CAT SEMS 2 Electronic Monitoring System Operation Manual BI0016248

BI0016248 A6474X385 November 2012

Operation Manual

SEMS 2 Electronic Monitoring System

SAFETY.CAT.COM

BI0016248

__________________________________________________________ This manual is intended to provide GENERAL product information.

The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

BI0016248

_______________________________________________________________

Table of contents Safety Instruction............................................................................... 4 Introduction........................................................................................ 5 System Components ......................................................................... 7 Sensors ............................................................................................. 9 Switches ............................................................................................ 12 Start Procedure ................................................................................. 13 Shutdown Procedure......................................................................... 15 SEMS 2 Troubleshooting .................................................................. 16

________________________________________________________________ A6474X385

REV 3

BI0016248

Safety Instructions _______________________________________________ Safety Precautions

The following safety precautions should be observed whenever operating or performing any maintenance, repair, or adjustment procedure on this machine.

Additional precautions may appear in each section of this book. All precautions listed, as well as all Federal, State, and Mine safety regulations must be followed at all times.

Only qualified personnel are permitted to make repairs to permissible equipment. The permissibility of any permissible component must be verified after any maintenance or repair work and at regular intervals. Failure to maintain permissible components to OEM standard may result in a fire or explosion. Serious injury or death could occur.

!

DANGER

!

WARNING Do not attempt to operate this machine until you have been sufficiently trained on this machine and have read and understood this manual and are familiar with all controls and indicators. Operating this machine without the proper training and knowledge may result in serious injury or death to the operator or other personnel.

!

WARNING Do not alter, bypass, or remove and emergency or machine stop device. Failure to heed this warning may result in serious injury or death.

!

WARNING Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. Pressurized hydraulic fluid or falling loads may result in serious injury or death.

!

WARNING Never work under any assembly or component of this machine that is elevated. Always install enough blocking to support the machine or component or lower the component to ground level.

!

WARNING Never operate any lever or pedal from outside the operator’s compartment. Severe injury or death could result.

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______________________________________________ General Description Introduction

The engine monitoring system (Fig. 1) is an electronic system used to monitor select engine operating conditions. The system will alert the operator via an LED alarm and/or shutdown the system if any of the monitored conditions go outside of the preset operating parameters. Table 1 lists the shutdown values, which are explained in detail in this document.

The system shuts down the machine via a solenoid valve that controls the pilot air pressure for the shut-off valve on the machine. If there is a malfunction in the solenoid circuit, the operator is alerted with a LED display alarm.

The system consists of the following components: ■

Main control box

■

Power supply

■

Display panel

■

Sensors

■

Switches

■

Run solenoid

■

RTD controllers

Table 1: Shutdown parameter values Parameter Engine Oil Pressure

Shutdown Value 10 psi

Engine Coolant Temperature

205° F (96° C)

Exhaust Gas Temperature

285° F (141° C)

Exhaust Coolant Temperature

205° F (96° C)

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General description_______________________________________________ Fig. 1: Engine monitoring system

I/S power supply

RTD controller

Main control unit

Fire suppression switch

Fuel run solenoid

Battery

LED display

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______________________________________________ General Description System components Main Control Box

The main control box is the “brain”of the control system. It receives input from the sensors and switches, sends signals to the display mounted in the operator’ s compartment, and controls the shutdown of the machine.

Power Supply

A small stand-by battery charged by the 12V alternator driven by the machine’ s engine powers the electronic shutdown system. The supply from the alternator first passes through safety circuits housed in a flameproof enclosure. The supply leaves the flameproof enclosure as an intrinsically safe supply, which is fed to the 12V battery pack. The battery pack itself is intrinsically safe and, when fully charged, can run the electronic shutdown system for approximately six hours.

RTD Controller

Each shutdown sensor is connected to the controller through a RTD. The RTD can be calibrated during permissibility checks to meet MSHA requirements.

Display Panel

The display (Fig. 2), mounted in the operator’ s compartment, consists of thirteen LEDs (4 of which are not currently in use) used to signal the various functions of the electronic shutdown system.

Each time the electronic shutdown system is switched on, all the display LEDs light up for approximately five seconds so that the operator can verify they are operational.

ENGINE OIL PSI (engine oil pressure): An engine oil pressure fault (oil pressure below 10 psi) will illuminate the LED and will shutdown the machine.

COOLANT LEVEL (exhaust coolant level): A low exhaust coolant level fault will illuminate the LED and will shutdown the machine.

ENG COOLANT TEMP (engine coolant temperature): An engine coolant temperature fault (temperature above 205° F) will illuminate the LED and will shutdown the machine.

START FAULT: The engine start switch closes when the air driven starter is activated (it does not have to stay closed). Its purpose is to start the inhibit timer that prevents the oil pressure and coolant circulation sensors from shutting down the engine for 25 seconds after engine startup. If this switch does not close, the engine will start and run, ignoring the oil pressure and coolant circulation sensors. The start fault LED will illuminate when the oil pressure becomes normal and the start engine switch has not closed. In a start fault condition, if there is an oil pressure loss while running, the engine will not shutdown for 10 minutes after the oil pressure is lost. The start fault LED is an important indicator of possible future trouble. The start switch or circuit should be repaired as soon as possible.

EXH GAS TEMP (exhaust gas temperature): An exhaust gas temperature fault (temperature above 285° F) will illuminate the LED and will shutdown the machine.

EXH COOLANT TEMP (exhaust coolant temperature): An exhaust coolant temperature fault (temperature above 205° F) will illuminate the LED and will shutdown the machine.

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General description_______________________________________________ FUEL SOLENOID (fuel run): This LED illuminates when the fuel solenoid is deenergized. When the light turns off, the solenoid is energized, and the fuel rack is opened. If the LED turns on, the solenoid de-energized, the fuel rack has closed, and the machine will shut down.

FIRE SUPP (fire suppression): This LED will illuminate when the fire suppression system is activated and the machine will be shutdown.

CHARGE FAILURE (charge failure): This LED illuminates when there is a fault in the alternator circuit (battery is not charging).

Note: 1. If the battery voltage is low, all lights will flash (engine will keep going for a time but system needs attention).

2. Every time the system is first switched on, all the LEDs light up for about five seconds, thereby checking their functionality.

LOOSE CONNECTION: In the event of a loose connection, all lights will instantaneously light up and flash N/A (methane monitoring): Currently, the methane monitoring function of this system is not used. A dummy plug is inserted in the methane sensor warning and shutdown ports. If this dummy plug malfunctions, the warning light may come on or the shutdown light may come on and the machine will shut down.

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______________________________________________ General Description Fig. 2: LED display

Methane Shutdown (not in use)

Methane Warning (not in use)

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General description_______________________________________________ Sensors

The sensors are mechanical or electronic switches with 470 ohm resistors in series. If the switch is closed (the resistance through the line is 470 ohms), the sensor signals normal condition. If the switch is open (the resistance through the line is infinity), the sensor signals an alarm.

Note: While the layout of the compartment may vary, all figures display typical sensor and switch locations.

Engine oil pressure sensor The engine oil pressure sensor is located in the engine bay (Fig. 3). There is no need for routine calibration of the sensor as long as correct operation is verified at start-up. A test valve is located in the operator’ s compartment to verify that the oil pressure sensor is operating correctly. The valve is set at 10 psi and will shut down the machine at pressures lower than this by interrupting power to the solenoid valve. The valve will open, exhausting air pressure from the system, thereby causing the fuel shutdown cylinder to close the fuel rack.

Fig. 3: Engine oil pressure sensor location Engine oil pressure sensor/switch (set at 10 psi)

Exhaust coolant level sensor The exhaust coolant level sensor is located in the surge tank, adjacent to the radiator (Fig. 4). This sensor monitors the exhaust coolant level and will shut the machine down by stopping power to the solenoid valve. The valve will open exhausting air pressure from the system causing the fuel shutdown cylinder to close the fuel rack. When the fuel rack closes, no fuel is sent to the engine and the engine shuts down.

Fig. 4: Exhaust coolant level sensor

Exhaust coolant sensor/probe

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______________________________________________ General Description Run solenoid sensor The run solenoid sensor is located in the center bay of the machine with the engine monitoring system (Fig. 5). This sensor monitors the run solenoid. If the solenoid is not working, the solenoid valve will open, exhausting air pressure from the system causing the fuel shutdown cylinder to close the fuel rack.

When the fuel rack closes, no fuel is sent to the engine and the engine shuts down.

Fig. 5: Run solenoid sensor

Run solenoid sensor

Engine coolant temperature sensor The engine coolant temperature sensor is located in the engine compartment (Fig. 6). This sensor monitors the engine coolant temperature and is set at 205° F (96° C). When the engine coolant temperature exceeds this value, the sensor will stop power to the solenoid valve. This valve will open exhausting air pressure from the system causing the fuel shutdown cylinder to close the fuel rack.

When the fuel rack closes, no fuel is sent to the engine and the engine shuts down.

Fig. 6: Engine coolant temperature sensor

Engine coolant temperature sensor/probe (shutdown at approximately 205° F)

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General description_______________________________________________ Exhaust coolant temperature sensor The exhaust coolant temperature sensor is located in the engine compartment (Fig. 7). This sensor monitors the exhaust coolant temperature and is set at 205° F (96° C). If the exhaust coolant temperature exceeds this value, the sensor will stop power to the solenoid valve. This valve will open exhausting air pressure from the system causing the fuel shutdown cylinder to close the fuel rack. When the fuel rack closes, no fuel is sent to the engine and the engine shuts down.

Fig. 7: Exhaust coolant temperature sensor

Exhaust coolant temperature sensor/probe (shutdown at approximately 205° F)

Exhaust gas temperature sensor The exhaust gas temperature sensor is located engine compartment (Fig. 8).

This sensor monitors the exhaust gas temperature and is set at 285° F (141° C). If the exhaust gas temperature exceeds this value, the sensor will stop power to the solenoid valve. This valve will open exhausting air pressure from the system causing the fuel shutdown cylinder to close the fuel rack. When the fuel rack closes, no fuel is sent to the engine and the engine shuts down.

Fig. 8: Exhaust gas temperature sensor

Exhaust gas temperature sensor/probe (shutdown at approximately 285° F)

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______________________________________________ General Description switches

The are two on/off switch inputs to the electronic monitoring system for starting and running the system: the start/reset and the engine start. These switches, like the sensors, have 470 ohm resistors in series in their lines.

Start/reset switch The start/reset switch (Fig. 9) powers up the monitoring system but does not directly turn on the power .

Fig. 9: Start/reset switch

Safety system on/off toggle switch

Engine start switch The engine start switch (Fig. 10) closes when the air driven start is activated but it does not have to stay closed. Its purpose is to start the inhibit timer that prevents the oil pressure and coolant circulation sensors from shutting down the engine for 25 seconds after start. See the Start fault LED description in this section for more information.

Fig. 10: Engine start switch

Engine start switch (behind bracket)

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Operation _______________________________________________________ Starting procedure !

WARNING Never operate any levers or pedals from outside the operator's compartment.

!

WARNING The vehicle should be stored and protected from temperatures below 40° F. Temperatures below 32° F can cause damage to pneumatic controls, fuel systems, exhaust components, and emission control devices.

!

WARNING This unit is equipped with a cab or canopy. Be careful not to hit your head when entering or leaving the operator's compartment. This machine must not be operated without the canopy in place.

To start the machine: 1. Ensure that the emergency stop (E STOP) button has not been activated.

If activated, the emergency stop must be reset by opening the butterfly valve located in the engine (Fig. 11). Ensure that the valve locks in place and then pull the emergency stop button out.

Fig. 11: Butterfly valve

“EMERGENCY STOP”reset location

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______________________________________________________ Operation 2. Ensure that the pneumatic secondary shutdown system (PA) has not been activated. a. Inspect the exhaust temperature, exhaust coolant temperature, and the engine coolant temperature sensors. If the red indicator on the end of the sensor is popped out, the system has been activated. b. Reset the system by opening the needle valve. Once the sensors are reset, close the valve.

3. Check the engine oil level and add oil as needed.

4. Check the coolant level and add coolant as needed.

5. Check that the air pressure is at least 125 psi (150 psi max). If the air pressure is low, connect an external air supply and charge the system.

6. Prime the fuel system using the primer on the fuel filter. Prime the system to 35 psi (until the primer bulb can no longer be pushed in). a. If, during priming, the actuator fails to become resistant to continued pumping or the primer bulb feels spongy, stop and determine the cause. Air may be entering the system or the fuel pressure stat may be stuck open, prohibiting the build up of pressure necessary for start-up. b. If the pressure stat is stuck open, take it out and clean it with air, then reinstall. Prime the fuel system again.

7. Place the transmission gear selector is in the “NEUTRAL START”position.

IMPORTANT

The starting circuit will not be complete if the gear selector is not in “NEUTRAL START” position and the parking brake is not in the appropriate position. The machine will not start if these conditions are not met.

8. Turn the “ON/OFF”toggle switch on the electronic monitoring switch to the “ON”position to activate the monitoring system. All LEDs on the display panel should light up for approximately five seconds. This serves to test all the display LEDs and some of the circuitry. Most of the display LEDs will then turn off. The only LEDs lit at this point will be charge failure, engine oil pressure, and run solenoid (the solenoid has not yet been activated).

9. Wait for the fuel solenoid LED turns off (approximately 17 seconds).

10. Wait an additional 2 to 3 seconds to allow the pneumatic circuit to charge.

Failure to wait an additional 2 to 3 seconds may result in a start fault.

11. Press both “START”buttons until the engine fires. Short button actuations (approximately 2 seconds) should be all that is necessary for the engine to catch. Long duration button depressions will allow large amounts of air to escape and will result in low air tank volume. Low air tank volume will result in fewer available start cycles.

10. If the engine does not start and the air supply has been depleted, the auxiliary air tank valve (if equipped with an auxiliary air tank) can be opened to allow ONE additional start attempt. Make sure that all the steps of the starting procedure are followed exactly before using the auxiliary air supply.

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Operation _______________________________________________________ Shutdown procedure 1. Tram the machine to its designated parking place.

2. Stop the machine by releasing the speed-switch foot pedal and depressing the foot brake pedal. Applying the foot brake will stop forward (or reverse) motion.

3. Return the shift lever to NEUTRAL. 4. Apply the parking brake.

5. If equipped with optional quick attach bucket, ensure that the ejector blade is returned to the back of the bucket. There should be no obstructions between the back of the bucket and ejector blade.

6. Ensure that the air system is pressurized to 125 psi (150 psi max). If necessary, with the transmission in neutral and the brake applied, rev the engine to build air pressure.

7. Allow the machine to idle for five minutes before turning off the engine to allow the turbo to cool down.. !

WARNING Failure to allow the machine to idle for five minutes before turning off the engine can result in damage to the turbo.

7. Turn the ON/OFF toggle switch on the engine monitoring system to the OFF position.

8. Close the AIR SHUTOFF VALVE. 9. Connect the steering lockout device: a. remove the steering lockout device from its storage lugs b. remove the hitch pin from the end farthest from the center section c.

adjust turnbuckle until holes line up between the turnbuckle lug and the front section lug

d. insert the hitch pin into the front section lug through the turnbuckle !

WARNING

Never enter the articulation area while the machine is running. Completely shutdown the machine as outlined before connecting the steering lockout device. Failure to observe this precaution may result in injury or death.

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_________________________________________________ Troubleshooting SEMS 2 troubleshooting The engine monitoring system is designed to stop the engine whenever a monitored condition reaches a value that may either damage the machine or cause harm to the operator. If the engine suddenly stops, the display lights should indicate what is wrong.

Following are some examples of fault diagnoses: 1. Engine stops, all LEDs turn off. This is likely to be a wire break in the power supply line or in the control system start/reset line. The control system normally remains powered up for approximately ten minutes after it cuts the engine. If the control system switches off immediately on engine cut, it can only be an internal electronics problem, a problem with the supply, or the on/off switch.

2. Engine stops, some LEDs are still on. Look for an LED that should not be on because the stop is likely to be due to one of the field stop sensors “tripping”. Check which LED is besides the ones that signal an engine has stopped. The control system does not differentiate between a sensor signaling alarm and its wire or connection breaking. First, check whether or not the alarm is valid (is engine or gas temperature high?, is coolant level low?, etc.) then check the sensor wires with a multimeter.

If there are no LEDs on that shouldn’ t be, the trouble is likely to be in either the oil pressure of the coolant circulation sensors (their lights will be on if the engine has stopped), Reset the control system by turning the system off, then on with the toggle switch. The engine should run for about 25 seconds even if there is no oil pressure and/or no coolant circulation. Monitor the oil pressure and coolant flow gauges. If these are OK but the engine still stops after 25 seconds, it is likely that one of the sensors is faulty.

3. Engine starts, runs for a few seconds, then stops. Check the “START FAULT”LED. It is likely to be on, signifying that the engine start switch has not closed.

Note: Low engine oil pressure will also cause this shutdown. The system ignores engine oil pressure for the first 10 seconds after start-up. Even if the oil pressure is less than 10 psi, the machine will still start and will run for this 10 second time period. Once the ten second time period has elapsed, the system will recognize the low oil pressure condition and will shut down the machine. Check the engine oil level.

4. Engine keeps running, all LEDs flash. Battery voltage is low. Attention to the battery and charging is required.

5. All LEDs illuminate and flash. Loose connection.

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Troubleshooting _________________________________________________ Table 1: Control system troubleshooting Problem or symptom Engine stops - all LEDs go out

Engine stops - some LEDs flashing

Probable cause

Test, check and/or remedy



Wire break - battery supply line





Check and replace damaged cables

Wire break between SEMS start/reset pressure switch and main control board



Remove and replace main control assembly



Some LEDs will be on when the engine is off - “NO CHARGE”, “ENG OIL PRESSURE”, “RUN SOLENOID”, etc.



Internal electronics problem with main controller assembly.



Valid alarm shutdown due to engine problems



Damaged cable to a particular field sensor



Damaged field sensor

If any LED is on that should not be, check the engine fault. If no fault with engine can be determined, check field sensor and cable for damage and replace as necessary.

If only the LEDs that should be on are on but the engine is not running, the problem is probably the oil pressure and coolant flow. Check coolant and engine oil levels. If OK, reset SEMS and start engine. The engine will run for 25 seconds before the hold timer turns off.

Once the engine has started, check the oil pressure. If it is OK but the engine still shuts down after 25 seconds, there is a problem with the coolant or oil pressure sensors or their cables. Check and replace as necessary.

Engine starts and runs for a few seconds, start fault LED is on



Engine start pressure not switching the timers on in the main control assembly



Check air pressure at the engine start pressure switch.

Check switch and its cable and replace if damaged

Engine runs but all LEDS flashing



Battery needs to be charged



Remove and replace IS battery

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_________________________________________________ Troubleshooting Table 1, continued: Control system troubleshooting Problem or symptom

Probable cause

Test, check and/or remedy

Engine runs - no charge LED on



No charging current for battery from alternator



Check to see if alternator is supplying enough current (the no charge LED may flicker when engine is at idle). Check fuses in the flameproof alternator barrier assembly. These will blow if the alternator is running over current. The sues will blow if the alternator puts out more than 15.7 volts continuously.

Fuses may blow due to a sudden power spike. Replace fuses or repair alternator as required.

Engine will not start - solenoid LED turns off



Solenoid ports are probably blocked



Check to see if air is passing through solenoid. If not, remove hose fittings and clean gauze filter. If air still does not pass through the solenoid, replace solenoid.

Solenoid LED will not turn off



Solenoid or solenoid cable dam-  aged

Check cable and solenoid, replace as required

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BI0016249 A6474X400 November 2012

Operation Manual

1013 Permissible Power Pack

SAFETY.CAT.COM

__________________________________________________________ This manual is intended to provide GENERAL product information.

The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

_______________________________________________________________

Table of contents Safety Instruction............................................................................... 4 General Description........................................................................... 5 Troubleshooting................................................................................. 10

________________________________________________________________ A6474X400

REV 1

BI0016249

Safety Instructions _______________________________________________ Safety Precautions

The following safety precautions should be observed whenever operating or performing any maintenance, repair, or adjustment procedure on this machine.

Additional precautions may appear in each section of this book. All precautions listed, as well as all Federal, State, and Mine safety regulations must be followed at all times.

Only qualified personnel are permitted to make repairs to permissible equipment. The permissibility of any permissible component must be verified after any maintenance or repair work and at regular intervals. Failure to maintain permissible components to OEM standard may result in a fire or explosion. Serious injury or death could occur.

!

DANGER

!

WARNING Do not attempt to operate this machine until you have been sufficiently trained on this machine and have read and understood this manual and are familiar with all controls and indicators. Operating this machine without the proper training and knowledge may result in serious injury or death to the operator or other personnel.

!

WARNING Do not alter, bypass, or remove and emergency or machine stop device. Failure to heed this warning may result in serious injury or death.

!

WARNING Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. Pressurized hydraulic fluid or falling loads may result in serious injury or death.

!

WARNING Never work under any assembly or component of this machine that is elevated. Always install enough blocking to support the machine or component or lower the component to ground level.

!

WARNING Never operate any lever or pedal from outside the operator’s compartment. Severe injury or death could result.

________________________________________________________________ 4 1013 Permissible Power Pack

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______________________________________________ General Description Introduction

The 1013 permissible power pack is powered by a 150 hp Deutz BF4M 1013 FC turbocharged, 4-stroke, vertical in-line four cylinder, direct injection, flame proof diesel electronic engine. The engine is connected to the drive system through torque converter and transmission.

Fig. 1 shows a typical 1013 power pack. Please consult the parts book for the power pack layout for your machine.

Fig. 1: Power pack (typical)

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General description_______________________________________________ Safety System

Secondary Shutdown System (optional)

Engine operation in monitored by a safety system that has the ability to shut down the machine if operating parameters rise above preset values. Please see the Electronic Engine Monitoring System manual for further information.

In addition to the electronic engine monitoring system, there is an optional secondary shutdown system available that operates independent of the electronic monitoring system. The system acts as a back-up safety system in the event that the electronic engine monitoring system controller malfunctions.

This secondary system consists of three thermovalves (exhaust temperature, exhaust coolant, and engine coolant) and a fire suppression valve. The thermovalve will activate if the temperature exceeds the preset allowable temperature. When the valve opens, it bleeds the air off of the circuit, causing the fuel rack cylinder to retract, thereby opening the fuel rack and shutting down the machine. If any one of these thermovalves is activated, it must be reset by opening the needle valve in the engine bay. Once the air is drained, close the needle valve.

When the fire suppression system is activated, a line to the fire suppression valve opens the valve, bleeding air off of the circuit, causing the fuel rack cylinder to retract, therby opening the fuel rack and shutting down the machine. If this valve is activated it must be manually reset by a mechanical reset on the valve itself.

See Figures 2,3, and 4 for typical secondary shutdown system component installations.

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______________________________________________ General Description Fig. 2: Exhaust temperature and exhaust coolant temperature valves - secondary shutdown system (optional) Exhaust coolant temperature thermovalve

Exhaust coolant temperature thermovalve pop-out indicator

Exhaust temperature thermovalve pop-out indicator

Exhaust temperature thermovalve

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General description_______________________________________________ Fig. 3: Engine coolant temperature valve and needle valve - secondary shutdown system (optional) Engine coolant temperature thermovalve pop-out indicator

Engine coolant temperature thermovalve

Needle valve

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______________________________________________ General Description Fig. 4: Fire suppression valve - secondary shutdown system (optional)

Fire suppression valve

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Troubleshooting _________________________________________________ Table 1: Engine troubleshooting Symptom Engine fails or is difficult to start

Probable Cause

Test, Check, or Remedy

Transmission not in neutral start position

Move transmission gear selector lever to neutral start position

Park brake not set

Set park brake

Emergency stop activated

Reset the emergency stop

Fuel not primed

Prime the fuel pump

Low air pressure

Recharge the air tank through quick disconnect fitting to a minimum of 100 psi (7 bar)

Secondary shutdown system activated

Check indicator on each valve; reset by opening needle valve.

