Gradall XL3200 XL3300 32004004 Owner's Manual

Technical Manual
Part Number 32004004
XL3200 - XL3300
S/N 0321100 thru 0321334,
0320539 thru 0320541,
0210017433 thru 0210018072
& 3200000542 & After
S/N 0339301 thru 0335343,
0330639 thru 0330665,
0210017446 thru 0210018092,
& 3300000666 & After
Original Issue
May 6th, 2011
XL 3200
Electrical
System Manual
Introduction
‰ This manual provides color diagrams of specific
circuits. Always have the electrical schematic
available while troubleshooting for additional detail
‰ The machine uses a 12V system.
‰ When making any weld repairs, battery leads and any
processors must be disconnected to prevent damage.
‰ A digital volt/ohm meter is recommended for accurate
testing of circuits.
‰ Weather resistant connectors are used throughout the
electrical system. Use of special terminal removal
tools and crimping tools is required for connector
repair and replacement.
‰ Wire designations are provided on the wiring to assist
troubleshooting.
POWER SUPPIES
FROM POWER BOX
START CIRCUIT
SWING CIRCUIT
TILT CIRCUIT
TRAVEL CIRCUIT
PILOT CIRCUIT
THROTTLE SPEED
AUTO IDLE
HOSIT PRIORITY
CIRCUIT
XL 3300
Electrical
System Manual
Introduction
‰ This manual provides color diagrams of specific
circuits. Always have the electrical schematic
available while troubleshooting for additional detail
‰ The machine uses a 12V system.
‰ When making any weld repairs, battery leads and any
processors must be disconnected to prevent damage.
‰ A digital volt/ohm meter is recommended for accurate
testing of circuits.
‰ Weather resistant connectors are used throughout the
electrical system. Use of special terminal removal
tools and crimping tools is required for connector
repair and replacement.
‰ Wire designations are provided on the wiring to assist
troubleshooting.
BB-3 CONTROL PANEL
BB-3 Control panel made by Rexroth is used for communication with the MC7
microcontroller (Gradall P/N 8036-3119).
The BB-3 connects to the microcontroller through a cable that attaches to the
microcontroller harness connector located in the right console in the operator’s
cab.
Power to the BB-3 is supplied with the key in the ignition position.
The Factory uses the BB-3 control panel to set parameters.
Calibrates engine speed dial and travel pedal for proper machine operation.
The BB-3 is also a diagnostic aid for troubleshooting for the field.
The BB-3 can set values for functions such as the low idle setting, high idle
setting, auto idle delay time and idle to throttle set point ramp time.
BB-3 DISPLAY
4 LINES X 16 CHARACTERS
7
8
9
MENU
4
5
6
TEACH
1
2
3
PROC
0
.
F1
CLEAR
ENTER
F2
BB-3 KEYPAD
ALT
SWITCH-ON PROCESS
SELECTION MENU
Calibrates several components related to engine and vehicle speed.
Gives error messages in response to specific causes.
Shows status of the monitored process parameters of MC7.
Allows calibrated values to be saved in the MC7.
F1
F2
PROC
TEACH
F1 Config/Cal
F1
Calibrates engine speed dial, travel pedal, low idle and maximum engine speed..
Set the delay and ramp time for auto idle function when it is enabled.
Calibrates engine low idle speed.
F1 Config/Cal
1
Calibrates engine speed dial with engine running.
Calibrates travel pedal with engine running.
Calibrates engine low idle speed with engine running.
Calibrates engine high idle speed with engine running.
TURN SPEED DIAL TO
MINIMUM POSITION.
TURN SPEED DIAL TO
MAXIMUM POSITION.
ENTER
ENTER
1
PEDAL NOT
DEPRESSED
DEPRESS TRAVEL PEDAL
TO MAXIMUM POSITION.
2
ENTER
ENTER
F1 Config/Cal
SET ENGINE SPEED TO 850 RPM ON MONITOR INSIDE CAB.
*May not read same on BB-3 display.
3
ENTER
SET ENGINE SPEED TO 2350 RPM ON MONITOR INSIDE CAB.
*May not read same on BB-3 display.
4
ENTER
F1 Config/Cal
The machine model will be XL3300
Takes engine controller curve.
THE MACHINE MODEL WILL BE XL3300.
5
ENTER
6
LOW IDLE RPM MUST READ THE
SAME AS LOW IDLE CALIBRATION
THEN PRESS ENTER.
ENTER
*Calibration must show on display.
CALIBRATION NOW COMPLETE.
ENTER TEACH
1
ENTER
2
F1 Config/Cal
Delay time to idle when auto idle enabled.
Ramp up time from idle.
DEFAULT IS 7 SECONDS.
1
2
*12v battery input from the auto idle switch through the 3
pressure switches to the MC7 on wire IDLE SGN3 at MC7
connector pin 39 for 7 seconds will idle engine.
DEFAULT IS 0 SECONDS.
*Time to bring engine speed up to throttle set point.
3
F1 Config/Cal
Normal or test mode.
Constant test output value.
SELECTION OF NORMAL OPERATION OR CONSTANT TEST OUTPUT.
1
2
*Allows testing of functions without saving values.
CONSTANT TEST OUTPUT VALUE.
*Default is a value of 71.
F2 Diagnostic
Displays active faults.
Displays saved faults.
F2
Delete faults from memory.
1
Shows active errors. See reference chart on next page for error messages and remedies.
2
Shows saved errors. See reference chart on next page for error messages and remedies.
ENTER
Deletes any faults stored in memory.
MENU
Returns back to F2 display.
3
Error message chart
Error Message
Save Cause
MC7 Calibration
yes
Low Voltage
Main Pump
yes
yes
Swing Pump
yes
Temperature In
Reverse In
Travel Pedal
yes
yes
yes
Speed Dial
yes
MC7 Defect
yes
Low Engine Speed no
High Engine Speed yes
Travel Speed
yes
Creeper Switch
T. Alarm Disable
Travel Alarm
yes
yes
yes
Power Boost In
Power Boost Out
yes
yes
Remedy
MC7 was not pre-calibrated at
Change MC7
Brueninghaus Hydromatik
Battery voltage below 11V
Check alternator
Main pump solenoid open or shorted to Check main pump solenoid and wiring
ground
Swing pump solenoid open or shorted Check swing pump solenoid and
to ground
wiring
Temperature switch input is dirty
Clean Switch and MC7 contacts
Reverse switch input is dirty
Clean Switch and MC7 contacts
Travel pedal potentiometer wiper or
Check travel pedal and wiring
supply short to ground
Speed dial potentiometer wiper or
Check speed dial and wiring
supply short to ground
Internal MC7 fault
Change MC7
Engine rpm too low; sensor signal
Check diesel engine, speed sensor
open or short circuit
and wiring
Diesel engine may be damaged
Check high idle stop on injection
pump
Travel speed solenoid open or shorted Check Travel speed solenoid and
to ground
wiring
Creeper switch input is dirty
Clean Switch and MC7 contacts
Travel alarm disable switch is dirty
Clean Switch and MC7 contacts
Travel alarm output has short to
Check wiring
battery
Power boost input switch is dirty
Clean Switch and MC7 contacts
Power boost output has short to
Check wiring
battery
PROC Status (Set 1)
PROC
Status
Unit
NOTE: Display can show two monitored functions.
Description
%
Potentiometer signal from operators cab speed dial to the MC7.
%
Control signal to the engine controller.
rpm Below this speed current to pump will increase.
rpm Actual measured diesel engine speed.
VARIABLE INPUT (.25V to 4.75V) FROM SPEED DIAL TO MC7
ON THTL POT SGN WIRE AT PIN 45 IN MC7 CONNECTOR.
*Display will show from 0% to 100% when calibrated properly.
1
*Engine speed affects pump output.
VARIABLE OUTPUT FROM MC7 TO ENGINE CONTROLLER
ON WIRE ENG THTL SGN AT PIN 34 IN MC7 CONNECTOR.
2
*Display will show from 0% to 100% when calibrated properly.
PROC Status (Set 1)
WHEN THE ENGINE SPEED DROPS TO 2100 RPM, THE MC7
INCREASES THE CURRENT TO THE PUMP TO REDUCE THE
HORSEPOWER.
*Maximum horsepower available above 2100 rpm.
3
*Minimum horsepower available at 1700 rpm and varies in
between.
*Reduces speed of hydraulic functions.
4
VARIABLE INPUT FROM ENGINE CONTROLLER TACHOMTER
SIGNAL TO MC7 ON WIRE TAC SND AT PIN 52 IN MC7
CONNECTOR.
*Should read same engine speed as electronic monitor in the
operator’s cab.
PROC Status (Set 1)
Status
Unit
Description
%
Signal to the main pump.
%
Actual measured pump signal.
Enables the automatic low idle function.
BASED ON THROTTLE SIGNAL TO ENGINE ECU AND
TACHOMETER READING FROM ENGINE ECU.
5
*At high idle engine rpm, will see 0%.
* As engine RPM drops, current to the pump will increase and
at 1700 RPM, will be at 100%.
*When demand falls, actual will follow.
VARIABLE OUTPUT FROM MC7 TO PUMP SOLENOID ON
PUMP CNTRL WIRE AT MC7 CONNECTOR PIN 29.
6
*Signal percentage will drop as engine speed increases from
1700 rpm to maximum engine speed.
*Will read higher than demand percentage.
PROC Status (Set 1)
12V BATTERY INPUT FROM AUTO IDLE SWITCH THROUGH
LOAD SENSE PRESSURE SWITCH TO MC7 ON WIRE IDLE
SGN 3 AT MC7 CONNECTOR PIN 39.
7
*Auto idle switch signal and 12v battery signal to MC7 for 12
seconds will idle the engine.
*Auto idle switch open will disable auto idle signal.
*If switched input has 0V, engine will go to throttle set point
(speed dial).
*If switched input has 12 V, engine goes to idle.
*Has adjustable ramp time parameter when auto idle switch
goes to 0V. This parameter ramps engine speed from idle to
throttle set point.
Return to first four of set.
ALT
Next PROC Status set.
ALT
Previous PROC Status set.
MENU
Return to previous menu.
PROC Status (Set 2)
Status
Unit
Description
Rpm Below this engine speed, swing current is reduced
Control pressure, shows when hoist is used.
Control pressure, shows when boom is used.
Signal going to swing pump.
1
2
NOT APPLICABLE TO XL3300
NOT APPLICABLE TO XL3300
PROC Status (Set 2)
3
4
NOT APPLICABLE TO XL3300
NOT APPLICABLE TO XL3300
PROC Status (Set 2)
Status
Unit
%
5
Description
Actual measured swing pump signal.
NOT APPLICABLE TO XL3300
PROC Status (Set 3)
Status
Unit
Description
Switch signal from the temperature switch.
Shows whether the temperature mode is active or not.
Switch activates temporary boost function.
Power boost function output signal.
NOT ACTIVE ON XL3300
1
NOT ACTIVE ON XL3300
2
PROC Status (Set 3)
12 V BATTERY INPUT FROM LEFT JOYSTICK BOOST SWITCH
TO MC7 ON PWR BOOST WIRE AT PIN 51 IN MC7
CONNECTOR.
3
4
*The output on pin 32 will only be active 10 seconds when
depressing the left joystick boost switch.
12 V BATTERY OUTPUT FROM MC7 TO PRESS BOOST
RELAY ON WIRE BOOST SGN AT PIN 32 IN MC7
CONNECTOR.
*When receiving FWD/REV signal from travel pedal, there will
be an output on pin 32.
PROC Status (Set 3)
Status
Unit
Description
Travel alarm disable switch(off=continuous alarm, on=temporary alarm).
%
Output signal to travel alarm.
12V BATTERY INPUT FROM TRAVEL ALARM SWITCH ON
LEFT ARMPOD TO MC7 ON WIRE TRV ALM MODE AT PIN 50
ON MC7 CONNECTOR.
5
*For continuous (switch open) or temporary (switch closed)
alarm activation.
12V BATTERY OUTPUT FROM MC7 TO TRAVEL ALARM ON
WIRE TRV ALM ON PIN 33IN MC7 CONNECTOR.
6
*If drive input(pin 35) is enabled and travel pedal input(pin 45)
is >0%and travel alarm switch is off, travel alarm output is
high as long as conditions stay the same.
*If drive input (pin 35) is enabled and travel pedal input(pin 45)
is >0%and travel alarm switch is on, travel alarm output is
active for 4 seconds. If pedal goes to 0% and then >0%,
output is triggered for additional 4 seconds.
PROC Status (Set 4)
Status
Unit
Description
Switch in travel pedal enables travelling.
%
Pedal determines the travel speed.
Transmission pressure is available.
%
Output signal to the travel valve.
12V BATTERY INPUT FROM TRAVEL PEDAL (WHEN
DEPRESSED) TO MC7 ON WIRE FWD/REV SGN ON MC7
CONNECTOR PIN 35.
1
*Forward or reverse direction must be selected to send battery
voltage to the travel pedal.
*Switch closes at 10% of pedal travel.
VARIABLE INPUT FROM TRAVEL PEDAL TO MC7 ON WIRE
TRV PDL SGN ON MC7 CONNECTOR PIN 48.
2
*Display will show from 0% to 100% when calibrated properly.
PROC Status (Set 4)
12V BATTERY INPUT FROM TRANSMISSION PRESSURE
SWITCH TO MC7 ON WIRE TRNS PRS ON MC7 CONNECTOR
PIN 38.
3
*Pressure switched powered by park brake switch power
(released position).
*Transmission switch closes with pressure.
VARIABLE OUTPUT FROM MC7 TO TRAVEL SPEED VALVE
ON WIRE TRV SPD ON MC7 CONNECTOR PIN 28.
4
*Only if FWD/REV SGN (pin 35) and transmission pressure
signal (pin38) are active.
*Creeper switch on(active) drops output on TRV SPD wire to
valve down to a maximum of 69%.
*Display will show from 0% to 100% when calibrated properly.
PROC Status (Set 4)
Status
Unit
Description
Shows whether brake release output is active.
Switch limits the travel speed.
State of the reverse switch.
Second gear is enabled.
12V BATTERY OUTPUT FROM MC7 TO POSITION 85 OF AUTO
DIG BRAKE RELAY ON WIRE DIG BRK SGN AT MC7
CONNECTOR PIN 30.
5
*If travel speed output (pin 28) is active and reaches 25%, then
dig brake output(pin 30) will be active until after a travel speed
output level (pin 28) is reached and delay time (2 sec.) for 1st
gear (pin 37 low) or delay time (5 sec.) for 2nd gear (pin 37 high)
has expired.
*If travel speed output (pin28) goes above the 25%setting, the
delay time for either 1st or 2nd gear (Pin37 low or high) will
terminate and cannot be triggered until the 15% level is reached
again. During this time the dig brake output remains active.
6
12V BATTERY INPUT FROM CREEPER SWITCH ON RIGHT
ARMPOD TO MC7 ON CREEPER WIRE AT MC7 CONNECTOR
PIN 49.
*Output on TRV SPD wire to travel valve will be lowered to a
maximum of 69% on display.
PROC Status (Set 4)
12V BATTERY INPUT FROM REVERSE DIRECTION LEVER TO
MC7 ON REV WIRE AT PIN 47 IN MC7 CONNECTOR.
7
*Rev with a signal, Fwd with no signal.
12V BATTERY INPUT FROM GEAR SELECT LEVER TO MC7
ON WIRE 2ND GEAR WIRE AT MC7 CONNECTOR PIN 37.
8
*2nd gear with a signal, 1st gear with no signal.
TEACH Storage
TEACH
Stores calibration settings from Config/Cal.
Factory settings.
Communication from MC7. Not necessary.
Communication to MC7. Not necessary.
SAVES THE CALIBRATION SETTINGS IN F1 CONFIG/CAL.
1
*After calibrating in F1, press TEACH and then 1 to save
parameters. To teach, press ENTER and the display will show
when finished.
REVERTS TO THE FACTORY DEFAULT SETTINGS FOR
CALIBRATIONS.
2
TEACH Storage
NOT NECESSARY ON XL3300
3
NOT NECESSARY ON XL3300
4
MC7 Connector reference chart
PIN #
WIRE
CONFIGURATION
PIN #
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
MC7 PWR
MC7 PWR
MC7 GND
MC7 GND
EMPTY
EMPTY
EMPTY
EMPTY
EMPTY
RS232 GND
EMPTY
TRV PDL GND
EMPTY
EMPTY
EMPTY
EMPTY
TAC GND
EMPTY
EMPTY
EMPTY
TRV PDL PWR
THTL POT GND
EMPTY
EMPTY
EMPTY
EMPTY
EMPTY
TRV SPD
Ignition power
Ignition power
Ground
Ground
Empty
Empty
Empty
Empty
Empty
RS232 ground
Empty
Travel pedal potentiometer ground
Empty
Empty
Empty
Empty
Tachometer ground for engine speed
Empty
Empty
Empty
Travel pedal potentiometer power
Throttle potentiometer ground
Empty
Empty
Empty
Empty
Empty
Travel speed signal to valve
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
WIRE
CONFIGURATION
PUMP CNTRL
Control signal to pump
DIG BRK SGN
Dig brake signal to auto dig brake relay
EMPTY
Empty
BOOST SGN
Boost signal to pressure boost relay
TRV ALM
Travel alarm signal to alarm
ENG THTL SGN
0.25v to 4.75v throttle signal to engine ECU
FOR/REV SGN
Forward/Reverse signal from travel pedal switch
EMPTY
Empty
2ND GEAR
2nd gear gear signal from column switch
TRNS PRS
Transmission Pressure signal from transmission
IDLE SGN 3
Automatic idle up signal from pressure switch x 3
RS232 TXD
RS232 transmit data
EMPTY
Empty
RS232 RXD
RS232 receive data
EMPTY
Empty
THTL POT PWR
Throttle potentiometer power
THTL POT SGN
Throttle potentiometer signal
HF TMP DERATE
Hydraulic fluid over-temp signal (Not used)
REV
Reverse signal from shifter
TRV PDL SGN
Travel pedal potentiometer signal
CREEPER
Creeper mode request signal
TRV ALM MODE
Travel alarm mode request signal
PWR BOOST REQ
Power boost request signal
TAC SND
Tachometer signal for engine speed
EMPTY
Empty
EMPTY
Empty
MC7 GND
Ground
Hydraulic System Manual
GRADALL XL 3200 EXCAVATOR
TECHNICAL TRAINING
I., Filtration, Cooling Systems and Reservoir:
The hydraulic reservoir is located on the
right hand side of the machine and
behind the fuel tank.
Return Filter By-pass switch
Low level sender
Temperature sender
Key functions of the hydraulic system reservoir:
• Provides storage for a sufficient volume of cylinders to extend;
reserves a sufficient volume of oil to prevent pump starvation.
• External surfaces permit dissipation of heat from the oil.
Key features of the hydraulic system reservoir:
• Sight gauges and electrical level indicator make it easy to monitor
oil level.
•Internal baffle plates control sloshing of the oil, reducing foaming
and allowing trapped air to escape.
Hydraulic reservoir
(continued)
•Access covers simplify cleaning and removal of normal sediment build-up.
•10 PSI thermal expansion breather vent aids in forcing oil into main pump inlet.
Drain plugs make routine maintenance easier.
Filtration
XL3200 uses three filters to condition and cleanse the hydraulic system oil:
Suction screen ( 100 mesh ): mounted horizontally in the left rear bottom corner
of the reservoir on the inlet of the hydraulic pump.
• Prevents foreign objects from entering pump intake.
• When draining reservoir for routine oil changes, remove and inspect. Replace if
necessary.
Return filter
Suction filter
Breather ( 10 micron )
Remote mounted at right front corner of the machine to the left of the pilot control valve.
• Allows air to escape when reservoir pressure is above 10 PSI and allows air to enter the
reservoir when the pressure is below 0.3 PSI vacuum.
• A pressure release valve is provided below the breather to release air pressure in the reservoir
before servicing hydraulic system.
Reservoir Breather Assembly
Return Filter Assembly
Mounted in the return line on the left hand side of the hydraulic tank.
• Filters oil returning from the valve assemblies and oil cooler.
• A filter head with a 35 PSI valve allows oil to by-pass the filter when the pressure is to high. A
warning is tripped by a electrical switch.
• The return filter cartridge should be changed anytime the high pressure light comes on with the oil
temperature of 100 degrees F.
Cooling
In addition to the three filters, a heat exchanger circuitprovides oil cooling. This heat exchanger
is mounted in front of the radiator, allowing air flow from the engine fan to cool return oil.
Hydraulic oil cooler
Thermal by-pass valve
( R.H. side of cooler )
Filtration, Cooling system and Reservoir schematic:
Engine
The XL 3200 is powered by a turbo-charged,
liquid-cooled, four stroke Deere 4045T diesel engine rated at 114 hp gross at 2200 RPM. The
engine drives single element axle piston pump with charge pump
at a low engine speed of 950 RPM, high idle speed
of 2350 - 2400 RPM.
