Manual de Entrenamiento Circuito - Transmision

TRAINING MANUAL
MANUAL DE ENTRENAMIENTO
CIRCUITO.TRANSMISION
SANDVIK TAMROCK SECOMA S.A.

19 avenue De Lattre-de-Tassigny - ZI
B.P. 46 - 69881 MEYZIEU Cedex
Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80
TRAMMING AXERA 5 & 6- EN 04 06 F S
TECHNICAL TRAINING MANUAL
TABLA DE CONTENIDO
1 CIRCUITO CERRADO 3
1/1 ORGANIZACION.GENERAL 3
1/2 DESARME GENERAL 4
1/3 PRINCIPIOS BASICOS 5
1./4 BOMBA TRANSMISION 6

1/4/1 HYDRAULIC SYMBOL 7
2 CIRCUITO PRESION DE CARGA 8

2/1 FUNCIONAMIENTO.LUBRICACION 9
2/2 ESQUEMA SIMPLIFICADO DE FUGAS INTERNAS 10
3 SWASH PLATE CONTROL 11

3/1 SWASH PLATE OPERATION 12
3/2 SERVO-CONTROL OPERATION 13

3/2/1 NEUTRAL POSITION 14
3/2/2 CONTROL OF THE SWASH PLATE ANGLE 15
3/2/3 DIESEL ANTI-STALLING 16
3/2/4 H.P. CONTROL VALVE 3, BACKWARD MOTION SHOWN - HP IN LINE A. 17
4 HIDRAULICA DE FRENADO 19
4/1 FORWARD DIRECTION ENGAGED 19
4/2 MAXIMUM BRAKING CAPABILITY 20
4/3 SAFETY BRAKING CIRCUIT 21
4/4 ACCELERATOR CIRCUIT 22
5 MOTOR HIDRAULICO 23
5/1 VARIABLE DISPLACEMENT TYPE, BENT AXIS. 23
5/2 FLAT GROUND TRAMMING 24
5/3 UPWARD IN AN INCLINE 25
5/4 LOW RANGE LOCKING DEVICE 26
2 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

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6 CIRCUITO DE FRENOS 27
6/1 AXERA LP 28
6/2 AXERA 5 & 6 29
6/3 ABA BRAKES (OPTION) 31
7 MOTORES DE RUEDAS 32
7/1 PRINCIPLE 32
7/2 CHARGE PRESSURE 33
SANDVIK TAMROCK SECOMA S.A. 3 ( 34 )

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CLOSED LOOP
MODULE 1) CLOSED LOOP

1.1 GENERAL ARRANGEMENT
The tramming circuit is of “hydrostatic close loop type”.
Hydraulic motor
This circuit consists of a variable displacement double way pump and one hydraulic
motor.
A B
Neutral position: the pump is driven by the Diesel engine, due to pump in neutral
position there is no flow delivered at either outlet of the pump.
Therefore the motor is not running, the machine does not move.
Hydraulic pump
A B
One way tramming: the pump supplies flow out of the port B to the port B of the
hydraulic motor.
The motor in now running, the machine moves.
Reverse direction: from the pump flow is now supplied from the opposite outlet port A.
The motor runs in the opposite direction, the machine moves in reverse.
NOTE: most of the oil is recycled from the pump to the motor then back to the pump.
CAUTION: avoid contamination within the circuit so as to prevent particles of foreign
material to be recirculating many times in the H.P. loop circuit
! WARNING: DUE TO VERY HIGH PRESSURE INVOLVED IN THIS TYPE OF

“HYDROSTATIC TRANSMISSION CIRCUIT” ALWAYS USE GENUINE MAIN LINE
HOSES S.A.E. 100R9 R TYPE.

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CLOSED LOOP
1.2 OVERALL CIRCUIT
11
M1 P1 M2 P2 M3 P3
12
T1 T2
13
cable reel
Y385 Y386 Y1761 Y1762
0.8mm 0.8mm
X1 X2 X3 X4
2 bar
190 bar
Y1 Y2
b a
boom controls
R T2 T1 PS Fa2 Fa1 Fe Mb U B X1 X2 M1
470 bar
P T
DIESEL
470 bar 440
28
bar
bar
CF EF
A LS
X1 X2 G Mh S Ma A G T
2mm 10
9
P P
1L
1L
T
1 2 P
A front rear
G 3
200
BRAKES
200
Tramming reservoir Drilling reservoir
Diesel engine runs:

• the tramming circuit in closed loop circuit, NOTE : required oil from tramming reservoir.
• steering, stabilizer, boom and cable reel. NOTE : required oil from drilling reservoir due to boom movement.
ITEM FUNCTION ITEM FUNCTION

9 Tramming variable displacement pump 12 Air cooler
10 Variable displacement motor 13 Case drain safety relief valve
11 Solenoid-valve block

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CLOSED LOOP
1.3 BASIC PRINCIPLE
Hydraulic motor and pump are both of variable displacement piston type. A swash plate controls the displacement of
the pump and the motor.A servo-control valve operates the servo-cylinder. The servo-cylinder moves the swash plate.
This hydraulic system is designed to automatically adjust itself according to the power available from the Diesel
engine. It tries as far as possible to use the lowest pression according to the ground condition. It always let the Diesel
engine alive even when the steering pump is consuming power together with the tramming one.
At full engine RPM, the "hydraustatic" circuit adapt the power consumption as shown in the curve below.
MACHINE OVERALL
CAPABILITY
MOTOR MOTOR PRESSURE IN TRACTIVE
OPERATION PUMP FLOW VELOCITY
TORQUE DISPLACEMENT BAR EFFORT
up to 3 minimum 3 157 l/mn lowest 200 highest minimum
mini. 35 cm /rev
3
maxi. 107 cm /
2 maximum 157 l/mn around 250 * medium medium
rev
1 maximum maxi. 107 cm3/ 76 l/mn up to 440 lowest maximum

rev
.
P T
440 1
≈ 30%
250 2
≈ 6%
200 3 0%
Vmax V km/h
* According to the machine load, the motor settings can be adjusted.

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CLOSED LOOP
1.4 TRAMMING PUMP

3 HPb
X1 R X2
Ps
T1 B
Mb
1
T2
Ma
2
A G
G HPa S T2
B
T1 X1
Y1
X2 Y2
3 R
HP.B
Fa
X1 PS
R DA MB
B
OF
CP MA
X2
T2 G
Y2 Ps HP.A

Charge pressure to safety brakes, accelera-
G T2 2 bar drain relief line, direct to tank
tor
Ps Pilot pressure test point Fa After filter, charge pressure test point
Ma X1
High pressure test point Pilot pressure acting on servo-cylinder
Mb X2
Y1 Forward direction, inlet pilot port (HP A)
R Air bleeding plug
Y2 Backward direction, inlet pilot port (HP B)
S Suction inlet line
T1 Drain line to air cooler
1 DA cartridge, pilot pressure valve HPa High pressure safety relief, line A
2 Charge pressure relief valve HPb High pressure safety relief, line B
3 H.P. control valve
NOTE: on hydraulic schematics “cp>xb” means that the backpressure should never exceed the pressure indicated.
For example the pressure in the line to the air cooler should always be maintained below 2 bar. These are used on
case drain lines to prevent over pressure, which can damage the shaft seals.

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CLOSED LOOP
1.4.1 HYDRAULIC SYMBOL
4 1 7
b a
R T2 T1 PS Fa2 Fa1 Fe Mb
5 B
6
470 bar
8
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HP 2 3

1 DA valve 6 Charge pressure pump
Charge pressure filter (including by-pass
2 Charge pressure relief valve 7
valve)
3 H.P. control valve 8 Main piston pump
4 Servo control valve HP H.P. safety relief valves
5 Servo cylinder

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CHARGE PRESSURE CIRCUIT
MODULE 2) CHARGE PRESSURE CIRCUIT
VIEW A
DIESEL ENGINE
Filter
SP BP DP
DA
2
MH

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2.1 LUBRICATION FUNCTION
While engine is running if the machine is not moving, the pump does not deliver flow at either main lines A or B.
First purpose of the charge circuit is to supply pressure to lubricate all internal moving parts.
Hydraulic fresh oil from the tank enters the pump at the suction port S. The charge pump (internal gear type) is linked
to the main shaft, therefore it runs at the same RPM as the main pump (engine RPM).
At the outlet of the charge pump, oil is directed to the filter then to the charge relief valve 2 through the DA valve 1..
NOTE: The outlet of the charge pressure relief valve flows directly into the housing of the pump. This is used for
cooling all components with fresh and clean oil. From the pump housing, see drain port T1, drain oil flows to the tank
through the air cooler then directly to tank without filtration to prevent building up of back pressure.
Due to this cooling circuit a large flow can be seen at the drain line. That does not means that the tramming
component are leaking or worn out.
THE PUMP ROTATE CLOCKWISE LOOKING TO THE SHAFT SIDE. THE CHARGE FLOW PASSES
THROUGH THE FILTER THEN BACK INTO THE PUMP.
NOTE : WHEN THE FILTER ELEMENT IS CLOGGED, THE FILTER RELIEF VALVE RECYCLES THE OIL
BACK TO THE CHARGE PUMP INLET LINE. A CLOGGED FILTER RESULTS IN DROP OF CHARGE
PRESSURE.
Charge pressure flows as well to the H.P. relief valves. They include a check valve function, which allows charge
pressure to be directed to both main lines A and B. On the drawing beside you can see the old relief valve , now
replace by the new relief type .
Charge pressure lubricates pistons, bronze pads BP in contact to the swash plate SP and the distributor plate DP.
Hydraulic symbol
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HP 2

