position.

To isolate the engine perform the following procedure: 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Ensure machine is in a straight line (not articulated).

3.

Lower the lift arms or any attachment to the ground.

4.

Select neutral on transmission directional control lever.

5.

Apply the park brake.

6.

Shutdown the engine.

7.

Fit a personal danger tag to the on/off toggle switch.

8.

Connect the articulation lock and chock the wheels.

9.

Close the main air isolation valve and fit a personal danger tag (see Pneumatic Isolation). This valve provides for personal isolation locks to be fitted.

Be careful of hot surfaces, when working on or around the machine , allow time for them to cool down.

NOTICE If work is required on the air receiver it will be necessary to remove air pressure from the air receiver by actuating the main air drain valve located next to the fill point. Stored air pressure will be safely released to the atmosphere. Ensure that the three-way ball valve is not connected to an external pressure source.

Compressed air can be hazardous. Wear suitable protective equipment such as safety glasses and hearing protection.

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19 Operation Section Before Operation

4

1

2

3

Illustration 16 Main Air Manifold 1) 2) 3) 4)

Main Air Isolation Valve Main Air Charge Valve Main Air Drain Valve Charge Point

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20 Operation Section Before Operation

Hydraulic Isolation To isolate the hydraulic system perform the following procedure: 1.

Ensure the area is clear of any obstruction and area is fit for carrying out safe operation and maintenance.

2.

Lower the lift arms or any attachment to the ground, shutdown the engine, fit a danger tag to the on/off toggle switch, connect the articulation lock and chock the wheels.

3.

4.

5.

Depress the attachment quick connects button located in the operator's compartment.

This will remove any residual pressure stored in the PTO lines.

Observe both steering and brake pressure gauges located in the operator's compartment. The hydraulic system features a steering and brake accumulator. The brake/steer control manifold bleeds accumulator pressure over time, once the machine has been shutdown. To aid in the removal of residual pressure, prior to exiting the operator’s compartment and with the door closed turn the steering wheel from side to side and observe the steering accumulator pressure gauge return to zero.

Remove hydraulic tank pre-charge pressure (50 kPa) by cracking the hydraulic tank filler cap.

Serious injuries can occur from hydraulic oil under pressure. Ensure all loads are mechanically supported before removal of any hydraulic lines. Always assume there is hydraulic pressure in hydraulic lines or components unless it has been isolated by yourself. Hydraulic fluid may be hot. Wear personal protective equipment such as safety glasses, long sleeve shirt and gloves.

NOTICE Crack hose end fitting (if pressure is present in line tighten fitting and remove pressure as above) but do not remove till any residual pressure is removed.

Ensure the machine is clear of pedestrians and equipment when undertaking these procedures.

1 Illustration 17

2

Right Hand Side Operator’s Display Panel 1) Steering Accumulator Pressure Gauge 2) Brake Accumulator Pressure Gauge

Engine Coolant Isolation To isolate the engine cooling system perform the following procedure: 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Lower the lift arms or any attachment, shutdown the engine, fit a personal danger tag to the on/off toggle switch, connect the articulation lock and chock the wheels.

3.

Isolate the pneumatic circuit by turning off the main air isolator and fitting personal danger lock.

4.

Locate the header tank relief cap located at the rear of the machine.

5.

Remove coolant circuit pressure (105 kPa) by slowly lifting up the red relief lever on the relief cap and hold up until pressure is released.

6.

Slowly remove relief cap with relief lever held in the up position.

The coolant fluid will be under pressure and hot (up to 100°C). Always relieve pressure by lifting the relief lever on relief cap before removal. Wear personal protective equipment such as safety glasses, long sleeve shirt and gloves to avoid scalds and burns from hot coolant.

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21 Operation Section Before Operation NOTICE If any fault or damage is detected to the electrical system it should be reported to the service personnel.

Do not bypass shutdown conditions or devices.

NOTICE Isolating the main air isolation valve or completely draining the pneumatic system of air will render the machine unable to be started until it is reenergised.

Articulation Isolation To fit the articulation lock: 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Bring the machine to a stop and manually apply the park brake by pressing the red park brake button located in the operator’s compartment and isolate the engine.

3.

Locate the articulation lock at the articulation area on the off driver’s side of the machine and remove it from its mounting by removing the locking clamp.

4.

Remove the two lynch pins and place the articulation lock over the locating pins mounted on top of the front and rear frames at each side of the articulation.

Install the two lynch pins through the retaining hole in the locating pins.

Illustration 18 Relief Lever

Electrical Isolation 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

5.

2.

Lower the lift arms or any attachment, shutdown the engine, connect the articulation lock and chock the wheels.

To remove the articulation lock:

The electrical system installed on this machine is approved/certified as explosion protected for use in underground coal mines and may cause an atmospheric explosion if not maintained and used in its approved state.

Such equipment is to be inspected and maintained in accordance with the relevant regulatory authorities rules and regulations and the conditions for which the apparatus has been approved.

1.

With the park brake applied, remove the lynch pins from the locating pins.

2.

Remove the articulation lock from the locating pins and secure it in the support bracket by tightening the clamp bar.

The articulation area of this machine can cause fatal crush injuries if extreme caution is not observed. Always ensure that the park brake is applied and the operator’s compartment is vacant when accessing the articulation area to fit or remove the articulation lock. Never work in the vicinity of the articulation joint unless the articulation lock has been correctly installed.

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22 Operation Section Before Operation

The lift arms on this machine can cause fatal crush injuries if extreme caution is not observed. Never access or perform work under the lift arms unless the engine has been shutdown, the articulation lock fitted, the park brake applied, the attachment has been removed and the lift arms have been supported in the raised position.

Illustration 19

Lift Arm Isolation To install the lift arm lock: 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Remove any attachments from the RAS back plate.

3.

Chock the wheels.

4.

Fit the articulation lock (see Articulation Isolation).

5.

Raise the lift arms until the locking pin holes on both sides of the rear of the lift arm line up with the locking pin holes mounted on both sides of the front frame.

6.

Remove the lock pin from storage location and install through the aligned holes on the lift arms and front frame.

7.

Note that the pin is to be fully inserted into the holes.

8.

Lower the lift arms slightly to take the weight on the lock pin.

9.

It is now safe to work under the lift arms.

To remove the lift arm lock: 1.

Remove the lock pins from the locating holes and secure in the respective storage locations.

2.

Lower the lift arm to the ground.

Illustration 20

Exhaust Conditioner Isolation To isolate the exhaust conditioner perform the following procedure: 1.

Ensure the area is clear of any obstruction and area is fit for carrying out safe operation and maintenance.

2.

Isolate the machine.

3.

Isolation of the wet bath exhaust conditioner is carried out via a valve located between the water inlet hose and the conditioner float chamber. The main isolation valve has two positions closed and open, this regulates the water flow from the make up tanks.

NOTICE If the exhaust conditioner remains isolated after testing or maintenance to the system and the machine is returned to service it will be purged of water causing the machine to shutdown via the safety system.

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23 Operation Section Before Operation

0

Illustration 21

Exhaust Conditioner Make Up Tank Pressure Isolation To isolate the pressurised make up tank, perform the following procedure: 1.

Ensure the area is clear of any obstruction and area is fit for carrying out safe operation and maintenance.

2.

Lower the lift arm to the ground, shutdown the engine and isolate the machine in accordance with the site isolation procedure.

3.

Locate the make up tank filler cap located at the rear of the machine on the off driver’s side.

4.

Remove the make up tank air pressure by slowly rotating the filler cap and hold until the air pressure is released.

5.

Slowly remove filler cap.

Illustration 22

Mounting and Dismounting

The make up tank is pressurised via the pneumatic system to provide a positive head feed to the exhaust conditioner. Always relieve pressure first by slowly rotating the filler cap before removal. Wear personal protective equipment such as safety glasses.

Illustration 23

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24 Operation Section Before Operation Mount the machine and dismount the machine only at locations that have steps and/or handholds. Mark all necessary repairs.

Face the machine whenever you get on the machine and whenever you get off the machine.

Maintain a three-point contact with the steps and with the handholds.

Note: Three-point contact can be two feet and one hand. Three-point contact can also be one foot and two hands.

Do not mount a moving machine. Do not dismount a moving machine. Never jump off the machine. Do not carry tools or supplies when you try to mount the machine or when you try to dismount the machine. Do not use any controls as hand holds when you enter the operator compartment or when you exit the compartment.

Daily Inspection

2.

Check condition of all tyres. Inspect for sidewall cuts, tread cuts and separation.

3.

Check for damaged or missing wheel nuts and studs.

4.

Check for loose wheel nuts.

5.

Guards and covers are in place and secure.

6.

Check for missing or loose bolts.

7.

Check for oil leaks.

8.

Check for visible hose damage.

Never start or operate the machine if the diesel control system has been bypassed, report to service personnel.

Always ensure the machine is correctly isolated before undertaking any tasks.

Check the hydraulic tank oil level:

Hot oil and hot components can cause personal injury. Do not allow hot oil or hot components to contact skin.

At operating temperature, the engine coolant is hot and under pressure. Steam can cause personal injury. Check the coolant level only after the engine has been stopped and the cooling system pressure cap is cool enough to touch with your bare hand. Remove the cooling system pressure cap slowly to relieve pressure.

Avoid skin and eye contact with cooling system conditioner to prevent personal injury.

NOTICE Accumulated grease and oil on a machine is a fire hazard. Remove this debris with steam cleaning or high pressure water, at least every 1000 hours or each time any significant quantity of oil is spilled on a machine.

For the maximum service life of the machine, complete a thorough walk-around inspection before you mount the machine and before you start the engine.

1.

Ensure the area is clear of any obstructions and the area is fit for carrying out safe operation and maintenance.

1.

Be sure the machine is on a level surface when checking oil level.

2.

Ensure the lift arms or any attachment are in the lowered position, the engine is turned off and the machine is isolated as per Pneumatic Isolation.

3.

Check the level at normal operating temperature.

4.

When the oil level has dropped below the mark shown below (1), add hydraulic oil to restore the correct operating level.

5.

The tank fill cap (2) and the tank breather cap (3) are located on the off driver’s side of the machine on the top of the hydraulic tank.

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25 Operation Section Before Operation

3

2

2

1

1

Illustration 24

Check the engine oil level: 1.

Stop the engine and allow the oil time to settle before checking via the dipstick (1).

2.

If required the engine should be filled to the full mark on the engine dipstick. The oil fill cap (2) is a screw type fitted to the rocker cover of the engine.

3.

Ensure the correct engine oil is used. Oil specifications are listed in the Fluid Specifications Table.

4.

Do not over fill.

Always ensure the machine is correctly isolated before undertaking any tasks.

Always use the specified oil for the application and the region’s seasonal temperatures. (See Fluids Specification Table).

NOTICE The oil level should only be checked with the engine stopped, the engine should be allowed to sit for five minutes before checking.

Illustration 25

Check the fuel level: 1.

Gauge (1) fitted to the fuel tank.

2.

Check the filler cap (2) is secure, not damaged and seal is in place.

3.

Ensure the filler cap seal is in place.

To fill the fuel tank: 1.

Ensure the area is clear of any obstruction and the area is fit for carrying out safe operation and maintenance.

2.

Locate the fuel tank filler cap on the driver’s side of the machine.

3.

Release the filler cap lock by pulling the Lock away from the centre of the cap.

4.

Lift the filler cap and insert the fuel filler/ nozzle and fill the tank.

Do not allow the fuel tank to overflow as diesel fuel is a fire hazard. Clean any excess fuel away immediately and dispose of in an appropriate manner.

5.

Once the tank is full, close the fuel tank filler cap and allow the filler cap lock to spring into position over the cap.

6.

The fuel level gauge will indicate the tank is full.

Always ensure the machine is correctly isolated before undertaking any tasks.

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26 Operation Section Before Operation

Do not operate the machine with the fuel level below empty level on the fuel tank. It is recommended procedure to fill the fuel tanks at the end of each shift

Always use quality fuel to the specification shown in the Fluids Specification Table.

2

Illustration 28

Check the condition of the fuel water separator: 1 Illustration 26

Check the condition and tension of the water pump drive belt: 1.

Located at the rear of the machine, through the rear hinged door.

2.

Damaged or loose belts should be reported to service personnel.

1.

Located at rear driver’s side of machine.

2.

Replace filter and drain if any sign of water or cloudy fuel.

3.

Check fuel lines for leaks or damage.

The water pump is belt driven running the machine with loose or damaged belts will cause the machine to overheat and can seize the engine.

Illustration 29

Check the articulation lock: 1.

For proper storage and loose fasteners.

2.

For damage.

Check the lift arm locks:

Illustration 27

1.

For proper storage and loose fasteners.

2.

For damage.

EM008501

27 Operation Section Before Operation Check the expansion tank coolant level: 1.

Ensure coolant is to correct level on sight gauge (⅔).

2.

Check for coolant leaks.

3.

Ensure the correct coolant mix is being added (if required).

4.

Report to service personnel if coolant is low.

Illustration 31

Illustration 30

Do not operate the machine with loose intake pipe connections, this will allow particles of dust into engine and cause serious damage.

Check the radiator:

Check air receiver:

1.

For coolant leaks.

1.

For damage.

2.

For build up of dirt (Clean if radiator fins are blocked or dirty).

2.

Drain condensate from main air drain valve.

Check the headlights: 1.

Are securely mounted and operational.

2.

For cables and glands for damage.

Always use the specified lubricant for the application and the region’s seasonal temperatures. (See Fluids Specification Table).

Check the air cleaner: 1.

Filter condition indicator.

2.

Replace filter element if indicator is in the red area.

3.

Check intake pipes and hoses for loose or damaged connections.

4.

Check joints are secured.

Illustration 32

NOTICE It is important to drain the condensate from the air receiver on a daily basis to stop it contaminating the air circuit and the starter motor.

NOTICE Personal Protective Equipment must be worn when operating main air drain valve.

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28 Operation Section Before Operation

The wet bath exhaust conditioning system on the CL210 carries out the following major functions:  To cool exhaust gases.  To act as an approved flame trap.  To reduce air borne exhaust particulates and hydrocarbons that enter the mine atmosphere.

1

3

2

4

Illustration 35 1) 2) 3) 4)

Illustration 33

Check the fire extinguisher: 1.

Located on front driver’s side mudguard (1).

2.

Check inspection date.

3.

Check contents indicator is reading in the green area.

4.

5.

Inlet Outlet Inspection Holes Shutdown Float Chamber

Check the exhaust system: 1.

For damage.

2.

Check joints for signs of leakage.

If a fire suppression system (2) is fitted check actuation points.

3.

Check cooling hoses for security and condition.

Check safety pins are in place.

4.

Check exhaust filter back pressure and change filters as required i.e. >10kPa.

5.

Check the valves are in the correct position.

6.

Check the make up tanks are full of water.

7.

Drain and flush conditioner regularly. Refer to Maintenance Section.

2

1

Do not operate the machine with loose or damaged exhaust components, report to service personnel immediately. Using the machine in an unsafe condition may cause serious damage or loss of life.

Illustration 34

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29 Operation Section Before Operation

Flameproof diesel engine maintenance must be carried out by a qualified and authorised person.

0

Illustration 38

Wear suitable eye protection, gloves and dust mask when performing maintenance tasks as particulate may be harmful to the respiratory system. Immediately wash any particulate matter from skin with warm, soapy water.

Illustration 36 Wet Bath Exhaust Conditioner

Emergency Intake Shut Off Valve:

1 2

The emergency intake shutoff valve (strangler valve) should be inspected before attempting to start the engine. The stop button should be pulled out (approx 25mm) and the reset lever latch into the operating position.

The engine will not start if the emergency shut off valve is activated, continued attempts to start the engine may result in damaged components.

Illustration 37 Make Up Tank 1) Make Up Tank Breather 2) Make Up Tank Fill Point

The float chamber inlet valve should be in the open position.

If the emergency intake shut off valve has been activated, the restarting of the engine should be done in compliance with the relevant regulations and Mine Site Rules.

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30 Operation Section Before Operation

1

2

Illustration 39 1) Emergency Intake Shut Off Valve Stop Button 2) Emergency Intake Shut Off Valve Reset Lever

Daily, perform the procedures that are applicable to your machine. Refer to the Operation and Maintenance Manuals, “Maintenance Interval Schedule” “Every 10 Service Hours or Daily” category for list of procedures.

Illustration 40

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31 Operation Section Machine Operation

Machine Operation Machine Orientation General Layout The CL210 consists of two main sections, a front frame (2) and rear frame (7). Housed in the front frame is the lift arm assembly, axle and main hydraulic control valve bank. The rear frame houses the transmission and hydraulic pumps, cooling system radiator, flameproof engine package (which utilises a wet bath exhaust conditioner), the operator’s compartment and all the storage reservoirs, (hydraulic, pneumatic, exhaust conditioner make up and fuel tanks).

7

5

1 3 2

6

4

Illustration 41 1) 2) 3) 4)

Operator’s Cabin and Canopy Front Frame Lift Arm Assembly Front Axle

5) Hydraulic Tank 6) Rear Axle 7) Rear Frame

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32 Operation Section Machine Operation

Operator Controls Compartment Door The compartment door must be closed and locked after entering the compartment before the park brake button can be released and the declutch valve be deactivated.

Never use the door to apply the park brake.

Always manually apply by pressing the park brake button and ensure the brake head pressure gauge reads zero before exiting the Operator’s compartment.

Illustration 43

On both opening the operator’s door and manual operation of the park brake valve, the steering pressure will automatically begin to bleed down upon engine shutdown, never assume the steering pressure has bled down unless the steering pressure gauge reads zero.

NOTICE When the door is open the machine cannot be operated, as the park brake will be on and the transmission will be declutched. There is a roller cam valve in the door lock that needs to be activated to release the park brake. Also the brake system pressure is dumped with the door open. The engine will run with the door open.

Transmission Gear Control Lever The transmission gear control lever has four positions, first, second, third and fourth. Shifting from one range to another can be made at any time conditions permitting. Momentarily decrease engine revs when selecting a higher gear.

Momentarily increase engine revs when selecting a lower gear.

NOTICE The transmission in the machine is modulated.

This prevents severe shocks being transmitted through the drive train when the transmission direction is changed.

Transmission Lever

Directional

Control

A directional control lever controls the transmission. This lever has three positions, forward, neutral and reverse. The engine should be at low idle when the transmission is shifted from the neutral position to either forward or reverse direction.

NOTICE The transmission must be placed in the neutral position for the starter motor to engage when starting the engine.

Illustration 42

If the engine starts when the transmission is not in neutral, the machine should be tagged out of service until the problem is rectified.

EM008501

33 Operation Section Machine Operation

1

2

Illustration 44 Transmission Controls 1) Transmission Directional Control Lever 2) Transmission Gear Control Lever

Park Brake Button The park brake button has two positions and it is held in the release position by pilot air pressure.

By pushing the button inwards, the park brake is applied, and by pulling the button out the park brake will be released. The park brake cannot be released until the system pressure is sufficient to overcome the spring force of the brake control, it also will not release unless the door is closed and locked (there is a roller cam valve inside the door lock which needs to be activated to release the park brake).

Illustration 45

Four-Way Joystick Control Lever This lever has five positions, tilt back, tilt forward, lift, lower and hold. Pushing the lever to the right (A) tilts the RAS back plate back for loading or tramming. Pulling the lever to the left (B) tilts the RAS back plate forward for digging or unloading.

Pushing the lever forward (C) lowers the lift arms.

Pulling the lever back (D) raises the lift arms. The lever is spring centred to the hold position.

NOTICE Two functions may be engaged at the same time by pushing the four-way joystick control lever at 45° in the direction of the two required functions.

If the engine shuts down the park brake will automatically apply itself by dumping the pilot air pressure via the brake interlock pilot valve. The brake head pressure gauge must read zero when the brake is applied.

C Never use the door interlock to actuate the park brake when exiting the machine. If there is a malfunction on the door interlock system, the park brake could possibly not apply when exiting the machine and the machine could run away resulting in serious damage or injury.

NOTICE The park brake must be applied for the starter motor to engage whenever an engine start is required.

D

B

Illustration 46

A

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34 Operation Section Machine Operation

No. 1 - Two-Way Hydraulic Control Lever There are two hydraulic two-way control levers fitted to the machine. The first lever closest to the operator is used to control attachments and engage and disengage the RAS locking tongue.

This lever has three positions, up, down and hold.

The lever is spring centred to the hold position.

When operating an attachment, the function of this lever alters depending on the attachment fitted.

Operator’s Seat On the standard operator’s seat the height is adjustable. The control for this function is beside the seat.

On the KAB (optional) operator’s seat the height, lateral (side) and forward are all adjustable. The controls for these functions are at the front of the seat.

NOTICE To release attachments, the RAS Pilot Lock Cylinder Release Button must be pushed simultaneously whilst pulling down on the lever.

This is to prevent an accidental uncoupling of the attachment.

No. 2 - Two-Way Hydraulic Control Lever The second lever, furthest from the operator, is used to control RAS attachments. This lever has three positions, up, down and hold. The lever is spring centred to the hold position. When operating an attachment the function of this lever alters depending on the attachment fitted.

NOTICE On some machines an auxiliary hydraulic PTO (Power Take Off) may be fitted to the rear of the machine. This lever also controls this function.

Illustration 48 Standard Seat

2 1

1

3 Illustration 47 1) No. 1 - Two-Way Hydraulic Control Lever 2) No. 2 - Two-Way Hydraulic Control Lever

Illustration 49 KAB Seat (Optional) 1) Height Adjustment 2) Forward Adjustment 3) Lateral (Side) Adjustment

2

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35 Operation Section Machine Operation

Accelerator Pedal

Steering Wheel

The accelerator pedal is connected to the engine fuel pump governor via a cable and linkage arrangement. When the accelerator pedal is depressed the engine speed increases. The accelerator pedal is spring returned so that when pedal pressure is removed, the engine returns to low idle.

The steering wheel controls the flow of hydraulic oil to the steering cylinders via an orbital steering valve. As the cylinders stroke, the machine articulates to the left or to the right.

Always keep the operator’s compartment clean. Dirt, etc. can build up under the accelerator pedal restricting its movement.

Turning the wheel clockwise articulates the machine away from the operator. This effectively turns the machine to the right in the forward direction (lift arms end).

Turning the wheel anti-clockwise articulates the machine towards the operator. This effectively turns the machine to the left in the forward direction (lift arms end).

Brake Pedal The brake pedal when depressed applies the brakes on the front and rear axles. There are four liquid-cooled brakes located internally in each axle wheel end. Whenever possible select a lower gear on a grade or decline to slow the machine.

The machine will turn in the opposite directions when travelling in forward and reverse. Operator training and familiarity with Load Haul Dump operation is important to ensure that collisions are avoided.

Do not ride the brakes while tramming the machine.

NOTICE If the engine should stall, the machine is fitted with a system that will dump the steering pressure. The operator can steer the machine via a 6 litre back up accumulator at any time following an engine stall to immediately bring the machine to a safe, controlled stop.

NOTICE If the engine should stall, the machine is fitted with fail-safe brake system that will fully apply the brakes. The operator can apply the brakes at any time following an engine stall to immediately bring the machine to a controlled stop.

NOTICE Steering cannot be used until the door is shut and latched and the park brake button pulled out to the released position.

Always keep the operator’s compartment clean. Dirt, etc. can build up under the brake pedal restricting its movement.

Illustration 51

Illustration 50

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36 Operation Section Machine Operation

Engine Service Hour Meter

Engine Fuel Primer Pump

This electric meter is mounted on the off driver’s side at the rear of the machine.

If the engine fuel system has been run dry or serviced, the fuel system should be primed via manual activation of the hand fuel primer pump.

The pump is located adjacent to the fuel water separator in the engine compartment. Normally no priming is required to start the engine.

Use the hour meter to determine servicing intervals.

2 1 Illustration 52

Air Cleaner Service Indicator The air cleaner service indicator is located at the air cleaner and indicates the condition of the air cleaner element. When the service indicator is in the red zone, the air cleaner elements should be replaced.

Illustration 54 1) Manual Fuel Primer 2) Fuel Shut Off Valve

RAS Pilot Button

Lock

Cylinder

Release

This valve prevents accidental release of the attachment lock cylinder. Fully depress this button to allow lock cylinder to retract. This control is used with the No. 1 two-way control lever to engage and disengage the RAS lock cylinder.

NOTICE The RAS release valve need not be depressed to lock (engage) the RAS lock tongue.

Attachment Quick Connects Button This button releases all of the pressure in the PTO lines to allow the couplings to be easily released. To release the pressure, release both of the two-way control levers to the hold position and press in the pressure release button for two seconds.

Illustration 53

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37 Operation Section Machine Operation

1

Only restart the engine after verifying that there has been no ingress of water from exhaust conditioner into the engine. This is to be verified by Service Personnel prior to attempting to engine start

2

Illustration 55 1) Attachment Quick Connects Button 2) RAS Pilot Lock Cylinder Release Button

Emergency Intake Shut Off Valve

1

This valve is used in the event that the machine fails to shutdown under normal circumstances.

Closing this valve will stop the flow of air to the engine. This provides a second means of shutting down the engine should the on/off toggle switch fail to stop the engine in a hazardous zone.

The valve is activated from the operator’s compartment by a stop button which is pushed, once activated and the engine shuts down the valve will need to be reset before restarting.

Ensure that the stop button has been pulled out (approx 25 mm) and there is a reset lever down on the main body of the valve that will rotate and latch into the operating position. If the valve has not been reset the engine will not start. When the valve has been reset the engine can be started.

2

Illustration 56 1) Emergency Intake Shut Off Valve Stop Button 2) Emergency Intake Shut Off Valve Reset Lever

If the emergency intake shutoff valve has been activated, the restarting of the engine should be done in compliance with the relevant regulations and Mine Site Rules.

This engine system is fitted with a wet exhaust conditioner. Operation of the Emergency Intake Shut Off Valve while the engine is running may result in exhaust conditioner water being drawn back into the engine. This may result in catastrophic damage to the engine.

38 Operation Section Machine Operation

Illustration 57

Emergency Fuel Shut Off Valve This valve is located after the fuel filter/water separator. Closing this valve will stop the flow of fuel to the engine.

This provides a another means of shutting down the engine should the on/off toggle switch fail.

The Emergency Intake Shut Off Valve Button in the Operator’s compartment should be activated first in any emergency situation.

Restarting of the engine should be done in compliance with the Mine Site Rules.

Illustration 58

EM008501

EM008501

39 Operation Section Machine Operation

Instrument Panel Gauge Display The gauges in the operator’s compartment are colour coded to assist the operator to recognise if the temperatures and pressures are within the correct operating parameters.

NOTICE Depress the accelerator pedal ⅓ before a start to ensure sufficient fuel is available. Immediately release the engine start button when the engine fires.

Horn Button (2) Pushing this button sounds the air horn.

During normal operation some gauges may, at times, read outside of the indicated normal operating range e.g. during normal operation, when the operator applies the brake the brake head pressure gauge will drop below the minimum pressure and indicate that the pressure is too low. This is because the pressure is being released from the brakes to allow the springs to apply the brakes. When the operator releases the brake the gauge should then return to the green zone.

NOTICE It is good operating procedure to sound the horn 2-3 seconds before an engine start or whenever approaching blind intersection.

Red: The gauge is indicating an unsafe condition. When this occurs the operator should stop the machine and rectify the problem or have service personnel rectify the problem before placing the machine back in service.

1.

To start the engine, place the on/off toggle switch in the on position.

2.

To shutdown the engine place the on/off toggle switch in the off position.

Orange: The gauge is indicating a temperature or pressure outside of the normal operating range. The operator should closely monitor the gauge and report the problem to service personnel for rectification.

Yellow: The gauge is indicating a temperature or pressure below the normal operating range. This will not cause immediate damage if operated for short periods. Report to service personnel for rectification if machine continually operates in this area.

Green: The gauge is indicating that the temperature or pressure being monitored is within the normal operating range.

Start Button (1) Depressing the engine start button engages the starter motor to start the engine. The engine start button will not activate the starter motor unless: 1.

The transmission is in neutral.

2.

The park brake is applied.

3.

The diesel control system shows no fault.

4.

The on/off toggle switch is on.

5.

Sufficient air is in the receiver and air valve is turned on.

On/Off Toggle Switch (Main Air) (3) The on/off toggle switch controls the supply of pilot air pressure to the air pressure switch on the diesel control system, which allows air to pilot the start motor.

Hydraulic Oil Temperature Gauge (4) This gauge indicates the oil temperature at the return to the reservoir. Normal oil temperature is less than 80 °C and the operating point depends on hydraulic duty cycle and ambient conditions.

If the temperature should rise above 80 °C, carry out the following procedure: 1.

Bring the machine to a halt, lower the lift arms to the ground and apply the brake.

2.

Put the transmission in neutral and let the engine run at idle.

Observe the temperature gauge for approximately 2-5 minutes. If the temperature does not begin to fall within this period, shutdown the machine and do not attempt to operate it until corrective action has been taken. Immediately report the problem to service personnel.

Do not operate the machine if the oil temperature is beyond 80 °C. Operation continuously above this range may result in damage to hydraulic components, and if excessively high oil temperatures could result in a fire.

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40 Operation Section Machine Operation

Exhaust Gas Temperature Gauge (5) This shows the exhaust gas temperature upon exiting the wet exhaust conditioner. The machine will shutdown if this temperature exceeds 77 °C.

Exhaust Back Pressure Gauge (6) The exhaust back pressure gauge located in the operator’s compartment indicates the condition of the two exhaust filter elements. When the back pressure is above 12 kPa on the green area on the back pressure gauge, the elements should be removed and replaced.

NOTICE Dirty filters should be disposed of correctly.

Appropriate personal protective equipment should be worn. Operators should minimise skin contact with dirty filters. The dirty element should be placed in the plastic bag that is supplied with the new filter and completely sealed. The contaminated element must be removed from the underground environment and disposed of safely.

Running the engine with high exhaust back pressure affects the performance of the engine and may risk internal component damage.

Shutdown System Test Button (7) The test valve is used to check the integrity of the Fail-Safe Shutdown System. This test should be carried out on a daily basis as part of the 10 Hour Daily Off Line Mechanical Inspection.

Primary Brake Valve Diagnostic (8) This gauge indicates the pressure in the primary park brake valve system. Normal operating system pressure is 17237 kPa (2500 psi). The primary park brake valve gauge maybe located undercover within the machine adjacent to the operator’s compartment.

NOTICE If the operator’s foot is off the brake pedal and the park brake is released, the indicated pressure shall be a minimum of 12000 kPa (1740 psi). If the pressure is below this it is likely that the brakes are dragging. The machine shall not be operated with dragging brakes as fire or brake failure may result. Immediately report the problem to service personnel.

Observe that the brake head pressure is on zero after applying the park brake.

Brake Accumulator Pressure Gauge (10) This gauge indicates the service and park brake system’s accumulated pressure. Normal operating system pressure is 17200 kPa (2500 psi).

Do not operate the machine if the brake accumulator pressure gauge is less than 17200 kPa (2500 psi). Immediately report the problem to service personnel.

Air Pressure Gauge (11) This gauge indicates the air pressure in the air receiver. Normal air pressure is set at 760 kPa860 kPa (110 psi -125 psi).

NOTICE The main air isolation valve is mounted in the engine compartment. Turn this valve on before entering the machine. The gauge will read zero when the valve is shut.

Engine Oil Pressure Gauge (12) This gauge indicates the engine lubricating oil pressure. Normal pressure is between 210 kPa550 kPa (30 psi-80 psi) at rated RPM.

Brake Head Pressure Gauge (9) This gauge shows the service and park brake system’s brake head pressure. Operators should periodically check this gauge. The gauge will read zero pressure when the brakes are fully applied via the service and/or park brake controls.

Shut off the engine if the oil pressure drops and stays below 70 kPa (10 psi). The diesel control system should shutdown the engine at 70 kPa (10 psi).

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41 Operation Section Machine Operation

Transmission Oil Temperature Gauge (1) Do not run the engine with low oil pressure, as engine damage will result. Low oil pressure can indicate low oil sump level, debris blockage in the oil pump feed tube or oil filter, or other serious complications. Immediately report the problem to service personnel.

This gauge indicates the oil temperature in the transmission and torque converter. Normal operating oil temperature is between 82 °C-93 °C. If the temperature should rise above 121 °C, carry out the following procedure:

Steering Accumulator Pressure Gauge (13)

1.

This gauge indicates the steering system’s accumulated pressure. Normal operating system pressure is 17200 kPa (2500 psi).

Bring the machine to a halt, lower the RAS back plate to the ground and apply the park brake.

2.

Put the transmission in neutral and rev the engine to about ½ speed.

If the pressure constantly drops below or will not hold 17200 kPa (2500 psi), steering may become difficult. The machine should not be operated and the problem shall be reported immediately to service personnel.

1

2

4

3

6

5

7

Observe the temperature gauge for about two minutes. If the temperature does not begin to fall within two minutes, shutdown the machine and do not attempt to operate it until corrective action has been taken. Immediately report the problem to service personnel.

If the emergency intake shut off valve has been activated, the restarting of the engine should be done in compliance with the relevant regulations and Mine Site Rules.

Transmission temperature can be affected by incorrect gear selection for the load being carried and/or the road conditions.

13

12

11

10

Illustration 59 1) Start Button 2) Horn 3) On/Off Toggle Switch (Main Air) 4) Hydraulic Oil Temperature Gauge 5) Exhaust Gas Temperature Gauge 6) Exhaust Filter Back Pressure Gauge 7) Shutdown System Test Button 8) Primary Brake Valve Diagnostic Gauge 9) Brake Head Pressure Gauge 10) Brake Accumulator Pressure Gauge 11) Air Pressure Gauge 12) Engine Oil Pressure Gauge 13) Steering Accumulator Pressure Gauge

9

8

Engine Coolant Temperature Gauge (2) This shows the coolant temperature circulating through the engine, exhaust and radiator systems. Normal operating temperature is between 82 °C-95 °C. The engine should not be operated under heavy load until it has time to warm up, approximately five minutes. The engine must also be shut off and cooled when the coolant level is to be topped up.