Main Hydraulic Pump
The hydraulic pump assembly consists of one load sensing axial piston pump and fixed
displacement charge pump.The pump can supply 0-75 GPM at 2400 RPM. The pump oil
supply is available to the mono-block style 6 section valve assembly with 2
auxiliary sections stacked on the end. One being for the swing circuit. And other for the
tilt circuit.
“LS”Load Sense Valve
(Pump Controller)
Main pump Pressure and
Flushing Pressure
Test port “G”
Test port “G” is used for checking Main Pump pressure and Flushing pressure. When checking Main pump
pressure install a 0-10,000 PSI gauge, stall the function which is being checked and note reading.
Flushing pressure is checked using a 0-600 PSI gauge. Note: After engine as been started install the gauge.
With controls in neutral “NO FUNCTIONS MOVING” and engine running at full throttle. (See Final Test
Report for all specifications)
Flushing (Stand-by) circuit:
The Flushing circuit is a circuit that is not adjustable.
It senses the following components in the circuit, those being:
1. Proportional control valve setting of 340 PSI
2. Cooling system return check valves, 43/101 PSI
3. Pilot circuit pressure reducing valve, 500 PSI
The Flushing Pressure reading is also influenced by the make up of the other internal valve components,
restricting the pump oil flow while the attachment control is in the neutral position. The Flushing Pressure
will vary between a reading of 470-570 PSI.
Flushing circuit: control valve in neutral
Load Sensing Valve
The sensing valve is a flow control valve which operates as a function of the load pressure to regulate the pump displacement in order to
match the requirement of the machine. The pump flow is influenced by the external orifice (control block, throttle) fitted between pump
and the service unit, but is not effected by the load pressure throughout the range below the power curve.
The valve compares pressure before and after the orifice maintains the pressure drop across the orifice and therefore the pump flow is
constant.
Note: The LS valve detects the load and controls the pump discharge amount. ( DP = PP-PLS )
The load sense valve has two adjustments:
the horsepower (HP) adjustment and load sense adjustment.
Horsepower control adjustment
Load sense adjustment
Differential adjustment
Load sense, test port “X”
Load sense control valve (Pump Controller)
9.
1. Lock nut
2. Plug
3. Spring
4. Spool
5. Sleeve
6. Piston
7. Sleeve
8. Spring
9. Screw
Load sense valve adjustment
(“Differential Pressure”)
Install a 10,000 PSI in the “G”Port and in the “X” Port.
Start the engine and operate the engine at a speed of
2,350 RPM-2,400 RPM ( Full throttle). Extend the boom out circuit until it is bottomed.
Stall the “BOOM OUT” circuit and observe the readings.
(See next slide) When the “Differential Pressure” is checked in this manner and the
differential pressure is not within the specification, adjust as follows:
1. Loosen lock nut ( 1.) and turn screw ( 9.) to adjust the
differential pressure.
2. Turn the screw to (9.) adjust the differential pressure
as follows:
. To increase the pressure, turn screw CW
. To decrease the pressure, turn screw CCW
LOAD SENSE (continued)
Test port
“X”
Test port
“G”
EXAMPLE: DP (300 PSI) = PP (4400 PSI) - PLS (4100PSI)
“Differential Pressure”
HORSEPOWER CONTROL ADJUSTMENT CONTINUED:
1. Loosen lock nut (17), and if cycle time is to slow, turn
screw (16) CCW: if the engine speed drops, turn the
screw CW.
2. Snug up the lock nut but DO NOT over torque the
lock nut!!
• It is advisable to mark the screw before adjusting.
14
16 (under cap)
17
Pilot System
Pilot pressure is generated at pilot control valve by the pressure reducing valve
located at the inlet of the pilot valve. The pressure reducing valve has a setting
of 480-520 PSI and the system is protected by a safety relief valve with a setting of
650 PSI. The pilot pressure should be checked at full throttle engine speed of
2,350-2,400 RPM.
The pilot valve has a test port located on the left rear corner of the pilot control
valve.
Test gauge connection
XL3300 Pilot Manifold
Crawler
2 speed
solenoid
valve
Pilot cut-off
valve
Swing brake
valve
Tilt circuit
solenoids
Pilot controls continued:
Auxiliary circuit solenoids
Pilot Manifold – Pilot Pressure Reliefs
Pressure Reducing
Valve 500 PSI
Safety Relief
650 PSI
Priority Valve Operation:
Tilt Speed
Valve
Boom/Swing
Priority
Valve
Auto Idle Operation:
Boom Extend
“BEX”
Swing Brake Switch
Control Pattern Quick Change Bulkhead
Connect the hose with the correct “color banded” hose to the coupler
on the panel that matches the desired control arrangement: GRADALL,
SAE OR DEERE
Pilot System Schematic:
Oil from main valve “MP” Port
Main control valve assembly
Main Valve Inlet Section Reliefs
Clipper Relief
Two Stage Main Relief
“Load Sense Relief”
Main Valve Inlet/Outlet Connections
Outlet
Inlet from
Pump
Outlet/Cooler
Main Relief (Load Sense)
“PST” Port Two Stage Main Relief
Valve Operation
Main Relief Valve Adjustment
High Pressure Adjustment:
1. Loosen lock nut (5), check that elbow (6) can move.
2. Loosen lock nut (3), then turn holder (4) to adjust.
Turn the holder to adjust as follows:
• To increase pressure, turn CLOCKWISE
• To decrease pressure, turn COUNTER CLOCKWISE.
Note: When the high pressure end is adjusted the
low pressure end will also need adjusting.
Continued
Main relief adjustment continued:
Low Pressure Adjustment:
1. Loosen lock nut (5), check that elbow (6) can move.
2. Loosen lock nut (7), then turn holder (8) to adjust.
Turn the holder to adjust as follows:
• To increase pressure, turn CLOCKWISE.
• To decrease pressure, turn COUNTER CLOCKWISE
Note: Tighten jam nuts upon completion.
CONTROL VALVE “NEUTRAL” POSITION
VALVE SECTION: Spool shifted to “A” Port
VALVE SECTION : Spool shifted to “B” port
Hoist Circuit Schematic
Anti-drift
Valve
Circuit Relief
Compensator
End Cap Shuttle
Hoist Anti-Drift Valve
Relief Valve
Hoist Anti Drift Valve
Swing Circuit
Two-stage Relief
Valve
Swing brake
(6 disc, 3/3 friction, metal)
“Spring Applied”
Swing Right & Left (shown) Pressure 3,250-3,325 PSI
Swing “Dynamic” Braking
Dynamic braking (Joystick in neutral, while coasting) Right (inside valve)
& Left (outside valve) should read 1,900-2,200 PSI.
Swing Circuit Schematic
Tilt circuit
Spool Stroke Limiter (each side)
Circuit relief 2,050 PSI
(each side)
Tilt Motor and Brake Valve
Tilt Brake valve
Tilt Circuit
Brake release
Valve
Tilt relief (2)
valve setting
2,050 PSI
Tool Cylinder, part number 8000-5087
Cylinder assembly information
Assembly of the piston and rod eye:
• Clean the piston threads on the rod with a Loctite
thread cleaner.
• Coat the entire length of the piston threads on the
rod with the retaining compound as a locker and
sealer.
• Install the piston onto the rod and torque the piston
to the value listed. Use a hydraulic torque wrench
with a 1” square end to torque the piston. Wipe off
any excess retaining compound.
• Coat the rod eye threads with the anti-seize
compound specified on the print. Thread the rod
into the rod.
Cylinder part no.
Piston Torque
( Ft.-Lbs.)
8000-5010, 5096
8000-5012, 5097
8000-5034, 5179
8000-5036, 5099
8000-5086
8000-5087
750
1600
750
600
1600
1600
Center Pin: Top View
Center Pin: Bottom View
Centerpin Bottom View
Motor Drain / Return (Port 5)
Crawler Two-speed (Port 6)
XL 3200 Crawler Frame
Check lubricate with
this plug located at
the 12 o’clock position.
Track cylinder relief
location
XL3300 Hydraulic System
GRADALL
XL 3300 EXCAVATOR
TECHNICAL TRAINING
I., Filtration, Cooling Systems and Reservoir:
The hydraulic reservoir is located on the
right hand side of the machine and
behind the fuel tank.
Key functions of the hydraulic system reservoir:
Provides storage for a sufficient volume of cylinders to
extend; reserves a sufficient of volume of oil to prevent
pump starvation.
External surfaces permit dissipation of heat from the oil.
Return Filter By-pass switch
Low level sender
Temperature sender
Key features of the hydraulic system reservoir:
• Sight gauges and electrical level indicator make it easy to monitor
oil level.
•Internal baffle plates control sloshing of the oil, reducing
foaming and allowing trapped air to escape.
Hydraulic reservoir
(continued)
•Access covers simplify cleaning and removal of normal
sediment build-up.
•10 PSI thermal expansion breather vent aids in forcing
oil into main pump inlet.
•Drain plugs make routine maintenance easier.
Filtration
XL3300 uses three filters to condition and cleanse the
hydraulic system oil:
Suction screen ( 100 mesh ): mounted horizontally in the
left rear bottom corner of the reservoir on the inlet of the hydraulic pump.
• Prevents foreign objects from entering pump intake.
• When draining reservoir for routine oil changes, remove and inspect. Replace if
necessary.
Return filter
Suction filter
Breather ( 10 micron )
Remote mounted at right front corner of the machine to the left of the pilot
control valve.
• Allows air to escape when reservoir pressure is above 10 PSI and allows
air to enter the reservoir when the pressure is below 0.3 PSI vacuum.
• A pressure release is provided below the filter to release air pressure in
the tank before service. Air pressure MUST be released before opening
servicing hydraulic system!
Reservoir Breather
Assembly
Return Filter Assembly
Mounted in the return line on the left hand side of the
hydraulic tank.
• Filters oil returning from the valve assemblies and oil cooler.
• A filter head with a 35 PSI valve allows oil to by-pass the filter when the pressure is to high. A
warning is tripped by a electrical switch.
• The return filter cartridge should be changed anytime the high pressure light comes on with the
oil temperature of 100 degrees F..
Cooling
In addition to the three filters, a heat exchanger circuit provides oil
cooling. This heat exchanger is mounted in front of the radiator, allowing
air flow from the engine fan to cool return oil.
Hydraulic oil cooler
Thermal by-pass valve
( R.H. side of cooler )
Filtration, Cooling system and Reservoir schematic:
Main Hydraulic Pump
The hydraulic pump assembly consists of one load
sensing axial piston pump and fixed displacement
charge pump.The pump can supply 0-75 GPM
at 2400 RPM. The pump oil supply is available to the
mono-block style 6 section valve assembly with 2
auxiliary sections stacked on the end. One for
the swing circuit and other for the tilt circuit.
“LS”Load Sense Valve
Main pump Pressure
and Flushing Pressure
Test port “G”
Test port “G” is used for checking Main Pump pressure and Flushing pressure.
When checking Main pump pressure install a 0-10,000 PSI gauge, stall
the function which is being checked and note reading.
Flushing pressure is checked using a 0-600 PSI gauge. Note: After engine as been
started install the gauge.
With controls in neutral “NO FUNCTIONS MOVING” and engine running at full
throttle. (See Final Test Report for all specifications)
Flushing (Stand-by) circuit:
The Flushing circuit is a circuit that is not adjustable.
It senses the following components in the circuit, those being:
1. Proportional control valve setting of 340 PSI
2. Cooling system return check valves, 43/101 PSI
3. Pilot circuit pressure reducing valve, 500 PSI
The Flushing Pressure reading is also influenced by the
make up of the other internal valve components,
restricting the pump oil flow while the attachment control
is in the neutral position. The Flushing Pressure will vary
between a reading of 470-570 PSI.
Review Flushing circuit: control valve in neutral
The load sense valve has two adjustments:
the horsepower (HP) adjustment and load sense adjustment.
Horsepower control adjustment
Load sense adjustment
Load Sensing Valve
The sensing valve is a flow control valve which operates
as a function of the load pressure to regulate the pump
displacement in order to match the requirement of the
machine. The pump flow is influenced by the external
orifice (control block, throttle) fitted between pump and
the service unit, but is not effected by the load pressure
throughout the range below the power curve.
The valve compares pressure before and after the orifice
maintains the pressure drop across the orifice and therefore
the pump flow is constant.
Note: The LS valve detects the load and controls the pump
discharge amount. ( DP = PP-PLS )
Differential adjustment
Load sense, test port “X”
Pump Controller valve
9.
1. Lock nut
2. Plug
3. Spring
4. Spool
5. Sleeve
6. Piston
7. Sleeve
8. Spring
9. Screw
(under cap)
Load sense valve adjustment
(“Differential Pressure”)
Install a 10,000 PSI in the “G”Port and in the “X” Port.
Start the engine and operate the engine at a speed of
2,350 RPM-2,400 RPM ( Full throttle). Extend the boom out circuit until it is bottomed.
Stall the “BOOM OUT” circuit and observe the readings.
(See next slide) When the “Differential Pressure” is checked in this manner and the
differential pressure is not within the specification, adjust as follows:
1. Loosen lock nut ( 1.) and turn screw ( 9.) to adjust the
differential pressure.
2. Turn the screw to (9.) adjust the differential pressure
as follows:
. To increase the pressure, turn screw CW
. To decrease the pressure, turn screw CCW
LOAD SENSE (continued)
Test port
“X”
Test port
“G”
EXAMPLE: DP (300 PSI) = PP (4400 PSI) - PLS
(4100PSI)
“Differential Pressure”
Horsepower control adjustment:
Wires From
Processor
9. 12 VDC. Solenoid
10. Piston
11. Spring
12. Spring
13. Piston
14. Lever
15.Valve Body
As the load increases, engine speed will drop.
Or if the engine speed remains normal, the working equipment
speed will drop. In such cases, if the pump discharge pressure and LS differential
pressure are normal, adjust the horsepower valve as follows:
HORSEPOWER CONTROL ADJUSTMENT CONTINUED:
1. Loosen lock nut (17), and if cycle time is to slow, turn
screw (16) CCW: if the engine speed drops, turn the
screw CW.
2. Snug up the lock nut but DO NOT over torque the
lock nut!!
• It is advisable to mark the screw before adjusting.
14
16 (under cap)
17
Pilot System
Pilot pressure is generated at pilot control valve by the pressure reducing valve
located at the inlet of the pilot valve. The pressure reducing valve has a setting
of 480-520 PSI and the system is protected by a safety relief valve with a setting of
650 PSI. The pilot pressure should be checked at full throttle engine speed of
2,350-2,400 RPM.
The pilot valve has a test port located on the left rear corner of the pilot control
valve.
Test gauge connection
XL3300 Pilot Manifold
Crawler
2 speed
solenoid
valve
Pilot cut-off
valve
Swing brake
valve
Tilt circuit
solenoids
Pilot controls continued:
Auxiliary circuit solenoids
Pilot Manifold – Pilot Pressure Reliefs
Pressure Reducing
Valve 500 PSI
Safety Relief
650 PSI
Priority Valve Operation:
Tilt Speed
Valve
Boom/Swing
Priority
Valve
Auto Idle Operation:
Boom Extend
“BEX”
Swing Brake Switch
Control Pattern Quick Change Bulkhead
Connect the hose with the correct “color banded” hose to the coupler
on the panel that matches the desired control arrangement: GRADALL,
SAE OR DEERE
Pilot System Schematic:
Oil from main valve “MP” Port
Main control valve assembly
Main Valve Inlet Section Reliefs
Clipper Relief
Two Stage Main Relief
“Load Sense Relief”
Main Valve Inlet/Outlet Connections
Outlet
Inlet from
Pump
Outlet/Cooler
Main Relief (Load Sense)
“PST” Port
Two Stage Main Relief
Valve Operation
Main Relief Valve Adjustment
High Pressure Adjustment:
1. Loosen lock nut (5), check that elbow (6) can move.
2. Loosen lock nut (3), then turn holder (4) to adjust.
Turn the holder to adjust as follows:
• To increase pressure, turn CLOCKWISE
• To decrease pressure, turn COUNTER CLOCKWISE.
Note: When the high pressure end is adjusted the
low pressure end will also need adjusting.
Continued
Main relief adjustment continued:
Low Pressure Adjustment:
1. Loosen lock nut (5), check that elbow (6) can move.
2. Loosen lock nut (7), then turn holder (8) to adjust.
Turn the holder to adjust as follows:
• To increase pressure, turn CLOCKWISE.
• To decrease pressure, turn COUNTER CLOCKWISE
Note: Tighten jam nuts upon completion.
CONTROL VALVE “NEUTRAL” POSITION
VALVE SECTION: Spool shifted to “A” Port
VALVE SECTION : Spool shifted to “B” port
Hoist Circuit Schematic
Anti-drift
Valve
Circuit Relief
Compensator
End Cap Shuttle
Hoist Anti-Drift Valve
Relief Valve
Hoist Anti Drift Valve
Swing Circuit
Two-stage Relief
Valve
Swing brake
(6 disc, 3/3 friction, metal)
“Spring Applied”
Swing Right & Left (shown) Pressure 3,250-3,325 PSI
Swing “Dynamic” Braking
Dynamic braking (Joystick in neutral, while coasting) Right (inside valve)
& Left (outside valve) should read 1,900-2,200 PSI.
Swing Circuit Schematic
Tilt circuit
Spool Stroke Limiter (each side)
Circuit relief 2,050 PSI
(each side)
Tilt Motor and Brake Valve
Tilt Brake valve
Tilt Circuit
Brake release
Valve
Tilt relief (2)
valve setting
2,050 PSI
Tool Cylinder, part number 8000-5087
Cylinder assembly information
Assembly of the piston and rod eye:
• Clean the piston threads on the rod with a Loctite
thread cleaner.
• Coat the entire length of the piston threads on the
rod with the retaining compound as a locker and
sealer.
• Install the piston onto the rod and torque the piston
to the value listed. Use a hydraulic torque wrench
with a 1” square end to torque the piston. Wipe off
any excess retaining compound.
• Coat the rod eye threads with the anti-seize
compound specified on the print. Thread the rod
into the rod.
Cylinder part no.
Piston Torque
( Ft.-Lbs.)
8000-5010, 5096
8000-5012, 5097
8000-5034, 5179
8000-5036, 5099
8000-5086
8000-5087
750
1600
750
600
1600
1600
GRADALL XL3200/XL3300
System Operation
Supplement
Crawler models XL3200, XL3210
Rough Terrain models XL3300
Gradall Industries, Inc.
1
Hydraulic System Introduction
GRADALL XL series Excavators & Industrial Maintenance machines use hydraulics to power all
major machine functions. Hydraulics provide power, speed, control, and flexibility to perform
machine operation. The system is a variable flow, load sensing system made up of components that
work together within the system.
This training will provide insight into the component operation within the system. Understanding
the components makes understanding the system simpler.
Gradall Industries, Inc.
2
Hydraulic System Overview
The hydraulic system,
when viewed as a
schematic, appears very
complex. Yet the system is
merely many simple
components and circuits
working together. The
schematic shows the
entire system, today’s
program will break the
complex system into
components and circuits
within the system.
Gradall Industries, Inc.
3
Frame Hydraulic Component Locations
Main Pump
Pump Controller
Cold Start Valve
Upper frame provides
mounting platform for
engine, cab, boom,
and other major
components.
Hydraulic components
mounted on the frame
include main pump
(driven off engine),
hoist cylinders for
boom, main valve,
reservoir/filtration/cool
ing package, pilot
manifold and controls,
and other
components.
Cab Pilot controls
Pump Supply
Hoist Cylinders
Swing motor & transmission
Pilot Manifold
Reservoir, filtration, cooling
Gradall Industries, Inc.
4
Main Control Valve
Boom Hydraulic Component Location
Main Boom
Rollers
Tilt Bearing
Tool Cylinder
Hose trough
Boom Cylinder
Telescope Boom
Tilt Transmission
& Motor
Tool eye &
Attachment adapter
Cradle
Boom and cradle consist of 3 major weldments: Cradle which pivots on machine frame, Main boom attached to cradle
by tilt bearing, Telescope boom which rides inside of main boom using rollers. A “tool eye” at end of telescope is
used to for attachment installation and operation.
2 cylinders provide boom movement: Boom cylinder moves telescope boom in/out, Tool Cylinder moves the
attachment. A tilt transmission and motor works with the tilt bearing to tilt the boom assembly.
A hose trough provides area for the tool hoses to move with the telescope boom.
Gradall Industries, Inc.
5
Hydraulic Return Filter
Filter assembly is installed in the reservoir.
