d20 Bjz3364 Op Manual

BJZ3364 Dump Truck for Mine Use
Operation Manual
Operation Manual of Dump Truck BJZ3364

PREFACE
The improved BJZ3364 Dump Truck for Mine Use is based on the former 3364 truck. BJZ3364
Dump Truck is a 4x2 biaxial dump truck, equipped by fluid backward-curved cargo. It can be used
in mine, water and electricity project and transportation of ores and loosened materials in
infrastructure department. The vehicle uses Chongqing Cummins NT-855-C250 diesel engine,
and BJC-6-154-100/115 (over speed) transmission. Firstly, we have improved on the underpan, so
that the structure is more reasonable and the field of vision is wider. Improvements on cab
structure and inner decoration enhance the intensity and coziness. Secondly, we have also
changed the instrument panel and the steering system, so that the interaction between the driver
and the vehicle is more convenient and flexible. Furthermore, the improvement on brake system
makes the distribution of brake pipelines more clear and reasonable, the maintenance more
reasonable and the brake systems lifespan longer. After improving the carriage structure, the
intensity has also been improved. Hence, the improved BJZ3364 Dump Truck for Mine Use will
have a much better performance.
This manual consists of instructions on structures of each assembly, their capability, technique
parameters and requirements on use and maintenance. It has a list of troubleshoots on common
breakdowns. It provides basic methods for disassembling/assembling the parts. For the engine
component, please refer to Cummins diesel engine (NT-855-C250), manual for use and
maintenance. The instructions on engine will therefore not be given in this manual.
In order to make the best use of this vehicle, drivers and the maintenance people should read this
manual carefully and understand the structure and operational characteristics well. Please strictly
follow the regulations in the manual, or our company will not be responsible for any loss due to
misuse.
We would like our customers to provide any feedback for us, so that we can keep improving on our
product and hence serve the customers better.
Note:
This manual is correct at the time of print and may be updated at any time without notice.
While every attempt is made to ensure that the information in this manual is correct, no
liability can be accepted by the authors or publishers for loss, damage or injury caused by
any errors in, or omissions from, the information given.
Organization: ZhongHuan DongLi (Beijing) Heavy Vehicle Co . , Ltd .

Technology Department.
Address:
Beishenshu Village, Taihu Town, Tongzhou District, Beijing
(Ciqu industry west section).
Postal Code: 101111
Telephone:
010-81502672/2788
Fax:
010-81502540
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i
This Page Is Intentionally Left Blank
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ii

SAFETY GUIDELINE
This guideline provides instructions on driving and maintaining the vehicle. Please read it carefully
before using this vehicle.
1. Driving and maintenance of this vehicle should be done by the specialized operators. Strict and
throughout training must be provided to these operators.
2. The operators must study this safety guideline well and know the safety requirements when
carrying out the maintenance.
2. 1.
Dress appropriately during operation. Working suit is preferable. Maintenance must be

done on firm ground and under good light condition.
2. 2.
If skip bucket needs to be lifted, the axis pin of the safety lock on the rear of skip bucket
must be taken off first, then connect this axis pin between the hole on the connecting
plate and towing boss on the vehicle frame (for safety purpose). Return the position of
axis pin and connecting plate after maintenance.
2. 3.
Stop up the cartwheel to prevent vehicle from moving during maintenance, especially
when maintaining the brake system.
2. 4.
When discharging hot cooling fluid, beware of scald. Keep in mind that the hot engine
cooling fluid has pressure. Wait until the fluid is cool enough then manually unscrew
lids of expansion chamber and radiator.
2. 5.
Maintenance should not be done when the engine is still in operation. If engine
operation is required, beware of all the spinning and scorching parts (fan, belt roller,
rotation axis, exhaust system etc).
2. 6.
Engine should be stopped when maintaining fuel system or effusing fuel. Remove all
the fire resources and rub up spill over fuel. Fuel tank must not be soldered, because
the spark will ignite the fuel steam.
2. 7.
When maintaining the pressure system, before disassembling and loosening the parts,
the pressure must be discharged fully.
2. 8.
Beware of eye protection when using and effusing electrolyte, antifreeze fluid, brake
fluid and fuel.
2. 9.
Stand at the side when pumping the tyre to prevent blast injury.
2. 10. Use rigid pull rod to drag this vehicle. Stand at distance when using rope or steel wire to
drag other vehicles.
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iii

2. 11. Maintain the cleanliness of the maintenance field and surrounding environment.
2. 12. Safety is the operators responsibility. Keep in mind with the safety guidelines, be
clear-minded. Safety always comes first.
3. To prevent accidents, please read the following notices for safe driving carefully.
3. 1.
Dress properly when driving. Drivers must know the labels and marks on mine, building
state and road well, as well as traffic rules.
3. 2.
Read the operation manual carefully to understand the capability and working principle
of this vehicle. Acquire the height, width and turning radius of the vehicle for task in
narrow space.
3. 3.
Examine the vehicle according to chapter 2-2 in the operation manual before operation.
No operation allowed if any loss or damage on the parts or insufficient fuel or
unregulated pressure.
3. 4.
Drivers must have driving license. No disqualified person is allowed to drive the vehicle.
No traveling by in outdoor. Beware of the people in the surrounding.
3. 5.
Warning should be given to the nearby personnel when starting the engine and moving
the vehicle.
3. 6.
Avoid driving near a ravine or cliff. Choose the appropriate gear for downgrade. Strictly
prohibit over speed operation of the engine. Drive slowly in dirt or fog condition, and
use headlight or foglight.
3. 7.
Follow the traffic rules. Flash signal when steering. Remember the braking distance
under different speed. When driving at night, use appropriate light and watch the road
signs.
3. 8.
Skip bucket must be fully lowered before traveling to prevent accidents caused by
collision with bridges, culverts or scraped electrical wires.
3. 9.
Make sure the vehicle is not overloaded and the materials does not spill over during
traveling.
3. 10. Park in safe places. Avoid parking on the slope. If need to do so, stop up the vehicle
and use parking brake.
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iv

3. 11. After driving, besides flameout the engine, also cut off the power supply, lock up the
vehicle doors and clean the vehicle.
3. 12. Regularly inspect the fastness of joints between breaking lines, especially under cold
and hot weather, ensure the brakes agility and efficiency.
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v

CONTENTS
Chapter 1 Technical Specification
01
Chapter 2 Normal Use And Maintenance

2.1 Control System And Navigational Panel
2.2 New Vehicle Check-Up
2.3 New Vehicle Run In And Maintenance
2.4 Regulations On Normal Driving Operation
2.5 Maintenance
10
16
17
21
23
Chapter 3 Lubrication
29
Chapter 4 Clutch
4.1 Summary And Technical Data
4.2 Clutch Function
4.3 Clutch Structure And Working Principle
4.4 Clutch Usage And Maintenance
4.5 Clutch Regulation And Abrasion Limit
4.6 Clutch Breakdown Analysis And Troubleshooting
34
34
34
36
37
39
Chapter 5 Transmission
5.2 Transmission Function
5.3 Transmission Structure And Working Principle
5.4 Transmission Operation And Lubrication Maintenance
5.5 Transmission Breakdown Analysis And Troubleshooting
5.6 Transmission Assembly / Disassembly Technical Requirement
40
42
42
50
51
53
Chapter 6 Transmission Shaft

6.2 Transmission Shaft Function
6.3 Transmission Shaft Structure And Working Principle
6.4 Transmission Shaft Assembly And Operational Notice
6.5 Transmission Shaft Maintenance
6.6 Transmission Shaft Breakdown Analysis And Troubleshooting
68
68
69
71
71
72
Chapter 7 Rear Axle

7.2 Function
7.3 Rear Axle Assembly And Regulation
7.4 Rear Axle Breakdown Analysis And Troubleshoot
7.5 Rear Axle Maintenance
73
74
75
82
82
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vi

Chapter 8 Front Axle
8.2 Function
8.3 Front Axle Assembly And Regulation
8.4 Front Axle Breakdown Analysis And Troubleshooting
8.5 Front Axle Maintenance
83
83
84
86
87
Chapter 9 Steering System

9.2 Working Principle
9.3 Power Steering Pump
9.4 Structure And Working Principle
9.5 Operational And Regulation Notice
9.6 Breakdown Analysis And Troubleshooting
88
90
92
93
100
103
Chapter 10 Braking Device

10.1 Braking System Summary
10.2 Air Compressor
10.3 4 Loop Protection Valve
10.4 Cartwheel Brake Chamber
10.5 Cartwheel Arrester
10.6 Air Reservoir
10.7 Hand Brake Valve
10.8 Quick Release Valve
10.9 Foot Brake Valve
10.10 Pipeline And Tie-In
106
110
113
114
122
128
129
132
133
134
Chapter 11 Suspension Device

11.1 Front suspension
11.2 Rear suspension
11.3 Assembly/disassembly notice
11.4 Breakdown analysis and troubleshoot
137
138
139
140
Chapter 12 Cartwheel And Hub

12.1 Structure Summary And Technical Data
12.2 Function
12.3 Assembly Notice
12.4 Cartwheel Use And Maintenance
141
141
142
142
143
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vii

Chapter 13 Hydraulic Pressure Dump System
13.1 Technical Data
13.2 Function
13.3 Assembly And Working Principle
13.4 Lift Pump
13.5 Lifting Vat
13.6 Distribution Valve
13.7 Limit Valve
13.8 Operation On Lift System
144
144
144
145
148
149
152
153
Chapter 14 Vehicle Frame, Carriage, Cab And Driver Seat

14.1 Vehicle Frame
14.2 Carriage
14.3 Cab
14.4 Driver Seat
159
159
162
163
Chapter 15 Electrical Device

15.1 Starting Device
15.2 Electrical Generating Device
15.3 Illumination Device
15.4 Electricity Distribution Device
165
173
176
176
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viii
Chapter 1
Technical Specification
1.1 General Technical Specification
Model
Type
Drive mode
Cab
BJZ3364
one side (left) cab,
biaxial dump truck
4X2
one side (left),
upside/downside
separable, full metal
frame
Weight
Load mass
Dry mass (fuel & water inclusive)
Full loaded total mass
Axle gross mass distribution (Front Axle No Load Mass)
Axle gross mass distribution (Front Axle Full Load Mass)
Axle gross mass distribution (Rear Axle No Load Mass)
Axle gross mass distribution (Rear Axle Full Load Mass)
Mass utilization index (Load mass/Dry mass)
Overall Dimension
20000 kg
16000 kg
36000 kg
7750 kg
11000 kg
8250 kg
25000 kg
1.28
Length
7365mm
Width
Height (full load)
2909mm
3110mm
Height (no load)

Wheel base
3145mm
Track front
2328mm
Track rear (Central line distance between two tyres)
2070mm
Ground clearance
385mm
Min. turning radius (According to centre of front felloe)
18000mm
Angle of Approach
32
Angle of Departure
42
Carriage max lift angle
45 2
Lifted carriage- ground maximum height
6300mm
Lifted carriage- ground minimum height
940mm
Carriage dimension- Normal loaded (heightened carriage)
10.7 m3(13.0 m3)
Carriage dimension- Pile loaded (heightened carriage)
13.9 m3(16.2 m3)
3600mm
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Engine
Model
Type
Aspiration
Number of Cylinder radius travel distance
Total emission
Condensation ratio
Max output power/rotate speed
Max torque/rotate speed
Rating rotate speed/max no load rotate speed
Idling speed
Crank turning direction (facing side of flywheel)
Ignition order (clockwise)
Total mass (with standard accessory)
Dimension (length x width x height)
Lubrication Device Engine
Type
Cummins
NT-855-C250
6 cylinders in-line
water-cooled 4-stoke
diesel engine
Exhaust turbo
6-140mmx152mm
14L
15:1
186kw (250hp) / 2100
turns/min
1019Nm(104kgForce
meter) /1500 turns/min
2100turns/min/2400tu
rns/min
625turns/min
anti-clockwise
1-5-3-6-2-4
1258kg
1570mm x 925mm x
1246mm
Pressure-feed
lubrication
(2100tunrs/min)241-3
45kpa
No less than 102kpa
Gear pump
Side stream oil filter
CD-15W/40
Lube oil pressure

Idling lube oil pressure
Lube oil pump
Lube oil filter
Lube oil model
Cooling Device - Engine
Type
Closed circulating
water-cooler with
expansion chamber
and water softening
plant
Circulation water pump

Fuel System
Fuel injection pump
Type
Nozzle pressure
Nozzle hole diameter
Feed pump
Fuel filter
Speed controller
Centrifugal
PT(G)-AFS fuel pump
8 holes
96700kpa
0.178mm
Gear pump
Primary & Secondary
Two plate mechanical
control
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Air Filter
Type
Max Allowed Admission Drag
When clean
When dirty
Exhaust
Type
Dry air filter

3.726kpa
6.178kpa
T-46 exhaust turbo
Max allowed back pressure
9.999pa(75mm
mercury column)
125mm diameter
Exhaust pipeline normal pressure dimension

Electrical Device
Starter
25volt(accelerating
relay inclusive)
Generator
24volt35amp(voltage
regulator inclusive)
Shockproof rubber
blanket
Engine supporting equipment

Clutch
Model
Type
L1PE14-2DLB
14 inches, double
blades, dry (china
power metallurgy
friction disk inside)
Mechanical pedal
control
Control type
Transmission
Model
BJC-6-154-100
(normal speed
gear)/BJC-6-115
(overdrive gear)
Mechanical in-gear
overdrive gear, 6 D
drives, 1 reverse gear
1128Nm
2300turns/min
154mm
Type and gear number

Allowed input max torque
Allowed input max rotate speed
Transmissions center distance
Velocity
ratio for
each
gear
Gear
Reverse
Velocity ratio (overspeed)
6.44
4.11
2.62
1.62
1.0
0.76
5.92
Velocity ratio
7.42
4.73
3.12
2.0
1.3
1.0
6.84
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Dimension (length x width x height)
1005mm x 390mm x
550mm
about 324kg
2 nodes, tubular open,
with needle roller
bearing universal joint
collapsible pipe
Mass
Transmission shaft type
Center Transmission Shaft (clutch - transmission)

Assembly dimension
Allowed stretching amount
Rear Axle Transmission Shaft (transmission - rear axle)
Assembly dimension
Allowed stretching amount
Rear axle
Final drive Type
447.5mm
20.5mm
1046mm
+43, -50mm
2 levels transmission,
level 1 is circular-tooth
spiral bevel gear, with
transmission ratio
1.38, level 2 is
cylindrical bevel gear
with transmission ratio
3
1:4.14
2 half-axle straight
bevel gear and 4
planetary cone gear
differential
Full floating wheel
reduction
4 cylindrical planetary
gear reduction
1:3.33
1:13.78
Final drive ratio

Differential Type
Half-axle
Type
Reduction ratio
Rear axle total speed ratio
Wheel Alignment
Caster angle
0o
Kingpin inclination angle
9o
Front wheel camber
0o
Toe-in of Front Wheel (measured at peripheral rim)
0-3mm
Turning hub
No 35 steel cast piece
Rim
Tyre
Steel sheet welding

14.00-24.24 level,
inflation pressure
65050kpa, load
capability 6000kg
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Suspension System
Front suspension
Bi-directional
cylindrical fluid shock
absorber, double slide
symmetrical
half-elliptic leaf main
spring and two point
symmetrical rubber
auxiliary spring,
transmission rod
Double slide
symmetrical
half-elliptic leaf main
spring and two point
symmetrical rubber
auxiliary spring,
transmission rod
Rear suspension
Steering And Brake

Redirector type
Assist type
Transmission ratio when redirector travels straight
Foot brake
Hand brake
Working pressure
Carriage
Carriage
GX110C crossover
circulation
Integral booster with
booster cylinder
23.27
Double pipeline brake
shoe chamber
Double gas deflation
spring effect brake
show chamber
750kpa
Bucket type, high
strength steel welding,
possessing exhaust
heat up device
Dumping device
Lifting cylinders
One-way 3 stages
extensible hydraulic
pressure cylinder, two
side symmetric layout,
placed upside down
on the external vehicle
frame
Double and parallel
connected gear pump,
reduction ratio 2.15
(1000turns/min hour)
215L/min
8336kpa
Fuel pump
Nominal flow rate
Rating working pressure
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Cab
Cab
Single left side integral

full metal structure
Electrical system
Circuitry connection
Mongline negative
earth
24V
2 in series
6-Q-195
195amphour
Rating voltage
Accumulator pile
Model
Capacity
Others
Front axle
Thick wall seamless

welded steel pipe
structure
Whole steel cast,
flanged fixed shaft
stub at two sides
C-type girder and
L-type auxiliary girder
with side plug welding
Rear axle
Chassis
Operation Data
Max travel speed (overdrive gear transmission)
Max speed
First gear (overdrive gear transmission)
Second gear (overdrive gear transmission)
Third gear (overdrive gear transmission)
Fourth gear (overdrive gear transmission)
Fifth gear (overdrive gear transmission)
Sixth gear (overdrive gear transmission)
Reverse gear (overdrive gear transmission)
Max climbable gradient
Brake distance (full load, dry flat road, 30km/hour)
Brake distance (no load, dry flat road, 30km/hour)
Turning gradient
Fuel cost (full load road travel)
Cargo lifting time (no load)
Descending time
38km/hour
(50km/hour)
(n=2100turns/min)
5.09km/hour
(5.92km/hour)
7.92km/hour
(9.3km/hour)
12.10km/hour
(14.56km/hour)
18.87km/hour
(23.55km/hour)
29.04km/hour
(38.15km/hour)
38km/hour
(50.19km/hour)
5.52km/hour
(6.44km/hour)
29%
No longer than 14m
No longer than 8m
>16%
72L/100km
20sec
20sec
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Figure 1 - BJZ3364 Dump Truck for Mine Use
Figure 2 - NT-855-C250 Diesel Engine
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Figure 3 - BJZ3364 Dump Truck Dimension
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Figure 4 - BJ374 Dump Truck Traveling Performance
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Chapter 2
Normal Use and Maintenance
2.1 CONTROL SYSTEM AND NAVIGATIONAL PANEL
2.1.1 Control System Location (See Figure 5)
Figure 5 - Control System Sketch Map

1 Transmission gear lever 2 Accelerator pedal 3 Brake pedal 4 Clutch pedal
5 Steering wheel
6 Instrument console
7 Combinational switch
Gearlever is at right side of the driver seat. Step on two feet clutch to switch gear. Using
first gear to start when with heavy load, second gear with no load, when speed up or speed
down, do not switch gear with more than one level. Gearlevers of transmission case with
overdrive gear and with normal gear have different position at fifth gear and sixth gear. See
Figure 6 and 7.
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Figure 6 - Position Of Gearlever Of Normal Gear Transmission Case
Figure 7 - Position Of Gearlever Of Overdrive Gear Transmission Case

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1 Up/down seat position adjust handle

2 Front/back seat position adjust handle
Figure 8 - Driver seat
1 Red signal when filter is covered with dust

2 Indicator reset button
Figure 9 Air Cleaner Mechanical Indicator
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2.1.2 Cab Instrument Panel
Figure 10 - Instrument panel Sketch Map
01 Ampere meter
02 Two-pointer barometer
03 Fuel meter
04 Oil pressure meter
05 Speedometer
06 Signal indicator
07 Tachometer
08 Hazard light switch
09 Fan switch
10 Lift switch
11 Headlight switch
12 Working light switch
13 Handbrake switch
14 Dipped headlight switch
15 Front foglight switch
16 Width indicator switch
17 Lift valve
18 Ignition switch
19 Engine hour meter
20 Fuse case
21 Water temperature gauge
22 Engine Cutoff switch
23 Start button
24 Socket for external light
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2.1.3 Signal Indicator Explanation
1. Turning left indicator: on when combinational switch is turned to left

2. High beam: on when using combination switch to change front headlight to far light
3. High water temperature warning indicator: on when engine water temperature is
above 120
4. Low pressure indicator: on when failure in arrester or pressure lower than 450kpa
5. Low oil pressure indicator: on when engine oil pressure is too low
6. Parking brake indicator: on when using hand brake for parking
7. Travel switch indicator: on when carriage is lifted and travel switch is on
8. Turning right indicator: on when combinational switch is turned to right
2.1.4 Switch Usage
As shown above, two 6-join seesaw switches have blank covers at first two positions.
Driver can use seesaw switches when in need. Meanwhile the indicator will be on.
This is followed by hazard light switch, fan switch, lift switch, head light switch, width
indicator switch, front foglight switch, dipped headlight switch and working light switch.
Combinational switches are used for turning left/right indicator, far/near light switching,
horn and wiper.
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Ignition switch - insert key into the switch and turn it (clockwise) to level 1 to electrify all
devices, turn to level 2 and push the start button to electrify the engine, both levels are
immediate switch and release the turning when ignited. If starting fails, try again in 2
minutes.
To cut off engine, push the extinguishing button, the engine will be extinguished.
2.1.5 Instrument Panel Indicators
1. Barometer: Indicate air reservoir pressure.
2. Ampere Meter: Indicate direction - positive or negative depend on if it is an input
accumulator or output accumulator.
3. Speedometer: indicate traveling speed and cumulated travel mileage.
4. Tachometer, hour meter: indicate engine speed and accumulated working hour.
5. Fuel meter: indicate fuel level in the fuel tank.
6. Water thermometer: point between 75 C -90C under normal condition.
7. Fuel barometer: Indicate engine fuel pressure. When it is below standard value,
warning switch is closed, low pressure indicator is on. Parking inspection is required.
2.1.6 Use Of Control Handle and Socket For Working Light

1. When lifting carriage, firstly connect the electromagnetic valve then lower the lifting
handle. After carriage reaches certain height, the lifting indicator is on.
2. When using hand brake for idling parking, the corresponding indicators should turn
on.
3. Socket for external light can be used for subsidiary maintenance light.
Although accumulator capacity suffices the use of each electrical device, for longer lifespan
of the battery and wiring harness, and reducing the cost, try to avoid simultaneous working
of the electrical devices.
If any device is not working, firstly check if the fuse is broken. If the device is still not
working after replacement of the fuse, refer to the device theory map to solve the problem.
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2.2 NEW VEHICLE CHECK-UP
Simple road tests have been done fore the vehicle leaves the factory. In order to avoid
accidents during transportation, necessary check-ups should be done before use.
Check-up contents are as followings:
1. Check and fasten each bolt, nut and lockpin.
2. Check engine, transmission case, rear axle, dynamic turning system, lifting
system fuel level, capacity and fuel quality, refuel or replace if necessary.
Check the above assembly pipeline connection.
3. Check if the tyre pressure is within the specification, which is front and rear tyre
pressure 650 50kpa
4. Check accumulator fluid level, it should be 6-10mm higher than the clapboard.
5. Check electrolyte proportion, it should be 1.29 when the temperature is 15C.
For each 10C increase/decrease, the proportion will increase/decrease by 0.007
respectively. Add or adjust fluid if necessary. Check if the connection between
lead and electric bottle is tightened, and if the electricity circuitry is working.
6. Check engine, starting device, voltage adjustor etc.
7. Check elasticity of fans or generators belt. When slightly depressed, the belt should
sink about 10mm.
8. Check for each connectors of engine cooling system. Check if fuel supply system is
working when the engine starts.
9. Check brake efficiency, i.e. brake distance, to see if there is any deflection or
stagnancy. Also check any leakage in the pipelines. If there are any faults,
troubleshoot the cause and solve them immediately.
10. After the vehicle starts, check if the turning system is working and if the drive panel
and signals are working.
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2.3 NEW VEHICLE RUN IN AND MAINTENANCE
2.3.1 Significance Of New Vehicle Run
New vehicles lifespan, extension of interval of heavy repair and working reliability and
economically depends largely on this new vehicle run at the beginning and the
maintenance quality.
Although new vehicles or vehicles which just completed their heavy repair have done
vehicle run before leaving the factory, the surface of accessories is still rough. The shape of
accessories after machining, coordination and clearance between each part still have
some deviation. When the vehicle is operating, due to the friction the temperature will rise.
Because the clearance between each part is small, the lubricants cannot easily reach those
parts, hence resulting in bad lubrication and worsening the wear and tear.
Therefore, new vehicle run in is necessary, otherwise over friction can occur in the parts if
new vehicles are immediately put into full load travel after leaving the factory. The thermal
expansion will result in biting of the parts and abnormal wear and tear. Vehicles lifespan
will be largely reduced. Hence it is important to carry out the new vehicle run in to maintain
a normal working condition to prolong the lifespan.
New vehicles or those which have just completed the heavy repair have the running
regulation. For mine use vehicle, BJZ3364 Dump Truck, the continuous travel time is 150
hours in the run. There are specific regulation for the use and maintenance of the vehicle
during the run.
2.3.2 Regulations During New Vehicle Run
A. Reduce The Load Mass
Always reduce the load during the run. Add load as recommended below
Run time
First 50 hours
First 51-100 hours
Load
No load
10000kg
Run time
First 101-150 hours
First 150 hours onwards
Load
15000kg
20000kg
If the load is too heavy, the engine and chassis have to bear with too much pressure and
will affect the lubrication, thus the load will directly affect the accessories lifespan, Break in
quality will not be guaranteed.
Gear
2nd
3rd
4th
5th
6th
Transmission
1st
Case type
Normal gear 4.2-4.3
6.5-6.7
9.9-10.2 15.4-15.8 23.7-24.4 30.9-31.8
Overdrive
4.8-4.9
7.5-7.7
11.8-12.1 19-19.6
30.9-31.8 40.6-41.8
gear
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B. Controlling The Speed
Carry out the run with a reduced speed, no high speed travel is allowed. The maximum
speed for each gear is stated as below.
Gear
Transmission
1st
Case type
Normal gear 4.2-4.3
Overdrive
4.8-4.9
gear
2nd
6.5-6.7
7.5-7.7
3rd
4th
5th
6th
9.9-10.2 15.4-15.8 23.7-24.4 30.9-31.8

11.8-12.1 19-19.6
30.9-31.8 40.6-41.8
NOTE: 1) Unit is km/hour

2) Engine turning speed is no faster than 1700-1750turns/min
C. Regulations On Driving During The Run
1. Do not step on the pedal too fiercely when start. Strictly control the acceleration pedal
to prevent engine run up.
2. After start, maintain middle speed (1200-1400turns/min) to slowly heat up the engine.
When the water temperature reaches 70C, fuel pressure is not lower than 350kpa,
brake pressure in not lower than 450kpa, ampere meter pointer indicates at charge
position, the vehicle can be started.
3. Use 1st gear to start the vehicle, maintain the steadiness and reduce the impact on
brake system.
4. Choose the road surface properly, avoid travelling on a bad road surface. Adjust the
gear level according to the road surface condition. Do not exceed the regulated
speed. When changing gear from high speed to low, two feet clutch method should
be used.
5. Avoid max speed run for engine. Avoid long time travel with low speed and high
acceleration to prevent deposit of charcoal in the cylinder.
6. Jumping of gear is prohibited when climbing up. Choose appropriate gear when
downgrading. Strictly prohibit overspeeding operation of engine.
7. Avoid sudden brake or long time brake. When at heavy load, apply intermittent
pressure to the brake pedal over a distance before stop line.
8. Replace lubricants in the run according to the regulation.
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9. In the first 30-40km traveling, check the transmission case, front and rear hub (shaft
stub), main reducer, rear tyre planetary reducer, turning device, transmission shaft, if
there is overheating at lifting pump or noise and any other abnormal phenomenon. If
there is, find out the reason and do the necessary troubleshooting.
10. Please follow the above regulations during the run. In the following 400km, please
use the vehicle carefully to avoid long time high speed operation of the engine.
2.3.3 Maintenance During The Run

