Professional Documents
Culture Documents
6/98
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TRANSMISSION
INPUT
TO LEFT
FINAL DRIVE
TO RIGHT
FINAL DRIVE
EQUALIZING
PLANETARY
STEER
DRIVE
PLANETARY PLANETARY
62
DIFFERENTIAL STEER MECHANICAL OPERATION
Differential steer tractors are not equipped with steering clutches but have
a steering differential, a hydraulic pump, a hydraulic steering motor, and
steering controls.
Steering differential
has two power inputs:
- Transmission
- Hydraulic motor
The steering differential has two power inputs: a speed and direction
(FORWARD and REVERSE) input from the transmission and a steering
(LEFT and RIGHT) input from the hydraulic motor. The steering
differential uses hydraulic motor power input to increase the speed of one
track and equally decrease the speed of the other track. The resulting
track speed difference turns the tractor.
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Steering differential:
- Steer planetary
- 77 -
- Drive planetary
- Equalizing planetary
Schematic color
codes
The pinion, the bevel gear shaft, and the drive planetary carrier are red.
The bevel gear shaft is splined to the drive planetary carrier. During turns,
the pinion for the hydraulic motor drives the steer planetary ring gear.
The hydraulic motor pinion and the steer planetary ring gear are orange.
The center shaft connects the sun gears for all three planetaries.
The sun gears and the center shaft are blue.
The planet gears for all three planetaries are yellow.
The center axle shaft is splined to the steer planetary and the equalizing
planetary. Also, the steer planetary carrier is directly connected to the
drive planetary ring gear. These components are green.
The equalizing planetary ring gear is bolted to the right brake housing and
remains stationary. The equalizing planetary is gray.
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TRANSMISSION
INPUT
TO LEFT
FINAL DRIVE
TO RIGHT
FINAL DRIVE
STEER
PLANETARY
EQUALIZING
PLANETARY
DRIVE
PLANETARY
63
Straight line operation
- Steering motor does
not turn
- Transmission
provides all power
- Arrows show power
flow
- Outer axles rotate in
same direction
This illustration shows the power flow through the differential steer
system during straight line operation (FORWARD or REVERSE). In this
condition, the hydraulic steering motor does not turn. Since the hydraulic
steering motor does not turn, the steering pinion and steer planetary ring
gear are stationary (gray) and the transmission provides all power flow
through the system.
The transmission sends power through the transfer gears, the pinion, the
bevel gear, and the bevel gear shaft to the drive planetary carrier. At this
point, the power divides causing a torque split.
Most of the torque goes through the drive planetary ring gear to the steer
planetary carrier. From the steer planetary carrier, the resulting power is
transmitted to the left final drive through the left outer axle.
The remaining torque from the drive planetary carrier is transmitted to the
equalizing planetary sun gear through the drive planetary sun gear and the
center axle.
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The equalizing planetary planet gears multiply the torque from the sun
gear and send the resulting power through the right outer axle to the right
final drive.
The effect of this operation is that the left and right outer axles rotate in
the same direction with the same power magnitude and the machine,
therefore, tracks in a straight line.
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TRANSMISSION
INPUT
TO RIGHT
FINAL DRIVE
TO LEFT
FINAL DRIVE
STEER
PLANETARY
DRIVE
PLANETARY
EQUALIZING
PLANETARY
64
LEFT TURN
FORWARD
Transmission input
shown with black
arrows
Steering motor input
shown with white
arrows
During a turn, both the transmission and the hydraulic motor provide
inputs to the differential steer system with the transmission supplying
most of the power to the system.
The transmission input power is sent to the outer axles in the same manner
as during straight line operation.
The hydraulic motor input determines the turn direction and turn radius.
The rpm of the hydraulic motor controls the turn radius (the higher the
rpm, the smaller the turn radius) and the direction of rotation establishes
the turn direction.
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The input from the hydraulic motor has two effects on the system:
1. The first effect is that the speed of all three sun gears and the
speed of the center axle increases causing the speed of the right
outer axle to increase.
2. The second effect is that the relative motion of the sun gear and
planet gears in the steer and the drive planetaries cause the drive
planetary ring gear, the steer planetary carrier, and the left outer
axle to slow down. (This relative motion is due to the fact that the
drive planetary carrier is turning at a constant rpm.) The speed
decrease of the left outer axle is equal to the speed increase of the
right outer axle.
Reversing steering
motor causes
opposite turn
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65
Two pump system
provides tighter turn
radius
This slide shows the advantage the two pump system has over the one
pump system. The former system had a larger turning radius when the
operator made a turn while using an implement. The two pump system
provides the operator with a tighter turn radius with or without using the
implements.
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STEERING
MOTOR
STEERING SYSTEM
STEERING
PUMP
CHARGE
PUMP
STEERING
PILOT
VALVE
BYPASS AND
PRESSURE
CONTROL
GROUP
RIPPER
CYLINDERS
STEERING CHARGE
CIRCUIT FILTER
RIPPER
DIVERTER
VALVE
TANK
IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
QUICK-DROP
VALVE
LIFT
TILT
LIFT
CYLINDERS
TILT
CYLINDER/S
END COVER
66
This block diagram shows the steering and implement hydraulic system.
The two systems are functionally separate, but they are connected at two
points. Charge pressure is used to move the ripper diverter valve, and the
implement pump output is sent to the bypass and pressure control group to
supplement charge flow if the pressure decreases below a specified value.
A single quick-drop valve is used for both lift cylinders.
The various color codes which will be used in this section of the
presentation to identify oil flow and pressures are:
Red
Red Dots
Blue
- Blocked oil
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Orange
- Charge pressure
- Pilot pressure
Orange Dots
Green
Yellow
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2
4
67
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5
1
3
2
4
68
Steering pump
components:
1. Charge pump
2. Pressure
compensator valve
3. Charge pressure
relief
4. Right crossover
relief valve
5. Left crossover
relief valve
6. Pump control
spool
7. Pump control
piston and
pressure taps
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1
2
3
69
The steering motor (1) is a bent axis design with a self-contained flushing
valve in the port plate. The addition of this valve allows a controlled
amount of oil from the low pressure side of the steering motor to flow into
the motor case to cool, lubricate, and flush all components of the motor.
Oil from the steering pump case (case drain oil) is sent to the bypass and
pressure control valve and then to the steering motor to provide additional
cooling. The combined oil flow in the motor is directed to the bypass and
pressure control group and then sent to the tank.
The top pressure tap (2) on the motor is for the right steer pressure and the
bottom tap (3) is for the left steer pressure. When the operator moves the
tiller lever to the right or left during a stall condition, system pressure will
be approximately 40000 kPa (5800 psi) with the brakes applied.
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70
The bypass and pressure control group (arrow) is a collection manifold for
the charge pressure and cooling circuit of the steering system. The
control valve group is mounted on the transmission case directly to the
right of the steering motor.
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2
3
71
The bypass and pressure control group directs oil from the charge pump
to the filter, the pressure control valve and then to the cooler. The oil then
returns to the pressure control valve and enters the steering closed loop.
The valve group also contains the cooler and cold oil bypass valves and
controls the makeup functions for the steering charge pump oil circuit.
The three pressure taps are:
- Steering pump case drain (1)
- Charge pump discharge pressure (2)
- Charge pump relief pressure (3)
- Contains three
pressure taps:
1. Steering pump
case drain
2. Charge pump
discharge pressure
3. Charge pump relief
pressure
4. Check valve
The pilot and ripper diverter valve use charge oil from the upstream side
of the cooler. This pressure is lower than the charge pump discharge
pressure but higher than the charge pump relief pressure.
The check valve (4) is used to block oil flow from the steering circuit into
the implement circuit. If the steering system charge pressure decreases
below 2000 kPa (290 psi), oil from the implement pump flows through
the check valve to replenish the charge circuit.
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2
1
7
6
72
The hydraulic tank (1) serves as a reservoir for the steering and
implement hydraulic oil. The hydraulic tank contains a 165 micron
screen filter for the implement circuit, while the steering system return oil
is filtered by the case drain reverse flow element (2). The return filter and
the bypass valve, the fill strainer, the Electronic Monitoring System
temperature switch, the oil level sight glass, the vacuum breaker relief
valve, and the ecology drain are additional features of the tank. The tank
holds 70 L (18.5 gal.) of oil which represents a 21% increase in oil
capacity from the former model.
The steering charge circuit oil filter (3) is located behind a hinged access
door on the right side of the machine and in front of the tank. The filter
has a spin-on canister, an oil pressure tap (6), an oil sampling port (7), a
bypass switch (5), and a temperature override switch (4). If either system
overheats, the Electronic Monitoring System will register a Category 3
Warning.
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73
The drain plug for the hydraulic tank is located below the tank directly
above the right track. To drain the oil, remove the cover (arrow) to access
the ecology drain valve. Install a 25.4 mm (1 in.) pipe with
1 - 11 1/2 NPTF threads to unseat the valve (not shown) to start the flow
of oil. To stop the flow of oil, remove the pipe and a spring will close the
valve.
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12/92
- 92 -
74
1. Steering and
implement cooler
2. Cooler pressure tap
Charge oil is filtered
then cooled
The hydraulic oil cooler (1) is an air-to-oil design located on the front left
side of the engine directly behind the radiator guard. The charge pump oil
is filtered and sent through the cooler to the steering pump. The cooler
has a heat rejection rating of 14 kW (13 Btu/sec.) at 57 Lpm (14.8 gpm)
and dissipates the heat from the steering and implement systems.
Located at the bottom of the cooler is the cooler pressure tap (2). The
bypass and pressure control valve contains the cooler bypass relief valve.
This valve is set to open and bypass charge pump oil around the cooler if
the pressure differential is higher than 345 kPa (50 psi).
The cooler is the same part number used in the previous model, but the
system pressure is higher, approximately 2500 kPa (365 psi).
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STEERING MOTOR
STEERING PUMP
PILOT VALVE
BYPASS
AND
PRESSURE
CONTROL
GROUP
COOLER
TO RIPPER
DIVERTER VALVE
TO CASE DRAIN
FILTER IN TANK
FROM IMPLEMENT
PUMP CASE
FROM IMPLEMENT
PUMP SUPPLY
STEERING CHARGE
CIRCUIT FILTER
D8R
STEERING SYSTEM
75
Steering System Operation
Steering system with
engine running and
tiller in NEUTRAL
Steering system
components
Charge pump: Fills the system with oil during start-up and provides
cool oil for the drive loops and steering pilot valve. This oil is called
"charge pump discharge pressure" and is 345 to 550 kPa (50 to 80 psi)
higher than charge pressure.
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STMG 699
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LEFT STEER
LOOP PRESSURE
RIGHT STEER
LOOP PRESSURE
TO PUMP
CONTROL
SPOOL
FROM BYPASS
AND PRESSURE
CONTROL GROUP
TO PUMP
CONTROL
SPOOL
76
Pilot control valve
sends signal to move
swashplate
Feedback lever
maintains desired
pump flow
The pilot signal to the pump control spool originates at the pilot control
valve. This valve contains two pressure reducing valves that use charge
pressure for the source of oil. The pump swashplate angle is directly
related to the amount of oil pressure sent from the pilot valve to the pump
control spool. The pump control spool acts as a servo valve to direct
charge pressure oil in and out of the pump control piston to mechanically
move the swashplate. A feedback lever which connects the pump control
piston to the pump control spool helps maintain pump flow for any given
pilot signal.