Not declutched (where possible)

Check the clutch

Temperature below starting limit

Check temperature

Engine shutdown button in stop position (faulty Check the solenoid solenoid) Speed control set to middle position

Check and adjust speed control

Coolant level too low

Check coolant level in both reservoirs and add as necessary

Fuel line pressure stat

Check pressure stat and clean with air if necessary

Cooling fan defective, split or loose V-belt (belt Check/replace cooling fan driven fuel pump) Battery defective or discharged

Check battery voltage

Starter defective or pinion does not engage

Check the starter

Incorrect valve clearance

Call Caterpillar Service Representative

Leaking injection line

Check injection line

Injector defective

Call Caterpillar Service Representative

Air in fuel system

Check all hose connections to and from fuel tank

Fuel filter or pre-filter dirty

Check filter, clean/replace as necessary

Incorrect engine oil SAE class or quality

Replace oil

Fuel quality not as specified

Drain fuel from fuel tank, install new fuel filter element, refill with correct grade of clean fuel

Starter pressure regulator set too low

Reset regulator to 90 psi (6 bar)

Air starter piston sticking

Check air piston for free operation

Slow cranking speed

Low air pressure or regulator setting (see above)

Dirty or broken fuel lines

Clean/install new fuel lines as necessary

No fuel to cylinders

Fill fuel tank and prime

Wrong fuel injection

Call Caterpillar Service Representative

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_________________________________________________ Troubleshooting Table 1, continued: Engine troubleshooting Symptom

Probable Cause

Engine starts but runs Cooling fan defective, split or loose v-belt unevenly or stalls (belt driven fuel pump)

Engine overheats, temperature monitor gives warning

Test, Check, or Remedy Check cooling fan and replace as necessary

Cooling air temperature rise/hot air recirculation

Check air temperature

Incorrect valve clearance

Call Caterpillar Service Representative

Leaking injection line

Check injection line

Injector defective

Call Caterpillar Service Representative

Air in fuel system

Check hose connections to/from fuel tank

Fuel filter and/or pre-filter dirty

Check filters, clean/replace as necessary

Fuel quality not as specified

Remove fuel from fuel tank, install new fuel filter element, refill with correct grade of clean fuel

Fuel system incorrectly timed to engine

Call Caterpillar Service Representative

Fuel pressure too low

Check for plugging of fuel filter or water separator. Have governor adjustments made by qualified OEM distributor only

Bent or broken push rod

Replace push rod

Defect in fuel injection valves or pumps

Call Caterpillar Service Representative

Safety shutdown solenoid tripped

Check reset switch (located in engine bay)

Oil level too low

Add oil as necessary

Oil level too high

Drain oil as necessary

Dirty air cleaner

Check air cleaner, replace as necessary

Faulty turbocharger

Call Caterpillar Service Representative

Air cleaner indicator/switch defective

Check

Charge air line leaking

Check air line, replace as necessary

Coolant pump defective

Check coolant pump, clean/replace as necessary

Coolant heat exchanger dirty

Check/clean heat exchanger

Cooling fan defective, split or loose V-belt Check cooling fan and/or v-belt, replace as (belt driven fuel pump) necessary Cooling air temperature rise/hot air recirculation

Check air temperature

Vent pipe blocked coolant heat exchanger Check vent pipe, clean as necessary Injector defective

Call Caterpillar Service Representative

Oil filter defective

Replace oil filter

Coolant level too high

Check coolant level, add as necessary

______________________________________________________________ A6474X400 REV 1 11

BI0016249

Troubleshooting _________________________________________________ Table 1, continued: Engine troubleshooting Symptom Engine stalls at low rpm

Not enough power

Excessive vibration

Loud combustion noise (knocking)

Loud noise (clicking) from valve compartment

Probable Cause

Test, Check, or Remedy

Fuel pressure is low

Check for plugged fuel filter or pre-filter (water separator). Governor adjustments should be made by qualified OEM distributor only.

Idle rpm too low

Increase idle

Defect in fuel injection valves

Call Caterpillar Service Representative

Defect in fuel injection pump

Call Caterpillar Service Representative

Fuel pressure too low

Install new fuel filter; inspect fuel pre-filter (water separator)

Leaks in air inlet system

Check the pressure in the air intake manifold - look for restrictions in the air cleaner

Governor linkage

Make adjustment to get full travel of linkage - install new parts as needed

Defect in fuel injection valves or pumps

Call Caterpillar Service Representative

Incorrect fuel injection timing

Call Caterpillar Service Representative

Loose bolt or nut holding pulley or damper

Check/tighten nuts and bolts

Defective pulley or damper

Repair/replace as necessary

Fan blade out of balance

Loosen or remove fan belts and operate engine for a short time at the speed where the vibration occurred. If there is no vibration, replace the fan assembly.

Engine supports are loose, worn, or defective

Tighten all mounting bolts; install new components as necessary

Bad quality fuel

Drain fuel from fuel tank, install new fuel filter element, refill with correct grade of clean fuel

Defect in fuel injection valves

Call Caterpillar Service Representative

Defect in fuel injection pumps

Call Caterpillar Service Representative

Incorrect fuel injection timing

Call Caterpillar Service Representative

Damage to valve springs or locks

Call Caterpillar Service Representative

Insufficient lubrication

Check lubrication in valve compartment.

There must be a strong flow of oil at high engine rpm but only a small flow at low engine rpm. Oil passages must be clean, especially those sending oil to the cylinder head.

Too much valve clearance

Call Caterpillar Service Representative

Valve damage

Call Caterpillar Service Representative

________________________________________________________________ 12 1013 Permissible Power Pack

BI0016249

_________________________________________________ Troubleshooting Table 1, continued: Engine troubleshooting Symptom

Probable Cause

Test, Check, or Remedy

Oil in cooling system

Leaking head gasket

Install new head gasket

Mechanical noise (knock) in engine

Connecting rod bearing failure

Call Caterpillar Service Representative

Timing gear damaged

Call Caterpillar Service Representative

Crankshaft damaged

Call Caterpillar Service Representative

Fuel system leaks

Inspect fuel system and make repairs as necessary

Fuel and combustion noise

Small increases in fuel consumption may be the result of defective fuel nozzles, rough running, or factors causing loss of power (see previous sections)

Incorrect fuel injection timing

Call Caterpillar Service Representative

Valve spring damage

Call Caterpillar Service Representative

Camshaft damage

Call Caterpillar Service Representative

Valve lifter damage

Call Caterpillar Service Representative

Valve damage

Call Caterpillar Service Representative

Excessive fuel consumption

Loud valve noise or valve drive component noise

Excessive valve clearance Little movement of rocker arm and excesInsufficient lubrication sive valve clearance

Oil at the exhaust

Call Caterpillar Service Representative Check lubrication in valve compartment.

There must be a strong flow of oil at high engine rpm but only a small flow at low engine rpm. Oil passages must be clean, especially those sending oil to the cylinder head.

Rocker arm worn at face that contacts valve

Call Caterpillar Service Representative

End of valve stem worn

Call Caterpillar Service Representative

Worn push rods

Call Caterpillar Service Representative

Worn valve lifters

Call Caterpillar Service Representative

Damaged valve lifters

Call Caterpillar Service Representative

Worn cams on camshaft

Call Caterpillar Service Representative

Excessive oil in the valve compartment

Call Caterpillar Service Representative

Worn valve guides

Call Caterpillar Service Representative

Worn piston rings

Call Caterpillar Service Representative

______________________________________________________________ A6474X400 REV 1 13

BI0016249

Troubleshooting _________________________________________________

Table 1, continued: Engine troubleshooting Symptom Early engine wear

Probable Cause

Test, Check, or Remedy

Dir in lubrication oil

Drain dirty oil and install new oil filter element. Refill engine with clean oil.

Air inlet leaks

Inspect all gaskets and connections - repair leaks as necessary

Fuel leakage into lubrication oil

Call Caterpillar Service Representative

Little or no valve clearance

Worn valve seat or valve face

Call Caterpillar Service Representative

Coolant in lubrication oil

Cylinder head gasket failure

Call Caterpillar Service Representative

Crack or defect in cylinder head

Call Caterpillar Service Representative

Crack or defect in cylinder block

Call Caterpillar Service Representative

Seals for cylinder liners bad

Call Caterpillar Service Representative

Defective oil pressure gauge

Install new gauge

Dirty oil filter on oil cooler

Check the operation of the bypass valve for the filter. Install new oil filter elements if needed. Drain and replace oil in engine.

Diesel fuel in lubrication oil

Inspect for fuel leak and repair as necessary. Drain and replace lubrication oil. Install clean oil filter elements.

Excessive clearance between rocker arm shaft and rocker arm

Call Caterpillar Service Representative

Defective oil pump suction pipe

Call Caterpillar Service Representative

Low oil pressure

Relief valve for oil pump does not operate Call Caterpillar Service Representative correctly Defective oil pump

Call Caterpillar Service Representative

Excessive clearance between camshaft and camshaft bearing

Call Caterpillar Service Representative

Excessive clearance between crankshaft and crankshaft bearing

Call Caterpillar Service Representative

Excessive clearance for idler gear

Call Caterpillar Service Representative

Oil level too low

Add oil

Excessive inclination of engine

Move vehicle to level location

Incorrect engine oil SAE class or quality

Drain and replace with correct grade oil

________________________________________________________________ 14 1013 Permissible Power Pack

BI0016249

_________________________________________________ Troubleshooting Table 1, continued: Engine troubleshooting Symptom Poor engine performance

Probable Cause

Test, Check, or Remedy

Engine shutdown lever in stop position (faulty solenoid)

Check solenoid - replace as necessary

Oil level too high

Drain oil as necessary

Dirty air cleaner/faulty turbo charger

Check and replace air cleaner/turbo charger as necessary

Air cleaner service switch/indicator defec- Check switch/indicator tive LDA defective - leaking line

Check LDA

Charge air line leaking

Check air line and replace as necessary

Charge air cooler contaminated

Check/clean charge air cooler

Cooling fan defective, split or loose V-belt Check cooling fan and V-belt, replace as (belt driven fuel pump) necessary

Engine not firing on all cylinders

Excessive engine oil consumption

Incorrect valve clearance

Call Caterpillar Service Representative

Leaking injection line

Check injection line, replace as necessary

Defective injector

Call Service Representative

Air in fuel system

Check all hose connections to/from tank

Fuel filter or pre-filter dirty

Check, clean, or replace filters

Fuel quality not as per specification

Check fuel quality - drain and replace as necessary

Cooling fan defective, split or loose V-belt Check the cooling fan and V-belt - replace (belt driven fuel pump) as necessary Leaking injection line

Check injection line - replace as necessary

Defective injector

Call Caterpillar Service Representative

Air in fuel system

Check all hose connections to/from tank

Fuel filter and/or pre-filter dirty

Check, clean, or replace filter as necessary.

Oil level too high

Drain oil as necessary

Excessive inclination of engine

Check and adjust engine

Incorrect lubrication oil SAE class or qual- Replace oil ity

______________________________________________________________ A6474X400 REV 1 15

BI0016249

Troubleshooting _________________________________________________ Table 1, continued: Engine troubleshooting Symptom Engine smokes - blue smoke

Engine smokes white smoke

Engine smokes black smoke

Probable Cause

Test, Check, or Remedy

Oil level too high

Drain oil as necessary

Excessive inclination of engine

Check and adjust engine

Misfiring or running rough

See section on rough idle

Incorrect fuel injection timing

Call Caterpillar Service Representative

Worn piston rings

Call Caterpillar Service Representative

Worn valve guides

Call Caterpillar Service Representative

Below starting temperature limit

Check temperature

Incorrect valve clearance

Call Caterpillar Service Representative

Injectors defective

Call Caterpillar Service Representative

Fuel quality not per specifications

Check fuel quality - drain and replace as necessary

Dirty air cleaner

Check air cleaner and replace as necessary

Faulty turbocharger

Call Caterpillar Service Representative

Air cleaner indicator/service switch defec- Check switch/indicator tive LDA defective (leaking line)

Check LDA

Charge air line leaking

Check for leaks - replace as necessary

Charge air cooler contaminated

Check/clean as necessary

Incorrect valve clearance

Call Caterpillar Service Representative

Defective injector

Call Caterpillar Service Representative

Insufficient air for combustion

Check air cleaner for restrictions. Check inlet manifold pressure, Inspect turbocharger for correct operation.

Bad fuel injection valves

Call Caterpillar Service Representative

Incorrect fuel injection timing

Call Caterpillar Service Representative

Defective fuel ratio control

Call Caterpillar Service Representative

________________________________________________________________ 16 1013 Permissible Power Pack

BI0016249

_________________________________________________ Troubleshooting Table 1, continued: Engine troubleshooting Symptom Engine coolant too hot

Probable Cause

Test, Check, or Remedy

Restriction to air flow through radiator or restriction to flow of coolant through the heat exchanger

Inspect - remove all restrictions to flow

Coolant level low

Add coolant as required

Defective pressure cap

Check cap - replace as necessary

Combustion gases in coolant

Inspect cooling system and repair as necessary

Water temperature regulators (thermostats) or temperature gauge defective

Check - replace parts as necessary

Defective water pump

Repair as necessary

Incorrect fuel injection timing

Call Caterpillar Service Representative

______________________________________________________________ A6474X400 REV 1 17

BI0016249

Troubleshooting _________________________________________________ Table 2: Converter troubleshooting Symptom Low converter out pressure (below 25 psi (172.4 kPa) with engine at 2000 rpm no load) Suction line taking air

High converter out pressure (above 70 psi (482.6 kPa) with engine at 2000 rpm no load)

Overheating

Noisy converter

Probable Cause

Test, Check, or Remedy

Worn oil sealing and o-rings

Trouble is internal and will require a complete teardown of converter. Call Service Representative

Worn oil pump

Replace pump

Safety valve stays open

Clean and check valve spring and valve

Oil level low

Add oil as necessary

Suction line connections loose

Check connections, tighten as necessary

Worn oil pump

Replace pump

Oil cooler or oil lines restricted

Check oil cooler lines and oil cooler for restrictions. Clean or replace as necessary.

Oil too heavy

Check oil weight - see oil recommendation

Cold oil

Converter pressure in cold weather will vary. As soon as converter gets hot, pressure should drop

Worn oil sealing and o-rings

Trouble is internal and will require a complete teardown of converter. Call Service Representative

Worn oil pump

Replace pump

Safety valve stays open

Clean and check valve spring and valve

Oil level low

Add oil as necessary

Suction lines connections loose

Check connections, tighten as necessary

Oil cooler or oil lines restricted

Check oil cooler lines and oil cooler for restrictions. Clean or replace as necessary.

Oil cooler too small

Replace with correct size cooler

Converter drain line to transmission or oil sump not installed correctly

Install at lowest drain opening in converter housing. Line must maintain constant gradual drop to oil sump for gravity drain.

Worn coupling gear

Replace gear

Worn oil pump

Replace pump

Damaged bearing

A complete teardown will be necessary to determine bearing damage. Call Service Representative.

Worn drive gears

Replace gears

________________________________________________________________ 18 1013 Permissible Power Pack

BI0016249

_________________________________________________ Troubleshooting Table, continued 2: Converter troubleshooting Symptom Low clutch pressure

Probable Cause

Test, Check, or Remedy

Transmission malfunction

Close pressure line to transmission control valve. If clutch pressure returns to normal, trouble is in transmission.

Worn oil pump

Replace pump

Regulator valve stuck open

Clean and check valve for worn or dirty parts - replace as necessary

High clutch pressure

Regulator valve stuck closed

Clean and check valve for worn or dirty parts - replace as necessary

Lack of power

Incorrect engine function

Call Service Representative

Engine stall speed below normal

Tune engine - check governor - adjust high and low idle to OEM specifications

Low converter out pressure

See “Low converter out pressure”section

Air in oil

See “Suction line taking air”section

Incorrect oil

Replace with correct oil

O-ring between impeller cover and impeller damaged

Replace o-ring

Oil baffle o-ring damaged

Replace o-ring

Oil baffle oil seal damaged

Replace seal

Oil in engine flywheel housing

______________________________________________________________ A6474X400 REV 1 19

BI0016249

Troubleshooting _________________________________________________ Table 3: Transmission troubleshooting Symptom Low clutch pressure

Low converter charging pump output

Overheating

Noisy converter

Lack of power

Probable Cause

Test, Check, or Remedy

Low oil level

Add oil as required

Clutch pressure regulating valve stuck open

Clean valve spool and housing

Faulty charging pump

Replace pump

Broken or worn clutch shaft or piston sealing rings

Replace sealing rings

Clutch piston bleed valve stuck open

Clean bleed valves thoroughly

Low oil level

Add oil as required

Suction screen plugged

Clean suction screen

Air leaks at pump intake hose and connections or collapsed hose

Tighten all connections - replace hose if necessary

Defective oil pump

Replace pump

Worn oil sealing rings

Rebuild converter assembly

Worn oil pump

Replace pump

Low oil level

Add oil as required

Pump suction line taking air (R-32000 only)

Check suction line connections and tighten as required

Worn coupling gear

Replace gear

Worn oil pump

Replace pump

Worn or damaged bearings

Complete disassembly is necessary to determine what bearing is faulty

Low engine rpm at converter stall

Tune engine and check governor

Overheating

See “Overheating”section

________________________________________________________________ 20 1013 Permissible Power Pack

BI0016249

_________________________________________________ Troubleshooting Table 4: Fuel injector troubleshooting Symptom

Probable Cause

Test, Check, or Remedy

Injector fails

Water or other contamination in fuel

Call Caterpillar Service Representative

Loss of power

Defective injector

Call Caterpillar Service Representative

Increased smell

Increase in hydrocarbons and carbon monoxide due to poor combustion

Call Caterpillar Service Representative

______________________________________________________________ A6474X400 REV 1 21

BI0016249

Troubleshooting _________________________________________________ Table 5: Compressor troubleshooting Symptom Insufficient pressure

Noisy operation

Compressor passes excessive oil

Probable Cause

Test, Check, or Remedy

Dirty air intake strainer

Clean/replace strainer

Restriction in head cavities or lines

Inspect and clean

Leaking or broken valves

Check valves - replace as required

Excessive wear

Replace worn unit

Inlet valves stuck open

Clean and reinstall

Worn inlet valves

Inspect - replace as required

System leakage

Inspect all fittings - tighten or replace as necessary

Loose drive

Check drive wear - adjust or replace as necessary

Restrictions in lines

Check lines, replace as necessary

Worn or burned bearings

Replace bearings

Worn drive coupling

Replace coupling

Weak compressor lubrication

Check lubrication lines and pump

Excessive wear

Inspect, replace as necessary

Excessive wear

Inspect, replace as necessary

Dirty air intake strainer

Clean/replace strainer

High inlet vacuum

Check valve operation

Oil return line too small

Replace with larger line

Excessive oil pressure

Check oil level, pump, lines

Defective or worn oil seal rings in end cover

Replace oil seal rings

Piston rings installed incorrectly

Reinstall piston rings

Back pressure from engine crankcase

Check lines, oil level

________________________________________________________________ 22 1013 Permissible Power Pack

BI016253 A6474X412 November 2012

Operation and Maintenance Manual SH650D Shield Hauler A6474X413 - BI002302 (Operation) A6474X385 - BI016248 (Electronic Engine Monitoring) A6474X400 - BI016249 (1013 Power Pack) A6474X414 - BI016255 (Maintenance) A6474X423 - BI016256 (MSHA Documentation) A6474X388 - BI016252 (Diesel Reference)

SAFETY.CAT.COM

BI002302 A6474X413 November 2012

Operation Manual

SH650D Shield Hauler

SAFETY.CAT.COM

BI002302

__________________________________________________________ This manual is intended to provide GENERAL product information.

The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

BI002302

_______________________________________________________________

Table of contents Safety Instruction............................................................................... 4 Hazard Zone...................................................................................... 5 General Machine Description............................................................ 6 Storage .............................................................................................. 7 Machine Mounted Controls ............................................................... 9 Operation........................................................................................... 16

________________________________________________________________ A6474X413

REV 1

BI002302

Safety Instructions _______________________________________________ Safety Precautions

The following safety precautions should be observed whenever operating or performing any maintenance, repair, or adjustment procedure on this machine.

Additional precautions may appear in each section of this book. All precautions listed, as well as all Federal, State, and Mine safety regulations must be followed at all times.

Only qualified personnel are permitted to make repairs to permissible equipment. The permissibility of any permissible component must be verified after any maintenance or repair work and at regular intervals. Failure to maintain permissible components to OEM standard may result in a fire or explosion. Serious injury or death could occur.

!

DANGER

!

WARNING Do not attempt to operate this machine until you have been sufficiently trained on the machine and have read and understand this manual and are familiar with all controls and indicators. Operating this machine without the proper training and knowledge may result in serious injury or death to the operator or other personnel.

!

WARNING Do not alter, bypass, or remove and emergency or machine stop device. Failure to heed this warning may result in serious injury or death.

!

WARNING Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. Pressurized hydraulic fluid or falling loads may result in serious injury or death.

!

WARNING Never work under any assembly or component of this machine that is elevated. Always install enough blocking to support the machine or component or lower the component to ground level.

!

WARNING Never operate any lever or pedal from outside the operator’s compartment. Severe injury or death could result.

!

WARNING The machine is equipped with a canopy or cab. The operator should be aware when entering or exiting the operator’s compartment so as to not hit his head. Do not operate the machine without the cab or canopy in place.

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BI002302

______________________________________________ Hazard (Red) Zones A hazard zone (Fig. 1) exists around the machine when in operation. Anyone within this area is in danger of being struck by the machine as it articulates or raises, lowers, or tilts the attachment.

Fig. 1: Hazard zone

______________________________________________________________ A6474X413 REV 1 5

BI002302

General description_______________________________________________ Introduction

The SH650D is designed for use in longwall installations and relocations. The machine is powered by a diesel engine and is equipped with an electronic monitoring system. The monitoring system is a safety system that constantly monitors operating parameters. If any of these parameters go outside of preset values, the system has the ability to shutdown the machine.

Fig. 2: General Arrangement

3

1 2

1.

2.

3.

4.

5.

4 5

Operator’ s compartment Hydraulic oil tank Transmission bay Engine Bay Diesel fuel fill

________________________________________________________________ 6 Model SH650D Shield Hauler

BI002302

_________________________________________________________Storage Storage

Observance of these storage and transport instructions and tips will increase the service life and availability of the machine. You will also be able to carry out the transport work quicker and more safely. Careful attention to the points in this chapter will help you to simplify your day-to-day work.

Corrosion Protection

Components coated with temporary corrosion inhibitor are protected for approximately six months.

Exposure to Sunlight

Store the equipment indoors or cover with a tarpaulin to protect against direct exposure to sunlight.

Dirt and Moisture

Protect the equipment and all spare parts stored outdoors against moisture and dirt (for example, by covering with tarpaulins).

Protect the hydraulic plug connectors and the connectors of the electrical cables with the caps and plugs supplied.

Short-term Storage

During short-term storage (approximately 4 weeks) of equipment outdoors, but at temperatures above freezing, electrical components need not be removed.

Such components must be particularly protected against excessive temperatures, dirt, and moisture.

Long-term Storage

If the equipment is to be stored more than six months, the following lubrication and corrosion inhibiting procedures must be followed: 1. If the cylinder rods are exposed, the rods must be coated with a corrosion inhibiting fluid.

2. Completely fill the hydraulic oil tank with oil.

3. Fill all gear cases to the maximum fill level. The gear cases must be rotated monthly to ensure that the interior of the gear case remains lubricated.

4. Lubricate all grease points.

5. Drain and refill the radiator with new antifreeze.

6. Drain overflow bottles and refill half way with new antifreeze.

7. Cover the radiator to protect from damage.

8. Remove the battery and store appropriately.

9. Refer to the engine manufacturer’ s storage procedure for long term engine storage.

10. Drain all air tanks via each air tank drain valve.

Random Sample Inspection

After a storage period of approximately two years, a random sample inspection must be performed to determine whether the measures taken and the method of storage has prevented damage.

Natural Aging

Even with proper storage, seals and hoses are subject to natural ageing. Do not use these parts if they have been stored for more than two years.

______________________________________________________________ A6474X413 REV 1 7

BI002302

Storage _________________________________________________________ Long-term storage of spare components Hydraulic Components

If a component is to be stored more than six months, the hydraulic component must be completely filled with a corrosion inhibiting fluid. Fill the hollow areas of hydraulic components (e.g. the piston chambers) in horizontal position (ports facing upwards) until they start to overflow then seal the ports with plastic or steel plugs.

Miscellaneous Components

Store the electrical equipment, electronic components, spare parts of rubber or plastic –such as seals and hoses –and hydraulic fluids only in closed rooms at temperatures of 15° C to 25°C (60° F to 77° F).

Motors

Refer to the motor manufacturer’ s storage procedure guide in your parts manual.

Fan Assembly

Rotate the impeller 1-1/4 turn once per month to prevent dimpling of the motor bearings rollers.

Plastic Deformation

In order to prevent plastic deformation of the seal elements, cylinders must be stored in an upright position. Some cylinders must be removed so that they can be stored upright.

________________________________________________________________ 8 Model SH650D Shield Hauler

BI002302

________________________________________ Machine Mounted Controls Operation The following pages provide a description of the controls and indicators used during machine operation.

For start up and shutdown procedures, please see the Electronic Monitoring System section of this manual.

______________________________________________________________ A6474X413 REV 1 9

Machine Mounted Controls ________________________________________ Gauges

There are gauges mounted on machine (Fig. 3) used to monitor the operating condition of the machine. Table 1 lists the gauges, their functions, and normal operating values.

Fig. 3: Gauges 1

2

3

4

5

6

7

8

9

13

1.

2.

3.

4.

5.

6.

7.

EXH GAS TEMP SYSTEM PSI EXH BACK PRESSURE DIF-LOCK PSI INTAKE VACUMM PILOT PSI

AIR PSI

10

12

11

8. TRANSMISSION TEMP 9. SYSTEM PSI 10. ACCUM PSI 11. TRANSMISSION PSI 12. ENGINE OIL PSI 13. ENGINE COOLANT TEMP 14. TACHOMETER (not shown)

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BI002302

________________________________________ Machine Mounted Controls Table 1: Gauges

Gauge

Function

1. EXH TEMP

Monitors the temperature of the exhaust gas.