Maintenance during the run consists of 3 parts: Before, during and after the run.
A. Before The Run
Please refer to 2.2 NEW VEHICLE CHECK UP.
B. During The Run
Maintenance during the run is carried out in the first 50 hours. Its purpose is to carry out a
timely maintenance for the parts which has begun to undergo some technical changes, and
ensure the smooth run for the next stage.
Main contents for the maintenance are as follows:
1. Clean engine lubrication, replace lubricants and filter core of primary and secondary
filter.
2. Lubricate each lubricating point. Details please refer to 03 Lubrication table 3
3. Clean the filter core of the air filter. Clean the seeper and feculence in the reservoir
tank.
4. Check the efficiency of the brake device, the sealing condition of between
connection points and brake pipelines. Adjust and fasten accordingly.
5. Check and tighten cylinder cover and bolts pipelines of air entering and exhausting
pump.
6. Fasten the transmission case and bolts of its kickstand.
7. Fasten the flange bolts of front and rear transmission shaft.
8. Fasten the bolts of rear axle shell and main reducer shell, and the nuts of drive
pinion bearing shell fixed on the main reducer shell.
9. Fasten the nuts of the hub on the tyres.
10. Fasten the nuts of U type bolt on front and rear suspension shelf.
11. Check the steering drag link and steering tie rod of front tyre, especially the possible
clearance between the turning arm, sphere-pin and lever. Fasten any bolts and nuts.
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C. After The Run
A maintenance is necessary when the run is finished. Check and verify the connection
points of the parts, fasten and adjust them if necessary. After the run the vehicle can
therefore start its normal operation.
Main contents for maintenance after the run:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Clean all the paths for lubricants and all the filters including: air filter, engine first
and secondary filter, filter for fuel tank, filter for turning oilcan and filter for lifting
fluid pressure fuel.
Replace all the lubricants and engine machine oil, secondary filter and filter core
for air filter.
Measure the pressure of engine air cylinder. The pressure of each cylinder should
be no less than 3550kpa when 600 turns/min. The pressure difference of each
cylinder should be no larger than 175kpa.
Following the rule center first, then around, fasten the bolts of air cylinder shell
2-3 times. Screw down moment is 235-251Nm.
For normal diesel engines iron cast cylinder shell, first warm-up, then check the
tightness of air cylinder shells bolts to prevent bad sealing condition of cylinder
shell due to thermal expansion of the bolts. This bad sealing condition will lead to
damage of liner of air cylinder shell.
Fasten the exposed related bolts (refer to maintenance in the run), eliminate their
looseness and undesired clearance.
Check efficiency of brake system, adjust brake drum clearance to 0.3-0.5mm,
eliminate gas leak of brake pipelines.
Check and adjust clutch pedal free play.
Check and adjust the technical condition of front axle assemblys turning device
Check and adjust front tyre toe (5-7)mm.
Check and adjust the steering drag link and steering tie rod, eliminate any possible
clearance in between.
Fasten related bolts and nuts of the turning system.
Check and adjust fans, elasticity of engine belt.
Check the fastness of tie-ins in the accumulator and electric circuits.
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2.4 REGULATIONS ON NORMAL DRIVING OPERATION
A. Before Driving
Daily maintenance is necessary for driving. Please refer to Daily Maintenance in 2-5.
B. Vehicle Starting
1. Step down the clutch pedal, switch the gear to neutral.
2. Turn the key to ignition to start the engine. Beware that the interval between each
ignition should be 20-30 seconds. Strictly prohibit continuous starting to avoid
wasting electric power of accumulator.
3. Use antifreeze when temperature is 0C or below 0C.
4. Strictly prohibit head on starting. When the tow truck launches, use a rigid
connecting rod.
5. Slowly heat up the engine after starting. When the water temperature raises about
70C, and machine oil pressure and brake pressure is normal, amperemeter pointer
points to charging position and indicators on the panels are all working, then start
driving.
6. Pull down the parking brake handle to release the arrester.
7. Start the full load vehicle with 1st gear, no load with 2nd gear.
C. During Traveling
1. Keep engines water temperature at 75-90C, machine oil pressure at 350-490kpa,
brake pressure at 450-750kpa.
2. Switch gear according to the road condition. To prevent damage to the parts and
engine, do not jump gear or long time travel with low speed gear
3. Use two feet clutch method when switch gear. Strictly prohibit jump gear.
4. If encounter obstacles, release the accelerograph first then brake. Never use
arrester and accelerograph at the same time.
5. This vehicle uses hydraulic power turning device, so sliding with engine off is strictly
prohibited. This is to prevent hydraulic power assistant to lose its function and result
in malfunction of turning device.
6. When climbing down a considerably long slope, make use of engine to brake, adjust
appropriate gear accordingly, at the same time use feet control brake to control the
speed, avoid overspeed operation of the engine. Strictly prohibit climbing down with
neutral gear.
7. Use parking brake when parking on the slope. If it is an upgrade, the transmission
case should be at 1st gear, if downgrade, then use reverse gear.
8. Distance between two traveling vehicle is 30m for downgrade and 15-20m for
upgrade.
9. No overtaking in one-direction traveling road.
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D. Parking
1. Release the accelerator, step on the clutch pedal to switch the gearlever to neutral,
slowly step the brake pedal till the vehicle stops.
2. After the vehicle stops, push up the parking brake handle. If the parking brake
functions, the relative indicator will be on in the panel.
3. When parking, if the parking time is short (5-8min), engine may not be off, to prevent
wastage of electricity when start again. If parking time is long, then switch off the
engine, otherwise long idling time will lead to incomplete combustion to produce
accumulating charcoal and diluted lubricants.
4. Unless in the situation of flying car, must not use emergency choke to switch off the
engine.
5. Before off the engine, the engine should be idling running for 3-5min to let lubricants
and cooling fluid to cool down firebox bearing and shaft and thus cool down the
engine. This is especially important for worm wheel pressure engine.
6. Pull up the off engine switch, close the starting switch, pull out the key and switch off
the power circuit.
7. In winter, often replace the cooling fluid in the engine.
8. When parking for a long time, the vehicle should be placed in a horizontal parking
place, with support of stow-wood to lift up the vehicle from ground.
E. Lifting of carriage
1. Accurately switch the gearlever to neutral.
2. Step the clutch pedal till the end, switch on the lifting function, put the lifting control
handle to lift position, and then slowly release the clutch.
3. Step on the gas to accelerate the engine, gradually lift the carriage and dump the
load.
4. During the dumping put the lifting control handle to dump position to let the
carriage automatically get back to its original position.
5. When the carriage if fully lowered down, step the clutch pedal, switch off the lifting
function to disconnect the power output.
6. No moving of the vehicle if the carriage is not completely lowered down.
F. Regulations on use in winter
1. In winter, use special fuel and lubricants (for winter use) for engine and chassis
assembly. Details please refer to 03 Lubrication.
2. Daily release the fuel tanks sewerage.
3. When retrieving the vehicle, open all the water releasing taps of the engine to
release all the cooling fluid.
4. Use a warm cylinder to start in winter. Warm-up the engine to 50 C (fill in hot water
into the cooling system), idling running should be no less than 5min, do not fill in
cooling fluid after start to prevent cracking in the cylinder.
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5. Gradually heat up the engine till 75 C, then start the vehicle.
6. When parking outdoor with temperature -30 C and below, disassemble the storage
battery and put it in a warm place.
2.5 MAINTENANCE
Maintenance of the vehicle is closely related to the environment and the condition of the
vehicle. We will classify the working condition into 3 categories: good, moderate and bad
(refer to the table below).
Working
condition
Road condition:
Road foundation
Slope
Turn
Speed
Distance traveled
Environment:
Dust level
Corrosive matters
Basicity
Temperature
Daily working
time
Load
Water, fuel quality
Lifting times
Dumping manner
Drivers
experience
Organization
Good
Moderate
Bad
Hard, smooth
Smooth
Large
Middle
>3miles
Soft, up and down

<8%
Large
Middle
1-3miles
Too soft, slippery

>8%
Small
High
<1mile
Tiny
No
Normal
Normal
6-8hours
<18tons
Moderate
Few
Continuous
Very experienced
Good
Few
Moderate
Normal
Normal
12-16hours
18-20tons
Moderate
Normal
Continuous
Experienced
Normal
High
Many
High
High/low
18-24hours
20tons
Bad
Too many
Discontinuous
Less experienced
Bad
Regulations on the maintenance of the vehicle are built on Moderate condition. If the real
situation differs, then the regulations differ too.
Purpose of maintenance: slow down the wear and tear of the parts, prevent accidents,
lengthen lifespan of the vehicle.
Three categories for maintenance:
A. Duty Visit Maintenance
This is further classified into 2 categories:
1. Daily checks. Normally once in a day and night time.
2. Duty visit within 400 hours. It is divided into intervals of 50, 100, 200, 400 hours.
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B. Preventive Maintenance
Preventive maintenance is also called forced maintenance. It is done from 800 to 6000
hours. It is divided into intervals of 800, 1500, 3000, 4500, 6000 hours. After 8000 hours the
vehicle needs to send for heavy repair.
C. Emergency Maintenance
Maintenance for emergency cases.
2.5.1 Daily Checks
Contents:
1. Clean the insides of vehicle and chassis, check if there is any loss of the parts.
2. Check the working conditions of lights, panel, water scrape device, horn, working
and parking brake, turning system and other control systems
3. Check the fuel level of engine fuel and chassis machine oil. The fuel level should not
be lower than the middle position of two dipstick scale.
4. Discharge the fuel tank ponding daily. Check the smoothness of the venthole.
5. Check fuel capacity. Add fuel at every shift. Keep sufficient fuel in the tank for better
cooling of the pump nozzle.
6. Check water level of the cooling fluid. It should be lower than expansion case shell
by 30-50mm. Avoid using alkaline liquid.
7. Check the indicator of air filter, when it shows red signal, clean or replace filter core.
2.5.2 Maintenance Within 50 Hours
A. Apply Lubricants Once Every 50 Hours.
Refer to Lubrication (table 3) for the parts to be lubricated.
B. Parts That Need To Be Maintained After Every 50 Hours Travel.
1. Check and clean air filter. Use 680kpa compressed air to blow it.
2. Check if there is any deposit in the reservoir tank, for example, water and
feculence.
3. Check the electrolyte level of the storage battery, it should be 6-10mm higher
than the block board.
C. Parts That Need To Be Maintained After Every 100 Hours Travel
1. Check the fuel level of power turning systems fuel tank. Refill if insufficient.
2. Check the fuel level of transmission case. Refill if insufficient,
3. Check rear axles main reducer shell and fuel level of rear tyre planetary reducer.
Refill if insufficient.
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4.Check front and rear tyre pressure. It should be 65050kpa.
5.Check if there is any damage on front and rear tyre and hub.
D. Parts That Need To Be Maintained After Every 200 Hours Travel
1.Replace the filter core of engine machine oil filter.
2.Replace engine machine oil.
3.Clean fuel filter.
4.Fasten nuts of hub fixed on the tyre.
5.Check and fasten the U type bolts and nuts of front and rear suspension shell.
E. Parts That Need To Be Maintained After Every 400 Hours Travel
1. Replace external filter core of air filter.
2. Replace filter core of fuel filter.
3. Replace the hydraulic fuel of power turning system and filter core of filter.
4. Fasten flange bolts of front and rear transmission shaft.
5. Check and adjust the toe to be 5-7mm.
6. Check and fasten bolts of front and rear suspension shelf.
7. Check the clearance between exhaust valve and rocker. Carry out the check-up
according to the instructions in the engine manual.
8. Fasten the bolts of main reducer shell and rear axle shell.
9. Fasten the nuts of steering drag link and steering tie rod.
10. Check and eliminate any possible clearance between steering drag link and
steering tie rod.
11. Lubricates the hub of front and rear tyre.
2.5.3 Preventive Maintenance
A.Parts That Need To Be Maintained After Every 800 Hours Travel
1. Clean the furring in engine radiator.
2. Lubricate the bearing and lining of engine starter.
3. Replace the inner filter core of air filter.
4. Use gasoline to clean the fuel filter of lifting system
5. Replace the lubricants of rear axles main reducer and rear tyres planetary
reducer.
6. Replace the lubricants of transmission case.
7. Check and fasten the bolts and nuts of redirector.
8. Adjust the clutch.
9. Check and adjust the clearance between steering stub seat and front axle head.
10. Adjust the arrester.
11. Completely check the wiring.
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B.Parts that need to be maintained after every 1500 hours travel.
1. Adjust pump nozzle and valve.
2. Clean the fuel tank and check the fuel supplier pipeline.
3. Fasten engines kickstand, air entering and exhausting pipelines, accelerograph
lever and bolts of emergency engine off device.
4. Check the clearance between transmission shaft spline and cover, fasten the
flange bolts.
5. Check transmission cases suspension shelf, fasten the bolts and adjust the gear
switching system.
6. Check the position of front rear, steering drag link and steering tie rod.
7. Check front tyres positioning device, adjust the hydraulic positioning valve of
turning device if necessary.
8. Clean steel plates spring and apply lead lubricants between the reeds, fasten
the bolts.
C.Parts That Need To Be Maintained After Every 3000 Hours Travel

1. Completely adjust turing steering drag link and steering tie rod.
2. Examine and repair the gas system.
3. Tyre transposition of replacing tyre (refer to Figure 11).
Figure 11 - Tyre Transposition

4. Check the air compressor, replace rubber gasket and tube.
5. Replace pump nozzle, and just valve.
6. Replace fan and engines belts.
7. Clean the cylinder shell, rub the valve.
8. Replace water tanks tube.
9. Check the max and min turning speed of the engine.
10. Replace clutch friction disk and adjust clutch control system.
11. Replace the rubber supporting of shock absorber.
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D.Parts That Need To Be Maintained After Every 4500 Hours Travel
1. Replace the high pressure tube of the power turning device.
2. Check the lifting fuel cylinder, distribution valve and power take-off, replace high
pressure tube and lifting fuel.
3. Open the transmission cases cover, check the shift fork, gear wheel and fork
kickstand, replace if there is any damage on the parts.
4. Check and repair shock absorber and replace its oil.
5. Check and repair or replace front steel plate spring lining, front and rear steel
board spring lining or any other lining.
6. Check the sphere surface bearing of rear suspension shelf thrust lever.
7. Replace the gas pipeline tube of gas device.
E.Parts That Need To Be Maintained After Every 6000 Hours Travel

1. Check supercharger of diesel engine.
2. Check compressed pressure of each engine cylinder.
3. Check working condition of cooling system thermostat.
4. Check clutch assembly.
5. Check and repair front axle.
6. Check and repair rear axle differential.
7. Check and repair engine and starting motor.
F. Heavy Repair After 8000 Hours Travel
2.5.4 Notices For Maintenance

A. Basic Requirement For Accessories, Parts And Assembly
1. Clean the accessories, parts and assembly when necessary. Clean and rub-up
using compressed air.
2. No scratch, burr or damage on the surface of accessories and parts. Do not
whack machining surface using steel hammer. If need to whack machining
surface, use a wooden, rubber and soft alloy hammer.
3. Refit the scratches if the repair does not affect cooperation dimension.
B. Bearing Assembly
1. Bearing should remain intact till assembly. After check-up, dip into gasoline or
coal oil to wash and dry.
2. When pressing bearing, do not let bearing ball or pole transfer external force,
slowly apply force on the outer circle of bearing.
3. Carry out the check and adjustment of bearing only after bearing bolts are
fastened.
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C. Rubber Oil Seal Assembly
1. Oil seal should be clean, no scratch on working blade and surface. Therefore,
check carefully for the working surface before putting the flange mandrel and
seat ring into the oil seal, check if there is any burr, sharp angle, sharp side
(including the assembling tools used) or any other scratch. Apply engine
lubricants on the oil seal pressure surface. At the same time, apply butter on the
working blade and surface. If it is a double blade oil seal, apply 1/2 butter on the
double blade mouth.
2. During pressing, apply force uniformly on oil seal till the end. Avoid askew or
overexert to damage oil seal. Do not use hammer or other tools to directly whack
on oil seal surface.
3. During assembly, beware of oil seal spring (drop or missing). It is better to dip oil
seal into grease for 4-8 minutes before assembly.
4. During spray-painting and gelatinizing, do not wet the oil seal surface.
D. Lining assembly
1. Metal lining for adjusting purpose and gasket surface should be smooth. Use
oiled cloth to clean it before assembly.
2. Dip the paper gasket for sealing into clean engine lubricant or gelatinize and lead
oil before assembly.
E. Screw Thread Connection
1. During assembly, beware of any drop of spring gasket, uncork pin or other
locking or stopping accessories. Replace them if damaged.
2. When using steel wire for lock up, tighten the wire according to the regulations to
guarantee the lock-stop function.
3. At the joint surface of multi bolts, except for special situation, the bolts should be
tightened in decussation (do not screw one bolt to the regulated torque at one
time).
4. Keep the screw thread clean, clean the oil and mud. Avoid massy button of nuts
with large diameter. Use file to repair if there is damage on screw thread.
______________________________________________________________________
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Chapter 3
Lubrication
Lubricating the vehicle correctly can greatly reduce the wear and tear of the parts and
vehicles frictional resistance.
Clean the lubricating parts before lubrication to avoid mixture of lubricants and dirt.
When replace assembly machine oil, wait till the vehicle to stop and the temperature of
assembly is not cooled down yet, so that all the dispose oil and dirt will be discharged.
Clean the lubricating nozzle before applying the lubricants, grease gun should be open up
and clean in the coal oil once in a while.
After lubrication, rub out the spilled lubricants on the parts to avoid deposit of dirt on the
parts.
BJZ3364 Dump Truck uses specified lubricants (refer to table 1). Table 2 provided the
recommended periods for replacement of lubricants and washing for engine and chassis.
In different mine areas, roads or working condition, please refer to this table according to
the local situation and decide the replacement period of the lubricants.
Table 1 - Dump Truck oil specifications, parts, capacity and period for washing and
replacement
#
Parts
Fuel tank
Engine
machine oil
chassis
Water tank
3
4
5
6
7
8
9
Turning
hydraulic
oil tank
Transmissi
on
Rear axle
main
reducer
Rear tyre
planetary
reducer
Lifting oil
tank
Pole type
shock
absorber
Capacity (litre)
BJZ3
361
200
BJZ3
363
200
BJZ3
364
200
17
23.7
2326
50
50
52
10
10
17
Specification
Interval
(hours)
Replacement
period
Summer:#0,#10 diesel oil

Winter: #-10. #-35 diesel oil
Whole year use 15W/40CD diesel oil
Daily
Every 1500
hours
Every 200
hours
Daily
10
Drinking water or water without

basicity
Winter: add antifreeze
Summer: #46 engineered hydraulic
oil
Winter: #32 engineered hydraulic oil
#22 synthesized gear oil
17
17
Every 100
14
14
14
Every 100
95
95
95
1.2
1.2
1.2
Summer: #46 engineered hydraulic

oil
Winter: #32 engineered hydraulic oil
Specified spindle oil
Standard: SY1206-74
Daily
Every 800
hours
Every 100
Every 400
hours
Every 100
Every 800
hours
Every 800
hours
Every 800
hours
Every 4500
hours
Every 4500
hours
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Table 2 Time table for washing and replacing filter core of filter
Part of filter
Quantity
Time table
Every 50
hours
Diesel oil
filter core
Engine
machine oil
filter core
Air filter filter
core
Primary1
Secondary1
Primary1
Socondary1
Power
turning filter
core
Lifting oil filter
web
Inner1
Outer1
Every 100
hours
Wash
Wash
Every 200
hours
Wash
Wash
Replace
Replace
Wash
Wash
Every 400
hours
Replace
Replace
Every 800
hours
Replace
outer filter
core
Replace
Replace
inner filter
core
Wash
Table 3 Lubricating location and timing

#
Location
#
points
Lubricant
specification
Fan belt
shaft
Accelerator pedal
shaft
Cab door
ream
shaft
Clutch
and
brake
pedal
shaft
Clutch
fork shaft
#3 lithium
SY1412-75
#1 or #2
calcium
sodium
SY1403-77
Same as
above
Clutch
main
detached
shaft
Steering
tie rod
and
steering
drag link
reamer
Front
transmiss
ion shaft
and
gimbal
3
4
5
6
Every
50
hours
Every
100
hours
Every
200
hours
Every
400
hours
Every
800
hours
Every
1500
hours
Same as
above
Same as
above
2
3
#2 lithium
SY1412-75
#1 or #3
calcium
sodium
SY1043-77
Same as
above
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#
Location
#
points
Lubricant
specification
Rear
transmiss
ion shaft
and
gimbal
Front
axle main
pin
Front
board
spring
front pin
Front
board
spring
rear pin
Rear
board
spring
rear pin
Push
lever
shaft pin
Front
brake
shoe
shaft pin
Front
brake
lobe pin
Rear
brake
shoe
shaft pin
Rear
brake
lobe pin
Lifting
cylinder
up down
bearing
Carriage
shaft
bearing
Front tyre
hub
bearing
Rear
tyre hub
bearing
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
Same as
above
#2 lithium
SY1412-75
#1 or #3
calcium
sodium
SY1403-77
#10 machine
oil
GB443-64
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Engine
bearing
Every
50
hours
Every
100
hours
Every
200
hours
Every
400
hours
Every
800
hours
Every
1500
hours
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#
Location
24
Steel
plate
spring
25
Front
rear
brake
room
Accumul
ator polar
stack
26
#
points
Lubricant
specification
Every
50
hours
Every
100
hours
Plumbaginous
calcium
between reeds
SY1405-65
Industrial
Vaseline
SY1607-77
Every
200
hours
Every
400
hours
Every
800
hours
Every
1500
hours
Wash
wash
Same as
above
PS: Lubrication
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Page - 32 - of 178
Figure 12 - Lubricating Location Sketch Map
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Chapter 4
Clutch
4.1 SUMMARY AND TECHNICAL DATA
4.1.1Technical Data
Type-14 inches double blade
Control mode-Mechanical feet pedal control (clearance between separating lever
and separating bearing is 3mm, peak load of separating bearing is
2667N).
Pedal freedom path - 25-34mm
Pedal force - No larger than 240N
4.2 CLUTCH FUNCTION
4.2.1Clutch Function
Clutch is a composing part of vehicle transmission system, transmission system connects
to engine through clutch. Clutchs function is to transmit and cut power to ensure:
1. When launching, connect engine and transmission system smoothly for a steady
launch.
2. When shifting gear, separate engine and transmission system completely to
reduce the impact between transmission gears.
3. When taking too much load during work, protect transmission system by skidding
clutch, avoid damage of parts due to overload.
4.3 CLUTCH STRUCTURE AND WORKING PRINCIPLE
4.3.1 Clutch Structure
This vehicle uses double blade dry friction clutch, refer to Fig 04-3-1 for its structure. It
consist of initiative platen, middle platen, driven plate with friction flake, 3 separating
levers, 15 impact springs, separating fork, orientation sleeve and separating bearing etc.
Clutchs initiative platen and middle platen are castiron, driven plate is made of steel flake
and by riveting it connects to spline firm with inner spline, also by riveting the two sides of
steel flake are symmetrically connect to powder metallurgy friction blade.
Driven plate is assembled on spline of clutch principal axis and movable along the spline.
Pressure of initiative platen is produced by 15 compressed springs around it.
Clutchs separating lever is assembled to clutch shell through ball bearing of its pivot. Its
one end connects to platen by circular pin, the other end touches the separating bearing.
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Orientation sleeve uses 4 bolts to assemble on the clutch shell.
Separating bearing cover is positioned on the sleeve and is forward/backward movable.
Figure 13 - Double Blade Dry Friction Clutch Sketch Map

1 Initiative platen
2 Middle platen
3 Driven plate assembly
4 Separating lever
5 Compressed spring
6 Flywheel
7 Clutch shell
8 Regulating nut
9 Separating bearing
10 Clutch shaft
11 Separating fork
12 Oil nozzle
13 Clutch shell
14 Vitta assembly
15 Ventilation window lid
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4.3.2 Working Principle
A. Joining Condition
When pedal is not stepped down, it is in a freedom condition. Under the effect of
compressed spring (5), platen (1) and middle platen (2) and flywheel clamp driven plate
and make clutch into a joint condition. Power of engine is transfer through platen, middle
platen, driven plate assembly and transmission shaft to transmission shaft #1.
B. Separation Condition
When pedal is stepped down, separating fork (11) moves separating sleeve through
rocker and lever, separating bearing (9) is moved forward to drive separating lever (4) and
compressed spring (5), platen (1) and middle platen (2) and driven plate assembly (3) is
moved backward, at this moment clutch is separated and cut power transfer of engine.
4.4 CLUTCH USAGE AND MAINTENANCE
1. In order to ensure clutchs performance and lifespan, do not overexert on the pedal.
2. Inject #2 hammer base grease into clutchs 5 lubricating nozzle on schedule.
Refer to Figure 14 for clutchs nozzle position.
Figure 14 - Clutch Nozzle Position Sketch Map
Please refer to table for each nozzles lubricating interval.

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Serial number
12
Lubricating position
Nozzle in the middle
below clutch shell, inject
to principle axis
Nozzle at up right
position of clutch shell,
inject into separating
bearing
Inject into 3 nozzles at
separating fork shaft
14
1
2
3
Interval
Every 50 hours
Every 100 hours
Every 200 hours
4.5 CLUTCH REGULATION AND ABRASION LIMIT

4.5.1 Clutch Regulation
A. Since clutch is often used, driven plate friction lining piece will become worn and
thin. Under the effect of compressed spring, platen and middle platen and driven
plate are moved forward, separating levers small end is moved backward, so that
to keep complete joint of clutch.
If there is no certain clearance in between separating levers small end bearing,
separating levers small end cannot move backward and will affect the complete
joint of clutch.
This will also lead to skidding. Therefore in order to ensure clutch in a normal joint
condition, certain clearance must be kept between separating levers small end
and separating bearing. This clearance is 3mm.
B. How To Adjust 3mm Clearance

1. Clutch pedal path required for eliminating 3mm clearance is called clutch pedal
freedom path. Adjust clutch pedal freedom path to ensure 3mm clearance. On
the other hand, clutch pedal freedom path is controlled by the length of the lever,
therefore, 3mm clearance is obtained by adjusting the length of clutch lever.
2. Before replacing friction flake, due to wearing and tearing of friction lining flake,
separating levers small end is moved backward. When 3mm clearance cannot
be obtained by adjusting the length of clutch lever, can adjust the nuts of
separating lever to make 3 separating levers small end in the same plane, the
difference in height (oriented at the same plane) between each other can be
+0.15
0.10
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3. When replacing new friction flake, re-adjust separating levers small end to the
same plane as flywheel, 89.7mm. Refer to Figure 13.
C. Regulation On Clutch Pedal Freedom Path
By loosening the nuts of clutch lever and changing the length of clutch lever to
adjust pedal freedom path. Its freedom path should be 25-34mm.
D. Separating bearings separating path must be 12.7mm.
4.5.2 Clutchs Abrasion Limit

1. Replace with new friction flake when friction flakes lining flake is torn till the same
level of rivet head.
2. Replace with new clutch platen when platens friction surface is burnt or torn and
its warping over 0.38mm.
3. Extent of each surface repair by abrading on clutchs middle platen cannot
exceed 0.38mm, total abrading cannot exceed 0.76mm.
4. After abrasion, the circularity of 3 copper tube on clutchs fork shaft cannot
exceed 0.5mm, otherwise replace it.
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4.6 CLUTCH BREAKDOWN ANALYSIS AND TROBLESHOOTING
Problem
Skidding of clutch
Phenomenon: when
need to speed up, its
speed does not increase
as engine turning speed
increases
Clutch separation is not

complete.
Phenomenon: noise can
be heard from gear
when step clutch pedal
to end, shift gear
Noise form clutch.