Shut off the engine immediately if the coolant temperature gauge goes above 105 °C. The diesel control system will give an alarm at 100 °C and should shutdown the engine at 105 °C.

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42 Operation Section Machine Operation

Load Indicator Gauge (3) This gauge indicates the load pressure at the cap end of the lift cylinders. Refer to the load indicator table below for the procedure to determine the load/ pressure relationship.

Do not operate the machine with a load greater than its rated capacity of 10T (137 Bar load gauge pressure).

Overloading the machine beyond its rated load capacity could cause catastrophic machine failure, injury and even death.

1

3

Power Assist (Optional)

Trailer

Controls

Power Assist Control Lever This is a directional control valve and is used to actuate the power assist to drive the shield trailer.

It is a two position lever, with a detent in the on position and spring loaded to the off position.

To engage power assist the park brake must be released and 1st speed on the transmission must be selected.

Power assist function operates in both forward and reverse directions.

NOTICE The power assist will disengage if any speed other than 1st is selected or if the park brake is applied.

2

Illustration 60 1) Transmission Oil Temperature Gauge 2) Engine Coolant Temperature Gauge 3) Load Indicator Gauge

Illustration 62 Power Assist Control Lever

Clutch Pressure Gauge (1) This gauge indicates the pressure to engage the clutch in the trailer wheel drive hub, when the power assist function is operated. Normal operating system pressure is 5000 kPa (725 psi) A pressure of 5000 kPa (725 psi) should be observed when the power assist lever is in the on position.

NOTICE The power assist will disengage if any speed other than 1st is selected or if the park brake is applied.

Illustration 61

EM008501

43 Operation Section Machine Operation Trailer Brake Head Pressure Gauge (2)

Connections

This gauge shows the trailer service brake system head pressure. Operators should periodically check this gauge. The gauge will read zero pressure when the service brakes are fully applied.

For details on procedure to connect the CL210 with the SH150 please refer to the SH150 Operation & Maintenance Manual (OMM)

NOTICE When the operator’s foot is off the brake pedal and the park brake is released, the indicated pressure shall be a minimum of 12000 kPa (1750 psi). If the pressure is below this it is likely that the brakes are dragging. The machine must not be operated with dragging brakes as fire or brake failure may result. Immediately report the problem to service personal.

Trailer Forward Pressure Gauge (3) This gauge indicates the pressure when the power assist is operated and forward direction of travel is selected. The maximum pressure indicated should be 20680 kPa (3000 psi).

Trailer Reverse Pressure Gauge (4) This gauge indicates the pressure when the power assist is operated and reverse direction of travel is selected. The maximum pressure indicated should be 20680 kPa (3000 psi).

4

3

2

Illustration 63 1) 2) 3) 4)

Clutch Pressure Gauge Trailer Brake Head Pressure Gauge Trailer Forward Pressure Gauge Trailer Reverse Pressure Gauge

1

Illustration 64 CL210 Power Assist Connection Points

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44 Operation Section Machine Operation

Diesel Control System (DCS)

System Operation 1.

Diesel Shutdown The purpose of the electronic shutdown system is to prevent the engine running outside of the predetermined safe operating parameters.

The following sensors are fitted to the machine: Hi Methane Shutdown (1.25%) Lo Methane Warning (1%) Charge Failure Engine Oil Pressure Engine Coolant Level Hydraulic Oil Level Engine Coolant Temperature Engine Turbo Temperature Exhaust Outlet Temperature Power Up Pressure Switch (PUPS) Wet Scrubber Water Level 1 Wet Scrubber Water Level 2

Shuts engine down Warning message Warning message/ shutdown after 30 minutes Shuts engine down Shuts engine down Warning message Shuts engine down Shuts engine down Shuts engine down System start up Shuts engine down Shuts engine down

Position the on/off toggle switch to the on position: This will activate the DCS electronics. The system will display Waiting for methane sensor warm up and the methane LED will be illuminated. After approximately 15 seconds the screen display will read Pre run checks while the DCS checks that the system is ready to start.

Once this is completed the screen will display Waiting for start. The engine can now be started. If the engine is not started within 30 seconds the DCS will shut itself down. To restart the system toggle the on/off toggle switch to off then back to on.

Illustration 66 On/Off Toggle Switch

Illustration 65

2.

Start the engine: Activate the engine start button. After the engine has started, the display will read Engine running.

3.

After starting the engine if the alternator is not charging the engine will run for a predetermined period of time before shutting down.

4.

Drive machine normally.

5.

Shutdown: When finished with the machine, toggle the on/off toggle switch to the off position. This will deactivate the DCS electronics, thus cutting power to the solenoid and shutting off pilot air pressure to the fuel shut off cylinder and the engine will stop.

6.

After a shutdown whether by the operator or an engine trip, if the up or down arrows are pressed the system will return to Waiting for start providing no trip conditions are still active.

If methane concentration is over 1.25%, it should be reported immediately!

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45 Operation Section Machine Operation

Bypassing of the electrical safety system is not allowed under any circumstance!

NOTICE If the air pressure is below 240 kPa (35 psi), the power up pressure switch can not close, and the DCS will not activate.

NOTICE The start sequence is the same if the methane monitor is not fitted.

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46 Operation Section Engine Starting

Engine Starting Engine Starting

Always sound the horn and make sure the area around the machine, especially between the front and rear frames, is clear before starting the engine. Never attempt to start an engine without first knowing how to shut it off.

6.

Wait for the display to indicate waiting for start (showing three green LEDS).

7.

Hold the accelerator pedal approximately ⅓ to ½ open.

8.

Press the engine start button and release it when the engine has fired.

9.

Check the display indicates Engine Running.

10. Carry out post start checks and operate machine normally.

Refer to Diesel Control System (DCS) section.

As soon as the engine starts, check all gauges and indicators to ensure that all systems are functioning correctly. Always let the engine warm up before applying load. Never apply load to a cold engine.

Do not start the engine if machine is tagged out of service or Personal Tag/Lock is affixed..

Do not engage the starter motor when the flywheel is moving.

If the Emergency Intake Shut Off valve has been operated, restarting of the engine should be done in compliance with the Mine Site Rules.

ONLY RESTART THE ENGINE AFTER VERIFYING THAT THERE HAS BEEN NO INGRESS OF WATER FROM EXHAUST CONDITIONER INTO THE ENGINE. THIS IS TO BE VERIFIED BY SERVICE PERSONNEL PRIOR TO ATTEMPTING ENGINE START. 1.

Turn the main air isolation valve, located in the engine compartment to the on position.

2.

Enter the operator’s compartment and close and latch the door.

3.

Place the transmission directional control lever in the neutral position.

4.

Make sure the park brake is applied. Check the air pressure gauge. If the start pressure is below 750 kPa (109 psi) the engine will not start if the engine is cold. If the air pressure is below 750 kPa (109 psi), recharge the air receiver up to maximum 827 kPa (120 psi).

5.

Turn the on/off toggle switch to the on position.

NOTICE The diesel control system display will not activate if the air pressure is below 275 kPa.

Excessive use of starting fluid can cause serious backfire and violent explosions within the engine. Serious engine damage may occur. Avoid the use of starting aids and DO NOT use starting fluid underground.

The steering and brake pressure gauges register in normal operating range only when the park brake is released.

Air Venting the Fuel System If the engine misfires or fails to start due to air in the fuel line, the system must be bled as follows: 1.

Ensure the governor control lever is in the shut off position.

2.

Unscrew the knob on the priming pump sufficiently to release it, then pump in and out until positive pressure is observed.

3.

Tighten and secure the priming pump.

4.

Start the engine. If it misfires or smokes with the engine running repeat the above Steps.

NOTICE Check the fuel tank contents gauge before venting the system.

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47 Operation Section Engine Starting NOTICE Check the fuel water separation bowl before venting the system.

Check park brake operation: 1.

Ensure the brake head pressure gauge reads 11377 kPa-12756 kPa when the brake is released:

2.

Ensure brake head pressure gauge and primary park brake valve gauge read zero when park braked is applied.

The machine must not be used under any circumstance if gauges do not indicate zero pressure when the park brake is applied.

NOTICE The primary park brake valve gauge maybe located undercover within the machine adjacent to the operator’s compartment.

Illustration 67 Fuel Priming Pump

Air Venting the Engine Cooling System To prevent an air lock in the engine coolant system, the cooling system automatically bleeds back to the expansion tank. Fill the coolant system expansion tank only with the fluid specified in the Fluid Specification Table.

Check that all of the lights are working: 1.

There are two forward and two rear facing headlights.

2.

Directional control is working.

Check the transmission oil level: 1.

Always check when the transmission is warm.

2.

Once the correct transmission oil temperature has been reached park the machine on flat, level ground and leave it running.

3.

Place the machine in neutral and apply the park brake.

4.

Access the dipstick from the operator’s compartment through the cover over the top of the transmission. This panel is located between the operator’s compartment and the hydraulic tank.

5.

The engine should be idling at 800-850 RPM.

6.

Remove the dipstick by pulling upwards and wipe with a clean, lint free cloth.

7.

Reinsert the dipstick into the spout, push it all the way home.

8.

Withdraw the dipstick and check the oil level.

The level is to be maintained at the full mark.

NOTICE Add recommended coolant as necessary.

NOTICE Refer to Isolation of the Cooling System and Checking and Filling of the Cooling System.

Post Start Checks The following tests are required to be performed with the engine running: Check all gauges are on correct operational pressure: 1.

Gauges are colour coded (should read in green area).

Check function of lift arm assembly hydraulic system.

Check steering function.

Always use the specified lubricant for the application and the region’s seasonal temperatures.

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48 Operation Section Engine Starting

Illustration 68 Transmission Dipstick Located Under Cover

Check the particulate filter back pressure indicator:

7.

To take a disposable bag and place it over exposed filter.

8.

Continue to remove the filter ensuring the bag covers the filter during the remainder of the process. With filter in the bag, tie the open end to secure it.

9.

Discard the used filter elements in the appropriate manner.

Wear suitable eye protection, gloves and dust mask when performing filter replacement as particulate caught by the filter may be harmful to the respiratory system. Immediately wash any particulate matter from skin with warm, soapy water.

Check the diesel control system operation: 1.

Run the engine at high idle.

2.

Press the shutdown test button and hold for ten seconds.

1.

Locate the indicator in the operator's compartment.

3.

Machine should shutdown and the low oil pressure display should be on.

2.

Run the engine at high idle and observe the indicator position.

4.

The engine should not restart until the on/off toggle switch is reset.

3.

If the indicator is above 10 kPa the filter requires replacement.

If the engine does not shutdown do not use the machine. Report it to the service personnel for repairs.

Ensure that the filter element is cool enough to handle otherwise the garbage bag will melt causing skin burns.

Perform low exhaust water shutdown test:

To replace the particulate filters (if fitted):

1.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged as described in Engine Isolation.

2.

Put on protective gloves and dust mask (protective gloves and dust mask should be worn throughout the entire change out operation to protect the operator from corrosive agents (combustion by-products and particulates) as well as elevated surface temperatures and sharp edges.

3.

Remove the filter housing lid.

4.

Undo filter retaining nuts if fitted.

5.

Remove the disposable bag from the new replacement filter packaging and place it over exposed filter.

6.

Partially pull the filter out of the housing to unseat the filter at the base of the housing.

Start diesel engine system and ensure all shutdown systems are operational, allow engine to warm up and run for several minutes.

Illustration 69

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49 Operation Section Parking 2.

Shut make up tank ball valve and remove blanking plug from low water shutdown test point and open ball valve.

1

2

Illustration 70 1) Main Supply/Isolation Valve 2) Low Water Shutdown Test Valve

3.

Observe machine taking note of water flow out of the low water shutdown test point when diesel engine system shuts down.

Ensure the display on the DCS shutdown system indicates both proximity switches/ magnetic reed switches are open “o/o”.

The machine must not be used under any circumstance if it fails the low water shutdown test. If the engine fails to stop or the water stops flowing out the test valve before the engine stops, DO NOT use the machine until the fault is rectified and tested.

NOTICE If the machine does not shutdown on a test it must be reported to service personnel for immediate rectification.

4.

When the test is complete, close the low water shutdown test point, reinsert blanking plug and open main isolation valve to allow water to refill the exhaust conditioner. Check make up tank level and fill accordingly.

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50 Operation Section Parking

Parking Stopping the Engine 1.

Ensure the area is clear of any obstructions and area is fit for carrying out safe operation and maintenance.

2.

Lower the lift arms or any attachment completely to the ground and remove any load from the engine.

3.

Put the transmission directional control lever into the neutral position.

4.

Apply the park brake. Observe that the brake head pressure gauge and primary park brake valve gauge are on zero.

5.

Allow the engine to run at idle speed for five minutes. This will allow internal temperatures to reduce gradually.

This engine is turbocharged. Shutting down the engine stops the oil lubrication circuit to the turbocharger. Shutting down the engine at high operating temperatures or load risks damage to the turbocharger and lubrication system.

Ensure the lift arms are flat on the ground before leaving the operator’s compartment.

Ensure the machine is parked in an area that will not block traffic or in a blind intersection that may result in a collision.

Tramming the Machine 1.

The machine is designed to travel in both forward or reverse direction with equal ease and performance.

2.

The transmission is controlled by a directional control lever and a gear control lever.

3.

The machine has the same gear ratios in forward and reverse. This is to provide equal speeds and performance in each direction.

4.

The engine should be at idle and the machine stationary when either forward or reverse gears are selected.

5.

Always start in the low speed and shift into the next higher speed as the machine accelerates and as conditions permit.

NOTICE The primary park brake valve gauge maybe located undercover within the machine adjacent to the operator’s compartment.

6.

Turn the on/off toggle switch to the off position and the engine will shutdown.

7.

Allow the steering accumulator pressure to bleed down the steering pressure accumulator gauge reads zero.

8.

Open the door, check floor, hold on and step down using three points of contact at all times.

Any problems with the normal engine shut off mechanism must be corrected before the engine is restarted.

NOTICE If the engine fails to shutdown under the normal procedure the Emergency Intake Shut Off Valve should be used.

9.

Close the main air isolation valve on the main air manifold after the engine has stopped.

Do not coast the machine in Excessive speed may result uncontrollable runaway.

6.

neutral. in an

Use the transmission to slow the machine whenever possible, as this avoids excessive brake wear.

NOTICE Do not downshift the transmission unless the machine is travelling at a speed suitable for the lower range.

Always ensure that the transmission control levers are fully shifted.

7.

Shifting from one range to another can be made at any time, conditions permitting.

Momentarily increase engine revs when selecting a higher gear.

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51 Operation Section Parking 8.

If the transmission should overheat: a. Stop machine in a suitable place and apply park brake. b. Select neutral and run the engine at ½ speed until the oil temperature has dropped to a safe operating level. c. If this does not work follow the shutdown procedure and advise the service personnel.

Hearing and eye protection shall be worn by the operator of this machine at all times whilst the engine is running.

NOTICE The machine speed can be regulated by using the brakes, the accelerator pedal or by changing up and down gear ratios.

Always be aware of the impact of the payload on the visibility available to the operator. The recommended maximum speed when loaded is 10 km/h, however, the impact of the payload on the operator’s field of vision must be considered when operating the machine with payload. Drive to the conditions.

Stopping and Parking 1.

The brakes fitted to the machine are extremely effective to cope with towing large loads.

Operators should be prepared for rapid deceleration when the brakes are applied.

NOTICE In an emergency, immediately apply the brake. If this fails to activate the brakes, immediately apply the park brake.

The machine must not be used under any circumstance if the primary park valve gauge and brake head pressure gauge do not indicate zero pressure.

NOTICE The primary park brake valve gauge maybe located undercover within the machine adjacent to the operator’s compartment.

The seat belt must be worn whilst operating the machine at all times.

If the brakes fail on the machine you should:  Use the gears to help slow the machine.  Lower the lift arms.

Use the transmission to help slow down the machine, by shifting down gears when possible.

 Gradually turn machine to the rib.

Apply the brakes and bring the machine to a halt at the side of the roadway, turn the machine toward the rib and lower the lift arms or any attachment to the ground.

 Shutdown the engine.

3.

Apply the park brake.

1.

4.

Observe brake head pressure gauge and primary park brake valve gauge within the operator’s compartment reads zero pressure.

Stop and shift into first gear, and check the brakes before travelling up or down a ramp.

2.

Always use a low gear when travelling down a ramp.

3.

Avoid changing gears while travelling on a steep ramp.

4.

If you have a mechanical or brake failure:

2.

5.

The engine should not be shutdown from full load. To stabilise temperatures allow it to idle for a few minutes before stopping.

6.

Shut off the engine by turning the on/off toggle switch to the off position.

7.

After stepping off the machine, switch off the main air isolation valve.

 Apply the park brake.

Driving on a Ramp

a. Immediately apply the brakes. b. If the brakes do not function, apply the park brake. c. If the machine does not stop, turn the machine into the rib.

52 Operation Section Parking

The machine should not be operated on more than the recommended grades.

Operators must be competent in Emergency Stop Procedure.

Always be aware of the impact of the payload on the visibility available to the operator. The recommended maximum speed when loaded is 10 km/h, however, the impact of the payload on the operator’s field of vision must be considered when operating the machine with payload. Drive to the conditions.

Parking on a Ramp

Do not park on a ramp unless absolutely necessary.

1.

Use the concept of engine braking to help slow down the machine by letting up on the accelerator pedal.

2.

Apply the brakes and bring the machine to a halt at the side of the road.

3.

Turn the machine toward the rib.

4.

If possible remove the load from the attachment.

5.

Apply the park brake. Observe that the brake head pressure gauge and primary brake valve gauge are on zero.

6.

Always chock the wheels.

7.

Inform mine management of the location of machine.

When on steep grades (more than 1:4), do not rely on the park brake to hold the machine.

Always park with attachment into the rib and chock the wheels when on grades of more than 1:4.

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EM008501

53 Operation Section Load

Load Loading The LHD method of loading is called crowd loading which combines the tractive effort of the machine with the breakout force of the bucket.

With the 172 kW of power from the machine and the torque multiplication of the converter and axles, this machine produces crowding power.

Limited slip differentials are fitted to the front and rear axles of the machine to ensure positive traction. At the bucket lip there is maximum breakout force. Maximum loading efficiency is obtained by adjusting the loading cycle to the operating conditions.

The proper use of traction and breakout force makes it possible for a single pass load without spinning the tyres or ramming the muck pile. The following cycle includes operations common to all load-haul-dump situations, it should be modified to suit other operating conditions.

Loading a Bucket 1.

Lower the lift arm to the lowest position.

2.

With the bucket lip engaging the ground.

Drive into the muck pile.

3.

Slowly crowd the bucket back as the machine pushes into the muck pile until the bucket is full and is in the carry position. If the tyres start to spin, decrease acceleration slightly as you move the four-way joystick control lever slightly faster.

Do not exceed the machine’s carry capacity.

NOTICE DO NOT undercut a muck pile. A sudden flow of muck can trap the machine in a draw point and lift the rear of the machine violently against the roof or may swamp the operator.

3.

Refer to technical specifications for loading capacities.

NOTICE Always when mucking from a pile, work from both sides towards the centre. Keep it trimmed at all times.

NOTICE Do not ram the muck pile or spin the tyres.

Do not go under a hung up draw point or under any unsupported roof.

Do not use the machine to bar down a hang up.

Once the bucket is fully loaded, push the four -way joystick control lever to the right, shift into reverse and start to move away from the pile, lowering the lift arms into the carry position. Rapidly move the four-way joystick control lever side to side a few times to shake the load down to prevent spillage.

Always be aware of the impact of the payload on the visibility available to the operator. The recommended maximum speed when loaded is 10 km/h, however, the impact of the payload on the operator’s field of vision must be considered when operating the machine with payload. Drive to the conditions.

Dumping

Always keep your dump area clean and clear of chunks on the roadway.

Standard Dumping Always keep all four wheels on the ground during mucking. If you should accidentally raise the rear of the machine off the ground, lower it slowly - not with a sudden jerk.

Standard Dumping 1.

When approaching to dump a load, release the accelerator pedal and reduce speed (apply brakes).

54 Operation Section Load 2.

Raise the lift arms to clear any guards or obstructions.

3.

In dumping position the lift arms should be fully raised.

4.

Push the four-way joystick control lever to the left - the bucket will fully dump.

5.

When dumping into a boot, care should be taken to avoid damaging the structure of the boot. Approach the boot with the lift arms raised sufficiently to clear the tailgate.

6.

Move in as far as possible without damaging either machine and dump the load.

7.

In most cases it will be necessary to roll back the bucket before moving the machine away from the dump point.

8.

Once clear of the dump point lower bucket to the carry position.

Do not carry load with the lift arms in a raised position.

Ejecting 1.

For limited height application raise the bucket as high as possible.

2.

Roll it forward until the bottom of the bucket is level with the ground or tilted slightly downward.

3.

Push the two-way hydraulic control lever (lever closest to the operator) forward to eject the load.

4.

Return the ejector push plate by pulling the two-way hydraulic control lever once all material is removed from the bucket.

5.

Roll back the bucket before moving the machine away from the boot.

6.

Once clear of the boot lower bucket to the carry position.

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EM008501

55 Operation Section Towing Information

Towing Information Towing the Machine when Disabled

Apply the park brake, lower the lift arms or any attachment to the carry position and stop the engine. The towing machine must have sufficient braking capacity to stop and hold both machines.

1.

The machine should be secured by 2 x 16 Tonne safety chains in addition to a 30 tonne capacity draw bar.

2. If the machine must be towed and the distance is less than 1000 metres:

Do not over-pressurise the brake system or serious damage will be done to the seals in the brake heads.

The transmission will not hold the machine when the spring applied park brakes are bypassed by the hydraulic hand pump pressure.

Always connect the disabled machine to the towing machine before releasing the CL210 park brake. Make sure the CL210 park brake is reapplied before the towing machine is disconnected.

a. Connect the machine to the towing machine. b. Place the transmission in neutral. c. Release the spring applied brake by hydraulically overcoming the brake spring pressure by use of a hydraulic hand pump and tow at low speed.

NOTICE The brakes can be released with a hydraulic hand pump (maximum 12800 kPa [1856 psi]) connected into the pressure port on the brake and steer valve. The operator is to stay in the operator’s compartment to apply the brake or park brake if necessary. If these are applied the hydraulic hand pump needs to be pumped (minimum 11376 kPa [1650 psi]) to release the brakes again.

Illustration 71 Hydraulic Manifold BRK

Maximum towing speed is 3 kph.

Towing with the Machine

The transmission will not hold the machine when the spring applied park brakes are bypassed by the hydraulic hand pump pressure.

Maximum towing speed is 3 kph.

1.

Ensure the machine is parked and isolated prior to connecting the trailer or load, park brake on.

2.

Attach the load to the rear tow hitch, ensure the tow pin is secure.

3.

The trailer or load should also be secured by 2 x 16000 kg safety chains in a straight line pull in addition to a rated draw bar for the task.

4.

Both chains must be used and adjusted to ensure an even pull.

5.

Both chains have a combined loading of 32000 kg in a straight line.

6.

Both chains must be used for maximum tractive effort pull.

56 Operation Section Towing Information 7.

Ensure all connections on the towed piece are in good condition and rated for the maximum pull.

8.

Ensure all holding devices and hitches are in good condition and rated for the maximum pull before connecting the machine.

9.

Always ensure that the trailer and load are secure before towing, and prior to releasing the park brake.

10. Travel at a speed that is suitable to conditions and the load.

11. Ensure the trailer, or load, has wheels chocked prior to removal from the machine.

Always connect the trailer or load before releasing the park brakes. Make sure the park brake is reapplied before the towing machine is disconnected.

For towing braked trailer masses consult the Dealer.

Failure to comply to these procedures may result in serious personal injury or damage to the equipment.

Illustration 72 Tow Hitch

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EM008501

57 Operation Section Storage Procedure

Storage Procedure Introduction This document provides storage instructions for CAT Underground Diesel Equipment manufactured by the Beresfield, NSW Australia facility. Do not perform any procedure outlined in this document until you have read and understood this information. CAT recommends performing an operational check of a stored machine at least once every four weeks, resulting in no less than fifteen minutes of operational run time.

Routine Maintenance Prior to machine storage, perform all required maintenance as recommended in this Manual.

Perform an operational check of the machine prior to storage to ensure that the machine is in proper working order.

Diesel Engine System Cooling System Caterpillar recommends the use of CAT ELC or CAT DEAC engine coolant, outlined in the “Fluid Recommendations Table” provided in this document. If the machine is stored with Caterpillar recommended engine coolant, it is not required to add a supplemental coolant additive to the cooling system. Ensure that the cooling system level is full prior to machine storage to prevent rusting of the system. Caterpillar engine coolant is available from your local Caterpillar dealer.

Exhaust Conditioner System Caterpillar Underground Diesel Equipment manufactured by the Beresfield facility have exhaust conditioner systems which utilize fresh water. For machines stored in conditions where the ambient temperature is above 5°C (41°F), the exhaust conditioner and make-up water tank(s) do not require draining. For machines stored in conditions where the ambient temperature is below 5°C (41°F), the exhaust conditioner and make-up water tanks(s) require draining to prevent damage due to freezing. To properly drain the exhaust conditioner system, reference under “Engine System.” in this manual.

Engine Performing an operational check once every four weeks for no less than fifteen minutes will redistribute lubrication to surfaces where oil run-off may occur. If an engine is stored for a prolonged period of time, oil run-off may lead to corrosion on metallic surfaces or accelerated wear during initial start-up.

Diesel Fuel Diesel fuel left in the fuel tanks of stored machines can be treated with diesel fuel biocide such as Biobor JF to prevent the growth of small organisms. Contact sales@biobor.com for a distributor in your region.

Batteries Caterpillar Underground Diesel Equipment manufactured by the Beresfield facility contain Sealed Lead Acid Batteries for the Diesel Control System (DCS). Performing an operational check of a stored machine once every four weeks consisting of at least fifteen minutes of operational run time, will maintain the charge for the DCS battery. In the event that the DCS battery requires charging, reference Special Instruction “CAT Multiple DCS Battery Charger” 900-071513 for the correct procedure regarding battery charging. This procedure also includes instructions on healthy battery voltage and how to identify the battery voltage on the DCS interface display.

Enclosures Insert silica gel packets (P/N BU_4498474) in flameproof enclosures for moisture absorption.

Replace during the monthly operational check.

Remove the silica gel packets when the machine is returned to service. Flamepaths on flameproof enclosures should be coated with a layer of approved flamepath grease, such as Fluid Film Gel BW manufactured by the Eureka Chemical Company. Contact sales@fluid-film.com for a distributor in your region.

Hydraulic Cylinders Utilize Caterpillar 450 Rust Preventative Oil on all chromed surfaces of hydraulic cylinders to minimize corrosion and pitting of the rods.

Caterpillar 450 (P/N 1U-8801) is available from your local Caterpillar dealer.

58 Operation Section Storage Procedure NOTE: When the machine is removed from storage and re-entered into service, ensure that all of the Caterpillar 450 Rust Preventative Oil has been cleaned off of the surfaces of the hydraulic cylinders.

General Practice Prior to storage, the machine should be cleaned thoroughly to remove all dirt, mud, grease and oil on all external surfaces. If possible, block the machine to relieve the load on the tires. If the machine is stored outdoors, cover the tires and wheels with black plastic to prevent ingress of debris and water into cuts or breaks in the tires.

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59 Operation Section Attachments/Work Tools

Attachments/Work Tools General Description The Rapid Attach System (RAS) is specifically designed to provide safe attachment and retention of a range of accessories used on the machine. The RAS system basically comprises of an attach plate, retaining tongue and hydraulic power take off permanently fixed to the front frame.

The attachments are the machine’s working tools covering a wide range of applications including materials load haul dumping, heavy load handling and personnel elevation.

The operator and maintenance personnel must be trained and authorised to use and maintain the equipment and its attachments.

Attachments are designed to be secured to the RAS attach plate and lock tongue. Once the PTO hoses are disconnected after the lock tongue is engaged they can be used for various functions on the attachments. A second pair of PTO lines is available on the off driver’s side for an additional power take off such as the use of side shift forks or SH150 functions where independent control is provided.

The CL210 and the CL210 RAS assemblies are different, the CL210 is a much larger and higher capacity assembly. The attachments can not be interchanged between models. The SH150 can be towed by either machine model by using dedicated 5th wheel assemblies.

Connecting Work Tools 1.

Ensure the PTO lines to the lock cylinder are connected.

2.

Check the RAS locking tongue is retracted.

3.

Drive the machine toward the attachment, roll the RAS back plate forward and engage the upper cradle of the attachment back plate with the top lip of the RAS back plate.

4.

Roll the RAS back plate back fully and engage the RAS lock tongue in the RAS back plate by pushing the No 1 Two-Way Hydraulic Control Lever up.

5.

Select neutral, apply the park brake and raise the lift arms and attachment 1200 mm 1500 mm above the ground.

6.

Exit the machine and visually inspect the RAS lock tongue is fully engaged into the attachment back plate. The operator should always exit the machine and check for engagement before using the attachment.

Do not stand underneath the raised lift arms.

1

Never walk under the attachment or lift arms.

NOTICE The lift arms function and motion test on the raise/lower and tilt forward/back needs to be carried out after connecting an attachment.

7.

Enter the operator’s compartment, fully lower the lift arms and stop the engine. Press the Attachment Quick Connects Button to release the pressure in the PTO lines

8.

Exit the operator’s compartment and disconnect the lock cylinder lines. These can now be connected to the hydraulic system of the attachment (e.g. push plate bucket) or to the dummy block to prevent the hoses from dragging on the ground and being damaged.

2 Illustration 73 1) Tongue Hydraulic Cylinder 2) Locking Tongue

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60 Operation Section Attachments/Work Tools 9.

If required, the second PTO lines may be connected. Attachments such as the side shift forks and shield trailers use these.

Illustration 76 Locking Tongue Engaged

Detaching Work Tools Illustration 74

1.

Ensure the area that the attachment is to be stowed will not block access and is level.

2.

Lower the attachment to the ground. Select neutral, apply the park brake, switch the machine off and exit the machine.

3.

Press Attachments Quick Connect button to release pressure in hydraulic hoses.

4.

Disconnect the PTO lines from the attachment.

RAS Cradle

ALWAYS disconnect the lines to the lock cylinder to ensure the attachment is not accidentally released.

Failure to disconnect the second set of hoses may result in hose and fitting damage when the machine drives off the attachment.

Illustration 75 Locking Tongue Not Engaged

5.

Enter the operator’s compartment.

6.

Release the park brake.

7.

Depress the RAS Pilot Lock Cylinder Release Button and at the same time pull the No 1 two-way hydraulic control lever (closest to the operator).

8.

Select reverse and first gear.

9.

Drive away from the attachment whilst rolling the RAS back plate forward.

DO NOT leave the attachment unsecured. An unstable attachment may roll and crush personnel.

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61 Operation Section Attachments/Work Tools

Work Tools

SH150 5th Wheel

Straight Ejector Bucket

1

Various size ejector buckets are available, all with common operation and servicing requirements.

Two double acting hydraulic cylinders actuated from the PTO lines on both sides of the lift arm assembly operate a hinged ejector plate for material discharge.

Utility Vehicle Attachments  Straight Ejector Bucket  Spaded Ejector Bucket  SH150 Fifth Wheel

2

 Belt Reeler  Cable Reeler  Materials Pod  Manual Forks

Illustration 78

 Hydraulic Forks

1) RAS Attachment Hooks 2) RAS Locking Tongue Slot

 Fuel Pod  Slewing Jib Crane  Work Basket with E Stop

Illustration 77 Straight Ejector Bucket

Specifications: Unladen Mass: Capacity: Width: Height: Length:

3950 kg 3.5 m3 2500 mm 1400 mm 2000 mm

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62 Maintenance Section Lubricant Viscosities and Refill Capacities

Maintenance Section Lubricant Viscosities and Refill Capacities Lubricant Viscosities (Fluids Recommendations) Table 1 Roof Support Carrier, LHD, Coal Hauler Fluid Recommendations for Ambient Temperatures Compartment or System

Recommended Fluid

Engine Crankcase

Cat DEO Cat DEO-ULS Cat DEO-ULS Syn Cat DEO Cold Weather

Engine Coolant

Transmission

Fluid Details

Cat ELC Cat DEAC

Cat TDTO Cat TDTO Cold Weather

Max

Min

Max

SAE 0W-40

-40

40

-40

104

SAE 5W-40

-30

50

-22

122

SAE 10W-30

-18

40

0

104

SAE 15W-40

-9.5

50

15

122

50% Glycol

-37

No Max

-34

No Max

60% Glycol

-52

No Max

-62

No Max

SAE 0W-20

-40

0

-40

32

SAE 10W

-20

0

-4

32

SAE 30

0

32

32

90

SAE 50

Above 32 °C

Above 90 °F

0

32

TBD Quintolubric 888

SAE 20 (ISO 68)

Gear Box and Wet Brake Mobilube LS

Winch

Cat Gear Oil (GO)

SAE 85W-90

122

Cat TDTO

Grease Points for Drive Line, Pins, Bushings, Door Hinges, Tow Pin, Differential Pinion Oil Seal

Cat Advanced 3Moly Grease Cat Arctic Platinum Grease

Engine Drive Coupling(5)

Cat High Speed Ball Bearing Grease

No Temperature Restrictions

SAE 85W-140

-12

49

10

140

SAE 80W-90

-24

12

-10

55

SAE 0W-20

-40

0

-40

32

SAE 10W

-20

0

-4

32

SAE 30

0

32

32

90

SAE 50

Above 32 °C

Cat TDTO Cat TDTO Cold Weather

Brake Flushing(4)`

1) 2) 3) 4) 5)

50

TBD

Axle, Wheel Ends

Drop Box(3)`

°F

Min

Hydraulic with Integral Wet Brakes Hydraulic(1)

°C

SAE 10W

Above 90 °F

No Temperature Restrictions

NLGI 0, Arctic Platinum

-50

0

-58

32

NLGI 2, Advanced 3Moly

0

50

32

122

Hydraulic Oil for Indian Market Applicable Shield Haulers Only Applicable Machines Fitted with the C7 Engine Package Only Applicable to Coal Haulers Only Applicable to Machines Fitted with the 3126 Engine Package Only

NLGI 2

No Temperature Restrictions

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63 Maintenance Section Lubricant Viscosities and Refill Capacities Table 2 Winterizing Recommendations for Diesel Vehicles (For Storage Only) Compartment or System

Recommended Fluid(1)

Fluid Details

Engine Crankcase

Cat DEO Cold Weather

SAE 0W-40

Engine Coolant

Cat ELC Cat DEAC

50% Glycol min.