2. BRAKE PSI

Monitors the pressure in the brake circuit.

Operating Value

0 psi when brakes are not engaged.

1,800 psi when brakes are engaged.

3. EXHAUST H2O

Monitors the back pressure across the dry filter.

Maximum back pressure = 60 inches of water (read with engine in neutral at high idle).

4. DIF-LOCK PSI

Monitors the pressure in the differential lock circuit.

0 psi when dif-locks are not engaged.

800 psi when dif-locks are engaged.

5. INTAKE H2O

Monitors inlet vacuum pressure and provides a visual indication of when the air inlet filter needs servicing.

Maximum restriction = 26 inches of water.

6. PILOT PSI

Monitors the hydraulic pilot circuit pressure.

500 psi

7. AIR PSI

Monitors the pressure in the pneumatic system.

120 - 150 psi

8. TRANSMISSION TEMP Monitors the temperature of the transmission oil.

Maximum temperature = 250 F.

9. SYSTEM PSI

2,800 psi

Monitors the hydraulic system pressure.

If 3,000 psi or greater, shut down and call for service.

10. ACCUM PSI

Monitors the pressure in the accumulator circuit (should be the same as the system pressure). The accumulator circuit provides the pressure necessary to release the brakes.

1,800 psi

11. TRANSMISSION PSI

Monitors the oil pressure in the transmission.

Greater than 160 psi.

12. ENGINE OIL PSI

Monitors the pressure of the engine oil.

If the pressure drops below 15 psi, machine will shut down.

13. ENGINE COOLANT TEMP

Monitors the temperature of the coolant in the engine.

If the temperature exceeds 200° F, the machine will shut down.

14. TACHOMETER

Displays the engine rpms.

______________________________________________________________ A6474X413 REV 1 11

Machine Mounted Controls ________________________________________ Controls

The machine is operated via controls located within the operators compartment (Fig. 4). Table 2 describes the function and use of each control.

Fig. 4: Controls 1

2

3

4

5

6

24 (if equipped)

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

WINCH control lever PTO control lever STEERING control lever START button Sampling Ports START/STOP toggle switch SEMS monitoring system PARK BRAKE Brake pedal Accelerator pedal

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

7

21

8

9

25

START button Gear Selector EMERGENCY STOP HI/LOW range selector HORN Air shutoff valve Fire suppression actuator Winch speed control Light switch (not shown) Brake override

10

11

22

12

20

13

19

14

21

15

18

16

17

21. Dif-lock (2 possible locations) 22. LIFT/TILT control lever 23. Emergency brake release hand pump (not shown) 24. Declutch pedal (optional) 25. Range selector control

________________________________________________________________ 12 Model SH650D Shield Hauler

BI002302

________________________________________ Machine Mounted Controls Table 2: Controls Control 1. WINCH control lever

Function Used to pay the winch cable out or reel it in.

Operation Move the lever to the right to pay out cable.

Move the lever to the left to reel in cable.

2. PTO control lever ! CAUTION

Used to control PTO function.

Move the lever up or down to energize PTO port A or B.

Do not operate the PTO system continuously for more than thirty minutes at a time.

Never block or tie the PTO function to an active position. Operating the PTO for longer than thirty minutes will result in excessive heat in the hydraulic system, accelerating breakdown of the hydraulic fluid and causing hydraulic component failure.

Control

Function

Operation

3. Steering control lever

Used to steer the machine.

To steer the machine, move the valve handle in

4. START button

Used to start the machine.

Both START buttons (4 and 11) must be held in simultaneously to start the machine.

If the engine does not start on the first attempt, then the operator needs to wait ONE minute before attempting to start the engine again. The one minute time needs to be observed between each subsequent attempt at starting the engine.

5. SAMPLING PORTS

The RAW and TREATED ports are meter connections for sampling the exhaust.

6. START/STOP

Used to turn the engine moni- Flip the toggle switch up to the START position to toring system on and off. Sys- turn on the engine monitoring system. tem must be on before engine can be started.

Flip the toggle switch down to the STOP position to turn the machine off.

7. SEMS Monitoring System

Used to monitor the engine: Has the ability to shut down the engine.

See the Electronic Monitoring System manual, document A6474X385.

8. PARK BRAKE

The park brake (emergency brake) is automatically applied whenever the engine is shut down.

Push the button in to set the brakes.

Foot operated pedal that applies the service brakes. This is a reverse modulating function that reduces the pressure supplied to the hydraulic released spring applied (HRSA) brakes as the pedal is depressed.

Push the pedal down to slow the machine. The farther the pedal is pushed, the slower the machine is travel.

9. Service brake pedal

Pull the button out to release the brakes.

______________________________________________________________ A6474X413 REV 1 13

Machine Mounted Controls ________________________________________ Table 2, continued: Controls Control

Function

Operation

10. Accelerator pedal

Foot operated pedal used tram the machine.

Push the pedal down to begin tramming. The farther down the pedal is pushed, the faster the machine will travel (within the chosen speed range). Releasing the pedal while tramming allows the machine to decelerate through the torque converter.

11. START button

Used to start the machine.

Both START buttons (4 and 11) must be held in simultaneously to start the machine.

If the engine does not start on the first attempt, then the operator needs to wait ONE minute before attempting to start the engine again. The one minute time needs to be observed between each subsequent attempt at starting the engine.

12. Gear selector

Used to select gear - 1st, 2nd, 3rd, or 4th (forward or reverse).

Place in START position when starting the engine.

Place in NEUTRAL START position when shifting from high to low or low to high speed.

Always engage forward or reverse with the engine idling.

It in not necessary to start off in low gear.

Constant operation in higher gears in low grade conditions is permitted.

13. EMERGENCY STOP Used to shut down the machine in an emergency.

Pushing the emergency stop button will close off the air to the engine. Repeated use may cause damage to the engine and the cooling system.

14. HIGH/LOW RANGE

To stop the machine in an emergency, press the button in.

Note: The air inlet to must be reset before the engine can be restarted.

Used in conjunction with the 1.

RANGE SELECTOR to select transmission speed 2. range.

Press the service brake pedal to stop the machine.

Hold the brake in while shifting.

Place the gear selector lever in the NEUTRAL START position.

3.

Push in and hold the RANGE SELECTOR CONTROL.

4.

While holding the RANGE SELECTOR CONTROL, move the HIGH/LOW RANGE selector to the desired speed.

5.

Shift the transmission into 1st gear (forward or reverse) and tram the machine 2 to 3 feet to engage the gears.

6.

Release the RANGE SELECTOR CONTROL button.

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________________________________________ Machine Mounted Controls Table 2, continued: Controls Control 15. HORN

Function

Operation

Sounds the air horn - follow all Push to sound the horn. applicable laws and regulations for sounding the horn.

16. AIR SHUTOFF VALVE Used to shut off air supply to the main control valve when servicing the machine.

Turn the valve handle to the 3 o’ clock position to open the master air valve.

Turn the valve handle to the 12 o’ clock position to close the master air valve.

17. Fire Suppression Actuator

Used to manually activate the To actuate the fire suppression system: fire suppression system.

1. Pull the safety pin.

There are two manual actuators: one is located in the operator’ s compartment and one 2. Strike downward on the plunger. The engine will shut down and dry chemical will be disis located in the fuel filter compersed throughout the machine. partment.

Note: The system must be recharged with dry chemical and expellants after it has been actuated.

18. WINCH SPEED

Used to select either high or low winch speed.

To select HI, turn the lever to the left (ccw).

To select LO, turn the lever to the right (cw).

19. Light switch

Used to turn the head lights on To turn the lights on, turn the switch to the ON and off. position.

To turn the lights off, turn the switch to the OFF position.

20. Brake override valve

Used to stall test the machine.

With the park brake applied, hold in the valve.

This allows the interlock to be by-passed and the transmission to be put in gear (brakes still applied). This valve is ONLY used for testing machine performance.

21. DIFFERENTIAL LOCK Used to engage and release the differential locks on the front and rear axles.

Push in to engage the differential locks.

22. TITLT/LIFT

Push the lever up to lower the attachment.

Used to raise, lower and tilt the attachment.

Pull out to disengage the differential locks.

Push the lever down to raise the attachment.

Push the lever to the lift to tilt the attachment down.

Push the lever to the right to tilt the attachment up.

______________________________________________________________ A6474X413 REV 1 15

Machine Mounted Controls ________________________________________ Table 2, continued: Controls Control

Function

EMERGENCY BRAKE RELEASE HAND PUMP

The automatic emergency brakes are spring applied on and pressure release off internal wet disc brakes located on each wheel end. These brakes are normally released using the PARK BRAKE control. In the event of hydraulic system failure, the brakes can be released using the hand pump.

Operation To release the emergency brakes: WARNING! The machine must be chocked at all 4 wheels before releasing the brakes with the hand pump. Failure chock the wheels may allow the machine to move, resulting in machine damage or injury to personnel.

1. Turn the selector valve handle on the hand pump counterclockwise to the RELEAE position.

2. Remove the pump handle retaining ring.

3. Pump the hand pump until the EMERG BRAKE PSI gauge reads a minimum of 2,200 psi.

To reset the emergency brakes: 1. Turn the selector valve hand clockwise to the REAPPLY position.

2. Push the hand pump handle down and secure with the retainer pin.

24. Declutch pedal (optional)

Used to declutch the transmis- For optimum hydraulic system performance, fully sion while ramping the engine depress the declutch pedal. speed to increase hydraulic Note: the brake pedal is physically connected to speed function. the declutch pedal so that the brake is applied any time the declutch pedal is depressed.

25. RANGE SELECTOR CONTROL

Used in conjunction with the HIGH/LOW RANGE selector to select transmission speed range.

See 14 - HIGH/LOW RANGE

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______________________________________________________ Operation Startup and Shutdown For startup and shutdown procedures, see the Electronic Engine Monitoring section of this manual. !

WARNING

! CAUTION

It is not possible, within the scope of this guide, to anticipate all possible arrangements for towing a disabled vehicle. Sll possible precautions must be taken to protect theoperators and anyone around either vehicle from being injured by the towed vehicle, the towing device used (cables, bars, etc.), or the towing vehicle. The towing device used must be strong and heavy enough to maintain control of both vehicles through all bottom conditions to be encountered at all times. Safety chains or other safety devices must be used in case of failure of the primary towing device. All operators must be alert at all times to prevent either unit from running away or running out of control during towing. The vehicle to be towed must be securely coupled to the towing vehicle before the brakes are released on the disabled unit. The operator of the towing vehicle must be in place in the towing vehicle with the brakes applied before the brakes of the disabled vehicle are released.

For long distance towing, disconnect and remove front and rear drive lines.

!

WARNING At no time during towing should anyone ride in or on the vehicle being towed or stand in between the towing vehicle and the disabled vehicle.

!

WARNING Failure to set the parking brake on the disabled vehicle before removing the towing device could allow the disabled vehicle to roll away uncontrolled. Severe injury or death of personnel or machine damage may result.

IMPORTANT

In states with specific towing regulations, follow the regulations without deviation.

Towing 1.

Couple the towing vehicle securely to the disabled vehicle.

2.

In the operator’ s compartment of the disabled vehicle, turn the valve selector handle on the emergency brake hand pump to PUMP TO RELEASE (this isolates the park brake solenoid from the circuit).

3.

Begin pumping the hand pump. The building pressure moves the shuttle valve and allows the automatic (park) brake system to be pressurized.

4.

The automatic (park) brake is released when a minimum of 1,500 psi is indicated on the emergency brake pressure gauge, EMERG BRAKE PSI.

5.

Begin towing the vehicle.

6.

Once the destination is reached, stop both vehicles and set the parking brake on the disabled vehicle before removing the towing devices. The disabled vehicle should be chocked in both direction at all four wheels for additional stability.

The brake is set by turning the valve handle on the hand pump to the NORMAL RE-APPLY.

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__________________________________________________________

BI016255 A6474X414 November 2012

Maintenance Manual SH650D Shield Hauler

SAFETY.CAT.COM

BI016255

__________________________________________________________

This manual is intended to provide GENERAL product information. The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

BI016255

_______________________________________________________________

Table of contents Safety Precautions ............................................................................ 4 General Maintenance Instructions .................................................... 5 Special Fasteners.............................................................................. 7 Torque Charts ................................................................................... 8 Maintenance...................................................................................... 10 Specific Torque Values ............................................................. 10 Lubricant and Fluid Capacities.................................................. 10 Lubrication and Maintenance Chart .......................................... 11 Specific Lubrication and Maintenance Procedures................... 14 Pre-shift ................................................................................ 14 Daily ..................................................................................... 20 Weekly.................................................................................. 29 Every 100 Hours of Service ................................................. 38 Every 3 months .................................................................... 42 Every 500 Hours of Service ................................................. 48 Every 1,000 Hours of Service .............................................. 53 Every 6 Months .................................................................... 55 Lubricant Specifications .................................................................... 56

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Safety Instructions _______________________________________________ Safety Precautions

The following safety precautions should be observed whenever operating or performing any maintenance, repair, or adjustment procedure on this machine.

Additional precautions may appear in each section of this book. All precautions listed applicable to this machine, as well as all applicable regulatory agency rules and regulations must be followed at all times.

Only qualified personnel are permitted to make repairs to permissible equipment. The permissibility of any permissible component must be verified after any maintenance or repair work and at regular intervals. Failure to maintain permissible components to OEM standard may result in a fire or explosion. Serious injury or death could occur.

!

DANGER

!

WARNING Do not attempt to operate this machine until you have been sufficiently trained on this machine and have read and understood this manual and are familiar with all controls and indicators. Operating this machine without the proper training and knowledge may result in serious injury or death to the operator or other personnel.

!

WARNING Do not move any hydraulic control lever unless you are certain that everyone is completely clear of any machine movement. Accidental machine movement may result in serious injuries or death.

!

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

!

WARNING Some procedures or test may require the cover of the electrical controller to be removed and some may require the controller to be energized during the procedure. Tall all necessary precautions to prevent electrical shock while working within the controller. An MSHA certified electrician must supervise and inspect all work.

!

WARNING Do not alter, bypass, or remove and emergency or machine stop device. Failure to heed this warning may result in serious injury or death.

!

WARNING Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. Pressurized hydraulic fluid or falling loads may result in serious injury or death.

!

WARNING Whenever performing maintenance, be sure to collect and properly dispose of all fluids.

Do not let fluids (coolant, engine oil, hydraulic oil, etc) drip or drain onto the ground.

Dispose of in accordance with all laws and regulations.

!

WARNING When performing maintenance, be aware that fluids (hydraulic oil, engine oil, coolant) may be hot. Contact with hot fluids may result in burns.

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__________________________________ General Maintenance Instructions Introduction

Maintenance at regular intervals increases the operational safety and prolongs the service life of the machine. This manual contains recommendations on machine and component inspections, machine lubrication, lubricant (oil) change procedures, filter maintenance, and adjustment procedures to properly maintain the machine.

Tools

General tools are required for maintenance. If a procedure requires a specialty tool or material, it will be identified in the procedure.

Illustrations and Procedures The maintenance intervals and procedures given in this manual are based on typical machines and typical mine conditions. Mine conditions and machine configuration may require the recommended intervals or maintenance procedure be modified from those given.

The illustrations used in this manual are for a typical machine and may vary from your machine. If repair work is required, always refer to the specific drawing in the Parts Book supplied with your machine.

Maintenance Notes

Before performing maintenance on this machine, observe the following: 1. In order to avoid individual components not being serviced or being inadequately serviced, it is recommended that a general maintenance plan be developed.

2. Use only original OEM parts when replacing components.

3. All electrical work must be supervised and inspected by a certified electrician.

4. Anyone performing maintenance on this equipment must be trained on machine operation.

5. Shutdown the machine on level ground.

6. Test all controls to ensure that the machine will not move.

7. Chock all four wheels in each direction.

8. Connect the steering lockout device.

9. If an assembly must be left in an elevated position, place appropriate blocking under the assembly. Make sure that the blocking can support the weight of the assembly without slipping or failing.

10. If drive shafts are to be run, the machine must be jacked clear of the ground so that all four wheels are free to rotate. Securely block the machine, including the center section with appropriate blocking. Make sure that the blocking can support the weight of the assembly without slipping or failing.

11. Relieve all hydraulic pressures and position the levers and controls, if applicable, in the Neutral or Off position.

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General Maintenance Instructions___________________________________ 12. Do not perform maintenance on a circuit while there is a load resting on the hydraulic cylinder. Booms must be securely blocked with the boom in the raised position if maintenance is to be performed.

13. Do not perform maintenance in a congested area. This could endanger the maintenance person or others in the vicinity.

14. Whenever a potential problem is uncovered during a periodic maintenance check, it is imperative that it be corrected immediately by a qualified maintenance technician.

15. Cleanliness cannot be overemphasized as the essential ingredient of a good maintenance program. Machines should be kept as free as possible of dirt and debris which could impede performance or infiltrate systems and cause premature wear or failure.

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________________________________________________ Special Fasteners Introduction

Various types of specialty fasteners, self-locking bolts and nuts, lock wiring, etc., may be in use on the machine. It is important that these fasteners be used in the correct manner to provide the locking qualities required.

Locking Wire Fasteners

When using a single locking wire, insert the wire through the fastener from the inside to the outside of the bolt circle, advancing in a clockwise direction (Fig. 1).

When using wired pairs, insert the wire in the left hand fastener (as viewed from the center of the bolt circle) from the inside to the outside of the bolt circle. Insert the right end of the wire through the right hand fastener (Fig. 1).

Fig. 1: Lock wire fasteners

Self-Locking Screws

1. Self-locking screws are generally used where measured torque is required.

2. Use a hand wrench, not a power wrench, to tighten to get an accurate reading.

3. Performance is reduced with each use. Limit reuse to twice.

4. If assembly requires shimming, establish the shimming requirements using standard fasteners. After shimming requirements are established, replace standard fastener with self-locking and torque as required.

Lock Nuts

1. Lock nuts with nylon or fiber inserts should not be reused.

2. Lock nuts with a spring steel lock ring in the head can be reused.

3. Hand thread the nut to engage the threads before using a power wrench.

4. Bolt or stud threads should extend beyond the nut.

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Torque Values ___________________________________________________ Introduction

The following charts list the recommended torque values for common fasteners used on the Continuous Miner. Use these torque values unless the Bucyrus drawing or instructional material states otherwise.

Do not use these tables for any bolt grades except those specifically listed.

Use a calibrated torque wrench for accuracy.

Table 1: Imperial Bolts

Grade 8 Imperial Bolts Torque Recommendations (calculated at 75% proof load) Bolt size Dry Lubricated (inches) ft-lbs ft-lbs 1/4 12 6 5/16 25 12 3/8

44

22

7/16

70

35

1/2

107

53

9/16

154

77

5/8 3/4

212 376

106 188

7/8

606

303

1

909

454

1-1/8

1287

644

1-1/4

1875

938

1-3/8

2382

1191

1-1/2

3161

1581

1-3/4

4988

2494

2

7500

3750

2-1/4

10969

5484

2-1/2

15000

7500

2-3/4 3

17794 23507

8897 11753

3-1/4

30286

15143

3-1/2

38266

19133

3-3/4

47545

23773

4

58100

29085

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___________________________________________________ Torque Values Table 2: Metric Bolts Metric Bolts Torque Recommendations (calculated at 75% proof load) Property Class

8.8

10.9

12.9

M6 - M16: 800 M20 - M30: 830

1040

1220

Minimum Tensile Strength (MPa) Nominal Size and Thread Pitch

Dry ft-lbs (in-lbs)

Lubricated ft-lbs (in-lbs)

Dry ft-lbs (in-lbs)

Lubricated ft-lbs (in-lbs)

Dry ft-lbs (in-lbs)

Lubricated ft-lbs (in-lbs)

M5 X 0.80 M6 X 1.00

(54) (92)

(41) (69)

(78) (133)

(59) (99)

(91) (156)

(68) (116)

M7 X 1.00

(156)

(116)

(222)

(167)

(260)

(195)

M8 X 1.25

(2250

(169)

(333)

(242)

(377)

(284)

M10 X 1.50

37

28

53

40

62

47

M12 X 1.75

65

49

93

69

108

81

M14 X 2.00

104

78

148

111

173

130

M16 X 2.00

161

121

230

172

269

202

M18 X 2.50

222

167

318

238

372

279

M20 X 2.50

314

235

449

337

525

394

M22 X 2.50

428

321

613

460

716

537

M24 X 3.00

543

407

776

582

908

681

M27 X 3.00

796

597

1139

854

1331

998

M30 X 3.50

1079

809

1543

1158

1804

1353

M33 X 3.50

1468

1101

2101

1576

2455

1842

M36 X 4.00

1886

1415

2699

2024

3154

2366

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Maintenance Schedule ____________________________________________ Introduction

This section outlines the frequency at which maintenance tasks should be carried out. Depending on operating conditions, more frequent intervals may be required.

Torque Values

Table 3 lists some specific fasteners that must be checked during maintenance and their torque values (dry and lubricated). Lubricated thread torque values should be used any time the bolt threads are covered with oil, grease, antiseize or thread-locking compounds.

Table 3: Torque values Location

Lubricants

Size

Lubricated Torque (ft-lbs)

Steering Cylinder Pins

1-1/4”UNC GR 8

1400

Tire-Wheel Mounting Nuts

M22X1.5 UNF GR 8

480

Transmission Mounting Bolts

1/2”UNC GR 8

85

Axle Mounting Bolts

1-1/4”UNC GR 8

1400

Center Section

1/2X1”UNC GR 8

85

Driveline Bolts

7/16”UNF GR 8

60

Oscillation Section

1-1/4X7-1/2”GR 8

1400

Table 4 lists lubricant specifications and fluid capacities that should be observed when adding or changing a lubricant or greasing a component.

Table 4: Lubricants and fluid capacities Location

Specification

Approximate Capacity

Notes

55 gal (208 L)

1

Hydraulic Oil Tank

Mobilfluid 424

Winch

API GL4 (140) Gear Oil Peragma Grade 8

2.5 qts (2.3 L) or as required

Axle Housing

Hypoid Gear Oil SAE 90W

8.4 gal (32 L)

2

Planetary Wheel Ends

Hypoid Gear Oil SAE 90W

6.8 qts (6.5 L)

2

Wet Disc Brakes

Cooling Oil

Fuel Tank

Low Sulfur Diesel Fuel

35 gal

Transmission Fluid

SAE20W, CAT TO-4, or Allison C4

5 gal

4 gal each

Specification sheets, listing the physical characteristics of the lubricant and vendors and lubricants that are known to meet each specification, are given at the end of this section.

1. With ejector blade completely retracted (if equipped with bucket).

2. The axle housing and planetary wheel end assemblies do not have a common oil source. Each assembly must be filled separately. Make sure the level check and fill holes in the planetary wheel end cover are in the proper position (fill hole should be at the 3 o'clock or 9 o'clock position). When filling the axle housing and planetary wheel ends, allow enough time for the lubricant to fill the various cavities and around component parts in each assembly. Continue adding oil into each assembly until the required oil level is reached.

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____________________________________________Maintenance Schedule Table 5: Lubrication and maintenance schedule Item

Description

Places

Lubricant

Specification

Pre-shift 1 2 3 4

Physical damage Headlights (inspect) Engine oil level Transmission oil level

Inspect 4 Check Check

5

Radiator coolant level

Check

6 7 8 9

Leaks (hydraulic, coolant, oil, and fuel) Fuel Level Engine air cleaner Soot Filter (replace as necessary)

Inspect

10W40 API CF/ 4 SAE 20W CAT TO-4 Allison C4 Avia Antifreeze Extra Glysantin G 48 DEA radiator antifreeze Shell GlycoShell Low sulfur diesel fuel

Check Inspect

Daily 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Center section pivots Steering cylinders (rod and base end) Oscillating bearing Tilt cylinders (if equipped) Lift cylinders (if equipped) Lift bell crank (if equipped) Fork frame (if equipped) Brake pedal Canopy guide tubes Winch (if equipped) Winch guide rollers (if equipped) Drive line Fasteners (nuts, bolts and screws) Electrical cables, conduits and glands Hydraulic oil level (check)

2 4 9 4 4 2 2 1 3 3 6 13 Inspect Inspect 1

Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3

Spec. 100-12

Weekly 25 26 27 28

Permissibility Air tank (drain) Primary fuel filter Winch oil level (if equipped)

Check 2 Drain 1

29 30 31 32 33 34 35 36

Steering cylinder pins Center section pins and nuts Wheel mounting nuts Engine and transmission mounting bolts Axle mounting bolts Oscillating bearing Fire suppression system Primary filter (inspect/change as required) Return filter (inspect/change as required) Pilot pressure filter (inspect/change as required)

Inspect Inspect Inspect Inspect Inspect Inspect Inspect 1

37 38

API GL4 (140) Gear oil Peragma Grade 8

1 1

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Maintenance Schedule ____________________________________________ Table 5, continued: Lubrication and maintenance schedule Item

Description

Places

39

Axle oil level (Check)

2

40

Planetary wheel end oil level (Check)

4

41

Carbon monoxide (CO) sampling Every 100 hours Engine oil and filter Primary fuel filter (change) Secondary fuel filter (change)

42* 43 44

Lubricant

Specification

Hypoid gear oil SAE 90W Hypoid gear oil SAE 90W

Change 1 2

10W40 API CF/ 4

Hypoid gear oil SAE 90W Hypoid gear oil SAE 90W

Every three months 45

Axle oil (Change)

2

46

Planetary wheel end oil (Change)

4

47 48 49 50

Wet disc brake wear (Check) Hydraulic oil (Change) Tank suction strainer (Clean/change) Winch oil (Change) (if equipped)

4 1 1 1

51 52

Every 500 hours Transmission fluid and filter Radiator coolant

53 54 55 56

Exhaust heat exchanger Every 1000 hours Scrubber heat exchanger Every 6 months Power system permissibility: intake system Power system permissibility: shutdown circuit testing

Clean Change

Spec. 100-12 API GL4 (140) Gear oil Peragma Grade 8

Avia Antifreeze Extra Glysantin G 48 DEA radiator antifreeze Shell GlycoShell

Inspect Clean

* Change engine oil and filter after the first 50 hours of operation and then every 100 hours of operation.