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2.2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HPb
HPb
1
DA
2
MH
HPa 2
While tramming, both motor and pump are working at high pressure. Tramming pressure range from 50b up to 440b.
There is internal leakage at the motor and pump. Leakage flows into the case drain lines.
The flow returning from the motor back to the pump is not equal to the flow at the H.P. outlet port. In the example
shown, the flow in line A is greater then the flow in line B, due to the motor internal leakage.
To prevent vacuum which damage components, the charge pump will make up the amount of oil lost into the drain
line. The charge pressure flows through the HPb relief valve into the main line B.

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SWASH PLATE CONTROL
MODULE 3) SWASH PLATE CONTROL

Reminder: charge pressure pump is a gear type (fixed
displacement). The flow varies according to the Diesel RPM.
From charge pressure pump, oil flows to the DA valve. The calibrate
orifice O creates a restriction to the flow resulting in pressure at the
inlet of the valve. Higher RPM creates an higher force at the bottom
of the spool due to the increasing flow. At the outlet of the restrictor,
oil flows to the charge pressure relief valve.
The pilot pressure PS depends on the position of the spool
controled by the charge flow.
From the DA valve, outlet PS pressure is then directed to the servo-
control valve.
THE DA VALVE CONTROLS THE PILOT PRESSURE PS

WHICH OPERATES THE SERVO-CYLINDER.
CP PS PRESSURE DEPENDS ON DIESEL RPM.
The curve below shows an exemple of PS pressure according to the

D Diesel engine RPM (N=RPM from idle to full revolutions)
Vg max P
PS
35
30 CP
O
25
20
PS 18
15
D
10
6 PS
5
28
N (RPM)
CP
The curve C shows the charge pressure, the pilot pressure PS, Vg
is the displacement of the main pump according to the pilot
pressure PS.
The pilot pressure in idle mode is not able to operate the swash plate, due to the calibrated springs installed into the
servo-cylinder.
The main pump start to operate with a PS pressure of 6 bar.
The maximum swash plate angle require 18 bar of PS pressure.

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SWASH PLATE CONTROL
3.1 SWASH PLATE OPERATION
T P
B92 B93
B
0.8 mm A
0.8 mm
2 bar
Y1 Y2
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
2 mm
HPa
3
Tramming forward is selected, note the pressure which enters at the control port Y1.
Not using the inching pedal, the servo-control is fully moved in forward position.
PS pressure is directed to the servo-cylinder.
• engine in idle, the swash plate cannot be operated, there is no flow out of the pump, the machine does not
move. The pilot pressure PS is lower than 6 bar.
• by increasing step by step the Diesel RPM, the PS pressure can start to move the swash plate, the tramming
speed will increase step by step.
When the swash plate is operated, oil flows to the main HP line A. The check valve at the HPa relief valve is closed
due to the higher pressure applied from line A.

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SWASH PLATE CONTROL
3.2 SERVO-CONTROL OPERATION
SWASH PLATE
DRIVING KEY SERVO-VALVE
SERVO-CYLINDER
IMPORTANT NOT TO CONFUSE BETWEEN

PS PRESSURE IS THE PRESSURE CONTROLLED BY THE DA VALVE. IT VARIES ACCORDING TO THE
DIESEL RPM
CONTROL PRESSURE IS THE PRESSURE SENT BY THE OPERATOR IN Y1 OR Y2 TO SELECT

TRAMMING DIRECTIONS.
CHARGE PRESSURE FLOWS TO THE TRAMMING DIRECTION VALVE, (SOLENOID Y82 / Y83).THE
INCHING PEDAL REDUCES THIS CONTROL PRESSURE WHEN DEPRESS.