Return oil is routed through the filter
element. If the element is becoming clogged,
a bypass valve opens and allows oil into tank
without filtration. A pressure switch on the
filter head warns of high filter pressure.
Switch turns on at 35 psi.
Filter element
Filter is a high density 10 micron rated filter.
Gradall Industries, Inc.
6
Pump Circuit
Pump circuit consists of pump
output to the main valve and load
sense signal back to pump from
main valve. Pump requires a load
sense signal to provide proper
output.
Load sense signal pressure is
less than pump output pressure.
The main valve is sensed as a
variable orifice in the circuit. As
flow and pressure requirements
change during machine
operation, the load sense signal
works with the controller and
pump to provide sufficient flow
from the pump to maintain
“differential pressure” between
pump output and load sense
input.
Main Valve
Load Sense Signal to
Pump
Controller
Differential Pressure
across pump
Pump
Pump Supply to
Valve
Gradall Industries, Inc.
7
Main Pump – Side View
A
D
Cross section of
pump showing:
B
C
A.
Rotary group
B.
Stroking pistons
C.
Driveshaft
D.
Feedback control
for horsepower
sensing
E.
Swash plate
F.
Shaft Seal
G.
Charge Pump
Impeller
F
G
E
Gradall Industries, Inc.
B
8
Pump Controller
Pump Pressure
Load Sense Pressure
Input from MC 7 Controller
Horsepower feedback linkage
Pump controller is attached to top of
pump. Controller uses load sense
pressure to determine displacement
required for the load/flow conditions from
the valve. The pump output pressure is
measured at the controller. A “differential”
is always maintained between output
pressure and load sense pressure. The
controller is also mechanically linked to
swash plate position to be used by the
horsepower control. When hydraulic
horsepower reaches a preset level, the
pump horsepower is limited to prevent
excess lugging of the engine. A solenoid
valve linked to the MC7 controller also
affects pump horsepower setting when
RPM is less than high idle.
Tank Pressure
Horsepower Control
Load sense control
(Differential)
Gradall Industries, Inc.
9
Pump Controller – Parts Breakdown
View of pump controller
parts breakdown. Most
parts are not serviceable
in this controller as they
are matched at
assembly.
Roller must align in track
on rocker in pump
controller when installing
controller!
Horsepower feedback
linkage senses pump
swivel angle vs. output
pressure.
Gradall Industries, Inc.
10
Cold Start Circuit – XL4200-II, XL4210-II, XL4300
Pump output to Valve
During engine start, pump needs to be “unloaded” to
allow starter to crank engine. Cold start circuit is
provided to allow load sense signal to “unload” and
allow pump to swivel to minimum displacement to
allow starter to crank engine.
Load sense signal from Valve
Electrical signal
from Start circuit
Circuit is only active during starting. During normal
operation, cold start solenoid valve blocks load sense
branch signal. When activated during starting, cold
start solenoid shifts and allows load sense signal to
drain to tank. This allows pump to be at minimum
displacement.
If the cold start solenoid sticks, poor machine
performance including slow function speed, low
pressures, and overall poor hydraulic performance
can occur.
Pump supply
During normal running, no hydraulic fluid should leak
through the cold start solenoid valve.
Tank return
Gradall Industries, Inc.
11
Pump Schematic
Differential valve
Horsepower Valve
Schematic view of pump
Gradall Industries, Inc.
12
Basic Pilot System
Basic pilot system uses oil supply
from main pump to provide pilot
pressure. Main pump pressure is
supplied to pilot manifold from
main valve “MP” port. Pressure
reducing cartridge reduces
system pressure to pilot pressure
for use by pilot manifold for
joysticks, swing brake release, tilt
solenoids, and other functions.
Safety relief
A 650 psi safety relief is in the
pilot manifold to provide
protection in case pressure
reducing cartridge sticks.
Main Pump Pressure
Pressure reducing cartridge
Pilot Pressure
Tank Return
Gradall Industries, Inc.
13
Pilot cutoff lever switch
Pilot engagement switch
– adjust gap for 1/8” 1/4” clearance.
Cab is equipped with pilot
cutoff lever. When raised, it
turns off pilot feed to
joysticks. When lowered, it
turns on pilot to joysticks.
Pilot cutoff lever uses a “Hall
Effect” switch to turn pilot
cutoff solenoid on/off. It also
is used for starter lockout.
Pilot cutoff lever must be up
to start engine.
Gap between switch
& plate
Switch does require a gap for
proper operation. Gap is set
by adjusting nuts on switch
body.
Gradall Industries, Inc.
14
Joystick
Switches
Joystick control is provided in operator’s
cab. There are left & right controls.
Joystick is a pressure metering control
that uses pilot system pressure metered
to the control valve end caps to shift
spools. A spool and spring pack control
pressure metering. The springs provide
the metering curve and feel to the
joystick handle.
The handle is angled and shaped for
operator comfort. Switches are part of
the handle to allow additional control
functions to be run from the joystick.
Each switch is an electrical function.
Typical functions that are controlled
from the joystick switches are: Horn,
boom tilt, power boost, & auxiliary
(optional).
Gradall Industries, Inc.
Handle
Plunger & Swash Plate
Spool & Spring Pack
Wire harness to
handle switches
Pilot Supply Port
Port to valve end caps (4)
Tank Port
15
Control pattern bulkhead
Control pattern changes
are made with colorcoded connections. Top
row hoses stay on top
and bottom row stay on
bottom row.
Gradall Industries, Inc.
16
Main Control Valve - Overview
Main Control valve receives oil from the
pump. Valve is located on the RH side
of the upper structure.
Main control valve is a monoblock type
valve, with a bolt on swing and
accessory sections. If auxiliary
hydraulic option is added, an additional
bolt on section is provided.
Major functions are pilot operated from
the joysticks. Accessory section are
solenoid operated as is auxiliary.
Important controls located in the inlet
section are:
1 – Load sense drain cartridge
2 – Flushing valve
3 – LS shuttle valve
Gradall Industries, Inc.
17
Main Valve - crawler
Auxiliary - Optional
Tilt
Crawler main control is shown.
Each section has a specific
function. A standard crawler
valve will have 2 bolt on
sections. When optional
auxiliary hydraulics are
supplied, a 3rd bolt on section is
used.
A 2 speed cartridge is supplied
on crawler valves to allow 2
speed function of the crawler
drive motors. It is located in the
inlet section.
Swing
Propel
Propel
2 Speed Shift
Valve
Inlet Section
Load Sense Shuttle Orifice
Hoist
Tool
Hoist holding valve
Boom
Gradall Industries, Inc.
18
Main Valve - wheeled
Auxiliary - Optional
Chassis Supply
Wheeled (rough terrain)
main valve is shown. Each
section has a specific
function. A standard
wheeled valve has 2 bolt on
sections. When optional
auxiliary hydraulics are
specified, a 3rd bolt on
section is used.
While similar in appearance
to the crawler valve, the 2
valves are not
interchangeable.
Swing
Tilt
Propel
Inlet Section
Hoist holding valve
Load Sense Shuttle Orifice
Hoist
Tool
Boom
Gradall Industries, Inc.
19
Main Valve Inlet Section
Main Valve inlet serves as inlet/outlet
for oil to the valve along with many
other important valve functions:
Load Sense Signal
1.
Primary Pressure relief – protects
pump & valve
2.
Load Sense Orifice Shuttle – Meters
LS signal to the pump, drains signal
in neutral
3.
Flushing Valve – Allows flushing of
valve with no LS signal.
4.
Load Sense Drain Valve – Provides
continuous drain of LS signal for
stability
5.
Tank/Cooler Check Valves – 2,
located in ports “K” & “T”. Provides
valve backpressure
6.
Load Sense Relief – Primary system
pressure control
7.
Central Load Sense Orifice –
prevents saturation of load sense
relief and drain valves
Load Sense Cavity
4
3
2
7
6
Tank cavity
5
Found in K & T ports
1
Pump Supply Cavity
Gradall Industries, Inc.
20
Load Sense Shuttle Orifice
Load sense shuttle orifice stabilizes
load sense signal to pump when
working. When no functions are
being used, load sense shuttle
orifice allows load sense signal to
drain back to tank.
0.4 mm orifice
Shuttle has 2 different size orifices in
it. If installed incorrectly, it can
cause slow pump response to load
sense pressure changes. If it is dirty,
it can cause loss of function.
1.4 mm Orifice
Gradall Industries, Inc.
21
Main Valve Inlet Section - Schematic
Main Valve inlet serves as inlet/outlet
for oil to the valve along with many
other important valve functions:
5
2
1.
Primary Pressure relief – protects
pump & valve
2.
Load Sense Orifice Shuttle – Meters
LS signal to the pump, drains signal
in neutral
3.
Flushing Valve – Allows flushing of
valve with no LS signal.
4.
Load Sense Drain Valve – Provides
continuous drain of LS signal for
stability
5.
Tank/Cooler Check Valves – 2,
located in ports “K” & “T”. Provides
valve backpressure
6.
Load Sense Relief – Primary system
pressure control
7.
Central Load Sense Orifice –
prevents saturation of load sense
relief and drain valves
1
3
7
4
5
6
Gradall Industries, Inc.
22
Typical Main valve section
Typical main valve cross section:
1-End cap with stroke limiter and damper
orifice
2-Work port relief/anti-cavitation check to
protect work ports
3-Load check holding valves between
pressure core and work ports.
4-Compensator spring and spool.
Compensator meters oil between pump cavity
and load sense when main spool is shifted
5-Main spool controls flow from pump core to
compensator and work ports.
6, 7, 9, 10, 11, & 12 - are metering notches
that may be present depending on functions
to allow finer control
13-Compensator spool
14 Compensator spring
T-Tank core
Gradall Industries, Inc.
23
Control Valve – Schematic view
Compensator
Load Checks
Schematic view of the control
valve section. Components of
the valve are noted.
Spool
Relief valves
Gradall Industries, Inc.
24
Control Valve - Neutral
View of valve when spool is
in neutral. Work ports are
blocked, oil in pressure
cavity is available to other
sections. Load sense signal
at compensator is higher
than valve, compensator is
in close position.
Gradall Industries, Inc.
25
Control Valve – shifted to “A” port
Valve shifted for flow out “A” port.
Pilot pressure at “a” end cap shifts
spool. Oil from pressure cavity is
metered across spool to
compensator. Compensator works
against spring and system load sense
and meters oil across load check and
out “A” port to work function. If valve
pressure is greater than load sense &
spring pressure, compensator moves
to open position to signal load sense.
As flow/pressure in valve changes,
compensator maintains pressure drop
across valve to work port and signals
pump to maintain differential between
pump and work port.
“B” port is drained to tank cavity of
the valve.
Gradall Industries, Inc.
26
Control Valve – shifted to “B” port
Valve shifted for flow out “B” port.
Pilot pressure at “b” end cap shifts
spool. Oil from pressure cavity is
metered across spool to
compensator. Compensator works
against spring and system load
sense and meters oil across load
check and out “A” port to work
function. If valve pressure is greater
than load sense & spring pressure,
compensator moves to open position
to signal load sense. As
flow/pressure in valve changes,
compensator maintains pressure
drop across valve to work port and
signals pump to maintain differential
between pump and work port.
“A” port is drained to tank cavity of
the valve.
Gradall Industries, Inc.
27
Section Operation, Multiple Functions
Load sense higher than valve work port pressure
Compensator forced downward
a
b
When multiple functions are operated, compensator works a bit different than previous slides. When multiple
functions are used, LS pressure acts on compensator to force it downwards to meter oil from spool to work
port causing additional pressure drop. Pressure drop across the spool from pressure cavity to compensator
remains the same.
Gradall Industries, Inc.
28
Multiple Function Operation – Load Sense
Flow Demand Greater than Pump Flow
Load Sense
Pressure
When demand for pump flow is greater
than pump is able to produce (flow limit or
horsepower cutoff), pressure drop at spool
can not be maintained. Since all
compensators are acted upon by highest
pressure, compensators shift downward
until pressure drop is maintained at
compensator instead of spool.
Compensator moves
downward
Compensator moves
downward
Metered Flow to maintain
pressure drop
Machine functions will slow proportionally.
Functions will remain moving in proportion
to operator input.
As system demand decreases and pump
flow increases, the compensators will move
back up and allow pressure drop to be
controlled across the spool again.
Gradall Industries, Inc.
Pump Pressure
29
Boom Cylinder Circuit
Boom Cylinder
Boom valve directs oil into boom circuit
to boom cylinder mounted at the rear of
the main boom. Operator uses the
joystick to direct boom to retract or
extend.
Boom joystick shifts the boom valve at
end cap using pilot pressure. When the
spool is shifted, oil from the valve pump
cavity is routed to the selected port
across the spool. A load sense signal is
generated and is used by the valve &
pump to provide adequate flow for load
conditions.
Oil is routed to the boom cylinder
through a series of hoses and tubes from
the boom valve to the boom cylinder.
Gradall Industries, Inc.
30
Boom Retract Circuit Operation
During boom retract operation,
control valve routes oil to rod side
of boom cylinder to retract boom.
Oil on base side is routed to tank
through the control valve.
Gradall Industries, Inc.
31
Boom Regeneration Circuit
During boom extend function, control valve
shifts to send oil to base end of cylinder. As
cylinder extends, oil returns to control valve.
The boom control valve uses a special spool
that allows “regeneration” to occur. All oil
returned from cylinder to valve is returned to
base end. This gives fast boom out action.
Cylinder runs at virtually same pressure on
both sides of piston during boom out.
Difference in surface area allows cylinder to
extend.
“Regeneration” @ spool
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32
Boom Valve Schematic
Boom valve is different than other
control valves. Boom circuit uses
“regeneration” to achieve boom out
speed. Note the difference in the
schematic!
Gradall Industries, Inc.
Note symbol for regeneration
33
Boom Cylinder
Hose to rod end
Barrel
Base end port
Cushion
Piston & seals
Head & seals
Rod & bearing
Boom cylinder is a double acting cylinder. It has 2 cushions to dampen cylinder stop at each end of stroke. Rod
side cushion is spring loaded sliding valve, base end cushion is a plunger type cushion retained by the piston. A
spring & check ball in the plunger allows fast start for boom extend. Piston is threaded onto the rod. Cylinder
barrel bolts to the main boom. Rod end has a spherical bearing attached to telescope boom to allow tilt action.
Seals and bearings are provided for sealing and support of piston. Head has seals to prevent leakage of
hydraulic fluid at cylinder head. Piston is threaded onto the rod for retention. Head is retained in barrel by cap
screws.
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34
Boom Cylinder Support
Cylinder Ball Joint
Boom Cylinder Spider
Tool Cylinder
Boom cylinder has a support on
the barrel end. The support
(spider) consists of 3 arms with
wear pads that ride on the
telescope boom pipe. The wear
pads do require lubrication.
Boom Cylinder
The boom cylinder rod and tool
cylinder both attach to the
telescope boom at the cylinder
mount. The tool cylinder is pinned
to the telescope boom, the boom
cylinder is attached using a
spherical bearing to allow boom
tilt.
Gradall Industries, Inc.
Cylinder mount
(Inside Telescope Boom)
35
Tool Circuit
Tool valve directs oil into tool circuit
to tool cylinder mounted at the front of
the telescope boom. Operator uses the
joystick to direct tool to retract (open)
or extend (close).
Tool joystick shifts the tool valve at
end cap using pilot pressure. When the
spool is shifted, oil from the valve
pump cavity is routed to the selected
port across the spool. A load sense
signal is generated and is used by the
valve & pump to provide adequate flow
for load conditions.
Telescope tool circuit tubes
Hose trough hoses
Oil is routed to the tool cylinder
through a series of hoses and tubes
from the tool valve to the tool cylinder.
Hose trough hoses in the main boom
along with tubes in the telescope boom
allow for boom movement.
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36
Tool Cylinder
Rod eye
Barrel Weldment
Rod
Piston and seals
Head and seals
Tool cylinder is a double acting cylinder. Piston is threaded onto the rod. Rod eye
is also threaded into the rod. Head is retained into the barrel using cap screws.
Piston has seals and wear rings for high pressure, rod seals are to seal rod area
from leakage. A dust seal is provided to reduce dirt being drawn into cylinder.
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37
Tool @ boom end
Bucket adapter/attachment
Straight Link
Tool cylinder at boom end moves
the tool (bucket) through linkage.
Tool cylinder is attached at the
base end to the telescope boom.
Rod end attaches to the bent link,
which moves the bucket adapter
through the straight link. Buckets
attach to bucket adapter using
wedge bolts to retain bucket to
bucket adapter.
Tool cylinder
Telescope boom
Bent (banana) Link
SI (Special Industrial) models may
have attachments directly pinned
to the telescope boom and may
not have a bucket adapter
installed.
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38
Hoist circuit
Hoist Cylinders
Hoist valve directs oil into hoist circuit
to hoist cylinders mounted to frame
and acting on cradle. Operator uses
the joystick to direct hoist to retract
(lower) or extend (raise).
Hoist joystick shifts the hoist valve at
end cap using pilot pressure. When
the spool is shifted, oil from the valve
pump cavity is routed to the selected
port across the spool. A load sense
signal is generated and is used by the
valve & pump to provide adequate
flow for load conditions.
Oil is routed to the hoist cylinder
through a series of hoses and tubes
from the hoist valve to the hoist
cylinders.
Hoist lock valve prevents excess
cylinder drift.
Gradall Industries, Inc.
Hoist lock valve
39
Hoist Schematic
Accumulator
Schematic view of hoist circuit.
Hoist Lock Valve
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40
Hoist Lock Valve
Hoist lock valve is supplied on “A” port
of valve. Hoist lock is used to prevent
excess drift of hoist circuit when hoist
is not active. Spool is shifted by pilot
pressure to allow hoist movement
during hoist down. Spool works with
check valve to control hoist down oil
flow. Relief valve is provided to prevent
overpressure of circuit.
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41
Hoist Cylinder
Rod eye
Barrel Weldment
Rod
Piston and seals
Head and seals
Hoist cylinders are double acting cylinders. Piston is threaded onto the
rod. Rod eye is also threaded into the rod. Head is retained into the barrel
using cap screws. Piston has seals and wear rings for high pressure, rod
seals are to seal rod area from leakage. A dust seal is provided to reduce
dirt being drawn into cylinder.
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42
Swing Circuit
Swing valve module directs oil into swing circuit to swing motor mounted on swing transmission. Operator uses joystick to direct swing to
rotate upperstructure clockwise or counterclockwise.
Swing joystick shifts the swing valve module at end cap using pilot pressure. When spool is shifted, oil from the pump cavity is routed to the
selected port across the spool. A load sense signal is generated and used by valve and pump to provide adequate flow for load conditions. A
check valve in the swing module load sense gives priority to load sense signal for swing circuit.
Oil is routed to the motor through hoses and tubes.
2 stage relief at valve controls swing pressure (torque). 2 stage relief valves at motor provide high pressure for swing, low pressure for stop
(cushioning)
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43
Swing Circuit Schematic
Swing circuit consists of bolt
on valve section, piston
motor, spring apply, hydraulic
release brake, and planetary
swing transmission.
Swing is has relief valves to
set maximum pressure and
dual stage relief valves to
provide swing cushion to stop
the machine. The brake holds
it from movement when not
swinging.
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44
Swing Valve Module
Swing module is a bolt
on valve that is pre
compensated. Check
valve between swing and
main valve allows swing
priority.
Swing will have reduced
flow when total system
requirements exceed
pump output based upon
valve load sense signal.
a
A
B
b
A Pilot
B Pilot
Compensator
Check Valve
Swing pressure is
controlled by a 2 stage
Swing torque cartridge.
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45
Swing Valve Load Sense Check
Load Sense Check Valve
Swing Valve Module has a check valve for priority circuit. Check valve is used to
isolate main valve load sense from swing valve when swing is not used. If check
valve is stuck open, load sense of machine will be weak until swing circuit is
used.
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46
Swing brake electrical
3
Swing circuit also has electrical function
that controls brake release. Swing brake
pressure switch in pilot manifold receives
pilot signal from joystick and closes (1).
Electrical signal then travels to swing
brake time delay relay (2) in cab console.
Time delay relay closes sending signal to
swing brake relay (3) also in cab console.
Swing brake relay closes and sends
electrical signal to electronic flasher and
swing brake valve (4) at pilot manifold.
Swing brake valve shifts and sends pilot
oil signal to release swing brake.
4
1
1
When joystick is moved to neutral, swing
uses motor to cushion stop. Time delay
relay holds the brake off for a specified
time to allow swing to stop. Then swing
brake sets.
Gradall Industries, Inc.
2
47
Pilot pressure in
Swing Transmission & Brake
B
A
C
D
Swing transmission and brake is
an assembly located in the
center frame area. Transmission
is filled with oil for lubrication. It
consists of several major
components:
A.
B.
C.
