ST 1010 SM
ST 1010 SM
ST 1010 SM
Scooptram L.H.D.
®
Service Instructions
The boom, the bucket, and the front axle are ual and the safety decals on
mounted on the load frame. The bucket may the vehicle are identified by this symbol.
be either of a standard design or an eject-o- The safety messages that are shown in this
dump design consisting of a push plate manual include a signal word. That word
assembly controlled by the operator. shows the degree or level of hazard. The sig-
The entire vehicle is designed for maximum nal words are DANGER, WARNING, and
durability and easy maintenance. All items to CAUTION.
be maintained on a scheduled basis are easily DANGER indicates an imminently hazard-
accessible and identifiable. ous situation that, if not avoided, will result
This manual is intended to be used in con- in death or serious injury.
junction with the Operator’s Manual and WARNING indicates a potentially hazard-
Parts Catalog for this vehicle. Use only Atlas ous situation that, if not avoided, can result
Copco approved replacement parts when ser- in death or serious injury.
vicing Atlas Copco products.
CAUTION indicates a potentially hazardous
The Operator’s Manual covers all routine situation that, if not avoided, can cause
service by maintenance interval: daily, minor or moderate injury.
weekly, monthly, and quarterly.
IMPORTANT indicates information to the
This manual provides you with a generalized operator that may prevent potential damage
overview and theory of operation of various to the vehicle.
components and systems on the scooptram.
NOTE indicates information that may be
By using this manual you will be able to useful to the operator.
understand how complex systems work, how
General safety precautions are listed in the
to troubleshoot problems in operation, and
safety section of this manual. Specific safety
Description.......................................................................................................4
Terminology.....................................................................................................4
Safety
General Safety Precautions ..............................................................................21
Safety During Maintenance .............................................................................21
Parking the Scooptram and Stopping the Engine ............................................24
Burn, Fire, and Explosion Prevention..............................................................24
RollOver/Falling Object Protective Structure (ROPS/FOPS) .........................25
Tire and Wheel Safety .....................................................................................25
Safety Signs .....................................................................................................26
Preventive Maintenance
General Maintenance .......................................................................................27
Record Keeping ...............................................................................................27
Independent Oil Analysis.................................................................................27
Electric Welding ..............................................................................................28
Hydraulic System Cleanliness .........................................................................28
Perform Maintenance On Level Ground..........................................................28
Install Articulation Locking Bar ......................................................................28
General Safety When You Service the Vehicle...............................................29
Never Work Under An Unsupported Boom ....................................................30
Using the HourMeter (MMC)..........................................................................30
Shift Maintenance Report ................................................................................31
Operator Shift Maintenance Checklist.............................................................32
Maintenance Schedules....................................................................................33
As Required .....................................................................................................33
Shift/Daily Requirements ................................................................................34
Daily Lubrication Items ...................................................................................36
ST1010 Lube Schematic ..................................................................................37
125 Hour Requirements ...................................................................................38
250 Hour Requirements ...................................................................................40
500 Hour Requirements ...................................................................................40
1000 Hour Requirements .................................................................................41
2000 Hour Requirements .................................................................................42
5000 Hour Requirements .................................................................................42
Maintenance Intervals......................................................................................44
As Required .....................................................................................................44
Engine Air Filter Restriction Indicator ............................................................44
Radiator............................................................................................................44
Power Unit
Introduction......................................................................................................71
Fuel System......................................................................................................71
Theory of Operation.........................................................................................72
Fuel System Components ................................................................................72
Filters ...............................................................................................................72
Pumps...............................................................................................................73
Fuel Pump ........................................................................................................73
Fuel Tank .........................................................................................................74
Electronic Unit Injectors (EUI) and Engine Control Module (ECM)..............74
Power Train
Introduction......................................................................................................91
Transverter .......................................................................................................91
Transverter Theory of Operation .....................................................................91
Transverter Component Description................................................................92
Frame
Introduction......................................................................................................127
Load Frame ......................................................................................................127
Removing the bucket .......................................................................................127
Replacing the bucket........................................................................................128
Removing the Z-Bar ........................................................................................128
Reinstalling the Z-Bar......................................................................................129
Removing the boom.........................................................................................129
Replacing the boom .........................................................................................130
Power Frame ....................................................................................................130
Removing and Replacing Hoods .....................................................................130
Removing the Fuel Tank..................................................................................131
Replacing the Fuel Tank ..................................................................................132
Separating and Reconnecting the Load and Power Frames.............................132
Separating the Load Frame from the Power Frame .........................................132
Hydraulics
Hydraulic System.............................................................................................141
Theory of Operation.........................................................................................141
Standard System ..............................................................................................141
System Components ........................................................................................141
Pumps...............................................................................................................142
Hydraulic Gear Pumps.....................................................................................142
Cylinders ..........................................................................................................142
Steering Cylinders............................................................................................143
Stabilizer (Dump) Cylinder .............................................................................143
Hoist Cylinders ................................................................................................143
Accumulators ...................................................................................................144
Accumulator Pre-Charge .................................................................................145
Brake Release Tow Hook Accumulator ..........................................................145
Tank and Filters ...............................................................................................145
Hydraulic Reservoir (Tank) .............................................................................145
Inspection.........................................................................................................145
Repair...............................................................................................................146
Oil Filters .........................................................................................................146
Internal Filter Cartridge with Indicator............................................................147
Hoses and Tubing ............................................................................................147
Hydraulic Drift.................................................................................................182
Pump Flows .....................................................................................................182
Steering Cylinder Removal and Replacement .................................................183
Steering Cylinder Removal..............................................................................183
Steering Cylinder Installation ..........................................................................183
Dump Cylinder Removal and Replacement ....................................................183
Dump (Stabilizer) Cylinder Removal ..............................................................183
Dump Cylinder Installation .............................................................................184
Hoist Cylinder Removal and Replacement......................................................184
Hoist Cylinder Removal ..................................................................................184
Hoist Cylinder Installation...............................................................................185
Pump Removal and Replacement ....................................................................185
Pump Installation .............................................................................................185
Valves ..............................................................................................................185
Valve Replacement ..........................................................................................185
Valve Cartridge Removal/Service ...................................................................185
Hydraulic Manifolds ........................................................................................186
Manifold Replacement.....................................................................................186
Preparation for Trial Run .................................................................................186
Start-up.............................................................................................................186
Trial Run ..........................................................................................................187
Electrical System
Theory of Operation.........................................................................................189
Vehicle Electrical Systems ..............................................................................191
Wiring Harnesses .............................................................................................191
Master (Battery Isolation) Switch....................................................................191
Component Box ...............................................................................................191
Park Brake Switch ...........................................................................................191
Charging and Ignition System .........................................................................192
Battery..............................................................................................................192
Alternator .........................................................................................................192
Engine Control Module ...................................................................................192
Starter...............................................................................................................192
Computerized Control Units ............................................................................193
Programmable Logic Control (PLC) ...............................................................193
Engine Electronic Control Module System (ECM) .........................................193
Electronic Unit Injectors ..................................................................................194
System Sensors ................................................................................................194
Diagnostic Interfaces .......................................................................................196
Communication Links......................................................................................196
Miscellaneous Systems
Fire Suppression System..................................................................................217
System Operation.............................................................................................217
Sequence of Events ..........................................................................................218
Fire Starts .........................................................................................................218
Operator Activates Actuator ............................................................................218
Dry Chemical Distribution...............................................................................218
Dry Chemical Discharged................................................................................219
Hand Portable Fire Extinguisher......................................................................219
In The Event Of Fire ........................................................................................219
System Components ........................................................................................219
Actuator ...........................................................................................................219
Cartridge Receiver/Expellant Gas Cartridge ...................................................220
Dry Chemical Tank..........................................................................................220
Nozzles.............................................................................................................220
General Maintenance Information ...................................................................220
Monthly............................................................................................................221
Semi-annual .....................................................................................................221
Check Fire System ...........................................................................................221
Automatic Checkfire System ...........................................................................221
Checkfire Control Module ...............................................................................222
Diagnostic Lights .............................................................................................223
Ride Control Systems ......................................................................................223
Theory of Operation.........................................................................................223
Ride Control System Components...................................................................224
Ride Control Manifold.....................................................................................224
Accumulator.....................................................................................................224
Troubleshooting
Specifications
ST1010.............................................................................................................253
.........................................................................................................................254
ST1010 Hydraulic Pump Flows.......................................................................255
Stability ............................................................................................................255
Noise Level ......................................................................................................255
Maximum Allowable Back Pressure ...............................................................255
Bucket Dump Angles ( +/- 3°).........................................................................256
lar mine applications may require for safe a procedure, service, or adjust-
operation. ment, contact your Atlas Copco sales com-
pany or dealer for more information.
• Read and carefully follow all instructions
as outlined in the Operator and Service Before you service this scooptram, always
manuals. put a DO NOT OPERATE tag in the cab on
the steering control. If applicable, remove
• Make sure that all operating controls and
the key from the scooptram.
indicators are functioning properly.
• Never use controls as mounting assists.
• Never stand while operating the vehicle. DO NOT
• Avoid wearing loose clothing when oper-
OPERATE
ating the vehicle or working around
engines and other moving or rotating
equipment. Reason
Atlas Copco sales company or dealer for power frame to prevent the vehicle from
authorization first. articulating
Before you perform service, always wear the
correct protective items. Face protection,
safety shoes, heavy gloves, etc. can be 1
required.
Wear eye or face protection when using a
hammer. Chips or debris can cause eye
injury. When driving hardened pins, use a
hammer with a soft face.
If you must perform service under the scoop-
tram, always engage the parking brake and
block the front and rear of each wheel. 1. ST1010 Articulation Lock Installed
Never enter the articulation area of the 1. Remove the key from the IGNITION
scooptram unless you have first installed the switch, if applicable, and hang a DO
articulation locking bar. NOT OPERATE tag on the switch.
Always consult the proper section of the ser- 2. Turn the MASTER (battery disconnect)
vice manual before performing maintenance. switch to OFF and hang with a DAN-
GER tag.
Perform maintenance in a safe area away
from vehicle traffic, with a stable roof area Stop engine before adjusting or repairing
and adequate ventilation. The vehicle should engine or engine-driven equipment.
be on level ground when performing mainte- If you must service the scooptram with the
nance. Before you start, make sure that the engine running, have a second person help
wheels are blocked. you. The second person must be in the opera-
Before performing any maintenance in the tor’s seat during any servicing or adjustment.
articulation area of the vehicle: To prevent hearing damage, wear ear protec-
Make sure the articulation (swival) locking tion devices when working inside an
bar is connected between the load frame and enclosed room with the motor running.
Make sure that all pressure is vented prior to
working on any fluid system.
When you check for a high pressure hydrau-
lic leak, always use cardboard or paper to
locate the leak.
WARNING: The hydraulic system
contains accumulators. Always
ACW00073.pict depressurize the system before per-
forming maintenance.
Parking the Scooptram and Stopping 2. Do not short across the battery terminals
the Engine to check a charge. Sparks can cause an
explosion.
When you stop and park the scooptram,
make sure the area is safe and level. 3. Do not weld, grind, or have an open
flame near a battery.
1. Make sure the bucket is completely
down with the bucket blade on the 4. When you charge a battery, always
ground. remove the caps and have good ventila-
tion.
2. Engage the parking brake, stop the
engine, put all controls in neutral, and 5. If the engine must be jump started, refer
remove the key, if one is available. to the Operator manual for the correct
procedure.
3. Release the seat belt.
On water cooled engines, hot coolant in the
4. Exit the scooptram.
radiator can rush out if you remove the radia-
IMPORTANT: If you must park the scoop- tor cap too quickly. Always allow the radia-
tram on a grade, always put the front of the tor cool before removing the cap. Turn the
scooptram toward the bottom of the grade radiator cap to the first notch to vent any
with the bucket up against the rib, if possi- pressure in the system. After all pressure has
ble. Make sure the scooptram is parked been released, remove the cap.
behind an object that will not move. Engage
All fuels and most lubricants are flammable.
the parking brake and put blocks on the
Always handle with care.
downhill side of each tire.
Store all oil-soaked rags or other flammable
Burn, Fire, and Explosion Prevention material in an approved protective container.
If the scooptram has had a fuel or oil leak, holes, cutting, or adding attachments, can
repair the leak and clean the scooptram weaken the structure, void the ROPS/FOPS
before operating. certification, and reduce your protection. If
WARNING: Ether starting fluid your ROPS or FOPS has structural damage,
can explode and can cause injury contact your Atlas Copco sales company or
or death. dealer before attempting any repairs.
ACW00073.pict
If ether is used to start the engine in cold Do not add attachments to the scooptram that
weather, only use in accordance with the will cause the total weight of the scooptram
manufacturer’s recommendations. Always to exceed the total gross weight shown on
use face protection when you use ether start- the ROPS or FOPS label.
ing fluid. The seat belt is an important part of the
NOTE: Atlas Copco does not recommend ROPS system. Always fasten and adjust the
the use of ether starting fluid. seat belt before you operate this scooptram.
Before welding or using a torch on the WARNING: If you roll this scoop-
scooptram, always clean the area around tram over and you do not have the
your work first. ACW00073.pict seat belt fastened, you may be seri-
ously injured or killed.
Check the electrical system for loose wires,
connections, or frayed insulation. Repair or If you have any questions about the ROPS or
replace damaged parts. FOPS on your scooptram, contact your Atlas
Copco sales company or dealer.
RollOver/Falling Object Protective
Structure (ROPS/FOPS) Tire and Wheel Safety
Your scooptram may have a RollOver Pro- WARNING: Tires and wheels can
tective Structure (ROPS) or Falling Object explode and cause injury or death.
Protective Structure (FOPS). Our ROPS are ACW00073.pict
Safety Signs
WARNING: Injury or death can
result if a safety sign is missing
ACW00073.pict and instructions are not followed.
Replace all missing or damaged signs. Keep
the signs clean. Contact your Atlas Copco
sales company or dealer for new safety signs.
To clean a sign, use only a soft cloth, water,
and soap. Do not use solvent, gasoline, etc.
IMPORTANT: The meanings of all safety
signs are described in the introduction to the
Operator’s Manual. There are also locator
diagrams showing the location of all safety
signs . (Additional diagrams are provided
for EC customers, showing the location of all
safety guards.) The scooptram should never
be operated without all safety signs and
guards in place. If a safety or instructional
sign is on a part that must be replaced, make
sure the same sign(s) is on the new part.
Contact your Atlas Copco sales company
dealer for new signs.
dent laboratory analysis are considered which the work will be performed if
primary elements of a good program. there is a substantial accumulation of dirt
IMPORTANT: Oil analysis is not to be used or other debris.
to determine if oil can be re-used past recom- 2. Wipe all hose and pipe connections
mended service life. Change oil during rec- before opening any connections.
ommended service intervals even when oil
3. Remove all loose paint before opening
analysis shows oil to be up to standards. A
any connections.
comprehensive analysis program can aid in
establishing optimum service intervals. 4. Plug or cap any hose, pipe, valve, or cyl-
inder immediately after opening a con-
Electric Welding nection.
Important: Use caution in electric welding 5. Flush any unsealed hose or pipe with
on the scooptram. Serious damage to the hydraulic oil before installing it in the
engine control computer and the battery iso- system.
lator can occur. 6. Install all hoses, pipes, valves, or cylin-
Before any electric welding on the scoop- ders immediately after unplugging or
tram, perform the following: uncapping connections.
Reason
Signature
Vehicle Model
Vehicle Number
Date Shift No
Hour Meter Reading
Clearly state any mechanical failures on
RES SEL this vehicle at end of each shift.
Fluids Added
Engine qts
Transmission qts
Shift Maintenance Report Hydraulic Tank qts
Shown here is a sample shift maintenance Hydraulic Brake Reservoirs qts
report form. A shift maintenance report form OK Defect
must be used to report defects found when
making shift maintenance checks at the Trans Clutch Pressure
beginning of each shift. Engine Oil Pressure
Your company may have a different report- Air Pressure (Tires)
ing method, however, it is recommended that Volt Meter
this form be filled out at the end of each shift
and returned to your supervisor. Accurate Remarks:
shift maintenance reports can help your com-
pany anticipate maintenance problems and
take action to prevent costly failures.
Name: No:
Operator Signature
Supervisor Signature
Service Description
Before Starting Engine - Check The Following:
Engine Crankcase (Check Oil Level - Look For Leaks)
Engine Air Cleaner (Check Indicator. Clean Or Change)
Engine V-belts And Pulleys (Check Adjustment And Wear)
Radiator (Check Coolant Level. Look for Leaks)
Fuel Tank (Fill-check For Leaks)
Primary Fuel Filter (Drain Off Water)
Exhaust Scrubber (If Used) — (Flush/refill, Look For Leaks)
Surge Tank (Look For Leaks)
Hydraulic Tank (Check Level - Look For Leaks)
Transfer Case (Check Oil Level)
Battery (Check Electrolyte Level)
Tires (Check Condition And Pressure)
Hoses (Look For Leaks Or Damage)
Fire Extinguisher (Check Indicator)
After Starting Engine — Check The Following
Engine (Does It Sound Normal?)
Cooling System (Look For Leaks Or Radiator Blockage)
Oil Leaks (Look for leaks)
Fuel Leaks (Look for leaks)
Transverter (Check Oil Level With Engine Warm And Idling)
Air Intake System (Look For Leaks Or Damage)
Service Description
Exhaust System (Look For Leaks And Excessive Smoke)
Park/emergency Brake (Test Against Engine Power)
Service Brakes (Test Against Engine Power)
Horn (Check Operation)
Lights (Clean Lenses And Check Operation)
Control Levers (Check Operation)
Maintenance Schedules
As Required
Shift/Daily Requirements
Shift/Daily Requirements
Shift/Daily Requirements
Brake Bleeder
Valves
Manual Lube
Points
Maintenance Intervals of the indicator will become red when the fil-
ter is restricted and requires service.
Note: Whenever conducting engine mainte-
nance, the engine manufacturer’s service
and operator’s manuals should be referred to 1
for correct procedures.
As Required
Engine Air Filter Restriction Indicator
NOTE: An adequate supply of clean, filtered 2
air is necessary to maintain correct fuel/air
ratios, resulting in a cleaner burning engine.
Free flow of air to the intake must not be
restricted in any way. The maximum pressure
drop through the intake system, at full throt-
tle and no load (approximately 2200 rpm)
should not exceed specified engine manufac-
turer’s recommendations. 1. Reset Button
2. Service Indicator Windo
IMPORTANT: Always service the air filter
After the filters have been cleaned or
system with the engine stopped. You can
replaced, reset the indicator by depressing
damage the engine severely with dust and
the button on the top of the indicator.
debris.
Periodically during your shift check the air Radiator
intake restriction indicator. A clear area, or Clean all debris that obstructs free air flow
service indicator window, around the middle through the radiators.
Cab, Bucket, Frames, and Hoses
Look for signs of frame cracks or damage
that might lead to a system malfunction.
Check for any evidence of oil leakage or
crimped hydraulic hoses. Check for any pos-
sible fire hazards such as pooled fuel, oil
leaking on the exhaust system, or grease
build-up near sources of high heat.
Push the dipstick completely down and pull stick tube serves as the fill tube. Vehicles
out. The oil level must be between the ADD with hydrostatic transverters are equipped
and FULL marks on the dipstick. with sight glasses located on the hydraulic
reservoir tank. A fill cap is located on top of
If the oil level is below the ADD mark, add
the reservoir.
oil to raise the oil level up to the FULL mark
on the dipstick. IMPORTANT: The transverter oil level must
be checked at operating temperature.
Note: Do not add engine oil until level is
below the ADD mark on the dipstick. A ST-1010 27° - 49° C (80° - 120° F)
major cause of engine oil consumption on an Correct level is at the FULL mark on the dip-
Atlas Copco engine is overfilling the crank- stick (or upper sight glass). Make sure that
case. the area around the dipstick is clean before
IMPORTANT: Failure to promptly add oil checking. Never overfill the transverter.
when indicated may result in serious engine
Transfer Case Oil
damage due to piston and bearing seizure.
Transverter Oil
1
1
Engine Drive Belts evacuator valve more often when the vehicle
is operating in severe dust or wet conditions.
Cooling System
Inspect the engine fan belts before each shift. Check the coolant level in the radiator by
Inspect for cracking, wear, or looseness. viewing the surge tank sight glass. Add clean
coolant as required.
Check the tension of the drive belts by press-
ing with the thumb halfway between the pul- WARNING: Do not remove the cap
leys. The belts should not deflect more than from the radiator. Check and fill
13-19 mm (1/2”-3/4”). If any belt is loose or through the surge tank only.
worn, report to maintenance personnel for When operating in cold weather, make sure
corrective action. that the antifreeze content is adequate. Add a
Air Filter Evacuator Valve 50/50 mixture of coolant (ethylene glycol),
with correct supplemental coolant additives
as required.
Note: Always pre-mix the solution before you
fill or add to the system. Do not allow nitrite
1 concentration to exceed 2400 ppm (parts per
million) or drop below 800 ppm.
1. Evacuator Valve
Check and clean the evacuator valve before
every shift. Make sure there is no obstruc-
tions inside the evacuator valve. Check the
1 1
1. Loosen and remove the air filter cover. 5. Reset filter service indicator.
2. Loosen and remove the outer filter ele- 6. Start the engine, if the filter service indi-
ment wing nut and remove the element. cator indicates red again, replace the
inner filter element.
Engine Coolant
Inspect radiator hoses for loose fittings, leaks
and damaged condition.
Test coolant for proper additives concentra-
tion and water quality levels.
Batteries
Fan Hub BearingIf cooling fan hub is sup- Fire Suppression System
Inspect over-all condition of hoses, discharge
nozzles, and activator valve for damage,
blockage, or any sign of possible failure.
Nozzles should be capped with silicone
grease or plastic blow-off caps. Actuator and
expellent cartridge seals and disks must be
intact. Repair as needed.
Check level of pressurized dry chemical
extinguisher tank(s). Extinguishers should
contain an active charge of not less than five
plied with a grease fitting, apply one (1)
pounds (2.3 kg) nominal weight.
hand pump of grease.
Fuel Filters
IMPORTANT: Do not overgrease. Shaft seals
will be blown out by excessive greasing.
Articulation Pin Caps
Place the vehicle in its highest forward gear. Loosen the drain plug on the bottom of the
With park brake applied, depress throttle fuel tank and check for presence of water or
pedal completely down and observe Trans- sediment.
verter Oil Temperature gauge. When gauge CAUTION: If the fuel tank is full, there will
reads 88° C (190° F) measure and record be pressure on the drain plug. To remove the
engine RPM using photo-tachometer or water, only loosen the plug. Do not remove
DDEC reader. the plug.
CAUTION: Do not operate the transverter
Engine Coolant Filter
at full throttle speed for more than thirty (30)
seconds. Do not allow the transverter tem-
perature to exceed 250° F (121°C).
Transverter and Dump stall:
Repeat the transverter test with the dump
rolled back against the stops and the dump
control lever held back.
Engine Idle Speed
Rotate the two filter shutoff valves counter- nation or burnt appearance. Clean the fil-
clockwise to the OPEN position. ter(s) and the area around the filter(s).
Engine Intake and Exhaust Valves With the engine stopped, turn each filter
counterclockwise and remove. Discard the
The valve clearance adjustment should be
old filters.
checked at least every month or 400 operat-
ing hours (more often under severe operating Use a clean cloth and wipe the filter mount-
conditions). ing surface on the filter head.
Improper valve clearances can cause rough Apply a coat of transverter oil to the seal of
engine running, power loss, and incomplete each new filter and fill each filter with trans-
combustion. verter oil.
When adjusting valves, follow the instruc- Install the new filter(s) and turn until the seal
tions outlined in the engine manufacturer’s contacts the filter head. Continue to turn
service manual. each filter clockwise 3/4 turn.
Release springs or unscrew bolts to remove Note: Use of a catch basin or container is
the cover. Unscrew bolts to remove the bowl recommended when changing filter(s).
by means of a 22 mm per foot tubular span-
Hydraulic Oil Filter
ner or puller, applying a clockwise turn.
Clean the bowl. When reassembling, make Replace the hydraulic oil filter every 500
sure that seals are properly seated. Renew hours of operation or when indicated.
any defective seals.
The hydraulic suction type filter system uses
Transverter Oil Filters an in-tank filter which is located on the top
of the tank. The filter head is made out of
cast steel and has a hex bolt type head that
allows it to be removed easily. Follow these
steps to change the filter:
1. Depress the bleed valve relief button on
the tank breather to relieve tank pressure.
Remove the filter head by unscrewing it.
2. Remove the filter element from the body
1 assembly and discard it.
3. Remove O-ring from the head assembly
1. Transverter Oil Filter and inspect for cuts or excessive wear
Change the transverter oil filter(s) every 500 and replace if necessary. Inspect the head
hours of operation. assembly for wear or cracks.
IMPORTANT: Oil and filter(s) should be
changed anytime there are signs of contami-
Test and record dump/hoist and steering Inspect all hydraulic cylinders for signs of
cycle times. damage or leakage.
Check mounts for cracks and pins and bush-
ings for wear and excessive clearances.
Cylinders need to be checked for leaks,
scored, bent or damaged stems and condition
of eye bushings.
Hinge Points and Mounts Axle Mounting Bolts and Oscillation Bearings
Refer to the torque charts in the Specifica- Inspect all axle mounting bolts for wear,
tions section of this manual. damage, and cracking. Check the bolt
torques.
Articulation Joint
Check oscillation cradle to frame bushings
Check articulation joint for looseness. and thrust washers for movement and end
Since the joint cannot be adjusted, if play is play. If any lateral movement is detected in
found it is necessary to replace the whole the cradle bushings, replace bushings and
bearing assembly. See Section 6: Frame for thrust washers. Replace thrust washers with
articulation joint bearing replacement. the same part number that is stamped on the
old thrust washers.
Engine and Transverter Mounting Bolts
No end play should exist in cradle bushings.
If end play is observed, replace thrust wash-
ers and adjust with adjusting nut.
Transfer Case Mounting Bolts
1000 Hour Requirements Remove the drain plug and oil strainer
assembly. Drain all the transverter oil.
Conduct Daily/Shift maintenance
Conduct 125 Hour maintenance
Conduct 250 Hour maintenance
Conduct 500 Hour maintenance
Fuel tank
Drain and flush the fuel tank.
1. Loosen the drain plug on the bottom of
the fuel tank and drain fuel into a proper
container.
CAUTION: If the fuel tank is full, there will
be pressure on the drain plug. Recommend Note: Use of a catch basin or container is
draining tank with low fuel level. recommended when changing oil.
2. Flush tank with clean diesel fuel. Make Replace the transverter oil filters and clean
sure that all contaminants are dislodged the strainer assembly and breather.
and removed from the tank. Install the drain plug and strainer and add
3. Remove any feed line screens or strain- new oil to FULL mark.
ers, clean and re-install. Start the engine and run at idle for a few min-
4. Re-install fuel tank drain plug and re-fill utes with the transverter in NEUTRAL.
tank with diesel fuel. Check for oil leaks.
Bleed all air from the fuel system. Check the transverter oil level once oil tem-
perature has reached normal operating range.
Transverter Level should be between the ADD and
FULL mark.
Change the transverter oil every 1000 hours.
