Deutsche GROVE

GMK 6250
Carrier Hydraulic System

General description:

The hydraulic system is of open circuit design with one three section combination
pump driven from the engine rear auxiliary drive on Mercedes and from a live
transmission PTO on Cummins powered units. One single pump is driven from the
transfer case by movement of the drive train. The pumps supply oil to steering,
suspension/outrigger and fan drive for engine water-cooling. A single 200 litre
hydraulic reservoir is used. It is vented to atmosphere via a breather and has two
integrated return line filters. A filter by-pass-warning switch is installed to give an in
cab warning of excessive contamination. An electric fan driven, air blast cooler,
which is controlled via a reservoir temperature sensor, cools the hydraulic oil. The
reservoir is fitted with oil drain points and circuit isolation valves for maintenance
work to be carried out without draining the oil if desired.

Hydraulic pumps:

On Mercedes applications, the three-section combination pump is made up of two

swashplate axial piston pumps with pressure and flow control (DFR) and one gear
pump with load-sensing control (LS). Cummins powered units use a pump
combination of three axial piston pumps, all with DFR control. The individual pumps
are identified as P1, P2 & P3; P1 being the closest to the engine drive.

The single (transfer case driven) swashplate axial piston pump with pressure and flow
control (DFR) is used for emergency steering backup should the engine driven pumps
fail. This pump is identified as P4.

Circuit distribution P1: P1 is dedicated to the steering circuit (1) during highway
operation. It has a fixed flow rating of 38 LPM and a pressure setting of 150 bar. The
flow rating is achieved by using a 4.5-mm orifice in the steering circuit delivery line
and the downstream (LS) load- sensing line to control the delivery via port X on the
pump. A steering circuit relief valve (150bar) controls the pressure. When the
outrigger/suspension or all wheel steering functions are selected a diverter solenoid
valve (=47-Y9) routes the pump delivery to the selected function with a new flow
rating of 55 LPM and a pump pressure cut-off setting of 280 bar. An additional
pressure control valve (150 bar) is connected into the load sense line of P1. It is only
selected by solenoid valve (=47-Y11) when the all wheel steering is operational. The
higher flow rating is achieved by using a 5.5-mm orifice located in the
outrigger/suspension/all wheel steering delivery line and the (LS) load-sensing line to
control the pump delivery. Load-sense pressure can be checked at port X on the pump
via measuring point (M1).

The diverter valve contains both flow control orifices, the (LS) load sense shuttle
valve and a 300 bar relief valve, which gives additional safety pressure protection.
This valve block is mounted on a sub-plate and can be found adjacent to the left side
of the transfer case. Solenoid valve =47-Y9 and the 150 bar all wheel steering relief
valve with the selection solenoid = 47-Y11 are also located on the sub-plate.

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Additionally, a pressure measuring point (M4) can be found on the valve block. This
pressure measuring point can be used to check the pressure for any P1 circuit, as it is
located upstream of the diverter solenoid valve.

P2: Pump P2 is dedicated to the steering circuit (2) at all times. It has a fixed flow
rating of 38 LPM and a pressure setting of 150 bar. The flow rating is achieved by
using a 4.5-mm orifice located directly in the pump delivery line and a downstream
(LS) load-sense line to control delivery via port X on the pump. Load-sense pressure
can be checked at port X on the pump via measuring point (M2). A steering circuit
relief valve controls the maximum working pressure. For safety, the pump pressure
cut-off valve is set to 165 bar.

P3: Mercedes. Pump P3 is dedicated to drive the single engine water-cooling fan. It
has a maximum flow rating of 45 LPM and a pressure setting of 190 bar. The flow
rating is variable subject to engine rpm. As this is a gear pump, load-sensing and
integrated relief valves are mounted directly on the pump. The load-sense valve is
controlled by a water temperature thermostatic valve. When the engine is cold the
valve is open to tank and there is no (LS) load-sense pressure, this allows the valve to
shift and deliver all the oil back to tank via the (EF) excess flow port, by-passing the
fan motor. When the temperature rises to 80/900 centigrade the thermostatic valve
closes. Subsequently, the valve is shifted by load-sense pressure and oil is now
delivered to drive the fan motor via port P. In an emergency, it is possible to override
the thermostatic valve by closing the manual gate valve located upstream of the
thermostat.

