1. Wheel Assemblies
2. Cutter Assembly
3. Powerpack Assembly
4. Controls and Instruments
5. Hydraulic Oil Tank
6. Fuel Tank
7. Water Tank
8. Elevation Sensors
9. Cross Slope Sensor (Pendulum Assembly)
Wheel Assemblies
Each wheel assembly consists of a hydraulic motor and guard, a TORQUE-HUB gear reducer, a wheel, a wheel mounting yoke, a hydraulic cylinder and a leg cap. The right rear wheel assembly also has a hydraulic disc brake and the left front assembly has a motor speed indicator.
The wheel drive pump powers all four of the wheel motors, which turn the 44.2 to 1 gear reducers. The case of each gear reducer rotates, causing the wheel bolted to it to also rotate.
NOTE: THE TORQUE-HUBS CAN BE DISENGAGED SO THAT THE MACHINE CAN BE TOWED SHORT DISTANCES WITHOUT DISCONNECTING HYDRAULIC HOSES. SEE PAGE 3-32.
The wheel mounting yokes fit inside the leg barrels, which are part of the mainframe. The hydraulic cylinders (elevation cylinders) fit inside the mounting yokes and connect to the mounting yokes and leg caps. The mounting yoke is free to rotate inside the leg barrel, thus allowing the attached wheel to turn. The yoke is also free to slide up and down inside the leg barrel, allowing the elevation cylinder to move the leg barrel up or down to adjust the elevation of the mainframe and cutter.
The hydraulic disc brake mounted in the right rear wheel assembly is actuated whenever the hydraulic pressure drops below 700 psi. The brake is intended for use as a parking brake or emergency brake only, since the primary braking is provided by the wheel drive hydrostatic transmission.
The motor speed indicator in the left front wheel assembly has a magnetic pickup that is actuated by a gear driven at motor shaft speed. The indicator supplies the input to the F.P.M. gauge.
Cutter Assembly
The cutter is a cylinder with replaceable bits mounted on auger-type flighting that wraps around the cylinder. The bits break the material loose and the flighting causes the loose material to move into position for discharge out the rear of the moldboard. Different types of bits are available for use under different conditions. See page 3-27 for types of bits.
The cutter flighting bolts to the cutter cylinder (drum) in sections. If a bit holder or a section of flighting is damaged, the affected section of flighting can be quickly unbolted and replaced.
Power for the cutter is provided by a variable displacement hydraulic pump mounted on the pump drive gearbox. The pump drives a fixed displacement hydraulic motor mounted at the end of the cutter and the motor turns a reduction gearbox that turns the cutter through a chain drive. A flywheel, installed between the cutter motor and the gearbox, absorbs the peak loads that would otherwise be passed on to the cutter hydraulic drive system. This reduces wear and damage to the hydraulic system components.
Shields fitted around the cutter contain the dust and loose material created by the cutting operation and a water spray system washes the dust from the air inside the envelope formed by the shields.
A floating moldboard prevents material loosened by the cutter from moving back under the machine except at the discharge opening in the moldboard. The moldboard cutting edge sections are replaceable.
A motor speed indicator mounted on the cutter motor has a magnetic pickup that is actuated by a gear driven at motor shaft speed. The indicator supplies the input to the R.P.M. gauge.
To aid in servicing the cutter, two doors in the upper cutter housing are opened and closed with hydraulic cylinders. Jog switches mounted at the ends of the cutter activate the emergency hydraulic power to turn the cutter and thereby provide access to all the cutter bits.
NOTE: NEVER OPEN THE CUTTER DOORS WITH THE ENGINE RUNNING OR WITH THE WHEELS TURNED. IF THE JOG SWITCH WILL NOT TURN THE CUTTER, SEE PAGE 4-46.
Powerpack Assembly
The powerpack assembly consists of the engine, the pump drive gearbox and the hydraulic pumps.