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____________________________________________Maintenance Schedule Fig. 2: Lubrication and maintenance locator

13 14

47

31,40,46

19

36,37,38

17,18 11,29 10,30 4,51 12,34 24,48,49

7

54

5,52

3,42

27,43,44

8 26

42

9

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Maintenance Instructions __________________________________________ Specific lubrication and maintenance procedures Pre-shift The purpose of this section is to describe the maintenance procedures that are required every shift: 1. Inspect for physical damage 2. Check the headlights 3. Check the engine oil, transmission oil, and radiator coolant levels 4. Inspect for leaks (hydraulic, coolant, oil, and fuel) 5. Check the fuel level 6. Check the engine air cleaner 7. Check the soot filter

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__________________________________________Maintenance Instructions Physical Damage

Inspect the machine for physical damage, including but not limited to reflectors, tags, guards, and tires. Replace all missing or defective components or repair the machine as necessary before operation.

Headlights

Turn on the headlights and visually inspect for bulbs that need replaced or for signs of damage.

Engine Oil Level

Check the engine oil level (Fig. 3): CAUTION! Never run the engine with a low oil level. Severe engine damage may result.

IMPORTANT! The dipstick is calibrated to measure the oil level when the engine is cold.

1. Remove the engine oil dipstick and wipe clean.

2. Fully insert the dipstick, remove it and read the oil level.

3. If oil is required, remove the filler cap from the engine and add oil (10W40 API CF/4) until the correct level is achieved.

Fig. 3: Engine oil check

Dipstick

Fill cap

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Maintenance Instructions __________________________________________ Transmission Oil Level

Check the transmission fluid level with the machine in neutral and with the engine at idle speed (approximately 650 rpm) using the transmission dipstick (Fig. 4). Add transmission fluid (SAE20W, CAT TO-4, Allison C4, or equivalent).

Fig. 4: Transmission oil check

Transmission dip stick

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__________________________________________Maintenance Instructions Coolant Level

Check the engine and exhaust radiator coolant levels in four places: on each radiator and two places on the expansion tank (Fig. 5).

To check the level on each radiator, unscrew the plug on the front of the radiator to expose the sight glass. Each sight glass should be full. If needed, remove the cap and add the appropriate coolant until the sight glass is full. Replace the cap and the sight glass plug.

CAUTION! Do no open the service cap unless the vehicle is cold.

To check the level in the expansion tank, open the guard on the back of the machine. There are two sight glasses mounted to the side of the tank; each sight glass should be full. If needed, open the fill cap on the top of the tank and add the appropriate coolant until the sight glass is full. Replace the cap and close the guard.

Fig. 5: Radiator coolant check Exhaust coolant fill port Exhaust coolant sight glass

Engine coolant fill port (behind post)

Engine coolant sight glass

Exhaust coolant fill port

Engine coolant fill port

Expansion tank

Engine coolant sight glass

Exhaust coolant sight glass

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Maintenance Instructions __________________________________________ Leaks

Inspect the machine for fluid leaks. Check hydraulic oil, coolant, engine oil, and fuels lines for leaking connections, damaged hoses/lines, etc. Repair all leaks before operating the machine.

Diesel Fuel Level

Check the diesel fuel level using the gauge on the top of the tank. If required, add low sulfur diesel fuel through the fuel cap located on top of the tank (Fig. 6).

Fig. 6: Diesel fuel fill

Fuel gauge

Fuel cap

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__________________________________________Maintenance Instructions Engine Air Cleaner

Check the service indicator or switch located on the engine air cleaner (Fig. 7).

The frequency with which the air cleaner filter needs changes is dependent upon the operating conditions. Change the filter when inlet vacuum reaches 26”.

Fig. 6: Engine air cleaner

Engine air cleaner Soot Filter

With the transmission in neutral and the engine running at high idle, observe the exhaust back pressure gauge in the operator’ s compartment. When the back pressure reaches 60 inches of water, the soot filter (Fig. 7) must be changed.

Fig. 7: Soot filter

Soot filter

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Maintenance Instructions __________________________________________ Daily The purpose of this section is to describe the maintenance procedures that are required on a daily basis: 1. Grease the following: 

Center section pivots



Steering cylinders



Oscillating bearing



Tilt cylinders (if equipped)



Lift cylinders (if equipped)



Lift bell crank (if equipped)



For frame (if equipped)



Accelerator assembly



Brake pedal assembly



Canopy guide tubes



Winch (if equipped)



Winch guide rollers (if equipped)



Drive line

2. Inspect all fasteners 3. Inspect all electrical cables, conduits, and glands 4. Check the hydraulic oil level

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__________________________________________Maintenance Instructions Center Section Pivot

Lubricate the center section pivot points (2 places) with Spec. 100-3 through the grease fittings located on the side of the front frame (Fig. 8). Pump grease into the fittings until new grease can be observed coming out of the center section pins.

Steering Cylinders

Lubricate the steering cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 8). Pump grease into the fittings until new grease can be observed coming out of the pins.

Fig. 8: Center section pivot and steering cylinders lubrication Center section pivot grease fitting

Steering cylinder base end grease fitting (2 places)

Center section pivot grease fitting

Steering cylinder rod end grease fitting (2 places)

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Maintenance Instructions __________________________________________

Oscillating Bearing

Lubricate the oscillating bearing (9 places) with Spec. 100-3 through the grease fittings located around the bearing (Fig. 9). Pump grease into the fittings until new grease can be observed coming out of the bearing.

Fig. 9: Oscillating bearing lubrication Oscillating bearing grease fitting (9 places)

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__________________________________________Maintenance Instructions Tilt Cylinders (if equipped)

Lubricate the tilt cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 10). Pump grease into the fittings until new grease can be observed coming out of the pins.

Lift Cylinders (if equipped)

Lubricate the lift cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 10). Pump grease into the fittings until new grease can be observed coming out of the pins.

Lift Bell Crank (if equipped)

Lubricate the lift bell crank (2 places) with Spec. 100-3 through the grease fittings located on the back of each bell crank (Fig. 10). Pump grease into the fittings until new grease can be observed coming out of the pins.

Fork Frame (if equipped)

Lubricate the fork frame pivot (2 places) with Spec. 100-3 through the grease fittings (shown below with bucket) located on the back of the frame (Fig. 10).

Pump grease into the fittings until new grease can be observed coming out of the pins.

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Maintenance Instructions __________________________________________ Fig. 10: Lift lubrication points

Tilt cylinder grease fittings (rod and base end 4 places)

Lift bell crank grease fitting (2 places)

Lift cylinder grease fittings (rod and base end 4 places)

Fork frame grease fitting (2 places)

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__________________________________________Maintenance Instructions Brake Pedal

Lubricate the brake pedal (1 place) with Spec. 100-3 through the grease fitting located at the top of the brake pedal (Fig. 11). Pump grease into the fitting until new grease can be observed coming out of the end of the shaft.

Fig. 11 : Brake pedal lubrication points

Brake pedal grease fitting

Canopy Guide Tubes

Lubricate the canopy/cab guide tubes (3 places) with Spec. 100-3 through the grease fittings located on each guide tube. Pump grease into the fittings until new grease can be observed coming out of the top of the guide tube.

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Maintenance Instructions __________________________________________ Winch Lubrication

Lubricate the winch (3 places) with Spec. 100-3 through the grease fittings located on top of the winch (Fig. 12) . Pump grease into the fittings until new grease can be observed coming out. (Refer to the winch operation and maintenance manual included in your parts manual.)

Fig. 12: Winch lubrication points Grease points (3)

Winch Guide Rollers

Lubricate the winch guide rollers (6 places) with Spec. 100-3 through the grease fittings located on each roller (Fig. 13). Pump grease into the fittings until new grease can be observed coming out of the roller.

Fig. 13: Winch guide roller lubrication

Grease fittings located on guide rollers

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__________________________________________Maintenance Instructions Drive Line Lubrication

Lubricate the front and rear drive lines (6 places) with Spec. 100-3 through the grease fittings located on each cross bearing (Fig. 14). Pump grease into the fittings until new grease can be observed coming out of the bearing.

Lubricate the middle and converter drive lines (6 places) with Spec. 100-3 through the grease fittings located on each cross bearing (Fig. 14). Pump grease into the fittings until new grease can be observed coming out of the bearing.

Lubricate the flange bearing with Spec. 100-3 through the grease fittings located on the bearing (Fig. 14). Pump grease into the fittings until new grease can be observed coming out of the bearing.

Fig. 14: Drive Line Lubrication

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Maintenance Instructions __________________________________________ Fastener Inspection

Loose fasteners will cause premature wear and failure to the machine and it’ s components. Visually inspect for loose fasteners and tighten as required.

Electrical Cable, Conduit, and Gland Inspection

Visually inspect all electrical cables, conduits, and glands for signs of wear or damage.

Hydraulic Oil Level

Check the hydraulic oil level by looking at the sight glass located on the oil tank (Fig. 15). The sight glass should be completely filled with oil. If the oil level is low: 1. Clean all dirt and debris from around the oil fill cap.

2. Open the fill cap and add oil (Spec. 100-12) until the sight glass is full.

3. Replace the fill cap.

Fig. 15: Hydraulic oil level

Oil fill cap

Oil level sight glass

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__________________________________________Maintenance Instructions Weekly The purpose of this section is to describe the maintenance procedures that are required on a weekly basis: 1. Required permissibility checks 2. Drain the air tank 3. Drain the fuel filter 4. Check the winch oil level (if equipped) 5. Inspect the following: 

Steering cylinder pins



Center section pins and notes



Tire/wheel mounting bolts



Engine and transmission mounting bolts



Axle mounting bolts



Oscillating bearing mounting bolts

6. Inspect the fire suppression system 7. Inspect/change the following filters: 

Primary hydraulic oil filter



Return hydraulic oil filter



Pilot hydraulic oil filter



Brake coolant filter

8.

Check the axle oil level

9.

Check the planetary wheel end oil level

10. Perform carbon monoxide (CO) sampling

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Maintenance Instructions __________________________________________ IMPORTANT! The power, mechanical, and electrical system items and functions listed must be maintained in order for the machine to remain permissible.

These checks must be performed weekly.

Permissibility

Using the checklists located in the MSHA documentation manual, A6474X423, verify the machine permissibility.

Drain Air Tank

Drain all water from the air tank and the auxiliary air tank (if equipped) by opening the needle valve (Fig. 16) on each tank and letting the water drain through the drain hose. When all water has been drained, close both needle valves.

Fig. 16: Air tank drain

Auxiliary tank drain (if equipped) Drain Primary Fuel Filter

Primary tank drain

Drain the water from the primary fuel filter by opening the drain valve on the bottom of the filter housing (Fig. 17). When all water has been drained, close the valve.

Fig. 17: Primary fuel filter drain

Primary fuel filter drain

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__________________________________________Maintenance Instructions Winch Oil

If equipped with a winch, check the oil level in the winch (Fig. 18). Clean dirt and debris from around the check plug and remove plug. Oil level should be kept at the level of the of the plug. If oil is required, add the appropriate oil through the fill plug hole until oil begins to flow from the check plug hole and replace plug.

Fig. 18: Winch oil Fill plug

Check plug

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Maintenance Instructions __________________________________________ Steering Cylinder Pins and Nuts

Inspect the steering cylinder pins and nuts for looseness or wear (Fig. 19).

Tighten ( 1480 - 1500 ft. lbs.) where necessary and replace any worn parts.

Center Section Pins and Nuts

Inspect the center section pins and nuts for looseness or wear (Fig. 19).

Tighten ( 680 - 720 ft. lbs.) where necessary and replace any worn parts.

Fig. 19: Steering cylinder and center section pins and nuts Center section pin and nut

Steering cylinder pin and nut Wheel Mounting Nuts

Check the wheel mounting nuts (Fig. 20) on all four wheels and torque (217 ftlbs) as required.

Fig. 20: Wheel mounting nuts

Wheel mounting nuts

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__________________________________________Maintenance Instructions Engine and Transmission Mounting Bolts

Check the engine, converter, and transmission mounting bolts on both front and rear drive assemblies (Fig. 21). The mounting bolts should be torqued to 85 ft-lbs lubricated. If new bolts are required, coat bolts with Loctite 242 before installation.

Axle Mounting Bolts

Check the axle mounting bolts on both front and rear axles (Fig. 21). The mounting bolts should be torqued to 455 ft-lbs lubricated. If new bolts are required, coat bolts with Loctite 242 before installation.

Fig. 21: Mounting bolts

Axle mounting bolts (4 locations)

Transmission mounting bolts Engine mounting bolts

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Maintenance Instructions __________________________________________ Oscillating Bearing Mounting Bolts

Check the oscillating bearing mounting bolts (Fig. 21) and torque (1360 1500 ft-lbs) as necessary. Coat bolts with Loctite 242.

Fig. 21: Oscillating bearing mounting bolts

Mounting bolts

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__________________________________________Maintenance Instructions Fire Suppression System Inspection

Inspect the fire suppression system (Fig. 22).

1. Inspect the general appearance of system components for mechanical damage or corrosion.

2. Check nameplates for readability.

3. Remove fill cap and check that the extinguisher is filled with free flowing Ansul multi-purpose ABC dry chemical to a level not more than 3" (75 mm) from the bottom of the fill opening. Replace the fill cap and hand tighten.

4. Remove expellant gas cartridge and examine disc - seal should not be ruptured. Return cartridge to pneumatic actuator/cartridge receiver, hand tighten and secure in bracket.

5. Inspect the hoses, fittings, and nozzles and replace any found damaged.

6. Check the nozzle openings. The slot should be packed with silicone grease. If the nozzles are open or need to be repacked, the lines should be checked for blockage and blown clear before repacking them with clean silicone grease.

7. Remove cartridge from manual actuators and examine disc - seal should not be ruptured. Return the cartridge to manual actuators assembly and hand tighten.

8. Check the extinguisher tank for signs of damage or corrosion. The extinguisher tank is located in the middle section of the machine.

9. Replace any broken or missing lead and wire seals.

Fig. 22: Fire suppression system Manual fire suppression actuator

Nozzle (Typical 10 places)

Tank

Tank

Manual fire suppression actuator

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Maintenance Instructions __________________________________________ Primary Filter

Inspect the primary filter dirt alarm (Fig. 23) located on the head of the filter assembly. Replace the filter element as indicated.

Return Filter

Inspect the return filter dirt alarm (Fig. 23) located on the head of the filter assembly. Replace the filter element as indicated.

Pilot Filter

Inspect the pilot filter dirt alarm (Fig. 23) located on the head of the filter assembly. Replace the filter element as indicated.

WARNING! The pilot filter is under high pressure. Do not attempt to replace element until pressure has been released. To release pressure, operate any control selector handle until accumulator pressure has been depleted or open the accumulator dump valve.

Fig. 23: Filter locations

Primary filter

Return filter

Pilot filter

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__________________________________________Maintenance Instructions Axle Oil Level

Check the axle oil level in both axles (Fig. 24).

1. Park the machine on solid level ground.

2. Clean dirt and debris from around the check/fill plug and remove the plug.

3. Oil should just barely flow from the check/fill plug hole when full.

4. If necessary, add oil (Hypoid gear oil, SAE 90) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the axle when filling.

Planetary Wheel End Oil Level

Check the planetary wheel end oil level on each wheel end (Fig. 24).

1. Park the machine on solid level ground.

2. Make sure the check/fill plug is in the proper position. Rotate the wheel end as required until the check/fill plug is at the 3 o’ clock or 9 o’ clock position.

3. Clean dirt and debris from around the check/fill plug and remove the plug.

4. Oil should just barely flow from the check/fill plug hole when full.

5. If necessary, add oil (Hypoid gear oil, SAE 90) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the wheel end when filling.

Fig. 24: Axle and planetary wheel end oil check

Axle check plug location Planetary wheel end check plug location Carbon Monoxide Sampling

Perform carbon monoxide (CO) sampling following all applicable regulations.

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Maintenance Instructions __________________________________________ Every 100 hours of Service The purpose of this section is to describe the maintenance procedures that are required every 100 hours of machine service: 1. Change the engine oil and oil filter (Note: Change the engine oil and oil filter after the first 50 hours of service and every 100 hours thereafter) 2. Change the primary fuel filter 3. Change the secondary fuel filters (2)

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__________________________________________Maintenance Instructions Engine Oil and Filter

Change the engine oil and filter after the first 50 hours of service and every 100 hours thereafter: To change the oil: 1. Park the machine on level ground and chock all four tires in each direction.

2. Place an oil tray beneath the engine.

3. Unscrew the drain plug and drain the oil.

CAUTION! Be careful when draining hot oil –danger of scalds. Do not let oil run into the soil but catch it in a container ready for proper disposal.

4. Fit oil drain plug with new gasket and tighten firmly.

5. Fill with oil and then check the oil level.

To change the oil filter: 1. If fitted with torsion lock, loosen screws and slide clamps down.

2. Undo the filter cartridge with commercial tool and spin off.

3. Catch any dripping oil.

4. Clean any dirt from the filter carrier rim.

5. Lightly oil the rubber gasket of the new oil filter cartridge.

6. Screw in the new cartridge finger tight against the gasket.

7. Check that the cartridge is correctly seated against the gasket and tighten with a final half-turn.

8. If a torsion lock is fitted, slide clamps up into position and tighten screws.

9. Check the oil level and oil pressure. Add appropriate oil as necessary.

10. Check the cartridge seal.

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Maintenance Instructions __________________________________________ Primary Fuel Filter

To change the primary fuel filter (Fig. 25): WARNING! Avoid naked flames when working on the fuel system. Do not smoke. Dispose of waste fuel in an environmentally friendly way.

1. Close fuel stopcock and place the fuel pan beneath the fuel pre-filter.

2. Remove drain plug and drain off fuel.

3. Unscrew clamping screw and remove filter housing with filter insert.

4. Clean sealing surface of the filter bracket and filter insert housing of any dirt.

5. Insert new sealing ring and filter insert. Push the filter insert up to approximately 3 cm over the edge of the housing onto the guide in the filter housing. Press filter housing with filter insert and sealing ring against the filter console and screw into place with clamping screw. It must be possible to push the upper seal on filter insert over the guide bracket on filter console.

6. Tighten drain p and open fuel stopcock.

7. Check for leaks after the engine has been started.

Secondary Fuel Filters

To change the secondary fuel filters (Fig. 25): WARNING! Avoid naked flames when working on the fuel system. Do not smoke. Dispose of waste fuel in an environmentally friendly way.

1. Close the fuel stopcock.

2. Unscrew the fuel filter cartridge with commercial tool and spin off.

3. Catch any fuel.

4. Clean any dirt from the filter carrier rim.

5. Apply light film of oil or diesel fuel to the rubber gasket of the new fuel filter cartridge.

6. Screw in the new cartridge finger tight against the gasket.

7. Check that the cartridge is sealed correctly against the gasket and tighten with a final half-turn.

8. Repeat Steps 2 through 7 for the second filter.

9. Open the fuel stopcock.

10. Check for leaks.

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__________________________________________Maintenance Instructions Fig. 25: Primary and Secondary Fuel Filters

Secondary fuel filter (2)

Primary fuel filter

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Maintenance Instructions __________________________________________ Every 3 months The purpose of this section is to describe the maintenance procedures that are required every 3 months: 1. Change the axle oil 2. Change the planetary wheel end oil 3. Check the wet disc brakes for wear 4. Change the hydraulic oil and tank suction strainer 5. Change the winch oil (if equipped with winch)

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__________________________________________Maintenance Instructions Axle Oil Change

Change oil in both axles (Fig. 26).

1. Park the machineon solid level ground.

2. Clean dirt and debris from around the drain plug.

3. Place an oil catch pan under the drain plug. Remove drain plug and allow oil to completely drain from the axle. Dispose of oil in accordance with all applicable regulations.

4. Clean and reinstall drain plug.

5. Clean dirt and debris from around the check/fill plug and remove plug.

6. Add oil (Hypoid gear oil, SAE 90W) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the axle when filling.

7. Clean and reinstall check/fill plug.

Planetary Wheel End Oil Change

Change oil in each planetary wheel end (Fig. 26).

1. Park the machine on solid level ground.

2. Make sure the check/fill and drain plugs are in the proper position.

Rotate the wheel end as required until the check/fill plug is at the 3 o’ clock or 9 o’ clock position and the drain plug is at the 6 o’ clock position.

3. Clean dirt and debris from around the drain plug.

4. Place an oil catch pan under the drain plug. Remove drain plug and allow oil to completely drain from the planetary wheel end. Dispose of oil in accordance with all applicable regulations.

5. Clean and reinstall drain plug.

6. Clean dirt and debris from around the check/fill plug and remove the plug.

7. Add oil (Hypoid gear oil, SAE 90W) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the planetary wheel end when filling.

8. Clean and reinstall check/fill plug.

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Maintenance Instructions __________________________________________ Fig. 26: Axle and planetary wheel end oil

Axle drain plug location

Axle check plug location

Planetary wheel end check plug location

Planetary wheel end drain plug location

Brake Wear

Brake wear is checked via a wear indicator located on the inboard face of each brake. The indicator is protected by an acorn nut. Remove the nut and depress the plunger protruding from the indicator wear face. If the plunger can be depressed past the indicator face, the brakes are worn and should be serviced.

Replace the acorn nut after checking wear.

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__________________________________________Maintenance Instructions Hydraulic Oil Change

Change the hydraulic oil and clean or change the suction strainer in the hydraulic oil tank (Fig. 28).

1. Park the machine on solid level ground 2. Clean dirt and debris from around the drain plug located on the back of the tank.

3. Place an oil catch pan under the drain plug. Remove drain plug and allow oil to completely drain from the tank. Dispose of oil in accordance with all applicable regulations.

4. Clean and reinstall drain plug.

5. Clean dirt and debris from around suction strainer access cover located on top of the tank.

6. Remove the bolts that secure the access cover.

7. Reaching down into the tank, unscrew the suction strainer and remove from tank.

8. If the strainer is not torn or damaged, it can be cleaned using kerosene and a soft brush, dried thoroughly, and reused. If the strainer is damaged, it must be replaced.

9. Replace the strainer in the tank and hand tighten.

10. Replace the access cover and secure with bolts.

11. Refill the tank with oil (Spec. 100-12).

WARNING! If jet fill option is employed, the tank must be filled manually until the suction strainer is completely flooded with oil before the jet fill is used. Failure to follow this procedure may result in premature wear or pump failure.

12. Start the machine and allow the hydraulic pump to run in order to purge air from the system.

13. Shutdown the machine and recheck the oil level. Add oil if necessary.

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Maintenance Instructions __________________________________________ Fig. 28: Hydraulic oil change Tank strainer access cover

Drain (located under tank)

Fill cap

Sight glass

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__________________________________________Maintenance Instructions Winch Oil Change (if equipped)

Change oil in the winch (Fig. 29).

1. Park the machine on solid level ground.

2. Clean dirt and debris from around the drain plug.

3. Place an oil catch pan under the drain plug.

4. Remove drain plug and allow oil to completely drain from the winch. Dispose of oil in accordance with all applicable regulations.

5. Clean and reinstall drain plug.

6. Clean dirt and debris from around the check plug and remove plug.

7. Clean dirt and debris from around the breather and remove breather.

8. Add oil (API GL4 (140) Gear oil Peragma Grade 8) through the breather hole slowly, just until it starts to flow out of the check plug hole. Allow sufficient time for the oil to travel throughout the winch when filling.

9. Clean and reinstall breather and check plug.

Fig. 29: Winch oil change Breather

Check plug

Drain plug (not shown)

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Maintenance Instructions __________________________________________ Every 500 hours The purpose of this section is to describe the maintenance procedures that are required every 500 hours: 1. Change the transmission fluid and filter 2. Change the radiator coolant 3. Inspect the exhaust heat exchanger 4. Change the transmission fluid

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__________________________________________Maintenance Instructions Transmission Filter and Fluid Change

Change the transmission filter (Fig. 30): 1. Loosen the filter cartridge with commercial tool and spin off.