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SWASH PLATE CONTROL
3.2.1 NEUTRAL POSITION
Y1
SERVO-VALVE
Y2
SERVO-CYLINDER
In neutral position : the swash plate is perpendicular to the pump axis, the servo-valve releases both area of the
cylinder to tank.
TRAMMING SIGNAL TO THE SERVO-VALVE when reduces by the inching pedal and Diesel at full RPM
Y1
Y2
The control pressure in Y2 moves the spool upward expending the spring. PS Pilot pressure is directed to the servo-
cylinder. The swash plate shifts.

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SWASH PLATE CONTROL
3.2.2 CONTROL OF THE SWASH PLATE ANGLE
Y1
Y2
As soon as the servo-cylinder moves, the mechanical linkage expend the sring in the opposite direction of the control
tension given by the control pressure inY2.
The cylinder moves until the spring is fully equalized. When fully balanced, the spool returns to neutral position.
A low control force (in ports Y) results in a small cylinder stroke. The angle of the swash plate can be accurately
monitored according to the control pressure.
The Diesel engine at full revolutions, the operator keep total control of the speed by using the inching pedal.
It is therefore possible to run the engine at high revolutions moving the machine slowly and using at the same time
another pump. In this situation, most of the engine power is a left available by the tramming circuit to other functions.

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SWASH PLATE CONTROL
3.2.3 DIESEL ANTI-STALLING

HP re-acting force.
OF
B
X1
X2 Y2
R
HP.B
PS
DA MB
OF
CP MA
T2 G
HP.A
For better matching the Diesel engine power the high pressure pistons pushes the swash in opposite side as the
servo-cylinder. There is a re-acting force from the swash plate against the servo-piston force.
An higher working pressure results in an higher re-action force. When the engine start to run overloaded, it looses
RPM. The pilot pressure PS drops due to the DA valve. At the same time the running pressure is high, the re-action
force will assist the pump to "destroke" automatically. The tramming is now running at full pressure in lower flow. The
power requested to the engine is reduced.
The distributor plates is offset to achieve this re-action
force.
With no offset, from each side of the swash plate the
NO OFFSET OFFSET PLATE piston balances themselves.
By rotating the distributor plate, we can move the last
pressured piston further in one side. The swash plate is
no longer balanced.
The distributor plates receives an offset by machining the
locking groove with a preset offset angle.
CAUTION : see top drawwing, the same distributor plate
can be used with pump running clockwise or C.C.Wise.
An adjusting offset screw allows minor adjustment from
factory presetting. The noch on the adjusting screw
shows the adjustment. When parallel to the pump axis
there is the minimum offset. Adjustment can be from 90°
OF in either direction.

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SWASH PLATE CONTROL
3.2.4 H.P. CONTROL VALVE 3, BACKWARD MOTION SHOWN - HP IN LINE A.
3-1
1
3-2
MH
2
This valve includes a selector spool 3-2. According to the tramming direction, the HP (here in line A) pushes the spool
3.1 upward.
Since the tramming pressure do not reaches 440 bar, PS pressure stays at the level produced by the DA valve. After
this level of HP pressure, the valve 3 opens. PS pressure drops. Therefore the swash plate moves, reducing the outlet
flow. The flow is automatically adjusted to maintain the HP at a maximum of 440 bar.
The re-acting force help to return the swash plate to lower displacement.
CHECK & ADJUSTMENT

PUT THE MACHINE ON STABILIZERS, NO WHEELS IN CONTACT TO THE GROUND
MAKE SURE OIL IS AT CORRECT TEMPERATURE 60°C
APPLY EMERGENCY/PARKING BRAKES
PLACE A 600 BAR GAUGE AT THE HP TRAMMING TEST POINT
SELECT: HIGH-SPEED MODE THEN ONE TRAMMING DIRECTION
INCREASE DIESEL RPM TO FULL REVOLUTION, THE GAUGE SHOULD SHOW 440BAR
ADJUST THE VALVE 3, IF NOT CORRECT
CHECK THE PRESSURE IN OPPOSITE DIRECTION

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SWASH PLATE CONTROL
Detail of the HP contrl valve together with its circuit-selctor valve.
A D
The drawing shows now the forward motion.