Transmission

Cat TDTO Cold Weather Cat TDTO 10W

Hydraulic

Cat Hydo Advanced

SAE 10W

Dropbox (where applicable)

Cat TDTO Cold Weather Cat TDTO 10W

SAE 0W-20

Axle, Wheel Ends

Cat TDTO Cold Weather

SAE 0W-20

SAE 0W-20 SAE 10W

SAE 10W

Engine Drive Coupling

No Change from Standard Recommendation

Winch

No Change from Standard Recommendation

(1) For compartments with multiple fluids Listed, any of the recommended fluids are acceptable

General Information for Lubricants When you are operating the machine in temperatures below -20 °C (-4 °F), refer to Special Publication, SEBU5898, “Cold Weather Recommendations”. This publication is available from your Cat Dealer.

For cold weather applications where transmission oil SAE OW-20 is recommended, Cat Cold Weather TDTO is recommended.

Refer to the “Lubricant Information” section in the latest revision of the Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for a list of Cat engine oils and for detailed information. This manual may be found on the Web at Safety.Cat.com.

The footnotes are a key part of the tables. Read ALL footnotes that pertain to the machine compartment in question.

Selecting the Viscosity In order to select the proper oil for each machine compartment, refer to the “lubricant Viscosity for Ambient Temperature” table. Use the oil type AND oil viscosity for the specific compartment at the proper ambient temperature.

The proper oil viscosity grade is determined by the minimum ambient temperature (the air in the immediate vicinity of the machine). Measure the temperature when the machine is started and while the machine is operated. In order to determine the proper oil viscosity grade, refer to the “Min” column in the table. This information reflects the coldest ambient temperature condition for starting a cold machine and for operating a cold machine.

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64 Maintenance Section Lubricant Viscosities and Refill Capacities Refer to the “Max” column in the table for operating the machine at the highest temperature that is anticipated. Unless specified otherwise in the “Lubricant Viscosities for Ambient Temperatures” tables, use the highest oil viscosity that is allowed for the ambient temperature.

Machines that are operated continuously should use oils that have the higher oil viscosity in the final drives and differentials. The oils that have the higher oil viscosity will maintain the highest possible oil film thickness. Refer to “General Information for Lubricants” article, “Lubricant Viscosities” tables, and any associated footnotes.

Consult your Cat Dealer if additional information is needed.

NOTICE Not following the recommendations found in this manual can lead to reduced performance and compartment failure.

Engine Oil Cat oils have been developed and tested in order to provide the full performance and life that has been designed and built into Cat engines.

Cat DEO-ULS multigrade and Cat CEO multigrade oils are formulated with the correct amounts of detergents, dispersants, and alkalinity in order to provide superior performance in Cat diesel engines where recommend for use.

Note: SAE 10W-30 is the preferred viscosity grade for the 3116, 3126, C7, C-9, and C9 diesel engines when the ambient temperature is between -18 °C (0°F) and 40 °C (104 °F).

When fuels of sulfur level of 0.1 percent (1000ppm) or higher are used, Cat DEO-ULS may be used if S.O.S oil analysis program is followed. Base the oil change interval on the oil analysis.

Note: Failure to follow oil analysis recommended oil change interval may result in reduced engine component life.

Hydraulic Systems Refer to the “Lubricant Information” section in the latest revision of the Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for detailed information. This manual may be found on the Web at Safety.Cat.com.

The following are the preferred oils for use in most Cat machine hydraulic systems:  Cat HYDO Advanced 10 SAE 10W  Cat HYDO Advanced 30 SAE 30W  Cat BIO HYDO Advanced Cat HYDO Advanced Fluids have a 50% increase in the standard oil drain interval for machine hydraulic systems over second and third choice oils when you follow the maintenance interval schedule for oil filter changes and for oil sampling that is stated in the Operation and Maintenance Manual for your particular machine.

Higher hour oil drain intervals are possible when using S.O.S Services oil analysis. Consult your Cat Dealer for details. When switching to Cat HYDO Advanced fluids, cross contamination with the previous oil should be kept to less than 10%.

Second choice oils are listed below.  Cat MTO  Cat DEO  Cat DEO-ULS  Cat TDTO  Cat TDTO Cold Weather  Cat TDTO-TMS  Cat DEO-ULS Cold Weather If noise is a problem in the hydraulic system, 1U9891 oil additive may be used in the hydraulic system. This additive is a friction modifier that helps reduce the noise level.

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65 Maintenance Section Lubricant Viscosities and Refill Capacities

Transmission and Axles

Diesel Fuel Recommendations

Refer to the “Lubricant Information” section in the latest revision of the Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for detailed information. This manual may be found on the Web at Safety.Cat.com.

Diesel fuel must meet “Caterpillar Specification for Distillate Fuel” and the latest versions of “ASTM D975” or “EN 590 in order to ensure optimum engine performance. Refer to Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for the latest fuel information and Cat fuel specification. This manual may be found on the Web at Safety.Cat.Com.

When you are operating the machine in temperatures below -20 °C (-4 °F), refer to Special Publication, SEBU5898, “Cold Weather Recommendations”. This publication is available from your Cat Dealer.

Special Lubricants Grease In order to use a non-Cat grease, the supplier must certify that the lubricant is compatible with Cat grease.

Each pin joint should be flushed with the new grease. Ensure that all old grease is removed.

Failure to meet this requirement may lead to failure of a pin joint.

Grease for the Autolube System

The preferred fuels are distillate fuels. These fuels are commonly called diesel fuel, furnace oil, gas oil, or kerosene. These fuels must meet the “Caterpillar specification for Distillate Diesel Fuel for Off-Highway Diesel Engines”. Diesel Fuels that meet the Caterpillar specification will help provide maximum engine service life and performance.

Misfueling with fuels of high sulfur level can have the following negative effects:  Reduce engine efficiency and durability  Increase the wear  Increase the corrosion  Increase the deposits  Lower fuel economy

The grease used with the automiatc lubrication system must no contain any graphite or PTFE.

 Shorten the time period between oil drain intervals (more frequent oil drain intervals)

Note: Pumpability is based on “US Steel Mobility and Lincoln Ventmeter Tests”. Performance may vary depending on lubrication equipment and the length of the lines.

 Increase overall operating costs

Reference: Refer to Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for additional information about grease. This manual may be found on the Web at Safety.Cat.com.

 Negatively impact engine emissions Failures that result from the use of improper fuels are not Caterpillar factory defects. Therefore the cost of repairs would not be covered by a Caterpillar warranty.

Caterpillar does not require the use of ULSD in off road and machine applications that are not Tier 4/Stage IIIB certified engines. ULSD is not required in engines that are not equipped with after treatment devices.

Follow operating instructions and fuel tank inlet labels, if available, in order to ensure that the correct fuels are used.

Refer to Special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations” for more details about fuel and lubricants. This manual may be found on the Web at Safety.Cat.Com.

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66 Maintenance Section Lubricant Viscosities and Refill Capacities

Fuel Additives

Capacities (Refill)

Cat Diesel Fuel Conditioner and Cat Fuel System Cleaner are available for use when needed.

These products are applicable to diesel and biodiesel fuels. Consult you Cat Dealer for availability.

Table 3

Coolant Information The information provided in this “Coolant Recommendation” section should be used with the “Lubricants Information” provided in the latest revision of special Publication, SEBU6250, “Caterpillar Machine Fluids Recommendations”.

This manual may be found on the Web at Safety.Cat.com.

The following two types of coolants may be used in Cat diesel engines: Preferred - Cat ELC (Extended Life Coolant) Acceptable - Cat DEAC (Diesel Engine Antifreeze/Coolant) NOTICE Never use water alone as a coolant. Water alone is corrosive at engine operating temperatures. In addition, water alone does not provide adequate protection against boiling or freezing.

Approximate Refill Capacities Component or System

Litres

US gal

22

5.8

Transmission

45

11.9

Hydraulic

250

66

38 (Each Axle)

10

Cooling System

72

19

Fuel

200

53

Engine

Axle / Wheel Ends

Lube Points - Drive Line - Pins / Bushes - Door Hinges - Tow Pin Wet Exhaust Conditioner Make Up Water Tanks Engine Drive Coupling

As required

450

118.9

Refer Service Manual

S.O.S Information S.O.S Services is a highly recommended process for Cat customers to use in order to minimize owning and operating cost. Customers provide oil samples, coolant samples, and other machine information. The dealer uses the data in order to provide the customer with recommendations for management of the equipment. In addition, S.O.S Services can help determine the cause of an existing product problem.

Refer to Special Publication, SEBU6250, “Caterpillar Machine Fluid Recommendations” for detailed information concerning S.O.S Services.

Refer to the Operation and Maintenance Manual, “Maintenance Interval Schedule” for a specific sampling location and a service hour maintenance interval.

Consult your Cat Dealer for complete information and assistance in establishing an S.O.S program for your equipment.

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67 Maintenance Section Grease Point Reference Illustrations

Grease Point Reference Illustrations

Illustration 79

68 Maintenance Section Grease Point Reference Illustrations

Illustration 80

Illustration 81

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69 Maintenance Section Grease Point Reference Illustrations

Illustration 82

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70 Maintenance Section Maintenance Interval Schedule

Maintenance Interval Schedule

Safety Advice

Ensure that all safety information, warnings, and instructions are read and understood before any operation or any maintenance procedures are performed.

 Isolate and tag all forms of energy that could put you at risk.

 Determine which energy source will need isolating before starting work.

The user is responsible for the performance of maintenance. All adjustments, the use of proper lubricants and fluids and the replacement of components due to normal wear and aging are included. Failure to adhere to proper maintenance intervals and procedures may result in diminished performance of the product and/or accelerated wear of components.

1.

The maintenance inspections are to be carried out by a competent and authorised person.

2.

Site specific rules and regulations are to be adhered too.

3.

All faults found are to be rectified before the machine is returned to service, if it is not rectified site tagging procedure is to be followed.

Note: Before each consecutive inspection is performed, all maintenance from the previous inspection must be performed.

NOTICE Manufacture and site specific procedures must be followed.

isolation

NOTICE The preventative maintenance inspections are to be used in conjunction with a Job Safety Analysis.

If the job sequence changes a new Job Safety Analysis needs to be completed for the changes. Failure to do so may result in personal injury or equipment damage.

Technical References Caterpillar : CL210 OMM AS3584-3 : Diesel Engine Systems for Underground Coal Mines Maintenance

 Work safely and ensure your actions do not put others at risk.

General Notes  Use only the correct tools for the job.  Examine any lifting device is fit for purpose before use.  While performing service, additional work may be identified, depending on the severity this work may need to be performed immediately.

However if the work is of lesser priority it must be documented so it can be planned and scheduled.

References  Personal Protection Equipment Policies  Occupational Health and Safety Regulations  Mine Site Rules  Isolation and Tagging procedures  SOPs where relevant

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71 Maintenance Section Maintenance Interval Schedule Table 4

ENGINE - Cooling System

Every 10 Service Hours or Daily

 Inspect the cooling system header/expansion tank for the correct coolant level. Top up as required. Indicate litres used.

Record Hour Meter Reading ___________hours Clean machine completely, pay particular attention to loose material, oil and coal dust.

 Inspect the radiator and cooling system for signs of leakage, blockage, contamination and security.

ENGINE - General

 Check radiator assemblies and clean if required.

 Inspect the complete engine assembly and mounts for damage, any signs of oil, coolant and fuel leaks, looseness and any abnormal vibration, noise and temperature (test drive).  Inspect the engine for the correct oil level.

Top up as required. Indicate litres used.  If fitted with hydraulic throttle, inspect throttle fluid reservoir and fill as required. Indicate litres used  If fitted with cable throttle, inspect condition of cable.

ENGINE - Intake  Check the air filter restriction indicator for signs of filter contamination/blockage.  Check condition of filter housing.  Check the primary air filter element and replace if required.  Check inner air filter element and replace if required.  Check all fasteners, intake joints and brackets of the shutdown valve for security and tightness  Check all other intake joints for security and tightness  Check all air intake hoses, pipes and fittings for damage, leaks and looseness.

ENGINE - Fuel System  Inspect all fuel lines/connections/clamps for damage, looseness and any leakage.

Change/repair as required.  Check fuel water separator and drain off any water as required.  Check fuel level in fuel tank and fill as required. Indicate litres used.

 Inspect the cooling pump drive belt for wear, damage and correct adjustment. Correct tension = 12 to 14mm deflection. Adjust/ replace as required.  Check fan blades and cowl for correct operation and alignment.

ENGINE - Exhaust System  Inspect the exhaust pipes and wet bath for security (including wet bath mounts/ fasteners) and signs of leaks/damage.  Change particulate filter using appropriate PPE, only if the back pressure gauge indicates high.  Ensure filter lid is securely sealed after refitting.

ENGINE - Exhaust Cooling System  Inspect the cooling system for signs of leakage, blockage, contamination and security.  Check filters for contamination and holes.

DRIVETRAIN - Transmission  Inspect the transmission assembly and mounts for oil leaks, looseness, damage and any abnormal vibration, noise and heat (test drive).  Check transmission oil level and top up as required. Indicate litres used.

DRIVETRAIN - Drive Line Inspect all drive shaft, slip joints and CV joints for damage, looseness, wear and contamination build up. Clean/tighten as required.

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72 Maintenance Section Maintenance Interval Schedule DRIVETRAIN - Wheel and Tyres

PNEUMATICS - Horn

 Inspect wheel studs/nuts for damage, looseness and any missing parts. Tighten/ replace as required.

 Inspect the air horn and its operating valve for correct operation, abnormal noise (bypass), security and any leaks. Ensure the valve is clearly labelled. Repair as required.

 Inspect the tyre assemblies for damage (tears/splits) and wear. Check tyre pressure.

DRIVETRAIN - Axles and Planetaries  Check for any oil leaks.  Check pinion oil seals

HYDRAULICS  Check the main hydraulic oil level and fill as required. Indicate litres used.  Ensure the hydraulic filler cap is secure and sealing.  Check and record the following gauge pressures:

ELECTRICS, INSTRUMENTS AND CONTROLS - Operator’s Compartment  Ensure compartment is clean of all loose materials, coal, dirt etc.  Inspect the condition of the operators gauges. Check for correct operation : Brake Head Pressure Brake Accumulator Pressure Steering Accumulator Pressure Engine Coolant Temperature Engine Exhaust Temperature Transmission Temperature Air Pressure Engine Oil Pressure Exhaust Filter Back Pressure

 Steering Accumulator pressure (17250kPa / 2500 psi)

 Inspect the operator’s seat for physical damage, including cushions and pads.

 Brake Accumulator pressure (17250kPa / 2500 psi)

 Inspect all control devices (pedals, levers, handles, switches etc) for signs of wear damage, missing parts and incorrect operation. Repair as required.

 Brake Head Pressure (12100kPa / 1750 psi) Note : Machine Not To Be Operated if Brake Head pressure is below 1750 PSI  Check the steering circuit pressure filter indicator, replace filter if required.  Check the hydraulic return filter indicator, replace if required

PNEUMATICS - Air Receiver  Drain all condensation from the air receiver vessel.  Drain air circuit water trap.  Inspect the circuit and relief valve for damage, leaks and correct operation.

 Check door hinges and latches for correct operation. Repair as required.

ELECTRICS, INSTRUMENTS AND CONTROLS - Electrical System  Check lights for correct operation.  Check cables, hoses and flameproof joints are secure.  Check DCS installation for security.  Check alignment, condition and mounting of alternator, drive coupling and motor.

FRAME RELATED - Canopy  Check for damage, security of fasteners

PNEUMATICS - Main Isolation Valve  Inspect the 2-way valve for correct operation, leaks and locking mechanism. Replace/repair as required.

FRAME RELATED - Guards and Covers  Inspect all guards and covers for security, damage and any missing covers/retainers.

Repair or replace as required.

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73 Maintenance Section Maintenance Interval Schedule FRAME RELATED - Fire Extinguisher

 Inspect all hydraulic cylinders and hosing: Steer cylinder 2 x Tilt Cylinder 2 x Lift Cylinders 2 x RAS cylinder 1 x

 Inspect the fire extinguisher mounting/holding bracket for security, damage and that the extinguisher is easy to remove and secure when clamped in.  Check the charge pressure indicator, where fitted, is registering within the operable range and appears to be free and operating correctly.

Every 50 Service Hours or Weekly ENGINE - General

FRAME RELATED - Fire Suppression System (If Fitted)  Inspect the security of all fittings and components of the fire suppression systems.  Check the fire suppression bottle for the correct pre-charge. The indicator needle should be in the green zone.

 Check engine breather

ENGINE - Fuel System  Inspect condition and security of seal in cap for diesel tank manual fill point.

ENGINE - Cooling System FRAME RELATED - Towing Equipment  Check the tow pin and securing chain for damage and replace as required.

OPERATIONAL CHECKS - Safety System  With engine stopped, check operation of Emergency Intake Shut Off valve and reset.

Check condition of header tank pressure caps and necks.

Inspect the cooling pump for signs of leakage, wear and security.

Pressure clean radiator assemblies and check mounts.

 Check the transmission neutral start valve for correct operation. Select a gear and check if the engine will attempt to start. Repair as required.

ENGINE - Exhaust Cooling System

 Check the door interlock system for correct operation, moving in 1st gear slow.

Remove Y strainer and clean or replace as necessary.

 Perform exhaust condition low water shutdown test.  Perform DCS Low Engine Oil Shutdown with park brake off. When the engine shuts down ensure park brake applies.

Note : Machine Not To Be Put In Operation If Safety Systems Are Not Working

OPERATIONAL CHECKS - Hydraulics  Function test all hydraulic operations Steering; left and right Bucket tilt; forward and back Bucket lift; raise and lower Bucket eject; in and out (If fitted) RAS; lock and unlock

Clean float chamber every week. Drain, remove covers. Flush out, remove exhaust build up around floats and make up valve.

DRIVETRAIN - Transmission Check transmission breather

DRIVETRAIN - Wheel and Tyres  Inspect the tyre assemblies for damage (tears/splits) and wear. Record the amount of wear, ____%. Replace as required.

ODSF ____% ODSR ____% DSF ____% DSR ____%

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74 Maintenance Section Maintenance Interval Schedule DRIVETRAIN - Axles and Planetaries

FRAME RELATED - Lubrication

 Check axle levels and fill as required.

Indicate litres used.

 Lubricate the following grease point.

Lubricate until grease is purged from the bushes.

Front Rear  Check differential breathers Front Rear

DRIVETRAIN - Brakes  Check wear measurements on all brake units ODSF ODSR DSF DSR

Articulation Pillow Block Drive lines Cylinder Pins Zone Manifolds 3 x Lift cylinder top pivot points 2 x Tilt cylinder pins 6 x Steer cylinder pins 2 x RAS Cradle – Lift arm pivot pins 2 x Pedal pivot points 2 x Radiator pivot points 4 x Diff Pinion Oil Seals 4 x Rear axle bolster bushes 2 x

OPERATIONAL CHECKS - Safety System HYDRAULICS  Check and record the following gauge pressures:  Steering Accumulator pressure (17250kPa / 2500 psi)  Brake Accumulator pressure (17250kPa / 2500 psi)  Brake Head Pressure (12100kPa / 1750 psi)  Apply park brake. Observe head gauge and primary valve gauge pressure indicates zero.  Brake head gauge (0 kPa)  Primary Valve gauge (0 kPa) Note: Do not operate if brake head gauge is below 1750 PSI when park brake is release.

Note: Do not operate if brake head and primary valve gauges do not indicate 0 kPa when park brake is applied.

ELECTRICS, INSTRUMENTS AND CONTROLS - Operator’s Compartment  Inspect tilt/lift and implement control valve boots for damage and replace if necessary.

 Perform Engine Intake Shutdown Valve test.

Engine must be at idle speed while performing this test. When the engine shuts down ensure engine will not start until Shutdown Valve is reset.

OPERATIONAL CHECKS - Tyres  Check tyres for cuts, punctures, tread depth and correct pressure.

Every 250 Service Hours or 3 Months ENGINE - General  Drain and refill engine oil  Replace engine oil filter

ENGINE - Fuel System  Replace primary fuel filter  Replace secondary fuel filter

ENGINE - Exhaust System Check filters for damage, blockage and change as required..

DRIVETRAIN - Drive Line  Inspect drive lines and lubricate slip joints.

EM008501

75 Maintenance Section Maintenance Interval Schedule PNEUMATICS - Air Receiver

DRIVE TRAIN - Transmission

 Replace air compressor filter.

 Check transmission strainer  Drain and refill transmission oil

ELECTRICS, INSTRUMENTS AND CONTROLS - Operator’s Compartment  Inspect and clean under dash.  Drain safety system air circuit water trap.

FRAME RELATED - Lubrication  Lubricate the engine drive coupling

Every 500 Service Hours or 6 Months ENGINE - Exhaust Cooling System  Clean exhaust chamber. Drain, remove covers. Flush out, remove exhaust build up.

DRIVETRAIN - Axles and Planetaries  Drain, flush and refill front and rear axle and wheel end oils.

Frame Related - Fire Suppression System - (If Fitted)  LOP detection tubing has an installed life of one year. Replace all associated tubing.

Every 2000 Service Hours or 2 Yearly DRIVETRAIN - Drive Line

 Replace transmission filter element.

 Remove input driveline and associated universal joints, have driveline balanced and universal joints checked/replaced as required. Note: Completed balance report to be included with this schedule

HYDRAULICS

HYDRAULICS

 Replace steering circuit pressure filter

 Check main relief pressure and reset as required: Main relief pressure: 20600kPa / 2988psi

DRIVETRAIN - Transmission

 Replace hydraulic return filter

PNEUMATICS - Air Receiver  Check governor setting.

ELECTRICS, INSTRUMENTS AND CONTROLS - Operator’s Compartment Check and record DCS display controller and configuration software revision number.

Every 1000 Service Hours or Yearly

 Check accumulator pressures and recharge as required: Accumulator pressures: 6200kPa / 900psi  Flow test brake/steer pump: Pump Capacity: 98.8 lpm @ 2600 rpm  Replace brake head hoses and fittings

Every 5000 Service Hours or 5 Yearly HYDRAULICS  Remove, re-seal and test the service brake valve

ENGINE - Cooling System  Replace thermostat and gasket.

PNEUMATICS - Brake Valves  Replace the park/emergency brake valve

EM008501

76 Maintenance Section Maintenance Interval Schedule  Replace the park brake air pilot valve

Every 10000 Service Hours or 10 Yearly HYDRAULICS  Replace main relief pressure: Main relief pressure: 20600kPa / 2988psi  Re-seal accumulators and recharge accumulator pressures: Accumulator pressures: 6200kPa / 900psi  Replace brake/steer pump  Replace service brake valve

Recommended Bolt Torque NOTICE Torques listed are for plain finish (uncoated) fasteners. Multiply the torque values in the tables by 0.7 when heavily greased fasteners are used (“never-seize” qualifies as heavy greasing).

Metric Use the following chart to determine torque ranges for metric fasteners. (M) Table 5 Recommended Torque Range for Metric Capscrews

Class 10.9

Class 12.9

Nominal Size (Nm)

(ft-lbs)

(Nm)

(ft-lbs)

M5

7.5

5.5

9

6.6

M6

13

9.6

15

11

M8

30

22

37

27

M10

60

44

72

53

M12

105

77

126

93

M16

255

190

308

227

M20

500

370

600

443

M24

865

640

1038

765

M30

1710

1260

2050

1510

M36

2970

2190

3560

2626

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77 Maintenance Section Maintenance Interval Schedule Imperial Use the following chart to determine torque ranges for imperial fasteners. (UNC) Table 6

Recommended Torque Range for Imperial Capscrews Grade 5

Grade 8/Socket Head

Nominal Size (Nm)

(ft-lbs)

(Nm)

(ft-lbs)

1/4

9

6.5

13

9.5

5/16

19

14

26

19

3/8

32

24

46

34

7/16

52

38

73

54

1/2

80

60

110

82

9/16

113

83

160

117

5/8

155

115

220

160

3/4

275

203

388

286

7/8

440

325

620

460

1

660

488

930

687

1-1/8

815

600

1320

974

1-1/4

1137

840

1840

1360

1-3/8

1500

1106

2430

1970

1-1/2

1980

1460

3200

2360

78 Maintenance Section Engine System

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Engine System

Illustration 83 Underground Coal Flameproof Certified Diesel Engine System (ASNZ3584.2 & SANS868 Certified Regions)

Fuel System General Description The diesel engine fuel system consists of the fuel injectors, fuel lines, transfer pump, fuel/water separator, fuel filter, hand primer pump, fuel cooler and fuel tank. Fuel is delivered from the fuel tank to the suction side of the fuel transfer pump via a primary filter/water separator. The transfer pump delivers diesel fuel to the injector assemblies (via a secondary filter) through drilled galleries in the cylinder head. The fuel injector assemblies provide internal pressure intensification for discharge into the cylinders with excess fuel returned to the storage tank via the vent valve and fuel cooler. Fuel supply is controlled by the transfer pump which opens the racks on the unit injectors via mechanical linkages.

The fuel injectors and transfer pump are factory set precision components and no adjustments should be attempted without the necessary tools and training. If either the transfer pump or injectors are suspected to be faulty consult your local Caterpillar representative.

Tampering with the engine transfer pump and fuel injector settings will result in adverse engine performance and may void the conditions for which the engine system has been certified such as operating temperature and exhaust emissions. Consult your local Caterpillar representative before attempting to adjust the engine governor and fuel injectors.

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79 Maintenance Section Engine System

1

2

3

4 9 8 7

5

10

6

Illustration 84 Fuel Circuit Diagram 1) 2) 3) 4)

Fuel Tank Fuel Cooler Water Separator Relief Valve

5) Fuel Isolator 6) Governor/Transfer Pump 7) Secondary Filter 8) Priming Pump 9) Check Valve 10) Fuel Injectors

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80 Maintenance Section Engine System

Fuel Tank

Primary Fuel Filter/Water Separator

Care and Maintenance

Care and Maintenance

Daily: Keep the fuel tank full and refill to prevent condensation and the growth of micro-organisms which may contaminate the fuel and cause system blockage.

Daily: visually inspect the filter/separator collection bowl for the presence of water. If water or sediments are present, draining is required.

To drain the filter/separator collection bowl:

Servicing Check supply lines for leaks and/or degradation and check the condition of the seal in the fuel filler cap, level gauge and breather every 1000 service hours.

Open the drain plug and drain the water from the fuel tank every 250 hours or sooner if the water collection bowl on the water trap filter has water in it. The drain plug is located underneath the machine at the front of the fuel tank (directly under fuel gauge). Completely drain and clean the fuel tank every 2000 service hours. Remove any sediment in the bottom of the fuel tank with a clean, lint free cloth. A bolt on inspection hatch may be removed from the top and the side of the tank to gain access.

Ensure the park brake is on and the wheels are chocked before draining the fuel tank, as access is from under the machine.

Fuel Lines Care and Maintenance Daily: carry out a visual inspection for fuel leaks on all fuel lines and connections. Check that hoses are not resting on or touching sharp edges, rotating elements or heat sources such as exhaust system components.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Place a suitable container under the collection bowl.

3.

Loosen the brass T-handle on top of the filter unit and remove the lid to break the vacuum.

4.

Remove the drain plug at the bottom of the unit to expel any contaminants.

5.

Replace the drain plug.

6.

Re-prime the unit by filling with clean fuel.

7.

Replace the lid and snugly tighten the Thandle (hand tight only).

8.

Hand prime the fuel system before attempting to start the machine.

9.

Discard the expelled fuel in a responsible manner.

Servicing The filter element should be replaced every 250 service hours.

To replace the filter element: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Loosen the brass T-handle on top of the filter unit and remove the lid.

3.

Remove the filter element by grasping the moulded handle and slowly pulling upward with a twisting motion until the filter element is clear of the housing.

4.

Discard the used filter element, lid and Thandle seals in a responsible manner.

5.

Insert the new filter element by grasping the moulded handle and slowly pushing downward with a twisting motion.

Servicing As hoses and associated fittings have a finite service life, carry out a thorough inspection every 1000 service hours. Inspect all fuel lines for signs of deterioration, including hose clamps and anchor ties and replace as required. Replace all fuel system hoses at major overhaul or every five years.

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81 Maintenance Section Engine System 6.

Replace the lid and T-handle seals with those supplied with the new filter element.

Apply a coating of fuel to the new seals prior to assembly.

Secondary Fuel Filter

7.

Refill the unit with clean fuel.

To replace the filter element (every 250 hours):

8.

Replace the lid and snugly tighten the Thandle (hand tight only).

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged .

9.

Hand prime the fuel system before attempting to start the machine.

2.

Have the replacement filter element ready to install. Fill via the outer ring of small holes (inlet holes) and coat the sealing gasket with clean fuel.

3.

Clean the fuel filter adaptor with a clean, lint free cloth.

4.

Place a suitable container under the filter element and unscrew the cartridge.

5.

Unscrew the used cartridge and dispose of in a responsible manner.

6.

Immediately install the new filter element and tighten until the sealing gasket just touches the mounting adaptor head, then tighten a further ¾ turn (hand tight only).

7.

Hand prime the fuel system before attempting to start the engine.

8.

Start the engine and check for leaks.

(Remedy any leaks immediately).

Servicing

10. Start the engine and check for any leaks.

Ensure that the seal between the filter body and lid is in the correct position before tightening the T-handle. Remedy any leaks.

Do not use tools to tighten the water separator T-handle. Over tightening will result in damage.

1

2

3

Ensure that the seal between the filter body and lid is in the correct position before tightening the T-handle. Remedy any leaks.

Do not use tools to tighten the water separator T-handle. Over tightening will result in damage.

Fuel System - Priming 4 Illustration 85 Primary Filter Housing 1) 2) 3) 4)

T-Handle Filter Element Waste Collection Bowl Drain Screw

Following fuel filter replacement or the machine has run out of fuel when operating, the following procedure is to be used to prime the fuel system to purge trapped air.

The fuel system should be primed under the following conditions: 1.

Running out of fuel.

2.

Storage.

3.

Replacement of fuel filters.

EM008501

82 Maintenance Section Engine System To prime the fuel system: 1.

Lubrication System

Fill the fuel tank with the recommended grade of fuel. If it is not possible to completely fill the tank then add a minimum 50 litres to the tank.

2.

Unlock the fuel priming pump plunger and operate until resistance is felt, a considerable amount of stroke may be required.

3.

Push in the plunger and tighten by hand.

4.

Promptly start the engine, if the engine runs rough increase the engine RPM to approximately ½ the rated RPM and check for fuel leaks.

Do not use the starter motor and fuel pump to prime the fuel filters. Continuous use of the starter motor can result in damage. Allow the starter motor to cool for two or three minutes before cranking the engine again.

NOTICE If the engine will not start, further priming may be necessary. If the engine continues to misfire or smoke after starting, further priming may be required.

General Description The engine lubrication system provides essential lubrication for the engine working components.

The system consists of an engine oil reservoir (sump), and level gallery, oil pump, oil pressure regulator and relief valve, oil cooler, and filter assembly. Lubricating oil is drawn by suction from the oil pan (sump) via the intake screen to the pump where it is pressurised. Oil then passes through a short gallery in the engine cylinder block to the oil cooler housing. At the same time oil is directed to the relief valve where excess oil is discharged back to the sump when the pump pressure exceeds 600 kPa (88 psi). From the oil cooler adaptor plate oil passes through the full flow filter, through the oil cooler then back into the cylinder block where the oil is internally routed.

Bypass valves are located at the oil cooler and filter assemblies to maintain flow if either become blocked.

Stabilised oil pressure is maintained within the cylinder block by a pressure regulator valve located in the cylinder block oil gallery opposite to the cooler. The regulator discharges oil back to the sump if the pressure at the valve exceeds 345 kPa (50 psi). Regulated oil is forced through the various working components within the engine.

A low oil pressure sensor is located behind the operator’s display panel. This sensor activates at an oil pressure below 70 kPa (10 psi) and shuts down the engine via the diesel control system.

2

1 3 4 Illustration 86 Primary Fuel Filter/Water Separator and Secondary Fuel Filter

Illustration 87

1) 2) 3) 4)

Base Engine

Fuel Hand Priming Pump Primary Filter Housing Water Collection Bowl Secondary Fuel Filter

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83 Maintenance Section Engine System 6.

2

1

Screw the new oil filter cartridge onto the adaptor by hand until the gasket just touches the mounting adaptor head. Tighten an additional ⅔ of a turn.

Over tightening the oil filter cartridge may damage the seal, resulting in an oil leak.

7.

Add oil as required to bring the oil level to the full mark on the dipstick.

8.

Start and run the engine for a short period and check for leaks.

9.

After any leaks have been rectified stop the engine and allow the oil to return to the sump (this will take approximately five minutes).

3

5

7 4 6

10. Add oil as required to bring the level up to the full mark on the dipstick.

Checking/Filling Engine Oil Care and Maintenance

Illustration 88 1) 2) 3) 4) 5) 6) 7)

Main Gallery Cylinder Head Gallery Bypass Valves Oil Filter Oil Cooler Pressure Regulator Oil Pump

Oil Filter The spin on type engine oil filter should be replaced when the engine oil is changed every 250 service hours.