D.
E.
F.
G.
H.
Brake
Piston
Pressure plate
Double reduction gear sets
Locknut
Bearings
Output pinion
Housing
E
F
H
G
Swing is driven by the swing motor.
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48
Tilt Circuit – Crawler mount
Tilt valve directs oil into tilt circuit to tilt motor mounted on tilt transmission. Operator uses the rocker button on joystick to direct hoist
to retract (lower) or extend (raise).
Tilt rocker buttons shifts the tilt valve at end cap using pilot pressure. When the spool is shifted, oil from the valve pump cavity is
routed to the selected port across the spool. A load sense signal is generated and is used by the valve & pump to provide adequate flow
for load conditions.
Oil is routed to the tilt motor through a series of hoses and tubes from the tilt valve to the tilt motor.
Tilt brake is released by tilt sequence valve attached to tilt motor.
Tilt end caps are shifted by pilot signal from pilot manifold & tilt solenoids. Speed can be controlled by the operator using the tilt speed
control.
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49
Tilt Circuit – Truck & Rough Terrain
Tilt valve directs oil into tilt circuit to tilt motor mounted on tilt transmission. Operator uses the rocker button on joystick to direct hoist
to retract (lower) or extend (raise).
Tilt rocker buttons shifts the tilt valve at end cap using pilot pressure. When the spool is shifted, oil from the valve pump cavity is routed
to the selected port across the spool. A load sense signal is generated and is used by the valve & pump to provide adequate flow for load
conditions.
Oil is routed to the tilt motor through a series of hoses and tubes from the tilt valve to the tilt motor.
Tilt brake is released by tilt sequence valve attached to tilt motor.
Tilt end caps are shifted by pilot signal from pilot manifold & tilt solenoids. Speed can be controlled by the operator using the tilt speed
control.
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50
Tilt Circuit Schematic
Tilt Brake Sequence Valve
Schematic of tilt circuit. Note circuit has a tilt brake that is released by the tilt
brake sequence valve located on the tilt motor itself.
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51
Tilt Drive Assembly
Tilt Motor
Tilt Bake Sequence Valve
Tilt Transmission &
Brake
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52
Tilt Motor
High Pressure Seal
Shaft bearing
Dirt seal
Tilt on standard machines uses a
“gerotor” type motor to drive tilt
transmission. Gerotor motor
provides high torque, low speed
output to drive boom tilt.
Gradall Industries, Inc.
Eccentric shaft
Rotor
53
Tilt Transmission & Brake
E
D
C
Swing transmission and
brake is an assembly
located in the center
frame area. Transmission
is filled with oil for
lubrication. It consists of
several major
components:
B
A - Brake
B - Piston
C - Pressure plate
D - Double reduction gear sets
E - Locknut
F - Bearings
G - Output pinion
H – Housing
F
G
A
Tilt drive is driven by the
tilt motor.
Gradall Industries, Inc.
H
54
Tilt Drive and Cradle
Tilt Bearing
Tilt transmission & Motor
Tilt drive and motor are located inside
cradle. Pinion drives gear on tilt bearing
mounted to cradle. Boom assembly bolts
into tilt bearing. On standard machines, a
stop is provided. On machines with
optional 360° tilt, no stop is provided.
Open gear teeth require lubrication with
open face gear lubricant.
Cradle
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55
360° Tilt Gland - Optional
Housing ports
Dust seal (2)
Cap
Pin
Machines equipped with 360°
tilt have a tilt gland to allow full
tilt of the boom. Tilt gland
attaches to the boom cylinder
at rear of main boom. The tilt
gland is similar to a center pin
in construction and operation.
Tilt gland has ports for boom
cylinder, tool cylinder, auxiliary,
and drain.
Tilt gland housing it restrained
from moving off boom cover. Port to cylinder
Housing
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56
Thrust plate & Drilling Seals
XL3200 Propel Circuit - Upper
Crawler propel valves direct oil into the propel circuit to centerpin on upperstructure.
From centerpin, oil is directed to the drive motors on the undercarriage (next slide).
Operator uses footpedals to direct propel valves to drive the propel motors for
forward or reverse drive direction.
Travel pedals shifts the propel valves at end cap using pilot pressure. When spools
are shifted, oil from the valve pump cavity is routed to the selected port across the
spool. A load sense signal is generated and is used by the pump & valves to provide
adequate flow for the load conditions.
Oil is routed to the centerpin and each drive motor through a series of hoses and
tubes from the valves, to centerpin, to motors.
Each drive motor is equipped with a variable swashplate for 2 speed operation and a
counterbalance valve to control overspeed and provide hydraulic braking.
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57
Center Pin - Crawler
Cap & thrust plate
Housing
Crawler center pin consists of
housing and pin. Pin is attached to
crawler, housing is attached to and
rotated by the excavator upper.
Thrust plate under the cap is used to
retain pin to housing and seal the
drillings in the pin.
Drillings & ports
Pin
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58
XL3200 Propel Circuit - Undercarriage
Centerpin
Undercarriage circuit is shown as a
continuation of upper propel circuit
Final Drive Assemblies
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59
Crawler Final Drive
Dirt seals
Mounting Flange
Crawler final drive is a self contained unit
combining all major components needed to
provide crawler drive, braking, and speed
shift.
Final Drive
Counterbalance valve
A-Counterbalance valve to provide flow
metering and braking
B-Brake to hold the machine from movement
when drive is not activated
C-Axial piston drive motor which provides 2
speed shift capability. Motor drives the crawler
drive.
D-Crawler final drive gearbox which provides
mounting for crawler sprocket and gear
reduction from motor.
Brake
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60
Axial Piston Motor
Crawler 2 speed
2 speed valve in main valve allows automatic 2 speed operation of travel motors for crawler. If pressure in
travel circuit rises too high, valve sends signal to shift motors to low speed.
The motors can be shifted to low speed by 2 speed solenoid in pilot manifold.
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61
XL3300 Propel Circuit - Upper
Rough terrain propel valve direct oil into the propel
circuit to centerpin on upperstructure. From
centerpin, oil is directed to the drive motor on the
undercarriage (next slide). Operator uses footpedal to
direct propel valve to drive the propel motors for
forward or reverse drive direction.
Propel valve is shifted with pilot pressure at end cap.
When spool is shifted, oil from the valve pump cavity
is routed to the selected port across the spool. A load
sense signal is generated and is used by the pump &
valves to provide adequate flow for the load
conditions.
Oil is routed to the centerpin and drive motor through
a series of hoses and tubes from the valves, to
centerpin, to motors.
Drive motor is equipped with a variable rotary group
for to allow for varialbe speed operation and a
counterbalance valve to control overspeed and
provide hydraulic braking.
Travel direction is controlled by F-R lever on steering
column. MC7 controller signals
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62
Centerpin – Rough Terrain
Electrical Center Pin
Housings
Rough terrain centerpin consists of 3
sections. Lower section handles high
flow/high pressure oil transfer, middle
section handles low flow/low pressure oil
transfer, top section is for electrical.
Pins
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63
Drive Circuit Schematic
RT drive circuit schematic showing undercarriage of machine. Trans control valve controls shifting
and parking brake. Motor is variable displacement and has a built in counterbalance valve.
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64
XL4300 Drive Motor
Max. Screw
Drive motor is mounted on transmission
on undercarriage. Motor consists of a
variable displacement bent axis piston
motor and counterbalance valve. Motor
has shift controls in port plate to allow
variable displacement in use.
Counterbalance valve is used to limit
over speed when traveling down hills or
in an over running condition.
Min. Screw
Motor has min. & max. limit screws.
These should not be adjusted outside of
factory specifications or motor damage
will occur.
Counterbalance Valve
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65
Rough Terrain Undercarriage
Front axle, brakes, and
steering cylinder
Steer Cylinder
After centerpin, travel oil goes to
the drive motor via hoses and
tubes.
Other hydraulic functions on the
chassis such as brakes, axle
oscillation, steering, transmission
shift, outrigger and blade
functions are also routed through
the centerpin.
Drive Motor
Oscillation Cylinder
(2) LH & RH
Rear Axle & brakes
Centerpin
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66
Rough Terrain Transmission
Parking Brake
Planetary Gearset
Valve and pump
Transmission is a 2 speed
transmission mounted on the
chassis. Speeds are selected by
the operator in the cab and shifted
using pilot oil from range valve on
the chassis. A valve & pump is
mounted to the transmission.
Pump is used for speed
measuring.
Drive motor attaches to the
transmission and provides drive
power. Power is transmitted to the
axles through the drive flanges.
Drive flange (2)
A spring apply, hydraulic release
parking brake is provided at the
input of the transmission.
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67
RT Transmission Valve & Pump
Valve & pump mounted to transmission
perform shift functions and brake operation of
transmission based upon signals from
transmission control valve. Pump is provided
for speed measuring of transmission.
Valve assembly sees machine pilot pressure
during operation. If pilot pressure is not
maintained at proper setting range, damage to
the valve body and pump can occur.
Valve Body
Pump
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68
Transmission Shift & Brake Control
“S” port to accumulator
1st – 2nd shift valve
Park Brake Solenoid
Relief
“T” port to center
pin & tank
Transmission shift and parking brake are
controlled by the Transmission Control Valve
on the chassis. Shift valve controls pilot signal
to transmission valve, parking brake valve
dumps pilot pressure to allow brake to set.
Accumulator and relief are used to control set
of parking brake.
Valve “B” Port –
to trans. P1
Valve “A” Port –
To trans. P2
Switch at “X” port is important to enable travel.
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69
“X” port for trans
pressure switch
“P” port from center
pin & pilot manifold
XL3300 Travel Circuit Electrical
XL3300 electrical schematic for remote travel.
Travel circuit uses the pressure switch at
transmission control valve to actuate travel
boost relay and travel enable relay.
Travel pedal, directional switch, and MC7 work
together to select direction and control travel
speed.
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70
Steering Circuit Operation
Steering Cylinder on Steer axle
Rough Terrain Steering Circuit uses an operator
controlled steering unit in excavator cab to provide oil
to steer rough terrain undercarriage. Oil from steering
unit is routed through the centerpin to steering cylinder
mounted on steering axle. Operator uses a steering
wheel to direct steering oil to provide right or left
steering. It is known as a hydrostatic steering unit
since there is no mechanical connection between the
steering wheel and steering axle.
Centerpin
As the steering wheel rotates the steering unit, oil from
the steering pump is routed to the R or L steering port
of the steering unit based upon direction selected by
the operator.
Steering Unit, Excavator Cab
Oil is routed to the centerpin and steering cylinder
through a series of hoses and tubes from the steering
unit, to centerpin, and to the steering cylinder.
Steering cylinder is a conventional double acting
cylinder with rods on each side of the piston. The rods
are attached to the tie rod for each side of the axle to
provide movement to the wheel ends.
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71
Rough Terrain Steering Circuit
2800 PSI Circuit reliefs
2500 PSI Main Relief
STEER CIRCUIT OPERATION (Steering unit oil
supply):
The hydraulic pump supplies 9.5 gpm to the
brake valve which enters port “P” of the
brake valve.
With no brake operation needed the flow
control spool allows max. oil flow to the
steering unit “P” port.
If the steering and brakes are used at the same
time. the flow control spool shifts to its midpoint and allows oil flow for the steering and
brakes circuits.
The steering unit has one 2,500 PSI main
relief. And there are two 2,800 PSI circuit
relief one for each direction.
Gradall Industries, Inc.
Flow Control Spool
72
Steering Unit
Housing
Steering unit consists of a rotary valve
and gerotor section to provide
Input from steering wheel
steering operation. When the steering
wheel is turned, steering unit meters
oil out in a proportionate rate to the
rate of wheel rotation. The oil is
routed to the appropriate side of the
steering cylinder to provide steering
Relief Valve
action. Oil exhausted from the
cylinder is directed to tank through
the steering unit.
Spool & Sleeve
Gerotor
A rotary valve directs oil from the
pump when the steering wheel is
turned. The meter portion of the valve
meters oil based upon amount of
steering wheel movement.
If pump flow becomes too low, the
steering unit will provide limited
steering by acting as a manual pump
using the gerotor unit.
Distributor plate
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73
Brake Circuits – Rough Terrain
Dig Brake Cylinder
Brakes for rough terrain machines use a
brake pedal and switches in the cab for
control. A brake valve and dig brake
cylinder mounted under the cab provide
brake control to the undercarriage axles.
An operator controlled foot pedal is used
for service brakes. A brake valve
connected to the brake pedal provides oil
supply in response to foot pedal input to
the chassis service brakes.
Brake Valve
Adjustable Brake Linkage
Dig brakes are switch controlled and use a
solenoid valve and cylinder to provide dig
brake operation through the service brake
valve.
Parking brakes are spring apply/hydraulic
release and are switch controlled by the
operator. Parking brakes set automatically
on engine shutdown or loss of pilot
pressure.
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74
RT Brake Schematic
Accumulator
Front Brakes
Brake circuit schematic
showing service and
dig brake circuits. Both
circuits share the brake
valve and wheel end
brakes on chassis.
Accumulators are
provided to provide
reserve braking power
in case of loss of pilot
pressure.
Pressure switch –
100 PSI
Brake Valve
BR2
Dig Brake Valve
BR1
Centerpin
Dig brake circuit is
operated electrically
from switch in cab and
travel pedal signal
through the MC7.
Pump
Pressure Switch –
1450 psi
Accumulator
Dig Brake Cylinder
Rear Brakes
Pedal
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75
RT Brake Valve
BR2
BR1
Brake valve is a self contained valve
that provides brake function,
accumulator charging, and priority
valve for brakes/steering in one
unit. Ports are also provided for
brake light switch and brake charge
warning switch.
Brake Pedal Input
From Pump
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76
To Tank
Park Brake Circuit
Signal from Park Brake Switch
Park brake circuit uses pilot
oil to release brake. Pilot oil
is supplied from pilot
manifold P1 port. Parking
brake solenoid is in the
transmission control valve
and is shifted electrically
from the park brake switch
Gradall Industries, Inc.
From “P1” on pilot
manifold
77
Park Brake Control
Park brake circuit is controlled by Park Brake Switch
on LH console in the operator’s cab.
When park brake is “ON”:
A-LED light on switch will be lit
B-Pilot circuit will be disabled
C-Transmission control valve & 2nd gear valve are
disabled
D-Park brake solenoid is disabled (neutral).
E-Park brake in transmission sets from spring
pressure
When park brake is “OFF”:
A-LED on switch is off
B-Pilot control circuit is on
C-Transmission control valve & 2nd gear valves are
able to function
D-Park brake solenoid is energized supplying oil to
park brake to overcome spring pressure and release
brake.
Note, loss of pilot pressure will allow park brake to set
once accumulator on chassis bleeds off stored
pressure.
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78
Blade & Outrigger Circuits
Series II machines are equipped with outriggers
at the rear of the chassis as standard. The front
of the chassis can be left bare, equipped with a
blade, or equipped with outriggers.
Blade & outriggers are controlled from the
operator’s arm pod using switches and the RH
joystick. A diverter valve in the valve
compartment diverts pilot control oil from RH
joystick to chassis supply valve @ main valve
bank. Switches on operator console select
outrigger valve or blade valve.
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79
XL3300 Blade & Outrigger Schematic
RH Joystick
Outriggers & Outrigger Valve
Blade & Blade Valve
To HU & HD @ Bulkhead
Centerpin
Chassis Supply Valve
(Main Valve)
Diverter Valve
Blade & outrigger system shown schematically. This is the most common configuration for this model.
Chassis supply valve provides oil to blade and outrigger valves on chassis. Chassis supply valve is shifted
by pilot signal from RH joystick. Diverter valve routes pilot oil to chassis supply valve when activated by
switch on console.
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80
Blade & Outrigger Control Switches
Blade Select Switch
Operator has to select blade, LH, or
RH outrigger with the switches on LH
cab console.
Once the switch is selected, blade or
outrigger valve is selected on chassis.
RH joystick is used to raise or lower
blade or outrigger. Moving joystick
forward lowers, moving joystick
rearward raises.
Outrigger Select Switches
Diverter valve is activated when
switch selects blade or outrigger
valve. Diverter valve diverts pilot oil
from RH joystick to chassis supply
valve.
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81
Swing Lock Circuit
Electrical signal from switch
Swing Lock Solenoid Valve
Swing Lock Cylinder
& Pin
(Spring release,
Hydraulic Set)
Swing Lock Circuit Schematic
XL4300 machines have a swing lock circuit. Pilot oil is used to engage the swing lock pin
located at the rear of the machine in the engine compartment. Swing lock pin is spring
released. A solenoid valve under the cab controls the swing lock pin. Operator has a
switch in the cab to control the swing lock.
Swing lock should be engaged when traveling.
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82
RT Axle Oscillation Circuit
Chassis has axle oscillation on the steer axle.
2 cylinders allow the axle to oscillate during
travel. Operator controls oscillation with a
switch on RH console in operator’ cab. Valve
on chassis is locked and unlocked
electrically to allow oil flow in the single
acting cylinders. Valve is supplied with tank
oil to keep cylinders full.
Axle lock valve
Signal from Axle
lock switch
Axle lock switch has 3 positions:
Forward – Axle lock off
Middle – Axle lock on
Rear – Axle lock Auto (When travel
pedal is depressed, axle unlocks.)
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83
Steer axle & oscillation cylinders
MC-7 Controller
VEC (Vehicle Electrical Control) Module
1 – XL4200, XL4210
2 – XL4300. XL4310
Hydraulic system has some interface
with electronic controls. An MC-7
controller is mounted on back of cab.
Electrical signals are received and
processed at the MC-7 producing
specific outputs. Reading of the MC-7
controller can be done using either a
“BB3” handheld unit or “Bodem”
software. Interface plug is located in
the operator’s cab.
MC- 7 Controller (back of cab)
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84
MC-7 Inputs/Outputs
MC-7 has specific functions it affects.
1 - Power Boost
2 – Throttle
4 – Fwd/Rev
5 – Pump Control (Horsepower)
6 – Travel Alarm
7 – Auto Idle
8 – Interface to Software (BB3/Bodem)
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85
XL 3200
Troubleshooting
Guide
The information that is contained in this manual is a
reference guide that is based on the 3200 series
machine. The pressure settings listed reflect
the 3200 final test sheet. However, the final test
sheet should be referenced for the pressure values.
Flushing Pressure
The load sense circuit is used to make sure that the control valve is staying
full of oil, which prevents cavitation and provides cooling and lubrication.
While checking the flushing pressure this is the amount of oil that is passing
through the inlet orifice of the control valve.
When checking the flushing pressure use a 1000 lbs gauge.
Do not connect before start up due to the pumps being at full stroke, this will
cause damage to the gauge. Once the machine is running, connect the
gauge to the “G” port on the main pump..
With the engine running at high idle and the safety lever in the
Off piston the correct reading will be 490 –570 PSI.
The pressure setting at the LS port should be 50 PSI + or – 5 lbs.
If the pressure is incorrect, the pump must be removed
and returned to be reset.
Differential Pressure
Adjustment
Install a 10,000 PSI in the “G”Port and in the “X” Port.
Start the engine and operate the engine at a speed of 2,350 RPM-2,400 RPM ( Full
throttle). Extend the boom out circuit until it is bottomed.
NOTE: Stall the “BOOM OUT” circuit and observe the readings 295 - 315 psi
“G” port
“LS” port
differential pressure adjustment
When the “Differential Pressure” is checked in this manner and the differential pressure is
“NOT” within the specification, adjust as follows: ADJUSTMENT IS DONE AT LOAD
SENSE ADJUSTMENT SCREW
1. Loosen lock nut ( 1.) and turn screw ( 9.) to adjust the
differential pressure.
2. Turn the screw to (9.) adjust the differential pressure
as follows:
. To increase the pressure, turn screw CW
. To decrease the pressure, turn screw CCW
Pilot Circuit
Pilot pressure is generated at pilot control valve
by the pressure reducing valve located at the
inlet of the pilot valve.
The pressure reducing valve has a setting of
480-520 PSI
The pilot pressure should be checked at full
throttle engine speed of 2,250-2,350 RPM and
with the tool moving.
The pilot valve has a test port located on the left
rear corner of the pilot control valve.
Load Sense & Power Boost
(Pump Setting)
(Load Sense)
The low side comes into play when the boom cylinder or any other circuit with a
higher port relief setting then the pump setting is stalled.
Reading for pump setting is 4450 – 4550 psi. If adjustment is needed loosen
item #7 and adjust item #8.
(Power Boost)
Adjustment of the high side is only possible with the power beyond activated.
First loosen item #5 so item #6 can move freely. Next loosen item #3 and turn
item #4 to increase or decrease the pressure 4750 - 4850 psi.
Connect a high pressure gage to the X port on the main pump. Hoist up and
actuate the boost switch.