HP oil enters the selector valve from chanel A.
The selector spool moves downward pluging the lower chanel C.
The pressure increases to 440 bar, setting of the valve.
The force crated at the bottom of the pusher D can now compress the spring.
The pusher and the spool E.move upward.
PS pilot pressure drops to tank. Therefore the swash plate moves back, the pump "de-strokes"
THE PUMP WORKS NOW IN PRESSURE MAINTAIN MODE

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HYDRAULIC BRAKING
MODULE 4) HYDRAULIC BRAKING

4.1 FORWARD DIRECTION ENGAGED
Machine is moving downhill, to reduce speed the operator leave the accelerator pedal, engine reduces RPM.
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
Oil runs from line A to line B. The machine moving downward, the hydraulic motor works as a pump.
REMINDER: PUMP FLOW = RPM * DISPLACEMENT
When the operator releases the accelerator, Diesel engine drops in RPM, the pump reduces flow by two ways:
• due to reduced RPM
• referring to pump working principle, low RPM results as well in PS pressure drop. Therefore the displacement of
the pump reduces.
The flow running through the pump is reduced. The pump creates a restriction to the flow, pressure in line B increases
creating a back pressure at the motor outlet. The tramming speed is reduced.

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HYDRAULIC BRAKING
4.2 MAXIMUM BRAKING CAPABILITY
470bar
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G 3 Mh S Ma
HPb
Tramming condition:
• machine is moving downward at normal speed in such situation
• the operator put the tramming direction switch to neutral
The servo-control valve moves to neutral position, PS pressure is no longer directed to the servo-cylinder. Spring
place the swash plate back to neutral. No oil is able to flow through the pump.
Due to the kinetic energy (weight of the machine and downward speed ) the motor is still running.
The pressure quickly increases in line B. It operates the HPb relief valve, pressure reaches 470bar.
The tramming motor is now at its maximum torque to stop the machine.
Note that the maximum torque in tramming conditions is 440bar controls by the valve 3. Therefore the braking torque
is higher than the tramming torque. This ensures that if the machine claim an incline, the tramming system get higher
braking capability to stop the machine.

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HYDRAULIC BRAKING
4.3 SAFETY BRAKING CIRCUIT
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
X1 X2 G Mh S Ma
2mm
9
10 b
P T
1 2
A front rear
3
10 11 12 13 BRAKES
NORMAL TRAMMING CONDITIONS
operator pulls the brakes control valve 13. Charge pressure is directed through the sequence valve 12 to the brake
cylinders. Charge pressure releases the brakes.
EMERGENCY SITUATION
In the event of one of the main H.P. hoses is damaged, oil is leaking to the ground.
Most of the charge oil will flow through HPb check valve to the pump and through HPa check valve to the damaged
hose then to the ground. There will be a large drop in charge pressure. When charge pressure drops below 12 bar
the sequence valve will automatically shifts back to neutral. The pressure from the brake cylinders is released,
BRAKES ARE APPLIED AUTOMATICALLY.
NOTE: when the tramming components are worn out, the internal leakage increases.
While tramming the charge pressure can drop due to excess of internal leakage. The brakes can be applied in such
conditions.
When the charge pressure is fluctuating around the sequence valve setting, this valve will move from neutral to open
position according to the charge pressure.
Brakes cylinders will be pumping; the final result is a fatigue of the brake springs therefore a drop in braking efficiency.
PREVENTIVE MAINTENANCE
Perform a tramming component test during each weekly maintenance.

• WARNING install a 600b gauge at the H.P. test point, raise the machine using stabilizers.
• select high-speed mode and one tramming direction
• push the brakes valve red button to apply the brakes, run the engine at full RPM.
The 600b gauge should indicate 440b in either tramming direction
The charge pressure should be higher than 12b. A lower charge pressure indicates large internal leakage calling for
component replacement.

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HYDRAULIC BRAKING
4.4 ACCELERATOR CIRCUIT
From pump port G, charge pressure is also directed to the accelerator circuit.
Components:
• 11: pressure reducer
• 10: accelerator pedal
• 9: hydraulic accelerator cylinder
The accelerator cylinder is working at a maximum pressure of 10 bar.
From the charge line oil is directed first to the pressure reducer 11.
10 bar reduced pressure supplies oil to the pedal 10. By pushing on the pedal a pilot pressure is directed to the
cylinder 9. The pedal outlet pressure depends on the position of the pedal.
The cylinder stroke will depend on the outlet pressure.