Servicing To replace the engine oil filter:

Check engine oil level and fill as required daily.

If the oil level is constantly above the full mark on the dipstick, and there has been no oil added, this may indicate that either fuel or coolant dilution has occurred. This can result in serious engine damage and should be investigated and rectified immediately.

To check the engine oil: 1.

Park the machine on flat, level ground.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

3.

Allow five minutes for the engine oil to return to the sump.

2.

Remove the oil filter cartridge, located adjacent to the fuel/water separator, using a strap wrench.

4.

Locate the dipstick at the front of the engine compartment on the driver’s side.

5.

Dispose of the used oil filter cartridge in a responsible manner.

Remove the dipstick by pulling upward and wipe with a clean, lint free, cloth.

6.

Clean the oil filter adaptor with a clean, lint free cloth.

Reinsert dipstick into the spout, remove and check oil level.

7.

Fill engine as required to full mark on engine dipstick.

3.

4.

5.

Lightly coat the oil filter gasket with clean engine oil.

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84 Maintenance Section Engine System

3

1

Illustration 90 Engine Oil Drain 2 Illustration 89 1) Engine Oil Filter 2) Engine Oil Dipstick 3) Engine Oil Filler Cap

Changing Engine Oil

Flushing the Lubrication System When the engine lubrication system is contaminated by coolant (ethylene glycol antifreeze solution or water soluble material) the following cleaning procedure is recommended.

Use “Cellosolve” or equivalent solution.

Change the engine oil every 250 service hours.

If either fuel or coolant dilution is evident in the engine oil investigate and rectify immediately as serious engine damage will result.

To change the engine oil: 1.

Park the machine on flat, level ground.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

3.

Locate the remote drain valve on the driver’s side at the rear of machine.

4.

Place a suitable container under the drain valve.

5.

Remove the drain plug and open the drain valve allowing warm oil and waste particles to drain from the crankcase of the engine.

6.

Close the drain valve, fit the drain plug and refill the engine as described above.

Use extreme care when handling these solvents to avoid serious injury to personnel, or damage to finished surfaces. Always consult the Material Safety Data Sheet before use.

1.

Drain all engine lubrication oil.

2.

Remove and discard the oil filter element and replace as described in this Section.

3.

Mix two parts Cellosolve (or equivalent) with one part SAE 10 engine oil and fill the engine crankcase to the correct operating level as indicated on the dipstick.

4.

Start and run the engine at fast idle (1000 RPM to 1200 RPM) for 30 minutes to one hour, checking engine oil pressure regularly.

5.

Stop the engine and immediately drain the crankcase and filters.

6.

Replace the drain plug, fill the engine with SAE 10 oil and run the engine again at fast idle for 10-15 minutes then drain the oil.

7.

Remove and replace the oil filter element.

8.

Replace the drain plug and fill the engine with the specified grade of oil for normal operation.

EM008501

85 Maintenance Section Engine System

Ensure that the source of contamination has been corrected before returning the engine to service.

Air Intake System General Description The air, entering the turbocharger via the air cleaner is picked up by the turbo rotor blades and carried to the discharge side of the turbo. The continuous discharge of air from the turbo enters the air chamber of the cylinder block via the flame trap and sweeps through the intake ports of the cylinder liners.

The turbocharger is mounted on the outlet flange of the exhaust manifold. After the engine has started exhaust gases flowing through the turbine housing cause the turbine wheel and shaft to rotate. The intake turbocharger impellor, mounted on the opposite end of the turbine shaft, draws in fresh air via the air cleaner. The turbocharger delivers high pressure fresh air to the intake side of the heat exchanger. The air delivered from the turbocharger is at elevated temperature due to the compression process. To increase the efficiency of the combustion process the heated air is cooled via a heat exchanger (aftercooler) mounted in the cylinder block opening between the cylinders. Engine coolant flows, through the aftercooler and air flow is cooled before entering the combustion chambers.

Illustration 91 Air Intake System

EM008501

86 Maintenance Section Engine System

1

3 2 4 6

5

Illustration 92

4.

Check the air inlet hood for blockage or damage.

5.

Check the intake flame arrester for damage.

Engine Intake Air Flow 1) 2) 3) 4) 5) 6)

Intake Flametrap To Cylinder Head Aftercooler Emergency Shutoff Valve Turbocharger Compressor Air Cleaner

The air cleaner filter service indicator should be checked daily or every 10 service hours.

To check the air cleaner indicator:

Air Cleaner/Indicator Assembly

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

The Caterpillar dry type air cleaner is a dual element system which provides clean engine intake air via primary and secondary impregnated paper filters. The filter assembly is fitted with a service indicator device that provides a visual indication of excessive intake vacuum caused by a dirty or blocked air intake filter.

2.

Locate the service indicator mounted on the air cleaner assembly outlet pipe.

3.

Observe the position of the red indicator signal. If the indicator signal is locked in full view (showing red), filter element service is necessary.

4.

After the filter element has been cleaned or replaced depress the reset button on the service indicator to remove the red signal from view.

Servicing The air intake system should be visually inspected for signs of a bypass of the air cleaner and any signs of external damage daily or every 10 service hours.

Inspect the air intake system for:

To remove and service the air cleaner filter elements: 1.

Ensure that the engine had had sufficient time to cool and is isolated and tagged.

1.

External damage to flange joints, rubber intake pipe joiners retaining bolt security.

2.

Locate the air cleaner assembly on the driver’s side rear.

2.

Air cleaner assembly mounting security.

3.

3.

Check the dust cap is secured and sealed around the air cleaner body.

Undo the clasps and remove the filter housing dust cap.

EM008501

87 Maintenance Section Engine System 4.

Remove the filter elements from the housing assembly and wipe the inside of the housing assembly and the inside of the dust cap clean with a dry cloth.

5.

To clean the filter element position it on a clean surface on its end.

6.

Using a hand-held pneumatic blower, carefully reverse blow compressed air through the filter element removing captured dust.

1

Wear suitable eye and hearing protection when using compressed air. Do not exceed 30 kPa pressure.

NOTICE If the filter element is damaged or ruptured replacement is necessary. Replace the filter element if the red indicator signal is showing after servicing.

2

Illustration 94 1) Emergency Intake Shut Off Valve Stop Button 2) Emergency Intake Shut Off Valve Reset Lever

The valve is activated from the operator’s compartment by a stop button. The valve must be in the open position before starting the engine i.e.

The activation knob pulled out approx. 25 mm from the driver’s control panel.

The valve can be reset by rotating the reset lever to the latched position. The engine will not start if the valve is closed.

Restarting of the engine should be done in compliance with the Mine Site Rules.

Illustration 93

Maintenance

Air Cleaner/Indicator Assembly

Daily:

Emergency Intake Shut Off Valve

1.

Check that all the fasteners locating the valve and any associated intake systems or support bracket are securely tightened.

2.

Check that all flexible hoses between the valve and engine are free from damage and suitable for further service.

The emergency intake shut off valve (strangler valve) is fitted between the air filter housing and the intake side of the turbocharger. The valve is used to shut the engine off when normal shutdown procedures do not work.

EM008501

88 Maintenance Section Engine System Weekly Testing of Valve: 1.

Run the engine, preferably at low idle.

2.

Press the stop button in the operator’s compartment to activate the emergency intake shut off valve.

3.

The engine should shut off with in a few seconds.

If the engine does not shut off items to check are: 1.

The cable from the stop button to the valve is correctly adjusted and in good working order.

2.

The integrity of the intake system between the valve and the engine.

3.

That the valve is not sticking when actuated (possible internal/external restriction).

Illustration 95 Flame Trap Housing

If this does not resolve the problem, contact your Caterpillar dealer.

Inlet Flame Trap/Flameproof Joints The CAT 3126 diesel engine system is approved as a flameproof diesel engine system suitable for use in underground coal mines. The flameproof design allows the engine to be used in the designated hazardous or potentially gassy areas within the mine.

The principle of flameproofing the engine system involves designing it to withstand an internal explosion without damaging the structural integrity of the engine components. This ensures that the internal explosion will not propagate to the outside atmosphere with sufficient energy to cause an ignition of mine gases and dusts.

In the case of the air intake system the flameproofing commences at the aftercooler flame trap and proceeds to the intake manifold, engine block gasket.

Illustration 96 Allowable Gap < 0.2 mm

This engine system is tested and approved for use in an atmosphere with a maximum methane (CH4 ) concentration of 1% by volume. If higher levels are encountered the machine must be driven immediately to a ventilation intake area within the mine where the methane concentration is less than 1% by volume.

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89 Maintenance Section Engine System

Servicing Air Intake System

Cooling System

As with other maintenance and examination schedules the flameproof intake system should be inspected, by a suitably appointed and qualified person, at intervals consistent with mine site and statutory maintenance schemes. The following are the suggested intervals for maintenance and inspection of the flameproof air intake components.

General Description

Daily or every 10 service hours: Visually check joint fasteners (nuts, bolts and studs) securing inlet flameproof joints i.e. flame trap flange to aftercooler, aftercooler to cylinder head.

NOTICE When system has been disassembled and reassembly is complete, check all flameproof joints for integrity using a soapy water solution and 0.2 mm feeler gauge.

Every 250 service hours: 1.

Check tightness of all joint fasteners (nuts, bolts and studs) securing flameproof joints i.e. flame exhaust manifold to engine block, exhaust manifold to turbo, turbo to exhaust downpipe, exhaust downpipe to exhaust conditioner. Use soapy water around joints to check for any leaks, with engine running.

Every 2000 service hours or 2 service years.

(Code D): 1.

Disassemble all flameproof joint connections clean and inspect for surface finish, flatness, corrosion or damage. Repair as required.

2.

Hydrostatically pressure test all exhaust system exhaust and water jacket chambers external to the engine block i.e. exhaust downpipe and purifier.

Water jacket Gas path

250 kPa (35 psi) 1000 kPa (145 psi)

3.

After testing and inspection are completed and passed, reassemble using new gaskets and correct torque settings.

4.

When reassembly is complete check all flameproof joints for integrity using soapy water solution and 0.2 mm feeler gauge.

The cooling system performs two prime functions: 1.

To effectively dissipate the heat generated by the engine and the engine lubricant during the combustion process.

2.

To effectively limit the surface temperature of the engine external components to the maximum allowable limit of 150 °C.

For the engine cooling, the coolant is drawn from the cool radiator core by the engine water pump and is forced through the oil cooler housing and into the cylinder block. A parallel cooling circuit commencing from the water pump outlet and runs continuously back to the hot core of the radiator.

From the cylinder block coolant passes up through the air compressor cylinder head, manifolds, cylinder head and when the engine is at normal operating temperature, through the thermostat and back into the radiator inlet of the radiator. It also flows from the engine water pump to the exhaust conditioner flange through to the downpipe and back to the water pump. Coolant then flows through the radiator where the temperature is lowered by the air stream generated by the radiator fan.

Upon starting a cold engine, or when the coolant is below the thermostat opening temperature, the coolant flow to the radiator is blocked or restricted by the thermostat. A bypass provides coolant circulation within the engine during this warm up period.

A header tank provides top up coolant into the suction side of the water pump.

The cooling system will run at a nominal 100 kPa pressure and can reach temperatures of more than 100 °C. Release stored pressure and wear personal protective equipment when accessing.

EM008501

90 Maintenance Section Engine System

1

2

Illustration 97 Cooling System

Expansion Tank The expansion tank is situated on the rear driver’s side of the machine. Coolant is drawn from and returned to the tank as the coolant expands and retracts with heat. The expansion tank is non-pressurised and is fitted with a sight gauge for filling the system. The coolant should be maintained from this point.

Fill only through the expansion tank as this is non-pressurised. Ensure only recommended coolants are used and mixed with the correct percentage of coolant to water, otherwise serious damage can be caused to the engine cooling system.

NOTICE The coolant level should run approximately ½ in the sight glass.

Illustration 98 1) Filler Cap 2) Sight Gauge

Header Tank The header tank provides additional coolant via gravity feed and provides system pressure relief via a relieving cap. It is connected to an expansion tank which is non-pressurised and is used for topping up the coolant. The expansion tank also has a visual inspection glass for determining coolant system level during maintenance.

Cooling system fluid will be under pressure and hot. Always relieve pressure by lifting the relief lever on relief cap before removal. Wear personal protective equipment such as safety glasses, long sleeve shirt and gloves to avoid scalds and burns from hot coolant.

Illustration 99 Header Tank

EM008501

91 Maintenance Section Engine System

Fan Assembly The hydraulically driven fan assembly provides the necessary air flow through the radiator to remove the heat absorbed by the coolant.

The fan assembly and blades inspected every 250 service hours.

should

be

Check fan speed with tachometer every 1000 hours (fan speed at engine high idle 1758 RPM).

To inspect the fan assembly:

Illustration 100

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

Water Pump Belt Tension

2.

Check the fan blades for cracks and/or chips and replace or repair the fan if required.

To check and adjust the water pump belt tension: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Loosen the tension on the idler pulley adjusting bolts.

3.

Adjust the idler pulley to obtain the correct belt tension.

4.

Tighten the idler pulley in position.

Fan replacement is achieved by the following: 1.

Removing the holddown bolts on the radiator.

2.

Lift the hinged radiators up, and ensure that the gas struts that hold the radiators in position are in good working order.

The radiator contains significant mass. To avoid personnel injury, ensure the two genuine gas struts and a support prop are used when working below this pivoted/ suspended mass.

3.

Remove the four bolts from the transmission oil cooler and remove the cooler.

4.

The fan hub mounting bolts are then removed detaching the fan and spacer from the hub, this is then able to be removed.

5.

The fan should be replaced as a complete assembly only.

6.

The replacement fan is to be bladed with the same degree pitch as the fan that is removed.

The cooling fan is factory balanced, replacement of fan blades without correctly balancing the fan assembly may cause damage or personal injury through operational failure.

Replace all guards and machine covers before returning the machine to service.

NOTICE Correct belt tension is achieved when a firm push with the thumb midway between the two pulleys creates a deflection of no more than the belt depth.

EM008501

92 Maintenance Section Engine System To clean the radiator core: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Lift the hinged radiator cover to give access to the radiator.

3.

Remove the hold down bolts on the radiator.

4.

Lift the hinged radiator to the vertical position and secure.

5.

Use an air hose with a suitable blower nozzle to remove loose dirt from the core.

2

1

Illustration 101

Wear suitable eye protection when using compressed air. Do not exceed 30 kPa pressure.

1) Engine Water Pump 2) Water Pump V-Belt

6.

Radiator The machine is fitted with two radiators which are connected in series, these radiators provide cooling for the engine. The radiators are situated beside the top make up tank and are hinged for ease of cleaning and access to the cooling fan which is used to draw air through the radiator.

The radiators contain significant mass. To avoid personnel injury, ensure the two genuine gas struts and a support prop are used when working below this pivoted/suspended mass.

The coolant in the cooling circuit of the engine is circulated through the engine and the radiators by means of the engine water pump. The coolant passing through the radiators is then cooled by forcing air through the radiator fins by means of a hydraulically driven fan. The flow of coolant is regulated by the engine thermostat which starts to open at 79°C and fully opens at 94°C. A metal shroud is located around the fan to increase the efficiency of the cooling system. A radiator that is dirty decreases the efficiency of the cooling system and will cause the engine to overheat. The radiator core should be inspected every 25 service hours and cleaned as required.

With a manual spray gun apply a mineral solvent to the radiator core to remove grease/oil dirt mix.

DO NOT use petrol, kerosene or fuel oil as a solvent.

7.

Relocate the radiator in place and install the hold down bolts.

8.

Rinse the radiator with low pressure water to remove solvent/dirt.

9.

Reinstall the radiator covers before returning the machine to service.

Every 250 service hours the radiator, grill and fan shroud mountings should be checked and tightened as necessary. Refer to Recommended Bolt Torque Charts.

High pressure cleaning may result in damage to the cooling fins.

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93 Maintenance Section Engine System

Illustration 102

Checking/Filling and Flushing Coolant System The coolant level should be checked and topped up daily with the recommended coolant. The level can be checked by observing the sight glass level on the expansion tank. The upper level indicates the full level and the lower level indicates the low level. The recommended level is the mid point of the sight glass.

To top up the cooling system: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Locate the expansion tank fill cap.

3.

Remove the fill cap by turning counterclockwise.

4.

Fill the expansion tank until coolant level is at the ⅔ position on the sight glass.

If refilling after flushing, the engine must be run for at least ten minutes at high idle with the fill cap removed to ensure system deaeration. Check the coolant level after running and add if required.

Engine coolant fluid will be under pressure and hot. Always relieve pressure by lifting the relief lever on the relief cap before removal.

Wear personal protective equipment such as safety glasses, long sleeve shirt and gloves to avoid scalds and burns from hot coolant.

The cooling system should be drained and flushed every 2000 service hours.

To drain the cooling system: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Relieve the pressure on the engine header tank by lifting the relief lever on the relief cap, once pressure is relieved remove the relief cap.

3.

Remove the engine cooling system hose at the water pump. Allow the coolant to drain.

To flush the cooling system: 1.

After the cooling system is completely drained, clean and refit the hose on the engine water pump.

2.

Refill with clean demineralised water and Caterpillar Fast Acting Cooling System Cleaner. Add 0.5 litres of cleaner per 15 litres of cooling system capacity. Install the header tank relief cap.

EM008501

94 Maintenance Section Engine System 3.

Start the engine and run for 30 minutes to circulate the water and allow the temperature to reach 80-85 °C, stop the engine and allow the engine to cool down.

4.

Drain the engine as above, flushing the cooling system with fresh water until the water from this drain point is clean.

5.

Clean and refit the hose on the engine water pump.

To fill the cooling system: 1.

After the cooling system is completely flushed, refill with coolant to the specification.

2.

Start the engine with the relief cap on the header tank removed. Allow the coolant to warm, the thermostat to open and the coolant level to stabilise.

3.

Check the coolant level. Add coolant mixture if necessary to bring the coolant to the correct level.

4.

Refit the header tank relief cap.

5.

Start the engine and check any coolant leaking at the operational temperature.

The use of water containing minerals will form scale and silt deposits within the cooling system resulting in decreased cooling system efficiency and possible engine overheating. Scale formation must be chemically removed using a reputable descaling solvent. Thoroughly follow the mixing and neutralising directions on the descaling solvent container. The thermostats must be removed from the engine when a descaling solvent is used.

3.

Remove the engine thermostat as previously described.

4.

Fill the engine with Calgon solution and run for five minutes.

5.

Drain the system and repeat the Calgon solution.

6.

Drain the system again and fill with clean, demineralised water.

7.

Run the engine for five minutes and drain completely.

8.

Install the thermostat and refill the system with coolant to the specifications.

Engine coolant fluid will be under pressure and hot. Always relieve pressure by lifting the relief lever on relief cap before removal. Wear personal protective equipment such as safety glasses, long sleeve shirt and gloves to avoid scalds and burns from hot coolant.

Exhaust System General Description The exhaust system is designed to be used in a hazardous zone of an underground coal mine.

The system comprises of a exhaust manifold, turbocharger, downpipe/purifier, exhaust conditioner, exhaust flame trap and outlet pipe.

The surface temperature of the system is controlled by water jacketed components, while the exhaust gas temperature is controlled via a wet bath type exhaust conditioner.

Flushing a Contaminated Cooling System If the cooling system becomes contaminated it should be thoroughly flushed before the engine becomes contaminated. One possible cause is with a cracked oil cooler, oil will be forced into the cooling system.

To flush the cooling system: 1.

Ensure the source of contamination has been rectified.

2.

Prepare a mixture of Calgon, or equivalent, at a ratio of 300 grams (dry) to 20 litres of water.

Illustration 103

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95 Maintenance Section Engine System

Exhaust Downpipe/Purifier

To remove the downpipe:

The exhaust downpipe/purifier is one complete unit and provides a flameproof link between the water-cooled turbocharger and the exhaust conditioner. It comprises of an exhaust path which is water-cooled by means of a water jacket to maintain the surface temperature below 150 ° C.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Drain the engine cooling system.

3.

Undo the exhaust downpipe to turbo flange joint by removing the four retaining bolts.

4.

Undo the exhaust downpipe/purifier to exhaust conditioner flange joint by removing the six retaining bolts and remove.

5.

Discard the old gaskets in an appropriate manner.

6.

The downpipe can now be inspected.

Exhaust gas is delivered into the top of the purifier via the water jacketed downpipe. Gases are channeled through the purifier element and into the exhaust conditioner.

Each end of the downpipe/purifier are fixed flameproof connections which bolt to the turbocharger and the exhaust conditioner.

Illustration 104 Water Cooled Downpipe and Diesel Oxidizing Catalyst.

Illustration 106 Remove 4 x bolts and washers connecting the downpipe to the exhaust turbocharger.

2

1

3

4

Illustration 105 Water Jacketed Exhaust Downpipe/Purifier

Illustration 107

1) 2) 3) 4)

Remove 8 x bolts and washers connecting the downpipe to the exhaust conditioner.

Purifier Bleed Point Water Inlet Point Exhaust Emissions Test Point

EM008501

96 Maintenance Section Engine System To replace the downpipe: 1.

Check the downpipe for any cracks or damage and repair or replace if necessary.

2.

Check the water jacket for free flow.

3.

Hydrostatically pressure test the purifier water jacket and exhaust path as per the requirements of AS3584.3.

4.

5.

Using new gaskets, reinstall the exhaust downpipe ensuring that the flange gaskets provide an air tight seal.

Refill the engine with specified coolant, run the engine and check for any exhaust leaks.

The purifiers functions:

Table 7

Flatness and Surface Finish Size mm

Accuracy for Grade H Tolerance mm

< 10

0.02

> 10 < 30

0.05

> 30 < 100

0.1

> 100 < 300

0.2

> 300 < 1000

0.3

> 1000

-----

 Converts up to 95% harmful carbon monoxide (CO) into carbon dioxide (CO2) .

The purifier needs to be inspected for deterioration or damage every six months or 1000 service hours.

To remove the purifier: The procedure for the removal of the purifier is the same as the downpipe as they are one unit.

To test the downpipe for Code D (2000 hour) inspection: 1.

Blank off both ends of the downpipe with blanking plates.

2.

Hydrostatically test the gas path to 1578.9kPa using calibrated pressure gauges.

3.

Hydrostatically test the water jacket to 250 kPa using calibrated pressure gauges.

4.

Check the fixed connections on both ends of the downpipe to conform with surface and flatness tolerances nominated on the DES approval drawing.

Exhaust Conditioner Make Up Tanks There are two make up tanks (one upper and one lower) that supply water to the exhaust conditioner. Water flows from the upper tank to the lower tank via two hoses and then from the lower tank to the exhaust conditioner via one hose. There is also a pressurised breather line running from the bottom tank to the top tank.

The make up tanks are pressurised at 35 kPa (5 psi) from a pressure reducing valve in the pneumatic circuit.

Illustration 108

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97 Maintenance Section Engine System

Exhaust Conditioner Exhaust gas is piped from the engine through a water-cooled manifold and downpipe/purifier to the exhaust conditioner. The exhaust gas then passes through a water barrier which reduces the gas temperature below 70 °C. The exhaust then passes through an outlet flame trap and is directed via the outlet pipe and is dispersed by the radiator fan. Make up water is taken directly via a two-way ball valve to the make up valve and into the low water shutdown chamber. This valve maintains a constant safe water float level.

Two shutdown floats are positioned in the low water shutdown chamber in the exhaust conditioner, they will shutdown the engine if the water level in the exhaust conditioner goes below the set level.

Illustration 110 Float Chamber

Maintenance Wear suitable eye protection, gloves, hearing protection and dust mask when performing maintenance tasks on the exhaust system as particulate matter may be harmful to the respiratory system.

Immediately wash any particulate matter from skin with warm, soapy water.

Daily: 1.

Exhaust pipes and flameproof fixed joint inspection.

2.

Exhaust conditioner low water shutdown testing.

Perform low exhaust water shutdown test: 1.

Ensure Mine Site Rules are followed and the equipment is correctly isolated and tagged while maintenance tasks are being performed.

Start diesel engine system and ensure all shutdown systems are operational, allow engine to warm up and run for several minutes.

Allow sufficient time for the exhaust items to cool prior to performing maintenance tasks on the exhaust conditioner assembly.

Illustration 111

2.

Illustration 109

Shut make up tank ball valve and remove blanking plug from low water shutdown test point and open ball valve.

EM008501

98 Maintenance Section Engine System 4.

Open exhaust conditioner drain valve on the bottom of the conditioner.

5.

Using clean water hose out both the float chamber and the main body of the conditioner to remove all build up of particulate matter.

6.

Inspect condition of float assemblies and repair/replace if necessary.

7.

Refit inspection covers and tighten bolts to correct torque.

8.

Close drain valve on bottom.

9.

Open float chamber make up tank valve and refill exhaust conditioner.

1

2

Illustration 112 1) Main Supply/Isolation Valve 2) Low Water Shutdown Test Valve

10. Start engine and check for leaks around inspection covers.

3.

11. Perform exhaust conditioner low water shutdown test.

Observe machine taking note of water flow out of the low water shutdown test point when diesel engine system shuts down.

Ensure the display on the DCS shutdown system indicates both proximity switches/ magnetic reed switches are open “o/o”.

The machine must not be used under any circumstance if it fails the low water shutdown test. If the engine fails to stop or the water stops flowing out the test valve before the engine stops, DO NOT use the machine until the fault is rectified and tested.

4.

Wear suitable eye protection, gloves and dust mask when performing work on the exhaust systems as particulates may be harmful to the respiratory system. Immediately wash any particulate matter from skin with warm, soapy water.

1

2

When the test is complete, close the low water shutdown test point, reinsert blanking plug and open main isolation valve to allow water to refill the exhaust conditioner. Check make up tank level and fill accordingly.

3

Weekly (50 hours): Procedure: 1.

Ensure that the engine has sufficient time to cool and is isolated and tagged in accordance with the manufacturer’s procedures and Mine Site rules.

2.

Remove inspection covers on front of exhaust conditioner and on top of exhaust conditioner float chamber.

3.

Close float chamber make up valve.

Illustration 113 1) Inlet 2) Inspection Holes 3) Shutdown Float Chamber

EM008501

99 Maintenance Section Engine System Maintenance Every 2000 service hours: 1.

Adjust the floats.

2.

Clean the exhaust conditioner.

The water in the exhaust conditioner is very hot. Personal protective equipment and long sleeve clothing should be warn.

To adjust the make up float:

Illustration 114

1.

Remove the cover on top of the float chamber to allow access to the floats.

2.

2.

Open the make up supply valve.

3.

Allow the water to flow into the scrubber and float chamber.

Attach magnetic reed switches Part No 514839 or alternatively proximity switches Part No 960676 to mounting plate Part No 514378 and secure.

3.

4.

Once the water has stopped measure the water against the prescribed level.

5.

If the level is incorrect adjust the make up float to achieve a static water level in the float chamber of 145 mm.

Install adjusting nuts onto the 3 x studs on mounting cover Part No 514377 and set length approx 15 mm off the mounting cover face. Install mounting plate Part No 514378 onto the 3 x studs on mounting cover and install outer nuts to secure. Adjust the switch plate in/out to set switch point of proximity switches/magnetic reed switches, moving the switch plate in will increase the water level, moving it away will decrease the water level switching point.

The shutdown floats normally shutdown the engine, however it is important to test floats individually.

Should the system not shutdown at the correct level, the float assemblies can be removed and the floats adjusted to compensate for shutdown levels.

NOTE: This is to be 100 mm-110 mm from the bottom of the float chamber.

NOTICE The engine should not be running while this test takes place.

Wear suitable eye protection, gloves and dust mask when performing work on the exhaust systems as particulates may be harmful to the respiratory system. Immediately wash any particulate matter from skin with warm, soapy water.

To adjust the shutdown floats: 1.

Open water make up ball valve and fill scrubber tank to a level of 100mm measured from the bottom of the float chamber. Shut off the makeup tank ball valve.

Illustration 115 Proximity Switch

100 Maintenance Section Engine System

Illustration 116 Exhaust Conditioner indicating drain valve.

To clean the exhaust conditioner: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Shut off the main supply/isolation valve.

3.

Locate the drain valve at the bottom of exhaust conditioner.

4.

Open valve to release all water in conditioner.

5.

Remove the two inspection covers on the side of conditioner, and over the float assembly.

6.

Clean all soot deposit build up from the exhaust conditioner components.

7.

Clean and inspect all gasket surfaces.

8.

Reinstall the inspection covers and float assembly with new gaskets.

9.

Check and fill water in the make up tank and open the main supply/isolation valve.

10. Check for leaks.

11. Start the engine and see if there is any leaking, fill if necessary.

Over time particulate matter (the small particles that are present in exhaust smoke) will build up on the exhaust conditioner components which may result in decreased efficiency. To minimise build up the exhaust conditioner should be cleaned, every 2000 hours.

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101 Maintenance Section Engine System

Assembly Locate the following components.

1

4

12

10

13

9 11

8

6

7

3

Illustration 117

Table 8 Item No

Description

Part Number

Qty

1

Static water float valve

1484910

1

2

Float

503369

1

3

Shutdown Float

503371

2

4

Mounting Cover

514377

1

6

Float lever

1513437

2

7

Proximity Switch (DCS)

960676

1

8

Y-Strainer

1658997

1

9

Bolt, 3/16"UNC x 1¼" SS

636226

2

10

Bolt, M6 x 50mm SS

636242

2

11

Nut, 3/16"UNC SS

641562

2

12

Nut, M6 SS

641567

5

13

Adjusting Knob

871738

2

14

Nut, 1/4"UNC SS

4

2

EM008501

102 Maintenance Section Engine System 1.

Lay mount cover outside facing down.

2.

Assemble float lever with shutdown float and adjusting knob as shown in diagram below.

5.

Insert shutdown float Part No 503371 onto Insert float valve assembly Part No 503368 and Part No 1484910 into mounting plate as shown in Illustration 120 and 121.

2 1

Illustration 120

Illustration 118 1

2 3

Illustration 121 Float Valve

Illustration 119 1) Assembly Adjusting Knob Mounting Hole 2) Float Mounting Hole for 100 mm Water Level Setting 3) Float Lever Pivot Hole

3.

Insert adjusting knob Part No 871738 into top hole as indicated above and secure knob using 1x nut on either side of lever (making sure to have both adjusting knobs set at the same length ensure the letter “S” is visible on the magnet).

4.

Insert float lever assemblies into mounting cover Part No 514377 using Part No 636226 and Part No 641562 and secure through float lever pivot holes (final assembly should look like Illustration 118).

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103 Maintenance Section Engine System

Exhaust Particulate Filter The filter housing is installed on the outgoing side of the exhaust conditioner and contains a replaceable filter element.

Ensure that the filter element is cool enough to handle otherwise the garbage bag will melt causing skin burns.

To replace the particulate filters (if fitted): 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged as described in Engine Isolation.

2.

Put on protective gloves (protective gloves should be worn throughout the entire change out operation to protect the operator from corrosive agents (combustion by-products) as well as elevated surface temperatures and sharp edges.

Illustration 122

3.

Remove the filter housing lid.

Exhaust Particulate Filter Housing

4.

Undo filter retaining nuts if fitted.

The filter element housing has a backpressure indicator which signifies filter blockage this is located in the operator’s compartment. The indicator should be checked daily or every 10 service hours.

5.

Partially pull the filter out of the housing to unseat the filter at the base of the housing.

6.

Take a disposable bag and place it over exposed filter.

7.

Continue to remove the filter ensuring the bag covers the filter during the remainder of the process. With filter in the bag , tie the open end to secure it.

8.

Discard the used filter elements in the appropriate manner.

Illustration 123 Exhaust Filter Back Pressure Gauge

If the particulate filter usage or engine smoke emissions are excessive the engine will require servicing.

Wear suitable eye protection, gloves and dust mask when performing work on the exhaust systems as particulates may be harmful to the respiratory system. Immediately wash any particulate matter from skin with warm, soapy water.

Check the particulate filter back pressure indicator: 1.

Locate the indicator in the operator's compartment.

2.

Run the engine at high idle and observe the indicator position.

3.

If the indicator is above 10 kPa the filter requires replacement.

Illustration 124 Exhaust Particulate Filter

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104 Maintenance Section Engine System

Flame Path Joints or Fixed Connections As with other maintenance and examination schedules the flameproof exhaust system should be inspected, by a suitably appointed and qualified person, at intervals consistent with mine site and regulatory maintenance schemes. The following are the suggested intervals for maintenance and inspection of the flameproof components.

Wear personal protective equipment when working in proximity to a running engine as long term hearing loss may result.

Position wheel chocks at both front wheels to eliminate sudden machine movement.

Daily: 1.

Visually check joint fasteners (nuts, bolts and studs) securing flameproof joints i.e. exhaust manifold to engine block, exhaust manifold to turbo, turbo to exhaust downpipe, exhaust downpipe to exhaust conditioner, exhaust conditioner to particulate filter housing.

Every 50 service hours: 1.

Position all persons clear of the machine to avoid impact if the machine suddenly lurches forward.

NOTICE A gas sampling point is located on the incoming side of the exhaust conditioning system so that raw exhaust samples can be taken.

Check tightness of all joint fasteners (nuts, bolts and studs) securing flameproof joints i.e. flame exhaust manifold to engine block, exhaust manifold to turbo, turbo to exhaust downpipe, exhaust downpipe to exhaust conditioner, exhaust conditioner to flame trap. Use soapy water around joints to check for any leaks.

Every 2000 service hours or 2 service years (Code D): 1.

Disassemble all flameproof joint connections and inspect for finish, flatness, corrosion or damage. Repair as required.

2.

Discard and replace all fixed joint gaskets.

3.

Hydrostatically pressure test all exhaust system exhaust and water jacket chambers external to the engine block i.e. exhaust downpipe and purifier.