Phenomenon: abnormal
noise can be heard form
clutch
Analysis
Troubleshoot
1. Clutch spring pressure is Replace clutch spring
weakened or softened
due to oversliding or
overheating
2. Oil dirt or heavy corrosion Find out the source of dirt
on friction flake surface
and use machine oil to
wash. Or replace
3. Clutchs pedal freedom
Adjust accordingly
path is too small
4. Wear and tear of friction
Replace
flake
1. Pedal freedom path is too Adjust to 25-34m
large
2. Inconsistent height of 3
Adjust the regulating nuts on
separating lever
separating bolts to make
separating levers small end
in the same plane,
difference in level is
+0.15
0.10 mm
3. Driven plate is warp
Adjust or replace
4. Middle platen is out of
Abrading. If after abrading
shape
the dimension differs too
much, replace
5. Wear and tear in
Replace
separating shaft sleeve or
stick onto position sleeve
1. Wear and tear and
Disassemble clutch to
collision of accessories
check, replace when
due to long time use
necessary
2. Lack of grease on
Add grease
separating bearing or
separating fork shaft
3. Wear and tear of driven
If spline cooperated
plate spline and spline
clearance exceeds 0.35mm,
shaft, not working
carry out a heavy repair
normally
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Chapter 5
Transmission
5.1.1 Summary
Transmission device consists of transmission assembly, dragging system, distant control
system and gear oil pump control pump. Refer to Figure 15 for assembly of transmission
onto the vehicle. Front dragging beam assembly is connected and fastened with 6 bolts of
transmission front shell, then connected to vehicle frame through dragging system.
The rear end connects to vehicle frame by ream connection. The 3 points are all
semi-elastic connection. In order to lower the rear axle transmission shafts angle and
improve the transmission efficiency, incline the transmission assembly by 28 to the
upper plane of vehicle frame, with front end higher and rear end lower.
For easier checking and repair of transmission assembly, a middle transmission shaft
assembly is installed in between engine and transmission, at the same time change the
transmission control mode to distant lever turning handle.
Transmission assembly has two speed ratio in order to adapt for different speed
requirements, one is standard mode, the other is overdrive mode. Both have the same
structure. Switching between the two modes just requires changing of some gears and the
accessories for two modes can be used for assembly for both.
5.1.2 Technical Data
Technical data Standard mode
Overdrive mode
Model
BJC-154-100
BJC6-154-115
Max allowable 980.6 Nm
1127.7Nm
torque input
2300rpm
2300rpm
Max allowable
rotation speed 154mm
154mm
input
1005mm*390mm*550mm
1005mm*390mm*550mm
Transmission
About 324kg
About 324kg
center
distance
Outline
dimension
Transmission
weight
1
2
3
4
5
6
R
1
2
3
4
5
6
R
Each
gear
gear
Speed 7.42 4.73 3.12 2.0 1.3 1.0 6.84 6.44 4.1 2.62 4.62 4.0 0.76 5.92
Speed ratio
ratio
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Figure 15 - Transmission Device Assembly Sketch Map

1 Hexagon head bolt
2 Rear support subassembly
3 Rear shockproof subassembly
4 Rear suspension subassembly
5 I type hexagon nut
6 gear oil pump control pump
7 Transmission assemble
8 Front bracket beam assembly
9 Hexagon head bolt
11 Front support sub-assembly

13 Spring gasket
14 Small hexagon head bolt
15 Control pipe sub-assembly
16 Spring gasket
19 Spring gasket
21 Gear shifting box subassembly
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5.2 TRANSMISSION FUNCTION
A. Main Function Of Transmission
1. Change torque and rotation speed transmitted from engine to vehicle drive bridge
to satisfy vehicles traction and rotation speed for starting, accelerating and
climbing.
2. Change the rotation direction of engines power transmission to enable the vehicle
to rum reversely.
3. Enable the separation of engine and the vehicle transmission system when the
engine is still on.
4. Transmission with power take-off can output engine power.
5.3 TRANSMISSION STRUCTURE AND WORKING PRINCIPLE
5.3.1 Structure Introduction
We can see from the transmission assembly transverse section plane map Figure 16, the
transmission consists of 3 parts: drive gear, control mechanism and basic accessories.
The function of drive gear is to adjust speed ration and rotation direction and it is 3-axis:
axis 1, axis 2 and middle axis.
Control mechanism is located under transmission upper shell. It uses moving gear shifting
fork axis to control gear shifting fork and move the teeth cover on axis 2 to implement gear
shifting. Basic accessories are: shell body, front shell, rear shell and upper shell. They are
the framework of transmission and provide support to drive gear and control mechanism,
fulfill the lubrication and sealing of all accessories.
1. Drive gear consists of axis one 2, axis two 11, middle axis 29. Axis one is equipped
with detachable one uranium bevel wheel 5, in order to lubricate axis one front
shells 42308 bearing, front shell 3s inner open has oil path, axis one is equipped
with oil blocking ring 4, shell body 28s front end is equipped with oil collector 6, axis
one flange plate 1 axis is equipped with SG60x90x12 framework type rubber oil
seal. Axis twos two ends are equipped with 192314 bearing to enhance rigidity.
There is no axis-direction clearance in teeth hub, rolling neilsbed, blocking gasket
and bearing.
Each gear from driven gears connecting teeth is claw teeth. One sides obliquity is
2.5 so that it is not easy to jump gear. Axis two fifth gear teeth ring is looping type
to provide condition for changing speed ratio and gears. Axis twos reverse gear 20
is sliding rolling inner clenching. Gear speed of odograph is changeable and this is
done by changing the driven gear 25 of odograph and eccentricity stoppers angel.
Middle axis, except that 1st and 2nd gear and reverse gear are made into one body
as middle axis, the rest are all looping for easy change of gears.
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In order to enhance the rigidity of middle axis, a 92215 bearing is added to the
middle axis, with 92312 bearing installed on the two ends. To simplify power output
device, a lifting oil pump connecting axis 26 with power output meshing 27 is
installed on the rear end of middle axis.
2. Control mechanism consists of 3 parts: detaching fork gear shifting mechanism,
gear switching control mechanism and control device. The above 3 parts switch
gear through gear shifting handle and control pipe subassembly and other linkage
mechanism and moving gear shifting control axis 37 dialing gear shifting mode, so
that driven gear shifting fork will dial axis twos teeth cover to switch gear.
To prevent gear disorder and automatic gear drop, positioning spring, steel ball and
lockpin are separately installed in the middle of dial fork mechanism bracket 39s
gear shifting fork axis 8, to form a mutual lock self lock device.
A reverse gear position restriction spring 42 is installed on gear shifting control axis,
so that when gear shifting handle is at neutral gear, it will stay at 3rd and 4th gear,
and make the driver easier to choose gear according to the road condition. The
control mechanism is a connecting mechanism which enables distant gear shifting
control of transmission, it will provide the driver with handy gear shifting.
3. Basic accessories are: shell body, front shell, rear shell and upper shell. They are
fixed together by bolts and nuts with different specification. There are gaskets in
between each connecting plane, and they are sealed by leak proof glue to prevent
leakage of splashing gear lubricants from connecting plane.
Magnetic oil drain plug 31 is installed on the bottom of shell body, it will adsorb
metal powder in the oil. Dipstick screw plug 49 is installed on the side of shell body,
it is the indicator of transmission oil height.
When changing oil, the redundant gear lubricants will overflow from here. Ventilate
cap 43 is installed on transmissions upper shell. It enable contact between the
inside of shell body and atmosphere, to prevent heat produced from mechanical
transmission waste, raising of temperature of oil, gas expansion and oil leakage
from spoiling oil seal edge jaw.
Odograph output axis is installed on the side of rear shell, it can record vehicle
speed and mileage when connecting with odograph soft axis or electric sensor. Oil
pump connecting dialing fork axis arm is installed on the bottom of rear shell. It
connects with gear oil pump control pump and dumping can be fulfilled by gas
control. Then whole transmission structure is reasonable and compactable, and it
is easy to disassemble and maintain.
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Figure 16 - Standard Transmission Transverse Section

1 Axis one flange
17 1st and 2nd gears gear
2 Axis one
18 Gear rolling neilsbed
3 Transmission front shell
19 Axis two 1st gears gear
4 Oil blocking ring
20 Axis two reverse gears gear
5 Axis one gear
21 Transmission rear shell
6 Oil collector
22 Odograph driving gear
7 Transmission upper shell
23 Axis two flange
8 Gear shifting fork axis
24 Axis two flange nut
9 Gear shifting control axis dialing head
25 Odograph driven gear
th
10 Axis two 5 gears gear
26 Oil pump connecting axis
11 Axis two
27 Oil pump connecting axis mesh cover
th
28 Transmission shell body
rd
th
13 3 and 4 gear gear
29 Middle axis
14 Oil feed plug
30 Middle axis 3rd gears gear
rd
31 Oil drain plug
nd
32 Middle axis 4th gears gear
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33 Middle axis bearing cover
34 Middle axis 5th gears gear
35 Middle axis transmission gear
36 Gear shifting control axis arm
37 Gear shifting control axis
38 Gear shifting control axis seat
39 Dialing fork mechanism support
40 5th and 6th gears gear shifting fork
41 Gear sensor
42 Reverse gear limit spring
43 Ventilating cap
44 Reverse gear limit tube
45 Reverse gear bearings blocking
cover
46 Reverse gears gear
47 Reverse gears gear blocking
cover
48 Reverse gear axle
49 Oil meter plug

The working principles of transmission are mainly shown in the power output path of each
gear. Different transmission paths will satisfy different speed ratio and hence change the
torque and rotation speed for the driving wheel input. When clutch is stepped, control the
gear shifting handle; slide the gear cover of axis two forward or backward through distant
lever and control mechanism. When idling axis twos driven gear and axis twos gear are
meshed together, power is transmitted through axis one and middle axis gear to axis two
and then exported. Below is transmission path for each gear and speed ratio:
th
th
5 6 Gear Teeth Cover
rd
th
3 4 Gear Teeth Cover
st
1 2
nd
Gear Teeth Cover
Axis Two
Axis One
Axis Two Flange
Lifting Oil Pump Connecting Axis
Axis One Flange

Power Output Mess Cover
Middle Axis
Figure 17 - Transmission Neutral Gear Position

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Neutral gear position is a position when each gears teeth cover is at the middle position.
Although axis one and middle axis gears are rotating in mesh, the power cannot be export
from axis two.
When in neutral gear position, middle axis power can be transmitted to lifting oil pump
connecting axis by power output mesh cover, lifting dialing fork axis and gear oil pump
control pump, and then the lifting pump will start to work.
During the normal travel, power output mesh cover must be put in each gears position.
Below shows a teeth number of transmission gear in each gear. There are two types:
standard transmission gear teeth number, overdrive transmission gear teeth number (with
bracket).
Figure 18 - 1st Gear Position

1st gear position: axis twos 1st and 2nd gear teeth cover move backward, so that axis twos
2nd gear driven gear Z=38s joint teeth is in mesh with 1st and 2nd gear teeth hub. Power is
exported through axis two. Its transmission ratio is 43/21*38/11=7.42 (41/22*38/11=6.44).
Figure 19 - 2nd Gear Position

2nd gear position: axis twos 1st and 2nd gear teeth cover move forward, so that axis twos
2nd gear driven gear Z=33s joint teeth is in mesh with 1st and 2nd gear teeth hub. Power is
exported through axis two. Its transmission ratio is 43/20*33/15=4.73 (41/22*33/15=4.1).
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Figure 20 - 3rd Gear Position

3rd gear position: axis twos 3rd and 4th gear teeth cover move backward, so that axis twos
3rd gear driven gear Z=29 (or 28)s joint teeth is in mesh with axis two 3rd and 4th gear teeth
hub. Power is exported through axis two. Its transmission ratio is 43/20*29/20=3.12
(41/22*28/20=2.62).
Figure 21 - 4th Gear Position

4th gear position: axis twos 3rd and 4th gear teeth cover move forward, so that axis twos 4th
gear driven gear Z=28 (or 27)s joint teeth is in mesh with 3rd and 4th gear teeth hub. Power
is exported through axis two. Its transmission ratio is 43/20*28/30=2.0
(41/22*27/31=1.62).
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Figure 22 - 5th Gear Position (or 6th Gear Position)

5th gear position: axis twos 5th and 6th gear teeth cover move backward, so that axis twos
5th gear driven gear Z=23s joint teeth is in mesh with axis two 5th and 6th gear teeth hub.
Power is exported through axis two. Its transmission ratio is 43/20*23/38=1.3
(41/22*21/51=0.76) (for overdrive transmission, use 6th gear position).
Axis One and Two are joined as one body
Figure 23 - 6th Gear Position (or 5th Gear Position)

6th gear position: axis twos 5th and 6th gear teeth cover move forward, so that axis two and
axis one are joined together and power is exported through axis two. Due to the joining of
axis one and two, its speed ration is 1 (5th gear position for overdrive transmission).
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Figure 24 - Reverse Gear Position

Reverse gear position: axis twos reverse gears gear moves backward, so that axis twos
reverse gears gear Z=35 is in mesh with reverse gear Z=21, and reverse gear interpose
gear is always in mesh with middle axis 1st gears gear Z=11.
Due to addition of interpose gear, the direction of power output from axis two is in reverse
rotation. Its transmission ratio is 3/20*21/11*35/21=6.84(4/22*21/11*35/91=5.92).
From the changing of speed ratio we realize that the larger the speed ratio, the lower the
drop of engine transmission gear traction wheels rotation speed, and larger the increase
of torque.
Therefore when vehicle is climbing the slope with heavy load, the driver usually uses low
gears to increase traction of driving wheel. When traveling on the flat road, use high gears,
so that engine operates with lower rotation speed and fuel can be saved. Take note that
torque from engine is amplified through transmission, however, due to consume of
mechanical transmission, there is slight loss in power output.
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5.4 TRANSMISSION OPERATION AND LUBRICATION MAINTENANCE
5.4.1 Operation
Transmission is an important assembly in vehicle transmission system. It directly affects
the performance of vehicle. From past experiences if we want the vehicle to operate
normally, an important issue is how to correctly operate the transmission. In order to
optimize the performance of transmission, please take note of the followings:
1. Usually use 2nd gear to start. In difficulties are encountered when using 2nd gear, try
to use two feet clutch, or first use 1st gear to start, then change to 2nd gear. Use gear
by force may cause damage to control mechanism. Must not use 3rd gear to start.
2. When switching gear, follow the operational sequences. Must not jump gear
because this may cause serious clashes between teeth cover and axis two driven
gears joint teeth and lead to damage of joint teeth side surface.
3. When lifting, first put the gear shifting handle to neutral gear position, step the
clutch and after a while press the lifting electromagnetic valve button. This is to
prevent that after ventilation of lifting oil pump control pump, middle axis power is
still not cut off and power output mesh cover is not positioned on middle axis joint
teeth and this result in clashes between them.
4. If difficulty is encountered when engaging gear or noise is heard during traveling,
first check the joints of clutch and transmission control mechanism. If there is no
problem, then open the transmission upper shell and check. Must not carry on the
operation when the vehicle if faulty.
5. Regularly check the temperature of transmission, especially the temperature rise of
front and rear shell bearing. Under normal condition the highest temperature
allowed for transmission is 85 C.
5.4.2 Lubrication Maintenance
Lubrication is often ignored by people. In fact it is very important for the lifespan of
transmission. If gears and bearing which are often rotating work without lubricants, they
will be soon heated up and abraded and even burnt. To prevent this, refer to the
followings:
1. For every 100 hour travel, check transmission oil level height once. When opening
oil meter plug, if the lowest point of oil meter cannot touch the oil surface, please
open transmission shell fuel intake plug to fill in the fuel. The highest point of oil
surface is the lower edge of oil meter plug hole.
2. After that, for every 80 hours travel, change the lubricants in transmission. Release
the oil completely when it is still hot, as well as clean the iron powder on the
magnetic core.
3. When changing oil, check if there is any leakage at the oil seal edge, each joint
plane and oil plug. There should not be any leakage for lubrication maintenance.
#22 synthesized gear oil can be used both in winter and in summer.
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4. There are many steps in transmission control system and it is very often used, so
that it will easily become loosed and worn. Check regularly and often apply butter to
gear shifting subassembly, single ball universal axis subassembly, adjusting lever
subassembly rotating auxiliary position. It is better to wash them as well.
5.5 TRANSMISSION BREAKDOWN ANALYSIS AND TROUBLESHOOTING

Transmission may be broken down due to random causes. Most of time it is due to lack of
maintenance, bad product quality, quality during assembling and adjustment. Once there
is malfunction, find out the causes and solve accordingly.
A. Difficulty In Gear Engaging, Or Noise
1. Clutch is not completely separated.
2. Fork lift mutual and self lock system get stuck. Space lock pin heads shape is
distorted. Burrs in fork lift.
3. Distortion or burrs in teeth cover or gears joint teeth side surface so that
meshing is impossible.
4. Compression spring inside fork lift self lock is ruptured or distorted.
5. Supporting points of joints in control lever system becomes loose or damaged.
B. Gear Cannot Be Released After Engaging. Or Vehicle Does Not Move After
Handle Is Moved
1. After the control axis dial head is torn, when shifting gear the head is emerged
and causes failure in the conductor groove.
2. 949/22K bearing falls off and deflects control axis. Dial head cannot be
restored to its original position.
3. Gear shifting fork or conductors positioning stop screw become loose or fall off.
4. Gear shifting fork of control axiss dial head is broken.
C. Sudden Rise Of Oil Level In Transmission And Spillover Through Ventilating
Cap
1. Lifting oil pump bearing ring is off groove or broken, and leading to damage of
high pressure oil seal ring, resulting in oil entering transmission rear shell.
2. Lifting oil pump two ends bearings are not on the same center, gears in oil
pump sweep the boring and damage the high pressure oil seal ring, resulting in
oil entering transmission rear shell.
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D. Noise is heard when engaging gear or driving
1. Gear shifting fork and axis two teeth hub are not face to face and this leads to
clashes between teeth cover and joint teeth.
2. Since axis two moves in a large area, fork lift and gear shift fork are immobile,
this relatively makes teeth cover and joint teeth to move and this movement
causes the noise from clashes between joint teeth and teeth cover.
3. Adjusting bracket of axis two blocking cover front end is smashed or falls off,
causing a larger axis-direction clearance in axis two. Movement of axis two is
equivalent to shifting gear.
4. Fork lift of fork axis is deflected, or gear shifting fork is largely distorted during
use, causing gear shifting fork two support feed and axis two not vertical to each
other, resulting in deflection of following teeth cover. Noise is caused due to
impact.
5. The coordination between gear shifting fork axis and hole is too vast, when use
positioning stop screw to tighten, gear shifting fork will be deflected and leads to
deflection of teeth cover.
6. Dial fork system support tighten screw becomes loose, causing the position
changed in fork lift, and it is equivalent to the position change in gear shifting
fork.
E. Twist Off Of Transmission Lifting Dial Fork.
1. Due to improper operation when lifting, turn on the lifting electromagnetic valve
button without stepping clutch, after lifting oil pump control pump is ventilated,
middle axis power is not cut off, thus power output mesh cover cannot be
engaged on middle axis joint teeth and result in impact on joint teeth side surface.
Sometime it is mistaken that the journey of lifting oil pump control pump is not
long enough, and adjust the fork shape nut or weld a nut on adjusting control
pump, causing the journey of control pump journey too long, and twisting off the
dial fork from the root.
2. Dial fork axis and control pump are not put in their initial position when
assembling. Power output mesh cover axis-direction moving distance and
control pump journey are not matching. Dial fork axis is often tweaked.
3. Power output mesh cover is distorted during thermal treatment,
diameter-direction is deflected. It is too tight to mesh when middle axis is rotating.
The maximum force applied by control pump after ventilation is
2
P=/4d 7.5kgN/cm 9.8 (P=/44 9.87.5 920N), at this time dial fork
axis root maximum torque M=PO.075=920O.075 69 Nm, it is too large a
torque for dial fork axis root and therefore twist-off happens.
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4. Dial fork axis oil pump joint dial block is too often used and it goes out of teeth
joint cover groove. Although there is still journey after control pump ventilation,
the teeth joint cover cannot move in axis-direction and cannot lift either.
5.6 TRANSMISSIONS ASSEMBLY / DISASSEMBLY TECHNICAL REQUIREMENT
In order to maintain transmission well, assembly/disassembly technical requirements
should be mastered. Correct operation and troubleshoot are based on understanding
these requirements. Here we will introduce the specified requirements for
assembly/disassembly. This illustration will be shown with figures for a better
understanding.
5.6.1 Notes On Assembly / Disassembly

A. Specific tool must be used for assembly/disassembly of transmission, so that the
process will be easier, as well as maintain the precision of the parts.
B. Wash all the accessories with diesel oil before assembly. Keep the transmission
shell body clean. At the same time check if there is scratch or burrs on the
machining surface of accessories.
C. After transmission is disassembled, it should undergo run-in inspection before
putting into use. Items checked in run-in inspection are below:
1.Each gear run-in time
Rotation speed
Run-in time
500rpm
1400rpm
1800rpm
2300rpm
Total
8 min
16 min
11 min
7 min
42 min
Each gear run-in time distribution

1st
2nd
3rd
4th
5th
3min 3min 2min
2min 2min 2min 2min 3min
2min 3min 3min
2min 2min
5min 5min 6min 7min 8min
6th
7th
3min 2min
3min
3min
9min 2min
2. Gear shifting should be flexible. There should not be any abnormal knocking
sound during operation.
3. Temperature of each main bearing must not exceed 80 C.
4. Transmission appearance should be clean. There should not be any leakage at
each connecting plane, oil seal edge and oil plug.
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D. Due to large impact on transmission during work, when assembling fasten bolt,
tighten the bolt according to screw down moment. Bolt with lead thread lock wire
must be locked well so that it will not loose. Below is transmission fasten bolt screw
down moment and their position:
Fasten parts name and position
Axis two bearing shell fasten bolt
Specification
M14120
Screw down moment

137-167Nm
Front shell compression bolt
M1250
M1255
59Nm
Front shell & shell body combination M18100

bolt
196Nm
Shell body & rear shell combination M1030

bolt
39Nm
M1245
59Nm
Rear shell fixed lifting pump bolt
Rear upper & lower shelf and rear M1670

shell fixed bolt
Upper shell circumjacent fasten bolt
M1065
M10110
147Nm
40Nm
Upper shell fixed control axis support M825

bolt
30Nm
Dial fork support and shell body M1030

combination bolt
40Nm
Gear shifting fork positioning stop bolt M1018
30Nm
M1015
30Nm
Conductor move-up bolt
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5.6.2 Transmission Sub-assembly Assembly / Disassembly Technical
Requirements
Instructions with bracket are data for overdrive transmission. Instructions without bracket
are data for standard transmission.
+ 0.4 To 0.5mm
Output End
Input End
Figure 25 - Middle Axis Sub-assembly

-0.125
( 91.36-0.175/7 )
-0.11
( 71.08-0.210 /6 )
-0.11
( 70.95-0.175/6 )
1. Nominal common line dimension 91.5-0.210 /7

2. Nominal common line dimension 66.01-0.175/5
-0.11
-0.125
-0.11
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-0.11
-0.11
( 48.10-0.175/3 )
-0.09

-0.087

7. 92312 bearing
8. Middle axis assembly inside the shell should have 0.4-0.5 mm clearance in
axis-direction, adjust using rear shell inner adjusting gasket. It is used mainly to
solve the problem of expansion and contraction of middle axis due to thermal
expansion, prevent damage of rear shell and bearing.
9. Non-straight tolerance of middle axis here: maximum curving degree measured
should not exceed 0.15mm.
10. 92215 bearing.
11. Loose 3rd 4th 5th 6th gears gear on middle axis should not have clearance in
axis-direction. Use this adjusting gasket to adjust (must not use soft steel gasket or
copper gasket). It is done to enhance middle axis anti-bending intensity and
prevent overheat and jumping of 92215 bearing.
12. 92312 bearing.
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42208 Bearing
4 To 4.5mm
Figure 26 - Reverse Gear Axis Sub-assembly

-0.125
1. Nominal common line dimension 46.7-0.190 /3.

2. 42208 bearing.
3. No clearance is allowed for other parts on axis. Use this gasket to adjust.
4. Reverse gear bearing blocking cover is closely attached to inner circle of two
bearings to maintain 0.2-0.3 mm axis-direction clearance in reverse gears gear.
However, no clearance is allowed in other parts on axis. This is done so to prevent
friction between bearing bead side surface and rolling path, reduce heat produced.
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To
Not < 1.7
To
To
Output End
Input End
Figure 27 - Axis Two Sub-assembly

1. 9349/47K bearing
2. 92314 bearing
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3. Rolling needle rings each side is installed with 43 6.18 rolling needles. Must not
be less than that, or else rolling needle will be slanted and cannot rotate, heat will
be produced. Each group of rolling needles diameter tolerance is 0.005 so that the
difference between diameters is small enough for self rotation.
4. Joint teeths side face meshing clearance should be less than 0.6 mm and when
teeth width abrasion length exceed 20% of whole length, replace it.
5. Each gear rolling needle ring nominal diameter is77.8-0.012
-0.032
6. 9242/100 rolling needle bearing.
7. 9243/100 rolling needle bearing.
8. 192314 bearings axis-direction windage should not exceed 0.22mm. If exceeding
too much, axis two will jump in axis-direction.
9. Axis two loose teeth hub and rolling neilsbed should not have axis-direction
clearance, but leave 0.1-0.2mm clearance in front of blocking cover, use gasket to
adjust. The existence of this clearance is to prevent heating of bearing if 192314
bearing axis-direction clearance is gone. Take note: when axis two flange nut is
compressed, axis-direction thrust produced is transmitted to axis two itself through
half circle collar, and this has nothing to do with the 0.1-0.2mm clearance in front of
blocking cover.
10. M481.5 flange nut tighten torque is 392-785Nm.
11. Gasket slice used for adjusting axis-direction clearance (must not use soft steel
gasket or copper gasket instead) to prevent crush or distortion during power
transmission.
12. Axis two assembly should not move around inside body shell, use rear shell
stopping jaw inner adjusting gasket slice to adjust. It is better to have 0.05mm
surplus when two sides stick together. If axis two moves around too much, I will
crack rear shell and cause oil leakage and clashes between teeth cover and each
gears joint teeth side surfaces. Axis tow bearing covers bolt will become loose and
axis two will start jumping.
-0.142

14. Each gears gear nominal aperture 90+0.35
-0.142

-0.125

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-0.11
(65.55-0.175/1)
-0.11
(55.89-0.175/4)
-0.09
(32.3-0.148/3)

-0.11
-0.11
-0.09
20. Clean the burrs and dirt on joint plane when closing bearing shell. Take note that
the matching parts are not interchangeable.
21. When assembling axis two and bearing cover, control the distance between axis
twos front end and shell bodys power input end to be 79.12-81.33. With 392-785
Nm torque, tighten the flange nuts and release two M142 bolts, so that the strain
pull produced on bearing cover can be eliminated. Then with 137-167 Nm torque
uniformly tighten the bolt and then lock onto bearing cover with3 lead wire to
prevent looseness and jumping of bearing cover, which will lead to smash of shell
body, bearing cover, dial fork frame support and gear shifting fork.
+0.01
22. Shell body nominal aperture150-0.03
Figure 28 - Axis Two Sub-assembly C-C Section
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To
Not < 1.7

To
Figure 29 - Axis One Sub-assembly

1. SG60x90x12 framework type oil seal. Replace the oil seal for every
assembly/disassembly.
2. 42308 bearing.
3. Axis one assembly should not move around inside the front shell, adjust using front
shell stopping jaw. 0.05mm surplus is best when two planes stick together. If axis
one moves around too much it will crack the front shell and cause oil leakage.
-0.09

-0.09
50.13-0.148/4
5. Minimum distance between axis one joint teeth end surface and axis two 5th gear
teeth hub end surface is 1.7mm.
6. 92314 bearing.
7. Oil blocking ring is installed inside front end to raise oil level and lubricate 42308
bearing.
8. M33x15 axis one flange lock nut tighten torque is 343 Nm, then tighten spherical
cylindrical bolt.
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Figure 30 - Rear Shell Sub-assembly

1. Odograph gear central distance is adjustable and it is adjusted by left-right
off-center plug. Its speed ratio range is adjustable. For this vehicle the speed ratio
is 1:3.3.
2. SG85x110x12 framework type oil seal. Replace the oil seal for every
assembly/disassembly.
3. 208 bearing.
4. The direction of oil pump joint axis mesh cover must not be mistaken, otherwise
because L journey is guaranteed; dial fork axis will rupture due to tweaking of root
part.
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A-A Section
Figure 31 - Gear Shifting System Sub-assembly

1. 5th and 6th gears gear shifting fork will determine the position of axis two 5th and 6th
gear teeth cover. Use movable dial fork system support to adjust 5th and 6th gear
teeth cover to make it the same distance with adjacent two gear joint teeth end
surface. Fasten the bolts on dial fork system support girder. The other gears teeth
covers should have the same distance with adjacent two gear joint teeth end
surface, they are adjusted by each gears gear shifting fork positioning stop bolt.
Here must use positioning stop bolt to adjust, otherwise there may be clashes
between teeth cover and adjacent two gear joint teeth.
2. Gear shifting fork axis camber must not exceed 0.1mm.
3. There should not be any looseness between gear shifting fork and fork axis,
otherwise when top bolt is screwed down, gear shifting fork will be deflected, and
fork root will be abraded. If damage is too serious it will affect teeth covers
movement and gear engaging.
4. Gear shifting fork end surfaces abrasion should not exceed 1mm.
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5. Groove which consists of 1st 2nd 3rd 4th gear conductor, reverse gear conductor and
5th 6th gear is required to have its inner edge uniformly aligned, aperture between
each other must be kept at 2;3;2mm. Its tolerance should not be larger than 0.5mm;
else the control axis dial head can be mounted in between when choosing gear.
6. Take note of 3rd 4th gear conductors stop bolts. When they are tightened, they must
not touch 5th 6th gears gear shifting fork.
7. Coordination clearance between steel ball and socket inner lock pin is usually
around 0.12-0.24. This clearance must not exceed 0.48mm after abrasion.
8. 9 steel ball and space lock pin installed in the middle of dial fork system support
and gear shifting axis are required to be flexible, otherwise gear shifting is
impossible (must not use welding rod or lead wire to replace the space lock pin).
9. During maintenance, check if there is abrasion or distortion of gear shifting fork axis.
Take note that when repairing, do not deepen ball socket, just rasp the rim.
10. Stop bolt of each gear shifting fork and conductor must not become loose when
screw in, and anti-looseness device must be well installed to prevent unlocking and
dropping.
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Figure 32 - Upper Shell Sub-assembly

1. Ventilating cap must not be jammed; otherwise there will be leakage on oil seal
edge.
2. Make sure that the distance between 949/22k bearing end surface and gasket slice
end surface is 15mm, otherwise bearing will be scratched when gear shifting
control axis moves.
3. 949/22k bearing.
4. Gear shifting control axis dial head should coincide with gear shifting control axis
arm center line so that the forward and backward moving distances of gear shifting
handle are the same and it will not touch drivers seat.
5. 949/22k bearing.
6. Please refer to the name plate speed ratio to identify to type of transmission
(standard or overdrive).
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Furcation Nut
Figure 33 - Control Pump Sub-assembly