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RIGHT STEER
LOOP
TO STEER
MOTOR
(RIGHT)
CHARGE
PUMP
CHARGE
PRESSURE
PRESSURE
COMPENSATOR
RELIEF
VALVE
CROSSOVER
RELIEF VALVE
STEERING
PUMP
PUMP
CONTROL
PISTON
TO
BYPASS
AND
PRESSURE
CONTROL
GROUP
TO STEER
MOTOR
(LEFT)
LEFT STEER
LOOP
PUMP CONTROL
SPOOL
FROM BYPASS
AND PRESSURE
CONTROL VALVE
TO BYPASS
AND PRESSURE
CONTROL VALVE
TO STEERING
PILOT VALVE
(RIGHT)
TO STEERING
PILOT VALVE
(LEFT)
77
Charge pressure oil in
pump goes to:
- Charge pressure
relief valve
- Right and left
crossover reliefs
- Pressure
compensator valve
- Pump control spool
- Pump control piston
This slide shows a close view of the steering pump in the NEUTRAL (no
turn) condition. Charge pressure oil from the bypass and pressure control
group enters the steering pump and flows to the charge pressure relief
valve, the right and left crossover relief valves, and the pressure
compensator valve. Charge oil also flows through the orifice to the pump
control spool and pressurizes both ends of the pump control piston. After
the pump control piston is pressurized, a drain passage in the pump
control spool constantly bleeds a small amount of charge pressure oil to
the tank. Most of the charge pressure oil flows to the tank through the
charge pressure relief valve.
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RIGHT STEER
LOOP PRESSURE
FLUSHING
VALVE
TO BYPASS
AND PRESSURE
CONTROL GROUP
FROM BYPASS
AND PRESSURE
CONTROL GROUP
FROM
STEER
PUMP
LEFT STEER
LOOP PRESSURE
78
In NEUTRAL, flushing
valve blocks charge
oil
When turning,
flushing valve lets
return oil flow through
motor
Additional source of
cooling oil from pump
case drain
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STEERING MOTOR
FLUSHING VALVE
PIN
79
Flushing valve lets oil
flow through motor
during turns
Pump case drain oil
sent to motor for more
cooling
The flushing valve is contained within the port plate of the steering motor.
This valve is designed to bleed off approximately 4 Lpm (1 gpm) of flow
from the motor when the steer pressure increases to 2500 kPa (262 psi).
When the pressure in the drive side of the loop is 2500 kPa (262 psi)
higher than the return side, the higher pressure moves the pin and allows
oil to flow through the port plate into the motor case. This oil combines
with the steering pump case drain oil for more cooling. The combined
flow is directed through the bypass and pressure control group to the tank.
NOTE: Longitudinal slots are machined into the round pin in the
port plate.
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LEFT STEER
LOOP PRESSURE
RIGHT STEER
LOOP PRESSURE
FROM PUMP
CONTROL
SPOOL
FROM BYPASS
AND PRESSURE
CONTROL GROUP
TO PUMP
CONTROL
SPOOL
80
LEFT TURN operation
Tiller moves right
steering plunger
Pilot pressure moves
pump control spool
This schematic shows the operation of the steering system when the
operator moves the dual twist tiller for a LEFT TURN. The dual twist
tiller moves linkage that causes the left steering plunger to retract and
send pilot oil to the pump control spool in the steering pump. Pressure
from the pilot valve is set to begin upstroking the pump at 600 kPa
(87 psi) and provide maximum displacement at 1800 kPa (261 psi).
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TO STEER
MOTOR
(RIGHT)
CHARGE
PUMP
RIGHT LOOP
CHARGE
PRESSURE
PRESSURE
COMPENSATOR
RELIEF
VALVE
STEERING
PUMP
CROSSOVER
RELIEF VALVE
PUMP
CONTROL
PISTON
TO
BYPASS
AND
PRESSURE
CONTROL
GROUP
TO STEER
MOTOR
(LEFT)
PUMP CONTROL
SPOOL
FROM BYPASS
AND PRESSURE
CONTROL VALVE
TO BYPASS
AND PRESSURE
CONTROL VALVE
TO STEERING
PILOT VALVE
(RIGHT)
FROM STEERING
PILOT VALVE
(LEFT)
81
Oil from control spool
to piston moves
swashplate
Crossover relief
valves:
- Limit pressure
spikes
- Provide makeup oil
Pressure
compensator
destrokes pump in
stall condition
This slide shows the steering pump during a LEFT TURN. The pilot
valve sends oil to the left end of the pump control spool which directs
charge pressure oil to the pump control piston. The control piston
mechanically moves the swashplate to the desired pump angle. Steering
pump flow is then sent to the steering motor which provides a mechanical
input to steer the machine.
As the pressure increases in the drive side of the steer loop, the left
crossover relief valve closes. The right crossover relief valve opens and
lets charge pressure oil flow into the return side to provide makeup oil to
replenish leakage in the loop.
During a stall condition, the pressure spike which occurs in the drive side
of the loop is relieved by the crossover relief valve and sent to the return
side of the loop. If the operator continues to hold the tiller in the same
position, the pressure compensator valve, which is set at 40000 kPa
(5800 psi), opens and drains the oil sent by the pump control spool to the
pump control piston. The piston causes the swashplate to move toward a
minimum angle and maintain maximum pressure.
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NOTE: Charge pressure (orange) and low pressure return oil (red
and white stripes) are equal. The respective flows are shown this way
to help keep the circuits separate.
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STEERING PUMP
END VIEW
RIGHT CROSSOVER
RELIEF VALVE
TOP
CHARGE PRESSURE
RELIEF VALVE
ORIFICE PLUG
LEFT CROSSOVER
RELIEF VALVE
PRESSURE
COMPENSATOR VALVE
82
Pump shown in LEFT
TURN condition
Four relief valves
This slide shows the steering pump during a LEFT TURN. The left
crossover relief valve is closed, and the drive loop pressure (red) is sent to
the steering motor. The right crossover relief valve is in the makeup
mode, allowing charge pressure oil (orange) to replenish the return side of
the loop. If a pressure spike occurs in the drive side of the loop, the left
crossover relief valve opens and directs excess oil into the return side of
the loop.
The pressure compensator valve destrokes the pump if the pressure
exceeds the valve setting by draining the charge pressure oil (orange) that
is sent to the pump control spool and the pump control piston. The orifice
plug just above the left crossover relief valve helps maintain the charge
pressure when the pressure compensator drains the charge oil to the pump
control spool and the pump control piston.
The charge pressure relief valve limits the charge pressure (orange) used
in the steering system and continually drains the excess oil that is not
required in any of the circuits.
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RIGHT STEER
LOOP PRESSURE
FLUSHING
VALVE
TO BYPASS
AND PRESSURE
CONTROL GROUP
FROM
STEER
PUMP
FROM BYPASS
AND PRESSURE
CONTROL GROUP
LEFT STEER
LOOP PRESSURE
83
High pressure oil
rotates motor during
turns
Flushing valve sends
return oil through
motor
The high pressure oil sent to the steering motor causes the motor to rotate
and provide a mechanical input to the steer planetary in the bevel gear
case. The high pressure oil moves the flushing valve. When the valve
moves, low pressure (return) oil flows into the motor housing and then to
the bypass and pressure control group.
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RETAINER
FROM
PILOT VALVE
RIGHT SIDE
PUMP CONTROL
SPOOL
ROD
RIGHT
LEVER
ARM
STOP
COMPRESSION
SPRING
LEFT
LEVER
ARM
PUMP CONTROL
PISTON
LEFT SIDE
FEEDBACK
LEVER
TO PILOT VALVE
PIVOT POINT
SPOOL
CONTROL
ARM
84
Feedback lever
connects control
spool to piston
Control spool moves
control piston
Control spool
movement very small
Pilot valve sends oil to
control spool
Control spool directs
charge oil to piston
The pump control spool uses pilot oil (orange and white stripes) to control
the amount of charge pressure oil (orange dots) that is sent to the pump
control piston.
The movement of the pump control spool is approximately 2.00 mm
(.078 in.) in each direction. This spool constantly meters the charge oil to
maintain the correct pressure at the pump control piston and the correct
swashplate angle.
This slide shows the pilot valve moved to the LEFT TURN position. Pilot
pressure is proportional to the amount of lever movement that is directed
to the upper end of the pump control spool. As the spool moves down, a
passage opens and sends charge pressure oil to the upper end of the pump
control piston. At the same time, the spool control arm shifts the left lever
arm. This movement increases the tension of the compression spring
proportional to the force created by the pilot oil from the pilot valve. The
lever arms and the feedback lever pivot on the eccentric screw (pivot
point). An adjustment screw can be used to adjust the center position of
the spool.
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During stall,
swashplate moves
toward minimum
angle
System pressure
maintained by
compensator valve
- 106 -
Charge pressure oil directed to the upper end of the pump control piston
compresses the large springs and moves the pump control piston down.
As the pump control piston moves, the feedback lever pivots at the pivot
point and the stop on the feedback lever opens the right lever arm to cause
more compression on the spring. The spring force moves the spool back
toward the neutral position. As the spool moves toward neutral, the
opening to the passage for charge pressure oil to the pump control piston
is reduced. The charge pressure at the upper end of the piston is
decreased and the large springs move the swashplate toward minimum
angle to maintain the turn.
If the operator stalls the steer motor, the pressure compensator valve
destrokes the pump by bleeding off charge pressure oil at the pump
control piston. The large springs in the pump control piston move the
swashplate toward minimum angle to reduce pump output. This condition
occurs automatically and prevents the operator from stalling the steering
system at maximum flow. If the operator holds the tiller at the full left
turn position with the brakes engaged, the crossover relief valve will limit
the pressure spike and the pressure compensator will bleed the charge
pressure oil from the upper end of the control piston to decrease the angle
of the swashplate. Pump flow is at minimum, but the system pressure is
at the setting of the pressure compensator.
NOTE: In NEUTRAL (no turn), the pump control spool (if centered)
will send equal pressure to each end of the pump control piston.
Since 600 kPa (87 psi) is needed to move the pump control piston, a
difference of more that 600 kPa (87 psi) will cause the machine to
move when the parking brake lever is moved to the released position.
The adjustment screws on the pump control spool are used to adjust
the pressures on each end of the pump control piston. If the spool
needs adjustment, follow the procedure in the Service Module
Supplement (Form SENR4983). Loosening and tightening the
locknuts will change the center position of the pump control spool.
The small adjustment screws on both ends of the pump control piston
are not adjustable and have factory installed tamper proof caps. Any
attempt to adjust the screws will cause the valve to react differently to
pilot oil directed from the tiller lever. Replace the valve if the caps
have been tampered with and if the valve is damaged.
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PUMP
CONTROL
PISTON
FEEDBACK LEVER
RIGHT
CROSSOVER
RELIEF VALVE
STEERING PUMP
SIDE VIEW
CHARGE
PUMP
SWASHPLATE
PISTONS
LEFT
CROSSOVER
RELIEF VALVE
85
Steering pump
components:
- Right and left
crossover relief
valves
- Charge pump
- Pump control valve
- Feedback lever
- Pump control piston
- Swashplate
- Pistons
This slide shows a side view of the steering pump. The following
components are visible: the right and left crossover relief valves, the
charge pump, the pump control valve, the feedback lever, the pump
control piston, the swashplate, and the pistons.
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TO STEER MOTOR
CASE DRAIN
CASE RETURN
PRESSURE
COLD OIL
BYPASS
COOLING ORIFICE
FROM STEER
MOTOR
CASE DRAIN
CHARGE
CIRCUIT
MAKEUP
VALVE
COOLER
BYPASS
TO CASE DRAIN
FILTER IN TANK
TO
FILTER
FROM
IMPLEMENT PUMP
CASE DRAIN
FROM
FILTER
TO CHARGE
PRESSURE RELIEF
VALVE
FROM IMPLEMENT
PUMP SUPPLY
86
Bypass and pressure
control group directs
oil through filter and
cooler
Implement pump
assists steering
charge circuit
Cooling orifice sends
steering pump case
drain oil to motor
The main purpose of the bypass and pressure control group is to direct
charge pump discharge oil through the steering charge circuit filter and
cooler. After the oil has been filtered and before it is cooled, the charge
pressure oil is available for the ripper diverter valve and steering pilot
valve. After the oil goes through the cooler, the flow is directed to the
steering pump control spool and to the drive loop for makeup oil.