Water Jacket Gas Path Exhaust Conditioner

250 kPa (35 psi) 1590 kPa (229 psi) 100 kPa (14.5 psi)

Exhaust Emission Testing Procedure Regulatory requirements specify intervals for testing diesel engine exhaust emissions. For accurate testing the engine must be loaded as near as practical to maximum output power. The following procedure should be carried out for loading the engine to near maximum power.

Illustration 125 Exhaust Downpipe - Exhaust Emissions Test Point

To test exhaust gas emissions: 1.

Find a suitable location for testing with sufficient clearance around the machine.

2.

Run the machine to bring the engine up to operating temperature.

3.

With the park brake released and the service brake fully actuated, engage the transmission in 4th gear and in the forward direction (direction of the lift arms).

4.

Slowly actuate the accelerator pedal to full throttle with the service brake applied.

EM008501

105 Maintenance Section Engine System 5.

When the accelerator is at full throttle actuate the joystick control lever until hydraulic stall is achieved i.e. relief pressure of 20100 kPa (2915 psi).

6.

The machine is now in full transmission and hydraulic stall (as close as practical to maximum output power).

7.

With an operator maintaining transmission and hydraulic stall take gas readings at the exhaust downpipe test point or outlet pipe.

Observe the transmission temperature gauge during stall and remove engine load if temperatures approach the maximum indicated on the transmission temperature gauge. Full stall should only be carried out for a minimal period.

Cable Adjustment The adjustment and routing of the cable should be checked as prescribed in the preventative maintenance schedules.

Items to check: 1.

The throttle lever arm on the governor should come to rest against both idle and high idle stops, there should be a small amount of free play in the cable at the idle stop position.

2.

The return spring should be fitted and in good condition, if it is stretched or excessively corroded it should be replaced.

3.

The cable condition for fraying and debris build up.

4.

The cable movement and returning motion should be free.

1

Throttle Control

2

General Description The accelerator pedal located in the operator’s compartment is connected to an arm on the engine governor by a cable. Pedal actuation provides proportional throttle control via the cable to increase the engine revs. The throttle actuation is returned via a spring fitted at the pedal end.

2

Illustration 127

3 1

Governor and Cable Mounting 1) Throttle Arm Stops 2) Throttle Adjustment

Illustration 126 1) Accelerator Pedal 2) Cable 3) Throttle Lever/Governor

106 Maintenance Section Engine System

Engine System Troubleshooting The following Engine System Troubleshooting Guide is intended to provide basic guidance for analysing poor engine performance and determining probable causes. This guide is not intended to be exhaustive as particular engine tuning and adjustments, such as exhaust valve adjustment, fuel injector timing, governor adjustment and fuel modulator setting are only intended to be performed by Caterpillar Dealer representatives.

Tampering with the engine governor and fuel injector settings may result in adverse engine performance and may void the conditions for which the engine system has been certified such as operating temperature and exhaust emissions.

EM008501

EM008501

107 Maintenance Section Engine System Table 9 Symptom Excessive crankcase pressure.

Probable cause Cylinder blow-by.

Caused by Cylinder head gasket leaking.

Remedy Consult the Dealer for analysis.

Piston or liner damage.

Consult the Dealer for analysis.

Piston rings worn or broken.

Consult the Dealer for analysis.

Abnormal quantity of black or grey exhaust.

Breather restriction.

Obstruction or damage to engine oil breather.

Remove breather and clean out or replace as required.

Excessive exhaust back pressure.

Restriction in exhaust system.

Clean exhaust system.

Incompletely burned fuel.

Restricted air inlet to the cylinders.

Inspect, clean or replace air cleaner filter.

Inspect, clean or replace inlet flame trap.

Clean exhaust system.

Excessive fuel or irregular fuel distribution.

Blue exhaust smoke present.

Engine hard starting.

Improperly timed injectors.

Consult the Dealer for analysis.

Improper fuel specification used.

Verify fuel specification.

Lubricating oil not burned in cylinder (blown through cylinder during scavenging period).

Internal lubricating oil leaks.

See high lubricating oil consumption symptom.

Engine will not rotate.

Faulty pneumatic start circuit.

See Pneumatic Section.

Internal engine seizure (if engine can not be hand cranked at least one revolution).

Consult the Dealer for analysis

Improper lubricating oil viscosity.

Verify lubricating oil specification.

Faulty pneumatic start circuit.

See Pneumatic Section.

Worn or damaged starter motor.

See Pneumatic Section.

Low pneumatic system air pressure.

Verify correct system air pressure and top up with external source if required.

No fuel delivery to cylinders.

Faulty fuel system.

See no fuel or insufficient fuel symptom.

Low cylinder compression.

Burned or sticking exhaust valves.

Consult the Dealer for analysis.

Compression rings worn or broken.

Consult the Dealer for analysis.

Cylinder head gasket leaking.

Consult the Dealer for analysis.

Improper valve clearance adjustment.

Consult the Dealer for analysis.

Low coolant temperatures.

Check coolant temperature gauge. If the temperature does not reach 71°C–92°C see low coolant temperature symptom.

Slow engine cranking speed.

Abnormal engine operation.

Uneven running or frequent stalling.

Consult the Dealer for analysis.

EM008501

108 Maintenance Section Engine System

Lack of engine power.

Insufficient fuel.

See no fuel or insufficient fuel symptom.

Faulty injectors.

Consult the Dealer for analysis.

Low compression pressures.

Consult the Dealer for analysis.

Governor instability (hunting).

Consult the Dealer for analysis.

Improper engine tune adjustments or gear train timing.

Consult the Dealer for analysis.

Insufficient fuel.

See no fuel or insufficient fuel symptom.

Restricted air inlet to the cylinders.

Inspect, clean or replace air cleaner filter.

Inspect, clean or replace inlet flame trap.

No fuel or insufficient fuel.

Fuel system air leaks.

Low fuel supply.

Check the fuel tank level and adjust as required.

Loose, broken connections or cracked lines between the fuel tank and fuel pump.

Inspect for loose connections and damaged lines and replace as required. Carry out a fuel flow test to check for aerated fuel.

Faulty injectors.

Carry out a fuel flow test to check for aerated fuel.

If supply lines are OK consult the Dealer for further analysis.

Flow obstruction.

Fuel/water separator, fuel filter or fuel lines restricted.

Carry out a fuel flow test to check for correct fuel flow.

Check supply lines for kinks or blockage.

Faulty fuel pump.

Relief valve not seating.

Carry out a fuel flow test to check for correct fuel flow.

Clean and inspect valve seat assembly if inadequate flow is present

Worn fuel pump gears or body.

Replace fuel pump or overhaul existing assembly.

Consult the Dealer for fuel pump overhaul.

High lubricating oil consumption.

External leaks.

Fuel pump not rotating.

Check condition of the fuel pump drive. Replace defective parts.

Oil lines or connections leaking.

Visually inspect and rectify as required.

Gasket or oil seal leaks.

Clean engine with degreaser and run at operating temperature to reveal leaks. Replace gaskets as required.

Overfilled crankcase.

Check oil level after allowing sufficient time for the oil to settle and drain as required.

Obstruction or damage to engine oil breather.

Remove breather and clean out or replace as required.

EM008501

109 Maintenance Section Engine System

Internal leaks.

Blower oil seals leaking.

Remove air inlet housing and flame trap. Operate the engine at half throttle and idle and inspect blower end plates for leakage past the seals.

Overhaul blower is excessive leakage is evident.

Consult The Dealer for overhaul.

Low oil pressure.

Lubricating oil.

Poor lubricating oil circulation.

Oil pump faulty.

Turbo oil seals leaking.

Remove intake air and exhaust piping and check for oil on the compressor or turbine sides of the turbocharger.

Oil cooler core leaking.

Pressure test cooling system.

Replace oil cooler if leak is found.

Check for coolant/oil contamination and flush.

Worn exhaust valve guides.

Replace valve guides. Consult the Dealer for valve guide replacement.

Suction loss.

Check the oil level and bring to the full level on the dipstick.

Incorrect lubricating oil viscosity.

Verify correct lubricating oil specification.

Clogged cooler (indicated by high oil temperature).

Remove and clean the oil cooler core.

Cooler bypass valve not functioning.

Remove bypass valve, clean valve and valve seat, inspect spring.

Pressure regulator valve not functioning.

Remove pressure regulator valve, clean valve and valve seat, inspect spring.

Excessive wear on crank shaft bearings.

Consult the Dealer for bearing replacement.

Gallery, crank shaft or cam shaft plugs missing.

Replace missing plugs.

Intake screen clogged.

Remove and clean oil pan and intake screen.

Relief valve faulty.

Remove relief valve, clean valve and valve bore, inspect spring.

Consult the Dealer for overhaul.

Air leak in pump suction.

Disassemble piping and install new gaskets.

Pump worn or damaged.

Overhaul or replace pump.

Consult the Dealer for overhaul.

Abnormal engine coolant operating temperature.

Coolant temperature too low.

Coolant temperature too high.

Improper circulation from thermostat not closing.

Remove test and replace thermostat as required.

Excessive leakage at thermostat seal.

Replace thermostat seals when thermostat is removed.

Insufficient heat transfer through the radiator core.

Clean exterior of core to permit normal air flow.

Descale cooling system internals to remove flow restrictions.

EM008501

110 Maintenance Section Engine System

Check, adjust and replace fan pulley belts as required.

Improper circulation from flow restriction.

Remove test and replace thermostat as required.

Descale cooling system internals to remove flow restrictions.

Inspect hoses for undue bends, kinks or crushing.

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111 Maintenance Section Transmission and Drive Train

Transmission and Drive Train

Illustration 128 Transmission and Drive Train

Engine Drive Coupling General Description The machine is fitted with a direct drive coupling from the output of the engine via a drive shaft to the input of the torque converter on the transmission, allowing the engine to sit lower in the frame. The flywheel on the engine is coupled to the engine drive coupling via a flexible coupling. The output of the drive coupling is coupled to the transmission by an end yoke drive line coupling.

The engine drive coupling is directly coupled to the engine flywheel so whenever the engine is running the drive coupling output and input drive line to the torque converter is rotating.

Isolate the engine if access to the engine drive coupling or drive lines is required.

Illustration 129 Flywheel Adaptor,

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112 Maintenance Section Transmission and Drive Train

Checking and Greasing of Drive Coupling Care and Maintenance To check the drive coupling: 1.

Park the machine on flat, level ground.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

3.

Check for excessive free play in bearings.

4.

Locate the remote grease point to the side of the air cleaner assembly.

5.

Greasing of the coupling bearings should be carried out at 250 hour service intervals.

ONLY Shell Stamina RL2 grease should be used for drive coupling bearing lubrication.

NOTICE DO NOT over grease drive coupling assembly.

The greasing of the assembly is to replenish the lubricant not to replace it.

Illustration 130 Round Head Grease Nipple

Illustration 131 Engine Drive Coupling - Greasing Port and Relief Port

Removal and Installation of Drive Coupling Removal 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Remove the output drive line.

3.

Remove the bolts from drive coupling housing and sling the housing for lifting.

4.

Take weight of drive housing and slide back towards front of machine until the rubber drive clears the engine fly wheel housing.

5.

Remove the outer ring bolted to the flywheel by removing the bolts shown as (2).

6.

The rubber disc is removed by removing the bolts shown as (1) and withdrawing it off the taper.

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113 Maintenance Section Transmission and Drive Train Installation

Transmission/Torque Converter

1.

Fit the new ring to the flywheel.

2.

Tighten the bolts in a cross sequence to pull the ring up squarely to the flywheel face.

3.

Torque the bolts (2) to 110 Nm.

4.

Ensure the ring is fully bedded against the flywheel face.

5.

The driven hub is fitted onto the driven shaft.

6.

The rubber disc with the vulcanised ring is then assembled to the driven hub with bolts (1) which must be tightened to the correct torque of 85 Nm.

7.

After these are fitted slide the drive coupling assembly back and line up the rubber coupling teeth with the corresponding teeth on the ring bolted to the flywheel.

8.

Fit the bolts and bolt drive assembly to the engine flywheel housing.

9.

Fit the output drive line and replace all covers.

10. Grease the coupling as per instructions in this Section.

2

1

Illustration 132

General Description The transmission used on the CL210 has four forward and reverse speeds with forward and reverse modulation.

When the engine is running the converter charge pump draws oil from the transmission sump through the removable oil suction screen and directs it through the pressure regulating valve and the oil filter. The pressure regulating valve maintains pressure to the transmission control cover for actuating the direction and speed clutches. This requires a small portion of the total volume of oil used in the system. The remaining volume of oil is directed through the torque converter circuit to the oil cooler and returns to the transmission for positive lubrication. This regulator valve consists of a hardened valve spool operating in a closely fitted bore. The valve spool is spring loaded to hold the valve in the closed position. When a specific pressure is achieved, the valve spool works against the spring until a port is exposed along the side of the bore. This sequence of events provides the proper system pressure.

After entering the converter housing the oil is directed through the stator support to the converter blade cavity and exits in the passage between the turbine shaft and converter support.

The oil then flows out of the converter to the oil cooler. After leaving the cooler, the oil is directed to a fitting on the transmission. Then through a series of tubes and passages which lubricates the transmission bearings and clutches. The oil then gravity drains to the transmission sump.

The hydraulic torque converter consists basically of three elements and related parts to multiply engine torque. The engine power is transmitted from the engine flywheel to the impeller element through the impeller cover. This element is the pump portion of the hydraulic torque converter and is the primary component which starts the oil flowing to the other components for torque multiplication. This element can be compared to a centrifugal pump in that it picks up fluid at its centre and discharges at its outer diameter.

EM008501

114 Maintenance Section Transmission and Drive Train The torque converter turbine is mounted opposite the impeller and is connected to the output shaft of the torque converter. This element receives fluid at its outer edge and discharges at its centre.

Fluid directed by the impeller out into the blades in the turbine and reaction member. This is the means by which the hydraulic torque converter multiplies torque.

The reaction member of the torque converter is located between and at the centre of inner diameters of the impeller and turbine elements.

Its function is to take the fluid which is exhausting from the inner portion of the turbine and change its direction to allow correct entry for recirculation into the impeller element.

The torque converter will multiply engine torque to its designed maximum multiplication ratio when the output shaft is at zero RPM. Therefore, we can say that when the output shaft is decreasing in speed the torque multiplication is increasing.

To engage the clutch, as previously stated, the control valve is placed in the desired position.

This allows oil under pressure to flow from the control valve, through a tube, to the chosen clutch shaft. This shaft has a drilled passage way for oil under pressure to enter the shaft. Oil pressure sealing rings are located on the clutch shaft.

These rings direct oil under pressure to a desired clutch. Pressure of the oil forces the piston and discs against the heavy backup plate. The disc, with teeth on the outer diameter, clamping against the disc with teeth on the inner diameter, enables the hub and clutch shaft to be locked together and allows them to drive as a unit.

There are bleed balls in the clutch piston which allow quick escape of oil when the pressure to the piston is released.

The shift control valve assembly consists of a valve body with selector valve spools. A detent ball and spring in the selector spool provides one position for each speed range. A detent ball and spring in the direction of the spool provides three positions, one each for forward, neutral and reverse.

With the engine running and the directional control lever in the neutral position, oil pressure from the regulating valve is blocked at the control valve, and the transmission is in neutral.

Movement of the forward and reverse spool will direct oil, under pressure to either the forward or reverse direction clutch as desired. When either directional clutch is selected the opposite clutch is relieved of pressure and vents back through the direction selector spool. The same procedure is used in the speed selector.

The direction or speed clutch assembly consists of a drum with internal splines and a bore to receive a hydraulically actuated piston. The piston is oil tight by the use of sealing rings. A steel disc with external splines is inserted into the drum and rests against the piston. Next, a friction disc with splines at the inner diameter is inserted.

Discs are alternated until the required total is achieved. A heavy backup plate is then inserted and secured with a snap ring. A hub with outside diameter splines is inserted into the splines of the discs with teeth on the inner diameter. The discs and hub are free to increase in speed or rotate in the opposite direction as long as no pressure is present in that specific clutch.

Illustration 133

Checking/Filling the Transmission Oil Care and Maintenance Check the transmission oil level daily and fill as required.

To check and fill the transmission oil level:

EM008501

115 Maintenance Section Transmission and Drive Train The oil temperature must be between 82 °C and 93°C. This can be read from the transmission temperature gauge in the operator’s compartment. Do not check the level of the transmission with cold oil. To raise the transmission oil temperature to its operating level it is necessary to work the machine or to stall out the torque converter. To stall out the machine apply the brakes and engage the transmission control levers in the forward and high speed positions. Release the park brake and accelerate the engine to ½ throttle. Hold the engine at stall until the desired transmission oil temperature is reached.

Changing the Transmission Oil Filter Element The filter elements should be changed at 100 service hours on new, rebuilt or repaired units and then 250 service hours from there on. The machine is fitted with a single element filter assembly fitted to the charge pump on top of the transmission.

To change the transmission oil filter: 1.

Park the machine on flat, level ground. If possible in a low dust environment.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged as described in Section 1.

3.

Lift the transmission cover.

4.

Once the correct transmission oil temperature has been reached park the machine on flat, level ground and leave it running.

Locate the filter element housing on the top of the transmission between hydraulic pumps.

5.

Ensure the transmission oil has had sufficient time to cool. Check by feeling the surface temperature of the oil filter element housing.

2.

Place the transmission in neutral, apply the park brake.

6.

3.

The transmission dipstick is located on the off driver’s side of the transmission and is accessible under the transmission bay cover.

If necessary clean down the area around the oil filter element housing with a hose and dry the area to minimise the possibility of any contaminants getting into the system.

7.

4.

The engine should be idling at 800-850 RPM.

Place a suitable container beneath the oil filter element housing.

5.

Remove the dipstick by pulling it upwards and wipe it with a clean, lint free cloth.

8.

Remove the filter element housing using a single hex socket on the nut provided.

6.

Reinsert the dipstick into the spout and push it all the way home.

7.

Withdraw the dipstick and check the oil level.

The level is to be maintained at the full mark.

NOTICE There is a spring positioned inside the filter housing between the filter element and the end of the housing.

8.

If necessary top up the oil level via the fill point with the correct transmission lubricant.

Excessive transmission stall will overheat and damage the torque converter. Do not exceed 120°C on the transmission temperature gauge.

1.

9.

Dispose of the oil filter element and the housing o-ring in a responsible manner.

10. Clean the filter adaptor with a clean lint free cloth.

11. Lightly coat the new filter element housing oring with clean transmission oil.

12. Install the spring and new oil filter element into the oil filter element housing. Hand tighten (do not over tighten).

Illustration 134 Dipstick Position Located Under Covers

Over tightening the oil filter element housing may distort or crack the filter housing resulting in an oil leak.

EM008501

116 Maintenance Section Transmission and Drive Train 10. Add oil as required to bring the oil level to the low mark on the dipstick.

3.

The transmission drain plug is located at the bottom of the front side of the main transmission case. If necessary clean down the area around the drain plug to minimise the possibility of any contaminants getting into the system.

4.

Place a suitable container beneath the transmission drain point.

Note: The approximate volume of the transmission and torque converter is 40 litres).

5.

Remove the drain plug and allow the transmission to drain.

6.

Check the condition of the o-ring on the drain plug and replace if necessary.

7.

Refit the drain plug.

8.

Replace the transmission oil filter elements

11. Start and run the engine idle at 800-850 RPM to prime the converter and lines. Check for any leaks around the filters.

12. Recheck the level with the engine running at 800-850 RPM and add oil until the level is at the low mark.

13. When oil temperature is hot between 80°C and 95°C on the transmission temperature gauge in the operator’s compartment) check the level of the oil again and bring it up to the full mark on the dipstick.

Over tightening the oil filter element housing may distort or crack the it resulting in an oil leak.

9.

Add oil via the dipstick orifice as required to bring the oil level to the low mark on the dipstick.

10. Start and run the engine and run at 800-850 RPM to prime the converter and lines. Check for any leaks around the filters.

Illustration 135 Transmission Oil Filter

Changing the Transmission Oil The transmission oil is to be changed every 1000 service hours. When the transmission oil is changed the oil filter elements should be replaced and the charge pump suction strainer should be cleaned.

Servicing To change the transmission oil: 1.

Park the machine on flat, level ground. If possible in a low dust environment.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

11. Recheck the oil level with the engine running at 800-850 RPM and add oil until the level is at the low mark.

12. Stall the torque converter as previously described and when the oil temperature is between 80 °C and 95 °C check the level of the oil again and bring it up to the full mark on the dipstick.

13. Recheck all drain plugs, lines, filters, etc for leaks and tighten where necessary.

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117 Maintenance Section Transmission and Drive Train

Illustration 136 Drain Hole

Troubleshooting Guide The following information has been provided to aid in identifying the cause of a problem when examining a malfunctioning transmission. It is necessary to consider the torque converter charging pump, transmission, oil cooler and all connecting lines as a complete system when determining the source of the problem since the condition and proper operation of all of these components effects the performance. By referring to how the unit operates together with this information service personnel should be able to correct any malfunction that may occur with the transmission.

2.

Check all transmission control levers and cables for bindings and restrictions in travel that would prevent full engagement. Shift the transmission control levers by hand at the control valve, if full engagement cannot be obtained the cause may be in the control cover and valve assembly.

3.

Check the input shaft is rotating when the engine is running. Take caution around rotating components.

The troubleshooting procedure consists of two classifications: Mechanical and Hydraulic.

Before checking the torque converter, transmission or associated hydraulic system for pressures and rate of oil flow, it is essential that the transmission oil level is checked first.

Mechanical Checks

Hydraulic Checks

Before examining the transmission from a hydraulic point of view, the following mechanical checks should be made: 1.

Check all control linkages are properly connected and adjusted at all connecting points.

Table 10 Cause

Remedy

1. Low oil level

1. Fill to correct level

2. Clutch pressure regulating valve stuck open

2. Clean valve spool and housing or replace

3. Faulty charging pump

3. Replace pump

4. Broken or worn clutch shaft or piston sealing rings

4. Replace sealing rings

5. Clutch piston bleed valve stuck open

5. Remove piston and clean bleed valves

EM008501

118 Maintenance Section Transmission and Drive Train Table 11 Cause

Remedy

1. Low Oil level

1. Fill to correct level

2. Suction screen blocked

2. Clean suction screen

3. Defective oil pump

3. Replace pump

Low Converter Charging Pump Output Table 12 Cause

Remedy

1. Worn oil sealing rings

1. Remove, Disassemble and rebuild converter assembly

2. Defective oil pump

2. Replace pump

3. Low oil level

3. Fill to correct level

4. Excessive load

4. Ensure machines are not overloaded

Overheating Table 13 Cause

Remedy

1. Worn coupling gears

1. Replace

2. Worn oil pump

2. Replace pump

3. Worn or damaged bearings

3. Remove, disassemble and rebuild converter

Noisy Converter Table 14 Cause

Remedy

1. Low engine RPM at converter stall

1. Check engine governor and injectors

2. High engine RPM at converter stall

2. Check clutch pressure and pump output

3. See ‘Overheating’ and make the same checks

3. Remove, disassemble and rebuild converter

Lack of Power

EM008501

119 Maintenance Section Transmission and Drive Train 1

Service Data

4

2 3

Converter Outlet Pressure To test the converter outlet pressure perform the following steps: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Remove the cover over the top of the transmission. This panel is located in front of the operator’s compartment.

3.

Attach a 0-500 kPa pressure gauge to the port adjacent to the converter outlet temperature pick up.

4.

Start the machine and bring the transmission oil temperature to between 80 °C and 95 °C. This can be read from the transmission temperature gauge in the operator’s compartment. To bring the temperature to this level it is necessary to work the machine or to stall out the converter. To stall out the machine apply the brakes and engage the transmission control levers in the forward and high gear positions. Accelerate the engine to ½ to ¾ throttle. Hold the engine at stall until the desired outlet temperature is reached.

Excessive transmission stall will overheat and damage the torque converter.

6

5

Illustration 137 1) 2) 3) 4) 5) 6)

Cooler To Cooler from Converter Install Gauge in this Line for Converter “Out” Pressure Clutch Pressure Check Point Charging Pump Oil Suction Screen From Cooler to Transmission Lube Distributor

Clutch Pressure The clutch pressure is measured from the clutch pressure port on the top of the transmission. The normal clutch pressure operating range is 1680 kPa to 1930 kPa (240 psi to 280 psi).

To check the transmission clutch pressure: 1.

Once the correct transmission oil temperature has been reached park the machine on flat, level ground and leave it running.

Release the park brake as the transmission is fitted with a park brake actuated declutch valve in the forward and reverse directions and pressures will not be a true reading.

2.

6.

Place the transmission in neutral and apply the park brake.

Allow the transmission oil to warm up to 80 ° C to 95 °C (180 °F to 200 °F).

3.

7.

The minimum converter outlet pressure is 172 kPa (25 psi) when the engine speed is 2000 RPM.

With the brake applied and the engine at idle speed (800-850 RPM) shift through the directional and gear clutches taking note of the pressures indicated at each shift.

8.

The maximum converter outlet pressure is 482 kPa (70 psi) when the engine is at no load governed speed (2600 RPM).

4.

All clutch pressures must be within 35 kPa (5 psi) of each other. If pressure varies outside the 35 kPa tolerance then clutch repair is required.

9.

Shutdown the machine, allow sufficient time for the transmission to cool, remove the pressure gauge and replace the test port plug.

5.

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120 Maintenance Section Transmission and Drive Train

Front and Rear Axles General Description The only difference between the front and rear axles is the mounting arrangement. The front axle is rigidly mounted to the front frame and the rear axle is mounted via a bolster to allow an 8° side to side pivot.

The axle assembly consists of a spiral bevel type ring gear and pinion in the centre section with further reduction via a planetary gear set within each wheel hub. Both of the differentials are limited slip. These differentials contain a set of discs that are mounted between the differential side gears and differential case. These discs limit the amount of differential according to the amount of torque transmitted through the differential assembly. As the discs wear through normal use, the side gears move further outward however the differential is self-adjusting or self-compensating.

It is extremely important that the oil level is kept at the level plug because if the level becomes too low the discs will not receive sufficient lubrication premature wear will result.

The differentials are both limited slip. The inclusion of springs creates pressure on the clutch plates that can increase the tractive effort to the high traction wheel to as much as five times over the wheel with the poor traction. As operating conditions improve and the torque level in the axle increases, the effect of the springs diminishes and the bias ratio declines.

The wheel ends are also fitted with multi-disc liquid cooled brakes. The brakes are fitted with a lining wear indicator to measure the wear of the disc and inform service personnel when it is necessary to replace them.

1 Illustration 139 Rear Axle 1) Bolster

Checking/Filling the Planetary Wheel End Oil Level Care and Maintenance The planetary wheel end oil levels should be checked and topped up if required every 250 service hours.

To check the oil level of the planetary wheel ends: 1.

Drive the machine for approximately five minutes to heat the oil.

2.

Park the machine on flat, level ground. The wheel end should be orientated as per the label on its outside face.

3.

Allow it to stand for a minimum of five minutes. Doing this will allow the oil to drain back to its normal level.

NOTICE The machine will have to be driven forward or backward to achieve the correct orientation for each wheel end.

4.

Isolate and tag out.

5.

Locate the planetary wheel end filler plugs on the outside face of the planet carriers. If necessary clean the areas to minimise the possibility of any contaminants getting into the system. When the level is measured in the wheel ends the oil fill plugs should be in the 3 o’clock position. Move the machine either forward or reverse to achieve this.

6.

Allow five minutes settling time then remove the oil filler plug.

Illustration 138 Front Axle

EM008501

121 Maintenance Section Transmission and Drive Train 7.

The oil levels should be to the bottom of the filler hole. If not, fill up with the lubricant specified.

8.

Allow a few minutes for the lubricant to attain its level as it flows through the various internal compartments and recheck the levels on each wheel end. Add lubricant if necessary.

4.

Reinstall the filler plug, ensure o-ring is in good condition (replace as necessary).

NOTICE The self-contained liquid cooled brake system uses the same lubricant as the axle centre section and wheel ends. There are no seals between the spindles and wheel hubs. Oil that lubricates the differential and planetary wheel ends also lubricates and cools the brake assembly. The oil level is the same height as the planet and axle centre and the brake may be filled and the oil level checked at the planet carrier assembly or planet carrier cover.

1.

Drive the machine for approximately five minutes to heat the oil.

2.

Park the machine on flat, level ground. The wheel end should be oriented as per the label on its outside face. Allow it to stand for a minimum of five minutes. Doing this will allow the oil to drain back to its normal level.

3.

Isolate and tag out.

4.

Locate the axle centre filler plug adjacent to the differential and carrier assembly. If necessary clean the areas to minimize the possibility of any contaminants getting into the system.

5.

Allow five minutes settling time then remove the oil filler plug.

6.

The oil levels should be to the bottom of the filler hole. If not, fill up with the lubricant specified.

7.

Allow a few minutes for the lubricant to attain its level as it flows through the various internal compartments and recheck the levels on each wheel end. Add lubricant if necessary.

8.

Reinstall the filler plug, ensure the o-ring is in good condition (replace as necessary).

Illustration 140 Wheel End Oil Level Check/Fill Point

Illustration 141 Axle Centre Oil Level Check/Fill Point

Checking/Filling the Axle Centre Oil Level

Changing Oil in Axle Centres, Wheel Ends and Liquid Cooled Brakes

Care and Maintenance The oil level at the front and rear axle centres should be checked and topped up if required every 250 service hours.

To check the oil level of the axle centres and planetary wheel ends:\

Servicing The oil in the axle centres, wheel ends, and liquid cooled brakes is to be changed every 500 service hours.

EM008501

122 Maintenance Section Transmission and Drive Train To change the oil perform the following: 1.

Drive the machine for approximately five minutes to heat the oil.

2.

Park the machine on flat, level ground. The wheel end should be orientated as per the label on its outside face. Allow it to stand for a minimum of five minutes. Doing this will allow the oil to drain back to its normal level.

3.

Isolate and tag out.

4.

Drain each wheel end: rotate each wheel end until the filler hole is at the lowest point on the housing. If necessary clean around the filler hole to minimise the possibility of contaminants entering the system. Place a suitably sized container beneath the filler hole. Remove the filler plug. Allow sufficient time for the wheel end to drain completely.

5.

6.

The brake housings are lubricated by the wheel end oil, no additional service is required.

Drain the axle housing: if necessary clean around the drain plug on the bottom of the housing and oil filler plug adjacent to the differential and carrier assembly to minimise the possibility of contaminants from entering the system. Place a suitable size container beneath the drain Remove the drain plug and allow sufficient time for the housing to drain completely. Inspect the magnetic drain plug.

If there is a considerable increase in the amount of metal particles found on the magnetic drain plug this indicates the necessity to replace the disc inside the limited slip differential centre. Replace the drain plug with Loctite Pipe Sealant. Tighten to 41-47 Nm.

7.

Refill the wheel ends: the wheel ends should be orientated as per the label on its outside face. Fill the wheel ends to the bottom of the filler holes with the lubricant.

8.

Refill the axle housing: fill the axle housing to the bottom of the filler hole with the lubricant

Checking Wear of the Brake Assemblies Care and Maintenance The wear indicator on the brakes should be inspected every 50 service hours.

Each brake housing assembly is fitted with its own brake lining wear indicator. The lining wear indicator is located on the inside of the brake housing beneath where the axle centre is attached on to the brake housing.

Checking Brake Wear 1.

The machine must be parked on a level surface with lift arms lowered to the ground or all attachments removed.

2.

Isolate and tag out.

3.

Using minimal force and a suitable drift and hammer, the indicator should be tapped in until it comes to a stop, the amount of indicator that remains protruding is the amount of brake wear that is still present in the brake pack.

As the discs wear the indicator pin retracts and when it is flush with the mounting nut the discs should be replaced.

The wear indicator pin can become seized when the brakes are operated in dusty environments and therefore the pin will not show the true condition of the discs. Remove the indicator and free up the pin. Brake performance should be monitored with testing. If the performance is deteriorating and the pin is protruding then suspect the pin has seized and service the brakes.

After filling has been completed wait a few minutes for the lubricant to attain its actual level. Recheck the oil level and add lubricant if necessary.

9.

Apply o-ring grease to UN o-ring type plugs.

Torque to 41-47 Nm. Illustration 142 Brake Wearing Indicator

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123 Maintenance Section Transmission and Drive Train

Drive Lines General Description There are five drive shafts used on the machine.

Upper Drive Line The upper drive line transmits power from the output of the engine drive coupling to the input of the converter, which is an integral part of the transmission.

The upper drive line consists of a tube assembly, slip joint assembly and two universal joints. The drive line also has two safety brackets either side of the slip joint assembly to retain the assembly should a universal joint fail.

Rear Drive Line The rear drive line transmits power from the transmission to the rear axle. It consist of a tube assembly, slip joint assembly and two universal joints.

Articulation and Front Drive Lines The front drive line transmits power from the transmission to the front axle. The front drive line consists of two drive shafts that allow for the machine to articulate.

The first drive shaft is attached to the output at the front of the transmission and consists of a tube assembly, slip joint assembly and two universal joints. The second drive shaft attaches between the first drive shaft and the axle and consists of a tube assembly, slip joint assembly, bearing carrier assembly and two universal joints NOTICE Machine drive lines are fitted with lube for life Unijoints.

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124 Maintenance Section Transmission and Drive Train

5

1

8

2

6

7

4 3

9

Illustration 143 1) 2) 3) 4)

Engine Upper or Input Drive Line Rear Axle Rear Drive Line

5) 6) 7) 8) 9)

Transmission Transmission - Articulation - Drive Line Front Axle Drive Line Front Axle Drive Line Carrier Bearings

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125 Maintenance Section Transmission and Drive Train

Greasing and Inspecting Drive Lines Care and Maintenance The drive lines are to be inspected and the slip joints lubricated at every (250 hour) monthly service.