Boom Retract
Propel Circuit
Install a high pressure test gauge in the FORWARD or REVERSE “P” test ports. Place the
two speed into high range operate one track at a time letting it going to the stall
condition.The pressure reading should be 4,750 to 4,850 PSI for either forward/reverse
directions.
Travel speeds 100 Ft Forward or Reverse
19.7 – 21.7 seconds
Deflection to be less then 3 ft in a 100 ft.
One complete track revolution
5.15 seconds
Propel Test fittings
Boom Circuit
(retract)
The third line over from the outside (if equipped with aux. hydraulics it will be the fourth line
over) is for boom retract.
The second line over from the outside (if equipped with aux. hydraulics it will be the third line
over) is for boom extend.
When checking the retract side of the circuit the reading will so the load sense reading. To
check the port relief settings you will Note: Refer to the correct load sense settings on page
4.0 Need to bring the load sense setting up above the port relief.
With the gage connected in the retract circuit and the loads sense adjusted up run the engine
at high idle retract and stall the boom cylinder. You should have a reading of 4650 – 4800 psi.
If the reading is incorrect adjust the inner port relief valve. In are (CW) to increase and out are
(CCW) to decrease the setting.
Boom Level
Out 4.8 – 5.2 seconds
In 5.0 – 5.4 seconds
Boom Retract
Boom Extend
Boom Extend
Port relief
Boom Retract
Port relief
Boom Circuit
(extend)
With the gage connected in the extend circuit and the engine at
high idle extend and stall the boom cylinder. You should have a
reading of 2100 – 2300 psi. If the setting is incorrect you need to adjust the outer port
relief valve. In are (CW) to increase and out are (CCW) to decrease the setting.
Once you have attained the correct setting for the retract and extend circuits you need to
reset the load sense relief valve to its correct reading. With the engine at high idle you
need to retract the boom and reset the load sense valve to 4450 – 4550
psi then reconnect the pilot hose.
Boom Retract
Boom Extend
Boom Extend
Port relief
Boom Retract
Port relief
Tilt Circuit
With the gauge connect at the load sense test port at the main pump Tilt the boom to the left
(CCW) and read the gauge the setting is 2125 – 2325 psi. If the setting is not correct adjust
the port relief valve. In to increase the setting and out to decrease the setting.
With the gauge still connect to the load sense test fitting operate the tilt. In the opposite
direction and check the settings. If they are not correct adjust the other port relief valve
again in to increase and out to decrease.
Tilt 220 degrees speed Max. CW 8.6 – 10.5 seconds
CCW 8.6 – 10.5 seconds
Tilt left
(CCW)
Tilt right
(CW)
Hoist
Hoist circuit you will need several thing to be in place. Install a pair of high pressure gauges
into the hoist test ports. You also need to have the largest bucket that is available so that you
can lift a bucket full on material.
With a gauge in the hoist down test port place the bucket against the ground and stall the
circuit. The correct reading should be 2900 – 3100 psi. You will need to turn in to increase the
pressure and out to decrease the pressure.
With a gauge connected into the hoist up test fitting and the load sense turn up you will need
to stall the up side of the circuit. You are looking for 4700 - 4725 psi reading. Turning the relief
in to increase and out to decrease the setting
Hoist: A. Boom In raise from ground to 30 degrees 2.7 – 3.3 seconds (extend)
B. Boom In lower from 30 degrees to ground 1.3 – 2.2 seconds (retract with bucket)
C. Bounce limited to 3 with empty bucket @ full extend hoist up and stop @ boom level
Hoist Down
Test fitting
The port
relief is
between the
holding valve
and the end
cap.
Hoist Down
Port relief
Hoist Up
Test fitting
Hoist
Hold Valve
First install a gage in the hoist up test fitting.
Next thing that you need to do is remove the pilot line at the holding valve and plug
the fitting at the elbow leaving the connecting fitting uncapped.
Next turn the hoist down relief valve in a quarter turn. This valve is located on the back side
of the control valve. Using the largest bucket that you have and filling it to max capacity
extend the boom fully. While reading the gage and powering down slowly at the same time
you should see 4625 - 4650 psi.
If you need to adjusted you will turn the allen headed screw in to increase setting. Repeat
the above steps to recheck the settings. Once you have checked or reset the pressure you
will need to reconnect the pilot line at the holding valve.
Remove the
line and plug
the line
fitting. Leave
the male
fitting open.
Tool Circuit
The fourth line over from the outside (if equipped with aux. hydraulics will be the sixth line over)
is for tool retract (open).
The first line over from the outside (if equipped with aux. hydraulics will be the second line over)
is for tool extend (close).
To correctly check the tool circuit you must remove the pilot line from the load sense valve and
adjust it in. You will also need to remove and plug the pilot line and plug it leaving the fitting
open.
Load Sense
Valve
Retract (open)
Extend (close)
Tool Circuit
Tool Extend (close) first line:
With a high pressure gauge in the extend side and the load sense adjusted up the correct
reading should be 4700 – 4800 psi. If the reading is incorrect you will need to adjust in to
increase the reading and out to decrease the setting.
Tool Retract (open) four line:
With a high pressure gauge in the retract side and the load sense adjusted up the correct
reading should be 4700 – 4800 psi. If the reading is incorrect you will need to adjust in to
increase and out to decrease the setting.
Once all the setting are correct you must go back and reset the load sense setting to 4100 psi.
Then reconnect the pilot line.
Tool Open: 1.9 – 2.3 seconds (retract)
Close: 3.2 – 3.8 seconds (extend)
Tool Close
Port relief
Tool Open
Port relief
Swing Circuit
First is the placement of the bucket against the ground. During several of the test you will be
stalling the swing circuit out.
Next you need to install a pair of 5,000 PSI gages into the MA (right) and MB ( left) test ports.
These test ports are located on the manifold on top of the swing motor.
MB Test Port
MA Test Port
Looking at the valve section you will need to bottom the HIGH STAGE of the section
REGULATOR VALVE out. Remove the pilot line and plug the line leaving the connecting
fitting open to atmosphere.
Luck Nut for High
Stage Regulator
Pilot Connection
Adjustment for High Stage
Regulator
Swing Circuit
You will now have the engine operating at full throttle and the bucket firmly against the
ground. Now stall the swing in one direction or the other. Read and record the readings. The
correct reading is 3200 - 3325 PSI.
If you find that you are out of adjustment you will be working on the TWO stage regulators at
the motor.
If adjustment is required you turn the high side in to increase and out to decrease the settings.
This is a very fine adjustment and when you torque the nut the reading might change on you
so always recheck the readings.
The High side of the
TWO stage regulator
at the swing motor
Swing Circuit
Next you will be checking the low side of the regulators. Before you can check or adjust them you
must the first remove the pilot lines to the regulators on the swing motor and plug them leaving the
connecting fittings open to atmosphere. The correct setting is 1900 – 2200 PSI.
Once again remember that turning the regulator in will increase the reading and turning it out will
decrease the reading. If a adjustment was made recheck the reading after the lock nut has been
torque.
Reconnecting the pilot lines we will be checking the dynamic braking of the swing circuit.
With the gages still connected you will need to swing the machine and watch the gages. The
dynamic brake effect comes from the opposite side of the swing circuit. You will release the
controller to
stop the swing motion, at this point the pressure on the opposite direction should read 2200 PSI.
To check the low side of the two stage regulator on the swing valve you will need to cap the two
pilot lines at the swing motor leaving the connecting fittings open to atmosphere. Now stall the
swing out and you should see 900 PSI.
Swing: 360 degrees boom in and boom out 6.0 –6.6 seconds (left and right)
Swing brake sets (time delay switch) 3.0 –3.2 seconds
Low stage adjustment
The low stage lock nut
System Dump
When checking the system dump pressure connect a high pressure gauge into the MA test port
on the swing motor. With gauge connected you will stall the hoist down and the boom retract you
are looking to see 290 - 400 psi. This is not a reading that can be adjusted. If you are adding a
attachment and you need to know what kind of dump tube pressure that you will be working
against.
MA Test
Port
Auxiliary Circuit
With gauges connect to the auxiliary circuit and the work port lines capped at he end
of the boom. Operate the auxiliary control valve switch in either direction. The correct
pressure setting is 3000 - 3200 psi.
The flow for the auxiliary circuit is 30 gpms
Pump power setting
You will be operating the machine while using the largest bucket available. With the bucket full
and it setting on the ground stall the tool circuit closed and hoist up and boom out while swing
90 degrees.
Looking at the engine monitor you should have a reading of 2100 rpms to 2250 rpms.
The adjustment for this is located in the top of the main pump. Once you remove the
protective cap it must be replace.
Horse Power
controller
Jam Nut and
Adjusting
Screw
XL3300
Pressure Setting Manual
The information that is contained in this manual is a
reference guide that is based on the 3300 series
machine. The pressure settings listed reflect
the 3300 final test sheet. However, the final test
sheet should be referenced for the pressure values.
Flushing Pressure
The load sense circuit is used to make sure that the control valve is staying
full of oil, which prevents cavitation and
provides cooling and lubrication.
While checking the flushing pressure this is the amount of oil that is passing
through the inlet orifice of the control valve.
When checking the flushing pressure use a 1000 lbs gauge.
Do not connect before start up due to the pumps being at full stroke, this will
cause damage to the gauge. Once the machine is running, connect the
gauge to the “G” port on the main pump..
With the engine running at high idle and the safety lever in the
Off piston the correct reading will be 360 –570 PSI.
The pressure setting at the LS port should be 50 PSI + or – 5 lbs.
If the pressure is incorrect, the pump must be removed
and returned to be reset.
Differential Pressure Adjustment
Install a 10,000 PSI in the “G”Port and in the “X” Port.
Start the engine and operate the engine at a speed of 2,350 RPM-2,400 RPM ( Full
throttle). Extend the boom out circuit until it is bottomed.
NOTE: Stall the “BOOM OUT” circuit and observe the readings 275 – 295 psi
“G” port
“LS” port
differential pressure adjustment
When the “Differential Pressure” is checked in this manner and the differential
pressure is “NOT” within the specification, adjust as follows: ADJUSTMENT IS DONE
AT LOAD SENSE ADJUSTMENT SCREW
1. Loosen lock nut ( 1.) and turn screw ( 9.) to adjust the
differential pressure.
2. Turn the screw to (9.) adjust the differential pressure
as follows:
. To increase the pressure, turn screw CW
. To decrease the pressure, turn screw CCW
Pilot Circuit
Pilot pressure is generated at pilot
control valve by the pressure reducing
valve located at the inlet of the pilot
valve.
The pressure reducing valve has a
setting of 480-520 PSI
The pilot pressure should be
checked at full throttle engine
speed of 2,250-2,350 RPM and with
the tool moving.
The pilot valve has a test port
located on the left rear corner of the
pilot control valve.
Load Sense & Power Boost
(Pump Setting)
(Load Sense)
The low side comes into play when the boom cylinder or any other circuit with
a
higher port relief setting then the pump setting is stalled.
Reading for pump setting is 4450 – 4550 psi. If adjustment is needed loosen
item #7 and adjust item #8.
(Power Boost)
Adjustment of the high side is only possible with the power beyond activated.
First loosen item #5 so item #6 can move freely. Next loosen item #3 and
turn
item #4 to increase or decrease the pressure 4875 – 4925 psi.
Connect a high pressure gage to the X port on the main pump. Hoist up and
actuate the boost switch.
Boom Retract
Propel Circuit
Install a high pressure test gauge in the FORWARD or REVERSE “P” test ports.
Release the parking brake.Apply the “SERVICE PEDAL”.Adjust the engine speed to
FULL throttle.Shift the travel control to the FAST mode.And shift too the FORWARD
direction this will stall the forward travel system.The pressure reading should be 4,8754,925 PSI for either forward/reverse directions.
Travel speeds 100 Ft 1st gear forward or reverse 13.4 – 14.2 seconds
2nd gear forward
4.8 – 5.1 mph
3.5 - 3.7 seconds 18.5 – 19.5
mph
Propel Test fittings
Boom Circuit
(retract)
The third line over from the outside (if equipped with aux. hydraulics it will be the fourth line over) is
for boom retract.
The second line over from the outside (if equipped with aux. hydraulics it will be the third line over) is
for boom extend.
When checking the retract side of the circuit the reading will so the load sense reading. To check the
port relief settings you will Note: Refer to the correct load sense settings on page 4.0 Need to bring
the load sense setting up above the port relief.
With the gage connected in the retract circuit and the loads sense adjusted up run the engine at high
idle retract and stall the boom cylinder. You should have a reading of 4650 – 4800 psi. If the reading
is incorrect adjust the inner port relief valve. In are (CW) to increase and out are (CCW) to decrease
the setting.
Boom Level
Out 4.8 – 5.2 seconds
In 5.0 – 5.4 seconds
Boom Retract
Boom Extend
Boom Extend
Port relief
Boom Retract
Port relief
Boom Circuit
(extend)
With the gage connected in the extend circuit and the engine at
high idle extend and stall the boom cylinder. You should have a
reading of 2100 – 2300 psi. If the setting is incorrect you need to adjust the outer port
relief valve. In are (CW) to increase and out are (CCW) to decrease the setting.
Once you have attained the correct setting for the retract and extend circuits you need to
reset the load sense relief valve to its correct reading. With the engine at high idle you
need to retract the boom and reset the load sense valve to 4450 – 4550
psi then reconnect the pilot hose.
Boom Retract
Boom Extend
Boom Extend
Port relief
Boom Retract
Port relief
Tilt Circuit
With the gauge connect at the load sense test port at the main pump Tilt the
boom to the left (CCW) and read the gauge the setting is 2125 – 2325 psi. If
the setting is not correct adjust the port relief valve. In to increase the setting
and out to decrease the setting.
With the gauge still connect to the load sense test fitting operate the tilt. In
the opposite direction and check the settings. If they are not correct adjust the
other port relief valve again in to increase and out to decrease.
Tilt 220 degrees speed Max. CW 8.6 – 10.5 seconds
CCW 8.6 – 10.5 seconds
Tilt left
(CCW)
Tilt right
(CW)
Hoist
Hoist circuit you will need several thing to be in place. Install a pair of high pressure gauges into the
hoist test ports. You also need to have the largest bucket that is available so that you can lift a
bucket full on material.
With a gauge in the hoist down test port place the bucket against the ground and stall the circuit.
The correct reading should be 2900 – 3100 psi. You will need to turn in to increase the
pressure and out to decrease the pressure.
With a gauge connected into the hoist up test fitting and the load sense turn up you will need to stall
the up side of the circuit. You are looking for 4475 – 4525 psi reading. Turning the relief in to
increase and out to decrease the setting
Hoist: A. Boom In raise from ground to 30 degrees 2.7 – 3.3 seconds (extend)
B. Boom In lower from 30 degrees to ground 1.3 – 2.2 seconds (retract with bucket)
C. Bounce limited to 3 with empty bucket @ full extend hoist up and stop @ boom level
Hoist Down
Test fitting
Hoist Down
Port relief
The port relief is between the holding
valve and the end cap.
Hoist Up
Test fitting
Hoist
Hold Valve
First install a gage in the hoist up test fitting.
Next thing that you need to do is remove the pilot line at the holding valve and
plug
the fitting at the elbow leaving the connecting fitting uncapped.
Next turn the hoist down relief valve in a quarter turn. This valve is located on the
back side of the control valve. Using the largest bucket that you have and filling it
to max capacity extend the boom fully. While reading the gage and powering
down slowly at the same time you should see 4625 - 4650 psi.
If you need to adjusted you will turn the allen headed screw in to increase
setting. Repeat the above steps to recheck the settings. Once you have checked
or reset the pressure you will need to reconnect the pilot line at the holding valve.
Remove the
line and plug
the line
fitting. Leave
the male
fitting open.
Tool Circuit
The fourth line over from the outside (if equipped with aux. hydraulics will be the
sixth line over) is for tool retract (open).
The first line over from the outside (if equipped with aux. hydraulics will be the
second line over) is for tool extend (close).
To correctly check the tool circuit you must remove the pilot line from the load sense
valve and adjust it in. You will also need to remove and plug the pilot line and plug it
leaving the fitting
open.
Load Sense
Valve
Retract (open)
Extend (close)
Tool Circuit
Tool Extend (close) first line:
With a high pressure gauge in the extend side and the load sense adjusted up the
correct reading should be 4700 – 4800 psi. If the reading is incorrect you will need to
adjust in to increase the reading and out to decrease the setting.
Tool Retract (open) four line:
With a high pressure gauge in the retract side and the load sense adjusted up the
correct reading should be 4700 – 4800 psi. If the reading is incorrect you will need to
adjust in to increase and out to decrease the setting.
Once all the setting are correct you must go back and reset the load sense setting to
4100 psi. Then reconnect the pilot line.
Tool Open: 1.9 – 2.3 seconds (retract)
Close: 3.2 – 3.8 seconds (extend)
Tool Close
Port relief
Tool Open
Port relief
Swing Circuit
First is the placement of the bucket against the ground. During several of the test you
will be stalling the swing circuit out.
Next you need to install a pair of 5,000 PSI gages into the MA (right) and MB ( left) test
ports.
These test ports are located on the manifold on top of the swing motor.
MB Test Port
MA Test Port
Looking at the valve section you will need to bottom the HIGH STAGE of the
section REGULATOR VALVE out. Remove the pilot line and plug the line
leaving the connecting fitting open to atmosphere.
Luck Nut for High
Stage Regulator
Pilot Connection
Adjustment for High Stage
Regulator
Swing Circuit
You will now have the engine operating at full throttle and the bucket firmly against
the ground. Now stall the swing in one direction or the other. Read and record the
readings. The correct reading is 3400 - 3500 PSI.
If you find that you are out of adjustment you will be working on the TWO stage
regulators at the motor.
If adjustment is required you turn the high side in to increase and out to decrease
the settings. This is a very fine adjustment and when you torque the nut the reading
might change on you so always recheck the readings.
The High side of the
TWO stage regulator
at the swing motor
Swing Circuit
Next you will be checking the low side of the regulators. Before you can check or adjust them you
must the first remove the pilot lines to the regulators on the swing motor and plug them leaving the
connecting fittings open to atmosphere. The correct setting is 1900 – 2200 PSI.
Once again remember that turning the regulator in will increase the reading and turning it out will
decrease the reading. If a adjustment was made recheck the reading after the lock nut has been
torque.
Reconnecting the pilot lines we will be checking the dynamic braking of the swing circuit.
With the gages still connected you will need to swing the machine and watch the gages. The
dynamic brake effect comes from the opposite side of the swing circuit. You will release the
controller to
stop the swing motion, at this point the pressure on the opposite direction should read 2200 PSI.
To check the low side of the two stage regulator on the swing valve you will need to cap the two
pilot lines at the swing motor leaving the connecting fittings open to atmosphere. Now stall the
swing out and you should see 900 PSI.
Swing: 360 degrees boom in and boom out 6.0 –6.6 seconds (left and right)
Swing brake sets (time delay switch) 3.0 –3.2 seconds
Low stage adjustment
The low stage lock nut
System Dump
When checking the system dump pressure connect a high pressure gauge into the MA
test port on the swing motor. With gauge connected you will stall the hoist down and the
boom retract you are looking to see 340 –370 psi. This is not a reading that can be
adjusted. If you are adding a attachment and you need to know what kind of dump tube
pressure that you will be working against.
MA Test
Port
Service Brakes
Install a gauge at the BR1 test quick coupler. Apply the brake pedal and hold it
down against the stop. The pressure reading should be as follows: 800-850 PSI
(same for the XL3300 and XL4300)
If the reading is no correct, ADJUST the stop up to decrease the pressure and
down to increase.
Adjustment stop is located
Under pedal
BR 1 port located under the
operators cab
Dig Brake
Install a gauge on the BR1 Port quick coupler on the brake valve. With switch in the
“OFF” position. The pressure reading will be 0 PSI. With switch in the “ON”
position the pressure reading will be 800-850 PSI. With switch in the “AUTO
SELECT” mode. Once the travel pedal is pushed to travel the brakes release when
the travel pedal returns to neutral position the brakes apply and the pressure reading
should be 800-850 PSI.
DIG BRAKE ADJUSTMENT:
If when the Dig switch is “ON”or in the “Auto mode” and the pressure reading is NOT
800-850 PSI. Remove the cotter pin and clevis pin from the brake
cylinder. If the pressure is less then specified adjust the yoke CCW and if the
pressure is too high adjust the yoke CW.
Note: Adjust the attach slave cylinder yoke to rear most holes in slotted bracket.
Brake valve plunger hex nut, is used to take up the slack in the pedal linkage.
There should be approx. about 1/8” of exposed thread behind the hex nut and
linkage.
Auxiliary Circuit
With gauges connect to the auxiliary circuit and the work port lines capped at
he end of the boom. Operate the auxiliary control valve switch in either
direction. The correct pressure setting is 3000 - 3200 psi.
The flow for the auxiliary circuit is 30 gpm
Pump power setting
You will be operating the machine while using the largest bucket available. With the
bucket full and it setting on the ground stall the tool circuit closed and hoist up and
boom out while swing 90 degrees.
Looking at the engine monitor you should have a reading of 2100 rpms to 2250
rpms.
The adjustment for this is located in the top of the main pump. Once you remove
the protective cap it must be replace.
Horse Power
controller
Jam Nut and
Adjusting
Screw
FINAL TEST REPORT
8031-9002 Rev D 4/3/01
Model XL3200 (First lot: 300)
PRESSURE TEST
I.
II.
III.
IV.
Flushing Pressure (No Functions Moving, High Idle)
Pump Differential (Pump - Loadsense, Boom out Bottomed)
Joystick Pilot Pressure (With Tool Moving @ Pilot Manifold)
Deere 4045TF250 Engine Speed (RPM) (2200 RPM Rated)
A.
High Idle
B.
Low Idle (Set With Fuel Pump Screw)
V.
Crawler Travel
A.
Left Track (top valve [forward = in , rev. = out] )
B.
Right Track (bottom [forward = in , rev. = out] )
VI.
Boom
A.
Cyl. Bottomed - Retracted, (Inside Relief Valve)
B.
Cyl. Bottomed - Extended, (Outside Relief Valve)
C.
”Pump” Setting (LS Setting, Cylinder Retracted)
VII.
Tilt
A.
Tilt Motor CCW, (Inside Relief Valve)
B.
Tilt Motor CW, (Outside Relief Valve)
VIII.
Hoist
A.
Cyl. Bottomed - Retracted (Inside Relief Valve)
B.
Cyl. Bottomed - Extended (Loadsense Relief Setting)
C.
Lock Valve Setting (Boom Starts To Drift W/ Load)
D.
Hoist Up Port Relief (Boom Starts To Fall W/ Load)
IX.
Tool
(Can Over-Power Tool Cyl. With Boom Function)
A.
Tool Cyl. Extended, Inside Hose Port
B.
Tool Cyl. Retracted, Outside Hose Port
X.
Swing
A.
Swing Regulator Pressure
B.
Dynamic Braking (Joystick in Neutral) Right
(Inside valve)
C.
Dynamic Braking (Joystick in Neutral) Left
(Outside valve)
XI.
System Dump Pressure (Hoist Down, Boom Retract)
XII.
Auxiliary (Optional Equipment)
A.
Inside Relief
B.
Outside Relief
XIII.
Pump Power Setting (Main pump): Drawdown when
combining swing,, Tool bottomed, Hoist up, and Boom out.
(Machine moving with full 60” ditching bucket, swinging 90 )
OF __ __ __
MACH OF LOT
DATE
GAGE
LOCATION
(P.S.I.)
MIN. - MAX.
G
G - LS
P2
490 - 570
295 - 315
480 - 520
Monitor
Monitor
2350 - 2450
950
G
G
4750 - 4850
4750 - 4850
X @ Valve
X @ Valve
X @ Valve
4650 - 4800***
2100 - 2300
4450 – 4550**
LS
LS
2125- 2325
2125-2325
X @ Valve
X @ Valve
X @ Valve
X @ Valve
2900 - 3100
4475 – 4525**
4625 - 4650
4700 - 4725***
X @ Valve
X @ Valve
4700 - 4800***
4700 - 4800***
MA port on motor
MA port on motor
3250-3325**
1900 - 2200
MB port on motor
MA port on motor
1900 - 2200
290-400****
X @ Valve
X @ Valve
3000-3200
3000-3200
Monitor
2100 RPM to
2250 RPM
NOTE: See hydraulic system set-up procedure for detailed system adjustment if required.
*Pressure test to be performed with oil at operating temp. and engine running full throttle
**Pressures correspond to regulator compensator setting or loadsense line relief.
***Specified pressures of these reliefs correspond to 1/2 GPM flow.
****To be tested after operating time test is conducted.
ACTUAL
(Not Factory Checked)
(Not Factory Checked)
(Not Factory Checked)
8031-9002 Rev D 4/3/01
Model XL3200
GRADALL TEST REPORT
MACH OF LOT
OF __ __ __
DATE
OPERATING TIME TEST
I.
Run Boom Out - level
II.
Run Boom In - Level
III.
Hoist
A. Boom In - Raise from Ground to 30° (12.5” Stroke)
B. Boom In - Lower from 30° to Ground (With Bucket)
C. Bounce Limited to 3 (Crawler only with empty bucket @
full ext... Hoist up and stop @ boom level)
IV.
Tool Open
V.
Tool Close
VI.
Swing Right 360° Boom In and Boom Out
VII. Swing Left 360° Boom in and Boom Out
VIII. Swing Brake Sets (time delay relay)
IX.
Tilt 220° Max. CW (nominal flow = 15 gpm. = 3.82 rpm.)
A.
Max. CW
B.
Max. CCW
X.
Crawler Speed: (3.3 MPH)
1.
Time for 100 Ft. (High Speed) Forward
2.
Time for 100 Ft. (High Speed) Reverse
A.
Straight Travel
(Deflection to be less than 3 Ft. in 100 Ft.)
1.
Forward
2.
Reverse
B.
Speeds and Times for Reference (High Speed)
1.
Sprocket Speed
2.
Time for one Track Revolution (24.934 ft / rev)
SECONDS
MIN. - MAX.
4.8 - 5.2
5.0-5.4
ACTUAL
2.7 -3.3
1.3 - 2.0
1.9 - 2.3
3.2 - 3.8
6.0 - 6.6
6.0 - 6.6
3.0-3.2
8.6-10.5
8.6-10.5
19.7-21.7
19.7-21.7
Ft.
Ft.
44 RPM
5.15
8031-9002 Rev D 4/3/01
Model XL3200
_______
Oil in Power Unit
Coolant in Power Unit
Reservoir Oil Level
Gear Lube in Swing Tran.
Upperstructure Greased
Hyd. Oil in Swing Brake
Gear Lube in Tilt Trans
Hyd. Oil in Tilt Brake
Full Throttle RPM
Heater/Defroster and
Controls Function
Oil Pressure, Engine At
Operating Temp (No Load)
Tracks Adjusted
Oil in All Gearboxes
Two Speed Functions
Control Orientation &
Operation Correct
Auto idle function works
Hose Trough & Hose
GRADALL TEST REPORT
INSPECTION CHECKLIST
Boom Rollers Adjusted
Tilt Endcaps (Bleed)
Cont. Levers & Switches Funct.
Hoses Clear of Interference
All Cylinder Pins Locked
Air Cleaner Connections Tight
Electronic Monitor Functions
Work With No Intermittent Operation
Window Moves Freely
Window Latches Work Both Up
and Down
Windshield Wiper & Washer OK
Cab Door Latches Hold
Access Doors Aligned
Latches, and Springs Working Correctly
Start/Stop Engine
Alternator System Charging Voltage At
Battery (Acceptable Range 13.3 - 14.7 Volts)
Pilot On/Off & Starter Lockout Function
Tilt Speed Override Switch Works
No Leaks-Fuel Tank & Reservoir
Tool Cylinder Rod Not Damaged
Swing Brake (Bleed)
Satisfactory Welds
All Hose Clamps Tight
Reservoir Oil Filter Clean
Door Lock
Boom Drift
” in 5 minutes
(max. spec. is 2” in 5 min
@ 120 F oil with 36” bucket)
Throttle Functions Properly
Attachments Fit
Horn Functions
Travel Alarm Functions:(4 Modes)
Left Forward
Left Reverse
Right Forward
Right Reverse
No Delay in Joystick Controls
Controls - Adjustment & Operation
Engine Alarms
Install Tamper Proof Cap on Pump
Adjustment Screw (9114-3222)
Use 9114-3224 For Service Only
Tested By:
Date:
______________________________________________________________________________________________________________________
SHIPPING INSPECTION CHECKLIST
GRADALL UPPER
Machine Conforms to Order
All Name Plates Applied
All Inst. Plates Applied
Tool Kit on Machine
Reservoir Oil Level
No Paint on Cylinder Rods
Swing Gears Lubed
Keys
GENERAL
Nonstandard Controls
Identified
Paint & Appearance OK
All Decals Installed
Windows Properly Installed
Gear Covers in Place
Belly Pans in Place
Swing Lights Work
________ Travel Alarm Functions
Machine Controls Set to SAE or Other Pattern Per Order.
Proper Control Decal Installed On Operators Window
ENGINE
Coolant Level
Engine Oil Level Correct
Special Items (List)
Inspected By:
Date:
MANUALS
1 Complete Manual Pkg.
(As listed on Packing Slip)
Serial No. Information
Added to Manual
Gradall Industries, Inc., New Philadelphia Ohio
NOTE: This document contains proprietary information and such information may not be disclosed to others for any purpose without written permission from Gradall Industries, Inc.
Drawing Number: 8033-9003
Revision: D
Orig. Rel. Date: 5/22/02
BY:
REV
DESCRIPTION
CHECKED
APPROVED
TRACKING #
8033-9003 REV D
Model XL3300
5/22/02
PRESSURE TEST
I.
Flushing Pressure (No Functions Moving, High Idle)
II.
Pump Differential (Pump - Loadsense, Boom out Bottomed)
III.
Joystick Pilot Pressure (With Tool Moving @ Pilot Manifold)
IV.
Deere 6068TF150 Engine Speed (RPM) (2100 RPM Rated)
A.
High Idle
B.
Low Idle (Set With Fuel Pump Screw)
V.
Travel
A.
Stall Propel With Service Brake - Forward
B.
Stall Propel With Service Brake - Reverse
VI.
Boom
A.
Cyl. Bottomed - Retracted, (Inside Relief Valve)
B.
C.
VII.
VIII.
Cyl. Bottomed - Extended, (Outside Relief Valve)
”Pump” Setting (LS Setting, Cylinder Retracted)
SERIAL #
GAGE
LOCATION
G
MP - LS
P2
DATE
(P.S.I.)
MIN. - MAX.
490 - 570
275 - 295
480 - 520
Monitor
Monitor
2250 - 2350
850-950
“B” Propel Tube
“A” Propel Tube
4875-4925
4875-4925
X @ Valve
4650 4800***
2100 - 2300
4450 –
4550**
X @ Valve
X @ Valve
Tilt
A.
B.
Hoist
A.
B.
Cyl. Bottomed - Retracted (Inside Relief Valve)
Cyl. Bottomed - Extended (Loadsense Relief Setting W/
C.
D.
Lock Valve Setting (Boom Starts To Drift W/ Load)
Hoist Up Port Relief (Boom Starts To Fall W/ Load)
X @ Valve
X @ Valve
Tool
A.
(Can Over-Power Tool Cyl. With Boom Function)
Tool Cyl. Extended, Inside Hose Port
X @ Valve
Tilt Motor CCW, (Inside Relief Valve)
Tilt Motor CW, (Outside Relief Valve)
LS
LS
2125- 2325
2125-2325
X @ Valve
X @ Valve
2900 - 3100
4875 –
4925**
5000-5050
5100 5125***
Pressure Boost Actuated)
IX.
X.
XI..
XII.
XIII.
XIV.
B.
Tool Cyl. Retracted, Outside Hose Port
Swing
A.
Swing Regulator Pressure
B.
Dynamic Braking (Joystick in Neutral) Right
(Inside valve)
C.
Dynamic Braking (Joystick in Neutral) Left
(Outside valve)
System Dump Pressure (Hoist Down, Boom Retract)
Chassis Supply (Rear Outriggers & Optional Blade or Front
Outriggers)
A.
Inside Relief
B.
Outside Relief
Steering (turn wheels to steering stops & hold)
Brake System
A.
Accumulator Charging Pressure (cut-out)
B.
Service Brake (hold pedal against stop)
C.
Dig Brake (move switch to “ON”)
X @ Valve
MA port on motor
MA port on motor
ACTUAL
(Not Factory Checked)
(Not Factory Checked)
49005000***
4900-5000*** (Not Factory Checked)
3250-3325**
1900 - 2200
MB port on motor
MA port on motor
1900 - 2200
290-400****
LS
LS
P at Brake Valve
3000-3100
3000-3100
2800-3100
P at Brake Valve
BR1 at Brake
Valve
BR1 at Brake
Valve
2150-2250
800-850
800-850
XV.
Auxiliary (Optional Equipment)
C.
Inside Relief
D.
Outside Relief
XVI.
Pump Power Setting (Main pump): Drawdown when combining
swing,, Tool bottomed, Hoist up, and Boom out. (Machine moving with
full 60” ditching bucket, swinging 90 ). Confirm with full speed 1st gear,
stall outrigger up, and apply brake pedal to max drawdown.
X @ Valve
X @ Valve
Monitor
3000-3200
3000-3200
1900 RPM to
2050 RPM
NOTES: See hydraulic system set-up procedure for detailed system adjustment if required.
*Pressure test to be performed with oil at operating temp. and engine running full throttle
**Pressures correspond to regulator compensator setting or loadsense line relief
***Specified pressures of these reliefs correspond to 1/2 GPM flow.
****To be tested after operating time test is conducted
8033-9003 REV D
Model XL3300
5/22/02
GRADALL TEST REPORT
TRACKING #
SERIAL #
DATE
OPERATING TIME TEST
I.
Run Boom Out - level
II.
Run Boom In - Level
III.
Hoist
A. Boom In - Raise from Ground to 30° (12.5” Stroke)
B. Boom In - Lower from 30° to Ground (With Bucket)
C. Bounce Limited to 3 (With empty bucket @ full ext...
Hoist up and stop @ boom level)
IV.
Tool Open
V.
Tool Close
VI.
Swing Right 360° Boom In and Boom Out
VII. Swing Left 360° Boom in and Boom Out
VIII. Swing Brake Sets (time delay relay)
IX.
Tilt 220° Max. CW (nominal flow = 15 gpm. = 3.82 rpm.)
A.
Max. CW
B.
Max. CCW
X.
Travel Speed
1.
Time for 100 Ft. Forward – 1st Gear (5.0-5.9
MPH)
2.
Time for 100 Ft. Reverse– 1st Gear (5.0-5.9
MPH)
3.
Time for 100 Ft. Forward – 2nd Gear (19.522.0 MPH)
4.
Creeper Mode Selected Forward – 1st Gear
XI.
Outrigger Speed
1.
Extend Time (1 outrigger)
2.
Retract Time (1 outrigger)
XII.
Blade Speed (If Equipped)
1.
Extend Time
2.
Retract Time
XIII
Dig Brake Sets
Travel in 1st gear, dig brake "auto" mode - measure time from removing
foot from travel pedal until dig brake begins to set.
SECONDS
MIN. - MAX.
4.8 - 5.2
5.0-5.4
ACTUAL
2.7 -3.3
1.3 - 2.2
1.9 - 2.3
3.2 - 3.8
6.0 - 6.6
6.0 - 6.6
3.0-3.2
8.6-10.5
8.6-10.5
11.5-13.6
11.5-13.6
3.1-4.1
26.8-31.6
2.6-3.0
1.9-2.3
(Not Factory Checked)
2.4-2.8
2.5-2.9
2.6 - 3.6
(Not Factory Checked)
(Not Factory Checked)
(Not Factory Checked)
TRACKING #
8033-9003 REV D 5/22/02
Model XL3300
Oil in Power Unit
Coolant Level and
Protection to (-30ºF)
Reservoir Oil Level
Gear Lube in Swing Tran.
Upperstructure Greased
Hyd. Oil in Swing Brake
Gear Lube in Tilt Trans.
Hyd. Oil in Tilt Brake
Hyd. Oil in Planetaries (4)
Hyd. Oil in Differentials (2)
Engine Oil in Transmission
Undercarraige Greased
Heater/Defroster and
Controls Function
Oil Pressure, Engine At
Operating Temp (No Load)
GRADALL TEST REPORT
INSPECTION CHECKLIST
SERIAL #
DATE
Hose In Boom Not Twisted
Boom Rollers Adjusted
No Leaks-Fuel Tank & Reservoir
Tool Cylinder Rod Not Damaged
Tilt Endcaps (Bleed)
Cont. Levers & Switches Funct.
Control Valves Free
Hoses Clear of Interference
All Cylinder Pins Locked
Swing Brake (Bleed)
Satisfactory Welds
Reservoir Oil Filter Clean
Door Lock
Boom Drift
” in 5 minutes
(max. spec. is 2” in 5 min
@ 120 F oil with 36” bucket)
Swing lights work
Throttle Functions Properly
Attachments Fit
Horn Functions
Travel Alarm Functions:(2 Modes)
Work Mode
Travel Mode
No Delay in Joystick Controls
. Electronic Monitor Functions
Window Moves Freely
Window Latches Work Both Up
and Down
Windshield Wiper & Washer OK
Cab Door Latches Hold
Access Doors Aligned
Tilt Speed Override Switch Works
_______
Auto idle function works
Center Pin Dry
Control Orientation &
Operation Correct
Park Brake works
1st-2nd Gear selector works properly
Outriggers work properly
Dig Brake works properly
Service Brakes Operate
Steering Operates
Blade works properly (If equipped)
Alternator System Charging Voltage At
Battery (Acceptable Range 13.3 - 14.7 Volts)
Pilot On/Off & Starter Lockout Function
Tire Pressure 95-105 psi
Axle Oscillation Lock Works Properly
Lug nuts torqued to 425-450 ft-lbs.
Swing Lock works
Joystick Lockout switch works
Engine Alarms
Install Tamper Proof Cap on Pump
Adjustment Screw (9114-3222)
Use 9114-3224 For Service Only
Brake Pressure Warning Light works
Brake/Turn/Tail lights work
Headlights (Hi & Low beams) work
Turn Signals work
Hazard lights work
Fwd/Rev selector works
Tested By:
Date:
______________________________________________________________________________________________________________________
SHIPPING INSPECTION CHECKLIST
GRADALL UPPER
All Name Plates Applied
All Inst. Plates Applied
Tool Kit on Machine
Reservoir Oil Level
No Paint on Cylinder Rods
Swing Gears Lubed
Keys
GENERAL
Nonstandard Controls
Identified
Paint & Appearance OK
All Decals Installed
Masking Removed
Gear Covers in Place
Belly Pans in Place
Swing Lights Work
Machine Controls Set to SAE or Other Pattern Per Order.
Proper Control Decal Installed On Operators Window
ENGINE
Coolant Level Correct
Engine Oil Correct
Special Items (List)
Inspected By:
Date:
MANUALS
Operator
Parts
Service
REV
EXCAVATOR
MAINTENANCE MANUAL
COVERING ALL
WHEELED UNITS
The manual is designed to help the maintenance departments
responsible for the up keep of the units.
The manual will answer questions about dash lights for the carrier
as well as to the information center in the upper cab when glowing.
Manual has information about service intervals for the different
components used on the Gradall Excavators.
Manual is to be used with all wheeled mounted excavators.
It is not designed to replace the Owner/Operators Manual but to
accompany it for correct and better maintenance.
NOMERCLATURE XL 3300
NOMERCLATURE XL 3300
NOMERCLATURE XL 4300
NOMERCLATURE XL 4300
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
Table of Contents
Page
Introduction
Nomenclature
Track Adjustment
Shoe Contact with Rock Guard
Crawler Travel Speed
Crawler Tracking
Track Chain
Track Rollers
Idler Roller with Track Tension and
Adjuster Components
IX. Drive Sprocket
X. Miscellaneous
I.
II.
III.
IV.
V.
VI.
VII.
VIII.
(ii)
1
3
5
6
7
8
15
19
24
26
NOTE! “High Pressure” denotes 10,000 psi gauge
“Low Pressure” denotes 1,000 psi gauge
Form No. 29635 3/47
(i)
MAINTENANCE MANUAL
XL CRAWLER UNDERCARRIAGE
Introduction
Orientation:
Right, left, front and rear relate to the direction of a person sitting in the upperstructure cab. The front of the
machine is the idler roller end. The excavating (working) function should always be performed over the front
to minimize track component wear.
Related Materials:
Other manuals related to your machine should be reviewed for information about a specific subject
other than XL CRAWLER UNDERCARRIAGE maintenance.
Other manuals available for your machine:
Operator’s Manual
Service Manual
Safety Manual
Sales Literature
Parts Manual
Brochures
Miscellaneous Vendor Manuals covering specific components
Form No. 29635
3/97
(ii)
Introduction (continued)
This Manual covers technical repair and maintenance information for the CRAWLER UNDERCARRIAGE of the
XL SERIES GRADALL
Charts showing component dimensions, part numbers, wear percentage, fastener torque values, hydraulic
hose and fitting torque values and lubrication capacity information are included.