2. Catch any dripping oil.

3. Clean any dirt from the filter carrier rim.

4. Lightly oil the rubber gasket of the new oil filter cartridge.

5. Screw in the new cartridge finger tight against the gasket.

6. Check that the cartridge is correctly seated against the gasket and tighten with a final half-turn.

7. Place a container under the transmission pan that is large enough to catch all draining transmission fluid.

8. Remove the plug and strainer from the bottom of the transmission pan.

Dispose of transmission fluid following all applicable rules and regulations.

9. Clean or replace the strainer as necessary.

10. Install the strainer and plug.

11. Add approximately five gallons of transmission fluid (SAE20W, CAT TO-4, or Allison C4).

12. Start the machine and run until the transmission fluid is warm.

13. With the machine running and the transmission in idle, check the fluid level and add oil as necessary.

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Maintenance Instructions __________________________________________ Fig. 30: Transmission oil filter change

Transmission filter

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__________________________________________Maintenance Instructions Coolant Change

To drain the coolant in each radiator: 1. Place a container under the drain plug.

2. Unscrew the service cap and then unscrew the drain plug (accessed through a cut out on the bottom of the frame) on the bottom of the radiator.

3. Drain the coolant. In case of clogging, rinse the radiator through with clean water.

4. Tighten drain plug.

WARNING! Be careful when draining hot coolant–danger of scalds! Collect drained coolant and dispose of according to environmental regulations.

To fill the radiator: 1. Open the service cap on top of the radiator.

2. Slowly add coolant up until the sight glass on the side of the radiator is full.

3. Close the cap.

4. Start the engine and warm up until the thermostat opens- the upper coolant line warms up tangibly.

5. Briefly run the engine at nominal output (fixed setting), this rinses out any pockets.

6. Turn off the engine and let cool.

7. Open service cap and add coolant up to the max marking or filler limit , then close the cap.

8. Once the engine has been run once, check the coolant level in the radiator when the engine is cold.

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Maintenance Instructions __________________________________________ Exhaust Heat Exchanger

The exhaust inlet and outlet ports should be visually examined to insure: 

There is no green fluid in the exhaust outlet indicating a leaking tube bundle or cracked housing



The cooling fins do not contain any appreciable accumulation of soot. The definition of appreciable would be indicated by a pressure drop of greater than 8 inches across the exchanger.

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__________________________________________Maintenance Instructions Every 1000 hours The purpose of this section is to describe the maintenance procedures that are required every 1000 hours: 1. Clean the scrubber heat exchanger.

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Maintenance Instructions __________________________________________ Scrubber Heat Exchanger

Clean the scrubber heat exchanger: 1. Install manufactured port plugs in the exhaust inlet and outlet. The plugs should include a ¾”NPT port.

2. Attach a ball valve to the exhaust outlet plug.

3. Pour two to three ounces of dishwashing soap into the exhaust inlet plug.

4. Fit a water hose connection on the exhaust inlet plug.

5. Open the vent plug on the back of the heat exchanger.

6. With the ball valve oriented in the off position, allow the tank to fill up until water is begins to flow from the vent plug.

7. Reinstall the vent plug.

8. Turn on the water hose.

9. Crack the ball valve to allow pressurized water to escape. Allow this to occur for several minutes, then open the ball valve fully until the soap is suspected to have been removed.

10. Visually inspect the cooling fins.

11. Reconnect the exhaust pipes.

If this process does not reduce the back pressure, the tube bundle must be removed from the exchanger and pressure washed.

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__________________________________________Maintenance Instructions Every 6 months The purpose of this section is to describe the maintenance procedures that are required every 6 months: 1. Perform power system permissibility checks on the intake system.

2. Perform power system permissibility tests on the shutdown circuit.

See the MSHA Permissibility manual, document A6474X423 for permissibility check sheets.

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Lubricant Specifications___________________________________________ Introduction

The following lubricants specifications are referenced throughout this manual.

Any lubricant used must meet these standards listed. For your convenience, a list of manufacturers and lubricants that have been identified as meeting these standards is given for each specification.

Failure to use lubricants that meet the standard listed may reduce component life and may void any associated warranty.

Spec. 100-3: Extreme pressure motor bearing grease and hand grease specification Limit NLG1 Grade Number 2

Type 2

Worker Penetration (ASTM D-217)

265-295

280

Dropping Point (ASTM D-566) Bomb Oxidation (ASTM D-942)

Min. 350° F (177° C) Not more than 10 PSI DROP

373° F 2.5

Rust Inhibitors

Required

Yes

Wheel Bearing Test (ASTM D-1263) (6 Hours @ 235° F )

Not more than 5% loss

Water Washout (ASTM D-1264)

Loss not more than 5% @ 100° F Loss not more than 15% @ 175° F

Grease Mobility

Not less than 0.1 gram flow per Second @ 0° F

Timken OK Load (ASTM D-2509)

Not less than 50 lbs.

(50 lbs.)

Four Ball EP Test (ASTM D-2569)

Load wear index not less than 30.0 Weld point not less than 200 kg. Min.

31 200

4.25 4.00

Four Ball Wear Test (ASTM D-2266) Not more than 0.60 mm. SCAR diameter 0.44 (20KG., 1800 RPM, 130° F, One Hour)

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___________________________________________Lubricant Specifications Spec. 100-3: Extreme pressure motor bearing and hand grease approved suppliers 1

Supplier Amoco Oil Company

2 3 4 5 6 7 8

Gulf Oil Mobil Oil Corporation Chevron U.S.A. Sun Oil Company Unocal 76 Shell Oil Company Century - Fuchs

9 10 11 12 13

Texaco Lubricants Company Exxon Pennzoil Lubricating Engineers Conoco Inc.

14

Hydrotex

Brand name Amolith Grease 2 EP Rykon Premium Grease 2 EP Gulfcrown Grease EP#2 Mobilux EP-2 Chevron Dura-Lith Grease EP-2 NLGI 2 Sun Prestige 742EP Multiplex EP2 Alvania EP-2 Hullith EP2 Multipurpose Grease, or Replex 2, or Uniwrl 2, or Uniwrl EMB, or Hullith GP 2, or Hullith EP 2 Texaco Multifak EP 2 Lidok EP 2 Pennlith EP 712 Grease 3752 Almagard Vari-Purpose Lubricant EP Conolith Grease No. 2, or Super Sta Grease No. 2 LC-65 Hyplex

15 16

Phillips Atlantic Richfield Company

Philube EP Grease Litholine H EP-2 Grease

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Lubricant Specifications___________________________________________ Spec. 100-12: Universal multi-purpose tractor hydraulic fluid specification Values Viscosity, ASTM Pour Point (ASTM D-97)

-36°C (-33°F)

Flash Point (ASTM D-92)

198 - 220 °C (389 - 428 °F)

Viscosity SUS @ 100° F 283-347

352

SUS @ 210° F 50-58

56

CST @ 40° C

55 - 65

CST @ 100° C

9.3 - 10.3

Viscosity Index (ASTM D-2270)

142 - 149

Fluids must meet or exceed and/or be recommended for service by one or more of the following industry or manufacturer specifications: 1. API GL-4 2. Caterpillar TO-2 3. John Deere JDM J20C 4. Denison HF-0, HF-1, HF-2 (T5D & P46 pumps only) 5. Vickers 35VQ25 6. Ford New Holland FNHA-2-C-201.00 7. Kubota UDT 8. Volvo WV 101/BM 9. AGCO (Deutz-Allis) Power Fluid 821XL 10. ZF TE-ML-03E

Spec. 100-12: Universal multi-purpose tractor hydraulic fluid approved suppliers 1 2 3 4 5 6 7

Supplier Exxon/Mobil Century/Fuchs Shell Chevron BP Lubricants Quaker State Conoco

Brand name Mobilfluid 424 Multitran Donax TD Tractor Hydraulic Fluid Tractran UTH Quaker State FCI HD Powertran Fluid

Even though each of these fluids meet the same performance requirements, it is not recommended to mix products from various suppliers.

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Reference Information Diesel Equipment

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__________________________________________________________ This manual is intended to provide GENERAL product information. The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies. At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all local and national laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is nontransferable. Distribution and access is limited only to authorized personnel.

Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

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_______________________________________________________________

Table of contents Servicing Heavy Duty Air Filter Elements ......................................... 4 Diesel Emissions Maintenance ......................................................... 8 Testing....................................................................................... 9 Part l: Operation Issues..................................................................... 12 Part II: Engine Systems..................................................................... 20 Combustion Chamber Design ................................................... 20 Operating Conditions ................................................................ 23 Overview of the Six Engine Systems ........................................ 27 Intake System....................................................................... 29 Exhaust System ................................................................... 37 Fuel Injection System ........................................................... 51 Cooling System .................................................................... 63 Diesel Fuel & Fuel Supply System....................................... 68 Lubrication System............................................................... 71

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Air Filters _______________________________________________________ Servicing heavy duty air filter elements When to Service?

The element in any air cleaner should be serviced when the maximum allowable restriction, established by the engine manufacturer, has been reached. The element should not be serviced on the basis of visual observation because this will generally lead to over-servicing. Over-servicing will cause increased service cost, both time and material, and may cause dust contamination of the engine due to element damage from excessive handling, increased chance of improper installation of element, and increased initial inefficiencies.

Achieving Maximum Air Filter Efficiency The efficiency of an air filter increases as it is used. As soon as the air filter is put into operation, it begins to remove dust particles. As these particles accumulate throughout the filter, the microscopic openings in the filter medium become obstructed, causing the filter to trap increasingly finer dust particles, resulting in a more efficient medium. As the filter continues to plug with contamination, the restriction to air flow will increase. Most engine manufacturers establish a maximum degree of vacuum in the air induction system that the engine can tolerate and still operate efficiently.

What instruments are used to measure restriction?

Restriction is best recorded by a water manometer, an air cleaner service indicator, or a dial gauge calibrated in inches of water or Kpa (other units may also be used). Since some users will not have a water manometer or dial gauge available, the use of permanently mounted service indicators should be considered. The indicator should be mounted in an area where the operator can monitor the condition of the element constantly.

How is restriction measured?

Restriction is measured in the air cleaner outlet tap (if provided), at a tap in the air transfer tube, or within the engine intake manifold. Accurate restrictions can only be measured at maximum airflow. On naturally aspirated or supercharged (not turbocharged) diesels, the maximum airflow occurs at maximum RPM (high idle) without regard for engine power. On gasoline, LP, or turbocharged diesel engines, the maximum airflow occurs only at maximum engine horsepower at governed RPM. Most engine manufacturers suggest a maximum allowable restriction between 15 and 20 inches of water (3.75 - 5.00 Kpa) for gas and LP engines, and from 20 to 30 inches of water (5.00 - 7.50 Kpa) for diesel engines.

Exceeding these maximums will affect engine performance.

The operator should not be alarmed when the signal on the restriction indicator begins to appear. The air filter manufacturer furnished designed the element to withstand several times these recommended maximums without collapsing or leaking dirt into the engine.

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_______________________________________________________ Air Filters Measuring restriction in dry air cleaners As a dry air element becomes loaded with dust, the vacuum on the engine side of the air cleaner (at the air cleaner outlet) increases. This vacuum is generally measured as restriction in inches of water or Kpa. The engine manufacturer often places a maximum allowable limit on the amount of restriction the engine can withstand without loss of performance before the element must be serviced.

Mechanical gauges, warning devices, indicators, and water manometers are available to inform the operator when the air cleaner restriction reaches this recommendation limit. These gauges and devices are generally reliable, but the water manometer is the most accurate and dependable.

To use the manometer, hold it vertically and fill both legs approximately half full with water. One of the upper ends is connected to the restriction tap on the outlet side of the air cleaner by means of a flexible hose. The other end is left open to atmosphere. With the manometer held vertically and the engine drawing maximum air, the difference in the height of the water columns in the two legs, measured in inches, is the air cleaner restriction.

Why Service Proper air cleaner servicing will result in maximum engine protection against the ravages of dust. Proper servicing can also save time and money by increasing filter life and efficiency. Two of the most common servicing problems are over servicing and improper servicing.

Over servicing occurs when the serviced too soon. New filter elements increase in efficiency as dust builds up on the media. DON'T BE FOOLED by filter appearance; the filter should look dirty. By using proper filter restriction measurement tools you will use the full life of the filter at maximum efficiency.

Improper servicing will subject the engine to abrasive dust contaminants during the servicing process. The most common cause of engine damage is due to careless servicing procedures.

How to Service When servicing the filter element, do: Remove the filter element as gently as possible - Be extremely careful with the dirty element until it is completely out of the housing. Accidentally bumping it while still inside means dropped dirt and dust may contaminate the clean side of your filter housing before the new filter element has a chance to do its job.

Always clean the inside of the housing carefully - Dirt left in the air cleaner housing may be harmful to your engine. Use a clean, water-dampened cloth to wipe every surface clean. Check it visually to make sure it’ s clean before putting in a new element.

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Air Filters _______________________________________________________ Always clean the gasket sealing surfaces of the housing - An improper gasket seal is one of the most common causes of engine contamination. Make sure that all hardened dirt ridges are completely removed.

Check for uneven dirt patterns on the old element - The old element is a valuable clue to potential dust leakage or gasket sealing problems.

A pattern on the element clean side is a sign that the old element was not firmly sealed or that a dust leak exists. Make certain the cause of that leak is identified and rectified before replacing the element.

Press the fresh gasket to see if it springs back - Make sure the new element is made with a highly compressible gasket that springs right back when finger pressure is released. A quality gasket is one of the most important parts of the element. On a radial seal element, the gasket surface is the inside diameter of the open end cap.

Make sure the gasket is seating evenly - If the gasket is not seating evenly for a perfect seal, there may not be protection. Re-check to see if the sealing surface in the housing is clean and if the element is the correct model number. It may be too short for the housing.

Check connections and ducts for air tight fit - Check that all clamps, flange joints, and air cleaner mounting bolts are tight. Seal any leaks immediately - they mean dirt is directly entering the engine. All duct joints, from air cleaners to engine, must be tight.

Safety element service - The safety element should never be cleaned.

For maximum engine protection and air cleaner service life, replace the safety element with a new safety element every third primary element change.

When servicing the filter element, don’t: Don't remove element for inspection - Removing the element for inspection will always do more harm to the engine than the good the inspection can do. Ridges of dirt on the gasket sealing surface can drop on the clean filter side when the gasket is released. If scheduled maintenance is used, follow the maintenance schedule. If the element is on restriction maintenance, follow the indicator reading. If the indicator is not trustworthy, replace it.

Never rap an element to clean it - Rapping the element hard enough to knock off dust often damages the element and jeopardizes engine protection. Deeply embedded dirt is never released by tapping. It is always safer to keep operating until the filter can be changed.

Never judge the element's life by looking at it - A dirty-looking element may still have plenty of life left, while a restricted element may appear clean. The best method for lowest filter maintenance costs and best engine performance is to follow a restriction indicator. It's a smart, low cost investment.

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_______________________________________________________ Air Filters Never leave an air cleaner open longer than necessary - An open air cleaner is a direct entry to the engine. If the element is not going to be changed immediately, leave the dirty element in place. If the element is removed, however, at least cover the opening. Don't overlook a worn or damaged gasket in the housing - if the air cleaner has a cover gasket, inspect it and replace it with a new one, if necessary. Always ensure that any traces of the old gasket are removed. If the filter model calls for a new gasket with each use, never reuse the old one.

Don't overlook a worn or damaged gasket in the housing - If the air cleaner has a cover gasket that is worn or damaged, replace it with a new one. If your filter model calls for a new gasket with each use, never reused the old one.

Don't use a dented filter element - Never install a dented or punctured element as it cannot protect properly against contamination. A dent can make a firm seal impossible or can indicate damaged media.

Never use a warped cover on a housing - Replace a warped cover with a new one as soon as possible. A warped or damaged cover cannot make a proper seal. Also, check to make sure there is no damage to the air cleaner housing that could cause a leak.

Never substitute an incorrect element model number - Elements may look almost identical but can differ by a fraction of an inch in length - a difference that may make a positive seal impossible. It is better to use the dirty element until the correct model replacement can be obtained.

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Diesel Emission System Maintenance _______________________________

Diesel emissions maintenance Introduction This section of this manual was prepared with the intent to provide mechanics and operators of diesel engine equipment with an introduction to the maintenance of diesel emission systems.

With the continuing increase in environmental and health concerns, there has been growing trend to cut down on the release of any unnecessary exhaust gas pollutants into the environment. Regulations are in place limiting the maximum pollutant concentrations in diesel engine exhaust gas. Furthermore, sufficient ventilation must be provided in order to ensure that pollutant levels in the working environment don't exceed Threshold Limit Values (TLV). This manual has been developed to address these issues from a maintenance perspective. To better understand the relationship between engine maintenance and engine emissions, it's important to know the factors which affect the formation of the exhaust gas components.

Experience has shown that emission characteristics remain constant during the life of diesel engines provided that maintenance is performed in accordance with manufacturers' recommendations. Improper or insufficient maintenance will have a negative effect on the combustion process and will lead to accelerated wear of engine components, resulting in increased emissions. The increase in emissions usually occurs before a decrease in performance becomes noticeable.

The traditional view of maintenance operations has been that it is an expensive exercise yielding no direct benefits. A piece of equipment is repaired if and when it fails, not before. This approach does not make sense from an economical standpoint. Timely maintenance extends the life of the equipment, increases the machine's availability for production, and reduces operating cost.

An improved strategy toward diesel engine maintenance requires not only a firm commitment from management and planners, but an implementable set of best practices that mechanics can adopt into their everyday routine. This guide provides the foundation from which the maintainers of diesel engines can build a system that best suits the needs of their equipment.

The following guide is divided into two categories of equal importance. Part I (Operational Issues) targets the practices of both mechanics and operators concerning diesel engines. The system specific section (Part II) targets the six primary engine systems and expands on improved practices that address the needs of today's engine technologies.

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_______________________________ Diesel Emission System Maintenance Diesel emissions In situations where it is necessary to verify gaseous emissions of the machine, the following procedure is recommended.

1. Insure all covers surrounding the engine and fan are in place.

2. Insure the vehicle is in a safe location, free of pedestrian traffic.

3. Place the bucket against immovable object, such as berm.

4. Place the transmission in neutral.

5. Release the parking brake.

6. Remove emission test ports and install vent tubes. a. Insure vent tubes divert exhaust from operator.

7. Bring vehicle to high idle for one (1) minute - allow tubes to vent.

8. Bring engine to 190 °F operating temperature.

9. Verify transmission temperature is less than 180 °F. a. For optimum results transmission should not be above 120 °F before beginning the test.

10. Engage service brake by depressing pedal fully. a. Verify service brake gage is 0 psi.

11. Place transmission into 3rd gear.

12. Bring engine RPM to stall and assume test protocol specified by Local or State Authority. a. Stall RPM is determined by converter and will occur at approximately 2,100 rpm.

13. Monitor engine and transmission temperatures during test: a. Engine temperature should not exceed 215 °F. b. Transmission/Converter temperature should not exceed 280 °F for intervals exceeding one (1) minute. c.

Transmission fluid and filter elements should be changed after the test.

d. If engine temperature exceeds 215 °F, with 68 °F ambient temperatures, the cooling system integrity should be verified.

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Diesel Emission System Maintenance _______________________________ Diesel emissions stall test The stall test can be a very important tool for establishing the condition of a diesel engine. There are a few suggestions that should not be ignored to take advantage of this capability.

The vehicle should be oriented and the Diesel Emission procedure protocol be followed.

A base line should be established for every new engine. Bucyrus records a baseline for every unit manufactured as part of the Quality Assurance procedure. The CO2 and O2 levels can be used to insure that the engine is developing peak power. For a turbocharged engine, typical O2 levels are around 10% and CO2 levels around 8%. Arguably, there are unique characteristics of currently manufactured engines that make it difficult to provide the 8% CO and 10% O2 ranges, but the idea is to have the engine loaded to a point where the Torque Curve data recorded and published by MSHA can be used more or less as a comparison to determine how representative the data actually is.

Some engines have multiple horsepower ratings approved and only one torque curve –usually the highest horsepower –published on the MSHA web sight.

See below.

TORQUE CURVE TEST - ALL TESTS AT FULL THROTTLE MSHA # : 07-ENA040007 Engine: Deutz BF4M 1013FC Engine Rating: 173 HP @ 2300 RPM Engine Speed RPM 1000 1200 1400 1600 1800 2000 2100 2300

CO (ppm) 1491 238 166 112 116 123 120 125

CO2 (%) 11.7 11.26 10.41 9.48 9.17 8.88 8.57 8.57

The stall test on the CL15 Compact Loader allows the engine to be loaded to approximately 90% of full load at 2100 RPM. A close approximation as to the expected value can be obtained by review of 8 mode test indicated in Table 1.

By reviewing the 75% and 100% columns for corrected CO concentration, it is expected that the 1013 FC will fall between 64.5 and 82.0 ppm at 2100 RPM.

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_______________________________ Diesel Emission System Maintenance Table 1: 8 Mode test

CO levels typically stabilize after ninety (90) seconds in a stall condition. Emission data can be affected by some anomalies not apparent until after the 90 second interval, such as bypassing oil filters, but that can drastically affect CO levels. Therefore, some states agencies require a full five (5) minute stall test.

The condition of the engine in regard to normal wear and tear, as well as service intervals on emission related components, is indicated by increasing CO levels. Base lines are established by law to monitor the life cycle of the engine and for use in preventative maintenance. Please contact a Bucyrus service representative with questions or if assistance is required in understanding and performing the stall test as indicated.

Bucyrus scoops have a gauge for monitoring the highest transmission circuit temperature, which occurs at converter stall. The actual transmission temperature will be 30-40 °F cooler than that indicated on the gauge. The maximum temperature indicated on the dash mounted gauge should not be allowed to exceed 280 °F for longer than ninety (90) seconds to avoid potential damage to the converter o-ring seals. It is also recommended that the transmission fluid be changed at intervals not to exceed every 250 hours when routine five minute stall tests are required.

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Operational Issues _______________________________________________

Part I - Operational Issues Both mechanics and operators share equal responsibility for the proper maintenance of a diesel engine. To be effective in this task, proper training, good tools, knowledge of best practices, and proactive attitudes are required.

The mechanic should be introduced to new tools through training that involves the engine manufacturers training representatives. The primary level of training should be done on a one-to-one basis between the mechanic and the trainer.

To complement this, group-training sessions should be conducted with small groups of four to five mechanics. Service representatives should provide training on the various engine systems. During each training session. the mechanics will be shown how to incorporate the new process and new tools along with the training to improve performance and reduce emissions.

Tools Proper tools are absolutely essential to maintaining diesel engines effectively.

The sophisticated technology of today's engines requires equally sophisticated service tools to maintain them. This is not to say, however, that the new engine technology has replaced the fundamentals of engine maintenance. For this reason the best choice for engine maintenance tools is a balance between fundamental basics and advanced technology. fundamental tools

advanced tools



The most critical basic tool for engine maintenance is a clean and organized work environment



A good quality set of pressure and vacuum gauges for measuring intake, oil, and fuel pressures



A manometer for measuring exhaust backpressure



An infrared hand-held temperature probe



A hand-held digital photo tachometer



A coolant system pressure test kit



A cylinder compression test kit



The UGAS exhaust gas analysis system used in the DEEP Maintenance Project for engine diagnostics.



The Detroit Diesel Diagnostic Link is a software-based tool that communicates to DDEC engines.



Caterpillar's Electronic Technician is a software-based tool that permits diagnostics with CAT electronic engines.



AVL is an electronic tool used for timing mechanically fuel injected engines.

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_______________________________________________ Operational Issues Best practices The first place to begin with a set of best practices is the preventive and scheduled maintenance systems for diesel engines. A few basic ideas that can be easily implemented are: 

It is absolutely essential to have a systematic record keeping, analysis and planning system in place, preferably a computerized maintenance management system (CMMS).



At the first level of monitoring diesel exhaust emissions, the following recommendations for documenting diesel engine maintenance should be adopted. Put together team focused on implementing an improved maintenance strategy. The team should have members including mechanics, operators, supervision, planning, and management from within the organization. Responsibilities should be delegated according to an implementation plan and followed up through a report and meeting structure. Ensure that sufficient resources are made available to the team with respect to time, tools, and training.



Assemble an engine maintenance audit program using the model in this manual as a template. A good audit program has to have follow-up mechanisms built into it and should be conducted annually. Use the Guidelines and Best Practices included in this manual, along with the six system approach to engine maintenance, as a foundation in building a strategy for improving existing maintenance practices.



The program should include testing undiluted tailpipe emissions. Integrate the program into a computerized maintenance management record and planning system. Set action limits on emissions within the system to ensure response to problems. In order to be useful, the emissions must be compared against a known baseline. Table 2 is an example of how records could be collected and documented.