1. Under normal condition this nut should be tightened to root of wire knot to
guarantee 29mm journey. Due to vibration and inner spring pressure effect,
unlocking may occur and 29mm journey will be changed. It will in turn leads to oil
pump connecting dial blocks abrasion and running out of mesh cover groove.
2. After inflation of control pump, mesh cover cannot be mounted on it. Do not adjust
by changing the length of furcation nut because it does not change 29mm journey,
instead it will only causes dial blocks abrasion.
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Control Pump
Assembly
Dial Fork Axis Arm
Dial Fork Axis
Dial Block
Mesh Cover
Figure 34 - Lifting Pump Control Mechanism

1. Initial position is required when dial fork axis, dial fork axis arm and control pump
are assembled together, such that the clearance between dial block and mesh
covers each edge of two sides is 0.25mm, otherwise due to the spring effect in the
control pump, dial block will touch one side and cause abrasion. There will even be
noise if the situation is very serious.
2. Micro regulation can be implemented for furcation nut so that the initial position
requirement can be fulfilled.
3. 208 bearing.
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Chapter 6
Transmission Shaft
6.1.1 Technical Data
6.1.1.1 Middle Transmission Shaft Belt Gimbal Assembly
Sustain working torque
Spline specification
Gimbal cross axis assembly dimension
Installation dimension
Maximum stretching length
Maximum shortening length
- 1020Nm
- 10-50386
- 5O135
- 447.7mm
- 20.5mm
- 20.5mm
6.1.1.2 Rear Axis Transmission Shaft Belt Gimbal Assembly

Sustain working torque
Spline specification
Gimbal cross axis assembly dimension
Installation dimension
Maximum stretching length
Maximum shortening length
- 6570Nm
- 16-60745
- 8910
- 1046mm
- +43mm
- -55mm
6.2 TRANSMISSION SHAFT FUNCTION

The function of transmission shaft is to connect parts with non-homocentric and transmit
power. Usually the connection between each part is not on the same straight line; instead
it changes position accordingly during operation.
Transmission shaft is to transmit torque, meanwhile it solves the problem of each joint part
not homocentric and the distance between them is constantly changing. Hence, it is
necessary to make transmission shaft flexible. When relative contraposition happens
between two parts (engine and transmission or transmission and rear axis), they can still
rotate.
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6.3 TRANSMISSION SHAFT STRUCTURE AND WORKING PRINCIPLE
6.3.1 Middle Transmission Shaft Belt Gimbal Assembly
Middle transmission shaft belt gimbal assembly consists of middle transmission shaft tube
fork assembly, gimbal projecting edge fork and gimbal cross axis belt bearing assembly.
Refer to Figure 35 for its configuration. It connects clutch and transmission and axis angle
is 2.09
Figure 35 - Middle Transmission Shaft

1 Middle transmission shaft
2 Middle transmission shaft tube fork assembly
3 Middle transmission shaft gimbal protruding edge fork
4 Gimbal cross axis belt bearing assembly
5 Gimbal bearing cover board
6 Gimbal bearing cover board bolt lock
7 Hexagonal head bolt
8 Gimbal tube fork oil seal gasket ring
9 Gimbal tube fork oil seal
11 Balance slice
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6.3.2 Rear Axis Transmission Shaft Belt Gimbal Assembly
Refer to Figure 36 for its configuration. It connects transmission and rear axis. Its axis
angle is 3.07 .
Figure 36 - Rear Axis Transmission

1 Rear axis transmission shaft
2 Rear axis transmission shaft tube fork assembly
3 Rear axis transmission shaft gimbal protruding edge
4 Gimbal cross axis belt bearing assembly
5 Gimbal bearing cover board
6 Gimbal bearing cover board bolt lock
7 Hexagonal head bolt
8 Gimbal tube fork oil seal gasket ring
10 Gimbal tube fork oil seal cover
11 Balance slice
This vehicle is assembled with two gimbals in series. When assembling, make the 1st
gimbals driven fork and the 2nd gimbals driving fork on the same plane, meanwhile make
2 gimbals joint axis angle same, so that output axis rotation speed is equal to input axis
rotation speed, as shown in Figure 37.
Figure 37 - Transmission Principle

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6.4 TRANSMISSION SHAFT ASSEMBLY AND OPERATION
In order to ensure normal working of transmission shaft and lengthen its lifespan, take
notes of the following points during assembly:
A. In order to ensure that transmission shaft inputs rotation speed is the same as
output rotation speed, transmissions two ends gimbal forks should be on the same
plane, meanwhile in order to maintain the accurate dynamic balance of
transmission shaft, tube fork and splines axis are marked by arrow, when
assembling must aim at the arrow.
B. Causes of breakdown of transmission shaft dynamic balance:
1. Axis tube curving rolling needle bearing cover becomes loose or
transmissions two ends gimbal forks are not on the same plane. Must repair
it, otherwise it will shake vigorously, affect the whole transmission system
and damage accelerating parts.
2. Balance slice falls off during operation due to loose welding of balance slice.
C. Middle transmission shaft tube fork should be installed on the side of clutch. Rear
transmission shaft tube fork should be installed on the side of transmission. This is
to ensure that the tube fork jaw inclines downwards to prevent water or dust from
coming in.
6.5 TRANSMISSION SHAFT MAINTENANCE
6.5.1Lubrication
Serial
number
1
2
3
Lubrication location
Interval
Middle transmission shaft tube fork oil injector

Rear axis transmission shaft tube fork oil
injector
Gimbal cross axis oil injector
Every 50 hours
Note: do not
add too much
butter
6.5.2 Check-up
After the first 50 hours, check if joint flanges fixed bolt is loose for every 400 hours.
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6.6 TRANSMISSION SHAFT BREAKDOWN ANALYSIS AND TROUBLESHOOTING
Malfunctions
Joint plane abrased
Causes
Loose bolts, surface phase
movement
Transformation of
transmission shaft tube
Occasional external causes

or irregular movement of
transmission system
1. Transmission shaft loses
balance
2. Bad lubrication on
bearing, oil injector
jammed
3. Clearance between
bearing two end surface
does not meet
requirement. Too tight,
heat produced when
rotating and abrasion of
rolling needle and bearing
Oil seal is not tight enough
and water with impurities
comes in or lack of
lubrication grease
1. Abrasion of bearing or
crack of rolling needle
2. Clearance between spline
axis and tube fork is too
large
3. Parts lose balance
Cross axis and bearing

abrasion
Gimbal cover fork gets

stuck
Transmission shaft
vibration is too noisy
Troubleshoot
Wipe clean using sand paper
and repair the joint surface
using file, restore it and tighten
the bolt.
Find the balance or replace
the tube
Find the balance
Replace oil injector or clean
the jam
Clearance should be
0.015-0.14mm as required
Oxidation of spline groove.

Replace oil seal, filing with
sand paper
Replace bearing
Replace the abrading parts
Find the balance
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Chapter 7
Rear Axis
Rear axis consists of:
A. Rear axis casing belt half bearing tube assembly
B. Rear axis main reducer assembly
C. Rear axis differential assembly
D. Rear wheel planetary reducer assembly
Refer to Figure 38 for configuration.
Figure 38 - Rear Axis Configuration

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1. Rear axis main reducer is level two transmission. Level one is arc spiral cone gear
with transmission ratio 1.38. Level two is cylindrical bevel wheel with transmission
ration 3. Main reducers total transmission ratio is 4.14.
2. Rear axis differential is straight teeth cone gear with 4 planetary gears. Planetary
gear and half axis gears stop working surface must be installed with wearable
gasket slice. Cross axis is separating type.
3. Rear wheel planetary reducer is straight teeth planetary gear transmission device.
It is installed inside wheel hub. Planetary system gears transmission ratio is 3.33.
4. Half axis is fully floating type. Two ends are separately connected to half axis gear
and sun gear using involute spline.
5. Rear axis shell is steel casting. Axis shell two ends are located using stop jaw, half
axis tube is installed into axis shell stop jaw and fastened using bolts. Rear axis
total transmission ratio is 4.143.33=13.78.
7.2 FUNCTION
Rear axis is the last assembly in vehicle transmission system. Its basic function is to
transmit the input power from transmission to rear axis. The power from transmission into
rear axis is first transmitted to main reducer, by main reducer the torque is magnified,
meanwhile rotation speed is reduced relatively.
The rotation axis line is changed by 90. Power is distributed to left and right half axis
through differential, then to the planetary reducer inside the wheel. When power passes
through rear wheel planetary reducer, its torque is again magnified, meanwhile the
rotation speed is again reduced relatively.
Power is transmitted to left and right wheel through wheel hub. On the other hand, rear
axis has to bear with the weight of rear parts of vehicle. When vehicle is not running on
smooth road or when the vehicle is turning, left and right wheel can rotate with different
rotation speed. Meanwhile driving power and counterforce is transmitted to vehicle frame
through torque.
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7.3 REAR AXIS ASSEMBLY AND REGULATION
7.3.1 Main Reducer Assembly And Regulation
Main reducer configuration. As shown in Figure 39.
Figure 39 - Main Reducer Configuration

1. Cone driving and driven gears installed in main reducer are pre-matched and
pre-labeled, they are not separately exchangeable. In order to adjust cone driving
gear bearing shells 7618 and 7614 two bearings elasticity so that the two bearings
can bear with the load together, a proper adjusting gasket slice installed in front
bearing inner ring and cone driving gear protruding shoulder end surface should be
chosen.
Firstly measure the dimension A according to Figure 40, dimension B from Figure
41 and dimension C from Figure 42, then refer to Figure 43, follow the equation
X=A-B-C to get the adjusting gasket slices thickness.
The thinnest gasket slice has thickness 0.05, so after calculating the axis-direction
allowable clearance should be less than 0.05. Gasket slices thickness can be 0.05,
0.10, 0.30 and 0.50. Fasten the groove nuts with joint axis and 686-883 Nm torque.
Compaction force should not be transmitted to bearing beads.
Cone driving gear should be agile and rotation torque should not bigger than 7 Nm
(oil seal friction torque is not counted and no axis-direction jump when manually
pushing).
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Figure 40
Figure 41
Figure 42
Figure 43 - Cone Driving Gear Bearing Shell Assembly

2. After the adjustment of cone driving gear bearing shell assembly is finished, in
order to satisfy the requirement for clearance of cone driving and driven gear
contacting area and teeth side, when installing cone driven gear and driving
cylindrical bevel wheel into main reducer shell, no axis-direction clearance is
allowed in between the two. Refer to Figure 39.
Axis two ends 7613 and 7618 bearings elasticity is decided by choosing
appropriate adjusting gasket slice thickness from two groups, and separately
installed into reducer outer shells left and right cover.
Inside each group there should be at least one slice with thickness 0.05 and 0.1mm,
the rest should follow the requirements. Usually first align with cone driving and
driven gear back cone surface, i.e. the cone distance joints of two cone gears
coincide at a point, then adjust accordingly.
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After the adjustment of the bearing, when singly rotating cone driven gear, the
rotation torque should not be larger than 7 Nm. When measuring power torque,
bearing should be lubricated, and measure only after gear rotates continuously in
one direction no less than 5 rounds.
3. Adjustment of cone driving and driven gear contacting area and teeth sides
clearance. Apply a layer of red lead oil on cone driven gears teeth surface, and
rotate when no load in two directions.
Greason type: required to control the driven gear convexity contacting print within
the teeth central area (lean to small end), with distance 2-7 mm to small end.
Contacting area dimension is usually 1/2-5/8 of teeth height and teeth length.
Non-working surface should be controlled within teeths central area. Cone driven
gears correct contacting situation is shown in Figure 44.
Teeth side clearance adjustment

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2 - 7mm
0.8 ~ 1.6mm
Figure 44 - Cone Driven Gear Contact

Fig A: contacting area condition of adjustment of driven cone gear during assembly.
Fig B: contacting area changing condition of driven cone gear under load condition.
Cone driving and driven gear mesh teeth side clearance is 0.25-0.35mm. This is under the
consideration of oil saving and prevention of dead bite of mesh gear when thermal
expansion.
It is required to measure 3-4 different positions within one week. When incorrect
contracting area and teeth side clearance are found during installation of driving and
driven cone gear, adjust according to the methods shown in Figure 44. (Figure 44 shows
driven large gear contacting surface).
Adjusting formula: larger follow in, small follow out, head main in, root main out.
Driving cone gears front and rear direction adjustment is done by adjusting gasket slice
on cone driving gear bearing shell assembly and main reducer shell contacting stop jaw
circle.
Driven cone gears left and right adjustment is done by two groups of gasket slices on
main reducer shell left and right shell (inside and below). Under normal situation: the
gasket reduced from one side is just the gasket added on the other side. Do not add or
reduce gasket slices so that the axis-direction clearances of two end bearings remain
constant.
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7.3.2 Differential Assembly And Adjustment
Differentials configuration is shown in Figure 45.
Figure 45 - Differential configuration

1 Hexagonal groove nut
2 Uncork pin
3 Hole bolt
4 7521 cone roller bearing
5 Adjusting nut
6 Cylindrical pin
7 Rear axis differential shell

8 Planetary gear gasket slice
9 Half axis gear and planetary gear
10 Half axis gear gasket slice
11 Cross axis
12 Driven cylindrical bevel wheel
Differential is a simple symmetrical straight teeth cone type. It consists of half axis gear,
planetary gear, cross axis, differential shell and gasket slice. Cross axis is separating type.
There is a spline hole in the middle of half axis gear, and it is connected to half axis
involute spline respectively.
When vehicle is running on a smooth and straight road, the resistance on the two wheel
are almost the same, and the rotation speeds are the same, differential inner planetary
gear and half axis gear are rotated by differential shell led by driven cylindrical bevel wheel,
and so drive the vehicle.
When vehicle is turning, resistances on inner and outer wheels are different, and the paths
they go through are with different distances. Two half axis gear produce relative rotation
speed difference though planetary gears rotation to complete the speed difference effect
when turning.
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1. When assembling and adjusting differential, assemble the rear axis differential
shell according to the labels and assemble in pairs. Do not change them at will. In
order to ensure the correct installation distance of gear and correct mesh and teeth
side clearance to be 0.2-0.4mm, it is required to label and choose in groups: half
axis gear (two); half axis gear gasket slice (two); planetary gear (four); planetary
gear gasket slice (four), as one group.
Outer gasket slice has one plane with oil groove for better lubrication. When
assembling differential shell, it is required to match the correct label and the relative
position should not be changed. When it is fastened with cylindrical driven bevel
wheel, be ware of tighten torque of hexagonal groove nut to be 137-167 Nm, and
with uncork pin. Hence due to the large transmission power, here is easily to
become loose. Make sure that the differential shell two end axis path 7521 bearing
should be on the same axis as cylindrical driven bevel wheel mesh node circle.
Maximum concentricity tolerance is 0.05mm. In order to take care of the different
axial, when two half axis are assembled, a 0.42-0.5mm axis direction clearance is
designed when half axis gear axis diameter matches the differential shell hole
diameter, so that half axis can automatically float and find the aixiality, and
guarantee the agile rotation and easy differential. Differential assembly should be
able to turn easily manually. The turning should not be tight or get stuck.
2. When differential assembly is installed into main reducer, use adjusting differential
bearings adjusting nut to adjust driven cylindrical bevel wheels teeth and driving
cylindrical bevel gears teeth so that their locations can align. Refer to Figure 46
below.
Figure 46 - Cylindrical Bevel Wheel Teeth Alignment

When the above locations are adjusted properly, lock the adjusting nut tight and
fasten the nut using stop wrench.
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7.3.3 Rear Wheel Planetary Reducers Assembly And Adjustment
Rear wheel planetary reducer is straight teeth planetary gear transmission device and is
installed inside the wheel hub. Refer to Figure 38. Sun gear is fastened on the half axis by
spline which meshes with 4 planetary gears. Inner gear is fastened on half axis tube by
connecting inner gear shell. Planetary gear seat is fastened on rear wheel hub using
double head bolt. When sun gear rotates, planetary rotates immediately around sun gear.
Planetary gears rotation again will lead to the rotation of planetary gear seat through
planetary gear axis. The rotation of planetary gear seat is just the rotation of wheel.
1. Rear wheel planetary reducers inner gear is fastened on half axis tube through
inner gear shell and four C1650 flat key.
2. Four C1650 flat keys inlayed on half axis tube and inner gear shell inner hole key
groove should have tight conjugation and should not have looseness, otherwise
force is not evenly distributed when transmitting power.
3. When assembling rear wheel planetary reducer inner gear, check the radial runout
tolerance of inner gear, usually it should not exceed 0.22mm. If inner gear radial
runout is too much, it will affect four planetary gears power distribution, causing
early stage damage of planetary roller needle.
4. The adjustment of clearance between half axis stop push bolt and half axis end
surface: screw down half axis stop push bolt and make it touch half axis end
surface till cannot screw down further, then withdraw the half axis stop push bolt by
one buckle, and tighten using nut. The axis direction clearance between half axis
end surface and half axis stop push bolt is 1.5mm.
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7.4 REAR AXIS BREAKDOWN ANALYSIS AND TROUBLESHOOTING
Malfunction
Constant noise
Causes
1. Abrasion of bearing
2. Bad lubrication
Discontinuous noise
Periodic noise
When accelerating or
decelerating
silvery
knock can be heard
3. Abrasion of gear teeth

4. Driving and driven gear
mesh position and
clearance not suitable
1. Wheel bearing clearance
too large
2. Improper cylindrical gear
installation
3. Cone gear bearing
clearance too large
4. Wheel imbalance or
improper assembly
1. Differential gets stuck
2. Abrasion of planetary gear
and half axis gear teeth
3. Differential parts
coordinating clearance too
large
1. Improper adjustment of rear
wheel planetary reducer
2. Coordinating clearance too
large
Troubleshoot
1. Check or replace
bearing
2. Check oil level make
sure it is sufficient
3. Replace worn gear
4. Re-adjust
1. Re-adjust
2. Check and adjust or
replace
3. Re-adjust
4. Install correctly so it
is parallel
1. Check or replace
2. Change abraded
gears
3. Re-adjust
1. Check or replace
2. Re-adjust
7.5 REAR AXIS MAINTENANCE

1. After run-in period, replace the lubricants for every 800 hours travel. Oil brand is
#22 synthesize gear oil. When replacing lubricants, oil should be discharged when
it is still hot, and clean the scrap iron on permanent magnet of oil discharge plug.
After new vehicles run-in, when replacing oil for the first time, dilute machine oil
should be added in after deposed oil is discharged (better use #5 high speed
machine oil SYB1101-62), the amount added in should be about 2/3 of main
reducers capacity. Lift up rear wheels, start the engine and run for about 5 minutes,
discharge the cleaning machine oil, and then add in #22 synthesize gear oil.
2. Check the volume of lubricants for every 100 hours travel.
3. When adding oil, use oil level indicator to control the oil level of main reducer. When
adding oil for wheel hub, open the screw plug 5. Add oil till it overflows.
4. Check the tightness of bolt regularly.
5. Wash and replace oil for wheel hub bearing for every 40 hours travel. If there is oil
leakage, first check oil seal. If oil seal is fine, then check if ventilating cap is stuck.
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Chapter 8
Front Axle
Front axis mainly consists of front axis, knuckle seat, knuckle pin, knuckle axis, turning
straight puller and turning transverse puller. Refer to Figure 47 for the configuration.
Front axis is sub-welding parts of two front axis head 18 and front axis tube 1. Knuckle
seat 9 is in connection with knuckle axis 10 by bolts. Knuckle pin 7 is locked tightly on front
axis head by knuckle pin cork 8.
Rolling needle bearing 6534911K is installed on knuckle pin upper end, rolling needle on
lower end. Knuckle pin 7 is connected to knuckle seat 9 by bearing 6534912K and rolling
column stop push bearing 649912 through rolling needle bearing. 7517 and 7520 single
row cone roller bearings are installed on each side of wheel hub and knuckle axis.
Turning straight and transverse puller assembly is separately connected to turning straight
puller arm 5 and knuckle arm 17 through ball pin.
Front wheel alignment:
1. Knuckle pin inner inclination 730. Configuration is guaranteed and cannot be
adjusted.
2. Knuckle pin back inclination 0. Position is guaranteed by steel board spring
installation and cannot be adjusted.
3. Front wheel extroversion 0 , structure must be guaranteed and cannot be adjusted.
4. Front wheel toe 1-3mm, can be adjusted by turning transverse puller.
8.2 FUNCTION
Front assembly is a driven bridge and fixed on vehicle shelf through front suspension.
Wheels are installed on two sides. The function of front axis is to endure part of load from
front part of vehicle and transmit forces between vehicle frame and each direction of
wheels, meanwhile control turning straight puller assembly through turning system, so it
will move forward and backward and swing of turning straight puller can be fulfilled, front
wheel is turned so that the turning of vehicle is done. On the other hand, front wheel
alignment angle can ensure vehicle travel in a steady and straight manner.
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8.3 FRONT AXLE ASSEMBLY AND REGULATION
A. The axis-direction clearance between knuckle seat and front axis head is adjusted by
knuckle upper gasket slice 16, the maximum clearance is 0.2mm.
B. Adjustment of front wheel toe:
1. Adjust the wheel toe when there is no load.
2. Vehicle should be parked on flat road and positioned as if it travels in a straight
line.
3. Wheel pressure is 650 kpa.
4. Use a ruler with scales to contact the front wheel outer rim, the contact point is in
front of wheel rim and on the horizontal central line. Mark with chalk.
5. Put the ruler on the back of wheel, lift up front axis, rotate the left and right wheel
to the same direction by 180 . Make the chalk marker at the same height as
wheel in front and lower down the wheel.
6. The length measured at the back of wheel minuses the length measured in front
of wheel and we get front wheel toe. It should be 1-3mm.
7. If requirements are not met, adjust the transverse pullers length.
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Figure 47 - Front Wheel Configuration

1 Front axis tube
11 Brake firm
2 Turning transverse puller assembly
12 Wheel
3 Front axis spring support
13 Front wheel hub
4 Turning straight puller assembly
14 Knuckle axis lock tight nut
5 Turning straight puller arm
15 Front wheel hub cover
6 Brake bracket
16 Knuckle upper gasket slice
7 Knuckle pin
17 Knuckle arm
8 Knuckle lock bolt
18 Front axis head
9 Knuckle seat
19 Front thrust pole pin axis cover
10 Knuckle axis
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8.4 FRONT AXLE BREAKDOWN ANALYSIS AND TROUBLESHOOTING
Malfunction
Swing of front wheel
Heavy turning
Deflection during
driving
Swaying sideways
Causes
Troubleshoot
1.Abrasion of knuckle pin stop
1. Replace wearing
push bearing
parts
2.Abrasion of turning puller ball
2. Replace wearing
bowl
parts
3.Bad adjustment of wheel bearing
3. Re-adjust
4.Front wheel toe changes
4. Re-adjust and
5.Looseness of joints between
fasten well
turning droop arm and turning
5. Re-tighten,
puller
eliminate clearance
6.Looseness of turning parts
6. Check and tighten
1. Wrong installation of turning
1. Re-adjust
machine sliding valve in piston
2. Stuck and lag in steering wheel
2. Check and
thread bar
eliminate the stuck
and lag
3. One front wheel brake does not
3. Repair parts which
restore its position
do not restore
position
4. Unequal tightness of two front
4. Re-adjust bearings
wheel bearings
5. Pressure difference too large
5. Increase pressure
between two wheel
according the
requirements
1. Too much abrasion of wheel
1. Replace the tyre
2. Lag in brake of one wheel
2. Eliminate the
lagging part
3. Insufficient pressure of one tyre
3. Increase pressure
according to
requirements
4. One tyres bearing too tight
4. Re-adjust bearing
clearance
1. Front axis not straight
1. Rectify front axis
2. Unequal pressure in tyres
2. Make pressure
equal
3. Unequal abrasion of tyres
3. Replace tyres
4. Too large clearance between
4. Re-adjust
wheel bearings
5. Looseness in steel board
5. Fasten steel board
spring bolt
bolt
6. Shock absorber not working
6. Check and replace
shock absorber
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8.5 FRONT AXLE MAINTENANCE
A. Often check the clearance between knuckle seat and front axis head. If the
clearance if larger than 0.2mm, adjust till it is within 0.1mm.
B. Often check the ball pin of transverse and straight puller, it should be turned
arduously by manual and no lag. Take note that it must not be too loose.
C. After run-in and 400 hours travel, wash the wheel hub bearing and replace new #2
lithium base lubricating grease. Apply the lubricating grease periodically onto the
grease jaw.
D. After 400 hours travel, must re-tighten all the joint parts.
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Chapter 9
Steering System
Droop arm angle

# circles of steering wheel
# circles of steering wheel after adjustment
Steering machine transmission ratio
When traveling on a straight line
Maximum output torque of steering arm
: 90
: 5.82
: 4.875
: 23.27
: 9635Nm (14Mpa)
9.1.1Steering System Summary

During traveling, vehicle needs to change its direction very often. Steering is done by
deflecting some certain angle of steering wheel (front wheel) on the ground. Steering
system is controlled by the driver. It is a system which makes steering wheel (front wheel)
deflects.
This vehicle has hydraulic pressure power assistance, so that labor intensity of driver is
greatly reduced and maneuverability of vehicle is greatly enhanced. When using power
steering, the push of front wheel steering mainly depends on hydraulic pressure. The
whole steering procedure (including steering direction and steering angle) much obey the
drivers operation. This power steering can satisfy the following requirements:
1. When it is not steering, it can automatically keep the front wheel in the middle position
and maintain the straight line travel of vehicle.
2. When steering, front wheel steering angle should be proportional to steering wheels
steering angle, the direction should be consistent as steering wheel.
3. Steering should be sensitive, short period of time for action lag, maximum steering
angle should be done within 2-3 seconds (equivalent to turning the steering wheel for
2-3 rounds).
4. Light and handy steering, but also have the road feeling. When driver controls the
vehicle to do steering, he should depend not only on the eyesight, but also the
condition of road resistance so that it will react to the steering wheel. Make sure that
the driver has a feel of the road inside his mind.
5. Prevent reverse impact. During the travel if front wheel clashes with barriers, the
impact transmitted to steering wheel should be as small as possible.
6. Ensure that the control valve can be automatically back to its right position and
prevent wheels from vibrating.
7. Good following actions.
8. Safe and reliable. When power steering is not functioning, steering can also be done
by manpower through mechanical system.
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9.1.2Steering Structure
Steering device consists of following parts (shown in Figure 48): power steering device,
steering oil pump, steering oilcan and steering oil pipe. Power steering device is the
executing component for steering system hydraulic power assistance.
Steering oil pump and engine are connected to be the systems hydraulic power source.
Steering oilcan can be used to store, cool down, filter and renew oil. Engine drives
steering oil pump directly, it sucks the oil from oil tank through oil suck pipe, and pump the
pressured oil to steering machine through high pressure oil pipe. The low pressure oil
coming out from the steering machine oil returning jaw will go back to oil tank through oil
returning pipe.
Steering Oil Can
Oil Return Pipe
Oil Input High Pressure

Pipe
Oil Pressure Pipe
Steering
Steering Pump
Figure 48 - Steering
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9.2 WORKING PRINCIPLE
9.2.1 Middle Position
When vehicle is traveling on a straight line (steering wheel is still), hydraulic oil from oil
pump enters the oil enter gate and passed through the pre-opening clearance of steering
valve. Because at the moment the steering valve is still, steering devices two working
cavities will have the same oil pressure and no assistant power will be produced.
Hydraulic oil goes back to oil tank through oil returns gate.
9.2.2 Steering Process
When turning the steering plate, the pre-opening clearance between valve core and
steering screw is changed, so that oil pressure difference corresponding to steering
resistance is produced between two working cavities. This oil pressure difference
functions on steering nut (piston) and pushes steering nut (piston) to overcome steering
resistance and results in displacement, and brings along the arm axis to achieve power
assistance steering.
9.2.3 Position Return Process
When steering is done, force on steering plate disappears. Under the effect of power
steering device inner tweak pole and front wheel auto-return position torque, the oil
pressure difference between steering devices two working oil cavity is eliminated. Wheel
will be then on the straight line travel position till it goes back to the vehicle straight line
travel position.
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To Upper Oil
Tank
From Lower Oil

Tank
Input
Axis,
Anti-Clockwise Rotation
Left
Rotation
Middle
Position
To Upper Oil
Tank
From Lower Oil
Tank
Input
Axis,
Clockwise
Rotation
High
Pressure Oil
Pressure
Low
Oil
Right
Rotation
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9.2.4 Road Feel Effect
Road feel is direct feel of road condition and resistance change through steering device
when driver is carrying out the action of steering. When the driver applies force on the
steering wheel, at the same time it is also applied on steering devices tweak pole and
makes it retort and transform. Therefore transformation measure depends on wheel
steering resistance. When steering resistance is large, this transformation measure
increases also. Hence the driver can judge the change in steering resistance from the
force he applies on the steering wheel, and so to obtain road feel effect.
9.3 POWER STEERING PUMP