To inspect the drive lines perform the following:

Removing and Installing the Rear Drive Line Removing the Rear Drive Line To remove the rear drive line: 1.

Park the machine on flat, level ground.

Ensure the machine is in a straight line.

1.

Park the machine on flat, level ground.

Ensure the machine is in a straight line.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

3.

Support the drive shaft.

4.

Remove the bolts from the universal joints at the transmission and rear differential.

5.

Compress the drive shaft at the slip joint using a small pinch or wrecking bar.

6.

Lower the drive shaft out of position.

3.

Using a 300 mm pinch bar check the flanges on the transmission and differential for tightness. If either is loose, drop that end of the drive shaft. Twist the flange to check for any backlash between the splines and the flange. Replace any flange that is not a snug fit.

4.

Inspect the universal joints to ensure they are lube for life (there is no grease nipple), as recommended by Caterpillar. Replace with lube for life joints if needed.

5.

Inspect for worn universal joints. Using a 300 mm pinch bar; apply a small vertical force to the universal joint. If there is movement (<0.2 mm is acceptable) in any of the universal joints, replace it.

6.

Inspect the tightness of the universal joint bolts and if necessary re-tighten to the correct torque.

7.

Inspect the splines of the slip joints and replace that drive shaft if there is excess wear.

8.

Check the condition of the rubber boots over the slip joints and ensure they are properly secured.

9.

Grease the slip joints.

10. Inspect and grease the carrier bearing on the front drive shaft.

7.

Installing the Rear Drive Line To install the rear drive shaft perform the following: NOTICE All drive shafts are to be installed so that the solid shaft end of the slip joint is attached to the power 1.

Make sure that the yokes are aligned in the same direction. If they are not aligned they will be out of phase and cause excessive vibration.

2.

Raise each end into position and bolt together.

3.

Tighten the bolts to the appropriate torque.

Removing and Installing the Front Drive Lines Removing the Front Drive Lines To remove the front drive lines perform the following: 1.

Park the machine on flat, level ground.

Ensure the machine is in a straight line.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

EM008501

126 Maintenance Section Transmission and Drive Train

Removing and Installing the Upper Drives Lines Always ensure the articulation lock is correctly fitted when working in this area of the machine to isolate inadvertent movement of the articulation.

3.

4.

5.

6.

Remove the intermediate drive line by removing the bolts on the universals.

Compress the drive shaft at the slip joint using a small pinch or wrecking bar.

Park the machine on flat, level ground.

Ensure the machine is in a straight line.

2.

Remove the intermediate drive shaft from the machine through the articulation point.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

3.

Support the drive shaft at both ends.

4.

Remove the bolts from the universal joints at either end of the drive shaft.

5.

Unbolt the safety brackets from either end of the drive line.

6.

Compress the drive shaft at the slip joint using a small pinch or wrecking bar.

7.

Raise the drive shaft out of position.

Remove the universal bolts on the transmission-intermediate drive shaft attached to the transmission yoke. Then support the drive line and remove the carrier bearing support bolts.

Lift the drive shaft out of position.

8.

Remove the bolts connecting the front drive line to the front universal. Then support the drive line and remove the carrier bearing support bolts.

Lift the drive shaft out of position through the articulation joint.

Installing the Front Drive Lines To install the front drive shafts perform the following: 1.

2.

3.

To remove the upper drive line, perform the following: 1.

7.

9.

Removing the Upper Drive Line

Lift the front drive line into position and install the universal bolts to the yoke on the differential. Tighten the bolts to the appropriate torque. Then support the drive line and install the carrier bearing support bolts.

Install the universal bolts on the transmission -intermediate drive shaft attached to the transmission yoke. Tighten the bolts to the appropriate torque. Then support the drive line and install the carrier bearing support bolts.

Install the intermediate drive line by installing the bolts on the universals. Tighten the bolts to the appropriate torque.

NOTICE All drive shafts are to be installed so that the solid shaft end of the slip joint is attached to the power output and the tube end attaches to the input. Make sure all the yokes are aligned in the same direction. If they are not aligned they will be out of phase and cause excessive vibration.

Installing the Upper Drive Line To install the upper drive line perform the following: NOTICE All drive shafts are to be installed so that the solid shaft end of the slip joint is attached to the power output and the tube end attaches to the input.

1.

Make sure all the yokes are aligned in the same direction. If they are not aligned they will be out of phase and cause excessive vibration.

2.

Lower the drive shaft into position and fasten the safety brackets into position. This will hold the drive line in position as the universal joints are bolted together.

3.

Tighten the universal bolts to the appropriate torque.

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127 Maintenance Section Transmission and Drive Train

Wheel and Tyre Assemblies General Description There are three different combinations of wheel and tyre assemblies available.

Illustration 144



Pneumatic Wheel Assemblies



17.5 R25 Underground Tyres



3-Piece Rim Assembly



Air, Foam or Rubber Insert Fill Media

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128 Maintenance Section Transmission and Drive Train

Removal

Installation

To remove the wheel and tyre assemblies perform the following:

To install the wheel and tyre assemblies to the machine perform the following:

1.

Remove any attachments and lower the lift arms to the ground

1.

2.

Park the machine on flat, level ground.

Ensure the machine is in a straight line.

Check the wheel studs for any damage and replace any damaged or missing wheel studs.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

Apply anti-seize compound to the wheel studs.

3.

Check that both the steering and brake pressure gauges in the operator’s compartment are reading zero pressure.

Clean all parts and mating surfaces. Remove all sharp edges and burrs. Apply anti-seize compound to all mating surfaces.

4.

Raise the wheel assembly over the wheel end and align the tyre valve with the notch in the flange on the wheel end.

5.

Fit the 19 hard washers and wheel nuts.

6.

Tighten the wheel nuts to a torque of 440 Nm (325 ft lbs) in the sequence shown.

3.

4.

5.

Raise the wheel to be changed with a suitable rated device (e.g. chain block, hydraulic jack, air bag, etc). See diagram for the suitable lifting and support points for the machine’s chassis.

6.

Place the machine on suitable stands or blocks that will allow the removal of the wheel.

7.

Remove the 19 wheel nuts.

8.

Using suitable lifting equipment, remove the wheel assembly. If the wheel is difficult to remove, insert ¾" UNC jacking bolts into the three threaded holes around the wheel rim.

The threaded holes are on the same PCD as the holes for the wheel studs. Evenly screw the bolts in to jack the wheel away from the wheel end.

NOTICE The first 50 hours after installing a new wheel, loosen the wheel nuts and re-tighten them back up to 440 Nm. (325 ft lbs)

DO NOT rely on the lifting equipment alone to support the machine when working beneath it.

The machine MUST be supported by load rated stands or similar.

The tyres on the machine are of solid rubber construction, extreme care should be taken when removing these wheels because of their mass.

NOTICE These are recommended jacking, chocking, lifting and tow positions for anything outside this scope contact the Dealer.

Illustration 145 Wheel Nut Tightening Sequence

Care and Maintenance 1.

Daily service: visually inspect each tyre assembly for wear or damage to tread, the side wall or rim.

2.

Every 250 service hours check the tyre pressure using a good quality pneumatic tyre pressure gauge.

3.

Every 1000 service hours re torque each wheel nut.

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129 Maintenance Section Transmission and Drive Train NOTICE All wheel rims are to be crack tested whenever a new tyre is fitted. Damaged or heavily corroded rims and components should not be reused.

Illustration 147 Tow Point

Illustration 146 Front Frame Lift Points

1

2

3

4 4

5 Illustration 148 1) 2) 3) 4) 5)

Tow Point Ensure Steering Lock Bar is Fitted Lift Arm Lock Pin Lift Point Jack/Chock Points

130 Maintenance Section Hydraulic System

Hydraulic System General Description This section describes the functional operation of the hydraulic system and contains the procedures for performing basic maintenance and servicing of the major components within the system.

The machine’s hydraulic system consists of four independent circuits that are supplied from a common reservoir. The reservoir is pressurised to 34 kPa (5 psi) to prime the four hydraulic pumps and aid in reducing foreign contaminants into the system.

These circuits are the steering and brake circuit, the main hydraulic circuit and the auxiliary circuits for the cooling fan drive and alternator drive.

Illustration 149

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131 Maintenance Section Hydraulic System

Steering Brake Circuit

Main Hydraulic Circuit

The steering and brake circuit is supplied from a pressure compensated/variable displacement piston pump driven from a transmission pump drive. Circuit filtration is via a pressure line filter, which has a 354 kPa (51 psi) bypass feature. Oil is fed into a main steering and brake circuit manifold where a system relief pressure of 20.7 MPa (3000 psi) is provided. The circuit is split to separate steering and brake circuits. Both circuits are fitted with hydraulic accumulators which act as pressure storage. This allows the pump not to have to come on stroke with every application of the brakes or steering, also they provide a reserve for emergency applications.

The main hydraulic circuit is supplied via a fixed displacement gear pump driven drive from a transmission pump drive. Hydraulic oil is supplied to the open centre main valve bank. System relief set at 20.7 MPa (3000 psi) is provided at the inlet to the main valve bank.

The brake circuit is interlocked with the pneumatic system for automatic and manual application and release of the spring applied hydraulic release brakes. Service braking is achieved via actuation of the brake pedal reverse modulating valve. The valve bleeds pressure from the brakes proportionally to the pedal stroke, bringing the brakes on. Application of the park brake bleeds pressure through the primary and secondary pneumatically piloted park brake valves bringing the brakes on also. Opening of the operator’s compartment door interlock applies the park brake via the same method as applying the park brake valve within the operators compartment. The brake accumulator acts as pressure storage for multiple brake applications without the need to keep the pump on stroke to maintain system pressure.

The steering circuit is controlled by an orbital steer valve which pilots a hydraulic steer DCV that directs hydraulic oil pressure to the steering cylinders. Cylinder protection from external shocks is achieved by relief valves fitted in the steering DCV. The brake accumulator acts as pressure storage for brake release without the need to keep the pump on stroke to maintain system pressure.

The steering and brake system also supplies a pilot pressure, reduced to 4.5 MPa (650 psi), for manually activated pilot control of the main hydraulic circuit valve bank.

Each working section of the valve bank is fitted with 22.4 MPa (3250 psi) port reliefs. The working sections of the main hydraulic valve bank control; lift and tilt (lift arms), the winch and attachments which are fitted to PTO. These are pilot activated via a four-way joystick control lever for the lift and tilt. The winch system and PTO attachments are controlled by 2 two-way hydraulic control levers.

Relief pressure is via a separate inline port relief valves and the main relief valve all situated in the valve bank. Anti-cavitation checks are fitted to each working section of the valve.

Auxiliary Circuits The auxiliary circuit for the cooling fan are supplied by a separate pump driven from the transmission, pressure relief is by a separate inline relief valve set at 20.7 MPa (3000 psi). The fan motor receives flow at a rate of 79 lpm at 2600 RPM. Hydraulic oil is supplied through the fan motor which then returns back to tank.

The auxiliary circuit for the alternator motor is supplied by a gear pump mounted on the back of the cooling fan pump. This supplies hydraulic oil to a manifold assembly which houses a logic element that controls a flow of 19 lpm for the alternator motor RPM control. Internally there are two relief valves set at 20.7 MPa (3000 psi).

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132 Maintenance Section Hydraulic System

To adjust the steering/brake pump compensated pressure setting:

Pumps and Mountings

1.

Park the machine in a clear area, apply the park brake and install the articulation lock and chock the four wheels.

2.

With the engine running at idle, release the park brake, access the steering/brake pump by removing the transmission cover and locate the pressure compensator adjustment on the underside of the pump housing.

3.

Loosen the adjusting locking grubscrew and rotate the adjusting screw clockwise to increase the compensating pressure or counter-clockwise to decrease the compensating pressure.

4.

Pressure can be observed at either the steering or brake accumulator pressure gauges located in the operator’s compartment, alternatively a gauge may be fitted into the test port on the steering/brake manifold.

5.

When the correct pressure is set tighten the adjusting locking grubscrew.

4 2 3

1

Illustration 150 1) 2) 3) 4)

Steering Brake Pump Main Hydraulic Pump Auxiliary Pump Transmission Charge Pump

Pumps and Mountings Steering/Brake Pump (1) The steering/brake pump is an axial piston type that utilises a pressure control to provide a flat cut off in flow at an adjustable pressure level. While system pressure is below the pressure setting, flow is available from the pump. When system pressure reaches the preset value the pump is de -stroked to maintain the pressure level. The pressure compensated steering/brake pump is mounted on the rear of the main hydraulic pump and is driven via the main pump drive shaft which in turn is driven from the transmission.

The compensated pressure setting should be checked by the operator daily, by checking the pressure on the steering and brake accumulator gauges.

NOTICE To allow the gauges to indicate a reduction in pressure operate either the steering wheel or brake pedal.

Installation Pump Priming: When mounting the pump on this system the fluid level is below the mounting position, the following startup procedure is recommended.

1.

Ensure that the pump case is full of oil before starting.

2.

Charge the hydraulic tank via the recharge valve located on the top of the tank to ensure there is 50 kPa of air pressure in the tank to assist in pushing the hydraulic fluid through the suction hose. Ensure that oil is purged from case drain port on the pump.

3.

Start motor and run until pump primes or a maximum of 30 seconds. If pump does not prime in 30 seconds, stop motor and repeat until pump primes.

DO NOT run the pump if in a dry state as this will reduce its service life.

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133 Maintenance Section Hydraulic System

2

1

4 5 3

Illustration 151 1) 2) 3) 4) 5)

Inlet Port Pressure Compensator Adjustment Outlet Port Compensator Adjustment Lockscrew Case Drain Port

Main Hydraulic Pump (2) The main hydraulic pump is a single section, fixed displacement gear type that has a flow rate dependant on engine speed. Oil is fed from the suction side of the pump and directed to the pressure port via the internally rotating gear. Flow is independent of system pressure and the circuit is connected as open centre with oil passing through the main control valve and back to tank.

Auxiliary Hydraulic Pump (3) The auxiliary pump is a fixed displacement gear pump mounted to the main hydraulic pump using the same suction line supply.

The first section supplies the fan motor and is fitted with an inline relief valve set at 20.7 MPa (3000 psi) and priority valve. The second section supplies the alternator drive 20.7 MPa (3000 psi) and a logic element and a needle valve to allow flow at 19 lpm.

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134 Maintenance Section Hydraulic System

Hydraulic Tank 3

2

4

1

5 8

7

6

Illustration 152 1) 2) 3) 4)

Filler Cap Breather Cap Return Line Return Filter

Checking and Filling Hydraulic Oil

5) 6) 7) 8)

2.

Tank Level Gauge Drain Plug Inspection Cover Hydraulic Tank

Slowly unscrew the filler cap to release air pressure from the tank.

The hydraulic oil tank is integral with the rear frame chassis and located on the off driver’s side.

The oil level should be checked daily.

To check the hydraulic oil level:

The hydraulic tank is charged with 35 kPa (5 psi) of air pressure. Hot hydraulic fluid can cause burns or scalding. Wear eye protection and long sleeve clothing when accessing the oil filler cap.

1.

Ensure the lift arms and any attachment are lowered to the ground.

2.

Locate the sight gauge on the hydraulic tank side wall on the off driver’s side of the machine.

3.

Observe the oil level indicated in the sight glass. The level should be adjusted if the oil level is below the top sight glass.

Remove the filler cap and top up the hydraulic tank with clean oil to the specification.

4.

Observe the oil level on the sight glass rise as oil is added to the tank. Do not over fill.

5.

Replace the filler cap when filling is complete.

6.

The machine is equipped with an automatic precharge on the hydraulic tank.

3.

To top up the hydraulic oil level: 1.

Locate the hydraulic tank filler cap on the rear frame on the off driver’s side. The cap is accessible from outside the machine.

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135 Maintenance Section Hydraulic System

Changing Hydraulic Oil The hydraulic oil should be changed every 2000 service hours.

To change the hydraulic oil:

It is recommended the filter element be replaced on the 250 hour service. Failure to carry out this may result in return filter bypass and possible system contamination.

1.

Park the machine in a straight line and ensure all other cylinders except for the steering cylinder are fully retracted.

To replace the return filter element: 1.

2.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

3.

Release hydraulic tank pressure by slowly removing the filler cap.

Release hydraulic tank pressure by slowly removing the filler cap.

3.

4.

Remove the filler cap to allow breathing when draining hydraulic oil.

Locate the return filter housing on top of the hydraulic tank.

4.

5.

Locate the hydraulic tank drain plug on the underside of the hydraulic tank.

Undo the return filter capscrews and remove the cover. Take care not to damage the cover spigot o-ring.

6.

Place a suitable container under the drain plug. The hydraulic tank contains approximately 250 litres.

5.

Remove the filter element and dispose of it in responsible manner.

6.

Insert the new filter element ensuring the element is seated over the bottom spigot in the bowl assembly.

7.

Replace the cover and fasten the retaining bolts.

8.

Start the engine and inspect the filter housing for any signs of leakage.

7.

Remove the drain plug and allow hydraulic oil to drain out of the tank.

8.

When the oil has drained from the tank remove the inspection covers from the tank wall to enable the inside of the tank to be accessed. Clean around the floor of the tank with clean lint free rags.

9.

Replace the inspection cover and the drain plug then refill the tank.

Ensure that the hydraulic pumps are primed after refilling the hydraulic tank. Failure to prime pump will result in pump failure.

Checking and Replacing the Return Filter The hydraulic system return filter is mounted onto the hydraulic tank, on the opposite end to the filler cap, with the filter bowl assembly inside the tank.

Return oil enters the filter housing and passes through a ten micron filter element before entering the main tank. The filter element will be bypassed when the filter pressure differential reaches 172 kPa (25 psi).

Illustration 153

The return filter indicator gauge should be checked every 250 service hours as part of the hydraulic checks.

Hydraulic Return Filter Assembly

NOTICE Filter element replacement is accessed through the housing lid.

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136 Maintenance Section Hydraulic System

Steering and Brake Hydraulic Manifold The main hydraulic manifold interfaces the steering/brake pump to the steering and brake circuits. This provides steering interlocking as well as accumulator automatic drain on loss of brake release pressure. The manifold also provides reduced pressure to the controls for lift, tilt PTO and winch. Machine hosing is simplified with the manifold, providing only one tank return line, one drain return line and one pressure line connection.

The steering/brake system pressure is governed by the compensated pressure setting of the steering/brake pump. The system is set to a compensated pressure of 17.2 MPa (2500 psi).

The system is backed up by a system relief valve mounted in the main hydraulic manifold set to divert flow to tank at a relief pressure of 20.7 MPa (3000 psi). The relief valve would not factor into normal system operation however, should a system failure occur the relief valve will limit available pressure to 20.7 MPa (3000 psi).

The steering/brake system relief valve setting should be checked at 2000 service hours.

To check and adjust the relief valve setting: 1.

Park the machine in a clear area, apply the park brake and install the articulation lock and chock the wheels.

2.

With the engine running at idle access the steering/brake pump by removing the transmission cover and locate the pressure compensator adjustment on the side of the pump housing.

3.

Release the park brake.

4.

Loosen the adjusting screw lock nut and rotate the adjusting screw clockwise to increase the compensating pressure.

5.

Have an observer watch the steering or brake accumulator pressure gauge while increasing the pump compensating pressure.

6.

When the pressure approaches 20.7 MPa (3000 psi) the relief valve will operate forcing the pump to remain on stroke. If this is the case then the relief valve is correctly set.

3

1

4 2

Illustration 154 1) Brake/Steering Manifold 2) Steering Directional Control Valve

2) Steering Orbital Control Valve 3) Main Control Valve Bank

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137 Maintenance Section Hydraulic System 7.

If the pump fails to come on stroke or comes on stroke too early it will be necessary to adjust the relief valve pressure setting.

8.

Locate the relief valve on the main hydraulic manifold.

9.

Loosen the lock nut and rotate the relief valve adjusting screw clockwise to increase the relief pressure and counter-clockwise to decrease the relief pressure.

10. When the correct main relief valve adjustment is achieved tighten the adjusting screw lock nut.

11. Adjust the compensator valve back and reduce the pressure in the system to below 17.2 MPa (2500 psi) by working the steering or brakes.

12. Adjust the compensator on the steering/ brake pump screw to bring the pressure back to 17.2 MPa (2500 psi) when this is correct lock the compensator adjustment screw.

13. Refit the covers.

The main hydraulic pilot control valve, is supplied at reduced system pressure via a pressure reducing valve located in the main hydraulic manifold.

8.

Loosen the lock nut and rotate the reducing valve adjusting screw clockwise to increase the pressure, or counter-clockwise to decrease the pressure.

9.

When the pressure reaches 4.5 MPa (650 psi) the reducing valve is correctly set.

10. Tighten the adjusting screw lock nut, shutdown the machine, isolate hydraulic pressure, remove the gauge and reconnect the hose.

Ensure that all accumulator pressure is removed before disconnecting hydraulic hoses.

The drive line inside the compartment which contains the main manifold is rotating whenever the engine is running. Keep clear of the rotating parts when accessing this compartment with the engine running.

5

8 3

The pressure reducing valve setting should be checked every 2000 service hours.

6

To check and adjust the pressure reducing valve setting: 1.

Ensure the machine is isolated and tagged.

2.

Ensure that both accumulators are completely drained of oil pressure.

3.

Locate the main hydraulic manifold.

4.

Locate either port PJ or PJ-G on the main manifold block. These ports are supply ports from the manifold to the No. 1 and No. 2 twoway hydraulic control levers at reduced pressure.

5.

Remove either hose from PJ or PJ-G and install a pressure gauge with a full scale deflection of 6.89 MPa (1000 psi).

6.

With the engine running at idle observe the pressure at the gauge. This pressure should read 4.5 MPa (650 psi).

7.

If the pressure requires adjustment locate the pressure reducing valve on the main manifold.

2

4 7 Illustration 155 1) 2) 3) 4) 5) 6) 7) 8)

Relief Cartridge Pilot Operated Check Valve Check Valve Check Valve Pilot Operated 4/2 Valve Pilot Operated C-Top 4/2 Valve Pressure Reducing Valve Pilot Operated Direction Control

1

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138 Maintenance Section Hydraulic System

Steering/Brake Pump Pressure Filter

4.

Undo the pressure filter by unscrewing the filter cover from the housing.

The hydraulic steering/brake system utilises a pressure inline filter which is remote mounted adjacent to the air cleaner. Fluid enters the filter housing and passes through a five micron filter element before entering the main manifold. A pop up type blocked filter indicator is located on the filter housing cover and indicates when the filter pressure differential reaches 250 kPa (36 psi) and will bypass the filter element when the filter pressure differential reaches 350 kPa (50 psi).

5.

Remove the filter element and dispose of in responsible manner.

6.

Insert the new filter element ensuring the element is seated on the spigot.

7.

Replace the cover and tighten.

8.

Start the engine and inspect filter housing for any signs of leakage.

The pressure filter indicator should be checked daily and the filter replaced every 250 hours or if the red indicator is showing.

To check the condition of the pressure filter element: 1.

Park the machine in a clear area, apply the park brake and install the articulation lock.

2.

Locate the pressure filter housing adjacent to the air receiver.

3.

With a helper in the operator’s compartment run the engine at high idle and press the brake pedal several times to allow the brake accumulator to be drained and the pump to come on stroke.

4.

Illustration 156 Steering/Brake Pump Pressure Filter

Observe the position of the indicator on top of the housing cover when the pump is on stroke. The indicator will be in the red position if the filter is blocked. As the indicator is an auto reset type, oil flow needs to be present through the filter for the indicator to sense differential pressure.

2

Change the pressure filter element if the indicator is showing red. Failure to change the filter element will result in pressure filter bypass and possible contamination of the main manifold valves.

To replace the pressure filter element every 250 hours: 1.

Ensure the machine is isolated and tagged.

2.

Ensure that both accumulators are completely drained of oil pressure.

3.

Locate the pressure filter housing adjacent to the air cleaner.

1

Illustration 157 1) Filter Element 2) Filter Indicator

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139 Maintenance Section Hydraulic System

Steering Circuit The steering circuit consists of an oil accumulator, orbital steer valve, DCV manifold and steering cylinders, this circuit enables the machine to be articulated. The operator controls the amount of articulation via rotating the steering wheel in the operator’s compartment. As the steering wheel is rotated oil flow is delivered to the respective cylinder ports at steering/brake pump pressure. The steering cylinder is actuated at opposite ports to steer left and right, protection from external shocks is achieved by relief valves fitted in the steering DCV manifold.

Steering Accumulator The steering system accumulator provides a reserve oil at pressure to provide emergency steering should a loss of pump pressure occur and to minimise the amount of times the pump is required to come on stroke.

The accumulator has a 5.7 litre oil capacity and is of a piston type construction. Oil is fed into one end of the accumulator and is pressurised by compression of an internal piston against a precharge of nitrogen gas. The gas pre-charge pressure is preset at 6.2 MPa (900 psi). A poppet type gas valve is located at the top of the accumulator for checking and setting the precharge pressure. Access to the gas valve is via removal of a bolt on valve protector bracket.

When the bracket is removed the gas valve is available for access.

The accumulator pre-charge pressure should be checked every 2000 service hours.

The pre-charge pressure should be maintained at 6.2 MPa (900 psi) when the accumulator is drained. Stored nitrogen under pressure may cause personal injury when expelled. Wear suitable eye protection when servicing accumulator pre-charge. DO NOT attempt to access the gas valve connection unless you are suitably trained in recharging pressure vessels and accumulators.

1

2

Illustration 158 1) Oil Port 2) Gas Valve

Steering Control Valve The orbital steering valve pilots the direction of flow of oil to and from the steering cylinders through a hydraulic DCV. This is achieved at a metered rate and is unaffected by pump flow. The steering DCV is fitted with internal reliefs for the cylinder in the event of an excessive external force.

No routine servicing is required on the steering control valve assembly other than routine checking for the presence of oil leaks.

Brake Circuit The brake circuit consists of two circuits, providing independent brake and park brake actuation. The system consists of an oil accumulator, brake reverse modulating valve and an air pilot operated valve located in the main manifold.

When the engine is running the pressure compensated pump charges the accumulator to system pressure. Actuation of the park brake release directs oil at system pressure into the brake reverse modulating valve where pressure is regulated to 12.1 MPa (1750 psi) and supplied to the spring applied, pressure released brakes.

Actuation of the park brake will drain pressure and apply the brakes. Similarly actuation of the brake pedal will release brake pressure proportional to the stroke of the modulating valve push rod, actuated by the brake pedal. When the brake pedal is released oil pressure will be delivered to the brake units to a maximum of 12.1 MPa (1750 psi) as set by the reverse modulating valve.

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140 Maintenance Section Hydraulic System

Brake Accumulator The brake system accumulator provides reserve oil at pressure to allow brake release operation should a loss of pump pressure occur and to minimise the amount of times the pump is required to come on stroke when actuating the brakes.

The accumulator has a 1.9 litre oil capacity and is of a piston type construction. Oil is fed into one end of the accumulator and is pressurised by compression of an internal piston against a precharge of nitrogen gas. The gas pre-charge pressure is preset at 6.2 MPa (900 psi). A poppet type gas valve is located at the top of the accumulator for checking and setting the precharge pressure. Access to the gas valve is via removal of a bolt on valve protector bracket.

When the bracket is removed the gas valve is available for access. The accumulator pre-charge pressure should be checked every 2000 service hours.

1

2

Illustration 159 1) Gas Valve 2) Oil Port

The pre-charge pressure should be maintained at 6.2 MPa (900 psi) when the accumulator is drained. Stored nitrogen under pressure may cause personal injury when expelled. Wear suitable eye protection when servicing accumulator pre-charge. DO NOT attempt to access the gas valve connection unless you are suitably trained in recharging pressure vessels and accumulators.

Brake Valve The brake pedal operates a brake valve which delivers oil to the brake units at a pressure, set by its own regulator, and proportionally dumps this pressure relative to the stroke of its actuating push rod when the operator applies the brakes.

The brake valve is mechanically linked to the brake pedal. Application of the brake pedal will stroke the valve push rod, removing pressure from the spring applied, hydraulic released brake units back to tank. The amount of pressure removed from the brake units, hence the severity of brake application, will be proportional to the stroke of the push rod.

When the brake pedal is released maximum regulated pressure 11.4 MPa-12.1 MPa (1650 psi -1750 psi) is delivered to the brake units, releasing the brakes.

Pressure regulation and reverse modulation is achieved via internal shimming inside the valve block head. No serviceable components exist in the brake valve. If the brake head pressure, indicated by the pressure gauge in the operator’s compartment is outside the normal operating range the valve should be replaced.

A high pressure delivered to the brake heads can damage the piston seals.

1

2

A pressure below 11 MPa (1600 psi) will cause the brake plates to drag, causing heat build up and excessive wear. The brake valve should be resealed and bench tested every 5000 hours.

Brake head pressure should be checked daily.

To verify brake head pressure: 1.

Illustration 160 1) Steering Accumulator 2) Brake Accumulator

With the machine running release the park brake.

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141 Maintenance Section Hydraulic System 2.

Remove your foot from the brake pedal and record the brake head pressure on the gauge in the operator’s compartment.

15. Remove piston and sleeve assembly (5) from housing bore. Separate piston (5) from sleeve.

3.

Brake head pressure should be 12.1 MPa (1750 psi).

16. Remove o-ring (2) and backup ring (2) from sleeve.

4.

Remove and replace the brake valve if release pressure is outside this range.

17. Remove spring from housing bore.

Disassembly:

18. Remove cup (2) and backup ring (2) from piston (5).

1.

Depress pedal and remove pedal stop screw and jam nut from base. Also loosen jam nut for later removal of clevis.

NOTE: A check ball is located inside piston (5). Make sure ball is clean and moves freely. Some models use an o-ring in place of cup (2) and backup ring (2).

19. Remove plug from housing.

2.

Remove cap screws and lock washers from base.

20. Remove o-ring (2), cup (2), backup ring (2), washer, spring and guide (4) from plug.

3.

Remove e-rings from ends of pins. Remove pins.

NOTE: Some models use an o-ring in place of cup (2).

21. Remove cage (2) from housing bore.

4.

5.

6.

7.

NOTE: Some models use threaded studs, in place of pins and e-rings.

Remove set screw from pedal. Remove erings from both ends of pin.

NOTE: Not all models use e-rings.

Separate pedal and base by removing pin through clearance hole in pedal. Remove pedal and base.

Temporarily insert pin into clevis and record distance from top of pin to mounting flange of housing. This measurement will be necessary for reassembly purposes.

NOTE: Apply slight downward force on clevis while taking measurement to assure that rod is in contact with piston.

Remove clevis and jam nut from rod.

8.

Separate housings by removing cap screws and lock washers.

9.

Remove rod, piston, spring, spring and washer from housing. Remove boot (2) from housing.

NOTE: Not all models use spring or washer.

10. Remove piston, shim(s) (6) and spring (7) from housing bore. Note number of shims being removed for reassembly purposes.

22. Remove valve assembly (3) from housing bore.

23. Remove o-ring (2) from valve assembly (3).

24. Remove plug and ball (2) from housing.

Remove o-ring (2) from plug.

Assembly: Clean and inspect all parts for wear. Lubricate all rubber components from repair kit with clean system fluid.

1.

Install new o-ring (2) on plug. Install new ball (2) and plug in housing. Torque plug 88.1101.7 N-m (65-75 Ib-in).

2.

Install new o-ring (2) on valve assembly (3) and insert into housing bore. Note the direction of valve assembly.

3.

NOTE: Be sure valve assembly seat is fully seated into housing.

Install new cage (2) into housing bore.

4.

Install new o-ring (2) on plug.

5.

Insert new backup ring (2) and new cup (2) inside end of plug. Note order of back up ring and cup.

11. Remove o-ring (2) from housing bore.

NOTE: Be careful not to scratch or mark the housing bore.

12. Remove retaining ring from housing bore NOTE: Be careful not to scratch or mark the housing bore.

13. Remove retainer from housing bore.

14. Remove retaining ring (2) from housing bore.

6.

NOTE: Some models use an o-ring in place of cup (2).

Install guide (4), spring and washer in end plug. Install plug in housing and torque 54.367.8 N-m (40-50 Ib-ft).

142 Maintenance Section Hydraulic System 7.

8.

9.

Install new cup (2) and new backup ring (2) on piston (5) and insert into sleeve. Note direction of piston and sleeve.

NOTE: Some models use an o-ring in place of cup (2) and backup ring (2).

Install new backup ring (2) and new o-ring (2) on sleeve.

Install spring on piston (5).

10. Install piston and sleeve assembly (5) in housing bore. Note direction of assembly.

11. Install new retaining ring (2) in housing bore.

12. Install retainer and retaining ring in housing bore.

NOTE: Be careful not to scratch or mark housing bore 13. Install new o-ring (2) in housing bore.

14. Install spring (7), shim(s) (6) and piston in housing bore. Be sure to install the same number of shim(s) as were removed during disassembly.

15. Lightly coat inside bore of housing with graphite based grease and install new boot (2) on housing.

16. Apply graphite based grease sparingly to piston in chamfered area where rod makes contact.

17. Insert rod, piston, spring, spring and washer into housing (34).

NOTE: washer.

Not all models use spring or

18. Attach housings using cap screws and lock washers. Torque 29.8-36.6 N-m (22-27 Ib-ft).

19. Install jam nut and clevis on end of rod.

Adjust the clevis to the distance recorded during disassembly. Lubricate all bushings and pins with graphite based grease before assembling the pedal and base.

20. Fully depress pedal and torque jam nut 27.132.5 N-m (20-24 Ib-ft) against clevis.

21. Install pedal stop screw and jam nut.

NOTE: With pedal in the release position, adjust pedal stop screw and jam nut so there is .38 mm-.76 mm (.015"-.030") of clearance between the pedal and top of pedal stop screw. Torque jam nut 27.1-32.5 N-m (20-24 Ib-ft).