The cold oil bypass valve protects the filter and charge pump during startup and the cooler bypass valve protects the cooler. The cold oil bypass
valve is set to open at 3200 kPa (460 psi). The cooler bypass valve will
open when the pressure differential is 345 kPa (50 psi).
The charge circuit makeup valve is a pressure reducing valve that directs
implement pump oil to the charge circuit if the charge pressure decreases
below 2000 kPa (290 psi).
The cooling orifice restricts the flow of steering pump case drain oil. This
restriction forces some of the steering pump case drain oil through a line
to the steering motor case. This oil adds to the oil from the steering motor
flushing valve for cooling and lubrication of the steering motor.
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10
4
7
5
8
87
Component locations:
1. Front idler
2. Front roller frame
3. Rear roller frame
4. Pivot shaft
5. Rear idler
6. Track
7. Major bogies
8. Minor bogies
9. Cover plate
10. Guide cover
Sealed and lubricated
track
Balanced design
UNDERCARRIAGE
The D8R suspended undercarriage is designed to absorb impact loads to
reduce the shock loads transferred to the machine frame. Two types of
undercarriage are available: a suspended undercarriage (shown) that
provides up to 15% more ground contact and a non-suspended
undercarriage for applications involving moderate impact or highly
abrasive materials.
The main components of the undercarriage are: the front idler (1), the
front roller frame (2), the rear roller frame (3), the pivot shaft (4), the rear
idler (5), the track (6), the major bogies (7), the minor bogies (8), the
cover plate (9) for the track adjuster, and the cover (10) for the guides.
The pivot shaft connects the right and left rear roller frames and transmits
the ground shocks directly to the main frame rather than through the
power train components. The roller frames can oscillate around the pivot
shaft. The equalizer bar (not shown) is an additional component of the
undercarriage. The equalizer bar is pinned in the center of the tractor and
can rotate around the center pin joint. The equalizer bar connects the two
rear track roller frames and controls the degree that the roller frames can
oscillate around the pivot shaft.
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Track tension is
adjustable
- 110 -
The front roller frame slides inside the rear roller frame. Pumping grease
into a cylinder inside the rear roller frame increases the recoil spring
tension. A key and slot mechanism in the front and rear track roller
frames allows the front roller frame to slide in and out of the rear roller
frame, but prevents the front roller frame from rotating inside the rear.
To increase track tension, remove the adjusting valve cover plate (9) and
add grease through the adjusting valve. To decrease track tension, loosen
the relief valve and allow grease to escape. Then, close the relief valve
and add additional grease through the adjusting valve.
NOTE: The D8R Operation and Maintenance Manual (Form
SEBU6891) shows the correct track adjustment procedure.
STMG 699
6/98
- 111 -
88
The pivot shaft oil can be checked by removing the dipstick (arrow) from
the container in the compartment just behind the batteries. The oil level
should be maintained to the FULL mark.
STMG 699
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- 112 -
89
This slide shows the location of the equalizer bar end pin grease
fitting (1).
Using a hand operated grease gun filled with 80w90 EP gear oil, fill the
joint through the grease fitting until the oil flows from the relief valves
(2).
The joint can be filled with 5P0960 Multipurpose Molybdenum Grease
(MPGM) if current maintenance practices make filling with EP oil
difficult. The joint is filled at the factory with EP oil due to its greater
load carrying capabilities and lubricating qualities. The combination of
EP oil and MPGM grease will not be detrimental.
The equalizer bar has limited slip end pin seals (3).
NOTE: The D8N can be modified to accept these improvements if the
machine is updated to reduce oscillation, and the equalizer bar is
modified to provide pressure relief during the grease fill.
STMG 699
6/98
- 113 -
STEERING
MOTOR
STEERING SYSTEM
STEERING
PUMP
CHARGE
PUMP
STEERING
PILOT
VALVE
BYPASS AND
PRESSURE
CONTROL
GROUP
RIPPER
CYLINDERS
RIPPER
DIVERTER
VALVE
STEERING CHARGE
CIRCUIT FILTER
TANK
IMPLEMENT SYSTEM
IMPLEMENT
PUMP
INLET MANIFOLD
RIPPER
QUICK-DROP
VALVE
LIFT
TILT
LIFT
CYLINDERS
TILT
CYLINDER
END COVER
90
IMPLEMENT HYDRAULIC SYSTEM
Implement hydraulic
system components:
- Pump
- Three control valves
with inlet manifold
- Single quick-drop
valve
- Ripper diverter valve
Two systems share
two functions
STMG 699
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- 114 -
91
Hydraulic tank
components:
1. Cap and fill tube
2. Vacuum
breaker/relief valve
3. Sight gauge
The hydraulic tank serves as a reservoir for the implement and steering
hydraulic oil and is located on the right fender. The oil cap and fill tube
(1) are located on the top of the tank. Inside the fill tube is a fine mesh
screen which removes large particles of dirt or foreign material from the
oil as the tank is filled. A vacuum breaker/relief valve (2) is also located
on the top of the tank. The oil level sight gauge (3) on the front of the
tank permits an easy check of the hydraulic system oil level. Always
clean the sight gauge to be sure the oil level is visible. Dirt and stains on
the glass frequently give the appearance of a full tank.
STMG 699
6/98
- 115 -
92
Implement hydraulic
system components:
1. Implement pump
2. Flow compensator
valve
3. Pressure
compensator valve
STMG 699
6/98
- 116 -
1
2
5
3
93
Implement stack
includes: ripper, lift,
and tilt valves
Ripper control valve
standard
1. Signal oil pressure
tap
2. Pump discharge
pressure tap
3. Main relief valve
4. Charging valve
5. Supply line to steer
circuit
Charging valve
assists makeup and
quick-drop valve
Supply line sends
implement oil to
steering charge circuit
STMG 699
6/98
- 117 -
The supply line (5) goes to the bypass and pressure control group and
connects to the external check valve. This line supplies implement pump
oil to the internal pressure reducing valve in the valve group. The
pressure reducing valve in the bypass and pressure control valve provides
implement pump oil to supplement the steering charge pump discharge oil
if the charge pressure decreases below 2000 kPa (290 psi). Implement
system pressure will be felt in this line at all times.
NOTE: To connect the 1U5796 Differential Pressure Gauge Group to
these two pressure taps, remove only the floor plate in the operator's
station. Both hydraulic hose couplings can be connected to the
pressure taps by laying down on the outside of the right side of the
operator's station and using the right hand to secure them. The
operator's seat and seat plate need not be removed for this test.
STMG 699
6/98
- 118 -
94
Implement hydraulic
system components:
1. Threaded gland
cylinders
2. Quick-drop valve
The threaded gland lift cylinders (1) have built-in bypass plungers that
prevent high pressure loads at either end of the stroke.
The single quick-drop valve (2) replaces the former quick-drop valves
which were located on the head end of each lift cylinder.
STMG 699
6/98
- 119 -
95
The D8R is available with single or dual tilt cylinders (arrows). If the
machine is equipped with a single cylinder, the left cylinder is replaced
with a brace. The tilt control valve will operate either the single or dual
tilt cylinder arrangement. The dozer tilt cylinders have the conventional
bolt-on head design.
STMG 699
6/98
- 120 -
2
6
5
4
3
96
Ripper component
locations:
1. Carriage
2. Shank and tooth
3. Ripper frame
This view of the rear of the machine shows the main components of a
single shank ripper. The visible components include: the carriage (1), the
shank and tooth assembly (2), the ripper frame (3), the lift cylinders (4),
the tip cylinders (5), and the diverter valve (6).
NOTE: The ripper shank and tooth assembly is mounted in the
machine travel position. For the ripper to be used, the shank must be
mounted in the carriage with the tooth pointing toward the ground.
4. Lift cylinders
5. Tip cylinders
6. Diverter valve
STMG 699
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- 121 -
4
5
97
Ripper component
locations:
1. Diverter valve
switch
2. Ripper diverter
valve
3. Pin puller toggle
switch
4. Pin puller control
valve
5. Pin puller cylinder
The optional ripper diverter valve group (2) is mounted on the rear of the
machine. The control lever has been redesigned to accommodate the
diverter valve switch (1). When the switch is depressed and the lever is
moved left and right, the ripper tip will move in or out. Releasing the
switch and moving the lever left and right will raise or lower the ripper.
The switch activates a solenoid on the ripper diverter valve that sends
steering system charge pressure oil to move the spool in the diverter valve.
The diverter valve permits a single ripper control valve to be used for both
operations.
The single shank ripper can be equipped with an optional hydraulically
operated pin puller (5). The pin puller control valve (4) allows the
operator to release and engage the pin for the ripper shank with the toggle
switch (3) without leaving the operator's station. Oil for operation of the
pin puller circuit is supplied by the power train hydraulic system.
STMG 699
6/98
- 122 -
STEERING
CHARGE PRESSURE
INLET
MANIFOLD
RIPPER
DIVERTER
PUMP
LIFT
TILT
END
COVER
QUICK-DROP
98
Implement System Operation
This diagram shows the hydraulic system with all the implements in
HOLD. Oil is sent from the common steering and implement hydraulic
tank to the variable displacement, piston-type pump. Supply oil is
directed to the closed-center control valves. Return oil and pump case
drain oil are sent to the tank.
When a control lever is moved, oil from the implement control valve is
directed to double acting implement cylinders.
Signal network in
series
Highest signal
pressure sent to pump
control valve
The signal network line (orange) is in series with each control valve and
passes through each valve body. The signal network terminates at the
pump control valve. When an implement is activated, a signal is
generated by the work port load. This signal is sent through the signal
network. A resolver network inside the implement valves consists of a
series of check valves which compare the signals from the implements
and send the highest signal to the pump control valve.
STMG 699
6/98
- 123 -
STEERING
CHARGE
PRESSURE
RIPPER
DIVERTER
TO BYPASS
AND PRESSURE
CONTROL VALVE
TO STEERING
CHARGE PUMP
INLET
MANIFOLD
IMPLEMENT PUMP
QUICK-DROP
VALVE
RIPPER
LIFT
TILT
TANK
99
Schematic shows
components in HOLD
Three changes
include:
- Single quick-drop
- Ripper diverter valve
- Flow control spools
are solid
Three changes have occurred from the D8N: a single quick-drop valve, an
electrically actuated ripper diverter valve, and the flow control spool in the
control valve is solid rather than hollow.
In addition to the implement oil being used to move the cylinders, it also
is sent to the bypass and pressure control group to supplement the charge
pump if the discharge pressure decreases below 2000 kPa (290 psi). The
ripper diverter valve uses steering charge pressure to move the ripper
diverter spool when the operator selects the RIPPER TIP or LIFT
functions.