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HYDRAULIC MOTOR
MODULE 5) HYDRAULIC MOTOR

5.1 VARIABLE DISPLACEMENT TYPE, BENT AXIS.
15 16 18
U B X1 X2 M1
M1
T M1
B A
B
A G T
17
X1 X2 T
U
G X3
16
M1
17 15
G X3
Hydraulic motor ports and components

• A and B, main line inlets
• T case drain port. NOTE: drain line should be connected to the top drain port to keep the motor housing full of
oil. This line is directed to the air cooler
• G high pressure test point
• X1 and X2, connected to the pump port X1 and X2, lines which operate the servo-cylinder
• M1 swash plate cylinder test point
• 15 circuit selector valve 16 swash plate cylinder
• 17 control valve 18 flushing circuit valve

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HYDRAULIC MOTOR
5.2 FLAT GROUND TRAMMING
15
U B X1 X2 M1
17
A G T
17
G X3
The operator activates:

• select high-speed mode
• forward direction
• push the accelerator pedal fully to get full Diesel RPM
HYDRAULIC POWER
• flat ground means, low torque needed by the motor then low tramming pressure; pump runs at full flow
• engine is kept at full RPM; the PS pressure is then maximum
HYDRAULIC MOTOR CIRCUIT

• forward direction selected means that PS pressure is directed to line X1
• the circuit selector 15 is maintained in the position shown
• PS pressure from X1 flows through the valve 15 to operate the control valve 17.
• high pressure from line A flows through the selector valve 15 to the valve 17.
At the control valve 17, PS pressure is acting on a large pilot chamber, the HP pressure is acting together with the
adjustable spring on the opposite side in a smaller pilot chamber.
In this tramming condition, PS force is higher than HP force + spring force. The valve moves as shown. High pressure
flows to the large chamber of the cylinder.
The motor reduces displacement, the speed increases, torque reduces.

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HYDRAULIC MOTOR
5.3 UPWARD IN AN INCLINE
The operator keeps all controls as previously. Accelerator is still fully down.
15
U B X1 X2 M1
A G T
17
G X3
HYDRAULIC POWER
• incline means, high torque needed by the motor then high tramming pressure.
• engine must be kept at full RPM; the PS pressure is then maximum
HYDRAULIC MOTOR CIRCUIT:

The HP pressure is now increasing. At the control valve 17 the balance of force becomes: HP force + spring force >
(higher than) PS force. The valve moves back to neutral as shown. The large area of the cylinder is vented to tank
through a restrictor for smooth swash plate motion.
The motor moves to maximum displacement, highest torque.If the decline is maximum calling for very high tramming
pressure (300 bar to 350 bar) the Diesel can be overloaded.
To reduce the power demand from the tramming
circuit at maximum HP pressure, the pump
reduces outlet flow to maintain the Diesel closed to
maximum RPM.
REMINDER: IN MAXIMUM INCLINE THE

MOTOR MOVES FIRST TO LARGE
DISPLACEMENT, THE PUMP "DESTROKE"
ITSELF AFTERWARD
MEDIUM PRESSURE
According to the tramming conditions, the motor

can move from full to minimum displacement.
G X3

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HYDRAULIC MOTOR
5.4 LOW RANGE LOCKING DEVICE

X2
• low-range mode, solenoids B01 and B02 are not energized
X1
• forward direction
B A B A
T P B01 T P B02
15
In any tramming condition, the motor will be maintained in maximum
displacement.
U B X1 X2 M1
The solenoid valve plugs PS pressure from the pump in line X1.
Lines X1 and X2 from the motor are both vented to tank.
The circuit selector-valve 15 stays as shown.
The control valve 17 keeps the position shown due to the HP pressure
applied on one side of the spool + the spring.
The large area of the cylinder is maintained released.
The motor stays in maximum displacement, highest torque.
Gauge G shows HP pressure
A G T
BACKWARD TRAMMING
17

• low range mode, solenoids B01 and B02 are not energized
X2
• backward direction
X1
B A B A
T P B01 T P
B02
The solenoid valve B02 plugs PS pressure from the pump in line X2.
Lines X1 and X2 from the motor are both vented to tank.
From forward circuit, valves 15 and 17 stay in the same position.
U B X1 X2 M1
HP is now in line B. Line A get charge pressure.
Therefore the cylinder is now maintain is maximum displacement by the
charge pressure.
Gauge G shows charge pressure.
NOTE: the tramming HP test point located at the tramming compartment
is connected to G port. Due to the low range device, for checking forward
and reverse maximum tramming pressure, the speed selector must be
place in high-speed mode (solenoids B01 & B02 energized).
A G T
! WARNING: For safe tramming, the low range mode must be
selected in decline.