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143 Maintenance Section Hydraulic System

5

6

1

4

1

1

2

3

1

Illustration 161 Kit - Complete Rebuild - Brake Valve 1) 2) 3) 4) 5) 6)

Kit - Seal - Brake Valve Valve - Ball Assembly - Brake Valve Guide Assembly - Brake Valve Piston Assembly - Brake Valve Shim Kit Brake Valve Spring

Items not identified can not be sold individually

EM008501

144 Maintenance Section Hydraulic System Park Brake The park brake is operated via the operator’s compartment via push button 3/2 DCV. Application of the park brake (or release of the door interlock) removes pneumatic pressure from the primary and secondary park brake valves in the hydraulic control circuit, relieving the pressure within the brake units and draining back to tank.

The pneumatic pilot signal to the park brake valves is in parallel.

Testing of the primary and secondary park brake valve operation should be carried out during the 50 hour weekly offline mechanical inspections.

The following test procedure should be used to verify the operation of the primary and secondary pneumatically piloted park brake valve.

15. Isolate the machine as per site rules.

16. Reconnect the pneumatic pilot line to the secondary park brake valve.

17. Remove machine isolation as per site rules.

18. Start the machine.

19. With the machine running, release the park brake. Verify that both the primary valve gauge and brake head gauge (secondary valve gauge) are indicating a minimum of 11300kPa. 20. Apply park brake and shutdown the machine 21. Ensure that brake and steer accumulator pressure has bled down to zero.

1.

Ensure that the machine is on flat level ground.

Machine must be placed out of service until a problem is rectified if the primary or secondary valve gauges fail to indicate zero pressure when tested as above.

2.

With the machine running, release the park brake. Verify that both the primary valve gauge and brake head gauge (secondary valve gauge) are indicating a minimum of 11300kPa.

1

3.

Apply the park brake.

4.

Verify that the primary valve gauge reads zero. This indicates that the primary valve within the brake/steer manifold is operating correctly.

5.

Shutdown the machine. Ensure that brake and steering accumulator pressure has been bled down to zero.

6.

Isolate the machine as per site rules.

7.

Locate the secondary park brake valve.

Valve is mounted externally underneath brake/steer manifold.

8.

Disconnect the pneumatic pilot line to the valve capping the air line. Plug the pneumatic pilot port of the valve.

9.

Remove machine isolation as per site rules.

10. Start the machine.

11. Release the park brake.

12. Verify that the primary park brake gauge reads 11300kPa minimum.

13. Verify that the brake head gauge (secondary valve gauge) reads zero. This indicates that the secondary valve is operating correctly.

14. Shutdown the machine. Ensure that brake and steering accumulator pressure has been bled down to zero.

2

Illustration 162 1) Secondary Valve 2) Secondary Valve Pneumatic Pilot

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145 Maintenance Section Hydraulic System

1 2

3 4

Illustration 163 1) 2) 3) 4)

Brake Head Gauge (Secondary Valve Gauge) Primary Valve Gauge Secondary Valve Primary Valve

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146 Maintenance Section Hydraulic System Brake Heads

Main Control Valve Bank

The brake head units are located behind each wheel.

The main control valve bank is a open centre, four section configuration, supplied from the main pump. Oil flows through the main control valve bank and returns to tank whenever the engine is running. The oil flow rate is proportional to the engine speed as the pump is a fixed displacement type. The main relief, set at 20.7 MPa (3000 psi), is via an adjustable valve located on the inlet section of the main control valve bank. Each of the two working sections are fitted with individual port reliefs set at 22.4 MPa (3200 psi).

The brakes are released by supplying oil from the brake valve at a pressure of 12.1 MPa (1750 psi).

This pressure is shown in the operator’s compartment on the brake head pressure gauge.

Pressurised oil is supplied to the brake heads via the brake; this oil exerts pressure against the springs by means of a piston in the brake heads.

When the brake is applied oil is dumped back to tank and the springs in the brake head force the pressure plate against the friction disc thus applying the brakes.

2 1

The winch and PTO controls provide pilot pressure to activate the main control valve bank respective working sections. Pilot pressure activates the main valve bank spool and directs oil from the main pump to the outlet ports of the actuated section. When pilot pressure is removed the spool returns to centre.

The main relief valve setting should be checked every 2000 service hours.

To check and adjust the main relief valve: 1. Ensure the machine is isolated and tagged.

2.

Locate the main valve bank at the articulation joint on the front frame assembly.

Illustration 164

3.

1) Brake Seals 2) Hydraulic Release Pressure In

Install a system pressure gauge 0-4000 psi on the inlet side of the main control valve.

4.

Run the machine at low idle and operate the lift function down until the lift arms drive again the mechanical stop.

5.

With the lift arm tilt in hydraulic stall it should read between 20 MPa and 21.4 MPa (2900 psi and 3100 psi).

6.

If the pressure requires adjustment locate the main relief valve on the inlet section of the valve bank.

7.

Loosen the lock nut and rotate the relief valve adjusting screw clockwise to increase the pressure and counter-clockwise to decrease the pressure.

8.

When the pressure reaches 20.7 MPa (3000 psi) the relief valve is correctly set.

9.

Tighten the adjusting screw nut once the correct pressure has been set.

Ensure that all accumulator pressure is removed before disconnecting hydraulic hoses.

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147 Maintenance Section Hydraulic System

1

2

Illustration 166

RAS Attach and PTO Circuits Illustration 165 1) Main Relief Valve 2) Work Port Relief Valves

Tilt and Lift Circuits The tilt and lift circuits are controlled by the fourway joystick control lever, operating the first two sections of the main valve bank. Pilot oil is delivered to the actuating ends of the relative valve bank working section and operates the main valve bank spool. This spool diverts main hydraulic pump flow into the cylinder lines and the load develops pressure to actuate the cylinders at the pump flow.

Both tilt and lift cylinders are fitted with over centre valves for load hold should hydraulic pressure be removed from the system through hose failure or otherwise. These over center valves are set to relieve at 21 MPa (3050 psi).

The function of the over centre valves can not be confirmed in situ. It is recommended that the over centre valve be removed from each cylinder every 2000 service hours and bench tested.

Ensure that the lift arms are lowered completely to ground level and are resting on the stops or the lift arm lock pins are installed before removing cylinder over centre valves.

Removal of these valves removes the machine ability to hold load. Removal of the over centre valves when the cylinder is loaded will force pressurised oil from the open port when the valve is removed.

The RAS attach and PTO circuits are controlled by two 3 position pilot valves. Pilot oil is delivered to the actuating ends of the relative valve bank working section and operates the main valve bank spool. This spool diverts main hydraulic pump flow into the RAS lines and the system develops pressure to actuate the cylinders.

The RAS attach control engages the RAS lock tongue and disengages the tongue when the implement release valve is operated. The RAS attach lines are coupled to the RAS lock tongue manifold (located on the RAS lift plate) via quick connect couplings. Once the tongue is engaged these lines are removed and can be used as a second PTO set or connected to the dummy couplings for easy storage.

The PTO circuit operates in the same manner as the RAS attach circuit.

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148 Maintenance Section Hydraulic System

Alternator Circuit and Cooling Fan The auxiliary circuits for the cooling fan are supplied by a separate pump driven from the transmission, pressure relief is by a separate inline relief valve set at 17.2 MPa (2500 psi). The fan motor receives a constant flow of 79 lpm at 2600 RPM, hydraulic oil is supplied through the fan motor which then returns back to tank.

This supplies hydraulic oil to a manifold assembly which houses a logic element that controls a flow of 19 lpm for the alternator motor RPM control.

Internally there are two relief valves set at 17.2 MPa (2500 psi).

Hydraulic oil is supplied through the alternator motor and then back to tank.

Illustration 168 Logic Element

Illustration 167 RAS Attach Lines

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149 Maintenance Section Electrical System

Electrical System

Electric Lighting Components

General Description

Lighting

The electrical system is a flameproof system consisting of a power supply (alternator), an hour meter, pressure switches and four 7 W LED headlight assemblies. The system is interconnected with approved cabling covered in fire resistant, anti-static protective hose.

A self-excited 12 V dc alternator is coupled to a hydraulic motor driven from a pump coupled to the transmission. The motor turns the alternator within a specified speed range to deliver optimal power to the headlights. The lights are only operational when the engine is running.

Only suitably qualified personnel should service and inspect flameproof electrical components to ensure that the electrical system explosion protection properties remain in the approved and/or certified condition.

Care and Maintenance Daily: 1.

Visually inspect the headlights for correct operation.

2.

Wipe headlight lenses clean and remove any built up debris around the housings.

3.

Check lenses for cracks and damage and ensure that the retaining bolts are in place.

Auto Switching Box The auto light switch box controls the automatic switching of the lights via transmission oil pressure from the forward and reverse clutch packs.

Care and Maintenance Daily: 1.

Visually inspect the headlights for correct operation.

2.

Wipe headlight lenses clean and remove any built up debris around the housings.

3.

Check lenses for cracks and damage and ensure that the retaining bolts are in place.

Servicing Servicing of flameproof electrical components should be conducted in accordance with the mine statutory maintenance schemes.

The following is recommended.

Every 250 service hours:

Illustration 169

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per 50 hour service.

3.

Visually inspect cable gland/hose termination on the rear of the headlight for any damage and security.

4.

Verify security of the headlight retaining bolts by hand tightening.

5.

Record inspection as required.

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150 Maintenance Section Electrical System Every 1000 service hours:

Servicing

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per 250 hour service.

Servicing of flameproof electrical components should be conducted in accordance with the mine statutory maintenance schemes.

3.

Remove the covers from each headlight and inspect the electrical connections for signs of heating or fatigue.

4.

Clean out interior as required, check the condition of the spigot flame paths and reapply approved fluid film to the spigot flame paths.

The following is recommended.

Three monthly or every 250 service hours (Code B external examination): 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per 10 hour service.

3.

Visually inspect cable gland/hose termination on the rear of the housing for any damage and security.

Every 2000 service hours:

4.

Verify security of the cover retaining bolts by hand tightening.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

5.

Record inspection as required.

2.

Carry out inspection as per 1000 hour service.

Six monthly or every 500 service hours (Code C semi internal examination):

3.

Remove the covers from each headlight, dimensionally inspect the spigot flame paths against the certification drawings.

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

4.

Ensure the cable gland/hose connection is secure.

2.

Carry out inspection as per 250 hour service.

3.

Remove the cover from the housing, inspect the electrical connections for signs of heating or fatigue.

4.

Clean out interior as required, check the condition of the flame paths and reapply approved fluid film to the flame paths

5.

This electric meter is mounted on the off driver’s side at the rear of the machine. Use the hour meter to determine servicing intervals.

Secure the cover retaining bolts by hand tightening.

6.

Record inspection as required.

Care and Maintenance

Twelve monthly or every 1000 service hours (Code C1 internal examination):

Daily or every 10 service hours (Code A external examination):

1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

1.

Visually inspect the hour meter for correct operation.

2.

Carry out inspection as per 500 hour service.

3.

2.

Wipe lens clean and remove any built up debris around the housing.

Remove the cover from each housing, dimensionally inspect the flame paths against the certification drawings.

4.

Ensure the cable gland/hose connection is secure.

5.

Verify approval/certification number against the mine log.

6.

Record inspection as required.

5.

Secure the headlight retaining bolts by hand tightening.

6.

Record inspection as required.

5.

Verify approval/certification number against the mine log.

6.

Record inspection as required.

Engine Service Hour Meter

3. Check lens for cracking or other damage, ensure that the retaining bolts are in place.

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151 Maintenance Section Electrical System

Electrical System Troubleshooting The following electrical system troubleshooting guide is intended to provide basic guidance for analysing faults and determining probable causes.

The electrical system must only be serviced by suitably trained and authorised personnel.

This is a flameproof electrical system. DO NOT energise the electrical system with covers removed in the mine’s hazardous or potentially gassy atmosphere.

Table 15 Symptom One light is not illuminated when the engine is running

All headlights not illuminated when the engine is running

Probable cause

Caused by

Remedy

Blown headlight bulb

Fatigue

Replace suspect LED

Faulty connections in headlight housing

Vibration fatigue or heat damage

Inspect connections and repair as required

Blown supply fuses in alternator

Short circuit

Locate fault, rectify and replace fuse(s)

System overload

Check load and remove excess (Note system maximum load of 20A)

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152 Maintenance Section Electrical System

Alternator and Drive Assembly

1.

Secure the cover retaining bolts by hand tightening.

General Description

2.

Record inspection as required.

The alternator self-excites when electro magnetic field (EMF) is produced by the rotating magnetic field. This alternating current is rectified and regulated internally and is protected by 32A HRC fuses before leaving the enclosure via cable gland connection. The alternator is hydraulically driven by means of a hydraulic motor and drive coupling.

Every 5000 service hours: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per 2000 hour service.

3.

Remove the cover from the housing, dimensionally inspect the spigot flame paths against the certification drawings.

4.

Ensure the cable gland/hose connection is secure.

Daily:

5.

Verify approval/certification number against the mine log.

Visually inspect the housing for damage, ensure that the retaining bolts are in place.

6.

Record inspection as required.

Alternator Assembly Care and Maintenance

Servicing: Servicing of flameproof electrical components should be conducted in accordance with the mine statutory maintenance schemes.

The following is recommended.

Every 1000 service hours: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per daily service.

3.

Visually inspect cable gland/hose termination on the alternator housing for any damage and security.

4.

Verify security of the cover retaining bolts by hand tightening.

5.

Record inspection as required.

Every 2000 service hours: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Carry out inspection as per 1000 hour service.

3.

Remove the cover from the alternator, inspect the electrical connections for signs of heating or fatigue.

4.

Clean out interior as required, check the condition of the spigot flame paths and reapply approved fluid film to the spigot flame paths.

1

Illustration 170 Hydraulically Driven Alternator Arrangement 1) Reset Button Behind Plug 2) Viewer Lens

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153 Maintenance Section Electrical System

Alternator Drive Assembly

Diesel Control System (DCS)

Every 250 service hours check the condition of drive coupling from the hydraulic drive motor to the alternator.

General Description

To check drive coupling: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Remove coupling guard.

3.

Check wear on plastic drive coupling and check alternator and pump sprockets are tight.

The DCS checks for several alarm conditions on the machine, both prior to starting, and during operation.

If a hazard is detected, it will:

NOTICE No lubrication of the alternator coupling is required.

1

Hydraulically Driven Alternator and Motor Arrangement 1) Flameproof Alternator 2) Drive Coupling Under Cover 3) Hydraulic Motor

1.

Either not allow the machine to start, and or,

2.

Will shut down the machine and show a message on the display.

If methane in the atmosphere reaches a predetermined low (but still safe) level, the DCS system will alert the driver to the likely danger with an alarm.

If the methane level in the atmosphere reaches a pre-determined high (and dangerous) level, the DCS will shut down the machine's engine and indicate the reason for the shutdown.

2

Illustration 171

Diesel Control System is an electronic methane and engine monitoring shutdown system.

3

The shutting down of the machine is effected via a solenoid valve that controls the pilot air pressure for the shutoff cylinder on the machine.

Should there be a malfunction in the solenoid circuit, the operator is also alerted with a message and advised to perform a manual shutdown of the machine.

EM008501

154 Maintenance Section Electrical System The DCS is comprised of ; 2

1.

Control Unit,

2.

Sensors and Switches,

3.

Two Wiring Looms

4.

A small Display (operator interface)

5.

A Methane Sensing unit.

1

3 Illustration 173 1) Programming Port 2) Breather

2 1

1

2

4

Illustration 172 1) 2) 3) 4)

Sensor Switches Wiring Looms DCS Controller DCS Display

Control Unit The control unit is the Central Hub/Controller for the DCS system.

Two sensor looms connect to a matrix board inside the control unit

3 Illustration 174

 1 x engine  1 x operator cab

1) Battery 2) Power Module 3) Matrix Board

Beneath the matrix board is the control board, which contains the;

Power Supply

 Processor

The Power Supply is housed in the main control unit.

 Program flash  Operational circuitry The DCS battery and power module (Power Supply) also reside inside the control unit.

The control unit is constructed of stainless steel and its lid is fastened with special fasteners.

A programming port is located on one side.

It is an Intrinsically Safe 12 Volt DC Dry, vented, lead acid Battery that is charged by the alternator via encapsulated safety circuits.

When fully charged, the battery can operate for a minimum of 6 hours.

The battery will run the system for a number of hours if not charged from the alternator but after 30 minutes there will be a shutdown of the system

EM008501

155 Maintenance Section Electrical System The discharge characteristic of the DCS battery is very non-linear, that is, the voltage will remain stable between 12-13VDC for a long time (several hours) before falling rapidly.

If the battery becomes highly discharged, either supply charge from the machine's alternator or manually supply charge to the battery.

The DCS supply voltage can be viewed from the DCS display whilst turned on, this can be found in the system variables screen.

Illustration 175

The power supply cable is part of the control unit assembly explosion protection property and should not be removed from the control unit.

156 Maintenance Section Electrical System

DCS Looms There are two wiring looms connected to the main control unit

Illustration 176

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157 Maintenance Section Electrical System

DCS Sensors

4-20 mA Input

The DCS sensors provide the necessary information for the DCS to monitor before and during engine operation.

The pressure transducer input is a 4-20 mA (0-10 bar) sensor

The sensors can be arranged into three categories:

If the system receives a current input of less than 3.5 mA, a sensor short circuit will be indicated.

1.

Simple switches

A current greater than 20.2 mA will be indicated as an open circuit fault.

2.

RTD's (resistance temperature detector)

4 – 20 mA sensors are:

3.

4-20mA analogue sensors.

1.

Engine oil pressure sensor

DCS Sensors - Switches

2.

Methanometer.

Switches are resistance inputs configured as digital inputs.

Engine Coolant Level Sensor

Each switch device has a resistor network with 220 ohms in parallel and 220 ohms in series with the switch to allow the on/off/ fault state to be monitored.

Digital inputs are displayed as follows: Table 16 Resistance

Description

Display

R ≤ 90 Ω

Short Circuit

SC

90 < R ≤ 130 Ω

Switch Closed

o-o

130 < R ≤ 190 Ω

Termination Fault

TF

190 < R ≤ 240 Ω

Switch Open

o/o

R > 250 Ω

Open Circuit

OC

The engine coolant level sensor is located in the engine make up tank adjacent to the engine. This sensor monitors the engine coolant level and will shut the machine down by stopping power to the solenoid valve. This valve will open exhausting air pressure from the system thus the fuel shutdown cylinder will close the fuel rack, this closes of fuel to the engine and shuts the engine down. There is no need for routine calibration of the coolant level sensor as long as routine testing is carried out daily.

Sensors RTD Resistance Temperature Detectors RTD’s are devices that measure temperature.

The hotter they become, the larger or higher the value of their electrical resistance.

Illustration 177

 The valid temperature range is from ;

Engine Coolant Level Sensor

 -20 °C to 200 °C (92 to 176 ohms).

Engine Oil Pressure Sensor Testing

If a reading is below 90 ohms a short circuit on the sensor will be indicated.

The engine oil pressure sensor is located under the dash panel in the line to the engine oil pressure gauge. There is no need for routine calibration of the oil pressure sensor as long as the correct operation is verified at start up.

A reading of over 176 ohms will cause an open circuit fault on the sensors.

EM008501

158 Maintenance Section Electrical System A test valve is located in the operator’s compartment to verify the oil pressure sensor is operating correctly. This will shutdown the machine by blocking oil pressure to the transducer and drain the remaining oil pressure at the transducer to the engine sump. The DCS will then shut the engine down.

Illustration 180

DCS Display Unit Illustration 178 Engine Oil Pressure Sensor

The DCS system includes a small (75mm) multilanguage display unit. located on the dash panel.

Arrow keys and Menu and Enter keys for interaction.

The display provides textual information about the status of the system, as well as all inputs and outputs.

Illustration 179 Engine Oil Pressure Test Button Test Valve

Low Hydraulic Oil Sensor The low hydraulic oil level sensor is located on the inspection cover of the hydraulic tank, when the oil level drops below the prescribe level the machine will shutdown by stopping power to the solenoid valve. This valve will open exhausting air pressure from the system thus the fuel shutdown cylinder will close the fuel rack. This stops the fuel to the engine and shuts the engine down.

Illustration 181

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159 Maintenance Section Electrical System

1

2

3

Display Illustrations System Off The DCS wakes occasionally from a power saving sleep mode to check the state of the Power Up Pressure Switch.

If the PUPS has an open to close transition (edge triggered), the DCS will latch on the DCS battery supply to power the controller CPU. It will then transition to the System Startup Check.

Note: Nothing is displayed in the System Off state.

Illustration 182 1) Engine 2) Sensor 3) Methane Table 17 E n g i n e

Green indicates the engine is ready to be started.

S e n s o r

Green indicates all sensors are functioning properly.

M e t h a n e

Red indicates the engine has been stopped, or is not permitted to be started.

Flashing red indicates the DCS is attempting to stop the engine.

Flashing red indicates a fault has developed with a sensor or its wiring.

Illustration 183

Extinguished indicates the Methane Sensor is not ready to give a reading (or DCS is inactive).

System Startup Check

Green indicates a safe methane level (below 0.5%).

When the DCS is activated by the Power Up Pressure Switch, the DCS powers up and performs a self-check.

Red indicates a warning that the methane level is high (> 1%).

Flashing red indicates the methane level is unsafe and the machine is shutting down (>1.25%).

This self check includes verifying that a valid configuration is stored in memory.

This display screen also appears if the DCS is supplied trickle charge from the alternator while in the System Off state.

The three colour indicators will flash orange to indicate this.

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160 Maintenance Section Electrical System Latched Trip

If the methane level following the Methane Sensor Warm Up is unsafe, or if a trip has not been reset since an unsafe level occurred, the Latched Trip state is displayed.

Machine starting will be disabled until the latch trip is cleared using the deputy override switch (Only by a mine official and according to the site rules for using the deputy override switch).

If there is no latched alarm, the DCS will transition to the Pre- Run Check.

Illustration 184

System Startup Check Fail Screen is displayed if the configuration file ; 1.

Is invalid,

2.

Fails to load,

3.

Or if the control unit is corrupt.

The three colour indicators will flash red to indicate this. Sometimes powering off the DCS by opening the PUPS, and then closing the PUPS to start over will fix the problem, if the configuration was not loaded successfully. Otherwise, the control unit may require reprogramming, repair, or replacement

Illustration 186

Pre Run Check During the pre-run check, the display lists any inputs (sensors) that are preventing the check from passing.

The display will also show the time remaining for the problem to be solved or passed.

If the time expires, the DCS will power down.

This screen will not be seen if the pre-run check conditions are satisfied immediately upon entering this state.

Illustration 185

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161 Maintenance Section Electrical System

Illustration 187

Illustration 188

Table 18

Engine Running

Sensor Name

Value Required to Pass Check

Engine Coolant Level

Closed – ‘o-o’

Engine Coolant Temp

Less than 105 °C

Turbo Surface Temp

Less than 145 °C

Exhaust Outlet Temp

Less than 70 °C

Methane

Less than 0.5%

Scrubber Level 1

Closed – ‘o-o’

Scrubber Level 2

Closed – ‘o-o’

Ready To Start The engine is ready to be started.

The DCS will consider the engine to be started and running if any of the following conditions are TRUE: Table 19 Sensor Name

Value to Show Running

Alternator ON

Supplying Current

Engine Oil Pressure

Greater Than 0.7Bar

While the engine is running, a safety check is constantly performed.

During this safety check any relevant warnings are listed on this display screen.

A countdown is displayed with the time remaining to start the engine.

If the machine is NOT started before the countdown expires, the DCS will power down and turn off.

If the countdown timer expires, the operator can press the UP button to return to the Ready to Start state (and restart the countdown timer).

To avoid a failed start, do not crank the engine if there is less than five seconds remaining on the countdown timer.

Illustration 189

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162 Maintenance Section Electrical System A list of alarms and trips may be displayed – if the trips remain tripped for a pre-defined amount of time, the engine will be shutdown.

Table 20 Sensor Name

Value That Will Cause Alarm

Alternator

Off (Not supplying current)

Engine Coolant Temp

Greater than 100 °C

Turbo Surface Temp

Greater than 145 °C

Exhaust Outlet Temp

Greater than 65 °C

Hydraulic Oil Level

Open – ‘o/o’

Methane

Greater than 1. % Illustration 190

Table 21

Manual Engine Shutdown Sensor Name Alternator

Value That Will Cause Trip Off (Not supplying current)

Engine Coolant Level

Open – ‘o/o’

Engine Coolant Temp

Greater than 105 °C

Engine Oil Pressure

Less than 0.7 Bar

Methane

Greater than 1.25%

Scrubber Level 1

Open – ‘o/o’

Scrubber Level 2

Open – ‘o/o’

This state occurs if a fuel based engine shutdown fails (or fails to be observed by the DCS).

A message instructs the operator to perform the emergency manual shutdown procedure.

1.

Manually shift the On/Off switch to the Off position, if this fails to stop the engine;

2.

Operate the Emergency Engine Intake Shutoff Valve.

Fuel Based Engine Shutdown The DCS is attempting to stop the engine by cutting the fuel supply to the engine (deenergising the fuel solenoid).

In the screenshot, the DCS has detected the engine is still running.

If this does not cease within the time period shown, the operator will be prompted to follow the emergency manual shutdown procedure.

(Provide a manual engine shutdown).

Illustration 191

Engine Stopped This state occurs after the engine is stopped or if timeout waiting for engine to start.

The DCS will consider the engine to be stopped if all the following conditions are TRUE:

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163 Maintenance Section Electrical System Table 22 Sensor Name

Value to Show Running

Alternator OFF

Not Supplying Current

Engine Oil Pressure

Lower Than 0.7Bar

A power down countdown timer is displayed, during which the operator can press UP to restart from the Pre-Run Check state.

MENU

BACK

ENTER

FORWARD

Illustration 193 Illustration 192

DCS Display Menus The operator can press the MENU button at any time to access other display screen menus for more specific system information.

Pressing the ENTER button in a menu will progress into the selected menu or screen, and pressing the MENU button will return to the previously displayed menu or screen.

Instructions for common tasks, such as sensor and DCS battery troubleshooting and changing the language, time and date, and using the DCS logs, are also presented in this section.

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164 Maintenance Section Electrical System DCS Sensor Troubleshooting A faulty or suspicious DCS sensor may be investigated from the DCS display.

To view a sensor value, press MENU and then select 'Digital Input Status' for switches, 'RTD Input Status' for RTD's (temperatures), or 'Analogue Status' for 4-20mA sensors (pressure transducers and methane sensor).

Additional information is available from the 'Diagnostic' menu (choose 'Resistance Input' for switches and RTD's, or 'Analogue' for 4-20mA inputs).

In general, if a sensor is observed to be open circuit, its value will be substituted with the text 'OC', if it is short circuit then 'SC' will be displayed. If any DCS sensors are faulty then the red 'Sensor' indicator lamp will blink red.

MENU Status Display

MENU Main Menu Digital Input Status

ENTER

ENTER

Digital Input Status RTD Input Status Analogue Status System Variables Log Utilities System Set Up Diagnostic Illustration 194

DIGITAL INPUTS Engine Coolant Level

o-o

Exhaust Coolant Flow

o-o

FT Handle Interlock

o-o

FT Body Interlock

o-o

Hydraulic Oil Level

o-o

Deputy Switch

o/o

Main Air Switch

o/o

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165 Maintenance Section Electrical System

MENU Status Display

MENU Main Menu RTD Input Status

RTD Input Status Displays Temperatures Configured in degrees Celsius; °C

ENTER

ENTER

MENU Main Menu Analogue Status

Analogue Status Engine Oil Pressure

0.6 Bar

Methane

0.37%

ENTER Illustration 195

MENU Status Display

MENU Main Menu Diagnostic Resistance Inputs

Resistance Inputs Pages 1-4 All configured resistances and values

ENTER

ENTER

MENU Main Menu Diagnostic Analogue Inputs

Analogue Inputs Pages 1-4 All configured resistance and values

ENTER

Illustration 196

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166 Maintenance Section Electrical System DCS Battery Troubleshooting The DCS display provides information about the DCS battery or alternator voltage and charge/ discharge current.

This information can be used to establish the health of the battery and whether or not it is charging correctly.

To view the DCS battery voltage, while the engine is not running press MENU, then scroll down (DOWN button) to 'System Variables', then scroll down to view 'Battery Voltage'.

To view DCS battery charge/discharge current, press MENU, then scroll down (DOWN button) to 'System Variables', then scroll to view 'Battery Current'. If the system is receiving charge, the Battery Current will have a positive value; if discharging it will have a negative value.

The DCS battery should be charging whenever the alternator is excited.

MENU Status Display

MENU

SYSTEM VARIABLES Alternator

Main Menu System Variables

Off

Fuel Solenoid DeEn.

Air Solenoid

ENTER

DeEn.

Digital Output 1

En.

Digital Output 2

En.

Digital Output 3

DeEn.

Battery Current

0.28A

Battery Voltage

14.4V

ENTER

Battery Temperature 25ºC Illustration 197

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167 Maintenance Section Electrical System Initialise Log Memory This feature clears out the entire DCS log history.

Initializing the DCS log memory is part of the PROGRAMMING DCS FIRMWARE procedure (PRO-0234).

To initialise the log memory, press MENU -> Log Utilities -> Initialize Log Memory.  Press ENTER to begin when prompted.  Turn off the main air (PUPS).

The DCS will turn off automatically when the log has finished initializing.

Initialise Log Memory This feature clears out the entire DCS log history.

To initialise the log memory, press MENU -> Log Utilities -> Initialize Log Memory.  Press ENTER to begin when prompted.  Turn off the main air (PUPS).  The DCS will turn off automatically when the log has finished initializing.

MENU Status Display

MENU Main Menu Log Utilities

ENTER

ENTER

Log Downloads

ENTER LOG UTILITIES

Press ENTER to begin

View Log On Screen Upload Log Initialize Log

Log Initialisation

ENTER Press ENTER to begin Initialising Log May take up to 5 minutes All entries will be erased!

Illustration 198

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168 Maintenance Section Electrical System DCS Display Language A multi-language display supports English and simplified Chinese texts.

To change the language, choose MENU -> System Setup -> Language Setup, and choose English or Chinese from the list. Press ENTER on the selection to save it as the current display language DCS Time and Date To set time and date, choose MENU -> System Setup -> Set Clock from the display menu. Use the up/down buttons and the Enter button to set the time and date, respectively. Essential for event logging.

Version Information Choose MENU -> System Setup -> System Information, for a list of the DCS serial number, configuration version, firmware version.

MENU Status Display

MENU Main Menu System Setup

Language Selection 1 English 2 Chinese

Modbus Comms (bps) 19200 9600 4800 2400

ENTER

ENTER Set Date & Time

SYSTEM SETUP

Date: Time:

Language Setup Communication Port Set Clock Backlight Intensity System Information

Backlight Intensity 100% 75% 50% 25% 0%

System Information CL210 LHD 99999 S/W Version 9.9 Sept 09 099 Illustration 199

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169 Maintenance Section Electrical System

System Operation 1.

Position the on/off toggle switch to the on position: This will activate the DCS electronics. The system will display “Waiting for methane sensor warm up” and the methane LED will be illuminated. After approximately 15 seconds the screen display will read “Pre run checks” while the DCS checks that the system is ready to start.

Once this is completed the screen will display “Waiting for start”. The engine can now be started. If the engine is not started within 30 seconds the DCS will shut itself down. To restart the system toggle the on/off toggle switch to off then back to on.

Illustration 200

Illustration 201

2.

Start the engine: Activate the engine start button. After the engine has started, the display will read “Engine running”.

3.

After starting the engine if the alternator is not charging the engine will run for a predetermined period of time before shutting down.

4.

Drive machine normally.

5.

Shutdown: When finished with the machine, toggle the on/off toggle switch to the off position. This will deactivate the DCS electronics, thus cutting power to the solenoid and shutting off pilot air pressure to the fuel shut off cylinder and the engine will stop.

6.

After a shutdown whether by the operator or an engine trip, if the up or down arrows are pressed the system will return to “Waiting for start” providing no trip conditions are still active.

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170 Maintenance Section Electrical System

Instructions for Diesel Control System Methane Sensing Head

Commissioning and Calibration

Purpose

Commissioning is the performance of initial checks, adjustments and calibration prior to placing the system in operation for the first time.

Calibration, however, is not limited to performance of commissioning. Calibration is also performed throughout the life of the system on a periodic basis and after major repairs to the system.

The DCS methane sensing head is designed as part of the electronic monitoring system. Its purpose is to detect methane in the surrounding air and to signal the condition of the air to the DCS main control board. The control board can then alert the operator of the machine to a potentially hazardous low alarm level of methane, or can shutdown the machine if the concentration has reached a high alarm level. The concentration levels at which the low and the high alarm signals are given are set up during calibration by means of two adjusting buttons in the side of the head.

General The head is an intrinsically safe encapsulated device that is connected to the main control board of the DCS system. It is powered by the intrinsically safe supply of the DCS. The alarm signals are not latching within the head. After the methane level drops, the alarm signal soon disappears, but the high alarm signal shuts down the machine, this can be construed as a latching effect because the machine then has to be manually restarted.

Do not disassemble the sensor whilst in the hazardous area or use a sensor that has a damaged housing in the hazardous area.

Introduction

During commissioning and subsequent recalibration, it is vital to ensure that procedures are followed to prevent any abnormal sensor signal from initiating any fault, warning or alarm status indicator, or equipment control function. Consult the relevant control unit manual for details of how to do this.

The instruments supplied as complete units have already been calibrated at the factory prior to delivery. However, before putting the system into operation, it is important to check the calibration.

This is especially important if the instruments are commissioned some time after delivery.

Preliminary Checks Perform the following preliminary checks: 1.

Verify that all connections are correct and complete as detailed in the AMP Control Manual.

2.

Apply power to the system.

3.

Check that voltage applied to the Amplifier PCB is 12V DC.