Table 2: Example of emissions records

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Operational Issues _______________________________________________ Maintenance scheduling 

Utilize an oil analysis program to determine optimum intervals for engine service. An excellent program to use is the CAT SOS oil analysis program available from your local Caterpillar dealer.



Examine the possibility of splitting the preventive maintenance intervals between engine systems and vehicle systems. For example, the engine could be serviced at 100 hour intervals while the remaining vehicle systems might only be serviced at 250 hours. This could be a method of achieving better attention to detail as well as optimized intervals.



Examine the fleet profile and optimize the preventive maintenance schedule to ensure utility equipment doesn't become over-serviced at the expense of production equipment being under serviced.



The service interval for the intake system is probably the most critical point, directly affecting engine performance and emissions. Specified intervals for intake systems only go part way to solving this. Vehicle operators must be made part of this process and educated as to it’ s importance. They must become stakeholders in the process and become responsible for engine operation and service. When an operator suspects the need for intake service, he should be able to take the necessary action himself. For a detailed explanation of how to properly service an air intake system, refer to Section II (six engine systems).

Engine tune-ups 

Intervals for engine tuneups should be determined by engine performance and exhaust emissions . The UGAS tool is an excellent method of achieving this. In many case, scheduling tuneup intervals on the basis of hours lapsed since the last tuneup leads to poorer engine performance. An engine that may be performing optimally may be scheduled for a tuneup by hours and end up performing more poorly afterwards.



Have engine manufacturer service representatives train the mechanics hands on in proper tuneup techniques.



Mechanics should be encouraged to use a diagnostic before starting tuneups. Before opening up the engine, the mechanic should be trained to look for clues using basic diagnostics such as turboboost pressure, air/fuel ratio, timing advance, etc.

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_______________________________________________ Operational Issues Major engine repairs 

The mine should set up an engine exchange program with each engine supplier. This ensures that the mine receives the lowest cost and highest quality service for major engine repairs. Engine suppliers are better trained and equipped to handle these repairs.



Learn to spend that little bit of extra time and effort to maximize diagnostics.

Often engines are needlessly opened up due to misdiagnosed problems.

Example: A compression test taken on a diesel engine showed two pistons were low in compression. When the cylinder head was removed, it became apparent that the valves and rings were not the problem. The problem turned out to be a tight exhaust valve on both cylinders. Before any major dismantling occurs, you must follow a best practice troubleshooting procedure, which would have indicated that the valves need to be checked before a compression test is performed. This is a good example of how improper diagnostic procedures will lead to needless repair work. 

Keep major engine repairs preformed in the underground shops to a minimum. It is not an environment conducive to complex engine repair procedures. Underground shops should be avoided in fram overhauls.

These practices generally lead to engine replacement shortly afterward due to poor performance and excessive emissions.



When an engine is changed out, the mechanics should be trained to look for damage and possible repairs to auxiliary equipment such as engine mounts and frame, intake system, exhaust system, etc.

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Operational Issues _______________________________________________ Proactive attitudes The philosophy of "repair on failure" may provide short-term benefits but in the long term, proactive engine maintenance delivers cleaner and more efficient engines that run longer with greater dependability. To succeed in this, operators, mechanics and supervisors must all participate equally in becoming more aggressive in the maintenance of diesel engines.

Operators 

Operators should be trained in basic engine maintenance in order to perform filter changes and minor repairs.



Operators should be trained to use their senses to detect potential engine problems which may require maintenance.

A good example of this is the smell of engine exhaust at the operator compartment while operating the equipment.

Example 1: An operator will quickly recognize an abnormal exhaust odor. After performing his initial checks on the intake and exhaust systems and not finding anything abnormal, he would report the change to the maintenance department for further investigation.

Example 2: While operating his equipment, the operator notices that the operating temperature of the engine is slightly higher than normal but not high enough to warrant a shutdown or to activate the warning system. After performing an initial check on coolant level, radiator condition, water pump and fan drive systems, etc., he reports the problem to the maintenance department for further diagnostics.

Operators must be held accountable for the condition of the equipment they are operating, and be accountable for ensuring its proper operation and maintenance.

Mechanics 

Mechanics must communicate with equipment operators. There should be a level of communication and understanding established between the two that allows them to work as a team rather than individuals.



Training sessions on basic maintenance practices and emissions as they relate to health need to be set up so that the operators and mechanics are both there.



Increase the level of training for mechanics with a "buy in as related to health matters" approach.



It is important that mechanics understand the effects of diesel emissions on their own health and that of the operators, as well as the results of proper maintenance on emissions.

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_______________________________________________ Operational Issues 

Target the best people for relevant tasks. The best problem solvers should be used for diagnostic situations and their skills used to utmost advantage.

By the same token, the person who works full time on the service pit performs an equally important role in maintaining the equipment in good operating condition and should be trained to perform the necessary service and repairs when required.



Set up a knowledge transfer program where individuals train their peers in informal hands-on environment. This could involve the diagnostic specialist sharing skills with the person on the service pit and vice versa. This training will take place at the same time as the training on emissions as related to health issues.

Supervisors 

Supervision on both operations and maintenance sides play a pivotal role in becoming proactive and empowering the people under their responsibility.



Leadership for proactive engine maintenance practices comes from the top down and supervision must take the initiative.



Supervision must ensure that the operating and maintenance people are trained in using a proactive approach and thus are empowered to implement the appropriate procedures to correct poor practices.



It should be the role of supervision to implement regular monthly meetings with the maintenance personnel to review new engine maintenance techniques.

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Operational Issues _______________________________________________ Typical exhaust gas components Exhaust gas is typically comprised of carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), sulfur oxides (SOx), hydrocarbons (HC), particulate matter (PM), and smoke.

Carbon monoxide (CO) Carbon monoxide is the result of the incomplete combustion of the fuel, caused by localized insufficiencies of oxygen (rich fuel/air ratio). Quenching of the reaction by cold combustion chamber walls (for example, cold engine operating temperatures) also increases CO levels. CO is a colorless, odorless, and tasteless gas. Inhalation of as little as 0.3% by volume can cause death within 30 minutes. For this reason, it is important never to allow the engine to run in enclosed spaces, such as a closed garage, without good ventilation. Increased CO concentrations may be the result of poor mixture formation caused by a defective injection system, injectors with defective spray characteristics, or engine over-fuelling.

Carbon dioxide (CO2) Although carbon dioxide is non-poisonous, it may still be present a problem. If large quantities of CO2 are produced, it may displace oxygen in the working environment Nitrogen oxides (NOx) The formation of nitrogen oxides is dependent on the temperatures during the combustion process, the concentrations of nitrogen (N2) and oxygen (02), and the time available for them to react with each other. NO and NO2 are generally lumped together and are referred to as oxides of nitrogen (NOx). A rise in the combustion temperature increases NO concentrations in the exhaust gas. In a diesel engine, the combustion process forms only NO, a small portion of which oxidizes to N02 at lower temperatures and in the presence of 02. The sum of NO and N02 is called NOx. These gases belong to two different classes. Nitrogen monoxide (NO) is a colorless, odorless, and tasteless gas that is rapidly converted into nitrogen dioxide (NO2) in the presence of oxygen. Advanced injection timing can cause an increase of NO in the exhaust gas. Measures which decrease the NO concentrations, such as low compression ratio or retarded injection timing, also tend to decrease the efficiency of the combustion process, which can result in increased fuel consumption and higher CO and HC concentrations in the exhaust.

Sulfur oxides (SOx) The formation of sulfur oxides (SOx) is caused by the oxidation of the sulfur contained in the fuel with the oxygen available in the combustion air. SOx concentrations depend on the sulfur content of the diesel fuel and the fuel consumption of the engine. SOx reductions in the diesel exhaust gas can only be achieved through the use of low sulfur fuels.

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_______________________________________________ Operational Issues Hydrocarbons (HC) Hydrocarbons in exhaust gases are usually the result of very small quantities of unburned diesel fuel and engine lubricating oil. Since the measurement of concentrations of different hydrocarbons involves the use of sophisticated instrumentation, normally only total HC is measured and reported. In the presence of nitrogen oxide and sunlight, hydrocarbons form substances which irritate the mucous membranes. Some hydrocarbons are cancer-causing. Incomplete combustion in a diesel engine produces unburned hydrocarbons. Increased HC levels in the exhaust gas are found when an diesel engine suffers from high oil consumption, a defective injection system, rich fuel/air ratio, or quenching of the combustion process in the proximity of the cold combustion chamber walls.

Particulate matter (PM) Particulate matter includes all substances (with the exception of water) which, under normal conditions, are present as small solid or liquid particles in exhaust gases. PM is usually defined as "any material, other than water, in the exhaust of a diesel engine which can be filtered after dilution with ambient air". These particulates normally consist of a mixture of carbon (soot), hydrocarbons and sulfuric acid. Therefore, we can assume that conditions which affect the formation of soot, hydrocarbons and oxides of sulfur, will affect the particulate emission.

Smoke Smoke is usually defined as solid and liquid particles suspended in diesel exhaust gases which obstruct, reflect, or refract light. Smoke from diesel exhaust can be placed into three groups, depending on appearance under direct illumination: ■

Grey/black smoke which consiss of solid particles of carbon (soot).

■

White smoke which is usually caused by the presence of vaporized and unburned diesel fuel in the exhaust gas (for example, from a misfiring cylinder).

■

Blue smoke which is usually caused by high concentrations of unburned or partially oxidized fuel or lubricating oil in the exhaust gas. This situation is typical of a diesel engine operating at low temperatures or suffering high oil consumption.

The visual appearance of the exhaust gas will depend on the type of illumination and the background against which the exhaust gas is observed. In general, the "color" of the exhaust gas will appear as white/bluish or grey/black.

The diesel exhaust gas odor is a result of a combination of aromatic hydrocarbons and other substances such as aldehydes. Since odor cannot be described objectively, conditions affecting the formation of odor-causing compounds are not easily well defined. However, for a given diesel engine, conditions which may affect the concentrations of unburned HC will tend to affect the odor of the diesel exhaust gas.

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System Specific Information _______________________________________

Part II - Engine Systems Engine systems and conditions that affect diesel emissions There are many different factors that affect the formation of the exhaust gas components, including: 

Combustion chamber design intake manifold system



Operating conditions



Low turbocharger boost pressure



High exhaust back pressure



High crankcase pressure

Combustion chamber design Since the invention of the diesel engine, many different diesel combustion systems have been developed. Some of these systems were designed to maximize fuel economy, improve cold start ability, or reduce noise. Other types of designs obtain the best possible exhaust emissions. There are many trade-offs between fuel economy and emissions.

Combustion systems can be classified into two classes, direct injected (D.I.) or indirect injected (I.D.I.). Direct injection systems provide the best fuel economy while indirect injection systems are better at reducing harmful diesel emissions. direct injection systems

The two main advantages to the open combustion chamber design of direct injection (Fig. 1) are its simplistic design (over all cheaper to produce) and its high fuel economy. This design had a down side to it when fuel injection systems were mechanical and had static timing; they tended to produce higher emissions that indirect injection systems. That is no longer the case with modern electronically controlled injection systems, which have variable timing.

Fig. 1: Direct injection system

Direct injection system

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_______________________________________ System Specific Information indirect injection systems

In mechanical fuel injection systems, indirect injection systems (Fig. 2) have a separate pre-combustion chamber which allows the combustion process to be slowed down during the power stroke. There is a limited amount of oxygen in the pre-combustion chamber, which would not allow the fuel to ignite completely, resulting in a partial burn. As the piston moves down on the power stroke, it draws the contents of the pre-combustion chamber into the main chamber where there is more oxygen, causing the partially burned fuel to burn rapidly in the main chamber. This controlled burn results in a more complete combustion process, resulting in lower overall emissions. For any diesel engine, the emission concentrations are a direct relation of engine speed and load, ambient temperature conditions, and fuel quality.

Fig. 2: Indirect injection system

Indirect injection system

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System Specific Information _______________________________________ Intake manifold system The intake manifold system (Fig. 3) is designed to supply clean, dry air to the engine with as little restriction as possible. A properly designed system will withstand shock loadings, along with a wide range of working conditions encountered in actual service. The intake system must provide reliable system sealing and durability. Diesel engines operate with a high fuel/air ratio. Excess air is always present during the combustion process and in the exhaust gas.

The most critical operating conditions are full load (full fuel) operation. Every engine manufacturer prescribes the maximum intake restriction allowed for a given engine family when operating at rated conditions. If the intake manifold system is properly laid out during the installation of the engine into the equipment (air cleaner, hoses, pipes, etc. of proper size and flow characteristics), insufficient combustion air will not be a problem. Every diesel engine will react differently, depending on the combustion system and the overall condition of the engine. Generally, a system that is not laid out properly can easily be recognized by excessive black smoke.

A failure of a combustion air intake system component, such as the filter element, a hose, or a clamp, will allow dust-laden air to bypass the air cleaner and enter the engine. This is a serious problem when the engine is operating in a dusty environment. Depending on the type of dust contained in the combustion air and its abrasive properties, accelerated wear of the intake valves, pistons, piston rings, and cylinders can occur, resulting in increased oil consumption and blow-by, up to a point where compression is lost and horsepower reduction occurs. This process leads to an increase in emissions. The rise in oil consumption always results in increased HC (hydrocarbons) and odor, followed by higher CO (carbon monoxide) concentrations.

Fig. 3: Intake manifold system

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_______________________________________ System Specific Information Operating conditions The following conditions will result affect diesel emissions: 

Plugged or dirty pre-cleaner or main element air cleaner



An air filter assembly (Fig. 4) that is improperly sized to pass the required amount of air. Check the filter manufacturer’ s recommended flow rating, expressed in cubic feet per minute (CFM).



Intake piping diameter too small. Check the engine manufacturer’ s minimum and maximum intake pipe diameter and length.



Intake piping too long. Check the engine manufacturer’ s minimum and maximum intake pipe diameter and length.



Intake piping contains too many elbows or bends. Check manufacturer’ s recommendations as to the number of bends allowed in a given length of piping.



Crushed or damaged intake piping.



Damaged or bent housing on air cleaner assembly.



Collapsed rubber hoses in intake piping.



Water-soaked paper filter element. Employ a moisture eliminator assembly when operating in heavy rainfall and high humidity areas.



Dust plugging leads to short filter life. Use two-stage filters and exhaust gas aspirators.

Fig. 4: Typical air filter installation

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System Specific Information _______________________________________ Low turbocharger boost pressure Turbo boost pressures are similar for two-and four-stroke-cycle engines. Strategically placed small pipe plugs on the engine can be accessed to isolate the turbocharger boost pressure from the air box pressure on two-cycle engines such as the Detroit Diesel 2 stroke models.

There are many causes for low turbocharger boost pressure, which include: 

A high exhaust back pressure condition. (Check for plugged or restricted after treatment devices or exhaust deflectors.)



Exhaust gas leaks feeding to the turbo from the engine. (Check for telltale signs of black soot around turbo exhaust connections.)



Leaking fittings, connections, or intake manifold gasket from outlet side of turbo (usually accompanied by a high-pitched whistle under load due to pressurized air leaks).



Plugged turbocharger safety screen if used on the inlet or outlet side.

Plugged or damaged air system after cooler. (Check the temperature drop across the aftercooler. Refer to manufacturer’ s specifications for your particular application.)



Possible turbocharger internal damage (check the condition of the turbine and compressor vanes for damage with the engine stopped)



Leaking gasket between direct-mounted Turbocharger and the blower housing on a Detroit Diesel two-cycle engine



Low air box pressure on a two-cycle Detroit Diesel engine caused by any of the following conditions: leaking inspection covers on the block, leaking cylinder block-to-end-plate gaskets, a plugged blower inlet screen, or a partially stuck closed emergency air system shutdown valve.

High exhaust back pressure The exhaust system (Fig. 5) must be laid out in such a manner that the maximum permissible exhaust backpressure, as prescribed by the engine manufacturer, is not exceeded. A slight backpressure (refer to manufacturer’ s recommendations for maximums, generally no more than 25 inches of water) in the exhaust system is normal, but excessive exhaust backpressure will affect the operation of the diesel engine. The use of after treatment devices, such as catalytic converters, flame arrestors, water scrubbers, or particulate traps, will increase the engine exhaust backpressure. Excessive exhaust backpressure has a similar effect on engine performance and emissions as an intake restriction.

Power output reduction and increased exhaust temperature will become a problem. Carbon monoxide, black smoke, and particulate emissions will also increase, counteracting the effect of the after treatment device. Improper maintenance could lead to plugging of the after treatment device and could create a flow restriction in excess of the manufacturer's recommended limits.

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_______________________________________ System Specific Information Fig. 5: Typical exhaust system

Some cause of high exhaust back pressure are: 

Rain cap stuck at the end of a exhaust stack



Crushed or damaged exhaust piping (Fig. 6)



Crushed or damaged muffler



Too small a muffler. Refer to manufacturer’ s recommended muffler size for a given engine.



Exhaust piping diameter too small. Check the filter manufacturer’ s recommended flow rating, expressed in cubic feet per minute (CFM)



Exhaust piping too long. Check the engine manufacturer’ s minimum and maximum intake pipe diameter and length.



Exhaust piping with too many elbows or bends. Check manufacturer’ s recommendations as to the number of bends allowed in a given length of piping.



Excessive carbon build-up in exhaust system. Check the exhaust backpressure using a manometer. Refer to manufacturer’ s recommendations for a given engine size. If excessive, remove and clean after treatment devices.



Obstruction in exhaust system or piping.

Fig. 6: Damaged exhaust system

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System Specific Information _______________________________________ High crankcase pressure All diesel engines operate with a slight crankcase pressure (1 to 3 inches of water) which is highly desirable since low pressure prevents the entrance of dust and keeps any dust or dirt suspended in air so that it can flow through the crankcase and be trapped in the engine breather system (Fig. 8). If there are signs of engine lubricating oil coming from the engine breather tube, crankcase ventilator, dipstick tube hole, crankshaft oil seals, or air box, drain tubes on twocycle Detroit diesel engines, it may be a positive indicator of high crankcase pressure. Refer to manufacturer’ s recommended maximum backpressure allowed for a given model of engine.

Proper lubrication, the use of adequate grade oils, and regular oil change intervals minimizes wear and ensures long engine life and stable exhaust emission quality. Failure to follow manufacturer’ s recommended oil grades will accelerate engine wear, increase lubrication oil consumption, and will have a negative effect on exhaust emissions. Increased engine blow-by, higher HC concentrations and visible blue or black smoke in the exhaust gas will become noticeable prior to performance deterioration.

Fig. 8: Crankcase breather

Some causes of high crankcase pressure are: 

Too much oil in crankcase (check oil level).



Restricted crankcase breather (check engine crankcase back pressure to see if it is above manufacturer’ s recommendations).



Restriction in the after treatment device causing higher than normal exhaust backpressure (check exhaust back pressure to see if it is above manufacturer’ s recommendations).



Excessive cylinder blow-by (caused by worn rings, scored liner, cracked piston, or a hole in a piston).

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_______________________________________ System Specific Information Overview of the six engine systems Introductions This section presents an overview of the six engine systems (Fig. 8), the factors affecting exhaust quality, and how proper engine preventive maintenance can ensure long diesel engine life. Improper, insufficient, or lack of preventive maintenance will lead to accelerated wear of engine components, resulting in an increase in emissions, usually before a decrease in performance becomes noticeable.

Lack of proper maintenance, failure to follow manufacturer's recommendations, or abuse of the equipment will lead to accelerated wear, decreased performance, excessive oil consumption and increased Hydrocarbons (HC), Carbon Monoxide (CO), Oxides of nitrogen (NOx), and Oxides of Sulfur (SOx) emissions.

The six engine systems are: 1. Intake 2. Exhaust 3. Fuel injection 4. Cooling 5. Fuel quality and handling 6. Lubrication

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System Specific Information _______________________________________ Fig. 8: Diesel engine and components

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_______________________________________ System Specific Information Intake system Introduction The intake system (Fig. 9, Fig. 10 and Fig. 11) on a diesel engine must provide an adequate supply of clean air for good combustion at all operating speeds, loads, and operating conditions. As much as 1500 cubic feet of air per minute or more may be required, depending on engine size and horsepower. On naturally aspirated (non-turbocharged) and turbocharged engines, air is as important to good operation as the quality of the fuel used. Lack of adequate airflow to an engine can result in high emissions along with poor performance Contaminated air can quickly wear out a diesel engine - a condition often referred to as "dusting". This condition is particularly noticeable when an engine has been overhauled and, after a short period in service, compression and power losses are noticeable.

Tests conducted by major diesel engine manufacturers have shown that as little as two tablespoons of dirt can dust out an engine within a very short time. Unfiltered air contains small particles of dirt and abrasive material that are not always visible to the naked eye.

Intake air can also be contaminated by partially burned fuel. Some of it washes down the cylinder wall and can dilute lubrication oil. Some of the unburned fuel dries up and sticks to pistons, rings, and valves, as well as fouling the small orifices in the injector tip, resulting in higher emissions. Nothing wears out a diesel engine faster than contaminated air entering the intake system. The dirt and oil mixture acts as an abrasive lapping compound. On the cylinder walls it proves to be disastrous; the continuous rubbing action of the piston rings against the liner surface contaminated with abrasive dirt in the oil quickly accelerates wear.

Fig. 9: A two-stage intake system

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System Specific Information _______________________________________ The air cleaner on a diesel engines is designed to remove moisture, dirt, and dust from the air before it reaches the engine. It must do this over a reasonable time period before servicing is required. The air cleaner also acts as a silencer to reduce intake air noise. On a turbocharged engine, additional air is supplied by means of a turbocharger, which is exhaust gas driven. On a supercharged engine, a mechanically driven blower is used to supply additional air. The filter sizing should take into consideration these two additional features.

Always refer to the manufacturer’s recommended filter sizes for any given engine application.

Fig. 10: Typical intake system

Dry type air cleaners Modern dry-type air cleaners may have one or more replaceable filter elements and may include primary and secondary or safety filtering elements. Most drytype air cleaners also include vanes, which act as a type of pre-cleaning device.

The vanes may be part of the filter element or they may be part of the air cleaner housing. As air enters the air cleaner, it passes over the vanes, which cause the air to swirl. The swirling action causes the heavier dust and dirt to be thrown outward by centrifugal force against the air cleaner housing, where it goes to the dust collector.

The air intake systems on modern electronically controlled diesel engines are equipped with one or more of the following sensors: ambient air pressure sensor for altitude compensation, intake manifold temperature sensor, and turbocharger boost pressure sensor. Any of these sensors can quickly detect a problem and cause the engine ECM (Electronic Control Module) to compensate by reducing the amount of fuel that is available, thereby reducing speed and power. These sensors are normally located on the intake manifold.

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_______________________________________ System Specific Information Fig. 11: Typical intake system with TBS

Air induction piping Air induction piping (Fig. 12) works with the air cleaner to carry clean filtered air into the diesel engine. When servicing the air cleaner filter assembly, it is extremely important to check the piping hoses, elbows, and clamps for looseness, tears, or ruptures. Ignoring these can lead to unfiltered air entering the system and destroying the engine in a very short time. Inspect the intake ducting (piping) and elbows every time the air filter is serviced.

Fig. 12: Air induction piping

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System Specific Information _______________________________________ Aftercoolers One of the most important components in use today on electronically controlled, high-speed, heavy-duty diesel is the turbocharger pressurized-air aftercooler (Fig. 13). Ideal air temperature for modern turbocharger diesel engine is usually around 35 to 38°C (95 to 100°F).The higher the ambient air temperature, the greater the expansion of the air and the greater the loss of engine power . Depending on the rise in ambient air temperature and the diesel engine design features, an engine can lose between 0.15 and 0.7% horsepower per cylinder for every 6°C (10°F) rise beyond 32°C (90°F), or approximately 1% power loss for each 6°C (10°F) of intake temperature rise above 32°C (90°F).

Fig. 13: Typical aftercooler

Aftercooler

Air-to-Air aftercoolers The most efficient and widely used turbocharger boost air aftercooler for heavyduty applications is the AAAC (or AAAAC as some engine manufacturers refer to it) (Fig. 14). Since cooler air is denser, a greater amount of air is supplied if the air is cooled properly. The aftercooler is mounted to cool the intake air after it leaves the discharge side of the turbocharger and before it enters the diesel engine.

Fig. 14: Air-to-air aftercooler

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_______________________________________ System Specific Information Water aftercoolers Some diesel engine manufacturers use a water-type inlet air aftercooler (Fig. 15). These employ engine coolant routed through the water jacket to reduce the temperature of the pressurized air flowing through it from the turbocharger. A water-cooled aftercooler is capable of lowering the full-load engine turbocharger boost air from a temperature of about 149°C (300°F) down to approximately 93°C (200°F). The ALCC system is capable of lowering the turbo boost air temperature down to approximately 74°C (165°F). The AAAC air-to-air system increases the engine fuel economy by approximately 4% over the water after cooled system.

Fig. 15: Water aftercooler

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System Specific Information _______________________________________ Intake system recommendations In a mining applications, the intake system becomes the most critical engine system affecting exhaust emissions. Problems associated with intake air are magnified in every other engine system's performance.

Some points worth considering in maintaining intake systems: 

The ducting and piping for the intake system should utilize two spring loaded band clamps at each rubber hose connection.



The entire system (ducting, filter housing, gaskets, etc.) should be tested every 100 hours for integrity and leaks. The use of ether spray is not recommended under any circumstances due to danger of fire and explosion and possible engine damage. The best test method is a compressed air charge system described in the next section.



The location and installation of intake filter housings should be evaluated.

Ideally, they should be situated away from heat sources (exhaust) and dust sources (tires). They should also be installed to facilitate easy service.



Every underground diesel engine should be equipped with a two-stage intake filter system with a radial type seal at the back of the filter for failsafe protection.



Inspect intake filter system and verify that it is sized correctly to meet engine requirements. Refer to filter manufacturer’ s recommendations.



Verify that ducting is of sufficient size without unnecessary restrictions.



Ensure that intake filter housing is installed as close to the engine intake manifold as possible.



On engines equipped with dual intake filters, ensure that there is a common connection to both housings to prevent balance problems, such as turbo overspeed.



Do not rely solely on intake restriction indicators located at the filter housing. Proper gauges should be installed at the operator dash. It is imperative that operators be educated on the use and importance of these gauges.



The mechanics should service intake systems at minimum intervals. This would be at least a weekly inspection and filter service, if required. Once again, it is imperative that operators be educated and empowered to monitor the intake system and perform necessary service immediately upon detection of a problem.

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_______________________________________ System Specific Information Servicing the intake system Assemble a testing system (Fig. 16). The components of the system are: 

Sealed filter element(s): The filter elements are easily sealed with duct tape or any other industrial tape capable of sealing less than 5 psi. Any used or dirty element will work fine for this purpose. The intake system does not have to be completely sealed in order to hold a small amount of pressure.

Air will still pass by the intake valves and turbo, but the sealed filters are usually enough to hold the low pressure.



Air pressure regulator and hose assembly: The regulator and hose assembly can be made up from readily available components found in most underground shops. Ideally, a regulator capable of high flow at low pressures, such as those used for pneumatic paint spray guns, works best.

The # 4 hose can be easily adapted to a fitting teed into the intake system.

The filter service indicator is usually a good, easily accessible point for the tee.



Spray bottle with soap and water solution: The spray bottle used to test the integrity of the intake system should hold approximately 1 liter of soapy solution in order to service an entire intake system.

Fig. 16: An intake testing system

The regulator should normally be adjusted to no more than 5 psi. This is mainly for safety considerations with a pressurized system. The suction side of the intake system between the filter and the turbo should NEVER be pressurized to more than 5 psi for testing. The filter housing, intake piping and hoses are not designed to withstand higher pressures. The pressure side of the intake system between the turbo, air-to-air coolers, and intake manifold can and should be tested at higher pressures up to 25 or 30 psi. It is best to pressure test each side of the intake system separately for safety reasons and for verification of proper condition. Check the manufacturer's specification for intake pressure before charging the system to be sure. Spray the solution on all hoses, clamps, connections, flanges, manifolds, and coolers for the intake system. Leaks will appear as bubbles on contact with an air leak in any of the intake plumbing.

All defects should be repaired immediately and re-tested. This is not a repair that can be scheduled for a later time.

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System Specific Information _______________________________________ Job aid check list for intake system In the Guidelines and Best Practices the intake system is assigned the highest priority of the six engine systems.

Checkpoints ■

Check operation of filter indicator and measure restriction.

■

Measure turbo boost pressure with gauge - 8 psi (if applicable).

■

Measure turbo boost on DDDL system. (if applicable).

■

Pressure test intake system for leaks.

Actions ■

Replace damaged connector hose and seal intake connections.

■

Replace air-to-air cooler if required.

■

Replace secondary air filter if required.

Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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_______________________________________ System Specific Information Exhaust system Introduction The exhaust system (Fig. 17) used on modern diesel engines must be laid out in such a manner that the maximum permissible exhaust backpressure never exceeds the manufacturer’ s recommendations. To test the backpressure in a typical diesel engine exhaust system, a slack-tube manometer or a special low pressure gauge can be used. The low pressure gauge is designed specifically for measuring intake and exhaust backpressure and restrictions on diesel engines.

Fig. 17: A typical diesel exhaust system

The use of after treatment devices (Fig. 18), such as catalytic converters, flame arrestors, water scrubbers, and particulate traps, tends to increase the engine exhaust backpressure. Excessive exhaust backpressure has a similar effect on engine performance and emissions as an increased intake restriction. Power output reduction, increased exhaust temperature, CO (Carbon Monoxide), black smoke and particulate emissions all increase with increased intake restriction.

After treatment devices used on diesel engines can vary tremendously in size and design. The purpose, however, is the same. They allow the escaping exhaust gases, which are under pressure, to expand within the after treatment device, thereby reducing the noise emitted as they exit into the atmosphere. In addition, some after treatment devices act as a secondary burner for any unburned hydrocarbons left over from the combustion process. Typical noise levels from heavy-duty diesel engines is usually within the 80 to 86 decibels before after treatment devices are installed.

Improper maintenance of after treatment devices could lead to plugging up or badly restricted exhaust system. The resulting flow restriction will result in exhaust backpressure in excess of the limits set by the manufacturer. An excessive exhaust backpressure has a similar effect on diesel engine performance and emissions, similar to increased intake restriction

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System Specific Information _______________________________________ Fig. 18: After treatment device (typical)

Exhaust system maintenance recommendations Relatively minor and basic maintenance practices can have a large impact on emissions reduction. Monitoring the physical properties of the exhaust, such as gas concentrations, pressure, and temperature, is absolutely essential to proper maintenance. 

Monitor exhaust backpressure at regularly scheduled intervals using one or more mechanical gauges or the UGAS analysis system. Backpressure is a prime indicator of how both the engine and exhaust systems are performing with respect to baseline values.



Inspect the installation of exhaust after treatment systems. Verify that they are properly sized (not too small or too big) and that they are close enough to the exhaust manifold for maximum operating temperature.



Establish a method of evaluating the condition and performance of after treatment devices. This can be done by measuring backpressure and gases with tools such as the UGAS system.



Inspect the exhaust system piping. Look for dents, leaks, damage, and possible causes of restriction that could increase back pressure. When possible, use heat wrap for protection and to maximize exhaust temperatures for after treatment performance.



Inspect the condition of the turbocharger assembly. When inspecting the fins, make sure to look from the top inside and not from the end. Check the compressor wheel on the intake side for a sandblasted effect indicated by smooth, worn down blades on the compressor wheel. The aftercooler pressure differential should be measured regularly to ensure proper cooling.

Operators should be trained in the proper operation (start up and shut down) of turbo-equipped engines.

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_______________________________________ System Specific Information Exhaust after treatment system maintenance Diesel oxidation catalysts (DOCs) Diesel oxidation catalysts are designed to convert carbon monoxide (CO) to carbon dioxide (CO2). In addition, they reduce hydrocarbons (HC) and the HC fraction of diesel particulate matter (DPM). DOCs are very effective because the excess oxygen present in diesel combustion improves the reaction between the oxygen and the catalyst element. In order for DOC systems to operate efficiently, the exhaust temperature must be greater than 200°C. This requires that the system be installed so that the purifier is mounted as close as possible to the exhaust manifold. It is also important to use low sulfur fuel with DOCs as the catalytic element can be poisoned and neutralized by excess sulfur. Note that DOCs do not reduce NOx emissions.

To effectively maintain diesel oxidation catalysts, the following points should be adhered to: 

Perform emissions measurements on a regular basis to calculate CO to CO2 conversion efficiency (reference procedure on emission testing).

Efficiency should be between 65% and 95%.



Use exhaust backpressure for monitoring purifier condition. Establish a baseline value for each engine series with a new or clean purifier. Maintenance checks should not exceed 3 inches of water above baseline value.

Backpressures exceeding this indicate need for service.



Clean catalytic purifiers using compressed air, steam cleaning, and fuel.

After blowing out and washing with steam, soak the purifier in a clean container of diesel fuel for at least 2 hours to loosen and dissolve hard carbon build-up. After soaking, re-steam and blow out with compressed air.

When using compressed air, ensure the personnel safety by maintaining adequate ventilation to avoid exposure to airborne soot.

To effectively maintain diesel particulate filters the following points should be adhered to: 

Exhaust backpressure and temperature should be continuously monitored with a permanent on-board system that includes an alarm to warn the operator of a high conditions. If available, smoke density or opacity measurement systems are useful in determining a pass or fail condition of a particulate filter.



Filters can be cleaned manually using compressed air. Blow out the filter first in in the reverse and then in the forward direction of exhaust flow. Extreme caution should be exercised to avoid exposure to airborne soot. If possible, set up a device that traps the soot in water or another filter mechanism so that it does not get vented to the shop fresh air supply.



Filters can also be serviced using a kiln or similar controlled heating device.

This simulates the thermal regeneration of the filter that is normally done by the engine exhaust temperature. It is important to note that the kiln must support the burning of soot in a controlled environment and have proper environmental controls for safely ventilating and avoiding exposure to harmful compounds.

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System Specific Information _______________________________________ Job aid checklist for exhaust system Before any maintenance activities are undertaken a set of emissions tests should be performed, taken upstream and downstream of the purifier. This provides a set of values from which to compare the impact of the maintenance activities throughout the day. In addition to the emissions the exhaust backpressure is also measured with a standard mechanical gauge.

Checkpoints ■

Emissions tests before and after exhaust purifier.

■

Check exhaust backpressure.

■

Visual inspection of complete system for leaks, cracks, etc.

■

Check operation and setting of Jake Brakes (if applicable).

Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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_______________________________________ System Specific Information Exhaust system analysis tools There are a variety of exhaust gas analyzers on the market that will perform this job. In most cases these tools require proper training to get consistent results. The gas analyzer described below is only one of many that could be used for this purpose.

ECOM AC+ gas analyzer The ECOM AC+ electronic gas analyzer (Fig. 19) measures oxygen, carbon monoxide, nitrogen oxide, nitrogen dioxide, gas temperature, and gas pressure.

All gas sensors are electro-chemical with a thermocouple and RTD sensor for temperatures, and a piezo resistive sensor for measuring changes in pressure accurately (Table 3). In addition to measuring the gases mentioned, the analyzer also estimates carbon dioxide output, total oxides of nitrogen and combustion efficiency.

The instrument can incorporate up to six gas sensors, however, sulfur dioxide and hydrocarbons sensors are not used in the UGAS system. A probe and 15 feet of non-heated sampling line connect the analyzer to the exhaust system.

Each exhaust system is fitted with 1/4" NPT (National Pipe Thread) fittings for measuring undiluted exhaust through the probe. The instrument is capable of operation as a stand-alone device, which can measure gases and print out results. Operations can be performed using the membrane keypad and LCD display and can be saved into analyzer memory and printed out. Each sample erases the previous sample from memory. As a stand-alone device the instrument lacks the flexibility to take time weighted average samples and store historical data in memory. To overcome this the RS232 serial communication port on the analyzer was utilized. This port communicates all data in real time as it is acquired from the sensors. Communicating this real time data to a software interface permits the flexibility required to store time weighted average samples to an integrated database.

Fig. 19: The ECOM AC+ gas analyzer

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System Specific Information _______________________________________ Table 3: Emissions components

UGAS software application The second module of the system is a custom designed Windows software application that communicates directly with the analyzer displaying in real time all measured and calculated values. The interface (Fig. 20) was designed to be as intuitive as possible for the intended end users -underground mobile mechanics. The gauge controls in the software permit the user to configure warning and alarm display levels for each parameter. The gauge control display window has the flexibility to configure any combination of parameters up to a maximum of eight on each of the two windows.

The remaining three main display windows are for graphic chart analysis, custom function editing, and databases. The chart analysis window has a list of query filters to select from in querying historical databases. Filters include vehicle number, vehicle type, location, dates and other related fields. The results of each query are displayed in an adjacent graphic analysis screen with flexibility to arrange the data in several different formats.

Fig. 20: UGAS software interface

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_______________________________________ System Specific Information Testing protocol The third and most critical component of the system is test protocol. The following protocol for performing an undiluted exhaust test on underground diesel engines was developed in collaboration with CANMET. The protocol accounts for all factors from pre-test conditions through engine loading factors to time weighted average sampling. Pamphlets and on-line multimedia tutorials are provided to assist the mechanics and make the testing as easy as possible.

The test protocol is designed to ensure, to the greatest degree possible, accurate and consistent testing of diesel exhaust emissions on underground mobile equipment.

Pre-test conditions Before taking tests the mechanic must ensure three basic conditions: 

that the engine is at full operating temperature.



that the vehicle exhaust is equipped with 1/4" NPT fittings on each side of the exhaust purifier(s). These fittings allow for the insertion of the analyzer probe (Fig. 21) to acquire undiluted exhaust samples.



that an instrument such as a hand-held photoelectric tachometer is available for measuring engine rpm during tests.

Fig. 21: Insertion of analyzer probe

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System Specific Information _______________________________________ Emissions testing protocol 

Start the analyzer and log on to UGAS software 3-minute calibration



Perform a steady state engine stall against the converter and hydraulics system (brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall). Maximum stall time 60 seconds. Perform Baccarat Smoke Test 60 Seconds Read RPM.



Enter Bacharach Smoke Value - RPM - Test ID Proceed to Gas Sampling.



Perform a steady state engine stall against the converter and hydraulics system. Brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall. Maximum stall time 60 seconds. Start gas sampling within 60 seconds.



Print and save the results and repeat the test on the opposite exhaust bank on "V" engines.

Exceeding a 60 second stall condition can potentially cause damage to transmission and hydraulic systems. Use of caution and careful monitoring of all temperatures is advised.

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_______________________________________ System Specific Information Basic emission equipment operation Undiluted diesel particulate measurement In addition to diesel exhaust gases, the particulates in diesel exhaust should be measured. Unfortunately, accurate portable instruments for measuring diesel particulate in exhaust are not commercially available. Some technicians use opacity meters, but these are quite crude instruments. CANMET has developed a simple portable system for sampling undiluted particulate matter (Fig. 22) from production vehicles. The system includes a sampling probe, heated lines, a filter cassette, a constant flow pump, and a temperature sensor.

The stainless steel sampling probe is inserted in the exhaust pipe while the engine is running. The pump draws in exhaust air which flows through a 15-foot heated line and the filter to capture the diesel particulates. The heat is provided by using power from the vehicle battery and prevents condensation in the sampling line. A high volume pump is calibrated to draw 12 liters per minute. The temperature sensor is a thermocouple from the ECOM analyzer, which records the temperature of the exhaust gas. The temperature of the air is also recorded.

The sampling is done over a 60-second steady state stall condition. Perform a steady state engine stall against the converter and hydraulics system (brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall). Maximum stall time 60 seconds. Both gas and particulate samples can be taken simultaneously.

The diesel particulate is collected on a pre-weighed filter. After the sample collection, the filter is weighed again (Fig. 23) to get the total weight of the sample collected. The volume of exhaust gas passed through the filter is calculated by multiplying the pump flow rate and the sampling duration. The DPM concentration is obtained by dividing the weight of the particulate mass collected by the volume of exhaust gas passed through the filter.

Fig. 22: Sampling undiluted particulates matter

Fig. 23: Weighing sample collection

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System Specific Information _______________________________________ Measurement interpretation Note: The following is an excerpt from actual testing performed during the development of the guidelines. It is not intended that the mechanics would be able to perform these evaluations. It is only included to give the mechanic an overview of the process.

Analysis of particulate samples Measurement and analysis of the particulate sample filters was done at the NRCan CANMET laboratories in Sudbury and Bells Corners, Ontario. Weight analysis for total mass was done at the Bells Corners facility and the analysis by NIOSH 5040 Thermal Optical method [4] was performed at the Sudbury laboratory.

Weight analysis 

Sample filters (silver membrane) were conditioned in an environment chamber for at least one hour at 45% RH ±8%, 22oC ±3oC.



A Mettler 183 balance, accuracy 1g ± 0.00001 g was calibrated using internal calibration procedures.



A blank filter pair was weighed for determining filter weight changes due to variations in conditions within the weighing chamber between initial and final sample weight determinations.



Sample filters were weighed and placed in plastic sample holders, which were then capped.



Upon the sample filter's return, filters were removed from plastic sample holders, placed in petrie dishes, covered and conditioned in an environment chamber for at least one hour at 45% RH ± 8%, 22oC ± 3oC.



The Mettler 183 balance was calibrated using internal calibration procedures.



The blank filter pair was weighed.



Sample filters were then weighed.



DPM mass was determined by subtracting initial from the final sample weights, correcting each DPM for changes in blank filter weights. During the field-testing three batches of sample cassettes were assembled with blanks and shipped to the mine. The numbered cassettes were stored in a locker in the underground shop and brought to the office on surface after sample capture.



Cassettes, including blanks, were sent to the CANMET laboratory in Bells Corners for analysis.

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_______________________________________ System Specific Information Thermal optical method In brief, NIOSH method 5040, speciation of organic and elemental carbon is accomplished through temperature and atmosphere control and by an optical feature that corrects for pyrolitically generated "EC" (or char) formed during the analysis of some materials (ex. cigarette and wood smoke). A light from a pulsed diode laser is passed through the filter to allow continuous monitoring of filter transmittance. The analysis process is done in two stages.

In the first stage, organic carbon and carbonate carbon (if present) are volatized from the sample in a pure helium atmosphere. The temperature is stepped to a maximum (about 860oC). Evolved carbon is catalytically oxidized to CO2 in a bed of granular MnO2, reduced to CH4 in a Ni/firebrick methanator, and quantified as CH4 by a flame ionization detector (FID).

During the second stage of the analysis, a pyrolysis correction (if needed) and EC measurement are made. The oven temperature is reduced, an oxygen (2%) -helium mix is introduced, and the oven temperature is again raised. As oxygen enters the oven, pyrolitically generated EC is oxidized and a concurrent increase in filter transmittance occurs. Correction for the char contribution to EC is accomplished by identifying the time at which the filter transmittance reaches its initial value. This point is defined as the "split" between organic and elemental carbon. Carbon evolved prior to the split is considered "organic" (including carbonate), and carbon after the split and prior to the peak used for instrument calibration (final peak) is considered "elemental."

The 5040 method was used to analyze the first set of samples that were taken on quartz fiber filters. This was done due to inconsistencies measuring total weight due to high humidity combined with quartz fiber filters. There were 21 samples in the first set analyzed with 5040 and quartz fiber filters. For correlation purposes and verification of accuracy, three samples with silver membrane filters were measured with 5040 and correlated to previous samples on the same vehicles with quartz fiber.

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System Specific Information _______________________________________ ECOM AC+ gas analyzer The electro-chemical gas sensors used in the ECOM unit are recommended for calibration every six months. The analyzer for the project was purchased new from ECOM America and was delivered with all sensors calibrated. The calibration gases used are: 

Carbon monoxide - 1000 ppm



Nitrogen oxide - 100 ppm



Nitrogen dioxide - 100 ppm



Oxygen - Verified against O2 concentration in NO or NO2 cal gas

The ECOM analyzer incorporates a three-minute calibration each time the unit is started. All gas sensors are "zeroed" against the ambient air drawn through the probe for the three-minute period. For this reason it is critical that each time the analyzer is turned on the probe remains in as fresh an ambient environment as possible and nowhere near any running exhaust gases.

Particulate sampling - Gillian pump The undiluted particulate sampling system incorporates a Gillian high volume 30 LPM pump (Fig. 24) for drawing the exhaust through the 37 mm cassettes. Under ideal conditions this instrument would be calibrated for each sampling session. Calibration of this instrument might be beyond the scope of the mechanics expected work and therefore it may be necessary to have it performed by the ventilation department.

Fig. 24: Gillian pump

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_______________________________________ System Specific Information Intake testing The intake system can easily be considered the most critical system with respect to maintenance and emissions. Ironically, the intake system has the least known tools for servicing.

In the past, ether spray was used for detecting intake leaks by listening for engine acceleration where ether would leak by into the intake and combustion chamber. Problems with ether, including extreme flammability and potential catastrophic engine failure when improperly used, have led to the discontinuation of its use. This situation left a huge gap where the only activity associated with intake systems was the regular replacement of air filter elements and blind faith that this practice alone was sufficient.

A system for methodically testing intake systems with no risks to either the person doing the test or the engine can be prepared by any mechanic. The system is simply a used intake filter element sealed externally with duct tape, an air pressure regulator and hose assembly, and a spray bottle containing a mixture of soap and water (Fig. 25 and Fig. 26). During service, the plugged filter element is installed in the intake housing and the air pressure regulator is connected to a fitting on the intake. Compressed air is regulated inside the intake system to no more than 5 psi for safety reasons. Even with the leakage across valves and turbocharger, enough static pressure remains in the system to produce bubbles when the soap and water solution is sprayed on leaks in hoses and connections.

Fig. 25: Intake testing system

Fig. 26: Mechanic testing an intake system

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System Specific Information _______________________________________ Intake restriction and exhaust back pressure A Magnehelic gauge (Fig. 27) with a range of 0 to 80 inches of water can be used to measure intake restriction and exhaust back pressure. The gauge is capable of differential pressure measurements and, therefore, has two fittings.

One fitting is for pressure and the other for vacuum measurement, making it ideally suited for measuring intake vacuum restriction (normally in the range of 10 inches of water) and exhaust backpressure (typically around 20 inches of water). The gauge is marked on the back to show which side is used for vacuum measurement and which side is used for exhaust pressure measurement.

In addition to the portable gauge for servicing, a replacement program should be initiated for any magnetic tell-tale intake service gauges (Fig. 28) that are currently in use. The original small plastic plunger units were found to be anywhere between ineffective to defective. Most of the gauges are installed in locations that were not visible from the operator's compartment so that on the rare occasions that they were actually checked, they weren't being checked properly. A replacement indicator gauge will alleviate this. The gauge is a standard three-inch mechanical bourdon tube with an appropriate range and scale for the intake system. The plunger indicators should be replaced by the gauges and installed in appropriate locations within sight of the operator's compartment.

Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

Fig. 27: Magnehelic gauge

Fig. 28: A magnetic tell-tale service gauge

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_______________________________________ System Specific Information Fuel injection system Introduction The diesel fuel injection system is the heart of the diesel engine and is very important for controlling diesel emissions. Fuel injection system components, such as the injection pump and injectors, are precision elements which must be handled with extreme care.

The following is a list of things that need to be taken into consideration when performing maintenance on fuel injection systems. 

Injection system components are not tampered with.



System maintenance is performed according to diesel engine manufacturer's recommendations.



Only high quality fuels are used.

Failure to follow these guidelines will lead to injection system components failure, which will affect engine performance and emission quality.

Failure of injection system components can be grouped into several categories: 

injection pump or injector failure



inadequate fuel supply



incorrect injection pump or injector timing



advanced timing

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System Specific Information _______________________________________ Injection pump or injector failure Fuel injection pump or injector failure is usually associated with fuel contamination and is the most expensive to correct. This type of failure will normally result in noticeable performance loss. The engine will be hard to start, will lack power, will have poor acceleration, will suffer from excessive fuel consumption and increased emissions, especially carbon monoxide, hydrocarbons, and smoke.

Decrease in NOx emissions will also be evident. The most noticeable effect will be a rapid increase in black smoke and CO emissions. Operation under such faulty conditions could lead to engine overheating and eventually total engine failure.

Fig. 29: Fuel tank and fuel lines

Inadequate fuel supply Inadequate fuel supply could be caused by a low fuel level in the tank, pluggedup filters (Fig. 30) or fuel lines, or internally damaged fuel lines. This problem is the simplest to recognize since the engine will fail to start, will misfire, and/or will not deliver full power. The situation can be identified early and will have only temporary effects on engine life or exhaust emission quality.

Fig. 30: Cut-away of a contaminated fuel filter

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_______________________________________ System Specific Information Incorrect injection pump or injector timing Fuel injection timing has a direct bearing on the performance and emissions quality of a diesel engine. If the diesel engine has static injection timing, which is set by the position of the injection pump or the injector height in the case of mechanical unit injectors, the manufacturer optimizes the injection timing during the engine development work. The timing represents a trade-off between fuel economy and the exhaust emission. Diesel engines with static timing are mechanically adjusted during engine assembly or engine repair (Fig. 31). The timing generally doesn't change during the service life of the diesel engine.

Fig. 31: Typical fuel system

Advanced or retarded timing Both advanced and retarded timing will normally result in increased nitrous oxide emissions, usually accompanied by a reduction in carbon monoxide, hydrocarbons, and smoke, and lower exhaust temperatures. Both timing issues will cause hard starting and engine damage.

Fig. 32: Mechanic timing a diesel engine

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System Specific Information _______________________________________ Fuel system types Although new diesel engines employ electronic fuel injection and governing systems to reduce exhaust emissions, there are still many diesel engines in operation equipped with mechanical fuel systems.