STMG 699
6/98
- 124 -
PRESSURE COMPENSATOR
(CUTOFF) SPRING
FLOW COMPENSATOR
(MARGIN) SPRING
TO TANK
TO
ACTUATOR PISTON
FLOW COMPENSATOR
(MARGIN) SPOOL
FROM
OUTPUT PORT
PRESSURE COMPENSATOR
(CUTOFF) SPOOL
100
Implement Pump
Two spools in pump
control valve:
1. Flow compensator
2. Pressure
compensator
STMG 699
6/98
- 125 -
NO SIGNAL
PUMP OUTPUT
LARGE ACTUATOR
YOKE PAD
SWASHPLATE
DRIVE
SHAFT
FLOW COMPENSATOR
( MARGIN) SPOOL
PRESSURE
COMPENSATOR
(CUTOFF) SPOOL
SMALL ACTUATOR
AND BIAS SPRING
PISTON AND
BARREL ASSEMBLY
101
Identify all labeled
components
When the engine is OFF, the bias spring holds the swashplate at maximum
angle.
When the engine is started, the pump drive shaft starts to rotate. Oil is
drawn into the piston bores. As the piston and barrel assembly rotates, the
oil is forced out into the system.
STMG 699
6/98
- 126 -
PUMP OUTPUT
102
Pump produces flow:
- Flow blocked at
implement valves
- Pressure increases
- Margin spool moves
up
- Flow directed to
large actuator
- Pump is destroked
Low pressure
standby:
- No flow demand
- Minimum flow
produced
STMG 699
6/98
- 127 -
As pressure in the large actuator piston increases, the large actuator piston
overcomes the force of the bias spring and the pressure in the small
actuator piston and moves the swashplate to a reduced angle. The large
actuator piston moves to the right until the cross-drilled passage in the
stem is uncovered. Oil in the large actuator piston then bleeds off to the
pump case. At this minimum angle, the pump will produce just enough
flow to make up for system leakage. The system pressure at this time is
called "low pressure standby" and is approximately 3000 kPa (435 psi).
Low pressure standby is higher than margin pressure. This characteristic
is due to a higher back pressure created by the oil which is blocked at the
closed-center valves when all the valves are in HOLD. Pump supply oil
pushes the margin spool up and further compresses the margin spring.
More supply oil then goes to the large control piston and flows through
the cross-drilled hole in the stem to the pump case.
STMG 699
6/98
- 128 -
PUMP OUTPUT
REDUCED PRESSURE
103
Upstroking:
- When flow is
required
- Signal is sent
- Margin spool moves
down
- Drains large actuator
- Bias spring and
small actuator
increase swashplate
angle
STMG 699
6/98
- 129 -
STMG 699
6/98
- 130 -
PUMP OUTPUT
REDUCED PRESSURE
104
As pump flow increases, pump supply pressure also increases. When the
pump supply pressure (red) increases and equals the sum of the load
pressure plus the margin spring pressure, the margin spool moves to a
metering position and the system becomes stabilized.
- Swashplate at
constant angle
The difference between the signal pressure and the pump supply pressure
is the value of the margin spring, which is 2100 kPa (305 psi).
Constant flow:
STMG 699
6/98
- 131 -
PUMP OUTPUT
INCREASED PRESSURE
105
Destroking:
- Less flow required
- System pressure
moves margin spool
up
- Oil flows to large
actuator
- Swashplate angle is
reduced
Four conditions for
destroking
When less flow is needed, the pump is destroked. The pump destrokes
when the force at the bottom of the margin spool becomes higher than at
the top. The margin spool then moves up and allows more flow to the
large actuator piston. Pressure in the large actuator piston then overcomes
the combined force of the small actuator piston and bias spring and moves
the swashplate to a reduced angle. The pump will now produce less flow.
The following conditions can result in destroking the pump:
1. All implement control valves are moved to the HOLD position.
The pump returns to low pressure standby.
2. The control valve directional stem is moved to reduce flow.
3. An additional circuit is deactivated.
4. Engine rpm increases. In this case, pump speed increases causing
an increase in flow. The pump destrokes to maintain system flow
requirements.
STMG 699
6/98
- 132 -
As pump flow decreases, pump supply pressure also decreases. When the
pump supply pressure (red) decreases and becomes the sum of load
pressure plus margin pressure, the margin spool moves to a metering
position and the system stabilizes.
NOTE: Signal pressure does not necessarily have to decrease for the
pump to destroke. For example, if two implements are activated with
one at 13800 kPa (2000 psi) and the other at 6900 kPa (1000 psi), the
system supply pressure is 15900 kPa (2305 psi) due to the maximum
signal pressure of 13800 kPa (2000 psi) plus the margin spring force.
Now, if the operator returns the implement at 6900 kPa (1000 psi) to
HOLD, maximum signal pressure is still 13800 kPa (2000 psi), but the
supply pressure increases due to reduced flow needed at the
implements. The supply pressure will push the margin spring up and
allow more oil to go to the pump control which causes the pump to
destroke.
STMG 699
6/98
- 133 -
PUMP OUTPUT
AT MAX.
PRESSURE
106
High pressure stall:
- Margin spool is
down
- Pressure
compensator is up
- Flow directed to
large actuator
- Pump is destroked
- System pressure at
maximum
The pressure compensator (or cutoff) spool is in parallel with the flow
compensator (or margin) spool. The pressure compensator limits the
maximum system pressure at any given pump displacement. The spool is
held down during normal operation by the pressure compensator spring.
During stall or when system pressure is maximum, signal pressure is
equal to pump supply pressure. The combination of the signal pressure
and the margin spring forces the margin spool down. This movement of
the margin spool normally opens a passage in the pump control valve for
the oil in the large actuator piston to drain and causes the pump to
upstroke. However, if the supply pressure is high enough, the pressure
cutoff spool is forced up against the spring. This movement of the
pressure cutoff spool blocks the oil in the large actuator piston from going
to drain and allows supply oil to go to the large actuator piston. The
increase in pressure allows the large actuator piston to overcome the
combined force of the small actuator piston and bias spring to destroke the
pump. The pump is now at minimum flow and pump supply pressure is at
maximum. This condition is maintained for a single implement in a stall
condition.
STMG 699
6/98
- 134 -
This system also incorporates a main relief valve located in the inlet
manifold. The pressure cutoff spool can be adjusted in the machine to
destroke the pump at 24100 kPa (3500 psi). The main relief valve must
be removed from the machine and adjusted to 27000 kPa (3900 psi) using
the 1U5216 Test Block Manifold. This valve is set higher to limit
pressure spikes in the system.
When operating two or more implements with one in stall, the pump will
produce flow to meet the needs of the other implements operating at a
lower work port pressure. In this case, the pump could be producing up to
maximum flow while the supply pressure is at the maximum of
24100 kPa (3500 psi).
NOTE: Contained within the pump is a case drain relief valve. If the
internal pressure exceeds 170 kPa (25 psi), excess flow will be directed
to the inlet of the pump. The relief valve is designed to protect the
pump shaft seals.
STMG 699
6/98
- 135 -
IMPLEMENT PUMP
PRESSURE
IMPLEMENT
PUMP SIGNAL
PRESSURE
SIGNAL LINE TO
IMPLEMENT PUMP
INLET MANIFOLD
CHARGE
RELIEF
VALVE
SYSTEM
RELIEF
VALVE
TO
IMPLEMENT
PUMP SUPPLY
.
FLOW
CONTROL
VALVE
RIPPER
TO RIPPER
LIFT CYLINDERS
FLOW
CONTROL
VALVE
LIFT
TO LIFT
CYLINDERS
FLOW
CONTROL
VALVE
TILT
TO TILT
CYLINDERS
107
Implement Control Valves
Signal line to pump
compensator valve
The implement valve group consists of an inlet manifold, the ripper, lift,
and tilt control valves and an end cover. All machines are equipped with
this valve group. Even though the customer may not order the ripper, the
valve is included in the stack.
The signal line is connected from the inlet manifold to the pump
compensator valve. Another line from the inlet manifold sends implement
pump oil to the bypass and pressure control group in the steering system.
Inlet manifold
components:
The inlet manifold contains a system relief valve and a charge relief valve.
The system relief valve limits pressure spikes and is set higher than the
pressure compensator spool. The charge relief valve restricts return oil
going to the tank when the pump is not upstroked. This restriction keeps
oil pressure in the cylinder return oil passage of the implement control
valves. This oil pressure can be used with the makeup valves to prevent
cylinder cavitation.
STMG 699
6/98
- 136 -
ROD END
HEAD END
RETURN
TO TANK
FROM
PREVIOUS
VALVE
MAKEUP
VALVE
MAIN CONTROL
SPOOL
RESOLVER
LOAD CHECK
VALVE
FROM PUMP
TO
COMPENSATOR
VALVE
108
Control valve
operation
- Dozer lift valve
The dozer lift valve is the second valve in the stack. The lift control valve
is a closed-center, manually operated valve controlled through mechanical
linkage. The lift valve has four positions: RAISE, HOLD, LOWER, and
FLOAT. A centering spring keeps the spool in the HOLD position when
the blade lift cylinders are not in use. To operate in the FLOAT condition,
the operator must move the control lever forward until the detent balls
hold the valve spool. The operator must manually release the lift control
lever from the FLOAT position.
This slide shows the lift control valve in HOLD. In HOLD, the center
axial passage is open to the tank through a drain passage in the valve
body.
With the engine not running, the spring behind the flow control spool
holds the flow control spool to the left. When the operator starts the
machine, the pump sends oil through the inlet manifold to the flow
control spool, out the throttling slots on the left side of the spool, through
the load check valve, and to the main control spool. With the control
spool in the HOLD position, oil cannot flow to the cylinders, and oil
pressure will begin to increase.
STMG 699
6/98
Flow control spool
moves to the right
Throttling slot on right
closes
Throttling slot on left
opens
Flow control spool
maintains maximum
pressure differential
- 137 -
The increasing pressure in the chamber to the right of the load check
valve pushes the flow control spool to the right against the force of the
spring. Moving the flow control spool to the right closes the throttling
slot on the left side of the spool. Oil can continue to flow to the
remaining control valves in the system. In HOLD, pressure at the main
control spool is equal to the flow control spool spring.
Flow control spool: Receives all the oil flow from the inlet valve group.
The flow control spool provides the "pressure compensating" feature of
the lift circuit by controlling the maximum pressure drop across the lift
control spool. This operation results in a constant implement speed for a
given lever displacement.
Load check valve: Prevents reverse implement flow when the operator
moves a valve from HOLD and system pressure is lower than the cylinder
or work pressure. Without the load check valve, the implement would
drift down. The load check valve will open to allow supply oil to flow
through the control valve when the system pressure is higher than the
work port pressure.
Resolver
Resolver: Also called a double check valve. The resolver compares the
signal between the valves and sends the highest resolved working pressure
to the implement pump flow compensator. Although this slide shows the
resolver and signal lines as external components, the resolver is actually
inside the control valve, and the signal lines are internally drilled
passages.
Main control spool: Controls oil flow to the implement and contains
three cross-drilled holes that connect to an axial drilled passage in the
center of the control spool. The cross-drilled holes sense work port
pressure in both the head and rod ends of the cylinders.
Makeup valve
Makeup valve: Allows pressure in the tank to fill voids in the head end
of the cylinders during times when cylinder supply pressure decreases
below the tank pressure.
Orifice
STMG 699
6/98
- 138 -
NOTE: The throttling slot near the left end of the flow control spool
spool is never completely closed, and the check valve does not
completely block oil from reaching the main control spool. A small
amount of oil meters through the flow control spool and past the load
check valve to maintain a pressure at the main control spool that is
equal to the flow control spool spring force. Maintaining pressure at
the main control spool improves implement response.
If the flow control spool is explained as a pressure reducing valve
with a variable spring rate due to changes in signal pressure, the
operation of the spool is easier to understand. The spool will limit the
maximum pressure difference across the control spool to the value of
the flow control spool spring and cylinder pressure to provide
constant flow for a given lever displacement.
INSTRUCTOR NOTE: For more information about the valve
components and operation, refer to STMG 591 "446 Backhoe
Loader--Steering and Implement Hydraulic System" (Form
SESV1591).