Power steering pump uses American Vickers company V20F series single line balance
constant current and pressure lamina pump. The model details are below:
Serial number: V20F 1P 6P 38C 6H 11
Explanation:
Lamina Pump
Manufacturer Design
Serial Number
Serial Label
Embeded Flux Control And
Overflow Valve
Overflow Valve Default Value

2000psi
2 Bolt Flange
Throttle Hole Number Flux
6-6USgpm
Oil Inlet Dimension NPT Screw

Thread
Oil Exit And Enter On The

Same Side
Rated Flux USgpm

Oil Outlet Dimension -16 Straight
Screw Thread
Overflow Outlet Dimension 1/2 NPT
Screw Thread
Axis Body Is Spline Axis

Connection
Note: In the serial number, the second part of number is the pumps flux and pressure.
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9.4 STRUCTURE AND WORKING PRINCIPLE
V2OF series single line balance constant current and pressure lamina pump has the
capability of maintaining the pressure balance on pump axis sides. For every one rotation
of pump axis, pump will suck oil twice, the compress oil twice. There is special whole
constant current and pressure valve in pump cover, so that within the rotation speed of
engine, the flux of pump can be maintained at a certain value to prevent too high pressure.
Pump consists of entrance body, exit cover and pump core. Pump core consists of a stator
with inner ellipse curve, a rotor with lamina groove and 12 lamina. Rotor connects to rotor
axis through spline.
Pump core nip is installed in between pump body and pump cover. Ball bearing and axis
cover are installed onto pump body and pressure plate separately to support pumps rotor
axis and locate the rotor axis rotor into stator.
When pump axis is driven by engine, the rotor and lamina make the oil flow along stators
inner ellipse curve and oil flow is produced. Oil enters the pump core through pump
entrance, and is discharged by pump cover exit through pressure plate.
9.4.1Pumps Working Principle
A. Pump core
Refer to Figure 49. Pump axis is connected to engine, leads rotor to rotate within stator.
Centrifugal force is produced from this rotation, so that lamina will slide along stators inner
ellipse curve. The diameter-direction movement of rotors rotation and lamina will lead to
laminas cubage increase when lamina pass through curvilinear entrance, thus results in
vacuum and make oil enter the cavity under the atmospheric pressure.
Stator
Oil Inlet
Rotation
Direction
Oil Outlet
Rotation Direction
Lamina
Oil Outlet
Oil Outlet
Rotator
Oil Inlet
Driving Axis
Oil Inlet
Figure 49 Power Steering Pump

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Influent oil will be in between lamina and brought passing the maximum diameter part of
inner ellipse curve. When it goes near oil exit, curve diameter will decrease, oil will be
squeezed out and goes into the system. System pressure outputs into bottom part of
lamina so that during laminas operation it will always cling to the curve surface to ensure
good sealing.
B. Fluid Force Balance
As shown in Figure 49, stators inner ellipse curve is made into two pump cavities: oil suck
cavity and oil compress cavity, they are symmetrically distributed in diameter-direction. So
the side loads on axis from fluid cancel out each other.
Oil Outlet
Stator
Lamina
Rotor
System Back Pressure
Action Position
Axis
Cover
Spring
Core Pressure
Pressure Plate
Figure 50
C. Pressure Plate
The function of pressure plate is shown in Figure 50. Before the system pressure is
established, pressure plate presses it onto pump core stator with help of spring on its back.
When system pressure is established, due to the hydraulic pressure on its back, the
surface area on the back is larger than exposed area at pump core. This unbalance power
will press the pressure plate onto the pump core stator. Seal the pump core and leave a
certain operational axis-direction clearance between rotor and lamina.
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D. Constant Current And Pressure Valve
The working principle of constant current and pressure valve is shown in Figure 51.
Figure 51 is whole constant current and pressure valve installed on pump cover, and is
used for restrict pumps maximum flux and maximum system pressure.
1. Figure 51A shows the situation when pump constant current and pressure valve is
not functioning, all the oil from pump will flow into steering machine. Large spring
cavity is connected to pressure exit through damp hole, the oil pressure of cavity
and spring force is slightly larger than the oil pressure of slide valve on the other
side. When slide valve is closed, pump oil discharge and side open hole are sealed
by slide valve sealing surface.
2. Figure 51B shows the condition when flooding is functioning. When pumps flux is
larger than assured value of measuring hole, the height of measuring hole front and
rear pressure cover will increase along with the increase of flux. When flux exceeds
the limit of measuring hole, the pressure difference will push slide valve to
overcome the spring force and open up the slide valve. Extra oil will flow to side
open hole through the clearance from opening slide valve.
3. Figure 51C shows the maximum pressure when system pressure exceeds
constant current and pressure valves limit. At this moment the valve needle for
stabilizing pressure will be open. The oil from large spring cavity will flow to side
open hole through the clearance from opening valve needle. The sudden pressure
decrease in this cavity will lead to increase in pressure difference between slide
valve right and left sides. This pressure difference will push the slide valve to the
left hand side and compress the large spring and open the slide valve. The oil from
right side of slide valve will flow to side open hole through the clearance from
opening slide valve.
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Page - 95 - of 178
To Oil Can
Page - 96 - of 178
Measuring Hole
Confirm Flux
Go To
Pump
Core Oil
Exit Pipe
Safety Valve
Spring
Figure 51B
51B Normal Operation
Pressure Hole
To Oil Can
Resistance Hole
Safety Valve
Overload Valve
Needle Open
Due To Pressure
Decrease In
Measuring Hole,
Spring Cavity
Pressure Is Lower
Than System
Pressure
Figure 51 Constant Current And Pressure Valve Principle
Figure 51A
51A Whole Circulating

System Under Low Speed
Pressure Hole
Safety Valve
Pressure Passing
Through Damp Hole
Right Spring
When Pressure Of
Two Sides Equals,
Spring Keeps
Constant Current
Valve Close
Slide Valve Closes Oil

Can Open Hole
Extra Oil
Flows To
Oilcan
Through
Constant
Current Valve
Figure 51C
51C - When System

Pressure Is Overloaded
Pressure Hole
To Oil Can
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9.4.2 Use And Maintenance Notice
1. Pump must rotate according to the direction pointed by arrow casting on the stator.
If want to change the rotation direction, must rotate the stator reversely. Refer to
Figure 52. Must not rotate at will, else it will get stuck.
From Cover Side
Right Hand Rotation
Left Hand Rotation
Figure 52
2.
3.
4.
5.
6.
When pump is operating, eliminate the air in the system.

Oil used in pump must be the oil stated in whole vehicle instruction.
The oil added to the system must be filtered using 200-eye wire netting.
Replace the oil regularly. Wash the oilcan. Replace the filter core at any moment.
Check the oilcans oil level regularly, renew if insufficient.
9.4.3 Assembly And Disassembly

Lamina pump disassembly is shown in Fig 09-12. Take note of the following points:
1. Usually the seal ring and oil seal should not be used again after
assembly/disassembly. If still want to use them, they must not be mangled during
assembly/disassembly. Must not wash any rubber part in gasoline or diesel oil, else
the rubber will metamorphose.
2. Do not scrap the machining surface of parts, must keep them clean.
3. During disassembly remember the relative position of pump cover exit and pump
body entrance. Must not mistake the position. Assemble according to the model
and specified alphabets, the explanation of alphabets are shown in Fig09-13.
4. When installing pump axis oil seal, take note that the hoped spring should face the
pump core (see Fig 09-14).
5. When lamina goes into rotor groove, be ware that laminas round side should face
stators inner curve.
6. Test the assembled/disassemble pump on the platform. First turn the pump axis
manually. This is to check if the pump is flexible. Then test with recommended
rotation speed and pressure. During the test, check if there is oil leakage or air
suck.
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Page - 98 - of 178
O-Ring
Pressure Oil Outlet
Flooding Valve
Sub-Assembly
O-Ring
Jam
Bolt
Standard
Pump Cover
Jam
Jam
O-Ring
Spring
Spring
Pressure
Plate
Lamina
Stator
Jam
O-Ring
Figure 53
Collar
Cover
To Oil Can
Rotor
Pin
Pump
Body
Bolt
Oil
Seal
Collar
Axis
Section View
Screw Down Torque

V10-35-45 Pound Feet
V20-75-85 Pound Feet
Bearing
Key
Bottom Frame
______________________________________________________________________

A opposite the oil inlet
B from oil inlet anti-clockwise 90
C on the side of oil inlet
D from oil inlet clockwise 90
Hooped Spring
Cover
Exit Reference
Standard
Pump Body
(Oil Inlet
Reference)
Figure 54
Axis Oil Seal

(Spring Faces Inner Pump
Cover)
Figure 55
9.4.4 Malfunction Analysis And Troubleshooting

Malfunction
Possible causes
Troubleshoot
No oil comes out Mistake in pump Immediately change driving direction to
from pump
driving direction
prevent pump getting stuck, Fig 09-11 shows
the right position of two rotation direction ring
Joint axis or pump Disassemble pump, check pump axis and
axis cut
pump core to see if there is damage, replace
when necessary
Oilcan oil exit get Check if there is dust or dirt in the filter core,
stuck
wash if necessary
Oil too sticky cannot Change the oil throughout and replace the
renew
appropriate and filtered new oil
Slide valve or safety When disassemble pump, wash the valve in
valve needle get detergents. Put valve back to valve cover,
stuck
check if it gets stuck, use sandpaper to rub off
the granule on the surface, do not make valve
cylinder rim round or rub the cover inner hole,
clean all parts and reassemble the oil pump
Rotor lamina get Disassemble the pump and check for dirts
stuck into groove
and metal crumbs, wash the parts
throughout, replace the broken parts, wash
the system if necessary and change the oil
Oil pressure no System
pressure Use manometer to adjust
sufficient
valve (safety valve)
it too low
Pumps flux is lost
1 some valve get stuck and are always open,
oil flows freely to oilcan
2 Oil entrance pipe of pressure pipe crack
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Noise
pump
from
the Pump oil entrance Check filter net of entrance, check oil
pipe partially get condition and discharge the old oil if
stuck
necessary, wash the system, replace with
new oil
Air leakage in pump Check oil entrance pipe joint head and axis oil
oil entrance pipe or seal, locate the position of leakage, tighten
pump axis seal (oil any loosed head, replace with new oil seal if
are
in necessary, monitor oilcans oil level
spumescence)
Pump speed too Operate the oil pump according to the
slow or too fast
regulating rotation speed
Joint
axis
not Check if there is damage of axis, oil seal,
centralized
bearing or other parts, replace broken parts
and re-adjust the central line of pump axis
9.5 OPERATIONAL AND REGULATION NOTICE

A. Steering Wheel Freeplay Check
In order to make steering wheel sensitive and flexible, when just start turning the steering
wheel, swing the steering droop arm to deflect the steering wheel. However, due to the
assembling clearance between steering device and steering transmission mechanism,
steering wheel has to empty-turn to a certain angel first, this is called the steering wheel
freeplay. Proper steering wheel freedom journey is useful in relaxing the bounce-back,
make the driving gentle so the driver will not be over nervous, but the freeplay should not
be too large (refer to Figure 56).
Figure 56 - Steering Wheel Freeplay Check

According to the regulation, when BJZ3364 self dump truck travels in a straight line,
steering wheels free steering momentum (i.e. freedom journey) to the left or right should
not be larger than 20 degree (or equivalent to turning for 80mm on the steering wheel), if it
exceeds this value then check and adjust.
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B. Check steering Joints Reliability
Steering will shake due to looseness of joint bolts on steering machine support. Screw
down steering machine support and vehicle frames joint bolt and steering machine and its
supports joint bolt.
Bolts diameter is M20: the screw down torque of steering machine fixed on support is 441
Nm, and screw down torque of steering support fixed on the vehicle frame is 294 Nm.
Must not use usual linked wrench or uncork wrench to fasten, must use specific sleeve
wrench connecting to long pole to fasten (best to use torque force wrench).
C. Strictly Prohibit Dead Wheel
When steering machine is in its limit position or front wheel meets hard obstacles, strictly
prohibit turning the steering wheel by force, i.e. do not let steer wheel become dead
wheel. Must turn during traveling.
D.Beware Of Mixing Air Into Oil
If oil mixes with air, steering wheel will shake. Shaking of steering wheel means when
steering wheel is not given a steering instruction, it will suddenly shake randomly. This
natural shaking is unpredictable, and this malfunction is commonly called steering wheel
hits hand.
It is a special malfunction of power steering. This malfunction is dangerous, when it gets
serious it will injure the arm or wrist. Check immediately and do the necessary
troubleshooting.Due to the low condensability of oil, it usually can be ignored, but
condensability of air is larger and it is about one thousand times of oil, hence even there is
a small amount of air in the oil, it will have large influence. Under the impact of pressure oil,
air will soon be smashed into numerous air bubbles and mix into the oil (when low
pressure they will automatically be separated out).
Oil with air bubbles is very unstable, it becomes something similar to volatile elastomer,
sometimes it compresses and sometimes it expands, causing the change in cubage of
oilcan pistons two sides, i.e. the position of piston is constantly changing.
Hence, it will lead to the swing of steering wheel thread bar connecting piston and slide
valve and steering wheel. This random and sudden impact of swing is steering wheel
shake, or commonly known as steering wheel hits hand.
It is relatively simple to solve this problem: find out where the air suck happens and causes
of it and get rid of them. If this malfunction happens, stop the vehicle and do the
troubleshoot.
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Check mainly the following parts:
1. Any damage in oil pump oil seal. Replace if there is.
2. Any looseness or loose seal or damage in oil suck pipes two connecting ends.
3. Oil level in the oil tank is too low. Renew it. Usually the oil level should be about 20
mm below the oil tanks top.
4. Oil suck pipe gets stuck, causing partial vacuum increase, increasing the possibility
of air suck.
E. Rightly Judge Steering Turning Standard (Light Or Heavy)
For this type of power steering, when difficulties are met in steering, it is not right to
generally say the steering is light or heavy. This is because it is different from mechanical
steering. In order to judge and eliminate the failure, two guild lines should be reflected for
judging the power steering: one is if there is difficulty in steering (whether the force applied
onto the steering wheel is light or heavy), another one is the possible gyration speed when
steer wheel is turning (speed of turning the steering wheel). Both situations are possible to
happen, i.e. it can be slow turning is light, fast turning is heavy or both slow and fast
turnings are heavy. The causes for these two situations are different but mainly because
of leakage of power steering oil pumps oil pressure and flux and steering machine.
For a good steering machine, within 5 seconds the steering wheel can be turned from left
to right or right to left, rotation is about 4.875 rounds.
When traveling on a flat road, the normal turning force applied on steering wheel (not
including sharp turn) is about 49 N.
F. Strictly Prohibit Engine Flameout Or Slide With Neutral Gear
This is because hydraulic power steering is used. It prevents malfunction of hydraulic
power and danger when steering.
G. Operation And Adjustment Of Steering
In order to maintain safe and reliable working of steering machine, driver should fully
understand the structure and principle of steering machine, how to use and maintain.
1. This whole power steering machine uses normal current structure. It relies on
vehicle engine driving oil pump. Therefore, the vehicle must not slide with engine
flameout, otherwise the driver will not get used to the heavy steering due to engine
flameout.
2. If the steering system fails due to malfunction of oil pump and oil path, the steering
machine can be treated as mechanical steering machine, force steering till vehicle
reaches maintenance station. But do not force steering for a long time. Do not
overload the vehicle.
3. Make sure the inside of power steering system is clean. When renewing oil, do not
use unclean container to fill the oil. When disassembling and checking, do not put
the parts at will. Do not allow any sundries go into the system during assembly.
Systems working oil level should not be lower than the standard.
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4. Must not disassemble the control valve of steering machine at will.
5. When assembling steering droop arm, keep the wheel just. Align the droop arms
reticle with swing arm output end surfaces reticle. When vehicle travels in a
straight line, if freedom clearance of steering wheel is too large or too small, check
steering knuckle and puller system
6. During the steering, steering wheel is allowed to be turned to its limit position but do
not do this for a long time, else the oil pumps lifespan will be affected.
7. The connection of power steering machines oil entrance and exit must not be
mistaken. Follow the arrow on steering machine front cover to connect the pipes.
Oil entrance is oil pumps high pressure oil, oil exit is oil returning cans low
pressure.
8. Replace the oil when new steering machine has done its 5000km run-in or every
20000km travel after that. Meanwhile replace oilcans filter core. Filter cores
precision must not be lower than 30m. Check the oil level in the can regularly
during use. If there is any metamorphose or too many impurities. If any bad
condition is found, renew or replace.
H.Replace (Renew) Oil Procedure
1. Lift up the front axis, or disassemble the straight puller from droop arm
2. Open oilcan cover, and open steering machine oil discharging bolt or release
steering machines oil exit. Turn the steering wheel in repeat till two ends limit
position, release the resid in oil pump and oilcan. When necessary, engine can be
operated in idling mode, and turn the steering wheel to left and right till limit position
for a few times, stop when no more oil flowing out form oil gate.
3. Screw down steering machine oil discharging bolt or close steering machine oil exit
well.
4. Take off oilcans filter core, put it back after washing it clean. Renew the oilcan with
clean hydraulic oil.
5. Run the engine in idling mode, turn the steering wheel to the left and right to limit
position for a few times, meanwhile renew the oilcan till the oil level in oilcan does
not decrease and not bubble is produced.
6. Renew the oil till the oil level in the oilcan reaches the mark.
7. Screw down oilcans upper cover.
I. Oil for power steering machine: (recommendation) Shanghai refinery, Lanzhou
refinery #8 hydraulic transmission oil. Oil must be clean.
J. Use of steering oil pump: choose the steering oil pump reasonably according to
vehicles performance requirements and power steering machine basic
parameters.
K. When assembling droop arm, make the wheel just and align with the marking
line on steering arm axis.
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9.6 BREAKDOWN ANALYSIS AND TROUBLESHOOTING
Malfunction Causes
Both left
1. Oil lack in hydraulic system.
and right
steering
2. Air in hydraulic system.
are heavy
3.
4.
5.
6.
Different
weight
when
turning left
and right
When fast
steering,
steering
wheels
handle is
heavy
7.
1.
2.
3.
1.
2.
3.
When
steering
sometimes
light
sometimes
heavy
Troubleshoot
1. Check oil level of oilcan, renew
oil accordingly.
2. Exhaust and check oil level and
sealing condition of pipe joint
head.
Jam in filter machine, bad
3. Clean filter machine and filter
cleanness.
core, replace oil.
Insufficient oil pump pressure. 4. Check and repair oil pump.
Serious leakage inside the
5. Check or replace sealing ring.
steering machine.
Front wheel gets stuck (brake 6. Check and repair the position
does not return to its
where brake gets stuck.
position).
Serious overload of vehicle.
7. Reduce the load.
Unequal oil leakage of
1. Replace sealing ring.
steering machine inner
pistons two sides.
Bad adjustment of position
2. Re-adjust.
limit valve or open too early.
Air in the single cavity.
3. Exhaust.
Insufficient oil supply to oil 1. Oilcan lack of oil, renew the oil,
pump.
check and repair oil pump.
Leakage of oil is too large in
2. Replace oil seal.
steering machine inner
pistons two sides, mainly due
to damage of sealing or too
much abrasion.
Air is sucked in.
3. Exhaust, check the sealing
condition of joint parts.
1. Lag in steering oil pump 1.

floating copper cover, not
always closely stick to wheel
end surface.
2. Dirt in steering machine 2.
piston sealing ring.
3. Steering machine thread

poles push bearing broken.
4. Hydraulic oil too dirty.
5. Knuckle pin bearing broken.
6. Air in hydraulic system
Check the oil pump.
3.
Check where it lags, lift the front

axis, turn the direction machine,
if diesel engine does not start,
direction machine can rotate
freely, else oil pump has
problem.
Change the bearing.
4.
5.
6.
Change oil.
Replace bearing.
Exhaust.
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Deflection
in running
1. Lag in steering axis.
2. Bubble in oil, direction is

unstable.
3. One front wheel gets stuck
(brake does not return
position).
4. Unequal looseness between
two wheel bearings (one too
loose, one too tight).
5. Pressure in left and right tyre
does not meet requirement
(difference too large).
Shaking
1. Incomplete air exhaust in
hydraulic system.
2. Lack of oil in oilcan, air is
sucked into oil pump.
3. Bad oil path seal, air is
sucked.
Oil leakge
1. Oil leakage due to broken oil
in stearing
seal.
machine
2. Oil leakage in O type seal
ring.
3. Oil leakage or breaking of oil
pipe.
4. Oil leakage on oil pipe head
joint.
5. Insufficient oil mucosity.
6. Looseness
in
steering
machine hydraulic parts joint
surface.
Abnormal
1. Folding in hydraulic pipe oil
noise when
pipe.
steering
2. Unstable oil pump discharge.
3. Lack of oil in oilcan.
4. Problem on vehicle chassis.
1. Check the lagging parts, check if

there is diameter-direction chop
force on input axis.
2. Check and eliminate.
3. Check and repair the brake.
4. Check and adjust.
5. Charge.
1. Exhaust.
2. Renew oil, exhaust.
3. Check oil path and sealing.
1. Check and replace oil seal.
2. Check and replace O type ring.
3. Check or replace oil pipe.
4. Check oil leakage parts.
5. Use oil reasonably.
6. Check and tighten.
1. Check oil path, replace oil pipe.
2. Replace oil pump.
3. Renew oil.
4. Check steering pole, puller
system.
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Chapter 10
Braking Device
10.1 Brake System
10.1.1 Summary
Braking device is used to control vehicles motion. It will decelerate the vehicle rapidly, till
the vehicle stops, vehicle can be also parked on the slope.
Braking device is an important mechanism of vehicle. It is a proof of vehicles safety. This
vehicle has two sets of braking device.
1. Foot brake, namely traveling brake. It is a double pipe system and independently
working on front and rear wheels. It is driven by air pressure for decelerating and
parking of vehicle.
2. Handle brake, namely parking brake, is deflation brake. It is also working on rear
axis brake, controlled by handle control valve of cab. It is used for parking. When
foot brake fails, this can be also used as emergency brake.
3. This vehicles brake is air driven. It is characterized by the air reservoir through each
foot brake systems front and rear wheel brake chamber. Handle braking system is
connected to rear braking air reservoir. When any one of front and rear brake pipes
fails, the rest of wheel can still have brake.
4. Figure 57 shows that compressed air can supply vehicle brake, it can also supply air
source for vehicles lifting and electrical control air horn.
10.1.2 Brake System Working Principle
Air compressor (9) sucks the air from filter device, and send the compressed air to front
and rear air reservoir (16), (17) through desiccator (13), 4 loop protecting valve (12) in one
path, and to regenerating air reservoir in another path (15). When desiccator is exhausting,
the compressed air from regenerating air reservoir fills the desiccator, to blow off the liquid
absorbed by desiccation granule in desiccator. When driver steps down foot brake pedal
(3), compressed air goes into front and rear brake sub-pump (10) (19) through foot brake
valve (2), to produce braking effect, and complete the travel brake.
When parking brake is needed, open handle braking valve (1) switch, compressed air in
the pipe goes into the atmosphere through handle control valve (1) and quick release
valve (18). Rear braking sub-pumps spring starts to work and produce parking brake
effect. Air reservoir (16) is connected with electromagnetic valve (6), lifting control valve
(7), electrical control air horn (5), lifting position limit valve (14) and pressure adjustment
valve (8). The readings of manometer (4) directly show the pressure of air reservoir (16)
(17).
Safety pressure of handle brake is shown from instrument panels low pressure indicator.
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When air pressure is lower than 450Kpa, red indicator lights up and no traveling is
allowed.
Figure 57 Braking Device Working Principle
10.1.3 Braking System Main Components And Working Principle
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1 Handle braking valve
2 Foot brake valve
3 Braking pedal
4 Manometer
5 Electrical controlled air horn
6 Electromagnetic valve
7 Lifting control valve
8 Pressure adjustment valve
9 Air compressor
10 Front braking sub-pump
11 Double connecting single direction valve

12 4-loop protecting valve
13 Air desiccator
14 Lifting position limit valve
15 Wet air storing valve
16 Rear air storing valve
17 Front air storing valve
18 Quick release valve
19 Rear braking sub-pump
20 Water discharging valve
10.1.4 Maintenance In Braking System

1. During the use, if oil and water separate, too much diesel oil in air reservoir or pipe
path, check for the reason of jumping oil in air compressor, and repair the worn
parts.
2. Water discharging valve on the bottom of air reservoir should regularly discharge
the seeper. This should be done daily if it is in deep winter. If the seeper has become
ice, use a rag dipped into warm water to heat and melt the ice. Strictly prohibit firing.
3. For every 800 hours traveling, clean the front and rear braking room. After cleaning,
apply the lubricating grease on the vat wall. Carry out some gas seal test before
assembly.
4. Systems air pressure should be kept at normal readings. Before the traveling, the
pressure should not be lower than 450 Kpa, else vehicle should not be started.
During the normal traveling the pressure should be kept at 750 Kpa.
5. Apply lubricating grease regularly on brake feet support pin or brake camshaft
lining.
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10.1.5Braking System Malfunction And Troubleshooting
Malfunction
Powerless
brake
Brake
feet
does
not
return position
Deflection
brake
in
Causes
Troubleshoot
1. Insufficient system pressure.
1. Check air path and all joints.
2. Bad adjustment of brake feet.
2. Re-adjust.
3. Abrasion or crack of friction 3. Replace new friction slice.
slice.
4. Transformation or scratch of 4. Repair and rub brake drum.
brake drum.
5. Lubricating grease goes into 5. Eliminate oil leakage and
brake drum.
wash the brake.
6. Air leakage or breaking of
6. Check and repair brake
brake chamber.
chamber.
1. Brake cam axis diameter 1. Eliminate the rust and
direction clearance is too small
re-lubricate.
or cam axis is rusty, bad
lubrication.
2. Brake feet support pin or pin 2. Same as above.
hole is rusty or bad lubrication.
3. Brake feet retracting spring 3. Replace new spring.
wears out or damaged.
4. Lag in brake chamber piston 4. Eliminate the lag.
and piston pole.
5. Brake chamber and pipe air 5. Check and eliminate the jam.
circulation is bad, gets stuck.
6. Lag in the joint of brake 6. Eliminate the lag.
chamber and swing arm.
1. Oil remain on a side of wheel 1. Eliminate the oil remains.
brake feet slice and brake
drum.
2. Air leakage of one side of brake 2. Eliminate the leakage.
chamber and pipe.
3. Unequal adjusting clearance 3. Re-adjust or repair brake feet
between left and right brake
friction slice.
feet friction slice and brake
drum or bad contact.
4. Different degree of tightness 4. Re-adjust.
between left and right 4 wheel
hub bearings, difference is
large.
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10.2 Air Compressor
10.2.1Structure
Figure 58 - (AWC-10) Cummins Air Compressor (Single Cylinder)