Clean the area around the transverter oil Axles, Differentials, and Planetaries
filler tube and drain plug. The differential thrust screw to ring gear
clearance must be adjusted to maintain
proper contact during heavy loading on ring
gear.
Change the oil of the differentials and plane-
taries every 1000 hours of operation.
Note: Draining of oil is best accomplished
after vehicle has been operated and oil has
warmed up. Use of a catch basin or con- Install the oil level/drain plug, then repeat
tainer is recommended when changing oil. procedure with the other planetaries.
Differential Hydraulic Reservoir
Park the vehicle on a level surface, apply the Change the hydraulic oil and clean/replace
parking brake, and stop the engine. the reservoir breather every 1000 hours of
operation.
Remove the oil drain plugs and completely
drain each differential. Raise the boom to its full height so that the
pistons will be extended in the hoist cylin-
ders.
Move the bucket to its full dump position so
that the piston will be extended in the stabi-
lizer cylinder.
Note: In these positions the hydraulic oil in
the cylinders will be below the pistons and
will drain more completely.
Secure the boom with a chain hoist or by
securely blocking the boom and bucket
Install the oil drain plugs.
assembly with support stands.
Remove the oil level plug and put new oil in
CAUTION: Perform this step carefully to
each differential. The oil level must be up to
prevent the possibility of an accident. With
the bottom of the oil level plug hole.
the oil drained there will be nothing to sup-
Install the oil level plug. port the boom.
Planetary Vent the reservoir by loosening the filler cap
on top of the tank.
With the vehicle on a level surface, move the
vehicle forward or back until the oil level/ CAUTION: Make sure the hydraulic oil is
drain plug is at the bottom of the hub. just warm from operation before you drain
the oil. Hydraulic oil temperature can reach
Apply the parking brake, and stop the 121° C (250°F).
engine.
Select a container sufficient to hold the entire
Remove the oil level/drain plug.
amount of oil in the system and place under-
After all the oil has been drained, reposition neath the reservoir drain.
the vehicle so that the oil level/drain plug is Remove the drain plug from the reservoir
in the level check position.
and drain the oil.
Put new oil into the planetary. The oil level Disconnect the hoist and stabilizer cylinders’
must be up to the bottom of the oil level/ hoses at the lowest points so as to completely
drain plug hole.
drain the cylinders.
3. Remove the wing nut for the inner filter 7. Repeat steps 5 and 6 until the purifier is
and remove the filter. as clean as possible.
4. Inspect filter gasket surface and replace 8. Flush purifier through outlet side using
if needed. high pressure water (3.4 bar / 50 psi max)
and air dry.
5. Replace the inner filter, install the outer
filter, and install the filter cap. 9. Reinstall purifier in the reverse position
of how it was previously installed.
Air Intake and Exhaust
Note: If high pressure steam is available, it
Manifolds may be substitute for the solvent solution.
Steam clean through the outlet side, keeping
Inspect the cylinder head(s) and the intake
nozzle 5 cm (2 in) away from the catalyst.
and exhaust manifolds.
Check bolts or capscrews for correct torque, Fire Suppression
according to the engine manufacturer’s spec- Inspect fire suppression system to ensure
ifications. that system is charged and operable:
Check that manifolds are secure and prop- 1. Note general appearance for mechanical
erly sealed to cylinder head(s). Check also damage or corrosion.
that manifolds are free of holes or cracks and
that no oil leaks and/or coolant leaks are 2. Check that nameplate is readable.
present. Make replacements or repairs as 3. Remove fill cap assembly. Inspect gasket
necessary. and threads.
4. Check pressure relief vent in fill opening 16. Remove cartridge from remote actuator,
for obstructions. and examine disc. Seal should not be
5. Make certain extinguisher is filled with ruptured.
free-flowing Ansul dry chemical. Level 17. Weigh cartridge. Replace if weight is 7 g
should be no more than 3 inches from the (1/4 oz.) less than weight stamped on
bottom of the fill opening. cartridge.
6. Re-install the fill cap. Hand tighten. 18. Inspect threads on cartridge and in
7. Remove cartridge from extinguisher and receiver/actuator for nicks, burrs, cross
examine disc. Seat should not be rup- threading, rough, or feather edges.
tured. 19. Check pressure vents in remote actuator
8. Weigh cartridge. Replace if weight is 1/4 for obstructions.
oz. less than weight stamped on car- 20. Examine cartridge receiver gasket for
tridge. elasticity. Clean and coat lightly with a
9. Inspect threads on cartridge and in good grade of high heat-resistant grease.
receiver/actuator for nicks, burrs, cross Return cartridge to remote actuator.
threading, rough, or feather edges. Hand tighten.
10. Check pressure vents in receiver/actuator 21. Replace any broken or missing lead and
for obstructions. wire seals and record date of inspection.
11. Examine cartridge receiver gasket for To return your system to service after use:
elasticity. Clean and coat lightly with a 1. Pull ring on safety/relief valve to relive
good grade of high heat-resistant grease. actuator system pressure.
Return cartridge to receiver/actuator.
2. Disconnect actuation system hose at car-
Hand tighten.
tridge receiver/actuator assembly.
12. Disengage bursting disc union and open
3. Open bursting disc union assembly.
bracket clamp.
4. Remove extinguisher from bracket.
13. Lift extinguisher partially out of bracket
and examine bursting disc. It should be 5. Replace ruptured bursting disc with new
installed with full disc side facing extin- disc.
guisher. Make sure disc is properly 6. Full disc side must face extinguisher.
seated and undamaged.
7. Fill extinguisher to rated capacity with
14. Check piping (hose), fittings and nozzles dry chemical specified on nameplate.
for mechanical damage and cuts.
8. Clean fill opening threads and gasket
15. Check nozzle openings. Nozzles should seating surface.
be capped or closed with silicone grease.
9. Secure fill cap. Hand tighten.
10. Remove cartridge guard assembly.
11. Remove empty cartridge. Remove the coolant reservoir cap (if applica-
12. Make certain receiver/actuator puncture ble).
pin is fully retracted. After all coolant is removed, close the drain
Note: Weigh new cartridge. Weight must be valves.
within 7 g (1/4 oz.) of weight stamped on Add a cleaning solution to the cooling sys-
cartridge. tem and fill the system with clean water. Fol-
13. Screw fully charged cartridge (part num- low the directions included with the cleaning
ber specified on nameplate) into receiver/ solution.
actuator assembly. Hand tighten. After you drain the cleaning solution from
14. Replace cartridge guard. the cooling system, flush with clean water.
15. Secure extinguisher in bracket. Remove and replace the cooling system filter
with a new precharge filter.
16. Assemble bursting disc union. Wrench
tighten. Fill the cooling system with premixed cool-
ant (No supplemental coolant additive).
17. Connect actuator system hose at car-
tridge receiver/actuator assembly. Start the engine and run at idle speed for two
Wrench tighten. minutes. Check for leaks during this period.
Stop the engine and check the coolant level.
2000 Hour Requirements Add coolant as required to raise the level up
to the top of the sight window (or within 0.5
Conduct Daily/Shift maintenance in / 13mm of the radiator fill pipe for vehi-
Conduct 125 Hour maintenance cles not equipped with surge tanks).
Conduct 250 Hour maintenance Ensure the two filter shutoff valves are fully
counter clockwise in the OPEN position.
Conduct 500 Hour maintenance
Conduct 1000 Hour maintenance Engine Tune-Up
3
9
8 4 2
1
7
3
3
2
3
2
1. Primary Fuel Filter
2. Secondary Fuel Filter 1
3. Fuel Shut-Off Valve
The secondary fuel filter is located between
the fuel lift pump and the injectors. The sec- The fuel pump is located on the intake side
ondary filter removes additional impurities of the engine and is driven by the bull gear. It
from the fuel before it enters the injectors. supplies fuel flow to the injectors through
the secondary filters and the engine ECM
during engine operation.
The fuel tanks on any diesel installation are The Electronic Unit Injector (EUI) is a light-
as important as the other components of the weight, compact unit that injects diesel fuel
fuel system. Maintenance personnel some- directly into the combustion chamber. The
times have a tendency to overlook this fact. amount of fuel injected and the beginning of
It is up to the fuel supply tank and fuel lines injection timing is determined by the engine
to store and transport the fuel from one part Electronic Control Module (ECM). The
of the system to another without failures and ECM sends a command pulse which acti-
without the possibility of air getting into the vates the injector solenoid. The EUI per-
system. Therefore, they must receive the forms four functions:
same careful maintenance that the other parts • Creates the high-fuel pressure required
of the engine and fuel system receive. for efficient injection.
Carelessness when filling fuel tanks can • Meters and injects the exact amount of
allow dirt to get into the fuel system. It takes fuel required to handle the load.
very little dirt to damage fuel injection
• Atomizes the fuel for mixing with the air
pumps and injectors, and the repair of these
in the combustion chamber.
engine components can be expensive.
• Permits continuous fuel flow for compo-
Electronic Unit Injectors (EUI) and nent cooling.
Engine Control Module (ECM)
Engine combustion is obtained by injecting,
1 under pressure, a small quantity of accu-
2 rately metered and finely atomized fuel oil
into the cylinder. Metering and timing of the
fuel is accomplished by the ECM which
actuates the solenoid poppet valve to stop the
free flow of fuel through the injector. When
the solenoid poppet valve closes, fuel is
3 trapped in the injector body and under the
plunger. The continuous fuel flow through
5 the injector prevents air pockets in the fuel
system and cools those injector parts sub-
jected to high combustion temperatures.
4 Fuel Lines
that indicate abnormal conditions. If a gauge trical system. See the Electrical Section for
light comes on, stop the vehicle in a safe further discussion on the Acmes role.
location and report the problem to mainte-
nance personnel. The Scooptram is also Cooling System
equipped with a Stop Engine Light (SEL)
and a Check Engine Light (CEL) that illumi- On the Atlas Copco Scooptram, the engine
nate when the oil pressure drops too low. The and engine cooling package is mounted on a
engine ECM also ramp the engine power cradle that can be removed from the vehicle
down to save its internal components. as one unit.
It is not necessary to drain the engine coolant
Engine Electrical System to remove the entire engine and radiator
package.
The electrical system consists of the follow-
ing components: The cooling systems on board the Atlas
Copco Scooptrams are composed of the fol-
• Cranking Motor
lowing systems:
• Battery Charging Generator (Alternator)
• Engine, combustion air intercourse (a
• Voltage Regulator (normally integral to dual cooler system that includes the
the alternator) engine radiator and an air-to-air heat
• Batteries exchanger that cools combustion intake
air.)
• Ignition Switch
• Cranking Motor Relay
The battery stores electrical energy. The
starter converts electrical energy from the
battery into mechanical energy, then trans-
fers the mechanical energy to the engine as a
rotational force. The alternator converts
mechanical energy from the engine to elec-
trical energy. This electrical output of the
alternator is transferred to the battery to be
stored for later use. The wiring links the bat-
tery to the starter, and the alternator to the
battery. The DDEC system power source
must be directly from the battery. The elec-
trical system provides a balanced system to
meet all operating requirements.
The engine Electronic Control Module
(ECM) is an integral part of the vehicle elec-
2
2
3
4
1. Reset Button
2. Service Indicator
Restriction indicators are provided as an
5 easy reference to the operator that the engine
is not getting the necessary amount of intake that serves to support the rotating assembly,
air. bearings, seals, a turbine housing, and a
The type of indicator can vary and may or compressor housing. The center housing has
may not indicate the amount of vacuum (in connections for oil inlet and oil outlet fit-
inches of water). All restriction indicators tings. The rotating assembly consists of a
are color coded. Normal indication is indi- turbine wheel and shaft assembly, piston
cated by a Yellow, Green or Clear indicating ring(s), thrust spacer, compressor wheel, and
window. When intake air restriction has wheel retaining nut. The rotating assembly is
reached the allowed trip point, the indicator supported on two pressure-lubricated bear-
will show Red. This notifies the operator that ings that are retained in the center housing
the filter requires changing. by snap rings. Internal oil passages are
drilled in the center housing to provide lubri-
It is important that operators and mainte-
cation to the turbine wheel shaft bearings,
nance personnel remember to reset these
thrust washer, thrust collar, and thrust spacer.
indicators after each filter change.
The turbine housing is a heat-resistant alloy
The maximum vacuum trip point is shown casting that encloses the turbine wheel and
below. provides a flanged engine exhaust gas inlet
Trip Point and an axially located turbocharger exhaust
Engine (in. H20 / mm Hg) gas outlet. The turbine housing is secured to
Detroit Diesel 25 / 46.7 the turbine end of the center housing.
3
7
9 6
8
1
2
restriction could lead to engine damage, and place a Do Not Operate tag on the steer-
therefore the silencers should be inspected ing wheel or Off/On/Start switch before per-
often and serviced/replaced when a restric- forming maintenance on the power train
tion is detected. systems.
Removing the Engine Cooling System 3. Disconnect the air hoses that connect to
Package the charge air cooler.
The engine/intake radiator can be removed
from the engine cradle package without dis-
turbing the other engine components.
Remove the cooling system package as fol-
lows:
1. Remove the engine hoods.
1. Engine Hoods
2. Place a suitable receptacle below the
engine coolant radiator and drain all
engine coolant.
5. Remove the fan shroud and fan.
6. Remove the upper end support bracket. 2. Reinstall the lock nuts that fasten the bot-
tom of the cooling system shell to the
engine cradle. Remove the lifting chains
and hardware and the hoist.
3. Reinstall the radiator support arm.
4. Reinstall the hoses that connect to the
engine block and oil cooler.
5. Reinstall the hoses that connect to the
charge air cooler.
6. Close the engine coolant radiator drain
7. Install lift eye on top of radiator and cock. If the engine block was drained,
place hoist hook. close the two drains on the engine.
8. Loosen and remove the lock nuts from 7. Fill the radiator with the proper coolant
the radiator mounting bolts located on mixture.
the bottom of the engine package cradle. 8. Reinstall the engine hoods.
Removing the Transverter/Hydraulic/Fuel
Radiator
Remove the radiator as follows:
1. Raise and support the midship compart-
ment cover.
Exhaust System
Your scooptram may be equipped with either
a water exhaust scrubber or a catalytic
exhaust purifier. The water exhaust scrubber
requires routine maintenance. The catalytic 2. Remove the step plate.
exhaust purifier does not require operator
maintenance.
Removing the Exhaust System
WARNING: The exhaust system is
extremely hot and should be allowed
to cool prior to removing any com-
ACW00073.pict
ponents.
Remove the Exhaust System as follows:
Fuel System
2
Remove and reinstall the fuel system compo-
nents as outlined in the following para-
1
graphs.
CAUTION: If the engine has been running 3
within the previous hour, the temperature of
the engine and exhaust system components
can be high enough to cause serious burns.
Allow the engine and exhaust system to cool 4
before initiating removal procedures.
CAUTION: Cleanliness is absolutely essen-
tial in all work done on the scooptram fuel
system. Always follow these rules regarding 1. Fuel Primer Pump
cleanliness in maintenance operations on the 2. Primary Fuel Filter
fuel system. 3. Fuel Shut-Off Valve
4. Secondary Fuel Filter
• Steam clean the area of the scooptram on
which the work will be performed if Remove the fuel filters as follows:
there is a substantial accumulation of dirt 1. Clean the fuel filters and the surrounding
or other debris. area.
• Wipe clean hose and pipe connections 2. Turn the two fuel line valves 90 degrees
before opening any connection. to the off position.
• Remove all loose paint before opening 3. Turn each filter counterclockwise and
any section of the head pipe to the rear remove it.
section connections.
Reinstalling Fuel Filters
• Plug or cap any hose or connection
immediately after opening it. Reinstall the fuel filters as follows:
• Flush any unsealed hose or pipe with fuel 1. Wipe the mounting surface for each filter
before installing it in the system. with a clean cloth.
2. Apply a thin layer of grease to each filter
gasket.
3. Fill each filter with clean diesel fuel.
4. Install each filter on the filter mount, these tanks may be “drop-in” and fastened to
turning it clockwise. After the filter gas- the frame with bolts. To remove a drop-in
ket contacts the mount, continue to turn fuel tank as follows:
the filter two thirds of a turn.
1. Close the fuel shut-off valve to the fuel
5. Turn the two fuel line valves to the on tank.
position.
2. Place a suitable receptacle under the fuel
6. Start the engine, run it at idle speed, and drain of the tank, open the drain valve (or
check for fuel leaks. remove drain plug), and drain the tank.
Removing Fuel Valves or Lines 3. Position a hoist over the fuel tank and rig
chains from the hoist hook to the lifting
Remove a fuel valve or line as follows: rings at the front and rear of the tank.
1. Clean the fuel valve or ends of the fuel 4. Take up the slack in the chains, but do
line and the surrounding area. not lift the tank yet.
2. If the component to be removed is after 5. Remove the bolts that attach the fuel tank
the fuel filters, turn the two filter fuel line to the Power Frame.
valves to the off position. If the compo-
nent to be removed is before the fuel fil- 6. Lift the tank from the frame and set it on
ters, turn the fuel shut-off valve to the off blocks in a safe location.
position. 7. Remove the receptacle from under the
3. Disconnect the component and remove power frame.
it. 8. Close the fuel valve of the tank and tem-
Reinstalling Fuel Valves or Lines porarily seal all fittings and outlets.
1. Make certain that the connections are Reinstall the fuel tank as follows:
clean, both on the component to be 1. Lift the tank from the storage position
replaced and the components to which it and place it on the frame.
connects.
2. Re-install the bolts that secure the tank to
2. Install the component. the power frame. Torque the bolts to 380
3. Turn the fuel valve(s) to the on position. N-m (280 ft-lb).
4. Start the engine, run it at idle speed, and 3. Remove the hoist and the chains.
check for fuel leaks. 4. Remove all temporary seals from fittings
Removing Fuel Tank and outlets.
5. Open the fuel valve to the tank.
Many Atlas Copco vehicles incorporate the
hydraulic and fuel tanks into the major weld-
ment structure. However, on some units,
Electronic Engine Control System 3. Remove the rear upper cross member.
The engine electronic control system is an
integral part of the engine package. Refer to
the engine manual for removal and replace-
ment information.
Engine
WARNING: The engine package
could weigh more than 1134 kilo-
grams (2500 pounds). Do not reach
ACW00073.pict
11. Remove the four (4) engine cradle bolts. 2. While watching carefully to make certain
that it does not catch on any engine com-
partment items, carefully lower the
engine until it rests on the four engine
mounts and is in proper alignment
between the turbocharger and the exhaust
head pipe.
3. Reinstall the two bolts that secure the
front engine mount (center) to the power
frame, but do not tighten.
4. Reinstall the two bolts that secure each
12. Use the lifting eyes to hoist the engine rear engine mount (left and right) to the
package out of its compartment. The lift- power frame, but do not tighten.
ing eyes are bolted to the engine, two (2)
at the rear right and left hand sides, and 5. Inspect the engine position. If it is in the
on the front engine cooler brace. correct position, tighten the four engine
mount bolts to their proper torque. See
13. While watching carefully to make certain the torque chart in the Specifications sec-
that it does not catch on any engine com- tion of this manual.
partment items, lift the engine clear of
the engine compartment and place it 6. Remove the chains, spreader bar, and
securely on blocks or a support structure hoist from above the engine.
on the floor. 7. Reinstall the engine-transverter drive-
line.
Reinstalling the Engine Package
8. Reconnect the electrical wiring harness
Reinstall the engine as follows: to the engine ECM.
1. Using the same hoist, spreader bar, and 9. Reconnect the inlet fuel line from the
chains as were used for removal, lift the fuel filter block.
engine package from the blocks or sup-
port structure to a point above its posi- 10. Turn the filter fuel line inlet valve to the
tion in the engine compartment. on position. Turn the fuel tank valve(s) to
the on position.
NOTE: Engine cradle grommets (vibration
dampers placed between frame and engine 11. Reinstall the clamp that secures the front
cradle) need to be replaced when worn or end of the exhaust system head pipe to
damaged. the turbocharger.
12. Reinstall the engine hoods.
1 2
3
4 5
9 8
7 6
1. UpBox Transverter
2. Upbox to Transverter Driveline
3. Transverter Transverter Theory of Operation
4. Midship Driveline
5. Rear Axle The transverter is an electronically con-
6. Rear Driveline trolled automatic transmission/torque con-
7. Driveline Support Bearing verter that is employed by a series of push
8. Front Driveline buttons or selector switch located in the
9. Front Axle operator’s compartment. Power from the die-
sel engine is transmitted directly from the
The power train is composed of the follow-
engine flywheel through the upbox (ratio of
ing items:
1:1) to the transverter whose output shafts
• Transverter transmit power via drivelines to the front and
• Upbox rear differentials. The bevel gear and bevel
pinion of each differential convey power
• Drivelines through the differential to the free floating
• Axles axles. The planetary final drive sun gears are
splined to the axles. As the axles rotate,
• Wheels and Tires planet gears, mounted in the carrier, are
forced to walk around the stationary ring
gear, imparting rotation to the hub and wheel selects a gear, information is transmitted
which is attached to it. from the selector switch to through the Pro-
grammable Logic Control (PLC) to the
The transverter electrically defaults to neu-
transverter ECU and is stored until the oper-
tral whenever the vehicle is shut off, the park
ator selects a direction. Once the direction is
brake is applied, or if a problem with the
indicated and the park brake is released, the
transverter develops during operation.
transverter automatically steps itself up to
When the operator turns the ignition switch the selected gear as vehicle speed is
to the “ON” position, the transverter Elec- increased.
tronic Control Unit (ECU) begins a self
check, then when the engine is started the Transverter Component Description
transverter is ready for a gear range and
direction selection. When the operator
1 2
Hydrodynamic systems are based on the activate the direction and speed clutches.
principle that a fluid in motion has force. The regulator valve is a hardened spool in a
A torque converter consists of three ele- tight-fitting bore. A spring keeps the spool
ments: seated until oil pressure overcomes the
spring force. Then the spool moves to expose
• A rotating impeller which causes oil a port through which oil can be directed
within it to flow outward by centrifugal through a line to the converter inlet port.
force.
Once in the converter, the oil is sent into the
• A turbine which is driven by the flowing converter support through the impeller bear-
oil ing.
• A stator to increase torque. The blades of the turbine, impeller, and sta-
The impeller is connected to the engine fly tor are designed to circulate oil from the
wheel. It rotates the entire time the engine is impeller to the turbine, through the stator,
running. The turbine is connected to the and back to the impeller. This circulation
transverter by gears and a prop shaft. makes the turbine and impeller to rotate in
the same direction.
So long as no demand (load) is placed on the
scooptram (transverter is in neutral), the oil, Since the torque converter and the transmis-
the impeller, and the turbine rotate as one sion are combined into one unit oil is passed
mass at whatever RPM the engine is turning. between the two internally.
When a load is applied to the scooptram Transverter
(either the hydraulic or drive train system), it
The transverter uses electrohydraulic valves
reduces the turbine speed. The impeller con-
to control its operation. The solenoids con-
tinues to rotate at the same RPM as the
trolling the transverter clutches (solenoids A
engine. This causes oil to flow from the
through D and 1 through 4) are driven by a
impeller through the turbine.
pulse width modulated signal that produces
The stator intercepts the oil so that its force proportional pressure/flow changes. When a
is redirected against the blades of the impel- gear setting is chosen, the ECU derives pulse
ler in the same direction as the impeller is activation and duration to change the gears
already rotating. This increases torque. or direction.
When the engine is running, a charging Transverter Electronic Control Unit
pump draws oil from the transmission sump (ECU)
and sends it through filters to the pressure
regulating valve in the control cover, which The purpose of the transverter ECU is to
is mounted on top of the transmission. Oil control the functions of the transmission.
travels from the regulating valve to the trans- Upshifting, down shifting, and control of the
mission clutches and to the converter. disconnect are main functions of the ECU.
Other functions include the ability to drive a
The pressure regulating valve is closed until speedometer and the ability to communicate
pressure is applied to the transmission to with a diagnostic device. The ECU uses vari-
ous information sources to operate. It takes gear changes when the transmission sole-
input from the engine ECM about engine noids open the spools. The transverter sys-
rpm, it receives input from the operator via tem is composed of the control valve, charge
the gear selection controls, and monitors pump, oil filter, and transverter oil cooler.
transmission output. When the operator
selects a gear, a computer program derives Control Valve
the best action to take considering the infor- The control valve directs oil under pressure
mation it has been given. If an error has been to the desired speed or directional clutches.
detected, the ECU will command the trans- A pressure regulating valve maintains the
mission to remain in neutral. Also if a prob- proper pressure needed to actuate the
lem develops during operation of the vehicle, clutches.
the ECU will automatically ramp down to
neutral. If no errors exist, the transverter When the transverter direction switch is in
ECU will calculate a speed ratio between the the neutral position, with the engine running,
engine rpm and the transverter output and the direction selector spool assembly in the
shift to the appropriate gear. If the operator control valve blocks the flow of oil from the
selects third gear, the transverter will shift pressure regulating valve. Shifting the trans-
from neutral to first then second and finally mission control lever to either forward or
third as the vehicle is accelerated. Also if the reverse moves the direction selector spool
direction is changed by the operator, the accordingly, allowing hydraulic oil to the
transverter ECU will shift down to neutral as appropriate clutch. Shifting the transmission
the vehicle slows, then change directions (or speed) control lever moves the speed
when the vehicle has stopped. selector spool accordingly, allowing hydrau-
lic oil to the appropriate clutch.Once in the
Programmable Logic Control (PLC) and clutch drum, oil goes to the rear of the piston
Transverter Selector Switches bore, forcing the piston and disc against the
back-plate. This forces the disc to engage,
The PLC is a computerized module located
locking the clutch drum and drive shaft
behind the dash in the operator’s compart-
together, so they turn as a single unit.
ment. It takes input from the operator
through the gear selector switches and trans- Charge Pump
fers the information to the transverter ECU.
The PLC is also responsible for operation of The transverter charge pump is directly
the park brake system. mounted on the converter and supplies the
converter with 50 gpm (189 liter/m) of oil @
The gear selection switches are either push 2000 rpm.
button type or selector lever that allows the
operator to interface with the transverter. Transverter Oil Filter
After oil leaves the charging pump and
Transverter System before it moves to the pressure regulating
The transverter system is lubricated with valve, it is sent through a filter to remove
hydraulic oil that is also used to actuate the impurities from the fluid.
This is a 10 micron filter and should be returned to its original position and oil to the
changed each time the system oil is changed clutch is supplied at normal operating pres-
or as indicated by the service indicator. sure.
Transverter Oil Cooler
Towing
The friction of torque multiplication in the
WARNING: Towing this vehicle
torque converter causes the oil to heat up, so
improperly can cause serious injury
it is routed to the transmission sump through ACW00073.pict
4. Connect a towing bar or towing cable of 10. Gradually and smoothly begin moving
sufficient size. If towing with a cable, a the vehicle to prevent overloading the
shield must be provided on the towing towing bar or cable.
vehicle and on the truck if an operator is 11. Reapply park brake and chock all wheels
present during the towing operations. when vehicle is parked.
The shield must be strong enough to pro-
tect both operators if the cable should
Checking oil temperature
break.