Gasguard Display Panel To assist in fault finding the Gasguard display panel will indicate the following: Table 23

Illustration 202

Display

Description

-777

There is no sensor plugged into the amplifier

-888

Sensor is faulty/expired

-999

Amplifier needs reconfiguration

Er

Error has occurred

CAL

Calibration mode initiated (display blinks when in calibration mode)

SAU

Calibration settings have been saved

PU

Powering Up

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171 Maintenance Section Electrical System System Calibration Before the start of calibration, the system should be left in a powered up operational (no fault) state to allow the gas sensors to stabilise. However, if such a delay is not practical, observe the meter indications with the sensor in a gas free atmosphere, until there is no appreciable meter movement for a period of time. The system should then be sufficiently stable to allow calibration.  Calibration of sensors can only be achieved by using the appropriate gas. That is the gas that the sensor is designed to detect. A calibration gas should ideally be about 50% of full scale of the relevant monitor. However, sometimes, due to practical restraints and safety reasons, the gas may be 20% or less of full scale. While calibration at such a low level is not ideal, the resulting inaccuracies are usually within the safety tolerances for the system.  For toxic gas detection, if reading inaccuracies cannot be avoided, they should always be on the high side for safety reasons.

For example, with an actual gas density of 50 PPM, the system may safely display 53 PPM. The opposite is true of oxygen detection; the inaccuracies should always be on the low side. For example with an actual oxygen density of 20.9% in volume of air, the system may safely display 20% volume. As calibration gases have a tolerance, it is advisable to adjust the system to the highest reading (toxic gases) or lowest reading (oxygen) in this tolerance to maintain an assured safety margin.  Calibration gas should be applied to the sensor at a rate of approximately 0.5 to 1.0 litre per minute. It is not advisable to leave the gas flow on the sensor any longer than is needed for the output to stabilise and the calibration adjustment to be made. Note that with some gases, the sensor takes considerable time to reach zero after the gas has been removed. While the output should drop to less than 10% of the applied gas level within several minutes, the last drop to zero could take hours under some conditions.

Because of this, do not readjust to zero for some hours after span calibration.

1

4

2

5

3

6

Illustration 203

Zero Calibration Perform zero calibration as follows: 1.

Ensure that the sensor is in a fresh air environment, or apply fresh air to the sensor via the calibration plug, in the case of oxygen apply high purity nitrogen via the calibration plug.

2.

Place the magnetic tip of the calibration pen over the Cal symbol (1) for five seconds.

3.

Now that the Cal mode is accessed place the magnetic tip over the Zero symbol (3) for five seconds.

4.

The display should have a zero reading. To save the zero setting place the magnetic tip over the Cal symbol (1) for five seconds.

5.

The sensor display (5) will show Sav to confirm that it has saved the zero setting.

Span Calibration Perform span calibration as follows: 1.

Apply calibration gas to the sensor at the rate of 0.5 to 1 litre per minute. Use a calibration gas of the same density as the most critical measurements to be made. If that is not possible, use gas of between 20% and 50% of the instrument range. For oxygen sensors, ensure the sensor is in fresh air, or apply gas with an oxygen content of approximately 21%

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172 Maintenance Section Electrical System 2.

3.

4.

To adjust the display so that it reads the correct value for the gas applied enter calibration mode by placing the magnetic tip of the calibration pen over the Cal symbol (1) for five seconds.

Place the magnetic tip of the pen over the Up symbol (4) to increase the display reading and over the Down symbol (6) to decrease the display reading. Place the magnetic tip over the Cal symbol (1) for five seconds once the display reads the correct value for the gas applied.

Shut off the calibration gas. If the zero calibration is to be checked, wait for the sensor to stabilise before proceeding.

Maintenance

Corrective Maintenance During fault isolation it is vital to ensure that suitable procedures are followed to prevent any abnormal sensor signal from unintentionally operating any fault, warn or alarm status indicator, or equipment control function. Consult the relevant control unit manual for details as to how to do this.

There are only two active replaceable units in the sensor system, the Amplifier PCB and the gas sensor. Therefore, fault isolation is limited to the following possible faults and remedies.

No 4-20 mA output: 1.

Check that voltage applied to the Amplifier PCB is 12V DC and that polarity is correct. If not correct, rectify.

Periodic maintenance consists mainly of scheduled checks to ensure the instrument remains in adjustment and gives the required response to sampled gas. The following maintenance schedule is recommended.

2.

Check for loose plug and terminal connections.

3.

If Step a) above is correct and the problem persists, replace the Amplifier PCB.

Daily:

Sensor cannot be spanned, or zeroed:

Verify operation by visually checking the reading on the respective control unit/monitor.

1.

Check that voltage and polarity applied to the amplifier is correct.

2.

Check for loose plug and terminal connections.

3.

If the above is correct and the problem persists, replace the sensor.

4.

If the sensor still cannot be spanned or zeroed, replace the Amplifier PCB.

Periodic Maintenance

Investigate any abnormal deviations from zero reading.

Monthly: 1.

Check the zero reading in fresh air or by accurate measurement of ambient air for a non-zero point; readjust as necessary.

2.

Check the span calibration on a known sample of toxic gas in air. Readjust as necessary.

Erratic output: 1.

Check that voltage and polarity applied to the Amplifier PCB is correct. Also, check that there are no severe voltage swings, indicating an intermittent fault in the field wiring or control unit.

2.

Check for loose plug and terminal connections.

3.

If the above is correct and the problem persists, replace the sensor.

4.

If the output is still erratic, replace the Amplifier PCB.

As required: Replace the toxic gas sensor whenever it becomes impossible to adjust to zero, or when the span adjustment is insufficient to enable adjustment to the calibration gas value. If this occurs, re-calibrate the unit as described in Commissioning and Calibration.

Following power removal: If power has been removed from the unit for a long period of time, a re-commissioning check should be carried out.

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173 Maintenance Section Electrical System The operation of the bypass switch is as follows: Methane Trip If a methane trip occurs the system cannot be restarted until the trip has been reset by an mine official deputy unlocking the deputy switch and turning the actuator to the override setting for one second and returning it back to the off position.

Other functionality: Bypass The switch can be unlocked and moved to bypass so the system can be run regardless of the methane level.

Illustration 204 Methane Bypass Switch

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174 Maintenance Section Frame Components

Frame Components

Servicing Weekly:

General Description

1.

The machine’s frame consists of a front and rear section coupled via an articulation joint. The articulation joint gives the machine the ability to steer left and right via a hydraulic steering cylinder. An operator’s compartment is situated on the left side of the rear frame with the transmission located in the centre. The engine and main hydraulic and pneumatic components are also located in the rear frame, towards the rear of the machine.

The front frame houses the lift arm assembly. The Rapid Attach System back plate (RAS back plate) is attached to the front of the lift arms via pinned bottom joints and fixed to the tilt cylinder via tip pinned joints. The RAS back plate provides the facility to connect the machine’s attachments e.g. bucket, forks, cable reeler, shield trailer etc.

Front Frame

Grease the pin joints via the remote grease manifolds positioned both sides of the front frame in the articulation joint. These manifolds allow individual greasing to the top and bottom lift cylinder pins, inside and outside lift arm pins. Raise and lock the lift arm to observe purging of grease at the relevant pins to ensure adequate lubrication.

Always ensure the articulation lock is correctly fitted when working in this area of the machine to isolate inadvertent movement of the articulation.

2.

Grease the tilt cylinder pins and lift cylinder pins on the driver’s and off driver’s side.

Grease nipples are located on the cover plates on the inside and outside of each pin.

Observe purging of grease at the pins to ensure adequate lubrication.

Chassis The front frame is a welded chassis which facilitates fitment to the rear frame via the articulation joint and houses the lift arm, lift cylinder and tilt cylinder assemblies. The front frame also houses the forward facing headlights, the machine fire extinguisher (driver’s side), articulation lock (driver’s side) and lift arm locks in the centre of the machine. Grease manifolds are located on each side of the front frame for lubrication of the pinned connections.

Care and Maintenance Daily: 1.

2.

3.

Visually inspect the front frame and associated components for damage.

Illustration 205

Check the security of the fire extinguisher, fire suppression bottles and articulation lock mountings.

1000 hour intervals:

Verify that the fire extinguisher is functional (gauge indicator arrow in green section).

Thoroughly clean the machine and visually inspect for damage.

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175 Maintenance Section Frame Components

Lift Arm General The lift arm is a welded member pinned to the front frame and lift cylinder top pins. The lift arm facilitates raising and lowering of the carried load.

The RAS back plate assembly is pinned to the front of the lift arms and to the tilt cylinder clevises to enable tilting of the load.

Care and Maintenance Daily: Visually inspect the lift arms for structural damage.

Servicing Weekly: 1.

2.

Grease the lift arms to RAS back plate pivot pins. Tilt the RAS back plate forward to gain access to both sides of the driver’s and off driver’s side pins. Observe purging of grease at the pins to ensure adequate lubrication.

Grease the rear top lift cylinder pins on the driver’s and off driver’s side. Grease nipples are located on the top pin on the cylinder clevis on each tilt cylinder. Observe purging of grease at the pins to ensure adequate lubrication.

Illustration 206

Rapid Attach Back Plate (RAS) Assembly The Rapid Attach Back Plate facilitates attachment of working equipment such as materials bucket, load carrying forks, shield trailers etc. The attachment hooks over the top of the RAS back plate are locked in position with a cylinder actuated locking tongue. The locking tongue has a visual indicator to ensure proper engagement.

Care and Maintenance Daily:

The lift arms on this machine can cause fatal crush injuries if extreme caution is not observed. NEVER access or perform work under the lift arms unless the engine has been shutdown, the articulation lock fitted, the park brake applied, the attachment has been removed and the lift arms have been supported in the raised position.

1000 hour intervals: Thoroughly clean the machine and visually inspect for damage.

1.

Visually inspect RAS back plate for any structural damage.

2.

Check the operation of the RAS locking tongue to ensure full engagement.

3.

Verify the RAS lock tongue indicator is functional.

Servicing No routine servicing is required on the RAS back plate other than visual inspection for structural integrity, hydraulic operation and greasing outlined in this Section.

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176 Maintenance Section Frame Components

Rear Frame

Operator’s Compartment

Chassis

The operator’s compartment consists of the door assembly and canopy assembly. Other assemblies that are mounted to or from the operator’s compartment are the dash, the pedals and the seat.

The rear frame is a welded chassis coupled to the front frame via the articulation joint. The rear frame houses the engine system, transmission, hydraulic pumps, filters, fluid tanks and operator’s compartment.

The rear frame also houses the cooling system radiator, rear axle, tow hitch and rearward facing headlights. There are several different covers which are mounted and hinged off the rear frame.

Compartment Door Assembly The compartment door assembly is designed to safely contain the operator inside the compartment. The door assembly locks in the closed position and releases a pneumatic interlock which applies the brakes when opened.

Care and Maintenance Care and Maintenance Daily:

Daily:

1.

Visually inspect the rear frame and associated components including access covers for damage.

1.

2.

Visually inspect the tow clevis, coupling pin and retaining device for signs of structural damage.

Visually inspect the door assembly for structural damage, including the deflector bar located on the outside of the door plate.

2.

Check the door hinge for free operation.

3.

Check the locking latching mechanism for free operation.

Servicing Refer to the Preventative Maintenance Schedule.

Servicing No routine servicing is required on the compartment door assembly other than visual inspection for structural integrity and free operation. Occasional lubrication of the door hinges and the door latch mechanism may be required if the operation appears difficult. Use multi-purpose EP grease to lubricate the hinge pins and door latch bolts as required.

Illustration 207

Illustration 208

EM008501

177 Maintenance Section Frame Components To adjust the canopy height: 1.

Place an M16 or ⅝" collared eye bolt through the 20 mm hole in the canopy top plate and support the canopy with a suitable lifting device. The lifting device must be rated to support a canopy mass of 300 kg.

2.

Remove the two 1" bolts and lock nuts from the front supports and discard the nuts.

3.

Remove the six ¾" bolts, lock nuts and defector plate from the rear supports and discard the nuts.

4.

Raise or lower the canopy assembly with the lifting device.

NOTE: That the canopy assembly can be raised or lowered in increments of 63 mm (2½").

Illustration 209

Canopy Assembly

5.

Fasten the canopy to the supports with existing ¾" and 1" bolts and new lock nuts.

The operator canopy assembly is designed to provide safe overhead protection for the operator.

The canopy assembly is of welded construction and is bolted to the operator’s compartment. The canopy assembly may be raised or lowered to suit varying operating clearances.

6.

Torque fasteners as per Bolt Torque Specification Table.

Care and Maintenance Daily: Visually inspect the canopy assemblies and supports for structural damage.

Maintain a minimum clearance of 1000 mm from the seat horizontal to the underside of the canopy assembly to ensure adequate operator head room clearance. Low operating clearances that require minimum head room below 1000 mm should be reviewed via risk assessment to address hazards identified by low head room clearance.

Servicing Every 250 service hours: Torque the canopy assembly mounting fasteners as per Bolt Torque Specification Table.

Canopy FOPS/ROPS Certification Table 24 FOPS/ROPS Certification

Illustration 210

Manufacturer:

Caterpillar Global Mining 20 Kullara Close Beresfield NSW 2322

Machine model:

CL210

Class:

Wheeled Loader Articulated

FOPS/ROPS structure minimum performance requirements were met as per:

ISO 3471:2008 ISO 3449:2005

Maximum machine mass

31500 kg

Year of Manufacture:

2015

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178 Maintenance Section Frame Components FOPS General Information

Operator’s Seating

Any unauthorised alterations to the protective structure shall render the certification invalid AS2294.1-1997 Clause 6.5.

Seating is provided for the operator. The operator’s seat is an in board facing adjustable position seat with suspension fitted. The suspension system consists of mechanical suspension with hydraulic shock dampening. An optional swivel seat base is available. A lap sash seat belt is fitted to the seat assembly for operator safety.

Falling-object protective structures are structures whose primary purpose is the reduce the possibility of an operator who is wearing a seat belt in accordance with AS2664, ISO 6683 or SAE J386 from being crushed or otherwise injured should the machine be struck by a falling object.

Crush protection for a seat-belted operator will be ensured under at least the conditions of; an initial forward velocity of 0 km/h to 16 km/h on a hard clay surface of 30° maximum slope.

FOPS/ROPS Modification, Repair & Maintenance Information The FOPS/ROPS system includes the structure, its mounts to the main frame, the main frame and the cabin door assembly.

Any repair or unauthorised modification made to FOPS/ROPS voids the certification unless specifically approved by the manufacturer or a registered professional engineer familiar with FOPS/ROPS. Where repairs are made the repairer shall affix a label to the structure containing, the name and address of the repairer and a statement that repairs have been carried out to the FOPS/ ROPS. FOPS/ROPS cannot be welded on, drilled into, cut into, repairs made to corrosion, or anything else that weakens the structure’s ability to perform its intended function.

Bent, deformed, or broken FOPS/ROPS structure components, including mounting brackets, cannot be repaired.

FOPS/ROPS should be inspected daily for damage or loose bolts.

Care and Maintenance Daily: Visually inspect seating and seat belts for damage.

Servicing No routine servicing is required on the seating other than visual inspection for functionality.

Articulation Joint The articulation joint couples the front frame to the rear frame and provides the pivot point for machine steering. The joint consists of a fixed pin and spherical bearing on the top clevis with a floating pin joint on the bottom clevis.

Care and Maintenance Daily: Visually inspect articulation joint for any structural damage.

Servicing Every 250 service hours: 1.

Check the bolt torque on the articulation joint retaining plate fasteners as per Bolt Torque Specification Table

2.

Grease the top and bottom articulation pin joints. The grease points for the articulation points are located on a manifold in the articulation area shown in the picture below.

Observe purging of grease at the pins to ensure adequate lubrication.

Always ensure the articulation lock is correctly fitted when working in this area of the machine to isolate inadvertent movement of the articulation.

EM008501

179 Maintenance Section Frame Components The articulation joint comprises of bushes, pins and a bearing which should be greased at weekly intervals. The fasteners that are used should be inspected on a weekly service basis, if they are found to be loose, damaged or missing they should be replaced and secured as shown below.

The recommended Bolt Torque Table should be used.

Illustration 213 Upper Articulation Joint

Illustration 211 Grease Manifold

Illustration 214 Lower Articulation Joint

Illustration 212 Articulation Joint

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180 Maintenance Section Frame Components The bolt locations for the articulation group are shown in the illustrations below.

1

2 Illustration 217 Lower Joint M24 (1 Bolt) Illustration 215 1) Upper Joint M24 (1 Bolt) 2) Upper Joint ½ UNC (12 Bolts)

Illustration 216 Upper Joint ½ UNC (8 Bolts)

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181 Maintenance Section Frame Components

Covers The rear frame is fitted with various sized covers, doors and grills all of these are an integral part of the machine and should be kept in good working order. This will help protect personnel from accidental injury and the machine components from damage.

Each cover on the top of the machine is fitted with one or more gas struts and are pinned.

Care and Maintenance Daily: Visually inspect covers, doors and grills for any structural damage.

Servicing Weekly: 1.

Check the bolts and pins for security.

2.

Check gas strut for security and leaks.

3

6 2 7 1

5 4 Illustration 218 1) 2) 3) 4)

Engine Access Air Receiver/Driveshaft Access Air Intake/EXH Filter & Conditioner Access Alternator/Coolant Hose/ Compressor Filter Access

5) Radiator Access 6) Driveshaft/Accumulator Access 7) Transmission/Pump Access

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182 Maintenance Section Frame Components

2 1 Illustration 219 1) Rear Grill (Access to Radiator Fan) 2) Alternator Cover

Illustration 220 Rear access door for servicing coolant pump drive belt.

Always ensure the articulation lock is correctly fitted when working in this area of the machine to isolate inadvertent movement of the articulation.

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183 Maintenance Section Pneumatic System

Pneumatic System General Description The machine’s pneumatic system is used for starting, stopping and activating the diesel control system of the engine package. Auxiliary circuits are also employed for safety interlocking with the park brake, operator activated air horn and make up tank head pressure. The system comprises of an air compressor, storage receiver, air starter motor and auxiliary components for pressure regulation and engine control.

A water-cooled air compressor is driven from a mechanical take off on the engine and is constantly running whenever the engine is running. Air compression is controlled via a separately mounted governor valve which acts in conjunction with the unloading mechanism in the compressor cylinder head. The governor starts and stops the compression of air by loading and unloading the compressor when the system reaches the desired maximum and minimum pressure settings.

The air receiver acts as an accumulator, storing a volume of compressed air for system use at start up. The air receiver is fitted with a pressure relief valve set at 860 kPa (125 psi), main drain valve and inlet valve to enable external filling. The stored compressed air, governed at 830 kPa (120 psi), is delivered to the pneumatic system via the main air isolation valve at the receiver.

Starting is achieved by directing pilot air pressure to the air starter motor relay. This relay pilots the main air supply to the starter motor which engages the starter motor pinion gear to mesh with the engine ring gear which in turn cranks the engine.

The engine safety start circuit ensures that the transmission is placed in neutral and the engine monitoring sensors are healthy prior to activating the starter motor. The engine oil pressure sensor is overridden at start up, this is to allow pressure to be developed by the engine oil system. Once the engine has started and the engine start button is released the oil pressure sensor will become active, allowing air pressure to be held in the engine shutdown cylinder which, in turn, delivers the fuel supply to the governor. Stopping the engine may be done automatically by activation of one or more engine sensors or by manual activation of the on/off toggle switch in the operator’s compartment.

Both of these actions remove air pressure from the shutdown cylinder, which cuts fuel supply to the engine via a return spring on the governor stop lever.

The manual park brake application is interlocked with the shutdown cylinder and can only be released with the engine running. Once the park brake is released it supplies air to the transmission declutch valve.

Air in many parts of these circuits is under pressure. Removal of hoses or fitting without prior bleeding of receiver and lines will create an unsafe condition where serious injury could occur.

Air in this system could be under pressure ensure personal protective equipment is fitted and system is bled, before working on any air circuit.

The air circuit is interlinked with intrinsically safe diesel control system.

the

Air Compressor The air compressor is driven from engine timing drive gears. Lubrication is via an oil line from the engine oil gallery in the engine block to the front of the compressor. Cooling is achieved from the cooling lines from the engine cooling system.

Compressor and Mountings Servicing Replace the air compressor inlet filter every month or 250 service hours.

To remove and replace the air compressor inlet filter: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Isolate the pneumatic system using the main air isolation valve located at the air receiver.

3.

Locate the filter housing above the air compressor assembly.

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184 Maintenance Section Pneumatic System 4.

Remove the filter by unscrewing the retaining clamp at the base of the filter.

Air Receiver

5.

Remove the filter and discard in a responsible manner.

6.

Fit the new filter and tighten the clamp.

The air receiver accepts air pumped from the air compressor and stores it at a maximum pressure of 830 kPa (120 psi) as set by the governor valve mounted on the side of the compressor. A pressure relief valve mounted on the air receiver ensures that the maximum stored pressure does not exceed 860 kPa (125 psi). The base of the air receiver is fitted with a drain cock to enable stored pressure to be safely directed away from personnel, as well as provide low drain point for the removal of water. Air is delivered to the air receiver via a one-way check valve to retain air pressure when the engine has stopped.

Compressor If the pneumatic system fails to maintain sufficient charge pressure the compressor may be faulty and will need to be removed for inspection and overhaul.

To remove and replace the air compressor: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Drain all air pressure from the air receiver to ensure full isolation to the compressor. As the air compressor is water-cooled the cooling system will need to be drained. See Engine System for the correct procedure for draining the cooling system.

The engine cooling system runs at a nominal 100 kPa pressure and can reach temperatures of more than 100 °C. Release stored pressure and wear personal protective equipment when accessing.

3.

Remove the air compressor intake filter, the governor air line and the stainless steel braided delivery hose from the compressor.

Plug the hose ends to avoid contamination.

4.

Remove the two cooling hoses from the air compressor. Plug the hose ends to avoid contamination.

5.

Remove the oil delivery line from the engine to the compressor.

6.

Remove the two mounting bolts from the front of the timing cover and three mounting bolts from the rear of the compressor and remove the bracket.

7.

Remove compressor assembly clear of the engine.

8.

Fit a new gasket to the compressor.

9.

Fit the new compressor and secure with the mounting bolts.

10. Refit the two cooling hoses, two air hoses, lubricating oil lines and air filter.

A three-way ball valve is also fitted to enable air receiver filling from an external air supply. The valve has three positions in, off, tank.

To fill the air receiver via an external air hose: 1.

Connect an external air supply to the hose coupling and fit a safety pin.

2.

Rotate the three-way ball valve from the tank to the off position and apply air pressure from the supply hose.

3.

Rotate the ball valve from the off to the in position. This allows air to be delivered into the air receiver.

4.

Once the correct air pressure has been obtained (observed at the air pressure gauge in the operator’s compartment) turn the external air supply off.

5.

Rotate the three-way ball valve to the tank position. This opens the supply hose to the drain line and closes the inlet to the tank.

Pressure in the hose is relived via the drain line to enable easy and safe disconnection of the hose coupling.

Illustration 221

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185 Maintenance Section Pneumatic System

4

1

2

3

Illustration 222 Main Air Manifold 1) Main Air Isolation Valve 2) Main Air Charge Valve

3) Main Air Drain Valve 4) Charge Point

Servicing

To check for correct operation:

The air receiver should be drained of accumulated water daily.

1.

Start the engine and ensure the external air supply is isolated.

2.

Observe the air pressure gauge in the operator’s compartment. The compressor should unload at 830 kPa (120 psi).

3.

To check that the governor valve is loading, bleed air from the air receiver until the gauge indicates approximately 550 kPa (80 psi).

NOTE: The pressure differential between loaded and unloaded is fixed at 200-275 kPa (30 psi-40 psi) and it can not be adjusted.

To drain the air receiver: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Locate the main air drain valve at the lower most point on the air receiver.

3.

Open the main air drain valve allowing water to be purged from the tank. It is not necessary to drain all air from the air receiver. A short burst of released air is sufficient or until visible water flow stops.

The governor valve should be checked for correct operation every 250 service hours.

To check for the correct governing pressure simply observe the maximum and minimum pneumatic pressure on the pressure gauge located in the operator’s compartment.

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186 Maintenance Section Pneumatic System Pressure in the system should constantly rise to a maximum of 830 kPa (120 psi) with a tolerance of -35 kPa (-5 psi). If the governed pressure is outside this range, adjustment is required.

To adjust the governor valve for the correct pressure: 1.

Start the engine.

2.

Locate the governor valve and remove the dust cap on the bottom of the canister.

3.

Loosen the lock nut and rotate the adjusting screw counter-clockwise to increase the governed pressure or clockwise to reduce the governed pressure. Note that when reducing the limit, the air receiver must be drained below the cut-in pressure to let it rise to the new limit.

4.

Verify governed pressure by running the engine and viewing the maximum pressure indicated on the pneumatic air pressure gauge located in the operator’s compartment.

5.

When 830 kPa (120 psi) is reached lock the lock nut and replace the dust cap.

10. Let the air pressure build up until governed pressure is reached.

11. Rotate the adjusting screw clockwise to increase the pressure.

12. When 830 kPa (120 psi) is reached on the gauge in the operator’s compartment lock the lock nut on the adjusting screw and replace the dust cap.

13. Drain some air from the air receiver and let the pressure build up to check if the governed pressure maintains 830 kPa (120 psi) on the gauge in the operator’s compartment.

NOTICE The air receiver is a pressure vessel. Inspection and certification of the air receiver must be carried out every 12 months by a licensed boiler inspector in certain regions of the world.

1 2

The air receiver pressure relief valve should be checked for correct relief setting every 2000 service hours.

3

To check and adjust the air receiver relief valve: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Start the engine.

3.

Observe the pressure on the air pressure gauge in the operator’s compartment.

4.

Locate the governor valve located on the side of the compressor.

5.

Rotate the governor adjusting screw clockwise to increase the pressure to 860 kPa (125 psi) on the gauge in the operator’s compartment.

6.

Locate the relief valve on the air receiver and adjust until the air lifts the seat and starts venting to atmosphere.

7.

Lock the relief valve at this setting.

8.

Rotate the adjusting screw counter-clockwise on the governor screw on the side of the compressor to reduce the governed pressure.

9.

Drain air from the air receiver till the operator’s air pressure gauge is approximately 550 kPa (80 psi).

Illustration 223 1) Dust Cap (Remove to locate adjusting screw) 2) Governor Valve 3) Air Receiver Safety Relief Valve

Starter Motor The engine starter motor is a pneumatic driven motor mounted on the engine flywheel housing.

When air pressure is delivered to the starter motor a drive pinion on the motor shaft engages with the teeth on the engine flywheel ring gear to crank the engine.

Servicing A silencer mounted on the exhaust port of the starter motor is used to minimise starter motor noise emission. The silencer is basically a wire gauze type muffler. Over time the muffler may become clogged with foreign material which will reduce starting efficiency. The silencer should be removed and cleaned every 1000 service hours.

EM008501

187 Maintenance Section Pneumatic System To remove and clean the starter motor silencer: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Isolate the pneumatic system using the main air isolation valve located at the air receiver.

3.

Locate the starter motor silencer at the starter motor exhaust port.

4.

Remove the silencer by unscrewing the three bolts at the rear of the starter motor.

5.

Clean the silencer with clean fuel oil and allow to dry.

6.

Replace the silencer and check for free air flow by activating the starter motor.

Failure of the starter motor to crank the engine could be caused by a faulty starter motor. In this case the starter motor will need to be removed for inspection and overhaul or otherwise replaced.

To remove and install the starter motor: 1.

Ensure that the engine has had sufficient time to cool and is isolated and tagged.

2.

Isolate the pneumatic system using the main air isolation valve located at the air receiver.

3.

Locate the starter motor at the bottom of the engine block at the flywheel housing.

4.

Disconnect the air supply hose from the start relay valve and the two pilot hoses to the starter motor. Plug the hose ends to avoid contamination.

5.

Remove the three bolts and lock washers that secure it to the flywheel housing.

6.

Pull the motor forward of the flywheel housing and remove.

7.

Installation is the reverse procedure.

Illustration 224 Starter Motor

Safety Circuit Diesel Control System The diesel control system comprises of multiple sensors. These are integrated with the air circuit via a solenoid valve which supplies air to a fuel shutdown cylinder. When the engine is running all shutdown sensors are active. If any sensor activates air pressure is removed from the fuel shutdown cylinder and the engine stops.

All the valves are integral components in the diesel engine system flameproof certification.

Do not use other than Caterpillar supplied valves in the diesel engine system as the system explosion protection certification will be compromised.

Make up Tank Head Pressure The make up tank head pressure is provided via air pressure through a flow control which is adjusted to be fully open and then through a pressure regulator valve 50 kPa (7 psi). The pressure assists in pushing the water through the tanks and into the conditioner. The top tank is fitted with a 70 kPa (10 psi) relief valve.

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188 Maintenance Section Pneumatic System 1

2

3 Illustration 227 1) Engine Start Button 2) On/Off Toggle Switch 3) Air Pressure Gauge

On/off Toggle Switch: The on/off toggle switch supplies system air to the power up pressure switch which activates the diesel control system to indicate the relevant conditions. It also supplies the start circuit and park brake circuit when switched to the on position.

Illustration 225 Flow Control and Regulator Valve

1 2

Illustration 226

Air Pressure Gauge: The air pressure gauge shows the air pressure under storage in the air receiver. The normal system pressure should be 830 kPa (120 psi) by means of a regulator mounted on the compressor Engine Start Button: Once the on/off toggle switch is on the diesel control system will check the relevant sensors. It will then energise the run solenoid valve, this pilots the safe start valve and allows air to be supplied to the start valve which when depressed will supply air via the neutral start valve and safe start valve to the relay valve on the main air line to the starter motor.

Make Up Tank 1) Make Up Tank Breather 2) Make Up Tank Fill Point

Safe Start System The safe start system ensures the machine cannot be started with the machine in gear (by means of the neutral start switch) or if there are any safety system sensors in the open position.

On start up the engine oil pressure sensor is defeated by a time delay in the diesel control system. This allows the engine sufficient time to develop the minimum operating pressure after start up. The engine coolant temperature and exhaust temperature sensors are required to be in a healthy state before starting is available. The display will indicate the status of each sensor.

Once engine oil pressure is achieved the display will indicate the system is in engine running mode.

Safe Start Valve The safe start valve is piloted by the run solenoid and ensures that the machine will not start if the diesel control system has found a fault in the relevant engine sensors or conditions.

Transmission Neutral Start Valve Ensures air pressure is not supplied from the safe start to the start relay valve unless the transmission is in the neutral position.

Start Relay Valve The start relay valve is piloted by the start valve.

The valve opens to allow air from the main air supply to rotate the starter motor thus cranking the engine for startup.

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189 Maintenance Section Pneumatic System

Brake and Transmission Interlock System Starting is interlocked to the transmission via the neutral start valve. The transmission directional control lever must be in the neutral position to allow the starter motor to engage. A transmission declutch valve disengages the transmission if the park brake is applied.

Engine Off Illustration 228 Transmission Neutral Start Valve

Brake system interlocking is provided at engine shutdown and start up by releasing air to atmosphere via the brake interlock pilot valve.

Before starting lack of air pressure supplied through the safe start valve stops the actuation of the park brake valve. This is also achieved via the operator’s compartment door interlock valve if the door is not closed and latched. These valves supply system air pressure to the park/brake valve pilot valve in the operator’s compartment to the park brake hydraulic valve on the main control manifold which applies and releases the spring applied and pressure released machine brakes by means of system oil pressure.

Engine Running

Illustration 229 Start Relay Valve

When the engine is running air pressure pilots the brake interlock pilot valve and allows air to be delivered to the park/brake valve pilot valve which, in turn applies and releases the brakes via pilot air pressure to the park brake hydraulic valve.

Operator’s Horn The operator’s horn push button is located in the operator’s compartment. Application of the button delivers air pressure to the air horn for an audible warning.

Limit use of the machine horn when the engine is not in operation. As the compressor is not delivering air to the air receiver the horn will quickly exhaust the stored air in the air receiver and result in an insufficient air supply for starting.

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190 Maintenance Section Pneumatic System

Pneumatic System Troubleshooting The following pneumatic system troubleshooting guide is intended to provide basic guidance for analysing typical system faults and determining probable causes. This guide is not intended to be exhaustive but to provide personnel with a basic guide for fast rectification.

Table 25 Symptom

Probable cause

Engine will not crank at start up.

No air pressure to starter motor.

Caused by

Remedy

No air pressure in the air receiver.

Fill air receiver from an external supply.

Main air isolation valve at the air receiver is closed.

Open main air isolation vale.

On/off toggle switch in the operator’s compartment is in the off position.

Toggle the on/off toggle switch to the on position.

Transmission directional control lever is not set to the neutral position or is faulty.

Set transmission directional control lever to neutral.

Replace valve if required.

Exhaust temperature or exhaust gas temperature sensor activated.

Engine temperature or coolant level activated.

Verify sensor status from indication panel. Allow sufficient time for the sensor to cool or replace sensor if suspected as faulty.

Check engine coolant level.

Poor engine cranking performance.

Insufficient air pressure to starter motor.

Neutral start interlock not functioning.

Check neutral start interlock function.

Low hydraulic oil.

Fill hydraulic tank.

Pneumatic system bypass.

Check pneumatic system for leaks and rectify as required.

Low system air pressure.

Check system air pressure.

Reset governor pressure if required.

System pressure fails to charge to 120 psi when engine is running.

Insufficient air pressure received from compressor.

Damaged or faulty relay valve.

Check and clean relay valve replace if required.

Blocked starter motor silencer.

Check and clean starter motor silencer if required.

Starter motor internal bypass.

Remove and overhaul or replace starter motor.

Governor setting out of adjustment.

Test and adjust governor.

Bypass in compressor.

Remove and overhaul or replace compressor.

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