P3: Cummins. Pump P3 is dedicated to drive the double engine water cooling fans.
With a cold engine, the pump will be at standby pressure (14 bar) as the load-sense
line is open to tank via the water temperature thermostatic valve. System pressure is
supplied to the load-sense line via a 0.6-mm orifice installed upstream of the fan
motors. When the temperature rises to 80/900 centigrade the thermostat will close.
Subsequently, the load-sense pressure will bring the pump to its maximum
displacement (65 litres) proportional to engine RPM. Operating pressure is controlled
by the pump pressure cut-off @ 165 bar. Additional pressure protection is given by a
thermostat integrated relief valve @ 210 bar (not externally adjustable). In an
emergency, it is possible to override the thermostatic valve by closing the manual gate
valve located upstream of the thermostat. Load-sense pressure can be checked at port
X on the pump via measuring port (M3).

P4: Pump P4 is dedicated as steering backup to circuit 1, should for example, the
engine or pump drive to the triple pumps fail. In such an emergency pump P4 would
automatically provide oil to circuit 1 to enable steering capability while the vehicle is
brought to rest. The pump has a fixed flow rating of 38 LPM and a pressure setting of
150 bar. The flow rating is achieved by using a 4.5-mm orifice located directly in a
pump mounted port block delivery line, and a downstream (LS) load sense line to
control delivery via port X on the pump. Load sense pressure can be checked at port
X on the pump via measuring point (M4). A steering circuit relief valve controls the
maximum working pressure. For additional safety, the pump pressure cut-off is set to
165 bar.

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Carrier Hydraulics:

Variable displacement pumps A10VO45DFR1/45DFR1

Two, axial-piston, swashplate design A10V0

DFR pumps for open loop circuits are
installed in combination with a gear pump
(Mercedes). A Cummins application uses a
triple A10V0 DFR combination. The transfer
case drives a single A10V0 DFR pump for
steering emergency/backup in both
applications.

Flow is proportional to drive speed and

displacement.
By adjusting the swashplate it is possible to
smoothly vary the flow.
DFR: D = pressure, F = flow, R = regulation. Variable displacement double pump
The second A10V0 also has through drive to A10VO…DFR1 + A10VO…DFR1
carry a third axial piston/gear pump (P3 not
shown). Nominal pressure 280 bar

Crane hydraulic designation: P1/P2/P3/P4

Circuit distribution:

P1: Steering/suspension/outriggers.

P2: Steering.

P3: Water-cooling /charge cooling fan drive.

P4: Steering emergency/backup

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Carrier Hydraulics:

Steering Circuit

Emergency
Backup pump

The illustration shows three A10 DFR pumps in a steering application.

The main advantages of this technology:

• The pumps deliver the required flow regardless of engine speed.

• Energy efficient.

• Compact size.

• Can be driven from engine/transmission auxiliary drive.

• Weight reduction.

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A10V0 Control Principle:

Steering application

NOTE:
You should not normally
need to make adjustments
to the pump settings
Adjustment for
Pressure control

Adjustment for
Differential pressure
To system

Flow control
Orifice

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Hydraulic pump locations:

Mercedes combination pump installation:

Located above Allison transmission

Load sense valve

Driven from
Mercedes
Auxiliary drive

M1 M2

Cummins combination pump installation:

Located above Allison transmission

Driven from
PTO on Allison
transmission

M3

M2 M1

Steering emergency backup pump:

Installed in front of transfer case

Ground driven by
movement of
carrier

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Valve locations:

View of cooling water thermostat View of cooling fan motor

This valve controls the load-sense pressure to pump

P3.
Pump P3 Load-
sense pressure test
It is installed in the water supply line from the cylinder
head to the radiator. point

In case of failure, it is possible to override the

thermostat by closing the small gate valve upstream of
the thermostat.