1 Cooling fluid
2 Unload valve
3 Air adjusting device tie-in
4 Air entrance
5 Air entering valve
6 Air discharge valve
10.2.2Working Principle
Air entering
When piston moves downwards, partial vacuum appears in air cylinder, air is sucked into
air compressor through engine air entering branch pipe or air compressors air filter.
Difference between pressures in air cylinder and atmosphere makes air entering valve
move downwards and leave the valve seat, allow the air go into air cylinder through air
entrance. When piston reaches its lower stopping point in the stroke, pressure of spring is
sufficient to overcome relatively small pressure difference and make air entering valve
sustain valve seat, as shown in Fig 5-36 and 5-37.
Compression
When piston moves upwards, air pressure in the air cylinder increases, and forces air
discharging valve leave the valve seat. After that the piston continues moving upwards,
compressed air goes into air reservoir through air discharging valve. When piston moves
downwards, air discharging valve closes, air entering valve opens (except for when
unloading).
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Unloading
When air reservoirs pressure is under some scheduled pressure, air pressure goes into
unloading machine caps upper part through a pressure adjusting device. This pressure
forces unloading cap downwards and keep air entering valve open (when no pump air
circulation).
10.2.3 Maintenance Of Air Compressor
1. When air compressor is working normally, very few machining oil goes into the
compressed air. If large amount of machining oil is often discharged from
double-entry brake distribution valves dirt discharging valve, it means the piston
ring may be broken or wrong assembly of ring gate uncork. Repair accordingly.
2. Check if it is smooth in air compressors oil pipe and water pipe, if it is tight in air
discharging pipes tie-in.
3. Observe if the engine is too hot after it starts, if there is knocking sound in air
cylinders piston and piston pin, if there is abnormal noise, find out the cause and
repair.
4. After every 1000-1500 traveling, disassemble the air compressors cylinder cover
and wash it carefully. Check the coordination condition of air entering valves
pistons, if there is serious abrasion must replace them.
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10.2.4 Air Compressor Malfunction Analysis And Troubleshooting
Malfunction
Cause
Troubleshoot
Insufficient
1. Filter shared with engine is 1. Use water with washing power
pressure, low
too dirty and gets stuck.
to wash and dry.
efficiency
2. Abrasion or scratch of air 2. Open cylinder cover, clean
entering valve, bad sealing
carefully, smoothen the parts of
condition.
abrasion, if too serious the
replace.
3. Clearance between piston 3. Clean the dirt and smoothen the
and air cylinder wall is too
cylinder body.
large or serious abrasion of
piston ring.
4. Bad seal in air cylinder cover 4. Replace with new parts.
and air cylinder body.
5. Air leakage in air
5. Disassemble from air
discharging tie-in and joint
compressor and do welding or
pipe.
replacement with new parts.
Oil jump in air 1. Air ring and oil ring gates are 1. Check
and
change
gate
compressor
on the same line.
position.
2. Serious abrasion of piston 2. Clean and check the opening
ring, scratch of cylinder body
clearance of piston ring in
or ring lost.
cylinder, and transformation of
cylinder body, replace with new
parts.
3. Filter gets stuck or
3. Disassemble, clean, penetrate
machining oil return oil pipe
through.
gets stuck. Machining oil is
sucked upwards, curve axis
tank oil level is too high.
Abnormal
1. Serious abrasion in air 1. Replace if abrasion is too
noise in air
compressor each moving
serious.
compressor
part, coordinating clearance
too large.
2. Fasten bolt or clearance 2. Fasten the joint bolt or check
between air compressor and
joint axis devices coordinating
engine axis joint device too
clearance.
large.
Abnormal
1. Unloading valve spring 1. Replace.
working of
broken or transformed.
unloading
2. Unloading valve gets stuck 2. Smoothen or replace new valve
valve
or inflexible.
body.
3. Air leakage in sealing ring 3. Replace the sealing gasket and
and pipe.
pipe.
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10.3 4-Loop Protection Valve
Figure 59 - 4-Loop Protection Valve Working Principle
A. Technical Data
Medium
Used temperature range
Working pressure
Weight
: air
: -40C to +90C
: maximum 1Mpa
: 1.2 kg
B.Use
It is used in multi-loop air brake system. When one of the loop fails, the others can still be
charged by this valve and air supply is not affected.
C. Working principle (Figure 59)
Pressure comes in from hole 1, meanwhile it reaches A, D cavity and B, C cavity. When
valve opening pressure is reached, valve 2, 3, 5 and 6 will open, compressed air is
transmitted to air reservoir through hole 21, 23. Hole 22, 24 connect to foot brake valve
and handle brake valve. When a loop, for example loop 21, fails, because of the single
direction effect of valve 3, 5, 6, it will ensure the pressure of loop 22, 23, 24 will not leak
through hole 21.
Meanwhile pressure of hole 22, 23, 24 will act on film 4 and film 1s right hand part, so that
pressure coming from hole 1 will easily open valve 3, 5 and 6 and continue to supply air to
loop 22, 23, 24. When charging pressure reaches or exceeds valve 2s opening pressure,
pressure will then leak through the broken 21 loop, but the rest loops are still working with
normal pressure.
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10.4 Cartwheel Brake Chamber
A.Technical Data
Piston diameter
Piston journey
Working pressure
: 150mm
: 74mm
: 750 kpa
B. Use
Wheel break is a device which converts air pressure to pushing brake feet and produce
brake force. The technique parameters and structures of front the rear wheel brake
chambers are totally different. Front wheel is piston type and rear wheel is working brake
together with handle brake, it is a combination of piston and film.
C.Working Principle
This chamber is a piston type. When braking, compressed air goes into this chamber
through end side tie-in, and pushed piston (4) into its motion, meanwhile moves swing arm
and make camshaft rotate, opens up brake feet and produce braking effect.
When braking is released, air in the cylinder is discharged into the atmosphere through
foot brake valve. Position returning spring (6) will push the piston back to its original
position and ready for the next brake. See Figure 60.
10.4.1 Assembly Of Front Brake Chamber
1. Before assembly, all the parts should be cleaned, there should not be any dust, crumbs
or burrs. No scratch should be found on the working surface.
2. Fasten all the firmware, apply a little seal glue on pipe tie-in. Run the sealing test after
assembly.
3. When assembling piston and sealing ring, apply some lubricant lithium MoS2 grease
or industrial Vaseline on the working surface.
4. Assemble the piston assemblys each part of (17)(15)(14)(13)(16)(4)(6)(7) together.
Be ware that some lubricant lithium MoS2 grease should be applied onto piston pole (5)
and spring seat (13) working surface. The position of dustproof cover (4) must be
correct.
5. Apply small amount of grease on air cylinder (15) working surface. When assembling
piston assembly and air cylinder cover (12), use spring seat (13) to planish the
dustproof cover (4). Screw down four fixed bolts (3) covered in spring gasket (2).
Screw down torque is 32 Nm.
6. Be ware of the sealing of screw down tie-in (18). Finally get into pin axis (8) and put on
gasket ring and opening pin (9).
7. After assembly, 50 kpa of compressed air should be filled into brake chamber. At this
moment the piston should be above to push out rapidly with 74mm journey, and return
to its original position under the effect of position returning spring after unloading.
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Figure 60 - Wheel Front Chamber

1 Air entering tie-in
2 Air cylinder body
3 Sealing ring
4 Piston
5 Piston pole
6 Position returning spring
7 Dustproof cover
8 Joint fork
Figure 61 - Front Brake Chamber Parts
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10.4.2 Front Brake Chamber Malfunction Analysis And Troubleshooting
Malfunction
Causes
Troubleshoot
Insufficient or no brake 1. Sealing ring turns over or 1. Replace sealing ring
force in brake chamber
cracked.
and smoothen
cylinder.
2. Pipe gets stuck or tie-ins 2. Wash the pipe, apply
sealing fails
some sealing glue on
the tie-in.
Slow position returning 1. Four holes on dustproof 1. Check air hole, repair
of brake chamber piston
cover (4) or spring seat (13)
piston pole and spring
get stuck, piston pole is not
seat.
flexible
10.4.3 Rear Brake Chamber
A.Technical Data
Working brake:
Epithelial effective diameter
Pistons working journey
Working pressure
: 162mm
: 63mm
: 750 kpa
Handle brake:
Piston diameter
Piston working journey
Working pressure
: 178mm
: 63mm
: 750 kpa
B.Working Principle
This chamber is a combinational brake chamber of both working brake and handle brake.
It is responsible for working brake and parking brake.
1. Normal run: in order to release handle brake, pressure of compressed air should
reach allowable minimum 450 kpa. At this moment move the handle brake valve
and let the compressed air go into handle brake cylinder to push piston and
overcome spring effect and make it compress, and disconnect the handle brake.
See Figure 62.
2. Vehicle should not be started if pressure does not reach the safety minimum value.
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Disconnect Handle Brake
Figure 62 - Brake Chamber During Normal Run

3. Working brake: brake chambers working brake is film mode. Air with different
pressure comes from foot brake valve, causes the motion of taper film and pushes
the piston. At the same time it pushes the swing arm and makes camshaft rotate, it
opens the brake feet and produces braking effect. See Figure 63.
Take note that the whole braking chamber is separated into two parts, handle brake
must not interrupt normal working brake.
4. Handle brake: by moving the handle brake control valve handle in the chamber, the
compressed air is discharged into the atmosphere from the quick release valve in
rear vehicle frame. It pushes the piston under the effect of spring and thus achieve
parking brake. See Figure 64.
5. Release of handle brake: it is done by turning handle brake cylinders rear parts
adjusting bolt. See Figure 65. This is to move the vehicle when engine fails and
does not supply compressed air.
Working Brake Position
Disconnect Handle Brake
Figure 63 Chamber In Working Brake

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Page - 117 - of 178
Handle Brake Position
Fast Release Valve Air Circulating Handle Brake
Figure 64 - Chamber In Parking Brake
Released Handle
Travel Position
Brake
Figure 65 - Chamber In Released Brake By Manual
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10.4.4 Rear Brake Chamber Assembly And Requirements
1. Wash all the parts before assembly. There should not be any oil dirt. Especially on
the cylinder working surface, there should not be any scratch on it.
2. The seal on the pipe tie-in and sealing gasket should be reliable. It is allowed to
apply a small amount of sealing glue at the sealing parts.
3. Before assembly, check the sealing ring and film carefully. The shape of edge and
working surface must be correct, they must be also clean, no crack or lack of flesh.
4. Apply some grease on the handle brakes piston and cylinder body and piston
poles working surface during assembly.
5. Follow the procedure below during assembly. See Figure 66 for each part. First
assemble the handle brake cylinder:
Small piston (31), opening block ring (35), brake chamber piston (2), sealing frame
and two O shape ring (34), hole-used block ring (33), sealing ring (1) and felt ring (3)
are assembled into big and small piston body assembly.
Install the big and small piston body assembly into air cylinder (25), then revise and
push downwards to make small piston insert into cylinder body lower ends sealing
ring.
6. Install two support gasket slices (4) on big pistons upper cover, and install a drum
shape spring (5) in between them.
7. Put the above assemblies and brake chamber rear cover (6) on the pressure
machine frame. See Fig 10-4-8. Take note that an emery cloth should be put on the
pressing head and rear covers upper end to prevent side sliding. Then turn on oil
pressing machine till rear cover (6) is in touch with cylinder (25). Install the spring
ring (7) till it fully goes into the groove, then release oil pressing machine and get it
off from the workbench.
8. Screw the brake releasing bolt (10) into it, meanwhile install gasket slice (29) and
bolt (22) on the lower end of small piston. Fill in 450 kpa compressed air to loosen
the brake releasing bolt. Install nylon gasket (8) and round nut (9). The screw down
torque should not be lower than 98 Nm.
9. Check if there is any air leakage in the gasket slice (29) and nylon gasket (8).
Working chambers assembly can only be carried out when the above
requirements are fulfilled.
10. When assembling working brake chamber, first install the fixed board (19) onto
brake chamber front end (18), and make it firm. Then install flat gasket (17), spring
gasket ring (16) and nut (15). Do not screw down too tight.
11. Install the retracting spring (28) onto push pole (20), and then cover the push pole
(20) with working brake chamber front cover (18).
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Figure 66 - Rear Brake Chamber Parts

1 Large sealing ring
14 Nut
27 Retracting spring
2 Piston body
15 Spring gasket ring
28 Gasket ring
3 Felt ring
16 Flat gasket
29 Small sealing ring
4 Gasket slice
17 Front cover
30 Small piston
5 Drum shape spring
18 Fixed board
31 Collar clamp
6 Hold-use block ring
19 Push pole
32 Hole-use blocking ring
7 Gasket
20 Skin bowl
33 Sealing framework
8 Round nut
21 Bolt
34Block ring
9 Adjusting bolt
22 Nut
10 Cap cover
23 Bolt
11 Opening pin
24 Cylinder body
12 Flat gasket
25 Joint fork
13 Pin axis
26 Nut
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12. Put the skin bowl (21) in between handle brake cylinder and working brake
chamber front cover. Install the collar clamp (32) and screw down the fixed bolt (24).
When screwing down, use a wooden hammer to knock the collar clamp (32)
surrounding lightly to make it into the right position. Then screw down two fixed
bolts (24), the torque is 49 Nm.
13. Under a 750 kpa pressure, charge the brake chamber. Check the sealing condition
of collar clamp (32).
14. After the whole assembly, install the joint fork (26) and nut (27) for the last check.
15. Testing requirements for whole vehicle check: when filling 50 kpa compressed air
into the working brake chamber, piston should be quickly pushed with 62mm
journey. After discharging the air it should immediately return its position. When
filling 450 kpa compressed air into handle brake cylinder, handle brake should be
immediately released.
16. Adjustment of handle brake should be done during assembly. Fill the compressed
air into handle brake chamber, turning the brake releasing bolt (10) and push the
front push pole (20) all the way till the end. Finally cover the brake chamber cap
cover (11).
Figure 67 - Rear Brake Assembly
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10.4.5 Malfunction Analysis And Troubleshooting
Malfunction
Causes
Troubleshoot
Working brake is
1. Air leakage in cylinders
1. Check and replace the
always in working
sealing parts and small
big and small piston
state
piston.
sealing ring.
2. Air leakage in cylinder rear
2. Check and replace the
parta adjusting bolt.
small pistons O shape
ring.
Air
leakage
in
1. Looseness of collar clamp,
1. Re-screw down collar
working
brake
uneven tightness of the
clamp bolt with torque
chamber
surrounding, air leakage
29Nm.
from collar clamp.
2. Crack in skin film.
2. Replace with new skin
bowl.
Handle brake fails
1. Damage or transformation
1. Replace with new drum
Insufficient force
of drum shape spring.
shape spring.
2. Jam or incomplete air
2. Check and wash the
circulation of air pipe
pipe.
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10.5 Cartwheel Arrester
A.Technical Data
Brake drum diameter
Friction slice width
: 462mm
: 180mm
Friction area
: 1584mm
Friction slice dimension (lengthwidthheight)

Friciont slices frictional index
(with temperature 350oC)
: 22018015mm
: 0.35-0.4
B. Use
Wheel arrester is used to directly produce power torque, and stop wheel rotation and
reduce the speed or stop of vehicle. The parameter and structure of front and rear wheel
arrester are basically the same. They are both simple and non-balance inner expanding
drum type arrester.
C. Working principle
This vehicle uses simple non-balance inner expanding drum type arrester. See Fig 10-5-1.
Two brake feet (3) are supported on the support pin (2). Brake feet (3) is driven by wheel
brake chamber light swing arm (11) and camshaft (6). Brake feet is in contact with brake
cam through rolling wheel (9) to reduce the frictional loss of cam.
When braking during vehicle forward movement, the compressed air opens the two brake
feet (3) through swing arm (11) pushed by brake chamber piston and rotating cam (6), and
press hard on the brake drum (1). It produces a frictional torque to the rotating brake drum
and stops the rotation of wheel so the vehicle starts to slow down.
Figure 68
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1 Brake drum
2 Support pin
3 Brake feet
4 Retracting spring
5 Retracting spring pin
6 Camshaft
7 Adjusting spline cover

8 Adjusting bolt
9 Idler wheel
10 Nut
11 Adjusting arm
The clearance between brake feet friction slice (3) and brake drum (1) is adjusted by
triangle spline cover (7). In order to make the clearance at idler wheel between brake drum
and friction slice to be 0.65mm, and 0.35mmat support pin position, we can rotate the
adjusting bolt (8). If the screw thread of this bolt is to the greatest extent, then get off the
adjusting spline cover (7), rotate by one tooth then re-adjust.
Figure 69 - Front Arrester
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10.5.1Assembly Of Front Wheel Arrester
1. Wash all the parts before assembly. No burrs, no flying edge, especially no scratch
or oil dirt on the friction slice and brake drums working surface.
2. Carry out the drill of friction slice (1) and brake feet only on the specific machine.
When use rivet (3) for riveting, it should be done from one end to the other, or from
middle to the two ends, so that there will not be any clearance. When riveting, its
rivet head should touch the fiction slick hole bottom part closely, and lower than half
of the thickness of friction slice. In order ensure good contact between friction slice
and brake drum, carry out the outer circle grinding on specific machine. See Figure
70.
Figure 70
3. After riveting the friction slice and brake feet, the maximum partial clearance should
not exceed 0.25mm or use the knocking sound to check the riveting condition.
4. After pressing the lining (4) into feet hole, use support pin (7) to check the
coordinating condition. If there is transformation, use ream knifes ream hole and
install idler wheel axis (5) and idler wheel (6).
5. Wash two support pin (7), apply small amount of grease into front knuckle, at the
same time cover the camshaft (8) with felt ring (9) and install into knuckle. Beware
of the left and right different of camshaft, the direction of cam must follow the
moving direction of wheel.
6. Install the retracting spring (10) and two retracting spring pin (11) on two feet (2),
and then install the two feet together onto front knuckle. Apply some grease on the
support pin and cam surface when assembling, finally install the gasket ring (12)
and axis-use collar (13).
7. Insert the adjusting spline cover (7), install the adjusting bolt (15) and nut (16) into
brake arm (17), then together put into camshaft spline. Beware of the relative
position of brake arm upper end and brake chamber support. Finally install the
axis-use block ring (18).
8. Install the brake drum (19) on front wheel hub, screw down 8 fixed bolts (22). Drip
some loose proof potion when screw down. Beware of the symmetry when
screwing, the screw down torque is 314 Nm.
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9. For brake feet assembly, use the specific machine to check the clearance between
friction slice and brake drum, it should be 0.65mm at cam and 0.35mm at support
pin. The upper and lower feet should be consistent.
10. Finally install two oil nozzles (23) on the two support pin (7) and apply some
grease.
10.5.2Assembly Of Rear Wheel Arrester
1. The riveting of rear wheel arrester friction slice and brake feet, lining and idler
wheels assembly are basically the same as front wheel arrester. We will not repeat
here.
2. Install the camshaft seat (9) on rear axis, get into bolt (10) gasket ring (11) and
finally screw down the bolt, screw down torque is 44 Nm. Apply some loose proof
potion on this bolt.
Figure 71 - Rear Wheel Arrester KD

3. Press the two camshaft cover (7) (8) into camshaft seat (9) two ends, do not
scratch the working surface of cover when assembly, apply some grease.
4. Insert the spline cover (18), install adjusting bolt (19) and nut (20) into brake arm
(21). Then together put them on camshaft spline. Beware of proper position of
brake arm upper end and brake chamber support. Finally install the axis-use block
ring (22) and meanwhile carry out the check just as the arrester.
5. Finally install the rear brake drum (23) on rear wheel hub, put on stop gasket ring
(24), screw down 8 fixed bolts (25). Beware of the symmetry when screwing, screw
down torque is 275-314 Nm, move the stop gasket slice and install it on the rear
axis, at the same time install the oil nuzzle (26), apply some grease.
10.5.3Adjustment Of Arrester
There is abrasion of arresters friction slice along with the vehicle operation, so must
adjust regularly. When the thickness of friction slice is smaller than 9mm (minimum limit),
replace it.
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Adjustment procedure: firstly release lock tight nut, screw the adjusting bolt till it touches
closely. The reversely screw the nut till friction is eliminated, and screw down the lock tight
nut. If all the bolts are screwed down, but still need to adjust, then must disassemble the
spring block ring and swing arm, and put the adjusting cover on spline axis the move it by
one tooth.
10.5.4Malfunction Analysis And Troubleshoot
Malfunction
Weak brake
Unbalance
brake
force,
deflection
in
running
Brake cannot
be released
Scratch
of
brake feet slice
on brake drum
Causes
Troubleshoot
1. Bad adjustment of brake 1. Re-adjust or use sand paper to
feet, small contacting area
smoothen.
2. Crack in friction slice or 2. Replace with new friction slice
burning of surface
3. Scratch or crack in brake 3. If depth of scratch exceeds
drum
0.25mm, re-chop the vehicle.
The maximum chop depth is
1.5-2.5mm.
4. Insufficient rigidity of brake 4. Replace with new brake drum if
drum, transformed
it becomes too thick after
abrasion.
5. Lubricating oil goes into 5. Check the oil leakage part,
brake drum and friction slice
clean the friction slice and
brake drum.
1. Friction slice quality is 1. Replace the friction slice or
unequal, there is light spot
repair the light spot.
or exposure of rivet nail.
2. Air leakage of brake 2. Check the cleaning brake pipe
chamber or brake pipe gets
and brake chamber.
stuck.
3. Uneven abrasions in cam or 3. Check and repair brake cam
idler wheel surface.
and idler wheel.
1. Brake feet retracting spring 1. Replace with new spring.
is worn out or cracked.
2. Air leakage of handle brake 2. Replace with new sealing ring.
seal ring, brake chamber
does not return to its
position.
3. Bad adjustment of clearance 3. Re-adjust, smoothen the brake
of arrester.
feet if necessary.
4. Camshaft is too tight or gets 4. Ream the cam, use sand paper
stuck.
to smoothen the axis.
1. Retracting spring is too 1. Replace with new spring
weak or damaged.
2. Wheel bearing clearance is 2. Check wheel hub bearing,
too larger of jumping.
eliminate jumping.
3. Dust goes into brake drum.
3. Clean and eliminate the dirt on
friction slice.
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10.6 Air Reservoir
A. Technique Data
Model
: three unattached air reservoir
Working capacity:
Front air reservoir
Rear air reservoir
Regenerating air reservoir
Working pressure
: 55 L
: 60 L
:5L
: 750 Kpa
B. Use
It is used for reserving some compressed air to backup the brake system and other
assisting devices. It can help stabilize pressure, lower the temperature and clean the oil
dirt.
C. Structure And Working Principle

The air reservoirs are two in parallel. See Figure 72. Used working pressure is 750 Kpa,
their capacity is about 60 L. A block board is welded in the upper air reservoir (1), divide
the reservoir into 5L and 55L. Hence the air reservoir are divided into three separate parts:
regenerating air reservoir (1), front brake chamber air reservoir (4) and rear brake
chamber air reservoir (5).
Water discharging valve (6) is installed on the bottom of each air reservoir. It is used for
discharging the oil water. When using, just press its valve pole.
Figure 72 - Air Reservoir

1 Regenerating air reservoir
2 Middle block board
3 Tie-in seat
4 Front air reservoir

5 Rear air reservoir
6 Water discharging valve
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10.6.1 Main Malfunction And Maintenance
Usually there is no malfunction of air reservoir. The possible causes of malfunction may be
due to damage in retracting spring or rubber seal ring gets old and transformed,
disassemble and check, replace the spring and seal ring. See Figure 73.
In order to reduce the deposit water and rust of water discharging valve, need to discharge
water regularly.
Figure 73 - Air Reservoir Water Discharge Valve
10.7 Hand Brake Valve

A.Technique Parameter
Model
Valves venthole diameter
Working pressure
: two position three connecting valve

: 8mm
: 750 kpa
B.Use
Handle brake device is vehicles parking brake device. This vehicle functions directly onto
the rear axis wheel. It is controlled by rear axis double cavity brake chamber. Here the
function of compressed air is to keep the handle brake device in brake releasing state.
Compressed air releasing makes it easy for handle brake device to produce brake effect.
Use instrument panels hand brake valve to control the hand brake device.
Handle brake control valve is usually closed two position three connecting valve. See
Figure 74. This valve is installed on the driver cabs instrument panel. Handle has only two
brake position, right is driving position.
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Figure 74 - Handle Brake Valve Principle

1 Air reservoir
2 Handle brake valve
3 Quick release valve

4 Rear brake sub-pump
C. Working Principle
The compressed air from rear air reservoir (1) is connected to handle brake control valves
air entrance through pipe. The compressed air goes into air exit through seal ring As
middle hole, and passes through pipe and quick release valve (3) to rear brake chamber
(4). Valve B closes the pathway between air exit and atmosphere, makes the parking
vehicle in the releasing state.
In reverse, when handle pushes to the left, valve B moves downwards, seal the seal ring
As middle hole, closes the pathway between air entrance and air exit. At the same time it
opens the pathway between air exit and atmosphere, so the compressed air form rear
brake pipe will be released to the outside through large air hole, the compressed air from
rear brake chamber is discharged into the atmosphere through quick release valve (3).
Parking brake moves the brake chambers puller under the effect of spring, and carries out
the vehicle brake through arrester.
On the other hand, self dump device should also be controlled by this kind of valve. The
control manner is the same as above. When the compressed air passes through this valve,
lower down the carriage. The opposite procedure is for lifting.
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10.7.1 Malfunction Analysis And Troubleshoot
Fig
Handle
position
Airflow
pathway
Handle
position
Airflow
pathway
Causes
Troubleshoot
1. When handle in this
1. Repair this valves
position, if valve Bs seal
seal ring and valve
ring and seats sealing
pole
condition is bad or valve
2. Check and repair
pole is not completely back
valve seat
to its position, and air leaks
from large air hole,
insufficient pressure
causes incomplete parking
brake releasing
1. When handle is in a
1. Check this valves
position shown in the
seal ring A, if
figure, it is a parking
transformed or
position (Fig 10-7-1), if
damaged must
valve B and seal ring As
replace with new
sealing condition is bad,
parts.
compressed air will enter
the brake chamber from air
entrance and through air
exit, thus the parking brake
does not work
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10.8 Quick Release Valve
A. Use
Quick release valve directly connects to rear brake chamber, its function is to stop the
brake and rapidly discharge the compressed air from air chamber into atmosphere.
To Atmosphere
To Brake Chamber
To Brake Chamber
Air Source
Figure 75 - Quick Release Valve

1 Valve
2 Retracting spring
3 Valve
B.Working Principle
The structure of this valve is shown in Figure 75. The air source shown in figure comes
from foot brake valves compressed air. The rest three holes are labeled in the figure.
When compressed air comes in from air source, when valve (3) moves, it closes the air
discharging hole connecting the atmosphere, meanwhile connects air source entrance
and each air chamber, passes through pipe airflow to each brake chamber.
When there is no compressed air in air source entrance, under the effect of retracting
spring (2), valve (3) closes the air source, opens the air discharge hole, the compressed
air from each brake chamber goes to atmosphere through pipe and air discharging hole.
10.8.1 Malfunction And Troubleshooting
The main malfunction is valve (3) rubber seal valves damage or retracting spring (2) fails.
In general, repair by washing the valve and replace the broken parts.
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10.9 Foot Brake Valve
A.Technique Data
Medium
Temperature range for use
Working pressure
: air
: -40C +80C
: maximum 1 Mpa
Relative over pressure between #1 loop and #2 loop
: P=30 +10
20 Kpa
B. Use
To fulfill flexible control in double loop main brake systems brake process and releasing
process.
C. Working Principle
Control the mandril K and mandril seat a, for the action of brake valve through pedal
control device.
When braking, mandril seat a moves downwards by the pushing from rubber spring b.
Close air discharging gate d, open air entering gate j. Compressed air from gate 11
reaches cavity A. Then from gate 21 output to brake pipe I. Meanwhile airflow reaches
cavity B through hole D and functions on piston f for its downward movement. Close air
discharging gate h, open air entering gate g, the compressed air form gate 12 reaches
cavity c, and from gate 22 outputs to brake pipe II.
When braking is released, the pressure from gate 21, 22 is discharged to atmosphere
separately through air discharging gate d and h and gate 3.
When #1 loop fails, piston f is pushed downwards through valve assembly e. Close air
discharging gate h, open air entering gate g, to make #2 loop works normally. When #2
loop fails, it does not affect the working of #1 loop.
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10.10 Pipeline And Tie-In
A.Use
Pipeline and tie-in are the devices for transmitting liquid. If need to connect one pipeline to
another or to a valve, GB3733.1-3765-83 and Q640 rotating pipe tie-in are required.
Mainly use ferrule fitting tie-in.
The quality of these pipelines and tie-in directly affect the performance of whole system.
Must emphasize this point during operation.
B. Pipeline Basic Specifications And Applications
Specification
14x1
10x1
6x1
Example on parts used in this vehicle

1 Working brake pipeline
2 Air reservoir joint pipeline
1 Assistant gas devices main pipeline
2 Handle brake pipeline
1 Lifting system gas control pipeline
2 Gas horn and manometer pipeline
3 Cabs instrument panel control
pipeline
C. Ferrule Fitting Tie-In Structure And Sealing Principle

1. Structure
Although there are many kinds of ferrule fitting tie-in, the structure is simple. It
consists of tie-in body, ferrule fitting and compressed nut. See Figure 76.
Heightened Belt
Figure 76 - Ferrule Fitting Tie-In

1 Tie-in body 2 Ferrule fitting 3 Compressed nut 4 Pipeline
The important part is ferrule fitting (2). Its surface must have sufficient rigidity and
rigid layer depth, edge must be sharp, and the core should have certain plasticity to
ensure good transformation ability. The edge should not be cracked or become dull
due to pipelines cut-in.
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2. Sealing principle
The ferrule fitting provides the main sealing function. It is under the effect of
compressed nut R forces axis-direction sub-force Fx and moves along the tie-in
inner cone surface in axis-direction (see Figure 77), meanwhile the edge is under the
effect of reverse force Rs axis-direction sub-force Fg and it shrinks and eliminates
the clearance between ferrule fitting and pipeline, makes the edge cuts into the
pipeline. In order to control the cutting depth, according to the theory, after
1
compression it just needs to rotate 11 rounds. The theoretical cutting depth is
3
about 0.25-0.5mm. However, during the assembly the ferrule fitting will hump up and
pipe will shrink, so the practical cutting depth is smaller than the theoretical value.
Part of this cutting pipe will form ring sealing area which if fully air proof.
The humping and transforming of ferrule fitting also help to prevent the compressed
nut become loose.
Figure 77 - Sealing Principle