Information about track chain adjustment, repair and replacement is also supplied.
This Manual does not cover machine operation or the hydraulic system. Refer to appropriate manuals for
that information.
Familiarize yourself with this Manual and its contents. Should you have questions concerning information
supplied or a specific machine, please contact your GRADALL distributor for assistance.
Safety
The following symbols are used to call your attention to safety notices.
DANGER: This symbol indicates an extreme hazard which could result in high
!
DANGER probability of death.
!
WARNING serious injury if proper precautions are not taken.
!
CAUTION damage to equipment or property if proper precautions are not taken.
WARNING: This symbol indicates a hazard which could result in death or
CAUTION: This symbol indicates a hazard which could result in injury or
DAILY:
Read and adhere to all safety notices placed on the machine and in the various technical and operator’s manuals.
Clean the machine as required.
Be sure all grab handles, steps, and walking areas are clean and clear.
Be sure the fire extinguisher works.
Check that all safety decals are in place as when the machine was received new.
Be sure all safety and operator’s manuals are with the machine.
Report any safety hazard to the correct personnel.
DO NOT operate the machine in an unsafe manner.
DO NOT operate the machine if you are unfamiliar with the controls.
DO NOT operate the machine if you are under the influence of alcohol or drugs.
Be certain controller shut-off safety switch functions properly when the operator’s seat handle is raised.
! WARNING
Form No. 29635 3/97
DO NOT remove track tensioning hydraulic cylinder fitting while it is pressurized. Relieve
pressure by loosening the fitting one or two turns until grease escapes through the vent
slot and pressure is relieved. Refer to the warning decal on the inside of the side frame
cover protecting the track tensioning device.
(iii)
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
I. Nomenclature
FIGURE 1
GRADALL CRAWLER UNDERCARRIAGE
This Manual covers the undercarriage mechanical running gear. Components such as planetary drive, hydraulic
drive motor and crawler brakes are not covered. Refer to the respective manual for information on these
components. The undercarriage frame (carbody and side frame) is only covered in welding repairs.
A quick reference chart is supplied as an aid to find major components in their respective parts manual.
Refer to the contents page for specific components covered in this Manual.
How to extend Undercarriage life
Dig only with the attachment over the idler end of the tracks. This gives even pin and bushing
contact, reducing wear. An attachment working over the sprockets will result in overloading the
surfaces between the sprocket and track bushing.
l Travel in the forward position with the sprockets at the rear end of the machine. Travelling in reverse causes
excessive wear on the sprockets and chains.
l When turning, utilize both tracks. Using power to one track only causes the opposite track to drag,
wearing components more rapidly.
l Keep back and drive components clean and free of mud and debris.
l
Form No. 29635 3/97
1
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
I. Nomenclature (continued)
l
Perform daily inspections, checking for loose bolts, leaking seals, structural damage, correct track adjustment
and any abnormal wear. Report problem areas to appropriate personnel.
l
Operate the machine in a smooth professional manner, especially over obstacles or rough terrain. This will
usually prevent premature roller and component wear and reduce the possibility of track shoe bending.
l
Always park the machine on level ground. If parked on an incline or uneven terrain, the roller seals could
become deformed or damaged resulting in lubricant loss. Without lubricant the internal parts of a roller will
be destroyed within hours.
l
Keep the machine lubricated per lube chart.
l
Replace or rebuild track chain components as required. Refer to the “Track Chain” section of this Manual for
specific component information.
l
Keep a supply of metric fasteners in stock to replace broken or lost components.
l
When replacing bolts, nuts, hydraulic hoses and/or hydraulic fittings, torque them to the values shown in the
torque charts on pages 28-30 of this Manual.
Form No. 29635 3/97
2
II. Track Adjustment
FIGURE 2
TRACK ADJUSTMENT CHECK
Proper track adjustment is achieved when the link assembly is properly tensioned. This condition is reached
when the maximum sag between the top carrier roller and the drive sprocket matches the dimension “A”
shown on Figure 2. The allowable sag for your machine is as follows:
XL 5200-35mm-1.375 in.
XL 4200-35mm-1.375 in.
XL 2200-20mm-0.781 in.
Track Adjustment Procedures:
l Clean track components so foreign material does not obstruct the tensioning assembly
from full free movement.
l
Install a straight edge on the track and measure sag per Figure 2.
l
If tightening adjustment is required, add grease to the tensioning cylinder until the proper
dimension “A” in Figure 2 is achieved.
l
TO ADD GREASE TO THE TENSIONING CYLINDER, PROCEED AS FOLLOWS:
FIGURE 3
SIDE FRAME TRACK TENSIONING DEVICE COVER
FIGURE 4
WARNING DECAL
l Remove the track tensioning device cover from the side frame. See
Figure 3. Follow the warning decal
instructions on the inside of the cover. See Figure 4.
Form No. 29635 3/97
3
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
II. Track Adjustment (continued)
FIGURE 5
BUTTON HEAD HYDRAULIC FITTING
FIGURE 6
FILL VALVE (TRACK TENSIONING CYLINDER)
Attach the button head hydraulic fitting (furnished in the tool kit) to the fill valve that is screwed
into the tensioning cylinder. See Figure 5 and Figure 6.
l
NOTE! The XL 5200 also has a relief valve installed in the tensioning cylinder.
l
Pressurize the cylinder until the proper dimension “A” is achieved. See Figure 2.
l
Reinstall the track tensioning device cover to the side frame. See Figure 3.
l
IF THE TRACK TENSION IS TOO TIGHT AND NEEDS LOOSENING PROCEED AS FOLLOWS:
l
Remove the track tensioning device cover from the side frame. See Figure 3. Follow the warning decal
instructions on the inside of the cover. See Figure 4.
l
Carefully back out the hydraulic fill valve from the tensioning cylinder until lube starts to escape
from the relief slot machined in the threads. See Figure 5 and Figure 6.
l
Release the amount of lube necessary to achieve proper dimension “A” in Figure 2 for your machine.
FIGURE 8
FILL VALVE AND BUTTON HEAD FITTING INSTALLED
IN TENSIONING CYLINDER
FIGURE 7
TENSIONING CYLINDER FILL VALVE WITH
BUTTON HEAD FITTING
Figure 7 and Figure 8 show the tensioning cylinder fill valve and the button head fitting
NOTE! that fits to it. Be certain you understand how to install the buttonhead fitting to the fill
valve (one-way check valve) before attempting adjustment.
Reinstall the side frame cover.
l
!
WARNING
Form No. 29635 3/97
Do not remove any parts until all pressure in the tensioning cylinder has been relieved. Serious
injury could occur. Refer to the decal on the undercarriage side frame tensioning cylinder cover.
4
II. Track Adjustment (continued)
Improper Adjustment Hazards:
TRACKS TOO TIGHT:
If track is too tight, excessive friction will cause a reduction in machine performance and may cause
accelerated wear of rolling track components.
TRACKS TOO LOOSE:
If track is too loose, component service life is drastically reduced. Loose tracks easily become misaligned and
may jump off the sprockets when the machine is turned. A loose track may also jump sprocket teeth
causing
damage or premature wear. At best, loose tracks make it difficult to travel in a straight line.
NOTE! Both tracks must be adjusted equally to ensure proper travel performance.
III. Shoe Contact with Rock Guard
Contact with the rock guard may result in wear on a portion of the leading edge. The track chain may flex up
between rollers as the machine travels over the ground. The amount that the chain can flex in this direction is
increased when internal pin and bushing wear occurs. As the chain flexes up, the leading edge of the shoe may
contact the rock guard. (See Figure 9). Also, rail and track roller tread wear reduces the clearance between the
track shoes and the rock guards. This would increase the possibility of contact. Normal contact may also occur if
the track chain is tipped up on one side by rough terrain.
This type of wear does not affect the function of the track shoe and, therefore, is a minor wear pattern. It does,
however, reduce the bending strength of the shoe.
FIGURE 9
SHOE CONTACT WITH ROCK GUARD
Form No. 29635 3/97
5
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
IV. Crawler Travel Speed
Adjustment for crawler undercarriage travel speed is performed of the control valves. See Figure 10. There
are stroke limiters provided on each crawler propel valve end cap. Use the following tests to set freerunning speed and actual travel speed. A stopwatch and point (for marking the tracks) will be required
for these tests.
Before checking travel speed, be certain the tracks, chains, and rollers are free of mud, and other
debris that could interfere with achieving correct test results. Check track tension before testing travel speed. If
track tension is not correct, perform track adjustment procedures outlined on pages 3 and 4 of this Manual.
Travel Speed Testing and Adjustment Procedures:
1.
Rotate the upperstructure so the boom is perpendicular to the right-hand track. Place the bucket on the ground
with the boom extended. Apply down pressure to the boom to raise the right hand track off the ground. Paint a
stripe on the track to be used as a reference point.
2.
Set the crawler speed to “High”. Push the right-hand forward travel pedal. When the paint stripe reaches your
desired location, start the stopwatch and time the track for one complete revolution. The correct speed is as
follows: XL 5200: 8.6 to 9 seconds (27.9 RPM sprocket speed). XL 4200: 7.8 to 8.2 seconds (27.9 RPM sprocket
speed). XL 2200: 3.9 to 4.3 seconds (55.7 RPM sprocket speed).
3.
If travel speed needs corrected, remove the plug from the rear stroke limiter. Insert an allen wrench in the stroke
limiter screw. Loosen the stroke limiter housing and adjust it to achieve the correct travel speed. Turning the
stroke limiter screw clockwise decreases travel speed, turning it counter clockwise increases travel speed. Re-test
travel speed after adjustment. See Figure 10.
4.
Repeat test for right-hand reverse travel using the front stroke limiter. After this travel speed is set, carefully raise
the boom to lower the right hand track to the ground.
5.
Rotate the upperstructure so the boom is perpendicular to left-hand track. Repeat forward and reverse track
speed test for the left hand track using steps 1 thru 4.
6.
After free-running speed has been checked, mark off a level, linear distance of 100 feet. Set the crawler undercarriage for high speed and enter the 100-foot marked course travelling straight and at full travel speed
forward. Begin timing as the machine enters the course and end timing when it exits. Correct travel speed is as
follows: XL 5200: 30.3-30.9 seconds. XL 4200: 27.8-28.4 seconds. XL 2200: 19.5-20.1 seconds.
If travel speed is slower than the above times and free-running speed was tested correctly, do
NOTE! not increase track speed to achieve the above times. Use free-running speed as the maximum speed
for the crawler undercarriage.
7.
Repeat step 6 for reverse travel.
Form No. 29635 3/97
6
IV. Crawler Travel Speed (continued)
FIGURE 10
CRAWLER SPEED ADJUSTMENTS
V. Crawler Tracking
Crawler Undercarriage Tracking
The crawler undercarriage is allowed a small deviation from straight travel. If this deviation is excessive,
it can be adjusted using the crawler propel valve stroke limiters. Whenever tracking is adjusted, the freerunning travel speed of the undercarriage must be checked to ensure it does not exceed specifications
for the model being tested. It may be necessary to slow one track, rather than speed up the other.
1.
To Check Undercarriage Tracking Proceed as Follows:
Mark off a level, linear distance of 100 feet. Set the crawler undercarriage for “High” speed. Enter the 100-foot
marked-off course straight and at full travel speed forward.
2.
After completing the course, measure the machine’s path of travel for deviation from a straight line. Maximum
allowable deviation is 10 feet. If free-running speed has been checked and is correct, it is best to slow the fast
track when adjusting tracking. The stroke limiter adjustment screw should not be adjusted more than 1/8 of a
turn before retesting. The stroke limiter adjustment is very sensitive. Use the rear stroke limiter to adjust forward
travel.
3.
After forward travel tracking test is complete, repeat for reverse travel. Use the front stroke limiter to adjust for
reverse travel. See Figure 10.
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VI. Track Chain
FIGURE 11
TRACK PIN & BUSHING
The track chain assembly known in the industry consists of a series of links, pins and bushings on which the track
shoes are bolted. The chain contacts the drive sprocket on one end of the machine and the idler roller chain
tensioning assembly on the other end. As the sprocket turns, the teeth contact the bushings pulling them around
the circumference resulting in machine travel.
The links are fastened together by pins and bushings which are sealed. See Figure 11 and Figure 18.
The chain must be installed with the pin end of the links facing the back of the machine at ground level.
To split open a track, first locate the master pin. It has a (machined center) countersink in the center of each end.
See Figure 18. Then position the track so it is accessible. Use a portable press to push the pin out. The chain is
now broken apart and both ends are free.
Stay clear of the end of the chain to prevent injury should it roll uncontrolled to the
! WARNING ground. We recommend you use a “come-a-long” or similar fastening device to lower the
end of the chain to the ground.
Reverse the procedure for reassembly.
Form No. 29635 3/97
8
VI. Track Chain (continued)
The accumulated operating (traveling) hours on the machine result in link wear. Replace whenever the 100%
value is reached. Allowable link wear is per Table 1:
FIGURE 12
TRACK LINK
TABLE 1
TRACK LINK WEAR PERCENTAGE DATA
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VI. Track Chain (continued)
Track Shoes
The standard track shoes (pads) used on the GRADAlL crawler machines are the triple grouser type. This
design gives a lower penetration into the surface, reduces turning resistance, improves maneuverability
and reduces loads on other undercarriage parts.
Other style track shoes are also available.
To minimize shoe bending or breaking, do not use a wider shoe than is required. It is important to keep
the track bolts properly torqued. (Refer to bolt torque chart on pages 28-30 of this Manual)
Approximately every 100 hours the bolt torque should be checked. Visually check for loose or missing bolts
at the start of each operating shift. If track shoes show a tendency to bend or break, the shoes may be too
wide for the working surface.
Maximum back shoe wear of 100% (See Table 2 for values applicable to your machine) is
allowable if the machine is normally working on medium soft ground. Operating on rocky ground the
shoes must be replaced when the wear is 75%. (Second column from right, Table 2.)
FIGURE 13
TRIPLE GROUSER SHOES
TABLE 2
TRIPLE GROUSER SHOE WEAR PERCENTAGE DATA
Form No. 29635 3/97
10
VI. Track Chain (continued)
Track Pin
The hardened (surface hardness Rc 60) track pin is pressed into the right and left link of the chain. It is also
installed through the bushing at each end of the link. There are seals at each end to prevent contamination.
The outside diameter (O.D.) of the pin wears against the inside diameter (I.D.) of the bushing with which it is
making contact. See Figure 14.
For allowable track chain wear tolerances, see “When to Repair Track Groups,” Figure 19 and Table 4.
Once the pin reaches the allowable wear limit it may be rotated 180 degrees for extended life. See Figure 15.
FIGURE 14
TRACK PIN
FIGURE 15
TRACK PIN TURNING
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VI. Track Chain (continued)
Track Bushing
The track bushings fit into the counterbore of each link. There is one bushing per link set. The track pin fits
through the bushing.
The O.D. of the bushing contacts the teeth of the drive sprocket during travel. This results in bushing wear at
the sprocket side only. This wear along with pin wear is a major factor in causing looseness and damage to
the chain by increasing pitch length.
Outside wear of the bushings is of three types: Radial Wear, Forward Drive Side Wear, and Reverse Drive Side
Wear. (See Figure 16) Measurements should be taken at each position; use the one which indicates
maximum wear. (Refer to Table 3).
FIGURE 16
TRACK BUSHING WEAR
TABLE 3
OUTSIDE BUSHING WEAR
Form No. 29635 3/97
12
VI. Track Chain (continued)
FIGURE 17
MASTER PIN
MACHINE CENTER
(COUNTERSINK)
Master Pin and Bushing
A master pin and bushing is used on each track. These components are the ones used to take the track apart and
put it together. See Figure 17. The master pin and bushing wear more rapidly than do other pins and
bushings. This is because the bushing does not extend into the counterbore of the link.
The master pin can be identified by the countersink (center) machined in the center of each end.
A portable press is used to remove the master pin.
!
Once the master pin is removed, the track may roll uncontrolled to the ground. To avoid
WARNING injury, stay clear.
FIGURE 18
TRACK PIN SEALS
The track chain link is sealed at each end of the track pin. This design helps guard against contaminants, a major
source of premature wear. The seals must be installed. See Figure 18.
When the pins and bushings are assembled they must be well lubricated.
Track Bolts
The track bolts have special wear-resistant heads, self-locking, square nuts and rolled threads. These bolts meet
American standard Grade 8 and European standard 12.9 class.
Torque values are found in the torque chart. See Pages 28-30.
The bolts should be randomly checked for torque approximately every 100 hours. Check for loose or missing bolts at
the start of each operating shift.
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VI. Track Chain (continued)
When To Repair Track Group
Once you determine exactly when to replace each worn part of your undercarriage, you have maximized your
opportunity to exact the most economical use of your undercarriage.
This Manual contains tables showing the maximum wear limit for each track moving part. If these limits are
observed, you will realize economical performance without costly expenses resulting from component
damage, replacement parts and machine downtime.
For measurement of component wear, a few simple tools are needed: flexible tape, small caliper, large caliper,
depth gauge, steel ruler and straight edge.
Links, Pin and Bushing Wear Measurement
To establish the average wear measurement, choose a length of 4 sections of link assembly on top of the
undercarriage in a well tensioned zone. Do not include master pin and link in the four sections of link
measured. See Figure 19 and Table 4.
Once the wear measurement reaches the 100% limit the pins may be turned 180 for extended life. If this
operation has been previously performed the worn parts must be replaced.
FIGURE 19
FOUR SECTIONS OF THE LINK ASSEMBLY
TABLE 4
WEAR DATA: 4 SECTIONS OF THE LINK ASSEMBLY
Form No. 29635 3/97
14
VII. Track Rollers
FIGURE 20
TRACK ROLLER
The track rollers used on the XL SERIES GRADAlL CRAWLER are sealed units that normally require no resealing
or refilling (unless they have been damaged). The rollers are filled with SAE 30 or SAE 40 weight oil. To fill
the roller, remove the fill plug from the body and fill with the quantity of oil shown for your machine in
Table 5.
The XL 5000 and XL 4000 use the bottom roller design for the top and bottom of the track. The XL 2200
uses a bottom design on the bottom of the track and a carrier design roller for the top of the track. Refer
to the quick reference chart or the applicable parts manual for part number identification.
TABLE 5
TRACK ROLLER LUBE CAPACITY CHART
Form No. 29635 3/97
15
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VII. Track Rollers (continued)
Roller Seals
If the seal group is being replaced, use new parts only. Used seals will most likely fail shortly after rebuild.
Installation procedure for roller seals is as follows:
1.
2.
3.
4.
5.
The mating surface where the seals contact must be dry and clean, free of dirt, nicks and burrs.
6.
Fill roller with lube. See Table 5.
Install O-ring on the roller shaft.
Install the seal group into the roller shell seat. Remove the plastic band holding the rings together.
Press the collar onto the roller shaft and lock in place with the dowel.
Invert the roller assembly and perform steps 1 through 4.
FIGURE 21
ROLLER SEALS
Form No. 29635
16
VII. Track Rollers (continued)
Track Roller Disassembly (See Figure 21)
1.
2.
3.
4.
Remove lube fill plug and dump lube into a container.
Press dowel pin out of collar.
Remove seals and shaft.
Press out bushings.
Track Roller Assembly (See Figure 21)
1.
2.
3.
4.
5.
6.
7.
8.
9.
Install bushings into roller shell.
Install collar to roller shaft.
Install dowel pin through collar and shaft.
Install O-ring in roller shaft.
Install seal group in roller shell seal seat.
Insert collar and shaft into shell until collar bottoms to the seal group.
Invert roller 180.
Complete component assembly as in steps 2 through 6.
Fill Roller with lube. See table 5.
Form No. 29635 3/97E
17
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VII. Track Rollers (continued)
Bottom and Carrier Track Rollers
The rail diameter of the bottom and carrier roller for your machine when it was new is shown in Table 6 and
Table 7. Whenever the wear percentage reaches the 75% range the roller diameter should be resurfaced to size
or the roller replaced.
The track roller rail surface hardness is Rc 55.
FIGURE 22
BOTTOM ROLLER
FIGURE 23
CARRIER ROLLER XL 2200
TABLE 6
BOTTOM ROLLER WEAR PERCENTAGE DATA
TABLE 7
CARRIER ROLLER WEAR PERCENTAGE
Form No. 29635 3/97
18
VIII. Idler Roller with Track Tension and Adjuster Compartments
FIGURE 24
IDlER ROLLER:TYPICAL
The idler roller assembly is located at the front of each side frame. Major components are Idler Roller,
Tensioning Spring, Hydraulic Adjusting Cylinder, Idler Slides and Connecting Bracket.
This assembly acts as a shock absorber for the track system. It compensates for shock loads (caused by
large rocks, uneven terrain, etc.) imposed by momentarily adjusting the chain pitch. Compensation is accomplished
by the tensioning spring and hydraulic cylinder collapsing the required amount, thus minimizing the chance
of chain breakage.