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BRAKING CIRCUITS
MODULE 6) BRAKING CIRCUITS

11 19
Charge pressure supplies oil to the inching pedal 19. In neutral, a spring maintains the hydraulic cartridge is fully
engaged position. Full charge pressure is supplied to the "Forward/backward solenoid control valve" 11.
When direction is selected servo-control valve 4 is therefore fully operated.
While tramming, if the operator wants to reduce speed or stop the machine, he releases the accelerator pedal then
he pushes on the inching pedal 19. The pilot pressure directed to the servo-control valve 4 through the solenoid valve
11 is reduced. Less pilot pressure is directed to the servo-cylinder resulting in a reduced flow at the outlet of the pump.
The speed of the machine is reduced.
If the operator wants to stop the machine, he pushes the pedal fully. Pilot pressure drops to 0. No more pressure is
acting within the servo-cylinder. The pump moves back to neutral. No flow runs through the pump.
Time to stop the machine, the hydraulic motor runs as a pump. The flow from the motor can only circulate through
the HP relief valve until complete stop. (see: paragraph 1.5.2 page 20).

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BRAKING CIRCUITS
6.1 AXERA LP
B92 T P
2 bar
B93 2
bar
S B A
0.8mm
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
X1 X2 G Mh S Ma
2mm
632 634 622
5bar
front rear
3
2
A
1
2.5mm
2
3
12 bar
BRAKES
T
Ub
Td
631
V
E
Pp
P PD TD
Pp PD B
P
UB
Pp
B
The hydrostatic circuit bring the machine to complet stop in any tramming conditions.
In declines, after complet stop, due to internal leakages at the motor and at the pump, the wheel are "crimping". The
operator should apply the emergency/parking brakes.
On the above schematic, parking brakes are applied automatically.

The outlet of the selector valve S directs the control pressure to the sequence valve V set at 5 bar.
The operator pushes the inching pedal to stop the machine. The control pressure at the outlet of the tramming
direction valve Y92 / Y93 drops. The machine stops due to the hydrostatic braking. When the control pressure drops
to 5 bar, the sequence valve V shifts applying the parking brakes.
Note the 2.5mm orifice allows the brakes to be applied softly.

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BRAKING CIRCUITS
6.2 AXERA 5&6
M1 P1 M2 P2 M3 P3
T1 T2
Y385 Y386 Y1761 Y1762
0.8mm 0.8mm
X1 X2 X3 X4
2 bar
Y1 Y2
b a
R T2 T1 PS Fa2 Fa1 Fe Mb U B X1 X2 M1
470 bar
DIESEL
470 bar 440
28
bar
bar
X1 X2 G Mh S Ma A G T
2mm
P P
1L
1L
T
1 2 P
A front rear
G 3
BRAKES
200
Tramming reservoir
According to the solenoids energizedn this schematic shows :

• reverse traming direction.
• high speed range engaged
FOOT PEDAL
NEUTRAL ONLY INCHING INCHING + SERVICE BRAKING

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BRAKING CIRCUITS
BRAKING CIRCUIT
From the pump oil is directed to the unloading valve. Note the safety relief valve set at 200bar on the line from the
pump. When the accumulators are low in pressure, the circuit is as shown. Oil flows through the unloading valve to
both accumulators and to the inlet of the pedal. Note that there is two separate lines for front brakes and rear brakes.
Each one includes their own:
• pilot control unit (within the unloading valve), accumulator, pressure switch, hydraulic control cartridge (within
the pedal)
When both accumulators are fully charged, the flow from the pump is released to the tank by the first spool of the
unloading valve.
MAINTENANCE
Every monthly maintenance, check the accumulator loading cycles.

• Do not use the brakes
• Place a gauge at the outlet line from the pump.
If there is less than 5 minutes in between two charging cycles, accumulators must be inflated or repaired.
Brake actuators. There is one for each wheels.