STMG 699
6/98
- 139 -
HEAD END
RETURN
TO TANK
FROM
PREVIOUS
VALVE
MAKEUP
VALVE
PLUG
MAIN CONTROL
SPOOL
RESOLVER
LOAD CHECK
VALVE
FROM PUMP
TO
COMPENSATOR
VALVE
109
Lift valve in RAISE
Spool shifts left
Supply passage
opened to rod end
Signal pressure
sensed in flow control
valve spring chamber
As the operator moves the lift control lever to the RAISE position, the
control valve spool shifts to the left allowing pump supply to go through
the quick-drop valve to the rod end of the cylinders and opens the head
end of the cylinders to the tank. The oil will begin filling the rod end of
the lift cylinders and begin raising the blade.
Shifting the spool also opens the supply passage drilled in the center of
the control valve spool to the rod end port. Pump pressure going to the lift
cylinder or pressure from the rod end goes through the drilled passage in
the control spool and this signal oil goes to two places. First, the oil
travels through the orifice and fills the spring chamber of the flow control
spool moving the spool to the left. As the control valve spool shifts to the
left, the opening at the throttling slots near the left end of the spool
increases so more oil can flow to the work port, while the throttling slots
toward the right end of the control valve spool are open to the head end of
the cylinder and to the tank. The amount of flow from the pump,
combined with the amount of flow the lift work port needs, determines the
distance that the flow control valve shifts.
STMG 699
6/98
Signal oil sent to
resolver to upstroke
pump
- 140 -
Also, the signal oil is sent to the resolver valve. If the lift circuit is
producing the highest signal pressure, oil is sent through the manifold to
the implement pump flow compensator valve. The pump will then
upstroke to maintain the margin pressure, approximately 2100 kPa (305
psi) above the pressure of the signal oil.
STMG 699
6/98
- 141 -
HEAD END
RETURN
TO TANK
FROM
PREVIOUS
VALVE
MAKEUP
VALVE
PLUG
MAIN CONTROL
SPOOL
RESOLVER
LOAD CHECK
VALVE
FROM PUMP
TO
COMPENSATOR
VALVE
110
Lift valve in LOWER
Spool shifts right
Supply oil goes to
head end
Rod end opens to
drain
Signal oil sent to
resolver and flow
control spring
chamber
Head end passage
contains makeup
valve
This slide shows the operation of the lift control valve when the operator
has selected the dozer LOWER position. The main control spool has
shifted to the right opening a passage for supply oil to flow through the
quick-drop valve to the head end of the cylinders and a passage for oil
from the rod end of the cylinders to return to the tank. The main control
spool movement allows the cylinder pressure to become signal oil that is
directed to the resolver and the flow control spool spring chamber through
the drilled passages in the main control spool. System pressure controls
the upstroking of the pump by means of the resolver signal pressure and is
the same as described in the dozer RAISE operation.
The passage to the head end of the lift cylinders contains a makeup valve
for the lift circuit. When the pressure in the cylinder supply passage
decreases below the pressure in the tank, the makeup valve opens and
allows return oil from the tank to fill voids in the head end of the
cylinders. The makeup valve is needed because the weight of the blade
tends to force oil out of the rod end of the cylinders faster than the pump
can fill the head end of the cylinders. By including a makeup valve in the
head end passage, the possibility of cavitation is greatly reduced.
STMG 699
6/98
Dozer LOWER has two
conditions:
- Normal lower
- Quick-drop
operation
- 142 -
The dozer lower operation can function in two conditions. If the control
lever is moved up to 75% of its maximum non-float travel, the valve
operates as previously described. However, if the operator continues to
move the lever past this position, the quick-drop mode is activated.
In FLOAT, detents are used to hold the control valve spool in the FLOAT
position. No signal pressure is generated, which keeps the pump
destroked. Both the rod and head ends of the lift cylinders are open to the
tank, which allows the cylinder rods to move freely in either direction
according to the amount and direction of the force on the blade.
NOTE: Quick-drop valve operation will be discussed in greater
detail later in this presentation.
STMG 699
6/98
- 143 -
HEAD END
PLUG
RETURN
TO TANK
PLUG
MAIN CONTROL
SPOOL
RESOLVER
LOAD CHECK
VALVE
FLOW CONTROL SPOOL
FROM PUMP
TO
COMPENSATOR
VALVE
111
Blade tilt valve in TILT
LEFT
No makeup valves
The blade tilt valve is the third valve in the stack. The blade tilt control
valve is a closed-center, manually operated valve controlled through
mechanical linkage. The valve has three positions: TILT LEFT, HOLD,
and TILT RIGHT. The valve has a centering spring to return the spool to
the HOLD position when the operator releases the dozer control lever.
This slide shows the position of the blade tilt control valve components
during TILT LEFT operation. This valve functions basically the same as
the blade lift control valve with several differences. When the valve spool
shifts to the right, pump supply oil is directed to the head end of the
cylinder, and the rod end of the cylinder is opened to drain. The load
check valve and the resolver valve operate the same as the dozer lift valve.
One major difference in the blade tilt valve is that no makeup valves are
included in either the head end or rod end circuit. Since the pump can
supply the necessary amount of oil to fill cylinder without cavitation,
makeup valves are not necessary.
STMG 699
6/98
- 144 -
HEAD END
RETURN
TO TANK
FROM
PREVIOUS
VALVE
MAKEUP
VALVE
PLUG
MAIN CONTROL
SPOOL
RESOLVER
LOAD CHECK
VALVE
FLOW CONTROL SPOOL
FROM PUMP
TO
COMPENSATOR
VALVE
112
Ripper control valve
in HOLD
Switch controls two
functions
Diverter valve for
ripper lift and tip
The ripper control valve is the first valve in the stack. The ripper control
valve is a closed-center, manually operated valve controlled through
mechanical linkage. The valve is used to raise and lower the ripper or to
move the ripper shank IN and OUT. Both functions are controlled by the
operator through the use of a switch located in the ripper control handle.
The switch shifts a spool in the ripper diverter valve which directs oil to
the correct circuit.
The ripper control valve has a centering spring to return the valve spool to
the HOLD position when the operator releases the lever. This slide shows
the position of the ripper control valve components in HOLD. This valve
functions basically the same as the blade lift control valve with several
differences. When the main control spool shifts to the right, pump supply
oil is directed to the head end of the ripper lift cylinders or to the head end
of the ripper tip cylinders, and the rod end of the cylinders are opened to
drain. The load check valve and the resolver valve operate the same as the
dozer lift valve.
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The passage to the head ends of either the ripper lift or tip cylinders in the
control valve contains a makeup valve. When the pressure in the cylinder
supply passage decreases below the pressure in the tank, the makeup
valve opens and allows return oil from the tank to fill voids in the head
end of the cylinders. The makeup valve is needed because the weight of
the ripper tends to force oil out of the rod end of the cylinders faster than
the pump can fill the head end of the cylinders. By including a makeup
valve in the head end, the possibility of cavitation is greatly reduced.
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- 146 -
TO ROD END
DOZER LIFT
TO
IMPLEMENT
VALVE
TO HEAD END
TO
IMPLEMENT
VALVE
DOZER TILT
113
Quick-drop Valve
Quick-drop valve
(arrows)
Replaces two valves
on earlier D8N
Shown in this slide is the schematic of the single quick-drop valve that
replaces the two quick-drop valves that were mounted on the head end of
both lift cylinders in the earlier machines. The valve (arrows) is mounted
on top of the engine hood at the front of the machine.
In the schematic, components in the quick-drop valve are shown with the
dozer blade on the ground. The variable orifice sleeve is the essential
component in the valve and functions to create the pressure necessary to
move the valve spool to direct rod end oil to the head end in the QUICKDROP mode.
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QUICK-DROP VALVE
HOLD
TO RIGHT CYLINDER
HEAD END
TO LEFT CYLINDER
HEAD END
TO RIGHT CYLINDER
ROD END
TO LEFT CYLINDER
ROD END
PASSAGE TO
PLUNGER END
VALVE SPOOL
PLUNGER
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE
114
Quick-drop valve
components:
- Orifice sleeve
- Plunger
- Valve spool
- Right and left covers
- Spring
Shown in this view are the components of the single quick-drop valve:
the orifice sleeve, the plunger, the valve spool, the right and left covers,
and the spring.
As shown in the previous slide, the valve components are shown with the
dozer blade on the ground. Both the orifice sleeve and the plunger can
float in the valve and their positions in HOLD depend on the previous
action of the lift control valve: RAISE, LOWER, or FLOAT.
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- 148 -
QUICK-DROP VALVE
DOZER RAISE
TO LEFT CYLINDER
HEAD END
TO RIGHT CYLINDER
HEAD END
TO RIGHT CYLINDER
ROD END
TO LEFT CYLINDER
ROD END
PASSAGE TO
PLUNGER END
PLUNGER
VALVE SPOOL
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE
115
Quick-drop valve
operation in RAISE
Rod end oil moves
spool, plunger, and
sleeve right
When the dozer control valve is moved to the RAISE position, supply oil
enters the quick-drop valve through the passage on the left and moves the
orifice sleeve to the right. The oil then flows out to the rod end of the
cylinders. Return oil from the head end of the cylinders enters the valve
and flows past the valve spool to the lift control valve. Return oil pressure
then enters the passage to the plunger end inside the valve spool and is felt
on the right end of the plunger. However, the blade RAISE pressure felt
on the left end of the plunger is higher than the return oil pressure and
keeps the plunger shifted to the right. Blade RAISE pressure also enters
the passage to the right end of the spool. Since the same pressure is felt
on the left end of the spool, the spring keeps the spool shifted to the right.
NOTE: The orifice sleeve floats on the valve spool and is kept on the
spool by a retaining ring.
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QUICK-DROP VALVE
DOZER LOWER
TO LEFT CYLINDER
HEAD END
TO RIGHT CYLINDER
HEAD END
PLUNGER
VALVE SPOOL
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE
116
Quick-drop valve
operation in LOWER
Rod end oil moves
orifice sleeve left
Spring holds valve
spool to the right
As the operator moves the lever to LOWER the blade (less than 75% of
maximum travel), return oil from the rod end of the cylinders enters the
quick-drop valve. The return oil flows past the orifice sleeve to the
control valve and moves the orifice sleeve to the left against the retaining
ring. This oil flow creates a pressure differential across the orifice sleeve.
Supply oil (red) from the control valve enters the quick-drop valve and
flows past the valve spool to the head end of the cylinders. Supply oil
pressure enters the passage to the plunger end and is felt on the right end
of the plunger. However, the return oil pressure (red dots) on the left end
of the plunger is higher and keeps the plunger shifted to the right.
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Rod end return oil pressure (red and white stripes) enters the passage to
the right end of the spool. This pressure is also felt on the major diameter
at the left end of the spool just to the right of the orifice sleeve. In
addition, return oil pressure, after the pressure drop across the orifice
sleeve, is felt on the minor diameter at the left end of the spool. The net
result is that the spool and plunger are kept to the right because of the
spring and return pressure. The major diameters of the spool (the
effective area at the right end and the effective area just to the right of the
orifice sleeve) cancel each other. The pressure on the right end of the
spool is not high enough to overcome the spring and return oil pressure on
the minor diameter at the left end on the spool.
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- 151 -
QUICK-DROP VALVE
QUICK-DROP
TO LEFT CYLINDER
HEAD END
TO RIGHT CYLINDER
HEAD END
PASSAGE TO
PLUNGER END
VALVE SPOOL
PLUNGER
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE
117
Operation in QUICKDROP mode
When the dozer blade is rapidly lowered to the ground, the control valve
lever has been moved more than 75% of the maximum travel, and the
quick-drop valve operates in the QUICK-DROP mode.
The increased lever travel results in higher cylinder rod end flow and a
higher pressure drop across the orifice sleeve. The only difference from
the dozer LOWER position is that the pressure drop across the orifice
sleeve that is felt on the minor diameter of the right end of the spool
overcomes the resistance of the spring, and the spool starts to move. The
minimum flow that causes the necessary pressure drop across the orifice
sleeve to begin spool movement is referred to as the "trigger point" and
occurs at 75% of maximum lever travel. When the spool starts to move,
the effective area of the orifice sleeve decreases and the pressure drop
increases to shift the spool even farther.
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Valve spool
movement allows rod
and head end oil to
mix
- 152 -
The result is that the spool shifts completely to the left. This movement
connects the rod end of the cylinders to the head end of the cylinders
across the slots in the spool. This connection provides even less
resistance and the downward blade velocity and flow from the rod ends
increase. This connection also provides a "filling" function to minimize
the pause time. Some of the oil from the rod ends still flows across the
orifice sleeve causing a pressure drop to keep the spool shifted.
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QUICK-DROP VALVE
DOZER LOWER
WITH DOWN PRESSURE
TO RIGHT CYLINDER
HEAD END
TO LEFT CYLINDER
HEAD END
PASSAGE TO
PLUNGER END
PLUNGER
VALVE SPOOL
COVER
COVER
ORIFICE SLEEVE
PASSAGE TO
SPOOL END
TO/FROM LIFT CONTROL VALVE
118
LOWER WITH DOWN
PRESSURE
When blade contacts
ground, pause time
occurs
Spool moves right and
plunger moves left
When the blade contacts the ground and stops, flow from the rod end of
the cylinders stops. With no pressure drop across the orifice, the spring
shifts the spool to the right. After the pump fills the head end of the
cylinders (pause time) and the head end cylinder pressure starts to
increase, the blade begins to move down. Supply oil pressure (red) enters
the passage to the right end of the plunger. Return oil pressure (red and
white stripes) from the rod end of the cylinders is felt on the left end of
the plunger. This pressure is lower than the oil pressure (red) on the right
end of the plunger, and the plunger moves to the left. The pressure drop
(red and white stripes) across the orifice sleeve that is felt on the minor
diameter of the right end of the spool works to move the spool to the left.
However, this movement is resisted by the spring and the supply oil
pressure (red) acting on the plunger. Therefore, the spool stays shifted to
the right.
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STEERING
CHARGE
PRESSURE
PORT
FROM RIPPER
CONTROL
VALVE
RIPPER TIP
RIPPER LIFT
119
Diverter Valve
Diverter valve
eliminates need for
two control valves
Solenoid sends
charge oil to move
valve spool
This slide shows the ripper diverter valve (arrow) with the control lever in
the HOLD position. The operator can select any of the four ripper
functions (RAISE, LOWER, TIP IN and TIP OUT) by using the control
lever, which is equipped with a trigger switch. The trigger switch controls
a solenoid on the ripper diverter valve that sends steering charge pressure
oil to one end of the valve spool to shift the spool against the springs on
the other end. Steering charge pressure at 2500 kPa (365 psi) is the same
oil pressure used in the charge circuit for the steering pump and steering
pilot valve.
The charge pressure test port at the rear of the ripper diverter valve is used
to diagnose ripper actuation problems. When the trigger switch is used,
the solenoid is energized and charge pressure oil moves the diverter valve
spool. Ripper TIP IN or TIP OUT can then be selected.
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RIPPER LOWER
(PORT C)
RIPPER RAISE
(PORT D)
C
CHARGE PRESSURE
TEST PORT
RIPPER SUPPLY
LOWER/TIP IN
F
RIPPER SUPPLY
RAISE/TIP OUT
120
Letters below spool
correlate to ripper
cylinder ports
The letters below the ripper diverter valve spool relate directly to the
ripper TIP IN, TIP OUT, RAISE and LOWER ports. The spool is shown
in the solenoid DE-ENERGIZED position. If the operator moves the
control lever, the ripper will RAISE or LOWER.
For example, when the operator moves the lever to the RAISE position,
oil from the control valve enters the ripper diverter valve through the
RAISE/TIP OUT passage. Oil then flows into Passage D, goes through
the valve body and flows out Port D to the rod end of the ripper raise
cylinders. Return oil flows into Port C from the head end of the ripper
cylinders, goes through the valve, flows out Passage C and returns to the
ripper control valve through the LOWER/TIP IN passage.
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KEY START
SWITCH
321 BR
BACK-UP
ALARM
308 YL
109 RD
C OFF
S ON
B ST
105 RD
KEY START
10 A
BACK-UP ALARM
SWITCH
121 RD
10 A
BACK-UP ALARM
101 RD
304 WH
307 OR
STARTER
RELAY
200 BK
BAT MTR
STARTER
MOTOR
MOTOR
306 GN
NEUTRAL-START
SWITCH
200 BK
101 RD
109 RD
109 RD
MAIN
RELAY
S
RD 00
105 RD
112 PU
ALTERNATOR
BREAKER
BUS BAR
109 RD
FRAME
RD 00
RD 00
DISCONNECT
SWITCH
ENGINE
BK 00
308 YL
200 BK
10 A
FORWARD HORN
109 RD
10 A
POS NEG
ALT
+
15 A
POS NEG
10 A
OPERATOR MONITOR
10 A
15 A
WIPER MOTORS
15 A
CIGAR LIGHTER
POS NEG
POS NEG
BATTERIES
121
STARTING AND CHARGING SYSTEMS
Basic starting system:
- Four batteries
- Disconnect switch
- Key start switch
- Starter relay
- Main relay
Basic charging
system
- Alternator
- Alternator breaker
- Bus bar
This schematic shows the components of the D8R starting and charging
system. The basic starting system consists of the four batteries, the
disconnect switch, the key start switch, the starter relay, and the main
relay. With the disconnect switch closed, the negative potential of the
batteries is connected to ground (frame). When the operator moves the
key start switch to START, power is sent through the key start switch from
the 105 RED wire to the 307 ORANGE and 308 YELLOW wires to
energize the starter relay and main relay respectively. With the starter
relay energized, power is sent to the starter motor through the 304 WHITE
wire. After the engine has started, the key start switch is moved to ON
and the main relay remains energized, which then provides power to five
fuses through the 112 PURPLE wire.
After the engine is started and running, the alternator will charge the
batteries by directing power through the 109 RED wire, the alternator
breaker, and the bus bar to the batteries. The bus bar is used as a junction
block for the starter motor, the alternator, and the batteries.
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4
3
122
Starting and charging
system components:
1. Batteries
2. Starter
3. Alternator
4. Disconnect switch
5. Power outlet
The D8R starting and charging system uses four 3000 CCA 12-Volt
maintenance free batteries (1) to provide the electrical power to the starter
(2). A 50 amp alternator (3) is used to maintain the charge level of the
batteries. An optional 75 amp alternator is available for additional
accessories and when more than eight lights are required.
The disconnect switch (4) is used to open and close the ground connection
between the negative terminal of the batteries and the machine frame. The
switch is convieniently located to the left of the operator's station.
Next to the disconnect switch is the 24-Volt power outlet receptacle (5)
that can be used to power service tools. Use the 4C9031 Battery to Tool
Cable that has the standard cigarette lighter plug with an integral 1 amp
fuse on one end and a standard MS 2-pin connector on the other.
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5
4
123
Electrical
components:
1. Auliliary start
receptacle
2. Bus bar
3. Fuse panel
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- Flood lamps and
radio
- Operator monitor
- Gauges and
service meter
- Wiper motor
- Cigar lighter
- Horn
- Back-up alarm
- Front dash dome
- Key start switch
- Blower motor
- Alternator
4. Diagnostic
connector
5. Main relay
- 159 -
In the center of the panel is the diagnostic connector (4). The diagnostic
connector can be used with the 6V2150 Starting/Charging Analyzer
Group to analyze starting and charging problems. Use the Service
Manual module "Systems Operation, Testing and AdjustingStarting and
Charging Systems for Machines Equipped with Diagnostic Connector"
(Form SENR2947) when diagnosing problems in these systems.
The main relay (5) is located just below the fuse panel. When the key
start switch is moved to the ON position, the main relay is energized.
Behind the fuse panel is the starter relay. When the key start switch is
moved to START, the starter relay is activated and permits the starter to
engage.
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2
3
124
Electrical
components:
1. Key start switch
2. Start aid switch
3. Neutral-start switch
location
4. Ether starting aid
5. Coolant
temperature switch
The key start switch (1) is located on the dash. If the dual twist tiller is in
either FORWARD or REVERSE, the engine will not start because a
neutral-start switch is installed in the dual twist tiller housing (3). The
back-up alarm switch is also contained within the tiller housing.
The ether starting aid group (4) is standard equipment. The group is
located on the left side of the engine in front of the fuel injection pump.
The operator can activate the system by depressing the start aid switch (2)
on the dash. A coolant temperature switch (5) is located on the top right
rear of the engine head. This system is not functional above 38C
(100F). For the correct operating procedure, refer to the Operation
Section of the D8R Track-type Tractor Operation and Maintenance
Manual.
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125
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- 162 -
POWER TRAIN
OIL TEMPERATURE
COOLANT
FLOW
POWER TRAIN
OIL FILTER
ENGINE
OIL PRESSURE
ALTERNATOR
HYDRAULIC
OIL TEMPERATURE
HYDRAULIC
OIL FILTER
126
EMS warning
categories
Category 1
- Alternator
Category 2
- Alternator
- Coolant
temperature
- Power train oil
temperature
- Hydraulic oil
temperature
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Category 3
- Engine oil pressure
- Power train oil filter
- 163 -
Category 3: For the third level of warning, an LED indicator will flash,
the master fault light will flash, and the fault alarm will sound. This alert
requires the operator to immediately shut down the machine as safely and
quickly as possible until the problem is corrected.
- Coolant flow
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2
1
127
Category 1
components:
1. Alternator
2. "R" terminal
Category 2
components:
3. Coolant
temperature switch
4. Power train oil
temperature switch
5. Hydraulic oil
temperature switch
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1
2
5
8
128
Category 3
components:
1. Engine oil pressure
switch
2. Power train oil filter
3. Hydraulic oil filter
4. Power train oil filter
switch
5. Power train oil filter
temperature switch
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6. Hydraulic oil filter
switch
7. Hydraulic oil filter
temperature switch
8. Coolant flow switch
- 166 -
The 9X7781 Hydraulic Oil Filter Switch (6) is located at the rear of the
hydraulic oil filter (3). The switch is normally open before installation. If
the filter element becomes full of debris, the restriction will cause the
pressure to increase inside the filter. If the pressure differential increases
to 175 kPa (25 psi), the bypass valve will move and the power train oil
filter switch will open causing the Category 3 Warning. Located on the
front of the filter is the 8C3569 Hydraulic Oil Filter Temperature Switch
(7). The switch is normally closed below 52C (125F), which disables
the Category 3 Warning. After the system is warm and if the filter is
plugged, the fault will alert the operator.
The 3E2030 Coolant Flow Switch (8) is located at the right front side of
the engine. The switch is normally open and, when the engine is running,
coolant flow from the water pump moves the switch paddle closing the
switch. If a loss of coolant flow causes the switch to open, the fault will
alert the operator.
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- 167 -
129
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130
On the dash are four gauges for the operator to monitor the following
systems:
Hydraulic Oil Temperature (1): Monitors the temperature of the
hydraulic oil system (implement and steering). Normal operating
temperature is between 75C and 96C (167F and 205F). If the gauge
indicator reaches 102C (215F), the temperature in the hydraulic system
is too high. Move the cylinders without a load to reduce the temperature.
Fuel Level (2): Monitors the amount of fuel in the tank.
Power Train Oil Temperature (3): Monitors the temperature of the
power train oil system. Normal operating temperature is between 82C
and 113C (180F and 235F). If the gauge indicator reaches 129C
(265F), the temperature in the power train oil system is too high. Move
the tiller to NEUTRAL and maintain the engine rpm at HIGH IDLE to
reduce the temperature.
Engine Coolant Temperature (4): Monitors the temperature of the
engine. Normal operating temperature is between 75C and 93C (167F
and 200F). If the gauge indicator reaches 107C (225F) with the
cooling system pressurized, the temperature is too high.
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4
3
131
Gauge group
component locations:
1. Hydraulic oil
temperature sender
2. Fuel level sender
The 8N2248 Hydraulic Oil Temperature Sender (1) is located on the left
side of the hydraulic tank.
The 118-0690 Fuel Level Sender (2) is located in the top center of the fuel
tank and, if an electrical problem occurs, a mechanical needle on the top
of the sender shows the fuel level.
The 8N3844 Power Train Oil Temperature Sender (3) is located on the
torque converter outlet relief valve.
4. Engine coolant
temperature sender
The 6N5926 Engine Coolant Temperature Sender (4) is located on the top
front of the engine cylinder head.
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- 170 -
CONDENSER
COIL
COMPRESSOR
CONDENSER FAN
ORIFICE TUBE/
DRYER
EVAPORATOR
COIL
ACCUMULATOR
132
AIR CONDITIONING SYSTEM
Air conditioning
components:
- Evaporator
- Compressor
- Condenser
The optional air conditioning system on the D8R contains the following
components:
Evaporator: Low pressure liquid refrigerant boils and collects heat
from the surrounding area.
Compressor: Increases the pressure and temperature of the
refrigerant vapor.
- Orifice tube-dryer
- Accumulator
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- 171 -
The optional air conditioning system in the D8R uses the Orifice Tube
System. Instead of a thermostatic expansion valve used in earlier
systems, an orifice tube is used. The orifice tube is installed in the dryer
in the evaporator coil inlet line. The orifice tube has a fixed diameter and
does not have the regulating capability of the expansion valve. Therefore,
some refrigerant will leave the evaporator in the liquid form. The liquid
refrigerant leaving the evaporator can damage the compressor. Therefore,
an accumulator is located in the suction line after the evaporator. The
accumulator acts as a liquid/vapor separator and ensures that only vapor
will reach the compressor.
In this system, the orifice tube is inserted into one end of the dryer. The
orifice tube/dryer combination is commonly called the "in line dryer."
The accumulator on the in line dryer system does not contain desiccant.
The color codes for refrigerant used throughout this section are:
Red
Purple
Green
- Refrigerant oil
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133
Air conditioning
components:
1. Orifice tube/dryer
2. Moisture indicator
The orifice tube/dryer (1) is located on the left side of the engine just
below the air cleaner housing. This group contains the orifice tube and
the desiccant which dries the liquid refrigerant.
Located on the left side of the orifice tube/dryer is the moisture indicator
(2). The moisture indicator should be checked at the end of each shift. To
check the moisture indicator, look at the color through the sight glass. If
the color is blue, the system is dry. If the color is pink, the system has
moisture. The moisture must be removed and the orifice tube/dryer must
be changed.
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ORIFICE TUBE
TUBE
SCREEN
TABS
O-RINGS
SCREEN
BODY
134
Orifice tube
components
The orifice tube contains a small tube which extends through the center of
a plastic body. The two screens (one on each end) filter the refrigerant
that flows through the small tube. The two o-rings are positioned to seal
against leakage past the outside of the orifice tube. The two tabs engage
the tooling when installing and removing the orifice tube.
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1
2
135
Air conditioning
components:
1. Compressor
2. Refrigerant switch
The compressor (1) is located at the left front of the engine. The
refrigerant switch (2) is mounted on the compressor. The refrigerant
switch is the low pressure sensing switch that is used to protect the system
from damage due to the lack of oil. Located in the electrical circuit to the
magnetic clutch, the switch opens and shuts off the compressor when the
system pressure decreases below 175 kPa (25 psi).
3. Arc suppressor
The arc suppressor (3) is used to suppress the high voltage that is created
each time the magnetic clutch on the compressor is engaged and released.
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- 175 -
DRIVE PLATE
PULLEY ASSEMBLY
HUB
COMPRESSOR
CLUTCH
SHAFT
BEARING
COIL ASSEMBLY
136
Magnetic clutch
The clutch is driven by the engine crankshaft through a belt to the pulley
assembly on the magnetic clutch. The pulley assembly turns on the
bearing and is not connected to the shaft. The drive plate is splined
through the hub to the shaft. The coil assembly is mounted on the frame
of the compressor and does not rotate.
The electrical current from the thermostat creates a magnetic field in the
coil assembly. The magnetic field pulls the drive plate against the pulley
assembly. The pulley assembly then turns the drive plate, hub and shaft to
operate the compressor.
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1
3
137
Air conditioning
components:
1. Accumulator
2. Condenser coil
3. Hydraulic cooler
The accumulator (1) is located just above and to the left of the
compressor. The condenser coil (2) is located in front of the hydraulic
system oil cooler (3) and behind the radiator.
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DIVERTER CAP
INLET
VAPOR LINE
ACCUMULATOR
OIL BLEED LINE
OUTLET
138
Accumulator
components
The accumulator contains a diverter cap to keep the liquid away from the
vapor line and an oil bleed line to allow oil to flow back to the
compressor.
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4
5
10
9
1
139
The heating and air conditioning controls are located on the bottom left of
the dash. The heating and air conditioning fan speed switch (1) has seven
positions.
Heating Positions:
Off (2), Low (3), High (4), and Defrosting (5)
Air Conditioning Positions:
Low (6), High (7), and Defogging (8)
The heater temperature control (9) can be rotated from OFF (left) to
MAXIMUM (right) heat. The air conditioning temperature control (10)
can be rotated from OFF (left) to MAXIMUM (right) cooling.
NOTE: The heating system will be explained later in this
presentation.
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1
3
140
2. Capillary tube
The evaporator coil (1) is located in front of the operator's station. The
capillary tube (2) for the thermostatic switch is inserted into the
evaporator coil. Moisture that drips off the evaporator coil is collected in
a pan. This pan has a vinyl drip tube (3) that directs the water below the
machine.
3. Evaporator drip
tube
On top of the evaporator coil is the filter (4) that must be cleaned every 10
service hours or daily.
4. Filter
Inside the cab is a filter element (5) that must be cleaned every 10 service
hours or daily.
Air conditioning
components:
1. Evaporator coil
5. Cab filter
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- 180 -
COMPRESSOR
ELECTRICAL CIRCUIT
CAPILLARY TUBE
R-134a
CAPILLARY BELLOWS
ASSEMBLY
PIVOTING FRAME
CLUTCH
POINT
OPENING
BATTERY
THERMOSTATIC
SWITCH
TEMPERATURE
ADJUSTING SCREW
141
Thermostatic switch
STMG 699
6/98
- 181 -
STMG 699
6/98
- 182 -
308 YL
C OFF
S ON
B ST
105 RD
307 OR
KEY START
101 RD
10 A
304 WH
BAT MTR
STARTER
RELAY
RD 00
200 BK
NEUTRAL-START
SWITCH
109 RD
109 RD
MAIN
RELAY
STARTER
MOTOR
MOTOR
306 GN
112 PU
200 BK
101 RD
FRAME
BLOWER
MOTOR
200 BK
BLOWER
MOTOR
ENGINE
RD 00
RD 00
308 YL
DISCONNECT
SWITCH
BUS BAR
ALTERNATOR
BREAKER
POS NEG
BK 00
POS NEG
109 RD
ALT
+
515 GY
515 GY
RD 00
RD 00
RESISTOR
POS NEG
POS NEG
BATTERIES
517 BU
516 GN
521 YL
BLOWER
MOTOR
BREAKER
ARC SUPPRESSOR
THERMOSTAT
SWITCH
124 GN
20 A
1 2 5 4 3
513 OR
522 WH
REFRIGERANT SWITCH
(NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)
BLOWER MOTOR
SWITCH
142
Air conditioning
electrical schematic
The D8R air conditioning electrical system is very basic. Power for the
air conditioner clutch comes from the refrigerant switch which is
connected to terminal 2 on the blower motor switch. The thermostat
switch is the control for the clutch. To increase or decrease the operator's
station temperature, the operator rotates the thermostat switch on the dash
to change the compressor cycling. The arc suppressor is used to suppress
the high voltage that is created each time the magnetic clutch is engaged
or released.
STMG 699
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- 183 -
143
Air conditioner
servicing:
1. Suction line
2. Discharge line
To check the air conditioning system, start and operate the engine at
HIGH IDLE. Set the air conditioner control for maximum cooling and
the fan control on HIGH. Allow two minutes for the system to stabilize.
Feel the suction line (1) and the discharge line (2). If the system contains
refrigerant, the discharge line will be warmer than the suction line. If the
system does not contain or is very low on refrigerant, poor cooling output
will result.
Before faulting the refrigerant, check the condition and tightness of the
compressor belt. The belt should deflect 14 to 20 mm (.56 to .81 in.)
under a 110 N (25 lb.) force.
If the belt tension is acceptable and the system still does not cool, the air
conditioner system must be serviced.
STMG 699
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- 184 -
144
- Gate valves
- Blower motors and
fans
- Fan speed control
- Heater temperature
control
Gate valves: Two valves, supply and return, that are used to control
the flow of coolant to the heater core.
Blower motors and fans: Provide forced air for both heating and
cooling.
Fan speed control: Seven position switch that controls the blower
motors for heating and air conditioning. The switch uses a large
resistor to provide the LOW speed. HIGH speed does not use the
resistor.
Heater temperature control: Controls the amount of coolant flow
through the heater core.
STMG 699
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- 185 -
145
Heating system
components:
1. Heating fan switch
2. Off
3. Low
4. High
5. Defrosting
6. Heater temperature
control
The heating controls are located on the bottom left corner of the dash.
The heating fan speed switch (1) has seven positions.
Heating Positions:
Off (2), Low (3), High (4), and Defrosting (5)
The heater temperature control (6) can be rotated from OFF (left) to
MAXIMUM (right) heat.
STMG 699
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- 186 -
146
Heater system
components:
1. Blower motors
2. Resistor
The blower motors (1) have two speeds through the use of a power
resistor (2). When the fan speed switch is moved to the LOW SPEED
position, the resistor is connected in series and lowers the voltage to the
motors, which decreases the speed of the motors.
STMG 699
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- 187 -
KEY START
SWITCH
308 YL
C OFF
S ON
B ST
KEY START
105 RD
10 A
101 RD
307 OR
304 WH
BAT MTR
STARTER
RELAY
RD 00
200 BK
STARTER
MOTOR
MOTOR
306 GN
NEUTRAL-START
SWITCH
200 BK
101 RD
109 RD
109 RD
FRAME
RD 00
308 YL
BLOWER
MOTOR
200 BK
DISCONNECT
SWITCH
BUS BAR
ALTERNATOR
BREAKER
112 PU
MAIN
RELAY
BLOWER
MOTOR
ENGINE
RD 00
POS NEG
BK 00
POS NEG
109 RD
ALT
+
RD 00
RESISTOR
RD 00
515 GY
515 GY
POS NEG
POS NEG
517 BU
516 GN
BATTERIES
124 GN
20 A
BLOWER
MOTOR
BREAKER
1 2 5 4 3
BLOWER MOTOR
SWITCH
147
Heating electrical
schematic
The D8R heating electrical system is also very basic. Power for the two
dual blower motors comes from the blower motor breaker, which is
connected to the main relay. The blower motor switch can be wired for
both heating and air conditioning. By using the resistor, two speeds are
available: LOW and HIGH.