5. To provide control and braking while The oil temperature of the gear box is moni-
moving the disabled vehicle downhill, a tored by a temperature sensor and gauge. A
larger towing vehicle and a solid towing maximum temperature of 120° C (248° F) at
bar are recommended. The Articulation the converter outlet may not be exceeded.
Lock must be installed in the LOCKED Under normal service conditions, higher
position. Additional vehicles may be temperatures will not be reached, unless a
required at the rear of the disabled vehi- problem exists.
cle. If the temperature exceeds 120° C (248° F),
6. If the disabled vehicle is to be towed the scooptram must be stopped and inspected
downhill and must be steered, it is neces- for external oil leakage. Let the engine idle at
sary to have a towing vehicle at the front 1200 to 1500 RPM with the transverter in
and a vehicle at the rear to control the neutral.
rear of the disabled vehicle. The Articu- Under this condition, the temperature should
lation Lock must be in the STORED drop quickly (in about 2 to 3 minutes) to nor-
position if this procedure is followed. mal values. If this does not occur, there is a
7. Disconnect the front and rear drivelines problem in the system which must be cor-
at the axles. It is important to secure the rected before operations can be continued.
drivelines so they do not interfer with the
spinning of the axle yokes. Checking Control Pressure
IMPORTANT: The transverter will be dam- Clutch pressure should be checked regularly.
aged if the drivelines are not disconnected. A drop in pressure will allow the clutch
plates to slip, which increases friction and
8. Disengage the parking brake. Refer to causes wearout of the clutch disc.
See “SAHR Brake Override Procedures”
in Section 3. Check at low engine idle (500-700 rpm) with
oil temperature 82°-93° C (180°-200° F).
Note: The parking brake must be disengaged Pressure should be between 240-280 psi
before you move the vehicle or damage to the
(16.5-19.3 bar), depending on the model
tires or vehicle may occur.
transverter.
9. Carefully remove wheel chocks.
Attach a calibrated pressure gauge to the
transverter charging pump pressure port.
(Refer to the manufacturer’s service manual sure. The clutch that may drop to a lower
for location.) pressure and/or return to original pressure
slower than the others should be suspect and
Start the vehicle and shift into forward (or
reverse), then shift through all the gears. may signal the need to make a pressure test
Record the pressure reading for each gear. with the master gauge.
All speed clutch pressures must be within 5 Note: Larger size clutch packs (usually 1st
psi (.34 bar) of each other. If clutch pressure and 2nd gears), will fall off to a lower pres-
varies more than 5 psi (.34 bar) in any one sure than smaller size clutches (forward and
gear, repair the clutch. reverse and higher gears), and will also
Attach the gauge to the transverter forward return more slowly to the original reading.
Be sure to compare readings of the same size
clutch pressure port and shift direction from
forward to reverse and record the pressure. clutches.
Repeat this test with the gauge attached to
the transverter reverse clutch pressure port. Up Box
Note: Atlas Copco Scooptrams are equipped
with modulated shift transmissions. Do to the 2 3
combination of clutch leakage, piston bleed
orifice flow rate and flow limiting orifices,
directional clutch pressures can be as much
as 30 psi (2.1 bar) lower than system pres-
sure.
Engine speed must remain constant during
the entire leakage test.
Another test that may help warn of failing
clutches before the 5 psi (.34 bar) pressure
variance shows up is the pressure drop test. 1
In this test, the drop in pressure and the
speed of return to original pressure is moni-
tored. When the transmission is shifted into
gear, the needle on the transmission/con- 4
verter oil pressure gauge will drop off
quickly as oil enters the clutch, and
as the clutch fills, the needle will slowly
return to original reading. 1. Up Box
2. Dipstick
With oil temperature at 82°-93° C (180°-
3. Engine to Transverter Driveline Coupling
200° F) and the engine at idle, go through
4. Upbox Bell Housing
each gear and note the drop in pressure and
the speed of recovery back to original pres-
The upbox transfers engine output over the slightly. It does this to compensate for the
front driveline, allowing the scooptram to working action of the universal joint as it
maintain its low height clearance. The up rotates. The slip joint accommodates these
box transmits engine output on a one to one variations by telescoping at the spline por-
ratio to the transverter. tion of the shaft. The slip joint shaft is partic-
The upbox is composed of a Drive Plate, a ularly necessary in the swivel hinge area of
Pump Pad, and the Driveline Coupling. The the scooptram; the articulation point of the
drive plate is the engine mounting area and scooptram which allows the scooptram to
shaft, a flex plate between the engine and turn. The drive shaft’s telescoping feature
upbox disperses engine vibration. The pump eliminates tension forces that could develop
in conventional drive shafts.
pad is a hydraulic pump mount on the upbox
housing. On the Scooptram, the SAHR brake
variable displacement axial piston pump is Component Description
mounted to the pump pad. The driveline cou- Universal Joint Bearings
pling provide the engine output connection
to the engine to transverter driveline.
Drivelines
Theory of Operation
The purpose of the driveline is to transmit
power from the engine to the drive axles.
Atlas Copco Wagner equipment uses both
non-telescoping and telescoping drive shafts,
and drive shaft support bearings. All of the Universal joints employ various types of
drive shafts have a universal joint located at bearing tap assemblies. They are specified
each end to permit pivoting, and accommo- on any particular scooptram based on their
date angularity between two (2) intersecting torque loading capabilities.
shafts. Telescoping shafts have a splined slip
joint to compensate for movement between
the connected components.
During normal operation, the chassis,
engine, transverter, and axles all experience
some movement relating to surface irregular-
ities and varying stress loads. Each time
these conditions are encountered, a change in
the overall length of the drive shaft occurs.
When a telescoping shaft runs at an angle to
its mating shaft or yoke, it will slip in and out
Road Maintenance
Efficient and systematic maintenance of
haulageways is very important, but is usually
overlooked as a means of improving tire life.
Conscientious maintenance prevents excess
road crown and ensures prompt repair of ruts
or chuckholes, and removal of rock spillage
or sharp objects imbedded in the road sur-
face. Maintaining proper drainage of the
haulageway will prevent water from accu-
mulating and hiding tire damaging road haz-
ards.
Maintenance of loading and dumping areas
is just as important as the haulageway. The
same hazards outlined above will put a tire
out of service just as quickly in these areas as
on the haulageway.
The sides of the cavity should be slanted sized fender bolts can be another cause of
enough to prevent stones from wedging into premature wear.
it. Tires with tread cuts treated in this manner
may be continued in service without danger Wheels
of further growth of these injuries. Wheels should be visually inspected for
Large cord body breaks over 1/3 of the width signs of rust, cracking or other damage that
of the tire cannot be economically repaired would reduce their reliability. If any of these
for use in normal service. conditions are observed, take the necessary
corrective action. Damaged wheels under
When the damage is repairable, it should be pressure are dangerous and can cause severe
determined whether the anticipated remain- personal injury.
ing service life of the tire justifies the cost of
the required repair. Tire repair records have Air Pressure Maintenance
shown that the older the tire, the less service
is received from repairs. Recommended Tire Pressures
Keep tires free from oil, grease, and fuel. A maintenance program that ignores fre-
Rubber quickly absorbs petroleum products quent checking of tire inflation pressures can
and then swells and becomes soft and cause the tire to operate at temperatures
spongy. The damage is permanent and fatal. which exceed the tire capabilities and may
Never clean tires with petroleum products or result in premature tire failure.
allow tires to stand in puddles of (or areas
A slow loss of inflation pressure is normal.
saturated with) petroleum products. If a
Unless lost pressure is restored, there will be
petroleum product does get on a tire,
a reduction in tire service life. Measure pres-
promptly flush off or wipe off with water.
sure when tire is cold.
Maintain ample tire-to-scooptram clearance.
Inflation pressures are based on the standard
Maintenance personnel should carefully
scooptram configuration; a 8 kph (5 mph)
check all tires on each scooptram to make
maximum speed; and the off-road rating by
sure the tires will not rub against any part of
the Tire and Rim Association, Inc.
the scooptram, either on straight-away driv-
ing or on turns. Failure to ensure ample Proper Inflation
clearance results in premature tire replace-
ment. The importance of correct inflation in off-
road tires cannot be over-emphasized. Poor
Wedged stones are one source of trouble. tire maintenance almost always results in
Proper maintenance requires stones or other underinflated tires, and, therefore, unneces-
objects which have become wedged between sary tire expense.
the tire and scooptram to be removed
promptly to prevent serious tire damage. A Over-inflation results in:
permanent rock “kicker” should be installed 1. Excessive cutting.
on the scooptram, if necessary. Improperly
2. Lower impact resistance.
3. Rapid center wear. with less air in it will have to turn more revo-
4. Cut growth. lutions to cover a given distance than the tire
with more air in it.
5. Poor re-treadability.
Other reasons for a difference in the rolling
Under-inflation results in: radius would be the use of different sized
tires, or unequally worn tires, on the vehicle.
1. Ply and tread separation as a result of
excessive heat build up. Atlas-Copco Wagner, Inc. recommends that
the tire rolling radius tolerances be matched
2. Cracking and excessive flexing.
as shown in the following table:
3. Bead failures from excessive strain.
Note: If the mis-match is larger than 2%,
4. Tubeless liner separation from heat. one side of the no-spin will disengage (the
5. Rapid wear from tread disfiguration. smaller tire). The other side will carry all of
the torque.
6. Rapid wear from heat, reducing the cut
resistance and wearing ability of the Example:
tread rubber compound. 30" RR tire +/- 4% = 31.2" RR to 28.8" RR.
causing these areas to become charred or tor. The cooling system is bolted to the mid-
cracked. ship compartment door. Air is pulled through
the radiator system by a fan that is driven by
Not letting tires rub against side walls or
hydraulic oil passing through its turbines. To
against barriers erected to facilitate unload-
ing. remove the cooling radiator:
1. Secure the compartment door and place
Avoiding taking turns at high speeds and
suitable containers to collect hydraulic
driving in the lowest gear applicable.
oil, transverter oil and fuel.
The driver who drives carefully and who
2. Drain the cooler system, making sure
makes a reasonable attempt to prevent tire
that the fuel and oils are separated.
damage saves a substantial amount of money
on tire costs. 3. Remove the bolts holding the radiator
system in place.
Removal & Replacement 4. Carefully lower the radiator system to a
stand on the shop floor.
Transverter/Accessories
Replacing the Transverter Cooling
Wherever possible, procedures are presented Radiator
in the sequence required for orderly removal;
that is, if an item must be removed before Replace the radiator by reversing the
another item can be removed, the first item is removal steps.
covered first. Removing the Transverter
WARNING: Block all wheels, set
Remove and replace the transverter assembly
the parking brake, remove the key
as outlined in the following paragraphs.
from the ignition switch, and place
a “Do Not Operate” tag in the NOTE: It is important to identify and label
operator’s compartment before performing all hoses and wiring prior to removing them
maintenance on the power train systems. from the transverter. This will allow the
speedy re-installation of the transverter.
CAUTION: If the scooptram has been in
operation within the previous hour, the tem- 1. Remove the rear driveline from under the
perature of the engine, the engine cooling scooptram.
and exhaust systems, and the transverter 2. Place a suitable container below the
components can be high enough to cause transverter and drain the oil. After the oil
serious burns. Allow all components to cool is out of the transverter, replace the drain
before initiating removal procedures. plug.
4. Remove and cap the hydraulic hoses to stand and, taking care that it does not
the pumps and transverter. It may be nec- catch on anything, lower it into the
essary to remove all hoses in the trans- power frame until the mounting brackets
verter compartment. set solidly on the frame.
5. Remove the upper cross-member that is 2. Remove the hoist, transverter lift
situated in the midship compartment. spreader bar, chains, and lift fittings.
6. Disconnect the wiring harness from the 3. Reinstall the bolts that secure each trans-
transverter and lay aside. Make sure the verter mounting bracket to the power
harness is clear of the working area. frame.
7. Disconnect the engine to transverter 4. Reinstall the driveline sections.
driveline from the transverter.
5. Reconnect the electrical harness to the
8. Disconnect the midship and rear drive- transverter.
lines.
6. Reinstall the dump/hoist, steering, and
9. Remove the bottom and top mounting brake pumps. Reconnect the hydraulic
bolts. lines and their retainer clamps to the
10. Attach a lift eye to the front plate of the pumps.
transverter. Use the threaded holes 7. Uncap or unplug and reinstall the
behind the dip-stick mounting bracket. hydraulic lines and their retainer clamps
11. Use the top lift eyes to hoist the trans- that run above the transverter.
verter unit out of its compartment. 8. Fill the transverter with proper oil.
NOTE: It is important to make sure that the 9. Replace the transverter/hydraulic/fuel
transverter hoisting chains are adjusted so cooling radiator and the lines that feed
that the transverter is lifted evenly out of the the radiator, ensuring that the retaining
compartment. clamps are also reinstalled to the appro-
12. While lifting the transverter out of the priate hose.
vehicle, take care to ensure the unit does 10. Reinstall the hood above the transverter
not catch on any hydraulic hoses or wir- compartment.
ing.
11. After starting the engine, check the trans-
13. Place the transverter in a safe location on verter oil level and leaks in the system.
a stand or on the shop floor.
Upbox Assembly/Disassembly
Reinstalling the Transverter
Procedures
Install the transverter as follows:
Removing the Upbox from the Engine
1. Using the same hoist, spreader bar,
chains, and lift fittings as used in It is not necessary to remove the engine in
removal, lift the transverter from its order to remove the upbox. The following
steps assume that the engine is still in the 5. Remove the bolts that hold the hydraulic
machine. fan in place. Lift the fan and secure so
that it does not interfere with upbox
WARNING: The upbox is
extremely heavy. A hoist rated for removal.
the weight of the upbox must be
used to lift the component from the
machine. Care must be taken to avoid injury
while removing the upbox.
1. Park the Scooptram on a flat level sur-
face.
2. Set the Parking brake and shut the engine
off.
3. Chock the tires. Let the engine cool
down until it is safe to remove the upbox. 6. Remove the upbox driveline guard.
WARNING: The upbox operates at 7. Disconnect the upbox to transverter driv-
high temperatures. Care must be eline at the upbox end. Secure the drive-
taken when removing the upbox. line out of the way so it does not interfere
4. Open the cooler fan hood and secure it so with the upbox removal.
that it is not in the way of the upbox area.
9. Unbolt the upbox bell housing. 5. Remove the bolts and washers holding
the housing halves together. Separate the
housings.
6. Remove the gear assemblies. Record
which assemblies are located at each
location in the housing.
7. Remove the shaft seals.
8. Scrape the gasket material off of the cast-
ing halves.
9. Remove bearing cups in the housing at
10. Attach a lifting harness to the upbox and each location where a new gear/shaft
lift the upbox slightly to loosen it from assembly will be installed. If there are no
the engine. race removal holes in casting, the cup
11. Pull the upbox away from the engine will need to be pried out of the casting.
until the gear shaft is no longer in the 10. Identify the number and thickness of
coupler. shims under bearing cup. Record the
12. Lift the upbox out of the upbox compart- total shim thickness for each bearing cup
ment. removed.
13. Place the upbox on a suitable stand or the Upbox Assembly Procedures
floor. Take care not to prop the upbox in IMPORTANT: Assembly should be done in
a manner where it might fall. a clean area to prevent contamination of the
Installing the Upbox on the Engine ccomponents.
To install the upbox, follow the removal pro- NOTE: Make sure all castings and compo-
cedure in reverse. Torque the bell housing nents are clean and free of oil before
bolts to 45 N-m (33 ft-lb). attempting assembly of the upbox.
1. Install the new shims into casting hous-
Upbox Disassembly Procedures
ing at each location where a new cup will
1. Follow the procedures to remove the be installed. The thickness of the shims
upbox from the engine. should equal the thickness of the shims
removed from the pocket recorded dur-
2. Drain the oil from the upbox by remov-
ing disassembly.
ing the drain plug.
2. Install the new bearing cup in the hous-
3. Remove the engine adapter and adapter
ing. Be sure that the cup is pressed fully
ring.
into housing until seated against shims
4. Remove the mechanic’s flange. against housing shoulder.
3. Insert one gear/shaft assembly into gear- 12. Install new shaft seals, one on each input
box and output position. Use some sort of
4. Install the dowel pins, bolt casting halves protector over the splines to prevent seal
together, and torque the bolts to 35 - 40 from being damaged. Be certain the seal
ft-lbs. (no Loctite is needed at this time) lip is property engaged with the shaft
diameter. Use Loctite Superflex on seal
5. To check bearing preload, measure rota- O.D.
tional torque of the input gear/shaft
assembly in the housing. The torque 13. Install adapter ring.
reading should be between 10 - 30 in lbs. 14. Mount the engine adapter housing
6. If torque is not within the specified (engine side). Install 3/4-1 0 bolts and
range, remove cup and adjust shim thick- torque to 230 - 250 ft-lbs.
ness. Each 0.001 inch of shim is approxi- 15. Before installing mechanics flange, lube
mately 3 in lbs of rotational torque. spline with Mobil grease Moly 52. Install
7. Remove bolts and washer holding cast- mechanics flange. Prime and apply Loc-
ing housing together and separate. tite 262 to threads. Torque 3/4-1 0 bolts
to 230 - 250 ft-lb.
8. Repeat steps 5 through 9 until all bearing
pockets have correct bearing preload. 16. Fill unit with HD 8OW90 oil to full mark
on oil level indicator.
9. Lay one side of the housing face down.
Insert all gear/shaft assemblies into the Drivelines
housing bearing cup (same locations
used in steps 5-9), including new gear/ Most driveline sections are removed and
shaft assemblies. replaced in somewhat similar manners.
However, for ease in locating procedures and
10. Clean mating surfaces of both housing precise coverage of minor differences, the
halves. Install dowel pins. Prime both following paragraphs contain procedures for
casting halves and apply Loctite 515 each driveline section.
Gasket Eliminator to one (1) housing
half. CAUTION: Removing any driveline section
reduces the effectiveness of the parking
11. Position housing halves together. Insert brake. Make certain that all wheels are
3/8-16 socket head cap screws with blocked securely before removing a driveline
washers and tighten. Torque to 35 - 40 ft section.
lbs.
Note: In each of the following replacement
procedures, the procedure assumes that the
scooptram is in the same condition and posi-
tion as at the conclusion of the associated
removal procedure.
be fabricated and installed on the scooptram, 2. Reinstall the bolts that secure the rear
or ordered from Atlas Copco Wagner, Inc. universal joint cross to the transverter
input shaft yoke, but do not tighten yet.
WARNING: Always make sure
Remove the tape from the bearings on
there is a driveline guard installed
the cross.
around or over the midship drive
shaft. This guard provides protec- 3. Remove the bolts that secure the rear
tion for the operator. universal joint cross to the transverter
front output shaft yoke. Make certain that
Upbox to Transverter Driveline the tape holds the bearings in place on
Remove and replace the converter to trans- the cross.
verter driveline as outlined in the following 4. Reinstall the bolts that secure the front
paragraphs. universal joint cross to the converter
Removal: yoke, but do not tighten yet. Remove the
tape from the bearings on the cross.
1. Wrap several layers of masking tape
around the bearings on the front univer- 5. Reinstall the bolts that secure the drive-
sal joint cross. line carrier bearing to the power frame.
2. Remove the bolts that secure the front 6. Inspect the positions of the bearings. If
universal joint cross to the upbox yoke. all are in the correct position, torque the
Make certain that the tape holds the bear- bolts to their proper setting (see Appen-
ings in place on the cross. dix).
4. Remove the bolts that secure the rear 3. Wrap several layers of masking tape
universal joint cross to the transverter around the bearings on the rear universal
front output shaft yoke. Make certain that joint cross.
the tape holds the bearings in place on 4. Remove the bolts that secure the rear
the cross. universal joint cross to the oscillator
5. Remove the driveline section. front yoke. Make certain that the tape
holds the bearings in place on the cross.
Reinstallation:
5. Remove the driveline section.
1. Place the transverter to front axle drive-
line in approximate position. Reinstallation:
2. Reinstall the bolts that secure the rear 1. Place the midship driveline in approxi-
universal joint cross to the transverter mate position.
front output shaft yoke, but do not
2. Reinstall the bolts that secure the rear
tighten yet. Remove the tape from the
universal joint cross to the oscillator
bearings on the cross.
front yoke, but do not tighten yet.
3. Reinstall the bolts that secure the front Remove the tape from the bearings on
universal joint cross to the front axle the cross.
input shaft yoke, but do not tighten yet.
3. Reinstall the bolts that secure the front
Remove the tape from the bearings on
universal joint cross to the transverter
the cross.
rear output shaft yoke, but do not tighten
4. Inspect the positions of the bearings. If yet. Remove the tape from the bearings
all are in the correct position, torque the on the cross.
bolts to their proper setting (see Appen-
4. Inspect the positions of the bearings. If
dix).
all are in the correct position, torque the
Midship Driveline bolts their proper setting (see Appendix).
Remove and replace the midship driveline as Midship-to-Flange Bearing Driveline
outlined in the following paragraphs.
Remove and replace the midship-to-flange
Removal: bearing driveline as outlined below.
1. Wrap several layers of masking tape Removal:
around the bearings on the front univer- 1. Wrap several layers of masking tape
sal joint cross. around the bearings on the front univer-
2. Remove the bolts that secure the front sal joint cross.
universal joint cross to the transverter 2. Remove the bolts that secure the front
rear output shaft yoke. Make certain that universal joint cross to the oscillator rear
the tape holds the bearings in place on yoke. Make certain that the tape holds
the cross. the bearings in place on the cross.
3. Wrap several layers of masking tape 3. Wrap several layers of masking tape
around the bearings on the rear universal around the bearings on the rear universal
joint cross. joint cross.
4. Remove the bolts that secure the rear 4. Remove the bolts that secure the rear
universal joint cross to the axle input universal joint cross to the axle pinion
shaft yoke. Make certain that the tape shaft yoke. Make certain that the tape
holds the bearings in place on the cross. holds the bearings in place on the cross.
5. Remove the driveline section. 5. Remove the driveline section.
Reinstallation: Reinstallation:
1. Place the driveline in approximate posi- 1. Place the driveline in the approximate
tion. position.
2. Reinstall the bolts that secure the rear 2. Reinstall the bolts that secure the rear
universal joint cross to the axle input universal joint cross to the axle pinion
shaft yoke, but do not tighten yet. shaft yoke, but do not tighten yet.
Remove the tape from the bearings on Remove the tape from the bearings on
the cross. the cross.
3. Reinstall the bolts that secure the front 3. Reinstall the bolts that secure the front
universal joint cross to the oscillator rear universal joint cross to the axle output
yoke, but do not tighten yet. Remove the shaft yoke, but do not tighten yet.
tape from the bearings on the cross. Remove the tape from the bearings on
the cross.
4. Inspect the positions of the bearings. If
all are in the correct position, torque the 4. Inspect the positions of the bearings. If
bolts to their proper setting (see Appen- all are in the correct position, torque the
dix). bolts to their proper setting (see Appen-
dix).
Flange Bearing to Front Axle Driveline
Remove and replace the flange bearing to Axles
front axle driveline as outlined below.
Note: In each of the following replacement
Removal: procedures, the procedure assumes that the
scooptram is in the same condition and posi-
1. Wrap several layers of masking tape tion as at the conclusion of the associated
around the bearings on the front univer- removal procedure.
sal joint cross.
Front Axle
2. Remove the bolts that secure the front
universal joint cross to the axle output Remove and replace the front axle as out-
shaft yoke. Make certain that the tape lined in the following paragraphs.
holds the bearings in place on the cross.
3. Remove disks from the brake housing. 5. Begin by removing every other bolt.
Then slowly release the backing plate by
loosening the remaining bolts 1/2 to 1
turn at a time in a crisscross pattern.
Make certain to criss-cross when loosen-
ing the bolts to minimize stress on the
backing plate. Continue slowly loosening
the bolts 1/2 to 1 turn at a time until all
but three or four equally spaced bolts are
removed. These bolts will hold the unit
together when you flip it over.
4. Flip the brake assembly over.
7. Remove springs from the brake housing. 10. Tap the piston from the housing with a
rubber mallet. Separate the piston from
the housing.
12. Remove inner piston seal and expander Check for cracks or other conditions which
ring from the housing. could result in oil leaks or failure.
Piston and Housing Seals
3. Insert the piston into the brake housing. 5. Insert 0-ring onto backing plate.
Use a press of C-clamps to install the pis-
ton evenly and to prevent seal damage.
The piston must enter the housing
evenly.
8. Insert and partial tighten three or four 11. Install all mounting bolts with Loctite
bolts through the backing plate into the #262.
housing. Evenly space these bolts to dis-
tribute the load as the brake unit is being
turned over.
14. Finish installing roll pins. Then flip the 16. Insert quad sealing ring into the housing.
assembly over.
15. Install stationary and friction disks from 17. Set the front plate back on the housing,
the brake housing. and insert and tighten the bolts. Torque
the bolts to 407-447 N-m (300 -330 ft-
lbs).
Tire Demounting And Mounting 2. Attach a Do Not Operate tag to the Off/
Procedures On/Start switch.
WARNING: Tire and rim servicing 3. Block wheels not being serviced.
can be dangerous, and should be 4. Using a jack, hoist, or other suitable
done by trained personnel using
ACW00073.pict
and cause the assembly to burst with explo- porting the weight. If the tire being removed
sive force, sufficient to cause serious physi- is on an oscillating axle, be sure to block the
cal injury or death. carrier.
The following illustration shows a cross-sec- 5. Crib or securely block the vehicle before
tion of the wheels. proceeding with wheel removal.
Earthmover rim locking wheel flange with WARNING: DO NOT attempt to
heavy duty driver. remove any rim or wheel compo-
nents such as lugs or wheel clamps
ACW00073.pict
tions.
6. Heavy Duty Driver 8. Remove the wheel using a hoist and sling
7. Locking Wheel Flange capable of supporting the load.
Demounting CAUTION: Use caution when removing
wheels or heavy rim components. Stand to
1. Connect articulation lock to the frame one side and keep hands and fingers clear
mounts prior to lifting the vehicle. when using demounting tools. The tool may
slip and cause injury.
9. Demount tire from wheel using accepted sion and to facilitate inspection and tire
shop practices. mounting. Be very careful to clean all
dirt and rust from the lock ring and gut-
Mounting
ter. This is important to secure the lock
Review safety warnings and cautions for dis- ring in its proper position. A filter on the
mounting before beginning work. air inflation equipment to remove the
moisture from the air line helps prevent
1. Verify articulation locking bar is secured
corrosion. The filter should be checked
between both frame mounts and Do Not
periodically to be sure that it is working
Operate tag is in place on Off/On/Start
properly. Parts must be clean for a proper
switch.
fit, particularly the gutter section which
2. Verify all blocking and cribbing is holds the lock ring in proper position.
securely in place.
2. Check the rim for cracks. Replace all
3. Clean all wheel and hub mounting sur- cracked, badly worn, damaged, and
faces. Remove all dirt, grease or paint severely rusted components with new
before installing wheel. parts of the same size and type. Replace a
4. Replace the wheel using a hoist and sling component when condition is in doubt.
or forklift capable of safely supporting Parts that are cracked, damaged, or
the load. Make sure the valve stem is excessively corroded are weakened. Bent
aligned with any clearance slot in the or repaired parts may not engage prop-
axle hub. erly.
5. Install mounting hardware and secure the 3. Don’t re-inflate a tire that has been run
tire and rim in accordance with the flat without first inspecting the tire, tube,
torque settings specified in the Appen- flap, rim, and wheel assembly. Double
dix. check the side ring, flange, bead seat,
lock ring, and o-ring for damage and
6. Once the tire is mounted, lower the vehi- make sure that they are secure in the gut-
cle to the ground, using jacks, hoists or ter before installation. Components may
other suitable method. have been damaged or dislocated during
7. Remove all cribs and blocks. the time the tire was run flat or seriously
under-inflated.
8. Remove and stow articulation lock.
9. Remove Do Not Operate tag from Off/
On/Start switch.
Inspection
Inspect wheel components for defects,
observing the following precautions:
1. Clean rims and repaint to prevent corro-
4. Do not, under any circumstances, 5. Make sure the correct parts are being
attempt to re-work, weld, heat, or braze assembled. If you are not sure about the
any rim components that are cracked, proper mating of rim and wheel parts,
broken, or damaged. Replace them with consult a rim and wheel chart.
new parts, or spare parts that are not
cracked, broken, or damaged and which
are of the same size and type. Heating a
part may weaken it to the extent that it is
unable to withstand forces of inflation or
operation.
2
Correct
2
1
3 3
6
4
1 3
4 Incorrect
1 1 8 2
7
5
8
1 6 4 1
2
5
7
approval from the rim manufacturer. 4. Make certain that all parts are properly
Modification or heating of a rim or one aligned before inflation.
of its parts may weaken it.
1. Install tire on the wheel. Complete
assembly of wheel components.
2. Align driver pockets in bead seat band
and base.
8. Check that tire is inflated to the specified 1. Don’t use undersized rims. Use recom-
pressure following the applicable precau- mended rim for tire. Consult catalogs for
tions listed above. proper time/rim matching.
Note: Outboard drivers are on those rims 2. Don’t overload or over-inflate tire/rim
used in high torque and/or low inflation assemblies. Check your rim assemblies if
pressure applications, preventing circumfer- special operating conditions are required.
ential movement of the rim components. Rim Excessive overload can cause damage to
assemblies with an “M” or “L” near the end the tire and rim assembly.
of the style designation (part number) are so 3. Never run a scooptram on one tire of a
equipped.
dual assembly. The carrying capacity of
the single tire and rim is dangerously
Wheel Nut Torque exceeded, and operating a scooptram in
Wheel nuts must be tightened in an alternat- this manner can result in damage to the
ing pattern. rim and tire assembly.
Wheel nuts are to be tightened to the correct 4. Never install a tube in a tubeless tire/rim
torque upon initial installation or reinstalla- assembly when the rim is suspected of
tion on the scooptram. leaking. Loss of air pressure through
fatigue, cracks, or other fractures in a
Wheel nuts are to be checked for correct tubeless rim warns you of a potential rim
torque every four (4) hours for the first failure. This safety feature is lost when
twelve (12) hours of operation. tubes are used with leaking rims. Contin-
Wheel nuts are to be checked for correct ued use may cause the rim to burst with
torque every eight (8) hours for the next explosive force.
thirty-two (32) hours of operation. Thereaf- 5. Always inspect rims and wheels for dam-
ter, check wheel nuts every one hundred age during tire checks. Early detection of
(100) hours, or weekly. potential rim failures may prevent seri-
IMPORTANT: Before mounting and torqu- ous injury.
ing...Remove all paint, dirt and rust from 6. Never add or remove an attachment or
both sides of wheels at mating surfaces otherwise modify a rim (especially by
around lug bolt holes. THESE AREAS heating, welding, or brazing) unless the
MUST BE CLEAN. Also, clean axle wheel tire has been removed and approval has
end surfaces which mate with back side of been received from the rim manufacturer.
wheels. Proper torque cannot be maintained Modification or heating of a rim or one
unless these surfaces are clean and free of of its parts may weaken it so that it can-
paint, dirt or grease. not withstand forces created by inflation
or operation.
Operating Precautions
Observe the following precautions when put-
ting the scooptram back in service:
not rocking.
Removing the bucket
4. Roll the bucket down until it is resting on
Remove the bucket as follows: the supports, level but not on the ground.
WARNING: Depending on the IMPORTANT: Make sure that the entire
scooptram model, the bucket could bucket is resting on the support blocks.
weigh up to 6800 kilograms (15,000
ACW00073.pict
5. Disconnect the Dog-bones from the one under or around an unsupported Z-Bar
bucket by removing the trunnion caps assembly.
from the bucket end. 1. Park the Scooptram on a flat hard sur-
face. Rest the tip of the bucket on the
ground.
Note: It is not necessary to remove the
bucket to remove the Z-Bar.
2. Remove the stabilizer cylinder guard.
the blocks.
lbs.). Do not reach or lean underneath the
6. Remove the dog-bones from the bottom boom without it being properly supported.
end of the Z-Bar and lower to the ground.
1. Park the Scooptram on a flat hard sur-
face.
2. Follow the procedures for removing the
bucket.
3. Follow the procedures for removing the
Z-Bar.
4. Support the stabilizer cylinders with suit-
able blocks using the load frame as sup-
port. Do not rest the blocks on the boom
cross section.
7. Attach a hoist chain to the Z-Bar stabi-
lizer end and remove the trunnion caps 5. Hydraulically lift the boom until it is
from the Z-Bar swivel mount. Hoist the high enough for the hoist cylinder stem-
Z-Bar out of the way. end pins to clear the front tires. Prop the
boom up so that it is securely supported
with proper weight rated stands.
6. To disconnect the hoist cylinders, first
place a brace between the cylinder and
the load frame then loosen the split cap
screw and pound a wedge into the gap to
release the pressure on the pin Remove
the pin and place on a clean surface. It is
not necessary to remove the hoist cylin-
ders from the load frame in order to take
off the boom.
7. Connect three chains, which are fastened
Reinstalling the Z-Bar to three lifting points on the boom, to the
Follow the removal procedures in reverse lifting hoist hook. Make sure that the
order. chain lengths are adjusted to lift the
boom squarely.
8. Remove the trunnion caps from the 5. Lift the hood and install the support.
boom base end swivel mount and pull the
pins from the assembly.
9. Hoist the boom assembly off of the load
frame and set it so that it is securely sup-
ported.
Replacing the boom
Reinstall the boom in the reverse order of
removal.
Power Frame
Removing and Replacing Hoods 6. Disconnect the gas support struts on both
sides.
The following procedures are generalized so
for all of the hoods on the scooptrams.
WARNING: The scooptram hoods
are heavy. Do not reach or lean
underneath any hood unnecessarily
ACW00073.pict
7. Remove the hinge bolts. 2. Place blocks in front of and behind all
wheels.
3. Remove any hoods that are in the way.
Follow the hood removal procedures.
4. Turn the fuel cut-off switch to the OFF
position.
8. Attach a lifting device rated to lift around before separating the Load Frame and the
450 kg (1000 lbs) to the lift points on the Power Frame.
tank.
Separating the Load Frame from the
Power Frame
2
In order to separate the Load Frame and the
Power Frame all tension must be removed
from the articulation joint. Separate as fol-
lows:
1. Place blocks in front of and behind all
1 wheels.
2. Follow the procedures in Section 6:
Hydraulics to relieve all hydraulic pres-
1. Fuel Tank Lift Eyes sure.
2. External Fuel Gauge (See Step 7)
3. Disconnect or remove the midship drive-
WARNING: The scooptram fuel line.
tank is heavy. Do not reach or lean
underneath the tank unnecessarily
ACW00073.pict
Follow the removal steps in reverse order of 5. Attach chains to the lifting points on the
disassembly. Load Frame and take enough strain with
the lifting hoist to raise the front end of
the Power Frame.
Separating and Reconnecting
the Load and Power Frames 6. Place a maintenance stand under the
front of the Power Frame and lower the
WARNING: Remove the ignition vehicle.
key, and place a Do Not Operate tag
ACW00073.pict
7. Disconnect the hydraulic lines between 9. Disconnect the steering cylinders from
the Load and Power Frames. Immedi- the Load Frame by removing the cylin-
ately cap or plug each line and connector. der-to-load frame (stem end) pins.
8. Disconnect the electrical lines between 10. Perform either of the following:
the power and load frames at the power (1) Place a dolly capable of carrying the
frame junction box. weight of the Load Frame under the
back of the frame. If the vehicle is
not on a concrete surface, place a
steel sheet on the ground on which to
roll the dolly. The steel sheet must be
of sufficient size to allow the Load
Frame to move forward approxi-
mately 1 meter (3 feet).
(2) Position a hoist over the front of the
Load Frame. The hoist must be capa-
ble of carrying the weight of the back
of the Load Frame, and must be capa-
ble of moving approximately 1 meter
(3 feet) with the Load Frame. Rig a
sling to lift the frame.
10. Adjust the height of the dolly or hoist so
that the weight is removed from the artic-
ulation joint and remove the trunnion
caps from both the top joint and bottom
joint.
11. Remove the blocks from the Load Frame
wheels.
12. Move the Load Frame forward approxi- 8. Check the positions of all articulation pin
mately 1 meter (3 feet). caps If both pins and all caps are in
proper position, properly torque the bolts
13. Place blocks in front of and behind the
Load Frame wheels. to according to specification.
14. Securely support the back of the Load 9. Remove the dolly and its fittings from
beneath the Load Frame or remove the
Frame frame with a maintenance stand or
wooden blocks. hoist and its fittings from the frame.
10. Replace the midship driveline.
Reconnecting the Load Frame and the
Power Frame 11. Reconnect the steering cylinders.
Reconnect the Load Frame and the Power 12. Unplug and reconnect the hydraulic
Frame as follows: lines.
NOTE: This procedure assumes that the 13. Remove the maintenance stands from
vehicle is in the same condition and position beneath the Power Frame.
as at the end of the frame separation proce- 14. Make sure the parking brake is set.
dure.
15. Remove all blocks from all wheels.
1. Remove the maintenance stand or
wooden blocks from beneath the back of Articulation Pins
the Load Frame.
Atlas-Copco Wagner Scooptrams are cur-
2. Remove the blocks from in front of and
rently supplied with taper roller articulation
behind the Load Frame wheels.
pins. Installation and removal of the articula-
3. Move the Load Frame backward until tion pins is not required to disconnect the
aligned with the articulation pins. two frames. However during the life of the
4. Install the trunnion caps scooptram, it may be necessary to remove
the hinge pins. The following explanation
5. Adjust the height of the rear of the Load
Frame as necessary for proper articulator
pin alignment.
6. Place blocks in front of and behind the
Load Frame wheels.
7. Insert the lower articulation pin. Re-
install the pin retaining cap. Lubricate
each articulation pin and retaining cap
bolt, and screw in all bolts. Do not
tighten.
6. Slide off the split spacer and the small 5. Press the bearing cup into the hinge plate
spacer, set both aside for reuse. bore.
7. Remove the bearing cone. Note the posi-
tion of the cone, and tag with placement
if the bearing will be reused.
8. Depending on pin, either lower or lift the
pin from the hinge plate bore. Set the pin
aside for reuse.
9. Slide the spacer ring and bearing cone off
of the pin. If being reused, set aside and
tag with position of the bearing.
10. Remove the bearing cup from the hinge NOTE: If freeze fitting insert for easy instal-
plate and set aside if being reused. lation, install two or more bolts with flat
washers on underside of hinge plate to pre-
Pin Installation
vent insert from falling out.
WARNING: The articulation pins 6. Slip the pin, with one cone and spacer
are very heavy and could cause installed, into the hinge bore until the
injury or even death if mishandled. bearing is seated into the bearing cup.
Always use a hoist to position the
pin into the hinge bore. Also take care when NOTE: The pin may need to be supported at
removing the top pin. this stage.
IMPORTANT: The hinge bearings are 7. Press remaining bearing cone onto pin,
matched with the bearing cup. Take care taper towards the center of the pin, until
when installing the hinge bearing to keep the it is seated in the bearing cup.
sets of bearings together.
1. Install the bearing retainer plate seals
into the retainer plates.
2. Pack both bearing cones with grease
before installing.
3. Press one bearing cone onto the pin,
taper towards the middle of the pin.
Make sure that the cone is seated on the
pin shoulder.
4. Press the spacer ring onto the pin and
seat on the bearing cone.
8. Slip the small spacer onto the pin. 11. Slide upper bearing retaining plate over
pin and bolt onto hinge. Torque to the
following:
• ST1010: 109 N-M (80 ft-lbs)
.
Stops
Atlas Copco scooptrams are designed for the
weight of the load to be carried against the
stops.
10. Bolt pin cap onto pin assembly using
washers and bolts. Note: Not applicable to vehicles equipped
with Ride Control.
Either improper operating technique or
worn, missing, or improperly installed stops
can result in a number of problems.
The most common problems related to miss-
ing or defective stops are:
• Blown or leaking seals.
• Cylinder seals leaking.
• Cylinder barrel failure.
• Main control valve seals leaking. vent it from bottoming out. The stop(s) also
• Structural damage. help prevent the operator from stressing the
boom arms, which can lead to cracking.
All vehicles are shipped from the factory
with stops installed. Spare or replacement Bucket Rollover (Dump) Stops
buckets are not however, and stops will have The purpose of the bucket rollover stop(s) is
to be installed at the mine. When installing a to limit travel of the stab cylinder and pre-
new bucket, be sure to verify stop position- vent it from over extending. The stop(s) also
ing. A slight misalignment can cause dam- help prevent boom arm cracking, which can
age. result from the operator slamming the bucket
When the vehicle is being operated without against the arms.
stops, stops that are hammered out, or
Bucket Stops (Pads)
improperly installed stops, the load will be
supported by the cylinder barrel, load frame, A pad is located on the Z-bar to act as bucket
boom, or a combination of the three. If the a stop. The purpose of the rear bucket pad is
stops are missing or badly worn, the cylinder to prevent the dump cylinders from bottom-
stem can bottom out in the barrel. With the ing out when the bucket is fully lowered.
load supported by the barrel, any vertical These stops are welded into position at the
movement of the load (such as occurs during factory.
travel) will cause the piston to pound the
base of the barrel. This will ultimately result Boom Stops
in failure of the cylinder, particularly at the The purpose of the boom stop(s) is to pre-
weld around the end cap and possibly at the vent the boom cylinders from bottoming out
cylinder mount as well. when the boom is fully lowered. They also
Steering Stops provide protection to both the boom arms
and the load frame. These stops are welded
The steering stops are installed to limit travel into position at the factory.
of the steering cylinders to prevent them
from bottoming out in either direction. The Inspection and Maintenance
stops also keep the bogie and chassis from Every 100 hours, all stops must be inspected.
hitting each other and causing damage.
Look for worn or missing stops. When wear
Oscillating Axle Stops is evident, measure the contact surface of the
stop.
The oscillating axle stop limits the oscilla-
tion of the rear axle 8° - 10° (depending on Allowable gap:
the vehicle) in each direction. Steering Stops 3.2 mm (1/8 inch)
Bucket Rollback Stops Bucket Dump Stops 1.6 mm (1/16 inch)
The purpose of the bucket rollback stop(s) is Bucket Rollback Stops 1.6 mm (1/16 inch)
to limit travel of the stab cylinder and pre- Boom Stops 3.2 mm (1/8 inch)
Check to make sure that the welds on the IMPORTANT: This distance cannot be less
stops are not cracked. If cracked, repair than the specified distance.
crack by: Oscillating Axle Stops
• remove old weld by air-arcing or scarf- To determine the final position, place the
ing vehicle on support stands to allow free
• preheating material to 120°-150° C movement of the axles. Move (oscillate) the
(250°-300° F) to remove moisture axle upward, in accordance with the angle
specified (See Appendix). Install the stops,
• re-weld using a low hydrogen weld rod
ensuring that full contact is made across the
(7018 or equivalent)
mating surfaces of the stop and axle.
Check to make sure stops always make good
and full contact. Bucket Rollback Stops
Check that the dump and rollback stops hit 1. With the boom on its stops, fully retract
the boom at the same time when dumping or the stabilizer cylinder.
rolling the bucket back. 2. Extend the cylinder stem until the dis-
WARNING: When working around an ele- tance between the cylinder face and the
vated boom, ALWAYS make sure the boom is centerline of the stem end pin (at Z-bar)
securely blocked. measures 836 mm (33 inches).
3. Place the stop(s) so that complete surface that they are square with the side plates and
to surface contact occurs between the the axle housing.
bucket and the stop and tack weld in
Flush Contact
place.
4. Reposition the boom and bucket and Once the final stop position is established,
weld in place. Make sure that the boom shape and orient the stop(s) so they will
and bucket are properly supported. make contact along the full mating surface of
the frame or mating stop. Stops that have less
5. Reposition the boom and bucket and than full surface contact will have more
weld in place. Make sure that the boom rapid wear and required more frequent
and bucket are properly supported. replacement.
Bucket Rollover (Dump) Stops
1. Fully raise the boom.
WARNING: When working around
an elevated boom, ALWAYS make
ACW00073.pict
• Dump and Hoist System The dump/hoist pump sends the flow of oil
to the main control valve and provides oil to
• Brake System both the dump spool and the hoist spool.
• Emergency Tow System Note: In the following descriptions of the
various hydraulic systems (steering, dump/
Pumps hoist, brake) and components, pumps will be
Hydraulic fluid flow is supplied to the work- referred to by the specific function they ful-
ing cylinders by a pump. fill.
1. Dump Cylinder
2. Hoist Cylinders
The stabilizer cylinder is a double-acting
cylinder with a chrome plated stem, and one-
piece screw on piston with self-locking nut.
Accumulators
4
5 6 7 8
3
10
2
cycling of the accumulator charging valve Brake Release Tow Hook Accumulator
and excess temperature in the hydraulic sys-
The brake release tow hook accumulator is
tem.
charged when the tow hook release arm is
Accumulator Pre-Charge depressed. The accumulator is pre-charged
with dry nitrogen to 800 psi.
A piston-type pneumatic accumulator uses
dry nitrogen to pre-charge the cylinder and
Tank and Filters
store energy. This energy is used to operate
the vehicle brakes if a failure occurs in the Hydraulic Reservoir (Tank)
brake hydraulic system.
The hydraulic tank has several functions in
The accumulator must be pre-charged with the hydraulic system:
dry nitrogen to a pressure of 1200 psi (8300
kPa) to operate. Pre-charging is performed at • Stores hydraulic oil.
the factory and should not be necessary in • Cools hydraulic oil.
the field. Accumulators that undergo repair
• Allows air to separate from the oil.
or replacement will be charged in the field.
• Allows contamination to settle to the bot-
IMPORTANT: Use dry nitrogen only to
tom of the tank.
pre-charged the accumulator. Dry nitrogen
does not mix with oil. It is non-combustible. • Contains the return line filter.
It will not cause oxidation or condensation • Is equipped with a filter/breather check
within the accumulator and is not harmful to valve assembly to maintain back pres-
the piston seal. Do NOT use air or any com- sure in the tank to 5 psi (34 kPa). This
bustible gas as these may cause oxidation helps force the oil to the suction side of
and condensation. Oxidation and condensa- the pumps and minimizes ingestion of
tion are harmful to the oil piston seal and the moisture and dirt.
accumulator.
Inspection
Note: When pre-charging an accumulator
on the vehicle make sure the oil side of the Check the oil level in the hydraulic tank at
accumulator has zero pressure. Operate the the beginning of each shift. The boom must
vehicle brakes while charging the accumula- be down on its stops and bucket rolled back
tor to bleed off oil pressure and ensure that against its stops to read proper oil level. Oil
the accumulator piston goes to the oil end of should be in both sight glasses when tank is
the accumulator. full.
The accumulator has a free floating piston The vehicle can be operated if oil is visible
which separates the oil from the nitrogen in only the lower sight gauge, but under no
gas. Packing is used to prevent any leakage circumstances should a vehicle be operated
past the piston. when oil is not visible in the lower sight
gauge.
Check tank for damage or cracks.
Internal Filter Cartridge with Indicator Dust from the surrounding air is a major
source of contamination. Another source of
1 2 contaminants is the vehicle itself. During
normal operation, the vehicle generates
burrs, dust and chips from metal to metal
contact between moving parts.
A properly maintained oil filter can save sig-
nificant cost by preventing premature equip-
ment failure and replacement.
radius smaller than ten times the outside hoses exactly, restriction or leakage will
diameter of the hose. result.
• In areas where hose flexing will occur • Always use the proper tools. Never use
during operation of the equipment, a tools such as a pipe wrench on hose or
larger minimum bend radius is neces- tubing fittings. Instead, use flare nut
sary. wrenches when possible, and when they
• When installing tubing or piping, the are not available, use an open end
ideal bend radius is 2 1/2 to 3 times the wrench of the correct size.
inside diameter. • Do not over-tighten fittings. If you
• Keep lines as short as possible. The tighten them the proper amount, they will
longer the line, the more the internal seal and not leak. Never attempt to keep
resistance. Therefore, avoid replacing them from leaking by using sealing com-
lines with new ones that are longer than pounds.
the originals. Do not try to shorten lines • Always cap or plug a line or hose and the
so that you must use sharp bends to make fitting from which it was removed when-
them reach the point of connection. Mea- ever you disconnect them.This is the best
sure the original line carefully. Then method for preventing the entrance of
replace it with a line of the same length. dirt into the system. Never use rags or
• Hoses can decrease in length a small waste material for plugging lines or com-
amount when pressurized. Therefore, ponents of the system. Lint can be just as
never cut a hose so short that when it is harmful as other types of dirt.
installed it has no bend whatsoever.
Allow a slight bend so that the hose can Control Valves
shorten in length when it is pressurized. The Atlas Copco Scooptram employs a
• Use proper clamps, adapters, and fittings. series of valves that have reduced the num-
If brackets are not used to support hoses ber of hoses and has placed important com-
as recommended by the manufacturer, ponents together. The valves are integral to
abrasion will result from hoses rubbing the operation of the scooptram’s hydraulic
against each other and against various system and allow easier maintenance as well
parts of the equipment. This shortens the as faster repair times. The valves include the
life of the hoses, resulting in premature following:
replacement. • Main control valve
• Be sure that hose clamps are the correct • Priority valve
size. A loose clamp is no better than no
clamp at all. The hose can move back • Auxiliary valve
and forth in a loose clamp, causing abra- • Brake treadle valve included in the
sion. Be sure to use only recommend fit- SAHR brake section.
tings. If the fittings do not match the
EF CF 7
11
The priority flow valve is an inline control
valve that is situated directly between the 10 9 8
hydraulic pumps and the main control valve.
As the flow of oil enters the inlet port and
pressure builds, a control orifice sends 1. Priority Valve
excess oil to the dump/hoist spools. The pri- 2. Accumulator Charging Valve
ority of flow goes to the steering system. Oil 3. Hand Pump Check Valve
flow enters the inlet port and passes through 4. Pilot Pressure Test Port
a controlled orifice. The size of the orifice 5. Pilot Operated Check Valve
can be varied externally. The pressure drop 6. Filter Cartridge
across the control orifice positions the com- 7. Pilot Pressure Valve
pensator piston to limit the flow that is deliv- 8. Cooling System Check Valve
ered to the steering system out the port 9. Start-up Valve
marked CF. 10. Main Relief Valve
The remaining flow goes to the dump and 11. Inlet Test Port
hoist system out the port marked EF. The auxiliary valve is located in the trans-
Flow through the valve to the steering sys- verter compartment and primarily provides
tem on the ST1010 is 64 liters/min (17 gpm) hydraulic oil pressure for the SAHR brake
on the at high idle. This allows the unit to system. The auxiliary valve has four other
steer from fully articulated left to fully artic- functions that include:
ulated right in 6 seconds at full RPM and • Providing Oil for the brake cooler.
vice versa. • Delivering drive oil for the transverter
cooler fan.
• Providing pilot pressure for the brake,
dump/hoist, and steering control systems.
• Charging the brake system accumulator.
The auxiliary valve is a cast aluminum 1600 psi (11000 kPa) to 2000 psi (13800
machined manifold that houses a series of kPa) for safe and effective braking.
cartridges that provide the functions of the As oil is used in the brake system, the accu-
system. The cartridges can easily be mulator pressure drops. When it falls below
removed for replacement or serviced. The 1600 psi (11000 kPa), the charge valve will
cartridges include: re-charge the accumulators back to 2000 psi
• Relief valve (13800 kPa).
• Air bleed On the Atlas Copco Scooptram, the charge
valve is a cartridge located on the Auxiliary
• Vented flow control
valve. This allows repair and maintenance of
• Unloading valve the charging valve by easily replacing the
• Check valve cartridge.
2
3
4
6 5
Turning the steering wheel actuates three end of the other cylinder to set the proper
main parts of the valve: sequence for the turn selected.
• The control spool, Bi-Directional Valve
• The control sleeve, and
• The metering rotor.
2 3
1
System Operation from the pressure port to the base end of the
hoist cylinders to raise the boom.
The dump/hoist system is a pilot operated
joystick controlled hydraulic lift system. Oil from the stem end of the cylinders is
Hydraulic oil is pumped through the priority routed back through the Main Control valve
valve directly to the dump and hoist spools to the hydraulic tank.
on the main control valve then to the cylin-
Bucket Float
ders. As the operator moves the joystick, a
low pressure pilot oil is sent through the aux- When the operator places the Dump and
iliary valve to the dump or hoist spools . Hoist lever in float, or third position detent,
Depending on the action required by the all ports are open to tank. The result is that
operator, the dump or hoist spools open an the weight of the bucket slowly lowers the
allow high pressure oil to fill the cylinder. boom onto its stops.
Boom Up Boom Power Down
When the operator moves the boom control To speed the return of the boom to its stops,
lever for boom up operation, the spool in the the operator can move the boom control
Main Control valve shifts down. Oil flows lever to the power down position. This shifts
the Main Control valve to the extreme
upward position and directs pressure from • With compressed gas or fluid (such as air
the inlet to the stem end of the hoist cylin- in a tank).
ders.
• With springs.
Oil from the base end of the cylinders returns
With a valve installed between the energy
through the dump system.
Load Check Valve Function
The load-check valve function is part of the
main control valve spool system. It allows
pressure to build up in the system to match
the load demand. This function prevents
reverse flow and supports the load. When the
load pressure is the same as the operating
pressure, the check valve opens porting the
oil to the cylinder.
storage device and the friction device, you
Dump and Hoist Components have a simple braking system.
The dump and hoist system consists of those SAHR Brake
components which control the raising and
lowering of the boom and the dumping and
roll-back of the bucket. They include:
• Dump/Hoist Pump
• Priority Valve
• Main Control Valve
• Auxiliary Valve
• Dump/Hoist Control Valve
• Dump Cylinder
• Hoist Cylinders The SAHR (Spring Applied, Hydraulically
Released) brake system, developed by Atlas
Brake System Copco Wagner, reverses the process of
engaging and disengaging brakes. Springs
All braking systems require energy on apply the brakes, and hydraulic pressure
demand to be applied to the friction devises releases them.
that stop the vehicle. This energy must be
stored so that it is available when needed. The SAHR brake uses existing wet disc
Generally speaking, energy is stored in two brake technology. The wheel hub is splined
basic ways: to, and rotates with the friction discs, which
are sandwiched between steel stationary
Hydraulic oil is pumped to the brake system sure in the brake hubs build up pushing the
through the auxiliary valve. In the auxiliary brake springs off the stator plates, releasing
valve manifold, a priority valve decides the brakes. If for some reason the solenoid is
which way to send oil depending on the de-energized, by pressing the park brake or
operator demands. Oil not sent to the brake loss of electrical power, the oil pressure in
application system is split to the pilot con- the brake hubs is relieved and the brakes are
trols and the brake cooling system. All over applied. The treadle valve, or brake pedal,
pressure oil is relieved back to the tank via mechanically regulates the flow of oil to the
the suction filter. brakes.