Power for the machine is supplied by a diesel engine coupled to a pump drive gearbox that drives three hydraulic pumps. The auxiliary pump provides hydraulic oil at a constant pressure to the hydraulic cylinders used for steering and elevation adjustment. The wheel drive pump and the cutter drive pump drive the wheel motors and the cutter motor, respectively.
The engine is protected against dust and other foreign material by a dry-type induction air cleaner which has a dust collector cap and a main filter element. The dust collector cap protects the inlet against rain, snow and large foreign material such as straw, twigs and leaves.
Any particles not removed by the cap are trapped by the main filter element. A service indicator shows when the element requires servicing.
NOTE: NEVER OPERATE THE ENGINE WITHOUT THE ELEMENT IN PLACE IN THE AIR CLEANER.
An automatic shutdown system is installed on the engine to protect it against extensive damage from a malfunction in the cooling or lubrication system. The engine will automatically shut down anytime one of the following occurs:
- 1. Low oil pressure.
- 2. High coolant temperature.
- 3. Low cooling system pressure.
- 4. High hydraulic oil temperature.
- 2. High coolant temperature.
Shutdown because of low pressure in the cooling system is necessary because the coolant temperature sensor must be in contact with the coolant in order to shut the engine down. It would, therefore, be possible to lose all the coolant due to a blown hose and not have the engine automatically shut down if just a coolant temperature sensor were installed. A burst hose will relieve all the pressure in the cooling system and the pressure sensor will then shut the engine down.
Automatic shutdown will not occur if overheating is caused by an extremely low coolant level with the cooling system still pressurized, normally only the result of poor maintenance. The temperature sensor will not shut the engine down because it will not be in contact with the coolant, and the pressure sensor will not be activated because the pressure will be as high or higher than normal. Even with an automatic shutdown system, it is very important to check the coolant level regularly.
NOTE: A TEMPERATURE SENSOR INSTALLED IN THE CUTTER DRIVE PUMP CASE DRAIN SYSTEM WILL AUTOMATICALLY SHUT THE ENGINE DOWN ANYTIME THE HYDRAULIC OIL REACHES 220-225°F.
Controls And Instruments
The controls and instruments for machine operation are located in front of and to the right of the operator. See Section 2 for detailed descriptions of the controls and instruments.
Hydraulic Oil Tank
The 40 gallon hydraulic oil tank is located just behind the right front leg barrel. In the upper forward portion of the tank is a 17 gallon replenishing tank that stores hydraulic oil until it is needed to replenish the hydraulic oil tank level. The hydraulic oil is transferred from the replenishing tank to the main tank by using the replenishing hand pump that is mounted on the main tank. When the hydraulic oil is pumped to the main tank, it passes through a 10 micron filter to ensure that the oil is clean before entering the system.
A breather filter, mounted on the side of the tank, filters all air that is drawn into the hydraulic oil tank when the tank "breathes" because of atmospheric and/or system temperature changes.
Fuel Tank
The fuel tank stores 120 gallons of diesel fuel for use by the diesel engine. A sight gauge on the front of the tank shows the fuel level. A manual shutoff valve is located at the bottom of the tank in the fuel supply line and a fuel return line discharges excess fuel from the engine into the bottom of the tank.
Water Tank And System
The water system consists of a 400 gallon water tank, a pump, a hydraulic motor, and two spray bars with a total of eighteen spray nozzles. The system controls the dust created during cutting operations by spraying water inside the envelope formed by the cutter shields.
The water pump is driven by a hydraulic pump powered by auxiliary hydraulic system pressure.
A filter ensures that water flowing to the spray nozzles is free of any material that might plug the nozzles. A pressure gauge is mounted on each side of the filter to show the pump discharge pressure and the pressure downstream of the filter. The gauges provide a continuous indication of whether the pump is operating properly and whether the filter is getting plugged up (see page 3-24).
A ball valve directs the output of the pump either to the spray bars or to a hose and spray gun used for machine cleanup. The pump supplies a maximum of 800 psi which is available at the spray gun port. The pressure for the spray bars is reduced to 60 psi.