STMG 699
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- 188 -
148
The heater control valve (arrow) is located in the return line of the heater
core.
STMG 699
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- 189 -
149
When the heater control knob (arrow) is rotated, the torsion cable, which
connects the knob to the heater control valve, varies the amount of coolant
that flows through the heater core.
STMG 699
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- 190 -
150
Heater control
components:
1. Supply valve
2. Return valve
The heater core shutoff valves are used when the ambient temperature is
high enough that the operator does not need any cab heating. The upper
valve (1) is the supply gate valve and the lower valve (2) is the return gate
valve.
STMG 699
6/98
- 191 -
151
CONCLUSION
This presentation has discussed the major changes between the D8R and
the D8N Track-type Tractors. All the systems of the machine were
discussed and included the component locations and functions.
For service repairs, adjustments, and maintenance, always refer to the
Operation and Maintenance Manual, Service Manuals, and other related
service publications.
STMG 699
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- 192 -
SLIDE LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
Title slide
Steer system comparison
Hydraulic system comparison
Additional changes
Optional equipment
Operator's station
Seat
Steering controls
Implement controls
Brake pedal and engine speed controls
Dash
Disconnect switch
Engine
Air inlet and exhaust system
Air filters
Aftercooler
Exhaust system
Ether starting aid
Fuel system
Fuel tank
Fuel tank valves
Fuel level components
Fuel system filters
AMOCS radiator
AMOCS coolant flow
Radiator components
Cooling system components
Cooling system components
Coolant monitoring system
Engine oil system
Engine oil system components
Pre-lubrication system
Pre-lubrication system (engine left side)
Pre-lubrication system (engine right side)
Pre-lubrication electrical schematic
Undercarriage
Pilot shaft dipstick
Equalizer bar
Power train comparison
Power train schematic
Torque divider
Torque divider operation
Power shift transmission
Transmission pressure taps
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
7 5.
76.
77.
78.
79.
80.
81.
82.
83.
84.
STMG 699
6/98
- 193 -
SLIDE LIST
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
121.
122.
123.
124.
125.
126.
127.
128.
129.
130.
131.
132.
133.
134.
135.
136.
137.
138.
139.
140.
141.
142.
143.
144.
145.
146.
147.
148.
149.
150.
151.
EMS
EMS panel
EMS components--Categories 1 and 2
EMS components--Category 3
Fuel pressure switch
Dash gauges
Gauge components locations
Air conditioning system
Orifice tube dryer
Orifice tube
Air conditioning components
Compressor clutch
Air conditioning components
Accumulator
Heating and air conditioning controls
Air conditioning components
Thermostatic switch
Air conditioning electrical schematic
Air conditioning servicing
Operator's station heating system
Heating system controls
Blower motors
Heating system electrical schematic
Heater control valve
Heater control knob
Heater shutoff valves
D8R model view
CYLINDER
AIR
CLEANER
COMPRESSOR WHEEL
PRECLEANER
MUFFLER
TURBINE WHEEL
TURBOCHARGER
- 194 -
HEAD AND
VALVES
EXHAUST
MANIFOLD
AFTERCOOLER
STMG 699
6/98
Serviceman's Handout No. 1
SUPPLY
TANK
DRAIN
TRANSFER
PUMP
PRIMARY
FILTER
INJECTOR
- 195 -
SECONDARY
FILTER
PRIMING
PUMP
RETURN
STMG 699
6/98
Serviceman's Handout No. 2
BYPASS
WATER
PUMP
TEMPERATURE
REGULATOR
SHUNT
LINE
WATER PUMP
OUTLET
AIR VENT
AIR
FLOW
- 196 -
OIL
COOLER
AFTERCOOLER
EXPANSION
TANK
STMG 699
6/98
Serviceman's Handout No. 3
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 197 Serviceman's Handout No. 4
109 RD
ALT
KEY START
10 A
112 PU
109 RD
10 A
RD 00
BUS
BAR
OPERATOR MONITOR
GAUGES AND SERVICE METER
WIPER MOTORS
CIGAR LIGHTER
10 A
10 A
15 A
15 A
116 BR
10 A
FRONT DASH DOME
105 RD
101 RD
337 WH
ALTERNATOR
BREAKER
101 RD
10 A
FORWARD HORN
15 A
121 RD
BACK-UP ALARM
109 RD
109 RD
NEUTRAL-START
SWITCH
307 OR
105 RD
306 GN
200 BK
109 RD
200 BK
C OFF
S ON
B ST
BACK-UP ALARM
200 BK
RD 00
RD 00
BK 00
STARTER
MOTOR/
PRELUBE
POS NEG
BATTERIES
POS NEG
200 BK
A447 PK
337 WH
307 OR
PRELUBE
TIMER/
SOLENOID
DISCONNECT
SWITCH
101RD
301 BU
OIL PRESSURE
CUTOFF SWITCH
POS NEG
RD 00
POS NEG
RD 00
ENGINE
MOTOR
BAT MTR
FRAME
200 BK
304 WH
116 BR
BACK-UP ALARM
SWITCH
321 BR
- 198 -
308 YL
MAIN
RELAY
STARTER
RELAY
308 YL
KEY START
SWITCH
Directions: Draw the wires between the components of the pre-lubrication system.
STMG 699
6/98
Serviceman's Handout No. 5
STMG 699
6/98
- 199 -
O
P
B
C
M
L
Implement Pump
Quick-drop Valve
Steering Motor
Oil Cooler
Steering Pump
Brake Housing
Hydraulic Tank
Torque Divider
TORQUE DIVIDER
Directions: Fill in the blanks with the correct name for each component.
STMG 699
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- 200 Serviceman's Handout No. 7
Directions: Fill in the blanks with the correct name for each component.
STMG 699
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- 201 -
P3
R N F
1 2 3
P1
5
4
P2
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 202 -
P3
P1
P2
- 203 -
R N F
1 2 3
NEUTRAL
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
Serviceman's Handout No. 10
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 204 -
STMG 699
6/98
- 205 -
Directions: Write the sequence of letters for the power flow through the differential power train for the
condition: LEFT TURN FORWARD. Use the numbered blanks at the bottom of the page for the two
power flow splits.
HYDRAULIC
MOTOR
P B
J
TO LEFT
FINAL DRIVE
G
E
I
D
TRANSMISSION
INPUT
K
M
O
I
E
F
TO RIGHT
FINAL DRIVE
M
H
K
DRIVE
PLANETARY
STEER
PLANETARY
EQUALIZING
PLANETARY
1. _________
1. _________
7. _________
2. _________
2. _________
8. _________
3. _________
3. _________
4. _________
4. _________
5. _________
6. _________
STMG 699
6/98
- 206 -
_____ Cooler
STMG 699
6/98
- 207 -
_____ Hydraulic line from implement pump to bypass and pressure control group
STMG 699
6/98
- 208 -
Directions: Match the components of the D8R Differential Steer System to the definitions at the right
of the page. Place the letter in the blank next to the name.
_____ Pilot Valve
_____ Cooler Bypass Valve
_____ Pump Control Piston
Directions: Fill in the blanks with the correct name for each component.
STMG 699
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- 209 Serviceman's Handout No. 17
ENGINE OFF
Directions: Fill in the blanks with the correct name for each component.
STMG 699
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- 210 Serviceman's Handout No. 18
HOLD
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 211 Serviceman's Handout No. 19
HOLD
QUICK-DROP OPERATION
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 212 Serviceman's Handout No. 20
109 RD
ALT
200 BK
109 RD
200 BK
109 RD
10 A
105 RD
101 RD
121 RD
304 WH
10 A
10 A
15 A
15 A
RD 00
200 BK
STARTER
MOTOR
POS NEG
POS NEG
BATTERIES
POS NEG
RD 00
POS NEG
RD 00
ENGINE
MOTOR
BAT MTR
BACK-UP ALARM
SWITCH
FRAME
200 BK
RD 00
BUS BAR
RD 00
15 A
10 A
FRONT DASH DOME
ALTERNATOR
BREAKER
109 RD
101 RD
BACK-UP ALARM
10 A
FORWARD HORN
109 RD
NEUTRAL-START
SWITCH
10 A
KEY START
112 PU
306 GN
307 OR
105 RD
C OFF
S ON
B ST
BACK-UP ALARM
321 BR
BK 00
DISCONNECT
SWITCH
- 213 -
308 YL
MAIN
RELAY
STARTER
RELAY
308 YL
KEY START
SWITCH
Directions: Draw the wires between the components of the starting and charging system.
STMG 699
6/98
Serviceman's Handout No. 21
Directions: Fill in the blanks with the correct name for each symbol.
STMG 699
6/98
- 214 Serviceman's Handout No. 22
Directions: Fill in the blanks with the correct name for each component.
STMG 699
6/98
- 215 Serviceman's Handout No. 23
109 RD
ALT
112 PU
109 RD
BLOWER MOTOR
SWITCH
20 A
1 2 5 4 3
516 GN
124 GN
515 GY
515 GY
ALTERNATOR
BREAKER
101 RD
BLOWER
MOTOR
NEUTRAL-START
SWITCH
10 A
KEY START
517 BU
RD 00
POS NEG
513 OR
DISCONNECT
SWITCH
522 WH
THERMOSTAT
SWITCH
BATTERIES
BK 00
ARC SUPPRESSOR
POS NEG
REFRIGERANT SWITCH
(NORMALLY OPEN BEFORE
REFRIGERANT CHARGE)
POS NEG
RD 00
POS NEG
RD 00
MOTOR
STARTER
ENGINE
MOTOR
BAT MTR
FRAME
200 BK
RD 00
BUS BAR
521 YL
RESISTOR
BLOWER
MOTOR
101 RD
RD 00
304 WH
- 216 -
BLOWER
MOTOR
BREAKER
200 BK
109 RD
306 GN
307 OR
105 RD
C OFF
S ON
B ST
200 BK
308 YL
MAIN
RELAY
STARTER
RELAY
308 YL
KEY START
SWITCH
Directions: Draw the wires between the components of the air conditioning electrical system.
STMG 699
6/98
Serviceman's Handout No. 24
ALT
200 BK
109 RD
200 BK
515 GY
1 2 5 4 3
516 GN
124 GN
515 GY
BLOWER
MOTOR
ALTERNATOR
BREAKER
101 RD
RD 00
POS NEG
POS NEG
BATTERIES
POS NEG
RD 00
POS NEG
RD 00
BK 00
STARTER
MOTOR
ENGINE
MOTOR
BAT MTR
FRAME
200 BK
RD 00
BUS BAR
BLOWER MOTOR
SWITCH
517 BU
RESISTOR
BLOWER
MOTOR
101 RD
RD 00
304 WH
DISCONNECT
SWITCH
- 217 -
BLOWER
MOTOR
BREAKER
20 A
109 RD
NEUTRAL-START
SWITCH
KEY START
10 A
112 PU
306 GN
307 OR
105 RD
C OFF
S ON
B ST
109 RD
308 YL
MAIN
RELAY
STARTER
RELAY
308 YL
KEY START
SWITCH
Directions: Draw the wires between the components of the heating electrical system.
STMG 699
6/98
Serviceman's Handout No. 25
STMG 699
6/98
- 218 -
INSTRUCTOR NOTES
STMG 699
6/98
- 219 -
INSTRUCTOR NOTES
SESV1699
6/98
Printed in U.S.A.