When the vehicle is first turned on, the Accumulator Charge Kick In/Kick Out
hydraulic oil is sent to the accumulator
charge valve to charge the accumulator. When the accumulator pressure drops below
Once the accumulator pressure has reached 1600 psi (+/- 50psi) (11000 kPa) the charge
2000 psi (13800 kPa) oil is then routed vale kicks in and sends oil to the accumula-
through the brake solenoid, through the tor. Once the pressure is charged to 2000 psi
brake treadle valve and to the brake system. (13800 kPa), The charge valve kicks out and
When the brake solenoid is energized by oil bypasses the valve.
pulling the park brake button out, oil pres-
System Operation
Hydraulic oil flows from the auxiliary valve
through the hydraulic oil cooler and into the
brake cooling manifold where it is stepped
down to a pressure less than 15 psi. A relief
valve, set at 15 psi, sends the over-pressure
oil back to the tank. Oil from the manifold
then fills the front and rear brake housings The hydraulic fan is located under the brake
immersing the brake discs in oil. As the fluid cooler in the transverter compartment. The
flows through the brake system it is returned fan is situated so that it pulls air through the
to the tank via the filter. radiator towards the ground. This arrange-
ment disperses the air flow to the ground and
Brake Cooling System Components not up into the operator’s compartment.
Pressure Out
Cross Section Thru
4 Plate Piston & Sealing Rings 2000 PSI
Inlet
Bleeder Screw Port
Tank
Cooling
Ports
Drain Port The hand-operated hydraulic pump is a dou-
ble acting pump with a displacement of 10
During operation, the oil flows into the brake ml (.604 in3).
cavity through the lower cooling port, floods
the brake cavity with oil and exits back to the This pump has a valve to open and close the
hydraulic tank through the upper cooling pressure port to tank port, as well as a built-
port. in relief valve that is preset at 1500 psi
(10300 kPa).
Emergency Tow System When activated, the pump sends oil to the
hydraulic accumulator.
When the vehicle has no power or has lost
hydraulic pressure and needs to be towed, Relay Override Button
the emergency tow system can be used to
release the SAHR brakes. The emergency The relay override button is a manual over-
tow system is composed of the relay override ride on the brake solenoid. It is located under
button (brake solenoid manual override), the dash in the operator’s compart-
hydraulic hand-pump, and the hydraulic ment.When the button is depressed, the sole-
accumulator. noid valve opens and the hydraulic oil can
flow to the brakes. The relay override button
must be continuously depressed to release
the brakes, once the button is no longer actu-
ated the brakes are applied.
Hydraulic Accumulator
The accumulator stores hydraulic pressure
and when the relay override button is
depressed, the accumulator releases oil to the
SAHR brakes. The hydraulic hand-pump
sends oil to charge the accumulator when
there is not enough pressure to release the the tow hook lever pushes a hydraulic piston
brakes. which in turn charges the tow hook accumu-
lator and sends oil to the brake release mani-
System Operation fold. The shuttle valve on the manifold
bypasses the auxiliary valve and the flow of
Accumulator Charged oil goes directly through the brake treadle
If the hydraulic accumulator has been valve to the brake system. As the vehicle is
charged during operation of the vehicle, the towed, pressure on the tow hook lever along
relay override button can be depressed and with the oil pressure in the accumulator
the flow of hydraulic oil will release the maintains the oil pressure in the brake sys-
brakes. The vehicle can be towed as long as tem. When the chain is loosened around the
the relay override button is pressed. tow hook, springs push the hydraulic cylin-
der piston down to reset the tow hook lever.
Accumulator Not Charged
The hydraulic hand pump is used to charge System Components
the accumulators until the accumulator pres- The brake release tow hook system is made
sure gauge reads at least 1500 psi (10300 up of the following components:
kPa).
• Brake Release Manifold
Once the necessary pressure is achieved,
press the override button to send pressure • Tow Hook Accumulator
from the accumulators to the brake hubs to • Tow Hook Cylinder
release the brakes. • Tow Hook Lever
The brake release tow hook is an optional The brake release manifold components pro-
system designed to allow the Atlas Copco vide the means for the tow hook system to
Scooptram to be towed without a vehicle bypass the auxiliary valve when the vehicle
operator and when the engine is not running. is not running. It also allows the tow hook
When a tow chain activates the tow hook system to be bypassed when the vehicle is in
accumulator, a shuttle valve in the brake operation. The manifold houses the follow-
release manifold stops the flow of oil to the ing units:
auxiliary valve, bypassing the brake solenoid • Circuit replenishing check valve
(relay override), and sends the flow of oil to • Relay valve
relieve the SAHR brakes.
• Hydraulic shuttle valve
Tow Hook Operation Circuit Replenishing Check Valve
The brake release tow hook is employed The circuit replenishing check valve keeps
when a tow chain is wrapped around the the built up pressure from the tow hook cyl-
hook. As the chain is tightened, pressure on inder in the accumulator. When the cylinder
is not being used, the valve allows the free hook frame and swivels so that when the tow
flow of oil to the tank. hook is employed, the lever can push the cyl-
inder end creating hydraulic pressure.
Brake Relay Valve
The brake relay valve remains open when General Maintenance Information
the vehicle engine is running to allow the
Long service life and functional reliability of
brake system to by-pass the tow hook cylin-
hydraulic systems and their components are
der. The accumulator is charged only when
dependent on the correct maintenance. To
the brake release arm is pressed.
ensure efficient operation, it is important to
Hydraulic Shuttle Valve carefully review the following:
The hydraulic shuttle valve is responsible for • the special installation and operational
allowing either system to be bypassed instructions for the components
depending on the flow of oil in the system. If • the technical data contained in the data
the vehicle is stopped and the engine is not sheet or the overhaul manual
running, the valve closes off the auxiliary
valve so that the tow hook can be used. If the • the NFPA/ANSI/ISO recommendations
engine is running, the tow hook system is of non OEM components for material
bypassed. compatibility
The tow hook accumulator stores hydraulic 1. Check fluid level and for external leak-
oil pressure so that when the tow hook sys- age
tem is employed enough pressure is main- •Continuously during start-up.
tained in the brake system to keep the brakes
•Daily after start-up and at each shift
released.
change.
Tow Hook Cylinder •At each fuel fill thereafter.
When the tow hook cylinder is actuated by 2. Check filters
the tow hook lever, oil is forced into the
brake system and tow hook accumulator. •Check and, if necessary, replace if flow
This oil flow provides enough oil pressure to restriction indicates bypass of warm
charge the accumulator up to 1500 psi oil.
(10341 kPa) and provides oil pressure to •Daily during the first week.
release the brakes.
•After one week the filters should be
Tow Hook Lever replaced. Thereafter, replaced every
400 hours.
The tow hook lever is the device that actu-
ally comes in contact with the tow chain and 3. Service system fluid
the cylinder. The lever is situated in the tow
three, dirt is the biggest problem. Dirt in a Contamination resulting from the deteriora-
hydraulic system has exactly the same effect tion of hydraulic oil additives cannot be
as it does in a fuel system. Most dirt is abra- completely controlled through preventative
sive, and once it has worked its way into the maintenance. The formation of such contam-
hydraulic system rapid wear of the compo- inants is accelerated when the hydraulic sys-
nents results. tem overheats. Therefore, if overheating is
If dirt is kept out of the hydraulic oil the var- prevented, the formation of soluble and
ious components of the hydraulic system insoluble products is reduced.
will remain clean. Thus, the problem is to However, even under the most careful main-
keep the oil clean. This is not difficult if cer- tenance, contamination due to oxidation,
tain basic precautions are followed: condensation, and the formation of acids
• Keep all hydraulic oil containers covered causes the oil to become harmful to hydrau-
so that dirt or water cannot enter. lic system components. Therefore, most
authorities agree that all of the hydraulic oil
• Use only equipment known to be clean should be drained from the system on a regu-
when transferring oil from storage tanks lar maintenance schedule. This is the only
to hydraulic system reservoirs. way to eliminate the accumulation of deteri-
• Set up and follow a definite maintenance oration products from the system.
program for filters and strainers. How frequently the system should be
• Adjust or replace packings and seals drained depends upon many factors. There-
when necessary. fore, it is always a good idea to rely on man-
ufacturer’s recommendations and on
Always remember that in addition to causing suggestions offered by oil company repre-
the parts of heavy equipment to move, sentatives.
hydraulic oil also provides lubrication and
cooling for the hydraulic system compo- Oil Changes
nents. When dirt or water gets into the
A good grade of hydraulic oil will stand up
hydraulic oil, all three of these functions are
for a relatively long period assuming that no
effected.
excessive contamination is allowed to occur
Ordinarily, oil can become exposed to two and the oil filler is maintained in good work-
types of contaminants: ing order. However, oil will not last indefi-
1. Dirt which attacks the hydraulic oil from nitely and regular oil changes are necessary
the outside. This includes dust, lint, rust, to maintain an efficient hydraulic system.
and scale. Because operating conditions will vary
2. Soluble and insoluble products which widely, the frequency that the hydraulic oil
form through oil additive deterioration. should be changed can vary.
The first group of contaminants can be con- Factors which influence oil change intervals
trolled by taking the precautions outlined are:
above. • operating temperature
ponents. Water is particularly damaging and symptoms may develop such as cavitation at
it should never be permitted in the system. pump intake or a greater tendency to foam.
Various other fluids may be offered for use Viscosity index is another significant physi-
in hydraulic equipment but it is generally cal characteristic which measures the rate of
advisable to avoid them unless their use is change in viscosity of a fluid with changes in
specifically approved by the factory. temperature. A high viscosity index is desir-
The hydraulic fluid serves both as a lubricant able to limit the effects of temperature
to protect the rubbing surfaces of pumps and change.
fluid motors and as a medium of the efficient For a normal range of operating tempera-
transmission of hydraulic pressure. The tures a minimum viscosity index of 95 is rec-
requirements of lubrication have grown ommended. When start-up temperatures
more important with the higher temperatures below -1° C (30° F) prevail, a still higher
and pressures commonly encountered today viscosity index of 140 minimum is sug-
in hydraulic applications. gested.
Therefore, the use of additive agents to pro- Prevention of Foaming
vide greater protection against wear have
become a significant feature of modern Excessive foam in the hydraulic fluid may
hydraulic fluids. Other desirable characteris- occasionally become a problem, particularly
tics are good rust prevention qualities, resis- if this condition progresses to a point where
tance to oxidation and freedom from an appreciable amount of foam is drawn into
tendency to foam. the hydraulic pump. Foam is highly com-
pressible and can affect the output character-
Proper viscosity of the hydraulic fluid is an istics of the pump, causing irregular
important physical property which must be operation and premature failure.
suitable for the requirements of hydraulic
system to assure efficient operation. The cor- Excessive foam in the hydraulic fluid will
rect viscosity will also be influenced by the usually be caused by one or more of the fol-
temperature and pressure at which the sys- lowing:
tem operates. • Oil level in the reservoir is too low,
Fluids which are too light at the prevailing allowing air to be drawn by the pump
conditions of operation will permit increased into the system.
slippage (i.e., escape of fluid from the high • A leak in the suction line joints.
to low pressure side of pump or motor) and
• The use of an improper type of hydraulic
higher metallic friction with a greater rate of
medium or a fluid that is too viscous.
wear.
• Deterioration of the fluid or the presence
If the fluid used is too heavy, response to
of harmful contaminants.
controls will be slower, the operating tem-
perature of system may increase due to
higher fluid friction, and other unfavorable
Hydraulic Oil Change After Failure A thin film of dirt covering the outside of the
paper pleats of the element is an indication
Ordinarily, the procedure outlined in Section
that dirt is starting to work its way through
3 for draining and refilling the hydraulic sys-
the element.
tem will prove to be adequate. However, if
the system is extremely dirty, or if the pump If dirt is just beginning to show at the root of
or some other component has failed, addi- each pleat, the element is due for a change.
tional measures must be taken.The following An element in this condition is still capable
steps are recommended. of trapping dirt, but it will start to restrict the
oil flow until oil by-passes the filter and is no
1. After disconnecting all hose connections
longer cleaned. Dirt will then be deposited
from each of the components, blow out
on the components of the hydraulic system,
the hoses thoroughly, using compressed
causing them to wear rapidly.
air.
Atlas Copco Wagner provides restriction
2. Remove the pump, cylinders, control
indicators on most of its filter installations
valves, and all other hydraulic compo-
for air intake, engine oil, and hydraulic sys-
nents.
tems. These indicators are color coded and
3. Disassemble and thoroughly clean them. tell you that a filter needs to be changed
4. Thoroughly flush all of the hoses and the when the indicator reads in the red area.
reservoir with fresh hydraulic oil. Some believe that the best way to know
5. Reassemble and install each of the when to replace hydraulic system filters is to
hydraulic components. wait until they become clogged. This is not
recommended for two reasons:
6. Fill the system through the return filter
with hydraulic oil. 1. When a filter becomes clogged, it no
longer does its job of keeping dirt out of
7. Operate the system through several the system.
cycles to flush out any remaining dirt or
metal particles. 2. Most hydraulic filter assemblies are
equipped with a by-pass valve which
8. Drain the entire system. allows the oil to by-pass a clogged filter
9. Replace all filter elements with new element.
ones. The by-pass valve ensures a continuous flow
10. Fill the system with new hydraulic oil of hydraulic fluid to the system. Also, with-
and bleed it as described above. out such a by-pass arrangement, oil being
forced into the filter under pressure could
Servicing Filters and Strainers blow a clogged filter to pieces. The small
One way to determine the need to change fil- particles would then flow through the sys-
ters is to actually remove and inspect the tem.
hydraulic filter element from time to time. Because of the presence of the by-pass valve,
more and more hydraulic oil will by-pass
around the filter element as it fills up with pedal heel stop up until the service brakes
dirt. Thus, it cannot be determined from the start to drag.
performance of the hydraulic system when a
Then turn stop back down until vehicle rolls
filter has become clogged.
free and brakes are no longer dragging. Then
Establishing a Schedule turn the stop 1/4 of a turn in and lock jam
nut.
It is difficult to establish a time schedule for
servicing hydraulic system filters that will Note: Whenever the SAHR brake valve is
apply in all cases. This is because the rate of replaced, it should be tested for dead band
dirt accumulation in a filter is affected by the and adjusted as necessary.
following factors: Cylinder Inspection
• The cleanliness of the hydraulic oil when
Check cylinders for pin and bushing wear.
first placed in the system and the cleanli-
Repair is required when pin and bushing
ness of the make-up oil which has been
exceeds 1/8 in. (3.2 mm) wear or movement.
added.
Check cylinder for damage to barrel and
• The amount of dirt entering the system
stem.
due to carelessness when adding make-
up oil. Carefully inspect the inside surface of the
cylinder and the condition of the pistons.
• The dirt and dust conditions encountered
by the equipment on the job. When assembling the cylinder, use new
packing, backup rings, O-ring and wiper
• The condition of the hydraulic cylinder
ring. Replace any part that is worn or dam-
packing.
aged.
In a properly maintained system, the hydrau-
The steering stops must be checked at least
lic filter should only need changing with
every 250 hours or less. If they wear exces-
each change of hydraulic fluid (1000 hours).
sively or break off, they can cause severe
Use of oil analysis is recommended to deter-
damage to the steering cylinder, pins, and
mine the optimum interval. Wagner recom-
bushings, caused by bottoming the cylinder
mends changing filters every 400 hours until
out.
evidence indicates differently.
Brake Pedal Adjustment Troubleshooting
Wheel end pressure is 1500 psi (10300 kPa) Troubleshooting hydraulic systems involves
and can be checked at the J-block. Pressure starting at the beginning of the system and
is adjustable using the brake pedal heel stop. checking the operation of each part until the
trouble is found.
To adjust, with vehicle on a level surface,
release the park brake. Put the vehicle in 1st Section 10, Troubleshooting, contains a
gear and roll the vehicle forward, adjusting series of tables design to aid in troubleshoot-
ing all the systems found on your scooptram.
Once you have found the area where the on expensive equipment. Always treat it as
trouble lies, it is then necessary to locate the such.
exact component in that area which is not
operating properly. Basic Causes of Hydraulic System
Failures
IMPORTANT: When servicing a hydraulic
system, think first —disassemble last!!! Before proceeding to troubleshooting charts,
it is important that you remember that the
It is not at all unusual for an untrained three most common causes of hydraulic sys-
mechanic to immediately start disassembling tem failures are dirt, heat, and foaming.
the hydraulic system when it is not working
correctly. This can increase the amount of The effect that dirty hydraulic oil can have
downtime for the vehicle many fold simply on a system has been described. Dirt can do
because the mechanic did not stop to think more damage than either heat or foam. How-
before acting. ever, heat and foam are also very damaging
to any hydraulic system.
Careful troubleshooting of a hydraulic sys-
tem pays off in saved time and work. Excessive heat can affect packing and seals.
Oil and air leaks form, and the effectiveness
Safety of the hydraulic system is quickly reduced.
Play it safe. More than one mechanic has Dirt is able to get into the system around
been injured when checking out a hydraulic damaged packing and seals, which further
system. Raising the boom and failing to sup- shortens the life of the system.
port it properly before draining the system System Overheat Protection
can be deadly.
Normally, overheating can be prevented by
Always remember that hydraulic systems following a few simple rules:
operate under high pressure. Sometimes it is
necessary to work on a line that is under 1. Always use a hydraulic oil of proper vis-
pressure. If so, be careful. Always shut down cosity. The use of an oil of greater vis-
the vehicle when possible. cosity than that recommended,
particularly in areas of low ambient tem-
Avoid shortcuts. This applies both to disas- peratures, will cause increased fluid fric-
sembly and assembly. If a hose or piece of tion and overheating.
tubing is supported in two places by clamps,
replace both of them even if you feel one
will do the job.
Always use the correct tools. Some parts of
the hydraulic system are easily damaged,
particularly if some makeshift tool is used
when a precision tool is required.
Use recommended service procedures. Don’t
experiment. Remember that you are working
2. Always connect hoses and clip them into prevent air from getting into the system and
position according to manufacturers’ rec- causing foam.
ommendations. Rerouting a hose too
close to the unit’s transmission or engine Eliminating Air From the System
can cause the hose to overheat. This Adjust and replace packing and seals when
results in overheating of the hydraulic oil necessary. Failure to do so will eventually
passing through it. Also, avoid using result in air leaks. When replacing seals and
undersized hoses and be sure to install packing, use only those products recom-
the hoses so that there are no sharp mended by the manufacturer.
bends. These can increase friction and, as
When installing hoses, make sure they are
a result, raise the oil temperature.
properly supported. Vibrating hoses can
3. When pumps, cylinders, and other loosen connections and allow air to enter the
hydraulic system components become system.
worn, replace them. Worn parts allow
excessive oil slippage which in turn Periodically check all hose fittings and con-
requires the pumps to operate at full out- nections to make sure they are properly
put over long periods. This longer cycle tightened. A pressure leak is easy to recog-
increases the length of time during which nize because the oil will be visible. How-
fluid friction is generated within a sys- ever, a suction leak can occur with no visible
tem, increasing the oil temperature. signs.
4. Always keep the outside and inside of If in doubt, apply oil to the inlet hose joints,
the hydraulic system clean. Dirt on the one joint at a time. If pump noise, caused
outside of the system acts as an insula- from the presence of air, decreases when oil
tion and prevents normal oil cooling. Dirt is added to a certain joint, you know this
on the inside of the system causes wear joint is leaking air.
which results in oil slippage. When servicing or rebuilding various
Oil foaming is simply a condition where air hydraulic system components, make sure
that you are doing a good job. Packing that is
is mixing with the oil. This forms small bub-
bles which accumulate in various parts of the improperly installed will often leak. Sloppy
system. assembly procedures will result in unreliable
service and costly follow-up repairs.
When oil foams, it can overheat. This is
because the air in the oil increases in temper- Excessive air in a system can usually be rec-
ature when the oil is compressed. In other ognized by erratic and uneven operation of
words, as the air is compressed, the tempera- the hydraulic system. The air in the system
ture rises just as it would in an engine cylin- does not allow the oil to provide steady pres-
der. The hot air bubbles in turn heat the sure against the pistons, causing jerky opera-
surrounding oil. It is easy to see, therefore, tion. Therefore, if you should have this
that everything possible should be done to condition, look for air leaks in the system.
Checking for Component Failure 5. The second basic check is to test the
cycle times of all hydraulically actuated
A failure of one or more components in the
systems. Below normal times will indi-
hydraulic system will usually result in one of
cate possible flow problems.
the following:
6. If the pressure or cycle times are below
1. The hydraulic system will slow down
specification, disconnect the hydraulic
and become sluggish
line on the outlet of the pump and install
2. It will lose pressure. a pressure gauge (and in-line flow meter)
The first rule in determining the root cause to determine if the pump is operating
of the problem is to never assume anything. correctly.
A careful step by step process is the best 7. Proper flow and pressure at the pump
method in identifying the source of a prob- outlet usually is an indication that there
lem. is not a problem with the pump. Begin
The first step should be to check the easiest isolating and testing individual systems
possibilities first. On the hydraulic system, and components until the problem is
this means checking the oil level in the tank. found.
Next, conduct a visual inspection of all Checking Hydraulic Systems for Leaks
hoses, fittings and linkages. Leaks are a common symptom of more
If no visual problems are evident, check that extensive troubles in a hydraulic system.
system pressure is within specifications. Hydraulic system leaks can be classified into
Pressure tests are usually made by attaching two major types: external leaks and internal
a pressure gauge at the pump or relief valve, leaks.
depending upon the particular system. To External Leaks
check the maximum hydraulic pressure out-
put for a system proceed as follows: External leaks on the pressure side of a
hydraulic system are easy to locate because
1. With the engine shut down, remove the
of the presence of hydraulic fluid. Neverthe-
pipe plug from the point at which the
less, it is important that the maintenance per-
gauge is to be attached and install the
sonnel and operator keep a close watch over
gauge.
the various components of the hydraulic sys-
2. Start the engine. tem in order to identify and correct pressure
3. Accelerate the engine to maximum rpm, leaks as soon as they start.
and operate the specific function in ques- External leaks which occur on the intake side
tion. Hold it in that position. of the pump are much more difficult to
4. Check the gauge reading to see if it con- detect. However, you can usually suspect
forms with the maximum oil pressure intake leaks in a system if any of the follow-
recommended by Atlas Copco Wagner ing five conditions are evident:
Inc. • Air bubbles in the hydraulic oil.
• Erratic or jerky hydraulic system action. tion can also prove helpful in determining
• Overheating the source of internal leakage in a hydraulic
system.
• Excessive pressure in the reservoir.
The Basic Causes Of Fluid System Leakage
• Excessive pump noise. Are:
If any of these conditions exist, you should 1. Human Error.
first check all intake fittings and connections
for leaks. 2. Lack of Quality Control.
Torque wrenches are good only when they Foreign particles in the Wash them off
are used. You must rely on the user to be sure joint
they get used on all joints and connections.
The user must depend on his memory to Cracked Seats Replace them
know if he has tightened all of the joints. Seat mismatching or not Replace the adapter
concentric with the
Cures:
threads
Here is a foolproof method of tightening. Deep nicks in the seats Replace faulty part
Anyone can tell if the joint was tightened
Excessive seat impres- Replace the part
and how much:
sion. This indicates too
1. Tighten nut finger tight until it seats. soft a material for high
2. Use an ink pen or marker to mark a line pressures. Threads will
lengthwise on the nut and extend it onto stretch under high pres-
the adapter. sure
3. Tighten the nut with a wrench, turning Phosphate treatment Replace faulty parts
the nut the amount shown in the follow- This is an etching pro-
ing chart. cess which if overdone
leaves a rough sandpa-
The difference (misalignment) of the marks per-like surface
will show how much the nut has been tight-
ened (or that it has been tightened). Chatter or tool mark — Replace faulty part
High and low spots on
Hose Size Rotate No. of Hex Flats seats
4 2-1/2
SAE 45° nuts
5 2-1/2
Causes:
6 2
8 2 When connected to an SAE 37° male flare
10 1-1/2 -2 fitting it will leak. The SAE 45° nut is too
long and will bottom on adapter hex in sizes
12 1
8 and 10 before the seats are tight.
16 3/4-1
Cures:
20 3/4-1
24 1/2-3/4 Use all SAE 37° flare parts.
What to do if the joint leaks after it has been Remember: Many of the leakage problems
tightened properly. on this type of connection won’t show until
the unit has had a few hours of service.
Disconnect the line and check for:
All items, except the first one in the above
Problem Corrective Action chart, are quality control problems which are
usually found on parts supplied by the lowest This is to insure that the shoulder will make
bidder. contact with the mating accessory surface
SAE Straight Thread “O” Ring Seal. before the flange does.
The flange halves overhang the shoulder on
Problem:
the ends so that the bolts will clear the shoul-
Elbows loosen up after short service. der.
“O” ring leakage after short service. Problem (1):
“O” ring leakage after long service. Because of the shoulder protrusion and the
Instant leakage upon start up. flange overhang, the flanges tend to tip up
when the bolts are tightened on one end, in a
Causes: seesaw fashion. This pulls the opposite end
May be either human error or faulty parts. of the flange away from the shoulder and
when hydraulic pressure is applied to the
Cures: line, it pushes the shoulder back into a cock-
ing position.
Replace “O” ring seals and start over.
Causes:
Jam nut and washer must be to the back side
of the smooth portion of the elbow adapter. This connection is very sensitive to human
Lubricate the “O” ring — Very Important error and improper bolt torquing.
5. Depress the hydraulic tank relief valve to 2. Adjustment Screw (Allen Head)
relieve the built up tank pressure. Check and record kick-in and kick-out pres-
WARNING: Hydraulic pressure is sures on the accumulator charging valve.
still dangerously high in the cylinders Attach pressure test gauge to the accumula-
ACW00073.pict
and hoses. Use extreme caution while tor pressure test port or use the accumulator
removing a hose flange to a cylinder. pressure gauge mounted in the operator’s
Before removing any hose: compartment. See the Hydraulics section for
details on the Auxiliary Valve.
1. Clean immediate area around any
Start and run the vehicle. Observe gauge and
hydraulic component to be serviced to
record highest pressure reading attained
prevent contamination.
(kick-out).
2. Label hose to facilitate assembly and
Cycle brakes. Observe and record the lowest
diagnostics.
pressure reading before pressure starts to
3. Have plug prepared to cap each hose to increase (kick-in).
be removed.
Pressures should be:
4. Return lines are open to tank, therefore
Kick-in 1600 psi(110.3 bar)
the entire hydraulic tank can drain if they
are not adequately plugged. Often it is Kick-out 2000 psi(137.9 bar)
useful to apply a vacuum (5-7 psi / 340- If these readings are not observed, the charge
480 kPa) on the hydraulic tank at the valve needs adjustment. Follow adjustment
breather to prevent oil leakage, but a plug procedure:
will still be necessary to prevent contam-
inate from getting sucked into the lines. Note: Hydraulic oil must be at operating
temperature (66° C / 150° F).
Pressure Setting Checks and 1. Check and adjust the pressures with the
Adjustments engine running.
Charge Valve Kick-In and Kick-Out WARNING: The articulation lock
must be installed and an authorized
1 operator must remain in the vehicle
ACW00073.pict
3. Using an Allen wrench or screw driver, Install a pressure gauge in the test port fitting
turn the adjustment screw. Turn counter- on the pressure port of the priority valve.
clockwise to reduce pressure and clock-
wise to increase pressure. Turning adjust-
ment screw will automatically adjust
both kick-in and kick-out pressures.
4. Adjust the pressure until the it reaches
13788 kPa (2000 psi).
1 2 3
5. Bleed off accumulator pressure by
cycling park brake switch, and recheck
pressures. When the correct kick-out
pressure is achieved, re-lock adjustment
screw. 1. Steering Pressure Test Port
Note: The kick-in pressure will automatically 2. Bypass Flow
adjust with the kick-out pressure. 3. Dump and Hoist Pressure Test Port
6. Re-install cap and tighten with wrench. Note: Atlas Copco recommends use of a cal-
ibrated test gauge. This will allow operator
Steering and Dump Main Relief to check the accuracy and calibration of
instrument panel gauge.
Adjusting pressure set-points is accom-
plished in the same manner as with the Start the engine. With hydraulic oil at operat-
charging valve. An adjustment screw locking ing temperature and the engine at high idle,
nut and adjustment screw is provided for steer the vehicle up against the stops and
each pressure setting. Remove cap and hold.
loosen locking nut. Turn counter-clockwise Record the indicated pressure and adjust if
to reduce pressure and clockwise to increase necessary.
pressure.
Remove pressure gauge from the steering
Note: Check that cap seal washer is present control valve and install it on the pressure
and in good condition. test port on the dump/hoist control valve.
With the engine at high idle, operate any
dump/hoist function to its limit of travel and
hold.
Record the indicated pressure and adjust if
necessary.
Note: Pressures should be within 50 psi (3.4
bar) of specified set-point.
To check port relief pressures, both the steer- The sequence (pilot pressure) valve in the
ing and dump control valve main relief pres- hydraulic brake system is checked by attach-
sure settings must be adjusted to a point just ing a gauge at the quick disconnect fitting on
above the port relief set point. the valve. Record this reading. It should be
2413 kPa (350 psi) at low idle.
Place the boom in the fully raised position
with the bucket in the dump position and Cooler Check Valves
hold.
Install gauge between sequence valve and
Using an attached pressure gauge or the check that pressure is within specifications
accumulator pressure gauge mounted in the (448 kPa/65 psi).
operator’s compartment, slowly adjust both
the dump control and steering control valve Charge Pump Pressure
main relief set-points until it is just above the This pressure is measured at the test port on
specified port relief pressure. The highest the transverter and should be 240-280 psi
pressure that the valve can be adjusted to (16.5-19.3 bar).
indicates the port relief pressure.
Hydraulic Drift
Record the indicated pressure and adjust port
relief pressure to specified set-point, if nec- Check the bucket rollback drift following
essary. these procedures:
Reset steering and dump main relief pres- Park the vehicle on a flat surface.
sures to their specified set-points. With the boom lowered and resting on its
Steering and Dump Pilot Valve stops, roll the bucket back until it rests on the
Z-bar stops.
Install a pressure gauge in the test port fitting
on the auxiliary valve. See the Hydraulics Shut the engine off and let stand for 5 min-
section for details about the auxiliary valve. utes.
Measure the distance the bucket has rolled
Remove cap and loosen locking nut.
forward. If it is more than 1.6 cm (5/8”) in
Start the engine. With hydraulic oil at operat- five (5) minutes then there may be a problem
ing temperature and the engine at high idle, with a cylinder or the main control valve.
record the indicated pressure and adjust if
necessary. Pump Flows
Note: Some pilot valves utilize a shim type Use the following procedures to check the
adjustment in place of an adjusting screw. pump flows. See the Specifications section
These units usually do not require re-adjust- for proper flow rate for each pump.
ment. Adjustments are made by changing 1. Follow the procedures to relieve the
number or size of washers. hydraulic pressure.
2. Install a flow meter in the line between 3. Attach a hoist or some type of rigging
the pump to be checked and the first rated for the weight of the cylinder to
valve in the system. Also, install a pres- support the cylinder.
sure gauge in the system main relief test
4. Loosen and remove the bottom trunnion
port, or use the hydraulic pressure gauge
cap and bolts.
on the gauge panel in the operator’s com-
partment. 5. Loosen and remove the top trunnion cap
bolts but do not remove the cap. Hold it
3. Start the engine and actuate the dump/
in place on the cylinder eye to keep the
hoist lever to warm up the system. check
pin from slipping. On the ST1010, this
the hydraulic level and add more oil if
will keep the oil from spilling out of the
necessary to replace lost oil from meter
pin.
installation.
6.
4. Be prepared to measure engine RPM.
WARNING: Keep fingers and hands
5. Once the oil has warmed, actuate to sys-
clear from the pin area while remov-
tem controls to relief and at the same
ing the trunnion caps. Severe hand
ACW00073.pict
8. If pump flows are not within 10% of Follow the removal steps in reverse order.
each other, the pump needs to be ser- For the ST1010, check oil filled pin oil levels
viced. add oil if necessary.
Operate the scooptram to bleed any air out of
Steering Cylinder Removal and the system prior to putting the machine into
Replacement service.
Steering Cylinder Removal
Dump Cylinder Removal and
1. Follow the procedures to relieve the Replacement
hydraulic pressure.
Dump (Stabilizer) Cylinder Removal
WARNING: Extreme caution must
be used when removing a hydraulic The dump cylinder will require some sort of
ACW00073.pict
hose from a cylinder. lifting device to support and lower the cylin-
der to the ground. Determine how the cylin-
2. Disconnect all cylinder hoses. Clean, der will be handled before removing, then do
label and plug all cylinder and hose con- the following.
nections.
2. Disconnect all cylinder hoses. Clean, Note: It is not necessary to remove the
label and plug all cylinder and hose con- bucket to remove the hoist cylinders. How-
nections. ever, the bucket must be secured so that it
does not become a hazard once the boom has
3. Attach a hoist or some type of rigging been raised.
rated for the weight of the cylinder to
support the cylinder. 1. Park the scooptram on a flat level sur-
face, block all wheels, and install the
Note: Leave base end return hose attached articulation lock.
until after cylinder rod has been retracted.
2. Raise the boom and place support stands,
4. With cylinder secured in place remove rated for the boom weight, beneath it.
first the stem pin, then the base pin. Be Lower the boom until all of its weight is
careful of free swinging cylinder ends. supported by the stands.
Retract stem rod back into cylinder
before removing base pin. 3. Follow the procedures to relieve the
hydraulic pressure.
5. Remove bolts to remove the trunnion
caps and leave pin inside cylinder until 4. Secure the hoist cylinders in place (to
cylinder is on stable surface. prevent them from swinging free once
pins are removed).
Dump Cylinder Installation
Note: Make sure cylinder is free of grease or
Reassemble in reverse order. Clamp base end oil before securing with strap to prevent it
pin first. Position stem pin in place and use from slipping.
hoist to extend cylinder into the bucket CAUTION: Hydraulic fluid may be under
clamp. pressure. Safety glasses and heavy gloves
must be worn.
Hoist Cylinder Removal and
Replacement 5. Disconnect all cylinder hoses. Clean,
label and plug all cylinder and hose con-
Hoist Cylinder Removal nections.
The hoist cylinders will require some sort of 6. With cylinder secured in place remove
lifting device to support and lower the cylin- first the stem pin, then the base pin. Be
der to the ground. Determine how the cylin- careful of free swinging cylinder ends.
der will be handled before removing, then do Retract stem rod back into cylinder
the following. before removing base pin.
7. If machine has trunnion caps (shoulder The following procedures are generalized
collars), remove bolts to remove collars and apply to the removal/replacement of
and leave pin inside cylinder until cylin- both the steering and main control valves.
der is on stable surface.
Valve Removal
Hoist Cylinder Installation 1. Steam clean the area around the valve to
Reassemble in reverse order. Clamp base end be removed.
pin first. Position stem pin in place and use IMPORTANT: Make sure the area around
hoist to extend cylinder into the boom clamp. the valve is clean and free of debris. Valves
Operate the scooptram to bleed any air in the are susceptible to damage from dirt or grime
system prior to placing it back into service. being introduced into the hydraulic system
due to dirty service conditions.
Pump Removal and Replacement 2. Relieve all hydraulic pressure as
instructed in the section titled “Relieving
1. Follow the procedures to relieve the
Hydraulic Pressure.”
hydraulic pressure.
3. Disconnect, cap or plug, and label all
2. Remove the hoses and plug lines and
hydraulic hoses to the valve.
ports on the pump.
4. Cap or plug the inlets, pressure ports, and
3. Remove the mounting bolts, and slide the
pilot ports to prevent contamination.
pump off the forward pump stub shaft.
5. Attach a hoist cable to the valve for sup-
4. Cover open stub shaft assembly to keep
port while removing the mounting bolts.
clean
6. Loosen and remove the valve mounting
Pump Installation bolts.
Install in components in reverse order, torque 7. Hoist the valve to a work bench, do not
hardware to specified values. place the valve in a position where it
When assembly has been correctly com- could be damaged.
pleted, proceed with start-up and functional Valve Replacement
testing.
To replace a valve, follow the removal pro-
Valves cedures in reverse.
WARNING: Both the steering and Valve Cartridge Removal/Service
the main control valves are extremely
ACW00073.pict IMPORTANT: The most common cause of
heavy. Care must be taken to avoid
failure is dirt in the hydraulic oil.
injury or even death while removing the
valve. Use a hoist rated for the weight of the • Dirt which lodges in the working parts
valve to lift and support it during the and interferes with their operation.
removal/installation process. • Dirt introduced due to filter bypass
Most cartridges can be cleaned without alter- way. See section for cartridge removal pro-
ing their settings. cedures.
To check and clean a cartridge which is not • J-Block
functioning:
• Auxiliary Valve
1. Remove the cartridge from the cavity.
If it becomes necessary to remove a valve
2. Inspect for visible contaminants and manifold, follow these generalized instruc-
carefully remove obvious particles. tions:
3. Through the nose of the cartridge, manu- 1. Relieve the hydraulic pressure following
ally operate the inner working parts sev- the instructions titled Relieving Hydrau-
eral times. Use a piece of plastic tubing lic Pressure.
to avoid damaging soft seats, sharp
2. Vent and drain the hydraulic tank into
edges, finished surfaces or the screen
suitably sized reservoir, the reuse of fluid
protecting the pilot orifice. All parts
is not recommended.
should move freely. If possible, do this
with the cartridge submerged in clean 3. Clean, label, disconnect and plug all
mineral spirits. hoses and harnesses to the manifold.
4. After “flushing,” blow dry with clean fil- 4. Loosen and remove the bolts that secure
tered air. the manifold.
5. Replace seals if indicated, using the 5. Remove the manifold.
appropriate service kit.
Manifold Replacement
6. Dip the cartridge in clean hydraulic oil,
then reinstall the cartridge, tighten to Follow the removal procedures in reverse.
specified torque and re-test.
Preparation for Trial Run
7. If this procedure does not eliminate the
problem, replace with a new factory- Start-up
tested cartridge. (Applicable after overhaul of major compo-
NOTE: Service kits are available for the nent after failure during service).
cartridges. Contact your Atlas Copco Wag- Prior to start-up the following check list
ner dealer for information on cartridge seal should be run.
replacement and or cartridge replacement.
1. Check that Hydraulic Oil Tank is clean.
Hydraulic Manifolds 2. Check hydraulic lines cleaned and cor-
It is not necessary to remove any valve man- rectly installed.
ifolds from the scooptram since the func- 3. Check that all couplings and flanges are
tional part is a cartridge. The following tightened.
manifolds can be removed in much the same
4. Check that all components are correctly 6. If pilot “boost” pump is installed, start
connected in accordance with installation up; all pump cavities should be full and
drawings or circuit diagram. tank pressurized.
5. Check that hydraulic accumulators are 7. Check operating function of hydraulic
properly charged with nitrogen. system without load.
Note: It is recommended that the gas charge 8. When normal system operating tempera-
be noted on the accumulator itself (e.g. by a ture has been reached, test system under
label) and in the circuit diagram, so that a load. Gradually increase pressure.
check may be made in the future when
9. Check monitoring and measuring
required.
devices.
6. Check engine and pump are correctly
Note: Jerky movements indicate the presence
assembled and aligned.
of air in the system. By changing the pump’s
7. Check that hydraulic filters are of speci- displacement with the actuators in the
fied pore size. loaded or braked condition, certain air pock-
8. Check that all fluids are as specified and ets can be eliminated. The system is com-
filled up to maximum level. pletely bled when all functions can be
carried out smoothly and continuously and
there is no foaming on the surface of the
Trial Run
fluid. In practice, it has been found that
1. Clear the area of all unauthorized person- foaming should have ceased 1 hour after
nel. Only personnel directly required to start-up, at the latest.
test the vehicle should be present. 10. Check fluid temperature.
2. Check that all shut-off valves are fully 11. At normal operating temperature, check
open. flow restriction indicators while operat-
3. Check that the direction of rotation of the ing dump and hoist controls.
engine matches that of the pump. 12. Compare measured values with specified
- Start the vehicle. performance parameters (pressure, speed
and setting of other control components).
- Slowly move forward a few feet.
13. If restriction due to contamination is
- Check rotation. (counter clockwise
found, flush the hydraulic system in
while facing pump input shaft).
order to prevent premature failure of sys-
4. Check position of directional valves and, tem components. Check filter back pres-
if necessary, move into required position. sure.
5. Open pump suction valves - if necessary, 14. Listen for noise.
fill pump housing with fluid.
15. Check fluid level; add if necessary.
16. Check setting of pressure relief valves.
are released. The park brake system is inter- tion. An in-line fuse on the positive battery
locked with the engine so that the brakes cable protects the starter from overcurrent
cannot be inadvertently released when the conditions.The master (battery isolation)
vehicle is not running.The park brakes will switch is attached to the positive and nega-
be applied when any of the following occur: tive cables to isolate the battery and alterna-
tor from the electrical system.
• The park brake button is depressed.
• The ignition switch is turned to the “off” Alternator
position.
• The master switch is turned off. The alternator is a fully enclosed unit that
• The brake accumulator pressure falls has a built in regulator and is brushless. The
below 9652 kPa (1400 psi) or the trans- alternator has two (2) functions, it provides
verter charge pressure falls below 414 electrical current for vehicle operation and
kPa (60 psi). charges the battery as the vehicle is operat-
• Any time the electrical system is cut-off ing. The battery charging function requires
from the brake solenoid. about 20% of the alternator’s full load capac-
ity. The alternator is over-sized to provide
Note: Whenever the park brake is activated this margin when the engine is running at
by the Programmable Logic Control, the high idle.
indicator light in the switch will blink.
Engine Control Module
Charging and Ignition System
The ECM is energized when the ignition key
The charging and ignition system is made up is turned to the on position. It, in turn, sends
of the battery, alternator, ECM, and the a command pulse to the Electronic Unit
starter. Injectors (EUI) which delivers fuel to the
cylinders. The injectors are cam driven
Battery which provides the mechanical pressuriza-
tion of the fuel for combustion. See the Com-
1 puterized Control Units section.
2
Starter
A B
The starter system is made up of three (3)
solenoids that allow electrical current to flow
through the system. The first, located in the
1. Master (Battery Isolation) Switch
vehicle cab, lets current flow to the on-board
2. 24 Volts
control units when the key is turned to the on
The battery system is a series of two (2) 12 position. The second, located by the battery
volt batteries that provide the 24 volts for the isolation switchin the component box, opens
operation of the starter and ECM initializa- the circuit to the battery to engage the starter
solenoid. The last, located on the starter and the DCU, and outputs to the transverter
itself, allows electrical current to actuate the and the park brake solenoid. The PLC oper-
starter motor and gears to engage the engine ates on a ladder logic program to make gear
flywheel. and direction commands (based on the oper-
ator’s input) and to either release or set the
Computerized Control Units park brake. The park brake program relies on
two criteria that are continuously monitored:
1
• Park Brake Switch--pulled out or
4 depressed.
• Hydraulic/Transverter Pressure
• Engine status
10
The EUI is a solenoid operated valve system
that controls the timing and metering of fuel
11
4
injected into the engine cylinders. The cam/
12 3 rocker arm in the engine provides the
5
13 mechanical pump for the high pressure fuel
14
2 delivery. When the solenoid is closed, the
fuel injection function begins then ends
15
when the valve is opened. The duration of
6
16 the valve closure determines the amount of
17 fuel injected into the engine.
18
System Sensors
19 7
The ECM sensor system is designed to pro-
9 8 vide information about the engine various
performance characteristics. The ECM uses
the information to regulate the engine effi-
ciency, give diagnostic data, and to activate
the engine safeguards. The engine sensors
include:
1. SAE J1708 Communication Bus
2. Engine Electronic Control Module • Timing and synchronous reference sen-
3. Electronic Unit Injectors sors
4. Command Pulse
• Turbo boost sensor
5. Feedback
6. Diagnostic Data Link • Fuel pressure sensor
7. Stop Engine Light
• Oil pressure sensor
8. Check Engine Light
to the ECM about the operating oil tempera- Engine Override Switch
ture which, when too high, allows the ECM
to activate the engine protection systems. When the operator presses the engine over-
ride switch while the engine is not running,
Coolant Level Sensor the check engine and stop engine lights will
blink a code. The stop engine light blinks
The ECM receives the coolant level from the any active codes and the check engine light
coolant level sensor and initiates engine pro- blinks the inactive or historic codes. For
tection measures when the coolant level gets instance, the no codes number is 25, when
too low. the operator presses the diagnostic request
button, the stop engine light will flash twice
Throttle Position Sensor then pause and then flash five times in suc-
cession if there are no active problems. If
The throttle system is a function of the there are no inactive codes, after a long
engine ECM and operates in the same way as pause the check engine light will flash the
a sensor. As the foot activated variable posi- same code. This allows the operator and ser-
tion switch is engaged by the operator, a sig- vice person to receive information about the
nal is sent to the ECM. The ECM adjusts fuel engine without the Diagnostic Data Reader
injection and timing based on the input, thus (DDR). If there are inactive codes but no
accelerating the vehicle or slowing it down. active codes, the check engine light will only
blink. See the Computerized Diagnostic Sys-
Diagnostic Interfaces tems section for a code chart.
All problems that occur with the engine are Communication Links
stored in the ECM’s memory. The ECM
diagnostic interface is located in the opera- The engine ECM has three external data
tor’s compartment and can be accessed with links, the first to the diagnostic data reader,
a Diagnostic Data Reader (DDR). Another the second goes to instrumentation and the
way the ECM can relay problems to the third is connected to the transverter. ECM
operator or service person is by pressing the internal communication lines are connected
Diagnostic Request button on the control to sensors and control units on the engine.
panel.
On the Atlas Copco scooptram, the commu-
Diagnostic Data Reader (DDR) nication link between the engine ECM and
the transverter Electronic Control Unit
The DDR is a hand held unit that reads the (ECU) allows the transfer of information
information from the ECM and displays the about engine status, transverter operations,
problem for the service person. The DDR and gear and direction inputs from the opera-
also shows whether the problem is active or tor.
inactive, some problem from the past opera-
tion of the vehicle. A public communication bus (SAE J1708)
links all of the units on a common line. This course of action that will automatically up-
allows data to be passed along to each unit, it shift or down-shift through the gears to the
also allows for additional equipment to be selected gear. If the reverse direction is
brought on-line. selected while the vehicle is in motion, the
transverter will down shift to neutral, then
Transverter System (ECU) change the direction of the vehicle.
The Atlas Copco scooptram is equipped with The default gear setting is neutral (neutral is
a transverter system that is actually a trans- considered a direction by the ECU), when
mission and torque converter combined as the service brake is applied and the vehicle is
one unit. The transverter is an electrohydrau- stopped, the transverter shifts to neutral.
lic system that is electrically controlled and When the vehicle is stopped, the transverter
uses hydraulic pressure to change gears and is in neutral and will not engage in a direc-
direction. The transverter electronic compo- tion until one is selected and the accelerator
nents are as follows: is depressed.
• Electronic Control Unit (ECU) If the ECU detects a problem within its sys-
tems, it will automatically shift down to neu-
• Transient Voltage Protection Module
tral and stay in neutral until the problem has
(TVP)
been rectified.
• Engine Speed magnetic Pickup (MPU)
Transient Voltage Protection Module (TVP)
• Transverter Output Speed MPU
• Operator Controls The TVP is responsible for providing electri-
Electronic Control Unit cal protection to ECU while the ignition
switch is in the ON position.
The transverter electronic control unit, ECU,
is a computerized control system that takes Engine Speed Magnetic Pickup (MPU)
input from an engine speed sensor, the PLC,
and an output speed module attached to the The engine speed magnetic pickup is located
transverter. The input data includes engine in the input housing of the transverter. It is
rpm, gear and direction commands from the responsible for providing the ECU with the
operator, and transverter speed from the out- engine rpm speed.
put speed module. Once the ECU receives
the input information, it employs computer- Transverter Output Speed MPU
ized logic program to select a proper course
of action. If, for example, the operator The transverter output speed, or vehicle trav-
selects third gear forward, the PLC will elling speed, is relayed to the ECU from the
transmit the selection to the ECU which will transverter output speed MPU. The sensor is
then look at the engine rpm and the travel- located in the rear of the transverter.
ling speed and calculate a corresponding
The gauges run on a 12 volt system and CAUTION: If the Stop Engine And Check
require a DC/DC converter to power the sys- Engine Lights come on simultaneously there
tem. The DC/DC converter is located behind is a catastrophic engine problem and must be
the display panel. The following is a list of shut down as soon as possible.
codes displayed by the MMC:
Gear Selector Buttons
insure the attention of by-standers. monitored within safe margins. The engine
ECM has its own program designed to pro-
Electronic Safeguards tect itself from damage and the transverter
ECU has self protective measures also built
With the computerized electronic control in. The following is a listing of possible
systems, a series of built-in safeguards exist faults and safeguards that exist in the scoop-
that enable the vehicle to be operated and tram electronics.
Fault Safeguard
Low Oil Pressure Engine Ramp Down
(Below 25 psi) The CHECK ENGINE and STOP ENGINE lights will
Engine Temperature too high illuminate. The MMC gives the code 10, and will
sound the audio alarm. The engine oil pressure gauge
(above 210 degrees F) LED will illuminate.
Low Fuel Engine Ramp Down
(1/8 tank and below) The CHECK ENGINE and STOP ENGINE lights will
illuminate. The MMC gives the code 09, and will
sound the audio alarm. The engine temperature gauge
LED will illuminate.
The MMC will display 08 error code, the fuel gauge
LED will be displayed, and if the engine dies due to
lack of fuel, the SAHR brakes will be applied.
Transverter Temperature is too high MMC will display the code 08 and the temperature
(above 250 degrees F) gauge LED will illuminate.
Transverter Oil Pressure too low The MMC will show the error code 06, the transverter
pressure gauge LED will show the alarm, and the park
(200 psi) brake light will come on. The SAHR brakes will be
Transverter ECU malfunction applied.
Transverter will automatically down-shift to neutral.
SAHR Brakes set /Accumulator The MMC will display the error code 07 and the park
Pressure to low (hydraulic oil pres- brake light will illuminate. The SAHR brakes will be
sure below 1400 psi) applied.
For the complete list of engine ECM diag- CAUTION: When the engine is not running
nostic codes, see the Computer Diagnostic or dies, the SAHR brakes will be applied.
Systems section.
It is also important to disconnect all elec- a gear, direction, or setting/releasing the park
tronic components that might be susceptible brake, a corresponding light is illuminated.
to damage caused by welding. As the command is fulfilled, an output light
indicates the action taken by the PLC. The
Warning: Always make sure that the welding
following charts indicate the numeric code
machine is earth grounded before attempting
displayed by the ST1010 PLC:
to perform any electric welding.
Never interchange the battery connections. Light Input
When washing the engine, cover alternator
0 Forward
and voltage regulator against water splash.
1 Reverse
Computerized Diagnostic Systems 2 Neutral
There are a number of diagnostic interfaces 3 First Gear
in the scooptram computerized electrical 4 Second Gear
systems. The programmable logic control
has a visual lighting display, the engine ECM 5 Third Gear
has a diagnostic data reader that can be 6 Fourth Gear
plugged in, and the transverter ECU has an
7 Park Brake
interface for a computer diagnostic program.
10 Pressure Loss
Programmable Logic Control (PLC) 11 RRC (Optional)
12 Engine Status
13 RRC Park Brake
14 RRC Forward
15 RRC Reverse
16 Park Brake pressure switch N/C
1 17 Park Brake pressure switchN/O
On vehicles equipped with voltage regula- be sure the battery is not reversed. Note
tors the alternator or generator voltage is that the tapered positive terminal of the
maintained within a narrow range. The resis- battery is 1.6 mm (1/16 in.) larger at the
tance due to corrosion keeps the battery from top than the negative terminal, and that
receiving the proper charging current and the opening of the positive cable clamp is
gradually causes an under-charged, sulfated correspondingly larger.
battery.
• Connect the “grounded” terminal last. Be
• Corroded contact surfaces of all clamp careful not to place clamp terminals and
terminals and battery terminal posts cables in such a position that they inter-
should always be cleaned with a wire fere with removal of vent plugs or hold-
brush in order to ensure a perfect contact. downs.
Keep corrosion on terminals from drop-
Battery Fluid
ping into battery cells.
• Water for use in batteries should be a
• It is good practice when replacing termi-
good grade of drinking water. Do not use
nals to grease them with a heavy mineral
mineral waters.
or petroleum grease. Do not apply an
excessive amount. • Adding water to a cell will lower the spe-
cific gravity of the electrolyte, but this
• Do not hammer clamp terminals onto
does not mean that the cell has lost any
battery posts. This can result in severe
of its charge.
damage to the hard rubber cell covers
and sealing compound. • Watch for batteries that require excessive
water. The need for excessive water may
• Replacement cables should be of suffi-
be an indication of a charging system
cient length to reach the terminal posts
which is out of adjustment. This could
without causing undue strain on the post
indicate that the battery is being sub-
and covers. Cables that are too taut will
jected to the damaging effects of over-
cause damage to posts, and cause sealing
charging.
compound to crack, leaking acid.
Tropical Climates
• The battery should rest level in the con-
tainer and be fastened securely in place Batteries operated at high temperatures in
by a suitable hold-down. Tighten hold- tropical climates are usually provided with
downs evenly from each end to prevent electrolyte of about 1.225 specific gravity
distorting or breaking the container. (Sp. Gr.) when fully charged. This milder
strength of acid is less deteriorating to sepa-
• Where a hold-down is fixed at one (1)
rators and plates and results in longer battery
end, care must be exercised to insure
life. A tropical climate is defined as a climate
proper seating of the battery prior to
in which water never freezes.
tightening the movable end.