Elevation Sensors
The elevation sensors consist of a patented hydraulic valve and a feeler rod assembly. Any change of machine elevation in relation to the reference rod or stringline will cause the feeler rod to rotate the shaft in the hydraulic valve. The rotation of the valve shaft opens a valve port which allows the pressurized hydraulic oil to flow to the end of the hydraulic cylinder that will bring the machine back into proper relation with the stringline or reference rod. As the machine moves back to its proper position, the feeler rod rotates in the opposite direction, closing the valve port and stopping the movement of the hydraulic cylinder.
When the sensor is in the null position (the hydraulic signals at C1 and C2 are equal) the feeler rod should be 90° to the valve body centerline.
NOTE: THE ARROW ON THE END OF THE VALVE SHAFT MUST POINT UP WHEN THE FEELER ROD IS IN THE NULL POSITION FOR THE SYSTEM TO PERFORM PROPERLY.
Cross Slope Sensor
The cross slope sensor (pendulum assembly) is a pendulum-type hydraulic sensor that senses any change in machine cross slope from that entered in the system. If the cross slope sensor detects a change in the machine cross slope, the sensor directs hydraulic fluid to the appropriate end of the right side elevation cylinders to bring the machine back to the correct cross slope. The damping adjustment on the cross slope sensor can be set to meet individual needs, but "3" is generally satisfactory. The hydraulic oil temperature should be in the normal operating range before attempting to set the damping adjustment. Cold hydraulic oil will naturally slow the response of the sensor.
NOTE: THE PENDULUM ASSEMBLY IS A PRECISION INSTRUMENT THAT IS ACCURATELY CALIBRATED AT THE FACTORY. DO NOT ADJUST OR CHANGE THE POSITION OF THE POINTER, THE ADJUSTMENT GUIDE BLOCK, THE ADJUSTMENT SHAFT BEARINGS OR THE BELT THAT EXTENDS FROM THE ADJUSTMENT SHAFT TO THE SLOPE INDIAVSOR. IF NECESSARY ADJUST BELT TENSION BY MOVING THE INDIAVSOR SUPPORT BRACKET. DO NOT MOVE THE ADJUSTMENT SHAFT BEARINGS. SEE PAGE 3-29.
The central lubrication system periodically pumps grease through the cutter bearings to lubricate the bearings and flush any foreign material out of them.
An electric timer, located inside the central lubrication j-box, activates a solenoid valve at selected time intervals. When the solenoid valve is activated, hydraulic oil flows from the auxiliary hydraulic system, through a pressure reducing valve, through the solenoid valve, to the pump. The hydraulic oil, which has been reduced to 130-140 psi by the pressure reducing valve, activates the pump to transfer grease from the reservoir to the injectors. Each injector then dispenses a measured amount of grease to the bearing serviced by it. Low lubricant level in the reservoir is signalled by a warning light on the J-box and a warning light on the control panel.
The lubricating cycle of the system is set for once every 60 minutes, but can be changed to once every 30 minutes or every 10 minutes by setting the timer. THE RECOMMENDED SETTING IS 60 MINUTES. The system will also dispense grease each time the ignition switch is turned on. If the timer fails or lubrication is desired between normal cycles, grease can be pumped to the bearings by activating the "Manual" switch on the J-box. If the pump fails, bearings can be greased individually by attaching a hand operated grease gun to the fitting on each injector.
The "Test" switch on the J-box is used to check for proper system operation. The switch speeds up the timer so that a 60 minute cycle is completed in about one minute. THE TEST SWITCH MUST BE HELD ON FOR AT LEAST TWO MINUTES OR UNTIL THE PUMP AND INJECTORS OPERATE TO CHECK THE SYSTEM. If the pump and injectors do not operate in that time, but will operate when the "Manual" switch is activated, there is an electrical problem in the system.
NOTE: FIELD REPAIR OF THE J-BOX IS NOT RECOMMENDED.