10.10.1 Assembly notice
1. Wash all the pipes and tie-ins before assembly. Keep them clean.
2. The pipelines for assembly must be cut using cutting wheel (Figure 78), and use the
triangle knife to remove the burrs on the inner rim of pipe (Figure 79). Blow off the
cutting crumbs.
Figure 78
Figure 79
3. The compressed nut put on the pipe ends ferrule fitting must be just align when
installing on tie-in (Figure 80), apply a little machine oil.
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Marking Line On Nut

Helps The Task
Mentioned Above
Figure 80
Stop Point
Figure 81
4. When fasten the compressed nut, beware that must push the air pipe till the bottom
of tie-in then screw down (Figure 81), till it is sealed.
5. For the assembled pipelines, check their sealing condition. Under 750 kpa pressure
use suds to check all the joints, there should not be any leakage.
6. When assembling pipelines tie-in, beware of the assembly order. Assemble the
aluminum made parts first, then the steel made parts, to prevent damage on screw
thread.
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Chapter 11
Suspension Device
Suspension device is used for connecting the axis and vehicle frame, and absorb and
eliminate the impact due to bad road condition.
Vehicles front and rear suspension are both half ellipse steel board spring. Both front and
rear suspensions are installed with rubber sub-spring. Front suspension is also equipped
with S65-24A type double direction hydraulic tube shock absorber. Both suspensions are
equipped with push pole.
This suspension device is a traditional structure. It is easily made, and easily repaired and
disassembled.
11.1 Front Suspension
Front suspension has the ability of transverse and portrait orientation and balance the
brake torque.
Front suspension and symmetrical half ellipse steel board spring is the main spring,
auxiliary spring is a double points symmetrical rubber spring, and it is equipped with
double direction hydraulic tube shock absorber, and push pole power transmission device.
See Figure 82.
1. Steel board spring main spring is responsible for absorbing the impact, it consists of
3 main slices and 7 auxiliary slices. Main section surface is 12mm thick and 150mm
wide, auxiliary section is 12mm thick and 150mm wide. Main spring (4) main slice is
connected to front and rear suspend ear (2) and (10) with idler wheel type. This
structure reduces frictional resistance, lengthen the lifespan of steel board spring.
2. Rubber auxiliary spring: rubber auxiliary spring (6) protects the main spring. It is a
substantially rubber part. It has a small initial rigidity and large terminal rigidity.
Hence when traveling on a bad road condition, it can effectively protect main spring
(4), greatly reduce the main springs move and scratch degree and lengthen the
lifespan of steel board spring.
3. Double direction tube shock absorber: see Fig 11-1 part # (7), it consists of hydraulic
cylinder, piston and liquid reservoir. Its main function is to absorb the position energy
of main spring due to wheel jumping, convert the position energy to heat energy. The
effectiveness of shock absorber will directly affect the lifespan of main spring.
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Figure 82
1 Front thrust pole
2 Front spring front suspend ear
3 Pin
4 Front main spring
5 Front spring pressing board
6 Front rubber auxiliary spring

7 Tube shock absorber
8 Front axis
9 Vehicle frame
10 Front spring rear suspend ear
11.2 Rear Suspension
See Figure 83. Rear suspension consists of main spring, auxiliary and thrust pole power
transmission mechanism.
1. Rear steel board spring main spring consists of 2 main slices, 6 auxiliary and 1
compressed slice.
2. Auxiliary spring consists of double point symmetrical rubber block.
3. When vehicle parks with full load, rear auxiliary spring has to bear with 40% load of
rear axis. If there is impact during traveling, it has to bear with 60% load, about 16
tons. So once the rear auxiliary spring is broken, must replace with new one in time,
otherwise rear steel board spring main spring has to bear with the whole load. Main
spring will so crack. Must not ignore this point.
4. Thrust pole is shown as part (2) in Figure 83. It is power transmission mechanism. It
transmits the rear axis driving power to vehicle frame. It can also control portrait
location and balance brake torque.
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Vehicle Frame
Rear Axle Casing
Figure 83
1 Front support
2 Thrust pole
3 Main spring
4 Main spring pressing board

5 Rubber auxiliary spring
6 Rear support
11.3 Assembly / Disassembly Notice

1. When steel board spring bears with loads and transforms, relative sliding happens in
between the slices to absorb the shock. Clean the slices before assembly, apply
graphite grease and list it as a maintenance item, for normal use and lifespan
lengthening.
During the use do not only care about replacing the broken slice, also wash and apply
grease, otherwise it will causes steel board spring to self-friction, increases the
frictional force between the slices and reduce the capability of shock absorption. The
wheel will have to bear with more impact and pass to the vehicle frame, and this will
affect the lifespan of the vehicle. When assembling/disassembling the steel board
spring, must not use steel made hammer to knock.
2. Rubber auxiliary spring: it is a substantial rubber part and is used to protect the main
spring. It has small initial rigidity and larger terminal rigidity, so that when road condition
is bad, it will effectively protect the main spring.
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Malfunction
Steel board
spring is too
hard
Steel board
spring is too
soft
Causes
Troubleshoot
1. Lack of lubricants in spring 1. Disassemble steel board spring,
slice
clean the spring slice using
graphite grease or graphite plus
butter, assemble after lubricating
2. Pin in the lining gets stuck
2. Disassemble pin and lining,
clean and check, replace with
new parts if necessary.
3. Shock absorption pole bends 3. Replace the shock absorption
due to large impact, or defect
and check rubber auxiliary
in rubber auxiliary spring.
spring.
1. Spring slice central bolt 1. Disassemble the steel board
broken.
spring, replace with new central
2. Some spring slices broken
bolt, check each slice.
3. Spring worn out
4. Shock absorbers capability
weakens.
5. Wheel gets stuck
Noise in
suspension
1. Lack of lubricants in between

spring slices.
2. Looseness of mounting bolt.
3. Abrasion of shock absorber
pin
4. Shock absorber external pipe
broken due to impact, friction
between external pipe and
inner pipe
2. Disassemble
the
shock
absorber and check, replace
when necessary
3. Check
the
brake
feets
adjustment.
1. Disassemble the spring, add
lubricants.
2. Screw down the nut according to
the regulated torque.
3. Replace the shock absorbers
pin.
4. Repair steel tube of shock
absorber, replace the shock
absorber if necessary.
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Chapter 12
Cartwheel And Hub
Wheel and wheel load assembly consists of wheel hub, wheel rim and tyre. Wheel rim
specification: 10.00-24, consists of wheel rim, block ring and lock ring (Figure 84).
Wheel hub is steel casting, front wheel hub is supported on front axis knuckle axis by two
single line cone roller bearing. Rear wheel hub is supported on rear axis half axis tube by
two single line cone roller bearing.
Tyre specification: 14.00-24 layers. Charger pressure 638 kpa, load capability 60000N.
Tyre consists of inner tube, shoe and lining.
Tyre and wheel rim assembly are fastened on wheel hub by pressing board, they rely on
frictional force to transmit torque, left and right wheel bolts are both right screw thread.
Tyre 14.00-24
Wheel Rim Assembly
Figure 84
12.2 Function
Vehicle uses charged tyre. Tyres are installed on the wheel rim and directly touch the road.
Functions are:
1. Relax and absorb the impact and shock produced due to bad road condition.
2. Ensure reliable adhesion force between wheel and road surface so it will not slide.
3. Support the whole vehicle weight.
4. Bear with the action force of driving, braking and side sliding.
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12.3 Assembly Notice
1. When assembling wheel, beware of the air nuzzle position. Front wheel air nuzzle
should face inside, namely left wheel faces right, right wheel faces left. Rear wheel is
double tyre, outer wheel faces outside, inner wheel faces inside. Thus it is convenient to
charge the tyre, front wheel air nuzzle faces inside to prevent scratch.
2. When assembly tyres shoe, inner tube and lining, should keep it dry and clean. Inner
tube should be assembled into shoe with slight charge in the inner tube. Before
assembly, spread a small amount of talcum powder on the shoe. When assembling,
make sure the relative position of shoe, inner tube and lining is right. No folding or
deflection. There should not be any crimple and crack of lining. Tyre with the same
pattern should be installed for each vehicle. After assembly, charge the tyre according
to the requirements.
3. The assembly of front and rear wheel hub: lift the front axis and rear axis, screw down
bearings lock tight nut till it cannot be screwed further, at the same time turn the wheel
to positive and negative two directions so the bearing roller will correctly sit on the inner
and outer rings cone surface. The wheel hub should be able to rotate freely and not
obvious swing. When wheel rotates, it should be quite. The slight resistance is even
within one rotation. If the bearing is too tight, it will be overheated during traveling,
causing damage of bearing. If the bearing is too loose, the impact during traveling will
also damage the bearing. So must be very careful when adjusting wheel hub bearing.
12.4 Cartwheel Use And Maintenance
1. Keep the tyre under normal pressure. The most common cause of breaking tyre is
improper pressure charge. If tyre pressure is insufficient, tyre will transform to a larger
extend, this does not only increase tyres inner stress, it will also increase its
temperature, reducing its lifespan.
Insufficient
pressure %
Lifespan
reduced %
% lifespan reduced due to insufficient tyre pressure

10
20
30
40
5
16
33
56
50
76
It can be seen that as the pressure decreases, the lifespan will decrease dramatically.
If the pressure is too high, the elasticity of tyre will reduce and impact it takes will increase.
Both high and low pressure will cause the tyre worn out faster, increase abrasion or shoe
blow up. So must keep the tyre pressure normal.
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2. Prevent overload. The damage brought by overload is similar to that of by low pressure.
But for overload the stress is even larger, the tyre temperature is higher, so the wearing
is more serious.
3. Prevent contact with oil substances, especially do not park the vehicle at where the
machining oil, gasoline and butter is, else the rubber will deteroprate or transform.
4. Beware of maintenance of traveling road surface. The quality of road surface will greatly
affect the tyres lifespan. The abrasion of tyre will increase if the road surface becomes
rougher. So do the maintenance and make sure the road surface is flat.
5. Carefully drive the vehicle. The endurance of tyre also depends on the driving skill to a
large extend. Incorrect or careless driving will dramatically reduce the tyre travel
journey. Sudden start, sudden brake, sudden turn or collision with obstacles should all
be prevented.
6. Beware of storage. When storing the tyre, prevent high temperature, direct sunshine or
getting wet, prevent contact with acid, alkali, salt, oil or any organic solvent. Prevent
drench or dunking into water. Storerooms temperature should be kept at -15C to
+30C, relative humidity should be around 50-80%. Must not put the tyre near to heat
radiation device.
Malfunction
Abrasion of two side tyre
shoulder
Abrasion in the middle of
tyre
Abnormal abrasion on
the inner tyre
Abnormal abrasion on
the outer tyre
Causes
Insufficient charge
Troubleshoot
Charge according to the
requirement
Over charge
Charge according to the
requirement
Insufficient wheel angle Change wheel angle
or front toe too large
Re-adjust front toe
Wheel angle too large or Change wheel angle
front wheel expands Re-adjust front to
outwards (anti-front toe)
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Chapter 13
Hydraulic Pressure Dump System
13.1 Technical Data
Rating working pressure
Lifting oil pump nominal flux
Oilcan capacity
Carriage lifting time (with full load)
Carriage lowering down time
Maximum working temperature
: 8335 kpa
: (1000rpm) 215L/min
: 95 L
: not more than 20 seconds
: not more than 20 seconds
: 10OC
13.2 Function
Hydraulic dump mechanism can realize carriage dump by itself. Since this oilcan is a
single direction function can, the carriage is lowered down to its original position by its own
weight.
13.3 Assembly And Working Principle

Hydraulic dump mechanism is required to be convenient and flexible, safe and reliable,
and can ensure carriage lifting, stop while lifting, descending, stop while descending and
lifting safety automatic limit position.
Hydraulic dump mechanism consists of oil pump, lifting cylinder, distribution valve, oil tank
and oil pipe. See Figure 85. Oil pump is driven by gear box power obtaining device to
produce hydraulic pressure oil with certain pressure and flux for lifting cylinder to use.
Lifting cylinder is connected to vehicle case. The pressure oil goes into lifting cylinder, and
lifting cylinder will produce push force sufficient to lift the carriage.
Distribution valve is controlled by pressure control. Distribution valve is a combinational
hydraulic pressure valve, it has the function of safe overflow protection, changing oil flow
direction, opening and closing oil path and preventing oil from lifting can flows reversely
into oil pump.
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Figure 85 - Hydraulic Dump Mechanism System
13.4 Lift Pump

13.4.1 Structure And Working Principle
Lifting system uses gear oil pump. Figure 86 shows a double connecting parallel gear oil
pump. Its structure is simple, double metal abrasion endurance gasket slice is installed on
gear end surface.
It has a long lifespan and not broken easily. So, even though this kind of oil pumps gear
end surface clearance is irreversible, it can work steadily for a long time, and maintenance
and repair are also relatively convenient.
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Figure 86 - Lifting Oil Pump Section

1 Joint cover
2 Oil seal
3 Pump shell
4 Sealing ring
5 Pump shell
6 Gear
7 Abrasion endurance gasket slice
8 Bearing
9 Pump shell
10 Axis
11 Bolt
12 Oil seal
13 Main axis
Oil pumps rating working pressure is 8335 kpa, the maximum working pressure is 9806
kpa, nominal flux is193 L/min, practical flux is 173 L/min (oil pump rotation speed 900 rpm).
It is better to take about 800 rpm for oil pump rotation speed (oil pump nominal flux is
about 172 L/min, practical flux is 154 L/min, engine rotation speed is less than 1800 rpm).
When oil pump axis rotates, it rotate the driving gear on the pump axis, driven gear will
then rotate under the driving force of driving gear with the same rotation speed. As shown
in Figure 87, when gear rotates it will compress the hydraulic oil from oil pump oil suck
gate through gear teeth into hydraulic distribution valve and hydraulic pressure cylinder.
Oil Exit
Oil Suction
Figure 87 - Oil Pump Working Principle

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13.4.2 Assembly / Disassembly Notice And Technical Requirements
Figure 88 - Lifting Oil Pump Section

1. Do not damage oil pump and the sealing rings, especially do not put oil seal and rubber
sealing ring into gasoline or diesel oil for cleaning, otherwise the rubber will
metamorphose.
2. Do not injury the working surface and keep it clean.
3. Do not mix gear (9), (33) and abrasion reduction gasket slice (8). Separate them during
assembly/disassembly. If mistaken, axis-direction clearance will change. Must not
install the gasket slice in wrong direction.
4. Install the rollers fully. Do not skip any of them. Replace if roller gets seriously burnt.
5. Keep the gear end surface smooth. Use blade ruler to check, it is best if there is not light
penetration. Repair or replace if the abrasion is too serious.
6. Gear end surface abrasion reduce gasket slice is a main part to keep the capability of oil
pump, but it is also easily broken. If the abrasion of surface is too serious, replace it.
7. When assembling, especially repairing or after changing the parts, must check and
adjust the axis-direction clearance for assembly. It must not exceed 0.06mm, otherwise
it will increase the leakage, oil pump capability will not meet the requirement. But the
end surface clearance should not be small than 0.01mm, otherwise there will be lag
when operating.
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8. Check and test after assembly.
1. Oil pump can be rotated by manual, the rotation should be flexible, there should not
be any lag.
2. View from the axis end, test with rotation in anti-clockwise direction, under the
pressure of 8335 kpa, oil pump cubage efficiency should not be lower than 85%.
3. Check when under the effect of oil pressure, the sealing condition of oil pump,
especially see if there is oil leakage at axis end high pressure oil seal (28). If oil
leaks, replace the oil seal.
13.5 Lifting Vat

Lifting vat (lifting cylinder) has the function of lifting the carriage, and dump the cargo from
the carriage. Lifting cylinders two ends: one is fixed on the vehicle frame, the other is fixed
on the bottom of carriage. See Figure 89.
Figure 89 - Lifting Cylinder Section

Lifting pump is a three level flex type. See Figure 90. When lifting, under the effect of lifting
oil pump pressure oil, the outer cylinder tube of lifting cylinder is lifted first. When outer
cylinder tube finishes lifting, then level 2, level 3 cylinder tube will be lifted in turn.
This lifting cylinder is a single direction type. It has only one oil entering gate. Descending
of carriage is not done by high pressure oil effect, it is done by opening distribution valve
oil circulating path, carriage will descend under the effect of its own weight.
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Figure 90 - Lifting Cylinder Section

1 Upper suspend ear
2 Sealing ring
3 Elastic lock ring
4 Level 1 cylinder tube
7 Column stuck pole
8 Sealing ring
9 Copper cover
10 Sealing ring
11 Felt ring
12 Lower suspend ear
13 Joint bearing
13.5.2 Assembly / Disassembly Notice And Technical Requirements

1. Check if there is any scratch or serious abrasion or any other defect on the part surface.
Especially check the cylinder tube outer surface of level 1, 2 and 3.
2. Check if there is serious abrasion on the copper cover. If the abrasion is too serious,
replace it.
3. Disassemble the lifting cylinder once, replace all the O shape sealing ring.
4. Strictly prohibit using gasoline or diesel oil to wash rubber sealing ring.
13.6 Distribution Valve

The function of distribution valve is to change the oil flow direction, lift or lower down the
carriage based on the requirements.
The driver controls the distribution valve by moving lifting electromagnetic gas moving
control valve. Figure 91 shows the distribution valve section.
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Figure 91 - Distribution Valve KD

Distribution valve is pole sliding type, it uses compressed air to control the action of valve
pole. Pressure limit safety spring device and a stop return valve are installed on
distribution valve. The former is used to protect hydraulic systems safety. The latter is
used to prevent oil in the hydraulic cylinder flows reversely into the pump. The carriage
can be stopped at any position while lifting or descending. See Figure 92.
When lifting, oil from oil pump will flow into oil cavity A through stop return valve 2, as
shown form the solid line arrow, through the oil pipe joint into lifting cylinder.
When lifting is done, position limit steel wire will pull the main valve pole. If at this moment
the oil pump is still operating and transmitting oil, the oil will flow into oilcan by changing its
path to cavity B.
When descending, move the lifting electromagnetic gas moving control valve handle in the
cab, so that it is at descending position (at this moment the compressed air goes into oil
returning valve pole gas chamber), as shown in I-1, oil returning valve pole is pressed
down, cavity A and B are in connection, oil from oilcan will flow back through oil returning
pump. Carriage will descend under the effect of its own weight.
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From Oil Pump
Oil Inflow Path

Oil Return Path
Oil Return
Figure 92 - Distribution Valve Section

1 Main vale pole piston
2 Stop return valve
3 Steel ball
4 Main valve pole
5 Safety valve spring
6 Oil returning valve pole
7 Oil returning valve piston
C Main valve pole control gas chamber
D Oil returning valve pole control gas chamber
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13.6.2 Assembly / Disassembly Notice And Technical Requirement
1. The coordinating clearance between valve pole and valve poles is better kept within
0.008-0.012mm, the maximum is 0.025mm. Otherwise there will be serious leakage.
2. After disassembly, replace all the O shape rubber sealing rings.
3. The pressure of safety valve spring is limited within 8335 kpa. Under any circumstances
it must not exceed 9806 kpa or higher. Otherwise the whole hydraulic mechanism will
be damaged.
4. Strictly prohibit using loose fibrous cotton thread or cloth to wipe the parts, otherwise
there will be lag in the coordinating plane.
5. Strictly prohibit using gasoline or diesel oil to clean rubber sealing parts to prevent
metamorphoses.
13.7 Limit Valve

Position limit valve is an air distributor. It is control by a steel thread connecting to the
carriage. It is used to prevent over lifting of the carriage. When carriage is lifted to its limit
position, the oil going into hydraulic cylinder will be cut.
See Figure 93 for its structure KD.
Figure 93 - Position Limit Valve KD

It consists of iron casting shell (5) and valve pole (3). Valve pole has an open hole, the
steel thread passed through this hole and connects the carriage. The steel thread is
fastened under the valve pole using one pressing board (2) and two bolts (1). See Figure
93.
Usually the limit valve will not be in the working state. See Figure 94. the compressed air
from air reservoir passes through hole (1) but hole (1) and (2) are not in connection, so it
does not work. When carriage reaches its lifting limit, the steel thread will pull the valve
pole and overcome the spring (7) force, then move it to the right (Figure 95).
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Thus the sealing ring (3) on the right will be moved to right hand side of hole (2), make hole
(1) and (2) in connection. The compressed air from air reservoir will passed through hole
(2) and goes into distribution valve main valve pole control gas chamber (Figure 92-C) to
push main valve pole, lifting will then be stopped.
13.7.2 Assembly / Disassembly Notice And Technical Requirement
1. Strictly prohibit using gasoline or diesel oil to wash rubber sealing parts.
2. Beware of dirt entering the coordinating plane.
3. When assembling, apply a layer of lubricants on valve and valve pole coordinating
plane.
Figure 94 - Limit Valve Not In Working State

1 Air entering hole
2 Air exit hole
3 Sealing ring
4 Felt ring
5 Steel thread fasten bolt
6 Pressing board
7 Spring
8 Elastic block ring
9 Dust proof cover
10 Valve pole
11 Valve
12 Air returning hole
Figure 95 - Limit Valve In Working State

1 Air entering hole
2 Air exit hole
12 Air returning hole
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13.8 Operation On Lift System
13.8.1 Operation Procedure
The control of oil pump is electromagnetic stretch type. By the carriage dump button
switch on the instrument panel, control the electromagnetic gas moving valve to make
electromagnetic gas moving valve ventilates. Control power obtain devices combinational
gay cylinder, gas cylinder piston will then push power obtain device swing arm to make oil
pump driving axis engages gear.
The dump procedure is: firstly step down the clutch, move the gearlever to neutral position,
then connect the lifting electromagnetic valve switch. At this moment, the compressed air
from air reservoir will make oil pump gear engages gear through power obtain device
combinational gas cylinder. Oil pump starts rotating, and now can lift the carriage.
1. Lifting: put the lifting gas moving control valve handle into lifting position, at this
moment the gas valve closes, gas path is closed. Distribution valve main valve pole (A,
B) are in their original position as shown in Figure 96. The output high pressure oil from
oil pump will be transmitted to lifting cylinders oil entering pipe through distribution
valve (See the flow oil lifting oil shown in Figure 96), then input into lifting cylinder.
Under the effect of oil pressure the lifting cylinder will slowly move up the lift the
carriage.
When carriage dumps to its limit angle, limit steel thread B (Figure 97) will be pulled
tightly and move the limit valve pole to the right, see Figure 95. At this moment limit
valve will be open, compressed air goes into hydraulic distribution valves main valve
pole control chamber through pipe hole 1 and 2, push main valve pole, and then close
lifting cylinder oil entering pipe. Lifting will stop automatically.
If the oil pump keeps rotating, then the output oil from oil pump will flow back to oilcan
through distribution valve.
2. Descending: first cut off the lifting electromagnetic switch to make oil pump gear move
away from power obtain device combinational cover. Oil pump is not working at the
moment. Then put the lifting control handle to descending position, and gas valve
opens, and connects the compressed air to control distribution valve loop valve pole. At
this moment the oil from hydraulic cylinder will flow into oilcan through oil returning pipe.
Carriage will descend under the effect of its own weight.
3. Stop while lifting: follow the lifting procedure, stop the oil pump operation midway, at
this moment under the effect of distribution valve high pressure oil entrance stop return
valve, the oil in oil cavity will not flow back to oil pump. The oil in hydraulic cylinder will
support the carriage and make it stop.
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4. Stop while descending: follow the descending procedure. When the carriage
descends to any position, close the lifting gas moving control valve (put the lifting
handle to lifting position), then make the distribution valve cuts the oil in lifting cylinder
and not letting it back to oilcan through oil pipe, then the carriage can be stopped.
Return To Oil Tank
To Lifting Cylinder
Lifting
Stop
Lowering
Stop &
Descend
Lift
From Lifting Oil Pump
Figure 96 - Lifting Distribution Valve
Connect To Handle
Gas Control
(Always Open)
To Air Reservoir Tube
Open Air Path

Close Air Path
Figure 97 - Lifting Control System

1 Oil pump
5 Distribution valve
9 Oil tank
2 Elbow
3 Tie-in
4 High pressure oil exit pipe
6 Limit valve
7 Lifting cylinder
8 Cushion device
10 Oil return pipe 11 High pressure 12 Limit steel thread
oil pipe
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13.8.2 Operation And Adjustment Notice
1. Oil pump gear engagement and distribution valves gas path control pressure should be
higher than 450 kpa.
2. When lifting is done, during the traveling, strictly prohibit closing the lifting
electromagnetic valve switch, strictly prohibit putting the lifting control handle to lifting
position, otherwise the oil pump will operate for a long time or carriage will be lifted,
causing accidents.
3. Check the steel thread, make sure it does not tangle the other parts, otherwise the
cushion spring will be damaged, causing accidents.
4. Check if the steel thread is loose. Especially take note of the adjustment of steel thread
installed on A segment (Figure 97). Make sure it is not too tight. It should have
looseness with 10-14mm. Usually this segment of steel thread will not function unless
gas path fails (limit valve is not functioning), then through this segment of steel thread
the distribution valve main valve pole will be pulled and hydraulic pressure cylinder oil
path will be closed, and let the carriage limits its position for the safety purpose.
5. One easy wat to check lifting limit angle (452) is after the carriage is lifted up, the
distance between the rear two cushion rubber blocks and vehicle frame rear rim
inclined surface should be about 50mm. See Figure 98.
6. The most important point of hydraulic system is that the oil must be clean, during the
assembly/disassembly must not knock, move at will or scratch the prcised parts.
7. Do not adjust distribution valves safety valve spring at will, otherwise the parts will be
broken due to pressure overload.
8. When repairing, strictly prohibit supporting the carriage on the soft ground. This method
is very unreliable, and it may cause deflection of carriage and lag in oil cylinder.
Carriage
Distribution Valve
Limit Valve
Vehicle Frame
Figure 98 - Check Lifting Limit Angle
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13.9 Malfunction Analysis And Troubleshooting
Malfunction
Cannot lift
Causes
1. Lack of oil or no oil in oilcan
2. Oil suck pipe or oil suck filter
gets stuck
3. No gear engagement of
gear-box power obtain device
output axis
4. Gear-box power obtain device
control fork broken
5. Limit valve does not return its
position (due to damage of O
shape rubber ring or valve hole
gets stuck), the path of lifting
cylinder oil entering pipe is cut
by lifting hydraulic pressure
control valve main valve (can
be observed from outlook).
6. Lag in lifting cylinder
Troubleshoot
1. Renew oil and check oil leakage
2. Clean or replace the oil
3. Check the gas path and
electromagnetic gas moving
valve
4. Replace with new parts
5. Disassemble, wash or replace
the O shape ring
6. Repair and eliminate the

lagging parts
7. Lag in distribution valve or 7. Check
and
repair
the
safety valve fails
distribution valve
8. Oil pump fails
8. Check and repair the oil pump
Carriage
1. Abrasion of side board of lifting 1. Repair oil pump
lifting
too
oil pump gear, the efficiency of
slow
oil pump is reduced, flux is
greatly reduced
2. Lag in oilcan
2. Check and eliminate the lag
3. Limit valve fails, hydraulic 3. Check and repair the limit valve
control valve main valve
partially open, insufficient flux
into oilcan
4. Oil pump oil suck pipe gets 4. Clean the filter
stuck
Does
not 1. Hydraulic control valves single 1. Disassemble, clean
stop
after
direction valve gets stuck, bad
lifting
sealing
2. Main valve pole and oil return 2. Abrasion is too serious, replace
valve poles sealing is bad
3. Oil leakage in oilcan and valve 3. Check and eliminate
and oil pipe
Carriage
1. Insufficient pressure, cannot 1. Check gas path and pressure
cannot
push hydraulic control valve
descend
loop valve pole
2. Oilcan
gets
stuck
or 2. Check and repair
coordination is too tight
3. Oil return valve gets stuck
3. Check oil return valve
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Carriage
1. Insufficient pressure (lower 1. Check the gas path
descend too
than 441 kpa), lifting hydraulic
slow
control valve oil return valve
pole is not fully open
2. Oilcan
gets
stuck
or 2. Check oilcan
coordination too tight
3. Oil return pipe or valve partially 3. Check oil return pipe and valve
gets stuck
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Chapter 14
Vehicle Frame, Carriage, Cab And Driver Seat
14.1 Vehicle Frame
Vehicle frame is the basic framework of the vehicle. All the assemblies, parts and carriage
and cab are directly or indirectly assembled onto the frame.
When vehicle travels on a bumpy road, the frame may retort or transform or bend in
transverse plane. The transformation will change the relative position between each part
assembled on the vehicle frame and will affect its normal working. On the other hand, the
vehicle frame has to bear with the force and torque from all the assemblies, hence the
vehicle frame must have good rigidity, especially for heavy self dump vehicle since its load
is very heavy and its working environment is very bad. Thus, the obdurability of vehicle
frame is especially important. Meanwhile, the weight of the frame should be as light as
possible.
This vehicle frame is a C-type structure. Is has two carlings and four beams. The bumper
is connected to the frame by bolt, the structure girder is customized. Main body carling is
customized into C-type structure with dimension 240l30l2mm. For the part of carling
which has to bear with more force, use L-shape girder to strengthen it. Cover a flat board
on upper and lower wing to increase intensity. The external parts are plug welded onto
carling by prefabricate hole. Beam is an 8mm steel plate pressing group welding
component.
The upper and lower reinforce boards of beam and L-shape girder are all plug welded onto
carling. The material of left and right carling and left and right auxiliary girder is 16MnL, the
rest use steer board material of 16Mn.
Frames front and rear ends are both welded with traction pin seat. The length of the frame
is changed from 6730 to 6450. The improved structure is more reasonable and is able to
provide a wider sight view for the driver.
14.2 Carriage
14.2.1 Carriage Structure And Function Summary
Carriage is used to carry ores and clay and other cargo. It is a full steel plate welding
structure. Carriage chassis consists of two girders and five beams. The rear part of
motherboard is warped 830 so that it will prevent sliding of ores from the motherboard.
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The motherboard uses 15MnMoVNRe adjusting high strength steel plate. Its abrasion
resistance is 4-5 times compared to 16Mn steel plate. The side board and front board are
both welded using 8mm thick 16Mn steel plate.
Figure 99 - Connection Of Carriage, Lifting Cylinder, Skip Bucket Axis &