Batteries can be fully charged and yet have
• Before connecting the cables, check the
different values of specific gravity. Values
polarity of the terminals of the battery to
are shown for batteries with a fully-charged
may prevent greater trouble or expense at a - All cells read above 1.230
later date. SP.GR.and specific gravity
Visual inspection readings in each within 50
points. Battery is OK!
The outside appearance of a battery is an
- Cells read below 1.230 SP.GR
important indicator for judging its perfor-
and specific gravity readings
mance and expected life. Signs of potential
within 50 points. Battery needs
battery failure include:
to be recharged (and retested).
• cracked container
- A spread greater than 50 points
• leaking acid SP.GR. between cells. Battery is
• cracked or raised cell covers at point of failure. Replace.
• loose or corroded terminal posts or cable Note: Using a battery capacity tester (ESB
connections Model BSG-5)
under load scale, the battery is battery plates. If electric current (charging) is
in good condition. not directed into the battery to reverse this
- If test reading is in red (or process the battery plates will warp beyond
LOW) section and specific repair, and render the battery useless. It is
gravity of all cells is above recommended to charge the stored batteries
1.230, the battery is wearing out at least once every 4 to 6 weeks.
and should be replaced. If spe-
cific gravity of cells is below Alternators
1.230, recharge the battery and Alternators normally require little servicing.
re-test. They should be tested at least once a year to
- If test reading drops down to ensure that they are providing the proper
near zero and one or more cells voltage and amperage. If an alternator fails
bubble, battery is not service- to meet specifications, it should be replaced.
able and should be replaced. Servicing an alternator, instead of replace-
Using battery booster cables ment, is usually limited to replacing the
Connect red cable (positive) to positive bat- brushes and cleaning the slip rings
tery post on dead battery, and positive post Because of the high load capacity and inertia
on fully charged battery. Connect black cable of the heavy rotor that is usually used, proper
(negative) to negative post on dead battery. belt tension on an alternator is very impor-
Connect black cable to the negative post on tant. Improperly adjusted, worn or damaged
fully charged battery. Leave engine of charg- drive belts are a major cause of alternator
ing vehicle running when starting a vehicle failure.
with a dead battery.
Belt tension should be adjusted according to
When disconnecting cables, disconnect the the engine manufacturer’s recommendations.
cable from the fully charged battery first.
Note: Excessive alternator belt tension
CAUTION: If cables are connected wrong should be avoided to prevent damage to the
on a vehicle, the alternator can be seriously alternator bearings.
damaged.
Slip Rings and Brushes
Storage Of Lead Acid Batteries
The slip rings should be cleaned with a 400
Because of their corrosive behavior, all bat- grain (or finer) polishing cloth.
teries, when placed in storage, will begin to
IMPORTANT: Never use emery cloth to
discharge slowly. If allowed to go
clean slip rings.
unchecked, the average battery will dis-
charge to the point of nonrecovery in about 6 If the slip rings are out-of-round, or if the
to 8 months. brushes are worn close to the holders, the
alternator should be removed and either
As the battery sits, the sulfuric acid gener-
repaired or replaced.
ated by the chemical reaction taking place
inside the battery core begins to warp the
• Battery polarity should be checked with • Do not ground the adjusting tool to the
a voltmeter to assure that it conforms to regulator base when adjusting voltage
that required. Note which terminal post is unit or other regulator components.
connected to ground before reinstalling a • The adjusting tool should be insulated.
battery. All units have negative ground.
• Care should be taken in the use of batter-
• If booster batteries are used for starting, ies of higher-than- system voltage, either
they must be connected properly to pre- to boost a battery of lower voltage or in
vent damage to the system. starting.
• Always make certain that the negative (-) • Never leave the higher voltage battery in
terminal of the booster battery is con- the system. When used for boosting, dis-
nected to the negative (-) terminal of the connect the vehicle battery ground.
vehicle battery, and that the positive (+) When used for starting, disconnect the
terminals are connected together. high voltage battery as soon as vehicle is
• Care should be taken when connecting a started.
“fast charger”. • Alternators must not be operated on open
• It is advisable to remove the battery circuit with the field winding energized.
ground strap before charging. It is not High voltages will result, causing possi-
advisable, under any condition, to ble rectifier failure. Make sure all con-
attempt to start the vehicle by using the nections are secure.
“fast charger” as a booster.
Removing and Replacing
• Do not attempt to polarize the alternator.
Electrical Components
No polarization is required. Any attempt
to do so may result in damage to the
To replace the gauges, switches, lights,
alternator, regulator, or circuits.
relays, fuses, circuit breakers, horn, and sole-
• The field circuit must not be grounded at noids follow these general procedures:
any point.
• Grounding of the field will damage the • Disconnect the battery by turning off the
regulator. Extra care MUST BE taken main (battery isolation) switch.
when working near this electrical system. • Ensure that the replacement unit is a 24
volt OEM compatible part.
• Grounding of the alternator output termi- • Use care to replace the wiring connectors
nal may damage the alternator and/or cir- to their correct receptacle on the new
cuit components. part.
NOTE: All of the electrical connectors are replacing any sensor on or around the
designed so that they can only be attached to engine.
their receptacle in only one way. Do not
attempt to force any connectors on to any Starter
receptacles.
1. Disconnect battery by turning the master
Transducers (battery isolation) switch off.
2. Disconnect the positive lead on the bat-
1. Disconnect the battery by turning off the
tery.
main (battery isolation) switch.
3. Disconnect the starter wiring and lay
2. Relieve the hydraulic pressure on the
aside.
entire system by cycling the SAHR brake
override valve repeatedly. The SAHR 4. Remove the starter mounting bolts and
brake override valve is located under the pull the unit out.
display panel and can be pressed with a
screwdriver to push the valve spool open. Battery
3. Ensure that the replacement unit is a 24 Remove and replace the batteries as follows:
volt OEM compatible part.
Removal
4. Use care to replace the wiring connectors
1. Set the battery disconnect switch to off.
to their correct receptacle on the new part
2. Open the battery compartment.
CAUTION: The hydraulic system is a high
pressure circuit, over 2000 psi. The pressure 3. Remove the negative connector from the
must be bled off before replacing the trans- battery “A.”
ducers. 4. Remove the positive connector from the
battery “A.”
Engine Sensors
5. Attach a battery lift sling to the battery
1. Let the engine cool. and remove it from the battery compart-
2. Disconnect the battery by turning off the ment.
main (battery isolation) switch. 6. (If a 24 volt system) repeat the process
3. Ensure that the replacement unit is a 24 for battery “B.”
volt OEM compatible part. Replacement
4. Use care to replace the wiring connectors 1. Attach a battery lift sling to battery “B”
to their correct receptacle on the new and place it in the battery compartment.
part.
2. Reinstall the positive connector on bat-
CAUTION: Coolant temperature is tery “B.”
extremely hot and can scald or burn exposed
skin. Take care to let the engine cool prior to 3. Reinstall the negative connector on bat-
tery “B.”
4. Repeat steps 1-3 for battery “A.” 5. Reconnect the electrical connectors to
5. Close the battery compartment. the alternator.
6. Set the battery disconnect switch to on. 6. Set the battery disconnect switch to on.
6. Start the engine and install the remaining Note: Any error that appears in the display
gray 2 pin connector (wire Z) into the gauge during calibration will cause the pro-
diagnostic cable. The engine RPM cedure to be aborted, and the calibration
should immediately increase to 1600 process will have to be started again from
RPM. This is the required RPM to per- the beginning.
form calibration.
7. With the RPM at 1600 and the parking
Brake applied, select “FORWARD” on
the D/H Joystick. If the transverter oil
temperature is too low, an error code
“100” will appear in the gauge in place
of CAL. If this occurs, remove all the
jumpers in the diagnostic cable and per-
form converter stall to increase oil temp
as necessary and return to step 3. If tem-
perature is + 130F (50c) the gauge will
display C1H, then C2H, C3H, C4H
CAH, and CBH while calibrating each
clutch hold level. Once the clutch hold
calibration is complete, the gauge will
then display C1F, C2F, C3F, C4F, CAF,
and CBF while calibrating fast fill val-
ues.
Note: During the initial stages of the cali-
bration, a dashed line will appear on the
diagnostic gauge screen. This indicates that
the transverter has not reached temperature
(130° F) for calibration. The transverter will
initiate an auto-warming sequence until it
reaches calibration temperature.
8. When calibration is completed, the gauge
will display END. At this time the trans-
verter joystick should be placed in the
Neutral position and the grey (wire Z)
jumper removed so the engine RPM will
return to idle. Turn the keyswitch to the
off position and unplug the diagnostic
cable.
This completes the transverter calibration.
2 3
4
5
Safety
Relief
Valve
Expellant
Gas
Cartridge
The following is a list of daily maintenance Replace any broken or missing lead and wire
checks that will help reduce the possibility of seals, and record the date of inspection.
fire on your vehicle. Semi-annual
• Make sure all oil and hydraulic fluid
Every 1000 operating hours the following
lines are in good condition. Replace
checks should be made:
defective or worn lines immediately.
The bursting disk in the union assembly
• Make sure all oil and hydraulic line fit-
should be checked for proper seating and
tings are properly tightened. Keep the fit-
that it is undamaged.
tings clean.
Weigh the remote actuator cartridge(s) pneu-
• Check that the brake systems are prop-
matic cartridge actuator/cartridge receiver.
erly adjusted.
Replace any cartridge if its weight is not
• Check that no oil or hydraulic fluid lines within 7 g (1/4 oz.) [14 g (1/2 oz.) for the
are in contact with possible ignition pneumatic cartridge actuator/cartridge
points (or hot spots). receiver] of the weight stamped on the car-
• Keep the vehicle clean. Remove all com- tridge.
bustible debris. Make certain extinguisher is filled with free-
• Maintain all electrical lines and connec- flowing Ansul dry chemical. Level should be
tions. Replace any defective electrical no more than 76 mm (3 in.) from the bottom
equipment or wiring. of the fill opening.
module tells the squib to discharge the sys- following chart shows the alarm sequence on
tem. You must follow the “In Case of Fire the control module:
procedures” in the Safety section immedi-
ately once the fire suppression process
begins. Alarm Condition Action
Normal Operat- Green Battery Light
Checkfire Control Module ing Conditions flashes every three
(3) seconds
6 Low Battery Yellow Battery Light
Voltage flashes and the audio
alarm sounds every
three (3) seconds
2 DELAY 1
RESET
Fire Detected Red Alarm light
flashes and the audio
3 alarm sounds every
BATTERY second.
4 ALARM
System Discharg- Red Alarm light
DETECTION
RELEASE ing flashes three (3)
times per second and
5 the audio alarm
sounds rapidly.
Post Discharge Red Alarm light
flashes and the audio
alarm sounds every
1. Normal Battery Power LED six (6) seconds until
2. Low Battery Power LED the system is reset.
3. Alarm LED CAUTION: Once a fire has been detected
4. Detection Fault LED on the scooptram, you have only a brief
5. Release Fault LED amount of time to stop the vehicle, set the
6. Delay/Reset Switch park brake and get out before the fire sup-
The checkfire control module is located in pression system discharges.
the cab of the scooptram and is mounted near WARNING: Do not delay leaving
the manual fire protection activator. It is the Scooptram once a fire has been
equipped with LED lights and an audio detected and the vehicle has been
alarm that will sound whenever there is a fire ACW00073.pict
safely parked.
or problem with the detection system. The
Delay/Reset Switch
discharge of the fire suppressant chemical three (3) times per second until the problem
for three (3) seconds by pressing and releas- has been solved.
ing the switch. Holding down the switch
IMPORTANT: See the paragraphs titled
delays the discharge indefinitely until the
“In Case of Fire” in the Safety section for
switch is released.
what to do in case of fire on board the
WARNING: Do not ignore any Scooptram.
fire alarm, the delay/reset switch is
designed to allow you more time to
ACW00073.pict
Ride Control Systems
shut the scooptram down and get
out safely. The ride control systems are options that can
increase the efficiency of the Atlas Copco
The delay/reset switch also resets the system scooptram through operator comfort and
after the chemical discharge. vehicle/load safety. The scooptram comes
The third function of the delay/reset switch already plumbed for the ride control option
is to reset the system during normal opera- and can be easily installed by just adding a
tion while any alarms are received. For hose, control cartridges in the ride control
instance if the battery voltage falls too low, manifold, and an accumulator.
the delay/reset switch will silence the Yel-
low Battery Low alarm after the problem has Theory of Operation
been corrected or the battery recharged.
The Atlas Copco ride control system oper-
Diagnostic Lights ates through hydraulic pressure backed up
between an accumulator and the hoist cylin-
The checkfire control module includes two ders. This is accomplished by a series of
(2) diagnostic lights that provide you with a check valves that open the hydraulic circuit
means of monitoring the system integrity. between the hoist cylinders and the ride con-
The Yellow Detection light is activated by a trol accumulator. As the operator begins the
fault in the detection wiring that is located in tramming process and the ride control sys-
both the engine and transverter compart- tem is engaged, oil pressure is balanced
ments. If the wire becomes disconnected or between the hoist cylinders and the accumu-
separated, the Yellow Detection light will lator to compensate for the bouncing motion
flash and the audio alarm will sound every of the vehicle.
three (3) seconds.
When the scooptram is in motion and the
The Yellow Release light is activated when- bucket is loaded, oil pressure from the accu-
ever there is a fault in the release circuit of mulator is sent through a manifold to the
the system. Most specifically, when the
base end of the hoist cylinders. As pressure
squib is not correctly installed or when it has
in the base ends drop due to the rising of the
been previously fired. When a Release fault bucket in reaction to a bump, the pressure
condition exists the Yellow Release light from the accumulator builds the base end
will flash and the audio alarm will pulse cylinder pressure back up. When the boom
drops back down from the bump, oil is sent
Engine turns over but No fuel Fill fuel tank and prime fuel system
will not start. Dirty fuel filter(s) Install new filter(s).
Poor quality fuel Drain system and replace fuel fil-
Clogged or broken fuel ter(s). Refill system with good qual-
lines ity fuel.
Electrical problem. Clean, repair, or replace.
See electrical troubleshooting table.
Engine
Condition Possible Cause Solution
Engine misfires or Air in fuel system Find leak and repair it.
runs roughly Fuel system not correctly Contact your authorized Atlas Copco
timed dealer or see engine manufacturer’s
Fuel pressure too low service manual.
Faulty injector(s) or pump Install new line.
Incorrect valve clearance
Bent or broken push rod
Leak or break in fuel line
between pump and injec-
tion valve
Engine stalls at low Low fuel pressure Contact your authorized Atlas Copco
rpm Idle rpm set too low dealer or see engine manufacturer’s
Faulty fuel injector(s) service manual.
Faulty fuel or injection Replace
pump Repair or replace.
Erratic engine speed Air in fuel system Find leak and repair.
Sticky governor linkage Clean thoroughly. Repair defective
Bad or poorly installed parts.
springs Repair or replace.
Engine
Condition Possible Cause Solution
Low power Air in fuel system Find leak and correct it.
Poor quality fuel Drain system and replace fuel filter.
Low fuel pressure Refill system with good quality fuel.
Plugged or blocked fuel Contact your authorized Atlas Copco
filter(s) dealer or see engine manufacturer’s
Not set for proper applica- service manual.
tion Replace fuel filter(s).
Leaks in air intake system Contact your authorized Atlas Copco
Clogged air filter dealer or see engine manufacturer’s
Electrical problem service manual
Incorrect valve clearance Check pressure in the air intake man-
Faulty injector(s) or pump ifold. Repair or replace.
Stuck throttle linkage Replace
See electrical troubleshooting table.
Contact your authorized Atlas Copco
dealer or see engine manufacturer’s
service manual.
Check linkage.
Excessive vibration Loose bolt or nut on pulley Tighten bolt or nut.
or damper Replace.
Faulty pulley or damper
Fan blade out of balance
Excessive vibration Loose engine mounts Tighten all mounts. Replace defective
Engine needs adjustment components.
See Engine Misfires above.
Combustion knocking Poor quality fuel Drain system and replace fuel filter.
Faulty injector(s) or pump Refill system with good quality fuel.
Fuel system not correctly Contact your authorized Atlas Copco
timed dealer or see engine manufacturer’s
service manual.
Engine
Condition Possible Cause Solution
Oil in cooling system Faulty oil cooler Install new core in the oil cooler.
Faulty head gasket Replace.
Mechanical knocking Connecting rod breaking Contact your authorized Atlas Copco
failure dealer or see engine manufacturer’s
service manual.
High fuel consumption Leak in fuel system Inspect for leaks and repair as needed.
Defective injectors, rough Contact your authorized Atlas Copco
running, etc. dealer or see engine manufacturer’s
Incorrect fuel injection service manual.
timing
Unusual loud valve Damaged camshaft Contact your authorized Atlas Copco
and valve drive noise Damaged valve lifters dealer or see engine manufacturer’s
Damaged valves service manual.
Rocker arm and valve Too much clearance Contact your authorized Atlas Copco
clearance problems Not enough lubrication dealer or see engine manufacturer’s
Worn rocker arm service manual.
Worn valve stem
Worn push rods
Word or damaged valve
lifters
Worn camshaft
Oil at exhaust Worn valve guides Contact your authorized Atlas Copco
Worn piston rings dealer or see engine manufacturer’s
service manual.
Coolant in engine oil Damaged oil cooler core Replace
Damaged head gasket
Cracked or defective cyl-
inder head
Excessive black or Clogged air filter Clean or replace filters
gray smoke Faulty fuel injection Contact your authorized Atlas Copco
valve(s). dealer or see engine manufacturer’s
Wrong fuel injection tim- service manual.
ing Drain system and replace fuel filter.
Faulty fuel ratio control Refill system with good quality fuel.
Poor quality fuel Clean or replace.
Restricted exhaust piping
Engine
Condition Possible Cause Solution
Excessive white or Too much lube oil in en- Drain lube oil system and refill to
blue smoke gine proper level.
Misfiring or running rough See Engine Misfires above.
Wrong fuel injection tim- Contact your authorized Atlas Copco
ing dealer or see engine manufacturer’s
Worn valve guides service manual.
Worn piston rings
Damaged turbocharger oil
seal
Low oil pressure Bad pressure gauge Replace
Defective oil pump relief See Electrical Troubleshooting
valve Contact your authorized Atlas Copco
Defective oil pump suction dealer or see engine manufacturer’s
pipe service manual.
Defective oil pump
Worn camshaft or bearings
Worn crankshaft or bear-
ings
Worn bearing on idler gear
Dirty oil filter or cooler
Electrical problem
Fuel in lube oil
Low oil pressure Improper rocker arm ad- Contact your authorized Atlas Copco
justment dealer or see engine manufacturer’s
service manual.
High engine oil use Oil leaks Find and repair
Oil temperature too high Check operation and repair oil cooler
Worn valve guides as needed
Worn piston rings and cyl- Contact your authorized Atlas Copco
inder liners dealer or see engine manufacturer’s
Defective seal rings in the service manual.
turbocharger
Engine
Condition Possible Cause Solution
High engine running Low coolant level Add coolant to proper level.
temperature Restricted/clogged engine Clean and/or repair
radiator Replace.
Defective pressure cap See your authorized Atlas Copco
Defective thermostat dealer or your engine service manual
Defective gauge for instructions.
Faulty water pump See Transverter Troubleshooting
Fan belts slipping See Electrical Troubleshooting.
Incorrect fuel injection
timing
Torque converter problem
Electrical problem
High engine running Exhaust gas leak into Contact your authorized Atlas Copco
temperature cooling system dealer or see engine manufacturer’s
service manual
Below normal engine Defective Thermostat Replace.
running temperature Improperly installed Install properly.
heater
Transverter
Condition Possible Cause Solution
Erratic oil pressure Low oil level Add oil to proper level
Suction tube fitting Replace O-ring fitting
Suction manifold O-ring Replace O-ring
not sealing Remove object and check for other
Foreign object in suction contamination
port
Excessive oil pressure Sticking main regulator Replace main regulator valve
valve Replace main regulator
Faulty spring
Transverter
Condition Possible Cause Solution
Low oil pressure in all Sticking main regulator Replace main regulator valve
gears valve Replace gaskets
Control valve body gasket Replace pump
leaking Replace seal and install correctly
Charge pump defective Replace regulator assembly
Internal disconnect seal Replace control valve body
damage or installed incor-
rectly
Faulty main regulator valve
Control valve body cracked
Low pressure in one Contaminated proportional Replace proportional solenoid/
gear but all right in oth- solenoid check suction screen for contami-
ers Broken wire to one sole- nation
noid, or dirty connection Repair wire
Broken seal ring on input Replace seal ring
end of clutch assembly Replace bore sleeves
Bore sleeve worn Replace seals
Outer or inner piston seal
leaking
Vehicle will not move Voltage to wrong solenoids Check wiring and connectors
on control valve (check Rebuild converter
transverter schematic) Check wiring, controller, and con-
Converter damage nectors
No voltage to all solenoids Check wiring and controller
Voltage to more than two Replace solenoid
solenoids
Proportional solenoid stuck
Low or no converter Converter bypass valve Replace converter bypass valve
pressure defective Replace seal ring
Converter hub seal ring not Correct offset dimension
sealing
Check converter offset
dimension
Transverter
Condition Possible Cause Solution
Filter or filter oil lines Hose bends too sharp Reroute hoses
blow out Defective hose Replace hose
Main regulator valve faulty Change valve and change filter and
System plumbing incorrect oil
Filter O-ring faulty Correct plumbing
Replace filter
Excessive noise Charge pump defective Replace pump
Excessive backlash in gear Replace bearings and inspect for
train defective gears
Auxiliary driven pump bad Remove pump and check for noise
Blows oil out of dip- Transverter over filled with Drain to proper level. Check front
stick/breather oil seal on auxiliary driven hydraulic
Converter seal ring dam- pump if equipped
aged Remove transverter and install a
new seal ring on converter hub
Transverter overheating Converter stalling Shift to lower gear
Oil level too high Drain to proper level. Check front
Engine overheating seal on auxiliary driven hydraulic
Transverter cooler lines pump if equipped
defective Check engine coolant
Transverter cooler dirty Replace lines
Clutch slipping Clean cooler
Check clutch pressure
Transverter pressure Converter sprag clutch Disassemble and inspect converter
checks okay, but has no damaged or installed wrong Replace relief valve
power and possibly Converter relief valve bro-
overheating ken
Oil leaking from engine Converter front cover seal Replace seal
flywheel and/or weep leaking Replace seal
hole in transverter bell Converter hub seal or O- Check engine flywheel offset
housing ring damaged dimensions and converter pilot
Converter not properly bushing length against vehicle
positioned within bell hous- manufacture standards
ing causing converter and
seal to leak
Transverter
Condition Possible Cause Solution
Transverter shifts rough Oil temperature sensor Check temperature sensor, replace
loose or wires damaged if necessary, check wires, correct
Calibration off faulty connections.
See Section 8: Electrical Systems
for the calibration procedures.
Axles
Condition Possible Cause Solution
Excessive vibration Broken gear teeth, worn Replace gear or bearings. See also
bearings drivelines.
Excessive noise Incorrect or insufficient lu- Check level, fill with proper type
bricant and grade of lubricant. See also
Hub bearings scored or drivelines.
rough Replace bearings.
Gear teeth in planetary Replace gear.
chipped.
Lubricant leaks Lubricant level too high Drain and fill to proper level with
Lubricant foams excessive- proper type and grade of lubricant.
ly Drain and fill with correct type and
Worn or broken oil seal grade of lubricant.
Replace oil seal.
Lubricant leaks Restricted differential Clean vent.
breather vent Tighten nuts and bolts.
Loose nuts or bolts.
Lubricant leaking out of Restricted breather vent. Clean vent.
breather
Overheating Low lubricant level. Find source of leak and repair.
Ring and pinion adjustment Adjust.
too tight Replace bearings.
Faulty bearing
Axles
Abnormal noise when Worn differential side gears Replace
turning and pinions Find source of leak and repair
Low lubricant level Tighten nuts to specified torque
Loose nuts on differential (see driveslines)
casings
Insufficient driveline clear-
ance
Worn or improperly lubri-
cated bearings
Vehicle won’t move Worn or broken axle shaft Replace axle shaft
splines Add transverter oil
Transverter oil low
Drivelines
Condition Possible Cause Solution
Excessive vibration or Driveline bent or out of bal- Clean driveline. Check clearance
noise ance with nearby components. Balance
driveline.
If driveline is bent or damaged,
replace.
Excessive vibration or Loose mounting Replace capscrews and tighten to
noise Worn or poorly lubed bear- proper torque.
ings Test for looseness. If crosses are
Insufficient clearance. loose, replace cross and bearings as
an assembly
Excessive wear of cross Poor alignment or run-out Check alignment, run-out and bal-
bearing assemblies. Driveline unbalanced ance. Repair or replace, as required.
Check for missing balance weights
or driveline distortion.
Check dynamic balance.
Rebalance
Replace distorted driveline.
Driveline does not Joint failure Replace
transmit power. Damaged splines
Damaged yoke
Hydraulic System
Condition Possible Cause Solution
Poor performance or Reservoir low on oil Add oil
failure External leakage (see below)
Load too heavy Check that line pressures with full
Restriction in hydraulic load are within normal range.
line Check lines to locate obstruction.
Relief valve not operating Remove obstruction or replace line.
properly Clean and adjust valve.
Worn cylinder or seals Disassemble and repair.
Defective pump Replace.
Disassemble and repair or replace
Replace pump
Excessive oil foaming Improper type or viscos- Drain hydraulic system and refill
ity oil with proper oil.
Leak on suction side of Locate and repair leak.
pump Replace pump.
Worn pump
Excessive oil tempera- Low oil in system Add oil
ture Hydraulic oil cooler Check oil cooler.
plugged or dirty Drain hydraulic system and refill
Improper type or viscos- with proper oil.
ity oil (See the Operator’s Manual for
Excessive cycling of load proper technique)
Worn pump Replace pump.
Foreign material in sys- Filters clogged and Check restriction indicator and
tem bypassed replace filter(s) in necessary.
Contaminated or bad oil Drain and flush hydraulic system.
Damaged cylinders Replace filter(s) and re-fill with clean
Worn or damaged pump oil.
Disassemble, inspect and repair or
replace component.
Insufficient pressure Faulty charge valve Disassemble and inspect. Repair or
Internal leakage past seals replace as necessary.
or cylinders Measure and record pump flow and
Worn pump pressure. If out of specification,
replace pump.
Hydraulic System
Condition Possible Cause Solution
Insufficient or no flow Oil too cold or wrong vis- Drain and flush hydraulic system.
cosity. Pump will not Replace filter(s) and re-fill with clean
prime. oil.
Pump intake line from res- Check lines to locate obstruction.
ervoir restricted Remove obstruction or replace line.
Faulty pump drive seal Replace seals.