This section will introduce you to the main types of fuel systems, both mechanically and electronically controlled. Basic fuel injection system types can be categorized as follows: ■

Individual unit jerk pumps (Fig. 33)

■

Inline pump systems (Fig. 34)

■

Distributor pump systems (Fig. 35)

■

Cummins PT (pressure-time) fuel systems (Fig. 36)

■

Unit injector fuel systems (Fig. 37)

Electronically controlled fuel systems can be applied to all of the mechanical systems listed above.

Fig. 33: Individual unit jerk Pump

Fig. 35: Distributor pump

Fig. 34: Inline pump system

Fig. 36: Cummings PT fuel system

Fig. 37: Unit injector fuel

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_______________________________________ System Specific Information Individual unit jerk pumps In an individual unit jerk pump system (Fig. 38), fuel at low pressure from a transfer pump is delivered to the individual pumping units. A supply pump is not required; a gravity-feed system can be used. Within the individual pump housings, a pumping plunger is forced upward by the camshaft to raise the trapped fuel to a high enough pressure to be suitable for injection. Figure 38 shows a single-cylinder Bosch jerk pump. The letter P in PF stands for "pump" and the F for no camshaft within the pump. The pump is engine mounted and the pump camshaft lobe within the engine block lifts a flat adjustable tappet. The designation PFR indicates that a roller rather than a flat tappet is used. Fuel under pressure is sent through a steel line to the injection nozzle located in the cylinder head. When the fuel pressure is high enough to overcome the needle valve spring pressure, the fuel is sprayed from a series of small orifices in the nozzle spray tip into the combustion chamber. This provides high injection pressure providing good atomization of the fuel.

Fig. 38: Bosch individual jerk pump

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System Specific Information _______________________________________ Inline pump system The inline fuel injection pump (Fig. 39) employs a design where all of the individual pumping plungers are located within a common housing. The illustration shows the basic layout of the fuel system for a high-speed heavy-duty diesel engine. A small transfer (supply) pump delivers low-pressure fuel to the injection pump housing for operation. The injection pump is timed to the engine gear train. In addition, the injection pump functions to pressurize, meter, and atomize the fuel for combustion.

Fig. 39: Inline fuel circuit

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_______________________________________ System Specific Information Distributor pump systems The distributor pump is so named because it works something like an ignition distributor in a gasoline engine in that a spinning internal rotor distributes the fuel. The distributor pump produces lower injection pressures than in a individual jerk pump system and is used extensively on smaller-displacement highspeed automotive and diesel engines. Figure 40 illustrates a typical distributor pump fuel injection system for a V8 diesel engine. In this system, a fuel lift pump delivers fuel at low pressures between 3 and 5 psi (21 to 34 kPa) to a vane pump housed within the end of the injection pump housing. The vane pump produces fuel supply pressures to the pumping chamber between 90 and 130 psi (621 to 896 kPa).

This system uses two fuel filters: a primary filter located between the tank and the transfer pump, and a secondary fuel filter located after the transfer pump which removes all impurities from the diesel fuel before it enters the injection pump or the unit injectors in a low-pressure fuel system or to the injector nozzles on a high-pressure injection system.

Fig. 40: Typical distributor pump

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System Specific Information _______________________________________ Cummins PT fuel system The PT (pressure-time) fuel system is unique to Cummins engines (Fig. 41).

This system uses a gear-type fuel supply pump, along with a governor plunged and operator controlled throttle, to distribute fuel to the individual injectors. The speed of the diesel engine determines the pump pressure curve and the available time during which the injector can meter the fuel required for injection.

Fig. 41: Cummins PT fuel system

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_______________________________________ System Specific Information Unit injectors The unit injector system (Fig. 42) has been used by Detroit Diesel Corporation (DDC) since the late 1930s when DDC first released two-stroke cycle diesel engine models. Basically, a unit injector fuel system combines the pump and nozzle in a single body. The fuel is supplied to each injector at between 50 and 70 psi (345 to 483 kPa) by a gear fuel pump; a common inlet manifold feeds all injectors simultaneously. The unit injector times, atomizes, meters, and pressurizes the fuel for combustion. Fuel is used for cooling and lubrication purposes and flows through a common return manifold which has a restricted fitting at the outlet to maintain system pressure. Excess fuel flows back to the fuel tank.

Fig. 42: Unit injector system circuit Fuel Pipes

Fuel Injector

Restricted Tee

Check Valve

Fuel Pump

Fuel Filter Fuel Strainer

Fuel Tank

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System Specific Information _______________________________________ Electronically controlled fuel injection systems Electronically controlled unit injector fuel systems (Fig. 43) are widely used by many of today’ s engine manufacturers: Detroit Diesel, Caterpillar, Cummins, Volvo, and Deutz all offer these advanced control systems. The injector pumping plunger is activated mechanically by a rocker arm or by the camshaft directly, depending on the manufacturer - all except for the HEUI (hydraulically actuated electronic unit injection) system (pronounced "Hughie"). No rocker arm is necessary in the HEUI system as high-pressure oil is used to activate the injector pumping plunger. Both Caterpillar and Navistar International are currently using the HEUI system in a number of their engines.

Fig. 43: Unit injector system

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_______________________________________ System Specific Information Fuel injection system recommendations 

The fuel injection system is the most complex of all engine systems to maintain. Because the components are precision engineered with extremely close tolerances, maintenance and cleanliness are the most important considerations.



Check the primary fuel pressure on a scheduled basis. The entire fuel injection system relies on primary pressure for supply and lubrication as well as some cooling functions.



Examine the filters that are being used and the criteria used for selecting them. Price is absolutely NOT the criteria by which filters should be selected for underground diesel engines. Performance and protection are all that matters here. Filters should be OEM (Original Equipment Manufacturers) whenever possible and should not pass particles larger than 5 microns. There should also be a guarantee that they will not permit the passage of water.



Verify the proper operation of the air/fuel ratio.



Inspect the fuel lines for proper size, condition and length. Fuel lines should be replaced when required but NEVER repaired.



Inspect the system for correct match of engine to pump, injectors, lines, etc.

Often, replacement parts are incorrectly matched with the original equipment.



Fuel temperature should be checked regularly to make sure that it is not becoming overheated. This check must be done with the vehicle at maximum operating temperature after several hours of continuous operation. The temperature of the fuel in the tanks should never exceed 60°C.



Use a filtered vent on the fuel tank. An open vent draws dirt continuously while the engine is drawing fuel putting reliance on the fuel filters to catch this dirt. The tank breather element should be finer than 5 microns.



As part of the scheduled maintenance, the mechanic should check for air in the fuel, seen in the form of champagne bubbles. Using a plastic hose inline on the return side of the fuel system can do this. Air bubbles will cause problems with injection pressures.



Adjustments and/or replacements of any componen,t such as injectors or pumps, should be done only after the need to do so has been verified by testing engine performance and emissions. A systematic diagnostic approach must be taken before any fuel injection component is adjusted or changed. Failure to do so often leads to worse performance than the original condition. A good example of this would be the pop testing of mechanical injectors. Suspicion of an injector problem does not warrant replacement. Testing for chatter, spray pattern, holding and opening pressure, and leaking verifies the need for replacement.

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System Specific Information _______________________________________ Job aid checklist for fuel systems The fuel injection system on a diesel engine is equipped with either mechanical unit pump injectors or EUI injector pumps that are actuated off of the camshaft or, in the case of Deutz engines, a separate injector for each pumping unit. The unit pumps high-pressure fuel to the combustion chambers or the cylinder head.

The only regular service points on this system are to verify RPM settings, pressure test the nozzles, if applicable, and setting the intake and exhaust valves at the same time while the valve covers are removed.

Checkpoints ■

High and low idle RPM settings

■

Fuel pressure and temperature (if applicable)

■

Injector setting and calibration (if applicable)

■

Pressure (pop) test injector nozzles (if applicable)

■

Intake and exhaust valves

■

Fuel filter and water separator

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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_______________________________________ System Specific Information Cooling system Cooling system recommendations Engine cooling systems are relatively basic in design and function but are often neglected when it comes to routine maintenance. Scheduled maintenance programs should incorporate checkpoints for engine cooling systems, especially for cleaning. Dirt is the primary concern in keeping an engine cooling system running properly at a consistent temperature. 

Have a specified interval for cleaning radiators. The interval will depend on the location of the equipment, but at the very least should be performed at the regular service intervals recommended by the engine manufacturer.

This should be incorporated into the operator's education and included in his job description.



A one-inch water hose and a good commercial degreaser tend to work much better than a steam jenny or pressure washer.



Use a light to verify that a radiator is cleaned completely through the core.



Instrument the engine to measure differential temperature across the radiator. This gives an accurate indication of the performance of the cooling system. Measure the temperature across the inlet and outlet of the rad while performing a stall test. The temperature should show a drop of 10 °F or more.



Thermostats should be checked on a regular basis to verify proper operation. Use the infrared heat gun to measure the temperature at which the thermostat opens. Point the gun at the thermostat housing and load the engine. When the thermostat opens you will experience a quick temperature rise.



Pressure test the cooling system on a scheduled basis and verify the correct mixture for engine coolant.



Verify that the coolant storage system is clean and mixing is being done consistently and carefully.



Deutz air-cooled engines MUST be cleaned at every scheduled maintenance interval. It is best to use a degreaser when doing this.



On Deutz 413 series engines, blower speed should be checked regularly for possible slippage as this is driven by oil pressure.



Deutz engine oil coolers should also be cleaned regularly and checked with a light to verify.



On all Deutz engines verify that all gauge and alarm sensor wires are connected and in proper operating condition. Check for proper match of gauges to sensors.

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System Specific Information _______________________________________ Cooling system maintenance Daily maintenance performed by the operator 

Check the coolant level in the top tank or header tank.



Check and clean radiator core as necessary.

Monthly maintenance performed by the mechanic 

Check the condition and tension of fan belts; adjust and replace as necessary.



Check condition of inhibitors.



Check coolant for proper freeze protection.



Check the condition of gasket in radiator cap.

Yearly maintenance performed by the mechanic 

Clean the cooling system relief valve.



Drain, flush and clean complete cooling system. Replace with new coolant mixture.



Check the condition of all hoses and clamps; tighten and replace as necessary.

Coolant mixture NEVER use pure water in a diesel cooling system: water is excessively corrosive and lacks the proper heat transfer properties or freeze protection. It is important to have a consistent and accurate method of mixing coolant for proper protection.

The use of ethylene glycol type antifreeze solutions is highly recommended for coolant mixtures. A procedure for premixing and storage of coolant should be used. The solution should be mixed at a level to provide protection that exceeds the system requirements.

Conditioners and inhibitors Conditioners, such as Nalcool 3000, should be used on a scheduled basis.

These products reduce the risk of rust and pitting to the cylinder liners, block and head. They also reduce the buildup of scale and deposits in the cooling system. Most conditioners will provide protection for seals, hoses, gaskets, and metal materials in the cooling system.

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_______________________________________ System Specific Information Cleaning and flushing The cooling system should be flushed and cleaned at least once a year and whenever engine repairs dictate. An example of a repair dictated event would be a leaking oil cooler which resulted in oil contamination in the coolant. A simple dishwasher detergent mixed with water works very well in flushing the cooling system. Repeated flushes may be necessary to remove all dirt and oil contaminants from the system.

It is very important to make sure that the system is completely clean before adding new coolant and conditioners.

Troubleshooting The first steps in diagnosing an overheating condition are all visual checks. The easiest and most obvious checks are : 

Low coolant level



Loss of coolant - external or internal leaks



Clogged radiator - check using a light



Low fan speed - check using a tach



Fan condition and installation (pushing or pulling)



Radiator cap seal

If visual diagnostics fail to solve the problem, there are some basic tests that can be performed to isolate individual cooling system components.

Thermostats The thermostats can be tested either in or out of the engine. To test the thermostat without removing it, measure the temperature at both the top tank and thermostat housing. Observe the level and flow of coolant in the top tank and temperatures as the thermostat begins to open and circulate coolant through the radiator. This test is only accurate with engines using no more than one thermostat.

A more accurate test method is to remove the thermostat and suspend it in a metal container of water. Using an acetylene torch and thermometer, heat the water in the container and observe the opening temperature compared to the plug in the thermostat. It is important to note that an engine should NOT be run without the thermostats installed. Coolant does not flow properly through the radiator without the thermostat and results in increased overheating.

Aeration in coolant The most common cause of aeration is combustion leaking into the coolant.

The best way to test for this is to tap a hose from the radiator cap relief valve into a container of water. With the engine at full operating temperature, check for steady bubbles coming out of the end of the hose. Sources of combustion in the coolant can be leaking head gaskets, loose head, defective seal, etc.

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System Specific Information _______________________________________ Radiator cap relief valve Cooling system pressure can be tested either with a hand pressure pump tool or air regulator and pressure gauge. Pressurize the system to a level just below relief pressure and observe how the system holds pressure. Rapid leak down indicates either an external/internal leak or leaking relief valve. Pressurize the system higher to determine the relief opening pressure for proper setting.

Temperature probe A portable infrared temperature probe (Fig. 43) is used by mechanics specifically for diagnosing cooling systems. This is a simple hand-held instrument that measures surface temperature with a simple point and shoot operation. An LCD display on the instrument updates the value instantly or is capable of logging the value to memory. This is particularly effective in demonstrating and diagnosing cooling systems. In seconds, the efficiency of a radiator can be verified by measuring the differential temperature from top to bottom. Thermostat operation is easily verified by pointing at the thermostat housing and observing the temperature transition as the thermostat opens and closes.

Fig. 43: Infra-red heat gun

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_______________________________________ System Specific Information Job aid checklist for cooling system Diesel engines have a cooling system radiator (Fig. 44) mounted to the side or front of the engine. The cooling system should be checked for the following.

Checkpoints



Thermostat operation (I.R. temperature gun)



Radiator cleanliness and flow through pressure test



Test strips for additive/inhibitor condition



Fan and belt adjustment and condition

Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

Fig. 44: Cooling system (radiator)

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System Specific Information _______________________________________ Diesel fuel and fuel supply systems Introduction Diesel fuels are produced by the distillation of crude oil. The diesel fuel produced has certain characteristics that are modified or controlled during production. The quality of a diesel fuel is determined by physical and chemical properties such as, viscosity, flash point, cetane number, and sulfur content. For industrial operations, it is important to select and use high quality diesel fuels.

Even if the best quality fuel is used, it will become contaminated if not handled and stored properly. Contamination with moisture (rain water leaking into drums, condensation forming inside the fuel tanks, etc.), dust and dirt (improper storage in dusty areas), use of contaminated fuel transfer pumps, hoses, or tanks, or mixing with other fluids, such as lubricants, must be prevented.

The fuel systems of most diesel engines are equipped with water separators and two-stage fuel filters. Machine manufacturers add these or other fuel filtering systems to their equipment. Such devices will handle small amounts of contamination, but continued or excessive contamination of the fuel system will result in accelerated wear of the engine and the fuel system components.

Best practice recommendations 

Use a high quality fuel with high cetane number and low sulfur content.



Handle the diesel fuel in such a manner that contamination with dust, dirt, moisture and other fluids is prevented (Fig. 45).

Fig. 45: A fuel handling area

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_______________________________________ System Specific Information Sulfur content Sulfur is a non-metallic element present in diesel fuel that will cause combustion chamber deposits and wear on pistons, rings, and cylinders. This contributes to elevated particulate emissions. The use of diesel fuel with a sulfur content as low as possible (less than 0.05%) is desirable.

Cetane number The cetane number is a measure of the ignitability of the fuel. The cetane number affects the ignition delay, which has an effect on engine performance, fuel economy, and emissions.

From a diesel engine standpoint, diesel fuels having a cetane number of 50 or greater should be used for best results. Diesel engines that are run on low cetane fuels will suffer from excessive carbon monoxide, hydrocarbon, particulate, and smoke emissions, especially at low speed/low load/low temperature operation.

Operating a diesel engine with fuel that has a low cetane value will result in a poor combustion process.

Viscosity The term viscosity refers to the measure of the liquidity of the fuel, which affects its ability to vaporize. Viscosity is measured by observing the time required for a specific volume of fluid to flow under steady state conditions through a short tube with a specific size bore. The flow is measured with a viscometer.

The viscosity of fuel oil is measured at 77oF and at 12oF. Viscosity of diesel fuel affects the pattern of spray in the combustion chamber. A low viscosity fuel produces a finer mist, which is desirable.

Flash point The term flash point refers to the temperature of the fuel at which the vapors it produces ignite when a flame is exposed over the surface of the liquid fuel.

The flash point of diesel fuel is 100 oF for 1-D and 125 oF for 2-D fuel.

Most manufacturers recommend the use of 1-D diesel fuel for their diesel engines.

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System Specific Information _______________________________________ Fuel quality and handling recommendations An education and awareness program for fuel handling can be easily implemented at any mine. It is important that responsibilities be delegated to ensure that this basic area is consistently kept clean and orderly to reduce the possibility of fire and contamination. 

Always use high quality, low sulfur fuel (less than 0.05% (500 ppm) by volume). The fuel should be tested regularly for quality assurance.



Put together a team responsible for efficient identification, transportation, and handling of fuel to minimize the chance of the fuel becoming contaminated with water and dirt. This team should include everyone from supplier, service, and shaft crews, to operators and mechanics. Responsibilities should be assigned to specific groups and a scheduled program put into place to ensure that it is carried out.



Bulk storage tanks should be serviced regularly to make sure they are kept clean and dirt-free.



Cubes that are used for transporting and storing fuel should be cleaned and serviced on a scheduled basis.



Vehicle storage tanks should be equipped with filtered vents and water separators. The fuel tanks should be equipped with a quick connect fill system to prevent dirt from entering the system.

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_______________________________________ System Specific Information Lubrication Lubrication recommendations Engine lubrication requires more attention to handling than most people give it.

It is not merely a matter of topping up oil levels or replacing oil and filters. Mechanics and operators both need to recognize lubrication as an important factor in engine maintenance. Maintaining a proper oil level in the crankcase is essential to minimizing emissions. The practice of overfilling a crankcase at the start of a shift to compensate for leaks or oil consumption creates more problems than it solves, especially with respect to emissions. While low level problems will obviously cause wear and eventual failure problems, overfilled oil will cause problems with excessive emissions. 

As with the fuel filters, price should not determine which engine oil filters are purchased. Whenever possible, OEM filters should be purchased for each type of engine.



Inspect and evaluate the system for selection, storage, handling, and dispersing of lubrication oils, from the bulk storage system through the use of portable containers in the field. Fill cans and nozzles should be checked regularly for cleanliness.



Evaluate the system in place for monitoring oil contamination. Ensure that the information from the oil is being used effectively by the right people.

Periodically, the oils should be checked for reserve alkalinity and soot level to verify the interval baseline.



When possible, install warning systems for engine lubrication oil temperature. Excessively high temperatures have a direct negative effect on lubricity and viscosity.



Educate both operators and mechanics on the importance of maintaining and verifying CORRECT ENGINE OIL LEVELS in engines. Operators should be checking the oil at the beginning of each shift. Mechanics should ensure that the right dipstick is in use on each piece of equipment.



Oil and fuel filters should NOT be pre-filled on a workbench before installation due to the possibility of unnecessary contamination.

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System Specific Information _______________________________________ Lubrication classification Engine lubrication oils and their classifications are often disregarded or misunderstood. For mining diesels, only the oil meeting the engine manufacturer’ s specified API classification should be used. Failure to do so could result in violation of the CANMET or MSHA certification, as well as engine warranty. As technology advances, many new lubrication products become available, often for specialized applications. The American Petroleum Institute (API) has had a classification system in place since 1970 as a recognized standard for matching lubricants to proper applications. 

"S",service, is the classification for gasoline engines



"C", commercial, is the classification for diesel engines



The second letter in the classification designates the time frame



SA Formerly Utility Gasoline and Engine Service Pre - 1930s



SB Minimum Gasoline Engine Service 1930



SC Gasoline Engine Warranty Maintenance Service 1964 - 1967



SD Gasoline Engine Warranty Maintenance Service 1968 - 1971



SE Gasoline Engine Warranty Maintenance Service 1972 - 1980



SF Gasoline Engine Warranty Maintenance Service 1980 - 1988



SG Gasoline Engine Warranty Maintenance Service 1989 - 1993



SH Gasoline Engine Warranty Maintenance Service 1994 - 1997



SJ Gasoline Engine Warranty Maintenance Service 1998 - Present



CA Light to moderate duty, high quality fuels MIL-L-2104A; 1954



CB Light to moderate duty, lower quality fuels 1955 - 1963; high sulfur fuel



CC Moderate to severe duty diesel and gasoline MIL-L-2104B; 1964



CD Severe Duty Diesel Cat certification req's 1955



CD-2 Severe duty 2-stroke engine service Detroit Diesel 2-stroke and Cat 4 -stroke (obsolete)



CE Severe duty diesel service Cat/Mack/ Cummins 1983 and high speed operation prior to 1980



CF-4 Severe duty direct injected diesel service Direct injection 4-stroke engines in high speed operation prior to 1990



CG-4 Severe duty diesel engine service High speed, 4-stroke engines since 1995

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_______________________________________ System Specific Information Combined service applications 

Used to distinguish the oil as suitable for any engine application (diesel or gasoline) that requires a high level of oxidation stability, better control over sludge, deposits, and acid formation.



The most recent combined classification is: API SJ/CH-4



These oils are formulated to provide engine protection under the most severe conditions.

Lubrication system checks Maintaining a proper oil level in the crankcase is essential to minimizing emissions. The practice of overfilling a crankcase at the start of a shift to compensate for leaks or oil consumption creates more problems than it solves, especially with respect to emissions. While low level problems will obviously cause wear and eventual failure problems, overfilled oil will cause problems with excessive emissions. This issue is more of an educational practice that mechanics are encouraged to follow up on with operators.

Some engine manufacturers recommend only the use of premium multi- grade oil (15-40)

Conclusion This section provides the steps required to implement a condition-based approach to diesel engines maintenance rather than the traditional time-based maintenance practiced by many industries today. A condition-based approach to servicing, repairing, and maintaining diesel-powered equipment is cost effective and improves diesel emissions. Traditional engine maintenance based on a timeline or preventative maintenance programs that change diesel engine components is not cost effective and fails to properly reduce diesel emissions.

An equipment condition approach to maintenance will not only reduce operating costs, but will extend operating time on the equipment. Maintenance will only need to be done when there is evidence of a deteriorating engine condition indicated by a steady increase in the monitored engine emissions.

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Diesel Emissions - Job Aid Check List Employee Name: Date: Equipment Type: All Tests To Be Done At Operating Temperature Intake System Checks

Left Bank

Right Bank

Left Bank

Right Bank

Ok

Needs Adjusted

Ok

Needs Adjusted

Filter Indicator Operation Measure Restriction Pressure Test Intake System

Exhaust System Checks Check Backpressure Before Purifier Inspect for Leaks Check Jake Brake Operation

Engine System Checks High RPM Low Idle Fuel Pressure, Low Idle Fuel Pressure, High Idle Intake and Exhaust Valve Adjustment Fuel Filters Drain Water Separator Fuel Temperature

Cooling System Coolant Level Radiator Clean (external) Belt Tension Coolant Condition Radiator Cap Condition

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__________________________________________________________ This manual is intended to provide GENERAL product information. The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. Caterpillar reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate government regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of Caterpillar and these regulatory agencies, or any repair or replacement of parts contrary to Caterpillar’ s instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your Service Representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© Caterpillar 2012 ALL RIGHTS RESERVED

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Table of contents Safety Instructions............................................................................. 4 Factory Inspection Form ................................................................... 5 General Arrangement Drawing ......................................................... 8 Fuel System Drawing ........................................................................ 10 Hydraulic System Drawing ................................................................ 11 Pneumatic System Drawing .............................................................. 13 Machine Checklist ............................................................................. 16 Power System Checklist.................................................................... 24 Electrical Permissibility Checklist ...................................................... 44

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MSHA Documentation_____________________________________________ Safety Precautions

The following safety precautions should be observed whenever operating or performing any maintenance, repair, or adjustment procedure on this machine.

Additional precautions may appear in each section of this book. All precautions listed, as well as all Federal, State, and Mine safety regulations must be followed at all times.

Only qualified personnel are permitted to make repairs to permissible equipment. The permissibility of any permissible component must be verified after any maintenance or repair work and at regular intervals. Failure to maintain permissible components to OEM standard may result in a fire or explosion. Serious injury or death could occur.

!

DANGER

!

WARNING Do not attempt to operate this machine until you have been sufficiently trained on this machine and have read and understood this manual and are familiar with all controls and indicators. Operating this machine without the proper training and knowledge may result in serious injury or death to the operator or other personnel.

!

WARNING Do not alter, bypass, or remove and emergency or machine stop device. Failure to heed this warning may result in serious injury or death.

!

WARNING Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. Pressurized hydraulic fluid or falling loads may result in serious injury or death.

!

WARNING Never work under any assembly or component of this machine that is elevated. Always install enough blocking to support the machine or component or lower the component to ground level.

!

WARNING Never operate any lever or pedal from outside the operator’s compartment. Severe injury or death could result.

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