The XL 5200 hydraulic adjusting cylinder is equipped with a relief valve to assist in accepting major
shock loads that could be imposed on this size machine. The relief valve will relieve lubrication to
compensate for excessive shock loads. Should this occur very often it may be necessary to recharge
the cylinder with lubricant once the travel cycle returns to normal.
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VIII. Idler Roller with Track Tension and Adjuster Components
(cont.)
FIGURE 25
IDLER ROLLER
The idler roller has two outside rails which is the area that the track links make contact. These rails are
hardened to Rc 55.
The rollers are “lifetime” lubricated and under normal working conditions no further lubrication maintenance
is required. The idlers should be randomly checked while working to protect against destruction should a
seal be damaged.
To install lubrication we recommend the use of a low pressure pump with a nozzle on the end that will fit
through the fill hole in the idler body. Use SAE 30 or SAE 40 oil at capacities for your machine. See Table 8.
TABLE 8
IDLER ROLLER LUBRICANT CAPACITY
Form No. 29635 3/97
20
VIII. Idler Roller with Track Tension and Adjuster Components (cont.)
Idler Roller Disassembly (See Figure 25)
ASSUMPTION: RECOIL COMPONENTS HAVE BEEN REMOVED AND THE ROLLER IS FREE.
1.
Remove one of the dowel pins that fasten the bracket to the shaft.
2.
Remove the remaining components which are now free of the shaft.
3.
Press out the bushing. (The bushing can only be removed by use of a vertical press with correct tooling.)
4.
If necessary, remove the remaining dowel pins and bracket.
Idler Roller Assembly (See Figure 25)
1.
2.
3.
4.
5.
6.
7.
Press the bushings into the idler shell.
Mount a bracket on to the shaft.
Insert seal group into the idler shell seal seat.
Install O-ring on the shaft.
Insert the complete sub assembly in the idler shell to the point where it bottoms the seal group.
Invert the idler and assemble components as in steps 1 through 4.
After loose assembly press tightly together using a vertical press.
NOTE! The seal group is assembled the same as in the bottom rollers. See Figure 21.
Idler Roller and Track Tensioner Removal and Replacement to the Side Frame
!
Serious injury could result if the pressure is not relieved from the tensioner and recoil system.
WARNING See decal on the side frame cover and “Track Adjustment” section of this Manual.
To remove pressure from the cylinder, carefully back off one or two turns on the fill fitting. (Refer to Track
Adjustment section of this Manual.) As soon as lube starts to come out the vent hole STOP backing off the
fitting. Once pressure is relieved it is safe to remove the roller and tensioner assembly.
It will be necessary to collapse the tensioning cylinder fully for reassembly of the group.
See Table 9 for the part number and stroke of the cylinder for your particular machine.
TABLE 9
IDLER ROLLER TENSION CYLINDER
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
VIII. Idler Roller with Track Tension and Adjuster Compartment (cont.)
Track Tension and Idler Roller Disassembly (See Figure 24)
1.
2.
3.
4.
5.
6.
7.
1.
2.
3.
4.
5.
6.
7.
8.
Relieve all pressure from the track tensioning cylinder. See Figure 3 and Figure 4.
Carefully separate the track chain and lay it on the ground.
Remove the recoil device group (refer to the correct page in the Parts Manual for your machine).
Remove the track tension group (refer to the correct page in the Parts Manual for your machine).
Remove the two (slide brackets) support groups and idler pin from the side frame.
Remove idler roller from the machine.
Examine all fasteners and seals for damage. Replace any damaged component.
Track Tension and Idler Roller Reassembly
Clean, lubricate, and check all components for damage.
Reassemble idler roller with support group and fork and install into side frame (refer to Parts
Manual for parts required).
Install track tension group (refer to Parts Manual for parts required).
Torque all fasteners to correct value.
Reassemble track chain to side frame and lack master pin and bushing as required.
Using button head coupling (8381-3109) supplied in the GRADALL Tool Kit, pressurize the tensioning
cylinder to achieve the correct track adjustment. (Refer to Track Adjustment section of this Manual.)
Install cover over the opening in the side frame for the valve that is used for the tensioning cylinder adjustment.
Check that the “WARNING” for track adjustment is in place. If it is not on the inside of the side frame cover,
(installed at step 7) or is illegible, notify the correct personnel to have it replaced immediately.
Form No. 29635 3/97
22
VIII. Idler Roller with Track Tension and Adjuster Components (cont.)
Idler Roller Rail Weld Refacing
TABLE 10
WEAR PERCENTAGE DATA
Figure 26 and Table 10 show the allowable wear on the rail height of the idler roller. A good undercarriage shop
has the ability to rebuild (reweld) the roller to its original dimensions. When wear percentage reaches 100% the
idler roller must be rebuilt or replaced.
FIGURE 26
FRONT IDLERS
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
IX. Drive Sprocket
The drive sprocket is sized to provide proper travel performance for the model machine on which it is used. It is
bolted to a gear box that is also sized for correct performance. The drive sprocket always has an uneven number
of teeth. As they rotate the drive chain is engaged which results in machine travel.
The six major types of drive sprocket wear are:
1.
Drive Chain Wear --- when operating forward.
2.
3.
4.
5.
Reverse Drive Side Wear --- when operating in reverse.
Climbing Wear --- result of increased track pitch.
Root Wear --- when bushings slide from side to side.
Rotative Wear --- when bushings rotate as they leave (forward) or enter (reverse) the sprocket.
Reverse Drive Side Tip Wear --- when sprocket pitch is greater than track pitch.
The drive sprocket is cast of special manganese steel hardened to Rc 55. If it is reconditioned by welding it must
conform to the dimensions of a new sprocket.
Table 11 gives the new and allowable wear tolerances of the sprocket on your machine.
TABLE 11
NEW DRIVE SPROCKET DIMENSIONS
FIGURE 27
DRIVE SPROCKET
Form No. 29635 3/97
24
IX. Drive Sprocket (continued)
Wear on the sprocket is very difficult to measure. As the machine works, wear takes place in such a way that
no trace of the original teeth are left for use as a measuring point. Sprockets should be rebuilt or replaced
whenever wear percentage reaches 100%.
`
Wear is never uniform, so measurements should be taken at different points on the sprocket teeth. See Figure 18.
Use the area showing the most wear as your gauge for determining wear percentage on Table 12.
Dimension “0F” from Table 11 is the original diameter of your respective sprocket. Dimension “0G” is the
dimension to the centerline of the bushing for your back as it lays against the root of the sprocket tooth
when new.
TABLE 12
DRIVE SPROCKET WEAR PERCENTAGE
FIGURE 28
TOOTH DEPTH
Drive Sprocket Removal from Drive Mechanism
To remove the drive sprocket from the machine, proceed as follows:
Release pressure from the track tensioning device per safety decal instructions (Refer to track
Adjustment section of this Manual.)
1.
2.
3.
4.
5.
Separate the track chain at the master pin and bushing. See Figure 17.
Carefully lay the drive chain on the ground. Use good SAFETY practices to prevent injuries.
Attach lifting or holding device to the sprocket to prevent uncontrolled falling once it is free of the machine.
Remove the socket head capscrews holding the weldment to the planetary drive.
Lift the sprocket to the work area as required.
Form No. 29635 3/97
25
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
IX. Drive Sprocket (continued)
Drive Sprocket Reassembly to Drive Mechanism
To reassemble the drive sprocket, proceed as follows:
1.
2.
3.
4.
5.
6.
7.
Clean all areas of the side frame and drive mechanism where the sprocket fits.
Use “Never-seez” on mounting surfaces (pilots).
Lift drive sprocket into place (pilot mounting surface).
Install mounting capscrews (socket head metric).
Torque mounting screws to correct value as required. Refer to Table 13 and 14.
Lift track chain in place and fasten together at the master pin and bushing.
Adjust the track chain to correct specifications.
X. Miscellaneous
Towing
If power is lost to the crawler drive and it becomes necessary to tow the unit proceed as follows:
1.
2.
3.
4.
5.
6.
7.
Remove the sheetmetal guards from the drive mechanism as required for access to the planetary drive.
Remove the planetary drive cover mounting socket head capscrews and store in a safe place for reuse.
Remove the sun gear from the planetary drive and store in a safe place for later reuse.
Reinstall the planetary drive cover.
Perform steps 1 through 4 on the opposite track.
Install towing chain and/or cable to towing area on the carbody.
Carefully tow the machine to the area designated.
When the machine is to be put back into service, it will be necessary to reinstall the removed sun gear to the
planetary drive. Retorque fasteners to correct value per the torque chart. Reinstall any sheetmetal protective
covers removed. Lubricate the machine per specifications before resuming normal operations.
Undercarriage (Carbody and Side Frames)
The undercarriage (carbody and side frames) of the GRADALL CRAWLER is designed correctly for the size machine
it is mounted under. The integrity of the design is assured during manufacture by the use of intricately designed
welding and machining fixtures.
Welding Repairs
Should welding repairs be required, adhere to the following procedures:
1.
2.
Disconnect the battery leads to prevent electrical component damage.
3.
Use welding rod or wire conforming to AWS 7018 low hydrogen process.
Position the ground clamp adjacent to the area being welded. This will prevent arcing between components such
as bearings, etc. which could cause damage to them. Do not ground through rotating parts.
Form No. 29635 3/97
26
X. Miscellaneous (continued)
Piston Motor
A bent axis piston type motor is fastened to the planetary drive at the sprocket end of the side frame. It can be
shifted from low speed to high speed or vice versa as required. Refer to the Crawler Hydraulic Schematic and
the Vendor Service Manual for more detail.
Planetary Drive and Crawler Holding Brake
A planetary gear reduction box and disc brake assembly is connected to the drive sprocket. The brake is
normally set. It is released by hydraulic pressure whenever the travel cycle is activated and remains
disengaged as long as the travel circuit is pressurized. The brake is not a dynamic stopping brake. It is a holding
brake only.
Track Guides
The function of the track guides bolted to the side frame is to keep the track chain in line. It also may keep the
track chain from jumping the sprockets when turning if the chain pitch is outside the allowable tolerances.
Planetary Drive and Crawler Holding Brake (continued)
The planetary gear box operation is explained in a separate Manual supplied by the Vendor. Refer to that
manual for information on the function of this assembly. Refer to the lubrication chart for the type and capacity
of the gear box.
Bolt Torque Charts
The following bolt torque charts (Table 13 and 14) covering English and Metric fasteners are the ones used by
GRADALL Ratings are for lubricated fasteners. Do not exceed the allowable rating. An overtorqued bolt in most
cases will fail as rapidly as an undertorqued one. Bolt sizes and torque values are shown in most cases with the
description given in the GRADALL Parts Manual.
NOTE !
Form No. 29635 3/97
To check GRADALL torque values, set the torque wrench at the minimum rated torque value and
tighten fastener. If the torque wrench releases before the fastener moves, assume that the fastener
torque is correct.
27
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
X. Miscellaneous (continued)
TABLE 13
BOLT TORQUE VALUES FOR METRIC FASTENERS
Form No. 29635 3/97
28
X. Miscellaneous (continued)
TABLE 14
BOLT TORQUE VALUES AND TOLERANCES FOR LUBRICATED ENGLISH BOLTS
to be used on master link pin before assembly torque pad bolts over
NOTE! “Never-seez”
master link to 185 ft. lb. +10 -0
Form No. 29635 3/97
29
MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
X. Miscellaneous (continued)
Hydraulic Hose and Hose Fitting Torque Charts
To minimize leakage, the hydraulic hoses and hydraulic hose fittings are torqued to specified values. Whenever a
hose or fitting is removed, it should be retorqued to the correct value when it is replaced. Refer to the hydraulic
hose and hydraulic fitting torque charts (Table 15, Table 16 and Table 17) for correct values used on the
GRADALL product line.
TABLE 16
TABLE 15
*Torque values with an asterisk are from JIC Fitting Torque Chart.
TABLE 17
ORS FACE SEAL TUBE/HOSE TO FITTING
Form No. 29635 3/97
30
X. Miscellaneous (continued)
Tools
Standard heavy equipment maintenance tools are required to work on the GRADALL XL SERIES CRAWLER
UNDERCARRIAGE.
Torque wrenches capable of achieving rated fastener values, wrenches for metric bolts and English S.A.E. bolts
must be available.
Large and small calipers, straight edges, steel measuring tape and a depth gauge are required for component
wear measurement.
Miscellaneous tools such as “come-a-long”, large” “C” clamps, etc. may also be required for some repairs.
A grease fun and other tools GRADALL determines “unique” and necessary for good maintenance are furnished
in the tool kit supplied with each machine.
Form No. 29635 3/97
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MAINTENANCE MANUAL
XL SERIES CRAWLER UNDERCARRIAGE
*** Gradall/I-FIND
*** Fri Mar 2 13:07:42 2001
P/N: 8031-9007- 1
REV: B (Ver=3)
Project: 8.031
State: 4 RELEASE TO PRODUCTION
GRADALL Product Support Information
Subject:
Swing Transmission Lubricant Check and Refill Requirements
Affected Model:
XL2200, XL2210, XL2300, XL3100, XL3100-III, XL3200, XL3200-III,
XL3210, XL3210-III, XL3300, XL3300-III, XL3310-III, XL4100, XL4100-II,
XL4100-III, XL4200, XL4200-II, XL4200-III, XL4210, XL4210-II, XL4210-III,
XL4300, XL4300-III, XL4310, XL4310-III, XL5100, XL5100-III, XL5110,
XL5200, XL5200-III, XL5210, XL5210-III, XL5300, XL5310-III, XL6210
Affected Units:
All machines of each listed model are affected
Field experience indicates some confusion exists regarding lubricant check, fill, and replacement
requirements for the planetary swing transmission as used on all listed GRADALL Excavators.
Failure to follow the specified lubricant check, fill, and replacement requirements may lead to less
than anticipated performance from the swing transmission assembly.
Corrective Action: The swing transmission requires the lubricating oil level to be checked
weekly or 50 hours of use, whichever comes first. On most models, it is necessary to remove a
cap to check the oil level in the stand pipe assembly that is part of the swing transmission. On
recent models, a dipstick is provided to check swing tranmission lubricant level.
At the end of the first 30 days or 250 hours, whichever comes first, it is necessary to drain and
refill the swing transmission with fresh lubricating oil.
Every 6 months or 750 hours, whichever comes first, the swing transmission breather is to be
cleaned or replaced as needed.
Once per year or 1500 hours, whichever comes first, the swing transmission oil is required to be
drained and refilled with fresh lubricating oil.
On all models, use EP 90 (MIL-L-2105D) gear oil to add or refill the transmission.
Please notify your service technicians and your customer maintenance personnel of the swing
transmission lubricant check, fill, and replacement requirements. The information covered in this
Service Information is also outlined in the Operator’s Manual maintenance section for each
affected model.
Gradall Industries, Inc.
GRADALL Product Support Information
Swing Trans Level Plug &
Stand Pipe
Full level
Typical Swing Transmission Shown.
Gradall Industries, Inc.
GRADALL Product Support Information
Subject:
AC System Receiver Dryers
Affected Model:
All GRADALL Hydraulic Excavators equipped with R134a AC Systems
Affected Units:
An machine equipped with R134a AC System
The receiver dryer is an important part of the machine air conditioner system. This service
information provides additional information about the receiver dryer.
Corrective Action: The receiver dryer is installed in the air conditioner system between the
condenser and evaporator. The receiver dryer is used to store, filter, and dry the high pressure
liquid refrigerant. By collecting and storing refrigerant, a consistent supply of liquid refrigerant is
available to flow into the evaporator when the compressor is operating. The receiver dryer does
have a limited service life. The internal filter can become clogged or the desiccant bag can
become saturated with moisture. It is recommended for best air conditioner performance to
replace the receiver dryer every 3 to 4 years of use. The receiver dryer should also be replaced
anytime a compressor is replaced.
The receiver dryer is equipped with a sight gauge. New receiver dryers will have the sight gauge
covered with tape to protect the sight gauge until installation. Remove the tape when installing a
receiver dryer. In servicing modern R134a refrigerant air conditioning systems, the sight gauge
should not be a primary diagnostic tool for charge weight. R134a refrigerant systems require
actual measurement of the charge weight or use of gauges on the test ports to obtain most
accurate readings. In typical R134a refrigerant systems, the sight gauge will give an inaccurate
reading of charge condition.
Mask installed on
sight gauge
Mask
removed
The receiver dryer must also be installed correctly. The receiver dryer will have the word “IN”
stamped on the fitting near the sight gauge. The hose from the condenser must be hooked to the
fitting marked “IN”. The hose to the evaporator in the cab must be hooked to the fitting with no
marking. Failure to install the receiver dryer correctly will result in incorrect air conditioner
operation and possible failure of system components.
Gradall Industries, Inc.
GRADALL Product Support Information
Out to evaporator
In from Condenser
Dryer marked “IN”
Gradall Industries, Inc.
GRADALL Product Support Information
Subject:
AC System Moisture Contamination
Affected Model:
All GRADALL Hydraulic Excavators equipped with R134a Refrigerant
Affected Units:
Any machine equipped with R134a AC system
R134a refrigerant as used in GRADALL Excavators is a hygroscopic (attracts & absorbs
moisture) material. In addition, the oil used in R134a refrigerant systems is also hygroscopic.
Special care must be taken to avoid contaminating R134a air conditioner systems with moisture.
Corrective Action: Some important precautions must be observed when servicing R134a air
conditioner systems to avoid contaminating the AC system with moisture. Moisture allows internal
AC sytem freeze up and loss of air conditioner operation. The moisture will also react with the
refrigerant oil to produce sludge and acid which will cause serious damage to the system.
Any time an R134a AC system is serviced, all hoses, ports, tubes and components MUST be
capped immediately when the connection is opened. To avoid damage due to moisture, never
leave any component or the air conditioner system open to atmosphere more than 5 minutes.
When installing new components, caps on a fitting or compoent port should not be removed until
time of installation, Components that are not capped should not be used.
Never reuse evacuated oil from the system. Evacuated oil should be disposed of by approved
method in your local area. Evacuated oil should NEVER be put into a container of unused oil.
When adding oil to the system, use new oil from a clean container. Immediately cap the container
after adding oil. If the container of oil is of unknown age, it is recommeded the container be
disposed of properly and replaced with new oil.
Never use compressed air to blow out lines or components. Compressed air contains moisture
and will contaminate the system. Dry nitrogen gas should be used to blow out lines.
Any time a R134a AC system is evacuated for service, a vacuum must be pulled on the system to
remove air and moisture. The vacuum will cause remaining moisture to “boil off”. Pulling a
vacuum of 29 in Hg for at least 30 minutes provides adequate evacuation of the system. It is
possible to assist the “boil off” process by preheating the evaporator. Run the engine with heater
on, fan in high speed, until normal heater temperature is reached for at least 10 minutes. This will
preheat the evaporator prior to evacuating the AC system.
Gradall Industries, Inc.
GRADALL Product Support Information
Subject:
R134a AC Systems and Compressed Air
Affected Model:
All GRADALL Hydraulic Excavators equipped with R134a AC Systems
Affected Units:
Any machine with R134a AC system
Certain precautions must be observed using compressed air around R134a AC systems as
installed on GRADALL Excavators.
Corrective Action: R134a service equipment or vehicle air conditioner systems should never be
leak tested or pressure tested with compressed air. Certain combinations of air and R134a
refrigerant can be combustible at elevated pressures and can result in fire or explosion causing
injury, damage, or even death.
Compressed air can contain moisture. Never use compressed air to blow out lines or components
of a R134a AC system.
Gradall Industries, Inc.
*** Gradall/I-FIND
*** Mon Sep 18 10:38:36 2000
P/N: 8031-9008-1
REV: B (Ver=4)
Project: 8.031
State: 4RELEASETOPRODUCTION
*** Gradall/I-FIND
*** Fri Apr 28 07:37:52 2000
P/N: 8031-9001- 1
REV: C (Ver=7)
Project: 8.031
State: 3 RELEASE FROM ENGINEERING
*** Gradall/I-FIND
*** Fri Apr 28 07:42:46 2000
P/N: 8031-9001- 2
REV: C (Ver=6)
Project: 8.031
State: 3 RELEASE FROM ENGINEERING
*** Gradall/I-FIND
*** Fri Apr 28 07:44:45 2000
P/N: 8031-9001- 3
REV: C (Ver=7)
Project: 8.031
State: 3 RELEASE FROM ENGINEERING
*** Gradall/I-FIND
*** Fri Apr 28 07:47:18 2000
P/N: 8031-9001- 4
REV: C (Ver=6)
Project: 8.031
State: 3 RELEASE FROM ENGINEERING
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