Scratch Slate
1 Bolt
23 Oiling nuzzle
45 Support seat
2 Flat gasket ring
24 Dustproof cover
46 Nut
3 Block cover
25 Bolt
4 Glue gasket
26 Shock absorbing glue gasket
6 Nut
28 Nut
7 Bolt
29 Pin
8 Position locating plate
30 Glue gasket ring
9 Nut
31 Flat gasket ring
10 Oiling nuzzle
32 Uncork pin
11 Upper pin
33 Dial rock pole
12 Dust proof cover
34 Bolt
14 Active joint
36 Cover board
15 Hydraulic lifting cylinder
37 Lining
16 Bolt
38 Bracket
17 Elastic gasket ring
39 Bolt
18 Pin lock slice
40 Nut
41 Adjusting gasket ring
20 Dustproof cover
42 Shock absorbing gasket ring
43 Bolt
22 Active joint
44 Carriage pin axis
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There is a protection plate in front of carriage. Its function is to protect the cab from
occasional dropping of rock and earth.
The exhaust gas from diesel engine can go to carriages exhaust gas intake gate, passes
through motherboard and front abdomen board and left and right abdomen board, and
finally it is discharged through the holes on left and right side plate. This is namely exhaust
gas warm-up device. It is used to prevent freezing of carriage when operating in winter.
There are two types of carriage heights. One is the usual carriage and is used for carrying
cargos like iron ore. The other is with additional height and is used for carrying cargos like
magnesium ore and limestone.
Carriage skip bucket (Figure 99) is fixed on two girders by upper support seat. Left and
right lifting cylinders upper pivot lifts up the carriage through lifting upper seat, and self
dump can be fulfilled. Three cushion rubber gaskets are installed on the bottom of two
girders to amortize the impact between carriage and vehicle frame. Two cushion gaskets
are installed on the back of carriage skip bucket axis and it will amortize when carriage is
lifted up.
A scratch slate is installed onto left and right of carriage rear bottom. It will automatically
get rid of the rocks and mud in between rear wheels two tyres.
A position locating bracket is installed on the left and right outer side of girder. It can
prevent carriage from swinging left and right.
14.2.2 Note When Using The Carriage

1. Make full use of safety lock. Safety lock is installed on the back of motherboard bottom.
When lifting the carriage and repairing the transmission, must take off the joint lock axis
from safety lock and put the joint plate into frames traction pin seat. This is for safety
purpose. When reparation is done, must restore the position of joint pin axis and joint
plate. Otherwise the safety lock will be pressed and transformed when skipping the
carriage in the future.
2. When disassembling the carriage, first take off the skip bucket pin from lifting cylinder,
then put the lifting cylinder on the rear tyre upside-down, finally take off the nut of
carriage skip bucket axis seat.
3. When sending the vehicle for repair, must check if the lifting position limit valve is safe
and reliable so that the bolt from skip bucket seat will not be snapped when lifting the
carriage.
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14.3 Cab
Cab assembly consists of floor assembly (2) and engine cover assembly (11).
Accumulator and air filter are installed on the right side of floor assembly.
A small ladder is fixed on the left side for the driver to climb up. Four walls of the cab are all
install with glass windows for better sight view.
Left and right windows can be opened the moved. Heatproof and shockproof dope is
applied on cans head cover assembly and right side board, the right side board is also on
the left side on engine cover assembly, so it is also called left detachable cover assembly.
Front glass window (17) has electric wiper (14). There is a large tool box at the back of
driver seat. When installing air conditioning device, this tool box will be removed.
The fixing device (1) between cab and vehicle frame has 4 elastic bearing covered by
rubber and metal. If there is damage on elastic ring, the vibration of cab will become
serious and this will make driver tired more easily. Replace with new elastic bearing
assembly for safety and comfort.
Figure 100
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Cab is single sided left positioned. It is a whole metal structure. Cab frame is welded using
square steel tube and has more intensity compared with the old one.
1 Fixing device assembly
2 Floor assembly
3 Front window assembly
4 Front fence assembly
5 Side fence assembly
6 Rear fence assembly
7 Head cover assembly
8 Cab door assembly
9 Mirror assembly
10 Radiator cover assembly
11 Engine cover assembly
12 Front wing plate assembly
13 Ladder assembly
14 Wiper assembly
15 Rearview mirror assembly
16 Door lock assembly
17 Front window assembly
18 Left fence assembly
19 Right fence assembly
20 Right window rear glass
21 Rear window glass
22 Door window front glass
23 Door wind rear glass
When checking and repairing the engine, first disassemble the right detachable cover
assembly and left detachable cover assembly.
14.4 Driver Seat
This driver seat is used for mine-use load truck with large
vibration.
The seat can move forward and backwards by 45mm. It is
suitable for driver with weight 50-100kg. The backrest can
be adjusted to 2, 8, and 14 degree.
It is connected to the cab by bolts. The outline of the seat is
shown in Figure 101.
Figure 101
1 Handle 2 Handgrip
A. How to adjust the seat:
1. Forward and backward adjustment of seat: when the driver sits on the seat, use right
heel to push the handle (2) to the left, left foot steps on the cab floor, apply force onto
the body forwards or backwards to make the seat move forwards or backwards,
then move away right foot from handgrip (2) then the seat will automatically fix its
position.
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2. The elasticity of seat can be adjusted according to the weight of driver. How to adjust:
push the pallet on the handle (1) inwards, the push up the handle to increase
elasticity. When push the pallet outwards then push down the handle (1), the
elasticity will decrease. The elasticity is suitable when suddenly sit on the seat, the
compressing distance of the side plate should not exceed 10mm.
3. How to adjust backrest: use both hands to lift up the backrest so that the flashboard
tine is facing one of the grooves of bolt shell, then insert the seat.
B. When adjusting the handle (1), must not continuously move the handle without limit,
especially when reducing the elasticity, the handle has to be pushed outwards. When
the seat elasticity is suitable, stop pushing the handle. Otherwise the pin on the bolt
may be broken and the adjusting screw pole will fall off. The seat can no more be lifted
and shock absorber will also be easily damaged.
C. Apply lubricants regularly on the sliding path and roller.
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Chapter 15
Electrical Device
Electrical device consists of one generator, two series accumulators, one electricity
distribution device and electric device. When diesel engine is working, it will drive the
generator to convert mechanical energy to electrical energy and then generate electricity.
The electricity generated is sent to electric devices and charge the accumulator. When
diesel engine works normally, the job of accumulator is the store the extra electricity for
backup use when engine goes off or in low speed operation.
The function of electricity distribution device is to connect all the electric device and
accumulator. Hence the distribution device consists of wires, circuit protection system and
switch.
The function of electric device is to convert electric energy into mechanical energy, heat
and light according to different requirements.
The instruction is divided into 4 parts:
Part 1: starting device, including accumulator, starting machine and starting switch.
Starting device is used for starting the diesel engine.
Part 2: electricity generating device, including generator and voltage regulator. This device
can produce electric energy to supply electric devices, and charge the accumulator.
Part 3: illuminating device.
Part 4: electricity distributing device, including circuit net and its protection.
15.1 Starting Device
Starting device consists of two 12V accumulator in series, one 24V starting machine and
one starting electromagnetic valve, two starting switch in series.
The function of starting device is to use accumulators electric energy to drive the diesel
engines rotation.
Turn the starting switch key (1) to position I (Figure 102) so BAT is connected with ST,
electricity will flow from Figure 102 (1) to starting switch (2) and pull in winding (3), it
makes the starting machines meshing pinion in mesh with flywheel teeth ring. At the same
time the connect-brake touch point (6) is closed.
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Thus, the accumulator will start to supply electricity to armature winding (5) and field
inductance (4) in series, and the starting machine will start rotating. The meshing of
meshed pinion and flywheel teeth ring will drive the diesel engine to rotate. On the diesel
engines starts, switch the key to position (1), the connection BAT and ST circuit will
then be cut off.
The magnetic force produce by pull in winding (3) will be demagnetized. Under the effect
of position returning spring, the meshed pinion returns to its position, meanwhile the
connect-brake touch point (6) will be open, the accumulator stops supplying electricity to
the starting machine, the starting machine will stop rotating.
The electricity of electric device is supplied by two 12V accumulators. Two accumulators
are in series, cathode is connected to iron, so the output voltage is 24V. Its function is to
supply electricity to starting machine when starting the engine. When engine is
overloading, it will help the engine to supply electricity. When the electric pressure of
engine is higher than the accumulator, it can store the surplus electric energy, i.e. charge.
Figure 102 - Starting Circuit

1 Starting switch is at position I
4 Field inductance
2 Starting button switch
5 Armature winding
3 Pull in winding in connection with mesh 6 Starting machine connect-brake touch point
pinion
15.1.2 Accumulator
1. Accumulator model and specification
Model: 6-Q-195 type
Specification: rating voltage 12V. Rating capacity 195 Amp*hour for 20 hours discharge
rate. Starting discharge current is 585Amp.
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2. Maintenance of accumulator
Carry out the maintenance regularly. This is necessary for the efficiency and lifespan of
accumulator.
1. Observe for any electrolyte leakage from accumulator outer shell.
2. Check if the assembly of accumulator on the vehicle, lead tie-in and connection of
electric pilot is tight.
3. Clean the dust on accumulator cover often, wipe off the electrolyte on the cover, free
the liquid renew covers gas block hole, clean oxide on electric pilot and wire tie-in,
wash them, apply Vaseline to prevent erosion.
4. Check and adjust the proportion of electrolyte and liquid level. The liquid level can be
measured using glass tube. Electrolyte liquid level should be 10-15mm higher than
the pole plate. If electrolyte is insufficient, add in distilled water. Do not add in dilute
sulphuric acid unless the decrease in liquid level is caused by spill of electrolyte.
5. Check the discharge extent of accumulator, if it exceeds the regulated valve then
charge. The charging condition of accumulator can be obtained from measuring the
electrolyte proportion.
Electrolyte proportion is measured using proportion meter. Take note that when
measuring the proportion, also measure the temperature of the electrolyte. Compare the
measured proportion with temperature with table 15-1 and convert to proportion under
l5C. For example, electrolyte temperature is 30C and measured proportion is 1.28,
converted to 15C proportion is 1.28+0.01=1.29.
Table 15-1 Electrolyte proportion under conversion of 15C correction
Measured
+45
+30
+15
0
-15
-30
-45
temperature
Correction
proportion
reading
of 0.02
meters
-0.01
-0.02
-0.03
0.04
For every 0.01 reduction in proportion, it is equivalent to accumulator discharing %6. If the
electrolyte proportion of charged accumulator is known, the discharge extent can then be
estimated from measured electrolyte proportion.
When measuring the proportion, the electrolyte level must reach the required level. On the
other hand, when diesel engine starts and distilled water is added for a few times, should
not measure the proportion immediately.
When use the accumulator in winter, make sure the accumulator is fully charge so that
then proportion will not become too low and get frozen, which will in turn crack the
machine shell, causing problem in pole plate. Because in winter, the capacity of
accumulator decreases, it is necessary to do the warm-up of starting machine. Every
switch on time should not exceed 5 seconds. If need to use continuously, rest for 15
seconds then carry on.
______________________________________________________________________
Page - 167 - of 178

3. Refer to table 15-2 for accumulators malfunction, causes and troubleshoot.
15.1.3 Starting Machine
The function of starting machine is to drive crank shafts rotation when diesel engine
starts.
This vehicle used 40MT24V starting machine produced by DeIco-Remy. It is fixed on the
diesel machine flywheel outer shell using three bolts.
The electromagnet 7 used for controlling mesh pinions meshing mechanism and closing
starting machine connect-brake touch pint is fixed on the starting machine stator shell
using 4 bolts.
1. Working principle
Starting machine has 4 poles, field inductance in series, and uses accumulator for
electricity supply. When starting switch is in position II and starting button switch is
pressed, the electricity gets connected. Magnetic force is then produced in pull in
winding active iron core. It drives the pinion through double shoulder pole, make
driving pinion in mesh with flywheel ring. At this moment the connection pole (14)
closes (Figure 103), starting machine will drive diesel engine to rotate. Magnetic
connection is produced by passing the electricity through starting machines field
inductance. Electricity also passes through armature winding and produce rotating
distance. This rotating distance drives the rotor. Due to the mesh of upper gear and
flywheel teeth ring, the rotor will drive diesel engines flywheel to rotate.
Once the diesel engine starts, starting switch returns to its original position. Power
source is cut off, pull in winding is demagnetized. Under the effect of position returning
spring, the double shoulder pole will make mesh pinion go back to its position.
Meanwhile, the connection pole (14) is cut off, no electricity in starting engine and
rotation stops. After diesel engine starts, driving pinion and flywheel teeth ring
immediately fall off each other so that the starting machine will not be damaged.
Table 15-2
Malfunction Causes
Troubleshoot
Accumulator 1. No electricity in
1. Charge
does not
accumulator
supply
2. Looseness of connection
2. Fix the connection pole, if eroded
electricity
pole
then replace
3. Bad grounding
3. Clean the grounding and fix the

grounding
4. Electrolyte liquid level too

low
4. Add distilled water
______________________________________________________________________
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5. Pole damaged or short
circuit
Cannot
charge the
accumulator
6. Short circuit in electric

device,
make
the
accumulator discharge
1. Looseness of connection
pole
2. Bad grounding
3. Electrolyte liquid level too
low
4. Pole damaged or short
circuit
device, make the
accumulator discharge
6. Generator does not charge
Too much
expand of
distilled
water
7. 12 fuse gets burnt

device causing
temperature rise in
accumulator
2. Accumulator case
damaged
5. Use charging machine to check,

use low current to charge, if
within some time the electricity
overflows then replace the
accumulator
6. Eliminate the short circuit
1. Fix the connection pole, if eroded
then replace
2. Clean the grounding and fix the
grounding
3. Add distilled water
4. Use charging machine to check,
use low current to charge, if within
some time the electricity overflows
then replace the accumulator
6. Check the generator
7. Replace the fuse
2. Replace the accumulator
______________________________________________________________________
Page - 169 - of 178
Figure 103 - Starting Machine Circuit Principle

1 Driving pinion
2 Position returning spring
3 Double shoulder pole
4 Active iron core
5 Positioning winding
6 Pull in winding
7 Connection pole
8 Starting button switch
9 Starting switch
10 Fuse
11 Amperemeter
12 Connection pole
13 Contacting plate
14 Connection pole
15 Ground
16 Starting machine
17 Accumulator
18 Brass cover
19 Starting electromagnetic valve
2. Maintenance
1. Drop machining oil on the oil path sealed by bolts, lubricate 3 bearings.
2. Check the abrasion condition of electric brush, keep the commutating slice clean.
3. Check if the connection is tight, especially on grounding tie-in.
______________________________________________________________________
Page - 170 - of 178

3. Malfunction, Causes And Troubleshooting
Malfunction
Driving pinion
does not
mesh
Causes
1. No electricity in accumulator
2. No electricity in pull in winding
3.
4.
Driving pinion
not rotating or
cannot drive
the diesel
engine after
meshing
5.
1.
2.
3.
4.
5.
Driving pinion
and flywheel
teeth ring do
no get
disconnected
1.
2.
3.
4.
Troubleshoot
1. Charge
2. Check circuit, fuse joint and
starting switch
Short circuit or broken circuit in 3. Open pull in winding shell,
pull in winding
tie-in, replace if necessary
Double shoulder pole broken or 4. Replace
transformed
Abrasion of gear
5. Replace
Partial discharge of
1. Charge
accumulator
Connection pole 14
2. Open pull in winding shell,
disconnected
check the joint
Abrasion of brush or
3. Replace
insufficient spring force of
brush frame
Rectifier oxidized or dirty
4. Clean and brush rectifier
Armature winding or field
5. Disassemble starting
inductance short circuited or
machine and check wiring
broken circuited
on the platform, replace
when necessary
Insufficient spring force in gear 1. Replace the spring
positioning spring
Pinion gets stuck in spline
2. Disassemble the gear and
groove
check
Transformation of driving
3. Replace the broken parts
pinions teeth or teeth ring
Long charging of pull in winding 4. Check starting switchs joint
15.1.4 Starting Electromagnetic Valve

The function of starting electromagnetic valve (Figure 104) is to supply electricity for
engine when starting.
When need to start the starting machine, start switch is turned in position II, press the
starting button switch, connect the power source, the electricity passes electromagnetic
valves small connection pole (1), reaches the cathode, makes electromagnet produce
suction to suck the valve to connect connection pole (2) and (3). The electricity supplied by
accumulator passes through connection pole (2) (3) and flows into starting machines
positioning winding and pull in winding, makes the starting machine start working.
Once the diesel engine starts, starting switch returns to its original position, pinion power
source is cut, electromagnet suction force disappears, valve returns its position under the
effect of spring. Connection pole (2) (3) get disconnected, starting electromagnetic valve
finishes working.
______________________________________________________________________
Page - 171 - of 178
Figure 104 - Starting Electromagnetic Valve Switch

1 Connection pole
5 Electromagnet
2 Connection pole
6 Valve
3 Connection pole
7 Spring
4 Pinion
By using starting electromagnetic valve, we can prevent burning of starting machine joint
caused by large current. This burning will cause pull in winding long time electrified and
driving pinion and flywheel teeth ring will not get disconnected.
15.1.5 Starting Switch
The function of starting switch is to connect and disconnect starting machine circuit. It can
also cut the circuit for illuminating and other electric devices then vehicle does not start.
Starting switch has 3 positions (Figure 105).
Figure 105 - Starting Switch

Position 0: when vehicle is not starting, all touch points open
Position I: electrify all the electric devices except for starting machine pull in winding
Position II: electrify all the devices, field inductance of starting machine pull in winding
Starting switch is fixed on the instrument panel using loop nut.
______________________________________________________________________
Page - 172 - of 178

The starting switch uses two series. One is on ignition switch, the other is on starting
button. The purpose is to prevent operational mistake. Only when two switches close
simultaneously it will work.
The causes of malfunction and troubleshoot:
Malfunction
Causes
Starting switch cannot Disconnection in touch
close the circuit
point and connection
pole
Starting switch cannot Inner touch points are
open the circuit
welded together
Troubleshoot
Connect them, fix the
touch point
Replace
switch
the
starting
15.2 Electrical Generating Device

The function of this device is to convert the mechanical energy into generators electric
energy, for charging accumulator, fulfilling the requirements of electric device.
The current during normal traveling of vehicle is partially absorbed by accumulator and
partially used by electric devices.
If the device works normally it will output a maximum 28V voltage, the minimum voltage
should be equal to the voltage of accumulator.
The generator used for this vehicle is self commuted. It has inner touch point free pressure
adjusting generator. This kind of whole generator has good voltage adjusting precision,
endurance and shockproof. On the other hand, the generator and pressure adjusting
device are assembled together so there is no external wire, thus relatively there is less
malfunction.
In the whole assembly, the only part in motion is rotor. Its one end is fixed on generators
driving end by roller bearing, the other end is fixed on generators rectifying end by roller
bearing.
Magnetic wire, stator wire and 6 rectifying diode and adjusting device circuit sub-assembly
are all fixed. Fan is installed on the driving end for cooling purpose. There is a large
lubricant reservoir for good lubrication.
Only one live wire is needed to connect the generator and accumulator. R output tie-in is
used by some communicating devices. Meanwhile it can be used for magnetism charge
after generator is disassembled and repaired.
______________________________________________________________________
Page - 173 - of 178

(28V DC, Max 2A Current)
Supply Magnetic
Charge Indication
Grounding
Current
Or
Electrical Switch
14V Direct Current Electrical

Pressure Max 2A Current
Adjusting Device
Field Inductance
Provides Rotational Speed Signal Or

Change Indication
Armature
Winding
Grounding
Figure 106 - Generator Circuit Principle

1. R(W) end commutes through one of the 4,5,6 silicon pipe, forms half wave
commuting voltage with ground. So its output signal is 14V DC pulse voltage
(maximum load cannot exceed 2A). R(W) end is used to connect rev meter.
2. B+ end commutes in full wave through4,5,6 and 7,8,9 silicon pipe. It passes
through filter wave capacitor C and outputs 28V DC current. When electric switch K
is closed, it charges the accumulator or supplies electricity for it.
3. D+ end commutes in full wave through 1,2,3 and 4,5,6 silicon pipe and outputs 20V
DC voltage (maximum load is 2A). D+ end is used to connect charge indicator and
supply generators self-excitation current.
______________________________________________________________________
Page - 174 - of 178

15.2.2 Malfunctions, Causes And Troubleshooting
Malfunction
Causes
Insufficient electricity in 1. Accumulator fails
accumulator
2. Circuit loose
3. Engine fails
Too much electricity in 1. Engine fails
accumulator
Troubleshoot
1. Check, repair or replace the
accumulator
2. Check the joints of circuit,
keep the joint pivot clean and
tight, accumulator surface dry
and clean
3. Check and repair
1. Check and repair the engine
voltage adjusting board
15.2.3 Generator maintenance

Since AC current generator is different from DC current generator, take note of the
following points during use:
1. No short circuit of cathode and anode of generate and accumulator, otherwise
commuting components will be burnt.
2. Switch on the power switch when vehicle stops driving, cut off the circuit, otherwise
accumulator will keep discharging into field inductance and burn it.
3. After accumulator is fully charged, charging current will automatically decrease.
When engine operates with middle speed, the charging current is small or zero, this
does not mean the charging system has malfunction. Because when there is
sufficient electricity in accumulator and engine and voltage adjusting device are all
normal, it is just the accumulator is fully charged. If the ampere meter points to
discharge direction, it shows that there is malfunction in engine.
______________________________________________________________________
Page - 175 - of 178

15.3 Illumination Device
15.3.1 Summary
Illumination device is used for:
1. Indicate vehicle width (width indicator)
2. Indicate turning direction (turning indicator) or brake (stoplight)
3. Light up front and rear of vehicle (headlight, dipped headlight and back working
light)
Illumination device consists of:
2 headlights
2 back working lights
2 front small lights (indicate width and turning)
2 back combinational lights (indicate width, turning and brake)
1 top light
1 socket for manual working light
2 front foglights
15.3.2 Malfunction, Causes And Troubleshooting
Malfunction
Causes
One or some illumination 1. Broken fuse
device do not light up
2. Broken light socket wire
3. Broken light
4. Circuit short or open
Troubleshoot
1. Replace the fuse
2. Connect the broken
circuit
3. Change lights
4. Change wire, eliminate
short circuit
Note: must not use high voltage or other types of light to replace, this is because it may
waste too much electricity, or cause overload in electric device, or reduce the lighting
effect.
15.4 Electrical Distribution Device
15.4.1 Fuse Box
1. Summary
In the fuse box there are 8 fuses and they are responsible for protection of all electric
devices. The box is installed on the front side of instrument panel. The basic protected
wires are shown below in the table.
______________________________________________________________________
Page - 176 - of 178

2. Working principle
When there is short circuit, the current increases and exceeds the rating melt current
of fuse, and fuse melts. Hence the circuit with fuse will be cut off.
Serial
#
1
2
3
4
5
Capacity
50A
30A
6A
6A
6A
6
6A
7
6A
8
6A
Note: before
melting point.
Circuits protected by fuses (BJZ3364)

Circuit under protection
Generator
Accumulator
Headlight, width indicator
Wiper system, horn system
Turning system, instrument panel indicator, air pressure
warning indicator
Foglight, back light, lifting system
Fuel system
Brake system, fan system, working light, top light
replacing the fuse, first find out the cause, must not use fuses with high
15.4.2 Circuit
1. Summary
Electric device is connected to power source through wires. The circuit consists of
some copper insulating wires. Its load area is proportional to circuit load.
1. Dial wiring harness: supply electricity to the meters, indicators, and switch buttons
on the instrument panel.
2. Chassis wiring harness: except for front and rear light and odometer, all the electric
device of chassis is supplied by chassis wiring harness.
3. Front light wiring harness: supply electricity for headlight, foglight and turning light.
4. Rear light wiring harness: supply electricity for back combinational light, back
working light and transmit odometer sensors inductance signal.
For easy assembly, rear light wiring harness is divided into rear light wiring harness
(1) and rear light wiring harness (2).
Dial wiring harness, chassis wiring harness, front light wiring harness and rear light wiring
harness are connected through 4 connection devices.
There are also two thick wires in the circuit. They are used for connecting electric bottle
and main gate device, electric bottle and starting, and hence form the whole circuit
system.
Each wire is labeled. The label number used is according to electric circuit principle. If
there is malfunction of the circuit, find out the cause according to electric circuit principle
and do the troubleshooting.
______________________________________________________________________
Page - 177 - of 178
______________________________________________________________________
Page - 178 - of 178

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BJZ3364 Dump Truck for Mine Use

Operation Manual of Dump Truck BJZ3364

Organization: ZhongHuan DongLi (Beijing) Heavy Vehicle Co . , Ltd .

Operation Manual of Dump Truck BJZ3364

This Page Is Intentionally Left Blank

Operation Manual of Dump Truck BJZ3364

Dress appropriately during operation. Working suit is preferable. Maintenance must be

Operation Manual of Dump Truck BJZ3364

Operation Manual of Dump Truck BJZ3364

Operation Manual of Dump Truck BJZ3364

Chapter 2 Normal Use And Maintenance

Chapter 6 Transmission Shaft

Chapter 7 Rear Axle

Operation Manual of Dump Truck BJZ3364

Chapter 9 Steering System

Chapter 10 Braking Device

Chapter 11 Suspension Device

Chapter 12 Cartwheel And Hub

Operation Manual of Dump Truck BJZ3364

Chapter 14 Vehicle Frame, Carriage, Cab And Driver Seat

Chapter 15 Electrical Device

Operation Manual of Dump Truck BJZ3364

Height (no load)

Track rear (Central line distance between two tyres)

Min. turning radius (According to centre of front felloe)

Carriage max lift angle

Lifted carriage- ground maximum height

Lifted carriage- ground minimum height

Carriage dimension- Normal loaded (heightened carriage)

10.7 m3(13.0 m3)

Carriage dimension- Pile loaded (heightened carriage)

13.9 m3(16.2 m3)

Operation Manual of Dump Truck BJZ3364

Lube oil pressure

Circulation water pump

Operation Manual of Dump Truck BJZ3364

Dry air filter

Max allowed back pressure

Exhaust pipeline normal pressure dimension

Engine supporting equipment

Type and gear number

Velocity ratio (overspeed)

Operation Manual of Dump Truck BJZ3364

Center Transmission Shaft (clutch - transmission)

Final drive ratio

Kingpin inclination angle

Front wheel camber

Toe-in of Front Wheel (measured at peripheral rim)

No 35 steel cast piece

Steel sheet welding

Operation Manual of Dump Truck BJZ3364

Steering And Brake

Operation Manual of Dump Truck BJZ3364

Single left side integral

Thick wall seamless

Operation Manual of Dump Truck BJZ3364

Figure 1 - BJZ3364 Dump Truck for Mine Use

Figure 2 - NT-855-C250 Diesel Engine

Figure 3 - BJZ3364 Dump Truck Dimension

Operation Manual of Dump Truck BJZ3364

Operation Manual of Dump Truck BJZ3364

Figure 4 - BJ374 Dump Truck Traveling Performance

Operation Manual of Dump Truck BJZ3364

Figure 5 - Control System Sketch Map