Pump drive shaft sheared Disassemble the pump and inspect.
or disengaged Replace pump
Worn pump
Hydraulic System
Condition Possible Cause Solution
Accumulator not charg- Priority valve malfunc- Verify malfunction, replace cartridge
ing but the fan is run- tioning
ning
Accumulator charge valve
malfunctioning
Hydraulic fan is not Hydraulic pump malfunc- Verify pump malfunction, replace
functioning tioning pump
Relief valve stuck open Verify valve problem, clean or
Air bleed not closing replace the valve cartridge
Verify, replace cartridge
No hydraulic control Filter in Auxiliary valve Check filter, clean or replace filter
functions assembly clogged (pilot cartridge
pressure filter
Hydraulic hand pump Check valve malfunction- Verify check valve function, replace
feels loose while pump- ing if necessary
ing
Hydraulic system cuts Accumulator Pre-charge is Verify Accumulator pressure, adjust
in and out too rapidly too low or too high pressure, check accumulator piston
when brake treadle for excessive wear
valve is actuated
Pilot control is slow to Low pilot pressure Verify pilot pressure, adjust if neces-
respond sary
Normal hydraulic Low pilot pressure Verify pilot pressure, adjust if neces-
response but requested Pump flow volume low sary
function too slow
Flow test pump, adjust flow rate,
replace worn pump
Hydraulic hose is hard Aerated oil in system from Replace hose and check for air in the
and cracking cavitation system, drain oil and replace with
fresh oil. Check main control valve
spools
Hydraulic System
Condition Possible Cause Solution
The hydraulic hose is Exposure to intense cold Replace hose with an appropriate cli-
cracked both internally while the hose was flexed. mate/temperature rating.
and externally but the
elastomeric materials
are soft and flexible at
room temperature
The hose has burst and High frequency pressure Replace hose with a higher SAE
examination of the wire impulse condition. impulse test requirement.
reinforcement shows
random broken wires
running the length of the
hose
The hydraulic hose has Wrong hose strength Change hose with a proper strength
burst but there is no Hydraulic circuit malfunc- rating for circuit
indication of multiple tion causing unusual, high Change hose, identify circuit prob-
broken wires the entire pressure conditions lem, examine check valves and port
length of the hose. relief valves.
The hydraulic hose has Hose cover degradation Replace hose, remove corrosive
burst and examination due to excessive wear or material from area--the following are
shows that the reinforc- exposure to corrosive causes of hose cover damage: Abra-
ing wires are rusted and material sion, cutting, battery acid, steam
the cover has been dam- cleaners, chemical cleaning solu-
aged or cut. tions, muriatic acid, salt water, heat,
extreme cold.
The hydraulic hose has Violation of minimum Check the bend radius specification,
burst on the outside hose bend radius. change hose and either re-route or
bend and appears to be replace with a hose designed for the
elliptical in the bent sec- bend radius required.
tion
The hydraulic pump is Violation of minimum Check hose bend radius, re-route
noisy and very hot, the hose bend radius hose, check oil for aeration (this situ-
pressure line from the ation can result in cavitation)
pump is hard and brittle
Hydraulic System
Condition Possible Cause Solution
The hydraulic hose is Twisting force exerted on Check components for looseness
flattened out in one or the hydraulic hose causing torquing on the hose.
two areas and is kinked
or twisted
The hose tube has bro- High vacuum, wrong hose Replace hose with a proper rated
ken loose from the rein- for circuit hose.
forcement and collapsed Minimum hose bend Check radius, re-route hose, replace
the inner diameter of the radius is violated hose after straightened.
hose. The hose may pro-
trude into the hose fit-
ting
The hydraulic hose has Improper assembly of the Replace with a properly assembled
burst six to eight inches hose fitting hose.
away from fitting, wire
reinforcement is rusted,
the cover is not cut or
damaged
There are blisters on the Incorrect assembly of the Replace hose with a properly assem-
outer cover of the hose. hose fitting bled hose.
The blisters contain oil.
The hydraulic hose blew Use of incorrect fitting on Replace fitting and hose with proper
out of the hose fitting the hose hose assembly---Use same manufac-
Incorrect assembly of hose turer products and make sure that
and fitting hose and fitting are rated for each
Incorrect hose length other.
Replace bursted hose with a correctly
assembled hose and fitting package.
Replace hose with a new hose of
proper length.
Hydraulic System
Condition Possible Cause Solution
The tube of the hose is Tube of the hose may be Replace with proper rated hose for an
badly deteriorated with incompatible with the oil based hydraulic system.
evidences of extreme hydraulic fluid. Check hydraulic circuits for malfunc-
swelling. In some cases Excessive heat generated tion, replace hose with a proper rated
the tube may be par- by the hydraulic system, hose.
tially washed out. or improper heat tolerant
hose
The hydraulic hose has Hose is aged Replace with a new hose
burst, the cover is badly
deteriorated and the
hose cover surface is
crazed.
The hose is leaking at Hose is trying to shorten Replace with a longer hose
the fitting because of a under pressure and has not
crack in the steel tube enough length to do so
adjacent to the braze on
a split flange shoulder.
A spiral reinforced hose Hose too short to accom- Replace with a longer hose
has burst and literally modate the change in
split open with the wire length while it was pres-
exploded and badly tan- surized.
gled
Hose is badly flattened Kinked hose Replace hose and check for cause of
out in the burst area. kinking. Re-route if necessary to
save future hoses
Hose leaks profusely Hose bend radius exceeds Replace and re-route the hose
but has not burst minimum causing high Replace the hydraulic fluid and filter.
pressure erosion of inner Also replace the hose. Look for cause
tube of contamination.
Contamination in the
hydraulic fluid
Hydraulic System
Condition Possible Cause Solution
The hydraulic hose has Not necessarily a high Replace with a longer hose
been pulled out of the pressure problem--hose
hose fitting not long enough for appli-
cation
SAHR Brakes
Condition Possible Cause Solution
Inadequate braking Low hydraulic pressure at Check brake lines for leaks.
the wheel ends Install test gauge at wheel ends and
Restriction in hydraulic line check pressure.
Wheel end leakage. Adjust brake foot pedal control
Insufficient accumulator valve to specification.
pre-charge Check lines to locate obstruction.
Brake disks worn Remove obstruction or replace line.
Air in oil lines Identify leak location and repair or
Relief valve not function- replace faulty component.
ing properly Adjust pre-charge pressure to speci-
fication.
Replace
Check hydraulic lines for tightness
Check setting and adjust to specifi-
cation. Disassemble valve and
check for cleanliness. Repair or
replace valve, if required.
Brakes chatter Improper type or viscosity Drain hydraulic system and refill
oil with proper oil.
Insufficient hydraulic oil Check oil level in hydraulic tank.
flow to the wheel ends. Check return line flow from wheel
ends. Check pump performance.
Brakes release too Brake pedal not returning to Disassemble and inspect valve.
slowly fully released position Repair or replace valve as required.
Oil return port of brake con-
trol valve is restricted or
plugged.
SAHR Brakes
Condition Possible Cause Solution
Brakes do not release Brake pedal control valve Disassemble and inspect valve.
sticking. Repair or replace valve as required.
Restriction in hydraulic Check lines to locate obstruction.
lines Remove obstruction or replace line.
Park Brake engaged (see Park Brake Troubleshooting)
Insufficient accumulator Check accumulator charging valve
pressure for proper operation. Ensure brake
pump is performing properly.
Brakes pull or drag (one Brake pedal control valve Adjust pedal travel.
or more assemblies do travel adjustment incorrect. Check hydraulic lines for leaks.
not release fully) Insufficient oil pressure to Install test gauge to determine loca-
one or more wheel ends tion of problem.
Brakes apply intermit- Brake pedal control valve Disassemble and inspect valve.
tently sticking. Repair or replace valve as required.
Accumulator pressure low Check accumulator charging valve
Restriction in hydraulic for proper operation.
lines Ensure brake pump is performing
Park Brake solenoid applied properly.
Check lines to locate obstruction.
Remove obstruction or replace line.
Check Park Brake control switch
position. Check Park Brake electri-
cal circuit for proper operation
(switch, wiring, solenoid, time
delay relay)
Brakes apply intermit- Convertor pressure low (see Transmission Troubleshooting)
tently
Brakes do not apply Hydraulic pressure at wheel Check system for blockage of flow.
ends will not relieve.
SAHR Brakes
Condition Possible Cause Solution
Brakes overheat Excessive cycling of charge Check system for leaks. Ensure
valve brake pump is performing properly.
Brakes dragging (See Hydraulic System Trouble-
High hydraulic oil tempera- shooting)
ture
Excessive brake pedal Brake pedal out of adjust- Adjust travel.
travel ment.
Service brake will not Improper test procedure. Check that vehicle is in proper test
hold in drive Brake pedal heel stop out of gear (see Operator’s Manual).
adjustment. Adjust heel stop.
Brake pedal control valve Disassemble valve and inspect.
not stroking. Check hydraulic system for possi-
ble particulate contamination.
Park Brake
Condition Possible Cause Solution
Park brake will not hold Improper test procedure. Check that vehicle is in proper test
in drive Hydraulic pressure at wheel gear (see Operator’s Manual).
ends will not relieve Check system for blockage of flow
Park brake does not Improper control position Check Park Brake Knob in proper
release Loss of hydraulic pressure position.
Loss of electrical signal Check indicating circuit, if applica-
ble.
(See Hydraulic System Trouble-
shooting)
Loss of electrical signal
Electrical System
Condition Possible Cause Solution
Dash indicating light(s) No power Check that Master Isolation switch is
will not illuminate Circuit breaker or fuse turned on. Check charge on battery.
open Check for tripped circuit breakers.
Bulb burned out Check for faulty ignition switch.
Broken or loose wire or Check for faulty ignition solenoid.
connection Check for faulty Master Isolation
Programmable Logic Con- switch. Check for broken or loose
trol (PLC) failure wires and connections.
Reset/close.
Replace bulb
Repair or replace
Check PLC LED inputs and outputs
Verify PLC program
Replace PLC
Engine will not turn No power (see above)
over Low battery charge Check specific gravity. Replace if bat-
Faulty start switch tery will not hold charge.
Replace
Engine will not turn Starter safety switch open Place transmission in neutral and
over High resistance in circuit apply park brake.
Defective starter motor Clean and tighten all connections.
Starter solenoid defective Replace.
Engine turns over but Fault in electrical shut- Check circuit components for fault.
will not start. * Check down circuit (Refer to OEM Troubleshooting Man-
for fuel and verify Fault in engine ECM sys- ual)
shut-off valve position tem
Electrical System
Condition Possible Cause Solution
Starter motor sluggish High resistance in circuit Check battery terminals for corrosion.
Low battery charge Clean and tighten all connections.
Excessive load or drag on Check specific gravity. Replace if bat-
engine. tery will not hold charge. If extreme
Defective starter motor cold conditions, warm battery prior to
starting.
Check oil for proper viscosity. If
extreme cold conditions, warm engine
oil prior to starting.
Trouble shoot engine subsystems to
locate problem.
Replace.
Starter solenoid switch High resistance in circuit Check battery terminals for corrosion.
chatters Low battery charge Clean and tighten all connections.
Faulty starter solenoid Check specific gravity. Replace if bat-
tery will not hold charge.
If extreme cold conditions, warm bat-
tery prior to starting.
Replace solenoid or solenoid wiring
Low engine power Fault in engine ECM sys- (refer to OEM Troubleshooting Man-
(See Engine trouble- tem (if applicable) ual)
shooting) Lost connection to ECM Check injector connections
injectors
Electrical System
Condition Possible Cause Solution
Low battery output Electrolyte level low Add distilled water to proper level.
Defective battery cell Replace battery
Damaged battery case Adjust belt tension. Replace belts, if
Slipping drive belts necessary.
Electrical circuits ener- Turn off all switches when engine
gized with engine off. shutdown.
High resistance in circuit. Check and clean all terminals and
Defective wiring. grounds.
Faulty alternator Replace.
Check and adjust regulator.
Check and tighten mounting.
Check pully alignment.
Check for grounded field circuit.
Replace alternator.
Starter Motor Armature Battery discharged. Recharge battery.
does not rotate or Battery defective. Have battery checked (or replaced) by
rotates too slowly. maintenance personnel.
Battery terminals loose or
corroded. Tighten terminals, clean, and put
Starting motor terminals or acid-resisting protective grease on
carbon brushes grounded terminals and poles.
(short circuit). Trace defective spot and repair.
Carbon brushes have no Check, clean, or renew brushes. Clean
contact with commutator brush holder.
or are jammed in the brush Replace starting switch.
holders.
Repair or replace solenoid switch.
Brushes worn, broken,
Check wiring, clean, and tighten con-
fouled by dirt or oil.
nections. Replace any broken cables
Starting switch defective or wires.
(burnt or loose connec-
tions).
Solenoid switch in starting
motor defective.
Excessive voltage drop in
circuit.
Electrical System
Condition Possible Cause Solution
Pinion fails to mesh Pinion fouled with dirt. Clean.
when armature rotates. Pinion or rim gear teeth Remove burr by filing.
damaged, burred.
Starting motor func- Battery insufficiently Charge battery.
tions properly until charged. Check brushes, springs, and holders.
pinion meshes, then Insufficient brush pressure. Repair or replace solenoid switch.
stops.
Solenoid switch in starting Check wiring and connections.
motor defective.
Excessive voltage drop in
circuit.
Starting switch fails to Solenoid switches dam- Disconnect starter cable immediately
cut out. aged. at battery or at the starting motor.
Replace defective switch, or have
switch or starting motor repaired.
Pinion or flywheel gear Return spring broken or Clean thoroughly. Remove burr from
badly fouled or dam- tired. tooth edges by filing. Have starting
aged. motor repaired.
Over-charged battery. Charge too high. Check and adjust or replace regulator.
Incorrect pulley used on Replace with pulley of correct size.
generator
Battery uses an exces- Battery over-charged. See above.
sive amount of water.
Rapid burn-out of light Battery over-charged. See above.
bulbs.
Low or intermittent Dirty or worn generator Clean or repair commutator or replace
generator output. commutator. armature.
Brush(es) sticking. Clean brush holders thoroughly.
Replace brushes if necessary.
Weak brush springs.
Replace springs.
Electrical System
Condition Possible Cause Solution
Lights dim. Batteries low. Charge batteries.
Poor ground. Provide a clean, tight ground.
Loose connections. Tighten all connections.
One (1) electrical Bad connection at gauge, Make a positive connection.
gauge not operating. connector plug or sender. Replace.
Sender defective.
Gauge defective.
Ignition "ON" - no Dead battery. Recharge or replace battery.
gauges or lights work- Loose connection from Tighten connection.
ing. battery to dash panel. Repair or replace wire.
Broken wire between bat-
tery and dash panel.
Brakes won’t release Lost connection Check wiring
Electrical System
Condition Possible Cause Solution
Transverter does not Failed selector switch Check wiring and connections to
engage in gear or Lost connection switches
appears not to engage Failed bulb in gear button Check connections from PLC to
in gear. First to Fourth PLC malfunction transverter
ECU failure Check bulb, verify PLC operation
Verify PLC operation, replace PLC
Check with a diagnostic device or
gauge.
Electrical System
Condition Possible Cause Solution
Gauge pointers move Faulty wiring or connec- Check the wiring to the gauges from
back and forth in a tions the DCU. check the connections,
windshield wiper Data lines between gauge repair wiring, replace connectors
motion and DCU are incorrectly Check the data line to see if they have
installed been reversed
Loss of power to the DCU Check the power supply to the DCU
Gauges malfunctioning Verify and replace faulty gauges
Gauges go to zero and The DCU is malfunction- Replace the DCU
stay there ing
Pressure gauge reads Transducer is malfunction- Verify the fault and replace the trans-
wrong or is erratic ing ducer
Gauge is malfunctioning Check wiring and gauge connections,
DCU is malfunctioning replace the gauge
Verify the malfunction, check connec-
tions, check for faulty programming,
replace the DCU
Temperature gauge Temperature sensor is Verify the fault and replace the sensor
gives incorrect reading faulty Check wiring and gauge connections,
or is erratic Gauge is malfunctioning replace the gauge
DCU is malfunctioning Verify the malfunction, check connec-
tions, replace the DCU
MMC does not count Faulty wiring to MMC Check wires and connections, repair,
hours Battery and ignition lines replace faulty connectors
are crossed Check wiring, replace if shorted
MMC has no display MMC not receiving data Check wiring and connections, repair
or replace faulty connectors
MMC is missing seg- Faulty gauge Replace the gauge
ments on LCD, or
reset/select buttons do
not work
No backlighting on Crossed 12 volt backlight- Check wires, replace in proper con-
MMC or the gauges ing wires nectors
Fuel Tank
Capacity 321 liters (85 gallons)
Type of Fuel See specification tables
Cooling System
System capacity 37.8 liters (10 gallons)
Type of fluid See specification tables
Transverter
Oil refill capacity with filter change: 30 liters (8 gallons)
Rock Tough TV 100Q 28 liter (7.5 gallons) without filter
Type of oil See specification tables
Axles
Axle Differential capacity (each):
Rock Tough ASD 100 J 34.5 liters (9 gallons)
Planetary ends (each) 4.7 liters (1.3 gallons)
Type of oil See specification tables
Hydraulic Reservoir
Reservoir capacity 189 liters (50 gallons)
Type of oil See specification tables
Alternate oil See specification tables
Grease Fittings
Type of grease See specification tables
Stability
Test conditions: Vehicle fully loaded, boom down, bucket rolled back
Applied Standards: ISO
Maximum safe side See vehicle technical records
slope for operation:
Noise Level
Engines
Fuel
Rating Torque Disp Cooling Usage
Model Cyl Vehicle
(Kw/hp) (Nm /ft-lb) (l/cu-in) (m3-min/CFM) (l-hr/gal-
hr)
Detroit Diesel
Series 50 - 187 / 250 848 / 625 4 8.5 / 519 Water 47.9 / ST1010
250 (821 / 29000) 12.7
Transverters
Oil
Model Speeds Capacity Vehicle
Pressure (kPa/psi) Temperature (0C/ 0F)
(ltr/gal
Rock Tough
TV 100Q 4 1724/250 27-49/80-120 19/5 ST1010
Axles
Oil Capacity
Model Options Vehicle
Differential Planetaries
Rock Tough
ASD 100J 34.5ltr / 9gal 4.7ltr / 1.3gal No-Spin, LCB, SAHR ST1010
Rock Torque
Transfer Cases
Coarse Thread
Grade 5 Grade 8
D T T
Size Thds/In Clamp Load Torque Clamp Load Torque
(in.) (kips) N-M / (ft.lbs.) (kips) N-M / (ft.lbs.)
1/4 20 2.0 8/6 2.9 12 / 9
5/16 18 3.3 18 / 13 4.7 25 / 18
3/8 16 5.0 31 / 23 7.0 45 / 33
7/16 14 6.8 50 / 37 9.6 72 / 53
1/2 13 9.1 78 / 57 12.8 109 / 80
9/16 12 11.6 112 / 82 16.4 157 / 115
5/8 11 14.4 157 / 115 20.3 218 / 160
3/4 10 21.3 273 / 200 30.1 382 / 280
7/8 9 29.5 437 / 320 41.6 628 / 460
1 8 38.6 655 / 480 54.5 928 / 680
1 1/8 7 42.4 819 / 600 68.7 1324 / 970
1 1/4 7 53.8 1147 / 840 87.2 1856 / 1360
1 3/8 6 64.1 1502 / 1100 104.0 2443 / 1790
1 1/2 6 78.0 1993 / 1460 126.5 3235 / 2370
1 3/4 5 105.4 3140 / 2300 171.0 5105 / 3740
Formula: Torque=RDT
R=Friction Factor=0.15 for dry, plated hardware
For dry, unplated hardware, increase torque 33%
For plated hardware lubed with Fel-Pro C670, decreases torque by 13%
D=Nominal bolt diameter
T=Clamp Load
Clamp Load = 0.75XProof Load from SAE J429.
FineThread
Grade 5 Grade 8
D T T
Size Thds/In Clamp Torque Clamp Torque
(in.) Load N-M / (ft.lbs.) Load N-M / (ft.lbs.)
(kips) (kips)
1/4 28 2.3 9/7 3.3 14 / 10
5/16 24 3.7 19 / 14 5.2 27 / 20
3/8 24 5.6 35 / 26 7.9 50 / 37
7/16 20 7.6 56 / 41 10.7 80 / 59
1/2 20 10.2 87 / 64 14.4 123 / 90
9/16 18 13.0 124 / 91 18.3 177 / 130
5/8 18 16.4 177 / 130 23.0 246 / 180
3/4 16 23.8 300 / 220 33.6 243 / 310
7/8 14 32.5 491 / 360 45.8 682 / 500
1 12 42.3 723 / 530 59.7 1024 / 750
1 1/8 12 47.5 914 / 670 77.0 1474 / 1080
1 1/4 12 59.6 1269 / 930 96.6 2061 / 1510
1 3/8 12 73.0 1706 / 1250 118.4 2785 / 2040
1 1/2 12 87.8 2239 / 1640 142.4 3644 / 2670
1 3/4 12 121.4 3617 / 2650 196.8 5869 / 4300
Formula: Torque=RDT
R=Friction Factor=0.15 for dry, plated hardware
For dry, unplated hardware, increase torque 33%
For plated hardware lubed with Fel-Pro C670, decreases torque by 13%
D=Nominal bolt diameter
T=Clamp Load
Coarse Thread
Class 8.8 Class 10.9
D T T
Size Thd Clamp Torque Clamp Torque
(mm) Pitch Load N-M / (ft.lbs.) Load N-M / (ft.lbs.)
(mm) (kips) (kips)
6 1 2.0 8/6 2.8 11 / 8
8 1 3.6 19 / 14 5.1 27 / 20
10 2 5.7 38 / 28 8.1 55 / 40
12 2 8.2 65 / 48 11.8 95 / 70
14 2 11.2 105 / 77 16.1 150 / 110
16 2 15.3 164 / 120 21.9 232 / 170
18 3 19.4 232170 26.8 328 / 240
20 3 24.8 328 / 240 34.2 464 / 340
22 3 30.7 450 / 330 42.5 628 / 460
24 3 35.7 573 / 420 49.4 792 / 580
27 3 46.4 846 / 620 64.2 1160 / 850
30 4 56.8 1147 / 840 78.6 1583 / 1160
33 4 70.1 1556 / 1140 96.1 2129 / 1560
36 4 82.6 1993 / 1460 114.3 2757 / 2020
Formula: Torque=RDT
R=Friction Factor=0.15 for dry, plated hardware
For dry, unplated hardware, increase torque 33%
For plated hardware lubed with Fel-Pro C670, decreases torque by 13%
D=Nominal bolt diameter
T=Clamp Load
Clamp Load = 0.75XProof Load from Bossard.
F O R U S E W IT H W IR E T E R M IN A T IO N S
T E R M IN A L B L O C K S
T h re a d S c re w T yp e S tu d & N u t T yp e
S ize N -M / (in -lb s .) N -M / (in -lb s .)
4 -4 0 --- .4 5 / 4 *
6 -3 2 1 / 9 .6 * 1 .4 / 1 2 *
8 -3 2 2 .1 / 1 6 * 2 .2 / 2 0 *
1 0 -3 2 2 .2 / 2 0 2 .8 / 2 5
1 /4 -2 0 3 .4 / 3 0 4 .3 / 3 8
3 /8 -1 6
M 10 --- 4 .3 / 3 8
* P e r M il-T -5 5 1 6 4 , g e n e ra l s p e c . fo r te rm in a l
b o a rd s
B IN D IN G S C R E W S & S L O T T E D S C R E W S
W ire B in d in g S c re w s S lo tte d S c re w s
S ize N -M / (in -lb s .) N -M / (in -lb s .)
(a w g )
1 4 -1 0 1 .4 / 1 2 2 .2 / 2 0
8 --- 3 .4 / 3 0
6 -4 --- 4 / 35
3 -4 /0 --- 4 .5 / 4 0
C O N N E C T O R S W IT H H A R T IN G C O N N E C T O R S
HEXAGONAL SOCKET SCREW S W IT H S C R E W T E R M IN A L S
S o c k e t s ize T ig h te n in g S c re w T ig h te n in g
(a c ro s s fla ts ) T o rq u e N -M / (in - (s ize ) T o rq u e N -M /
lb s .) (in -lb s .)
5 /3 2 11 / 100 M3 .5 / 4 .4 **
3 /1 6 1 3 .6 / 1 2 0 M6 .8 0 / 7 .0 **
7 /3 2 17 / 150
1 /4 20 / 175
5 /1 6 28 / 250 M5 1 .8 / 1 6 .0 **
3 /8 40 / 350
1 /2 51 / 450 ** P er D IN V D E 609; V D E 0627.
9 /1 6 68 / 600
Flat Nuts/
“BUDD” Type
Stud Size Hardened
Spherical Nuts
Washers
5/8 (.625) 240 - 260 N-M 325 - 375 N-M
(175 - 190 ft- (240 - 275 ft-
lbs) lbs)
3/4 (.750) 410 - 450 N-M 610 - 680 N-M
(300 - 330 ft- (450 - 500 ft-
lbs) lbs)
7/8 (.875) Rock Torque 815 - 950 N-M
Axles 495 - 522 (600 - 700 ft-
N-M (365 - 385 lbs)
ft-lbs)
Non Rock
Torque Axles
645 - 710 N-M
(474 - 525 ft-
lbs)
1 (1.00) 985 - 1085 N- 1015 - 1220 N-
M (725 - 800 M (750 - 900
ft-lbs) ft-lbs)
Fluids and Lubrication Specifications formance, long engine life, and acceptable
exhaust emissions levels. Fuels meeting the
Selection of the proper quality of fuel, lubri- properties of ASTM Designation D 975
cating oils and grease, and coolant is impor- (Grades 1D and 2-D) have provided satisfac-
tant to get efficient, trouble-free service from tory performance. The ASTM D 975 specifi-
your vehicle. Provided below are recom- cation does not adequately define the
mended specifications and the approximate characteristics necessary for fuel quality. The
quantities for each model vehicle. properties listed in the fuel oil selection chart
have provided optimum engine performance.
Diesel Fuel Specifications
It is important that only fuel meeting the
Quality and Selection manufacturer’s recommendations be used.
The quality of fuel oil used is a very impor- The following list shows fuels found world-
tant factor in getting satisfactory engine per- wide that may be acceptable*. Also listed are
Engines
SAE
Detroit Diesel API Spec Notes
Grade
Series 50 & 60 CF-4 15W-40 Use multigrade oil only. No single weight
oils.
HT/HS viscosity - 3.7cP minimum.
Transverters
SAEa
Model Spec Notes
Grade
Axles
SAEa
Model Spec Notes
Grade
Hydraulic Fluid
Grease Specification
Coolant Specifications
Water Qualitya
Max Allowed
Parameter Notes
(ppm)
Antifreezea
Concentration Ratio
Type Notes
antifreeze/water
Antifreezea
Concentration Ratio
Type Notes
antifreeze/water
Class Alternativesa
C-2, C-3 CD/SE, CD/SF, CD/SG, MIL-L-2104C & D, Conoco No. 6718 synthetic oil
C-4 Wagner Tractor Hydraulic Fluid No. 100-2680-005R, Caterpillar TO-2, John
Deere J20A & C, Ford ESN-M2C134-D
a. Variations in composition and properties can occur in oils, depending on manufacturer and location.
Contact your Atlas-Copco Wagner representative and your local oil supplier for additional informa-
tion.