View of sub-plate valves, adjacent to transfer case Component applications

Steering flow Steering flow Steering flow indicator switch for P1/ P2.
indicator indicator This gives a visual indication of loss of pump
switch for P2 switch for P1 flow via warning lights in the operator’s cab.
Should flow cease the switch makes a ground
connection for the respective warning lights.
150 bar
relief Steering emergency standby valve.
This valve has a spring bias to route the
emergency pump P4 to the steering.
Operation of P1 holds the valve open to route
oil to the steering and diverts P4 to the tank.
Steering emergency
standby valve 150 bar relief. Load sense line for P1
47-Y11
This limits the working pressure to the all
wheel steering.
M4
47-Y11.
This solenoid selects the 150 bar relief valve.

300 bar relief.

This valve gives additional system safety.

300 bar relief 47-Y9

47-Y9 Diverts P1 to outrigger & suspension.

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View of all wheel steering solenoid sub-plate Component applications

Horizontal location on the left side between axles 4 & 5
47-Y2. Direction control, steer axles 5
& 6 on left lock.
47-Y21
47-Y3. Direction control, steer axles 5
& 6 on right lock.
47-Y22
47-Y4. Slow motion for lock-unlock
function.
20 bar relief
47-Y21 - 47-Y32. When de-energised
47-Y31 they allow axles 5 & 6 to steer with oil
supplied from the front axle group.
When energised they separate axles 5 &
47-Y32 6 from the front axle group and allow
oil from the direction control valves
access to the cylinders for all wheel
47-Y4 steering.

20 bar relief. These hold backpressure

47-Y3 47-Y2 in axles 5 & 6 steer cylinders to reduce
rear steering reaction on highway

Behind solenoid valve 47-Y3 is a 150 bar relief valve. The valve is of cartridge
type and is located in the port block; it provides circuit protection for axles 5 & 6.

View of all wheel steering solenoid sub-plate Component applications

Vertical location on the left side between axles 4 & 5
47-Y5. Proportional control of axle 3
on left lock.
47-Y10
47-Y6. Proportional control of axle 3
on right lock.

47-Y7. Proportional control of axle 4

on left lock.
47-Y6
47-Y5 47-Y8. Proportional control of axle 4
on right lock.

47-Y10. De-energised it blocks oil

delivery to the independent rear
steering. Energised it allows oil
delivery to the all wheel steering
47-Y7
47-Y8

Behind the solenoid valve stack on the left side are two relief valves. The relief
valves are cartridge type and are located in the solenoid valve port block. The
higher valve is for system safety and is set to 180 bar. The lower valve is set to 130
bar and functions as a sequence valve, giving operating priority to axles 3 & 4.

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View of suspension valve arrangement on axles 1 – 4. This Component applications

arrangement is applicable to each suspension group and can
be located on the chassis between each pair of wheels The suspension levelling
control solenoids are operated
by the electronic suspension
control module in the
operators cab.

Each suspension group has its

own valve arrangement,
giving six valve groups in
total.

The axle blocking valves are

fail safe and are released by
air pressure. When engaged,
Axle blocking
the blocking valves prevent oil
valve
Suspension flow to the accumulators.
levelling control
solenoid valve NOTE: The centre suspension
group has larger accumulators.

View of suspension valve arrangement on axles 5 & 6. Component applications

This arrangement is only applicable to the rear suspension
groups and can be located between each pair of wheels Both rear suspension groups
have an additional
accumulator.
Highway accumulator
The highway accumulator is
Low range operational during normal
accumulator highway travelling conditions.

Axle blocking When low range is selected in

valve the transfer case the low range
accumulator solenoid valve is
energised. This allows
increased suspension volume
for uneven ground conditions.
Additionally, the suspension
levelling solenoid valves are
energised on the centre
suspension groups. This
allows axles 3 – 6 to interact
Low range and further enhances the
accumulator Suspension levelling distribution of axle loads.
solenoid Solenoid

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View of typical outrigger direction control valve installation

See outrigger section for specific locations

Quick release connections

for outrigger beam
removal

75 bar relief
valve for beam
extend line

View of carrier electric air blast fan for cooling The cooling fan is controlled by a
carrier hydraulic oil thermostatic switch -S43, which is
located directly in the hydraulic
tank

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