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BRAKING CIRCUITS
6.3 ABA BRAKES (OPTION)
From the pedal braking circuit the only difference is two extra
pressure switches E58 and E59.
rear
front
A A
ABA safety brake circuit
E100 E101
P T P T
P P
E59 E57 E56 E58

1L
1L
P P P P B91 B92
A1 A2
E36
SW
P
front rear
P T BRAKES
ELECTRICAL FUNCTION
Pressure switches E56 & E57 turn light OFF when both are
pressurized over 110 bar.
200
When the safety brakes are applied, no pressure in the
actuators as shown, pressure switch E36 turns light ON and
0 1 allows the used of the engine starter. To start Diesel engine the
Safety/Park brakes must be ON.
To release the Safety/Park brakes, it is needed:
• pull up the electric button at the ABA control box
• To make sure that both accumulators are at 75 bar minimum
pressure; both pressure switches E58 & E59 must be
pressurized
• Pressure switch E100 ensures that charge pressure, which
operates the emergency/park brake, is at a minimum of 10 bar.
If the pressure at any of those 3 pressure switches is below the required level of pressure, , the solenoid valves B91
and B92 apply the Safety/Park brakes.
NOTE: Pressure switch E101 turn a warning light ON to warn the operator that the safety brakes can be applied soon.
The light glows when the charge pressure drops below 15 bar.

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WHEEL MOTORS
MODULE 7) WHEEL MOTORS

7.1 PRINCIPLE
AVANT
FRONT
R L
L R
GAUCHE
DROITE
RIGHT
LEFT
R L
L R
A B
ARRIERE
REAR

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WHEEL MOTORS
7.2 CHARGE PRESSURE
Due to the location of the central articulation, none of the motors run at the same RPM.
External motors
R
Orifice B ligne
L 2
L
R
1
2
3
ligne
L 1
R R
CHA
RGE
L PRE
SSU
bar
Inner motors RE
cp>1
Orifice A
To allow a positive pressure in all tramming situation, charge pressure is directed through the check valve 2 through
the one-way restrictors to lines 1 and 2.
In hydrostatic braking situation, vaccum could be possible in lines 1 and 2. If this situation appends, the charge
pressure will flow through the circuit explain above to maintain a corect positive pressure at the inlet of the motors.
When the machine does not move and it is articulated, the motors must rotate to reduce stress within steering
cylinders. The orifices allow few flow from the internal motors to the external ones.

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

Manual de Entrenamiento Circuito - Transmision

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TRAINING MANUAL

SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1/2 DESARME GENERAL 4

1/3 PRINCIPIOS BASICOS 5

1./4 BOMBA TRANSMISION 6

2 CIRCUITO PRESION DE CARGA 8

2/2 ESQUEMA SIMPLIFICADO DE FUGAS INTERNAS 10

3 SWASH PLATE CONTROL 11

3/2 SERVO-CONTROL OPERATION 13

4/2 MAXIMUM BRAKING CAPABILITY 20

4/3 SAFETY BRAKING CIRCUIT 21

4/4 ACCELERATOR CIRCUIT 22

5/2 FLAT GROUND TRAMMING 24

5/3 UPWARD IN AN INCLINE 25

5/4 LOW RANGE LOCKING DEVICE 26

2 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

6/2 AXERA 5 & 6 29

6/3 ABA BRAKES (OPTION) 31

7/2 CHARGE PRESSURE 33

SANDVIK TAMROCK SECOMA S.A. 3 ( 34 )

TECHNICAL TRAINING MANUAL

MODULE 1) CLOSED LOOP

! WARNING: DUE TO VERY HIGH PRESSURE INVOLVED IN THIS TYPE OF

4 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1.2 OVERALL CIRCUIT

Tramming reservoir Drilling reservoir

Diesel engine runs:

ITEM FUNCTION ITEM FUNCTION

SANDVIK TAMROCK SECOMA S.A. 5 ( 34 )

TECHNICAL TRAINING MANUAL

1.3 BASIC PRINCIPLE

1 maximum maxi. 107 cm3/ 76 l/mn up to 440 lowest maximum

6 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1.4 TRAMMING PUMP

ITEM FUNCTION ITEM FUNCTION

SANDVIK TAMROCK SECOMA S.A. 7 ( 34 )

TECHNICAL TRAINING MANUAL

1.4.1 HYDRAULIC SYMBOL

470 bar 440

ITEM FUNCTION ITEM FUNCTION

8 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

MODULE 2) CHARGE PRESSURE CIRCUIT

SANDVIK TAMROCK SECOMA S.A. 9 ( 34 )

TECHNICAL TRAINING MANUAL

2.1 LUBRICATION FUNCTION

470 bar 440

10 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

2.2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC

470 bar 440

SANDVIK TAMROCK SECOMA S.A. 11 ( 34 )

TECHNICAL TRAINING MANUAL

MODULE 3) SWASH PLATE CONTROL

THE DA VALVE CONTROLS THE PILOT PRESSURE PS

The curve below shows an exemple of PS pressure according to the

12 ( 34 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL