STEERING SYSTEM

Group 6000

ELI19479

Figure 1 - Steering Components

1. Steering Column 2. Relief-Check-Bleed Valve (RCB) 3. Accumulator 4. Steer Filter 5. Steer Control Valve

6. Hydraulic Tank 7. Steer Pump 8. Right Steer Cylinder 9. Left Steer Cylinder 10. Flow Amplifier Valve Relief-Check-Bleed Valve (RCB) (2) Located on the bottom of the steering accumulator. Incorporated into the relief-check-bleed valve: A check valve which isolates the steering system from the pump. The relief cartridge is set at 22100 + 175 kPa (3200 + 25 psi) at 151 l/m (40 GPM). Bleed-down solenoid which is activated by a timer when the master key is in the off position, bleeding system pressure down for approximately 90 seconds.

DESCRIPTION
Numbers in parenthesis refer to Figure 1. The steering system illustrated in Figure 1 is a closed center, hydrostatic power steering system using two single stage, double acting cylinders (8 & 9), piston type hydraulic pump (7), and brake/steering system reservoir (6). The system contains the following: Steering Column (1) Located in the operator's cab. A two cross drive line, splines into the steering column at its top and the steering valve (5) at its bottom.

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Form SM963

Group 6000

STEERING SYSTEM
The steering filter is a high pressure filter containing a 6 micron absolute coreless element rated for Beta6 > 200. Steering Control Valve (5) (Pilot Steering Unit) Mounted below the cab floor plate. A two cross split type driveline, splines into the steering valve below and the steering column at the top. The pilot steering control valve controls the flow of hydraulic fluid in the steering system to the flow amplifier valve (10) and consists of two major sections: the control section and the metering section, with a thermo bleed orifice to uniformly heat the valve at all times. The function of the control section is to direct the pilot oil to and from the metering section, to and from the flow amplifer valve and to regulate the differential pressure across the cylinders. The control section is of the closed center type, that is, when the operator is not turning the steering wheel, the steer control valve is centered to the neutral position; oil flow from the pump, and to and from the flow amplifier valve, is blocked. It is for this reason that a variable displacement hydraulic pump is utilized. The function of the metering section is to meter the oil to the cylinders, maintaining the relationship between the steering wheel and the position of the machine's front wheels. Hydraulic Tank (6) The dual purpose hydraulic tank is divided into two sections. The front section contains the steering and brake system oil, and the rear section contains the hydraulic system oil. Each system has its own breather, mounted on the top of the hydraulic tank. The steer/brake apply tank has a net capacity of approximately 172 liters (47 gallons). The tank houses a 100 mesh strainer that gravity-feeds the steer pump.

Park brake solenoid which directs oil pressure to release the park brake or releases the pressure to allow the springs to apply the parking brake. Park brake pressure switch which informs the operator if the brake is applied. Pressure transducer that monitors the supply oil pressure in the steering accumulator. It converts oil pressure into a voltage which is directed into the Contronic ECU. The Contronic ECU interprets this input voltage as the oil pressure within the accumulator. Auxiliary port where brake apply oil supply is picked up. Velocity fuse, used to protect the steer system should a failure occur within the hydraulic line between the RCB valve and the unloading valve mounted on the steer pump. This valve will close should oil flow increase over 19 + 1 l/min. (5 + 0.3 gpm) Accumulator supply port Steer pressure test port

Steering Accumulators (3) Mounted on the machines support cross member between the operator's cab and air cleaners. The accumulator (3) store oil in sufficient volume, under pressure, to provide supplementary steering in case of pump failure. The accumulator is of the free piston type and is under a dry nitrogen precharge of 8280 + 172 kPa (1200 + 25 psi). Steering Filter (4) The remote mounted filter is located on the lefthand side of the frame rail, across from the hydraulic tank.

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Form SM963

STEERING SYSTEM
Steering Pump (7) The steering pump is an in-line axial piston type; that is, the shaft and cylinder block centerline. The displacement of the pump is positive and variable. The pump utilizes a pressure compensator, with unloading feature, which controls the swash plate which in turn controls the stroke length of each piston; reducing or increasing delivery depending on system requirements. Rotation is right hand, as viewed from the valve plate. The steering pump control contains an unloading feature which lowers its discharge pressure to a maximum standby pressure of 4136 kPa (600 psi) when the accumulator is fully charged. The unloader has the pump set to zero output and when a turn is made using oil in the accumulator, system pressure drops to approximately 18272 kPa (2650 psi) the pump will cut back into the system. Right Steer Cylinder (8) Left Steer Cylinder (9) The two hydraulic steering cylinders are mounted with the base end attached to a trailing arm and the rod end attached to the spindle. The steering cylinders are single stage, double acting units; that is each cylinder has one stage of expansion and each cylinder has the ability to receive pressurized oil at either side of the piston to extend or retract the piston rod and consequently move the spindle in a given direction to perform a left or right turn. Flow Amplifier Valve (10) The flow-amplified system consists of a pilot steering unit, steering control valve, at the end of the steering column and a large flow amplifier mounted inside of the left frame rail. The pilot steering unit delivers flow to either the PR" or PL" ports of the flow amplifier valve. The flow is increased by a factor of 8 and directed to the steering cylinders. The amplified flow is proportional to the rotation of the steering wheel.

Group 6000

NOTE: These schematics cover a typical machine. Refer to schematic book shipped in the cab with machine for specific detail. Schematic 1 - Components Schematic 1 shows the interconnection of the steering system components. Schematic 2 - Charging Oil is gravity fed from the steer/brake section of the hydraulic tank then gravity fed to the steer pump. From the steer pump, oil is sent through the filter to the RCB valve where it flows through a one way check valve. It is sensed at the relief cartridge, set at 22100 + 175 kPa (3200 + 25 psi) with 151 l/m (40 gpm) flow, is made available to the bleed down solenoid and sent to the accumulators. The accumulators will be charged to 20684 kPa (3000 psi). System supply oil is also directed through the velocity fuse, out the PC" port to the unloading valve on the steer pump. The unloading valve will have the pump at full output. When system pressure is reached, 20684 kPa (3000 psi), it will be sensed at the unloading valve. The system pilot pressure from the RCB valve will force the unloading valve off its seat, exhausting pump pressure back to tank and placing the pump into Q" minimum until the operator turns the steering wheel or the pressure bleeds off through internal leakage. Q" minimum is also called standby pressure which is set at 4136 kPa (600 psi). From the RCB valve, at the AUX" port, oil flows to the brake apply circuit. Oil also flows from the V" port to the steering control valve where it is blocked except for the amount of oil allowed to travel through the reduced orifice and back to tank. This reduced orifice is called the thermal bleed as it keeps both sides of the control valve warm during cold climate conditions. Any return oil through the thermal bleed orifice is sent back to tank. In the neutral position, the control valve has both cylinder ports, L" and R", blocked. Oil in the lines between these ports and the steer cylinders is static.

OPERATION
Schematics 1, 2, 3, 4, 5, 6, and 7 are shown at the end of this SM.

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Form SM963

Group 6000

STEERING SYSTEM

System supply oil is directed out the G1" port to the brake/steer pressure transducer. When the master key switch is in the ON" position, the steer pressure, brake pressure and central warning lights (Figure 2) will be illuminated solid. An audible alarm will sound if the engine is started. The Contronic microprocessor will turn off the brake pressure warning light when 11031 + 350 kPa (1600 + 50 psi) is sensed at the brake/steer pressure transducer, and turn off the steer pressure warning light when 12400 + 350 kPa (1800 + 50 psi) is sensed at the brake/steer pressure transducer. If the oil temperature reaches 93 C (200 F) the increase in temperature will be picked up by the Resistive Temperature Device (RTD), located on the backside of the steering tank. The steer temperature warning light (red) will illuminate solid, a written warning will flash across the top line of the Contronic display (HIGH STEER TEMP), the central warning will flash, and the audible alarm will sound (Figure 3). Schematic 3 - Charged The main system pressure in the steer system and accumulator has increased to near the pressure setting of the unloading valve on the steer pump. The pump is ready to be placed in standby. Schematic 4 - Standby The accumulator pressure directed through the load sensing line to the unloading valve has reached the pressure setting of the unloading valve, 20684 kPa (3000 psi). The unloading valve poppet is forced off its seat exhausting the pressure on the spring side of the load sensing valve through case drain. The pressure drop on the spring side allows the pump outlet pressure on the other side to force the load sensing valve to the left. With the load sensing valve to the left, pump outlet pressure is now directed to the control piston which overcomes the bias piston and spring causing the swash plate to the Q minimum position. This places the pump output into standby-4136 kPa (600 psi).

ELI16028

Figure 2 Steer Pressure, Brake Pressure, and Central Warning Lights Located on Instrument Panel, Warning Light Cluster

ELI16028A

Figure 3 Steer Temperature Warning Light and Central Warning Lights Located on Instrument Panel, Warning Light Cluster

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Form SM963

STEERING SYSTEM
The pump will stay in standby until the steer system pressure through the load sensing line at the unloading valve drops to approximately 18272 kPa (2650 psi). When the unloading valve poppet is back on its seat, the pump outlet pressure on both sides of the load sensing valve become equal which allows the spring to force the valve to the right. With the load sensing valve to the right, the control piston is now open to case drain and the bias piston and spring force the swash plate to the Q maximum position to charge the steer system. Schematic 5 Right Turn System supply oil is directed through the velocity fuse, in the RCB valve, out the PC" port to the unloading valve on the steer pump. System supply oil is also directed to the brake apply circuit and to the pressure transducer. The parking brake switch on the instrument panel is OFF. The solenoid in the RCB valve is energized allowing system supply oil to flow out the PB" port to apply pressure to the parking brake actuators. The pressure to the actuator counteracts internal spring force, releasing the parking brake. The normally closed park brake switch opens to turn off the park brake light on the dash. System supply oil is directed out the V" port of the RCB valve to the steering control valve. The steering wheel is turned clockwise, rotating a spool inside a sleeve. The rotation aligns ports in the spool and sleeve, sending supply oil to the gerotor metering device. The metered oil from the gerotor flows back into the control section of the steering control valve where it is then sent through R" to the right port of the flow amplifier. The directional spool is shifted opening a path between the flow spool and the cylinder assist port. The flow spool is shifted allowing flow from the accumulator, through the valve, and directed to the base end of the left steer cylinder and the rod end of the right steer cylinder. Oil at the opposite ends of the steer cylinders is forced to return to tank, first through the control valve. A diffuser is used to disperse the oil evenly throughout the steer tank. Schematic 6 Left Turn

Group 6000

System supply oil is directed through the velocity fuse, out the PC" port to the unloading valve on the steer pump. System supply oil is also directed to the brake apply circuit and to the pressure transducer. The parking brake switch on the instrument panel is OFF. The solenoid in the RCB valve is energized, allowing system supply oil to flow out the PB" port to apply pressure to the parking brake actuators.The pressure to the actuators counteracts internal spring force at the parking brake actuators, releasing the parking brake. The normally closed park brake switch opens to turn off the park brake light on the dash. System supply oil is directed out the V" port of the RCB valve to the steering control valve. The steering wheel is turned counter-clockwise, rotating a spool inside a sleeve, aligning ports in the spool and sleeve and sending supply oil to the gerotor metering device. The metered oil from the gerotor flows back into the control section of the steering control valve where it is then sent through the left turn port L" to the left port of the flow amplifier. The directional spool is shifted opening a path between the flow spool and the cylinder assist port. The flow spool is shifted allowing flow from the accumulator, through the valve, and directed to the rod end of the left steer cylinder and the base end of the right steer cylinder. Oil at the opposite ends of the steer cylinders is forced to return to tank, to a diffuser used to disperse the oil evenly throughout the steer tank. Schematic 7 Wheel Shock If the front tires hit an obstruction on the haul road, the system would react to relieve this shock pressure to avoid damaging the steering cylinders.

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Form SM963

Group 6000

STEERING SYSTEM
SERVICING
WARNING: Make certain that the system pressure is relieved before disconnecting any hose or disassembling any component. NOTE: Before attempting the removal of lines, pumps, filters or valves, using a suitable vacuum pump, remove the breather and apply a vacuum on the hydraulic/steering tank to avoid the loss of reservoir oil. The hoses for the steering system should be inspected periodically for leaks, abrasions and damage. If necessary, the hoses can be removed and new hoses installed. All the openings that are created by removing hose connections should be plugged to keep dirt and contamination from entering the system.

In Figure 7, shock has occurred to the rod end of the right steer cylinder and the base end of the left steer cylinder. The pressure in the steer lines increase and is sensed at the cross-over relief valve. The cross- over relief valve is set to relieve pressure at 24821 kPa (3600 psi). The cross-over relief valve shifts, exhausting excess pressure to the opposite steer lines filling the void at the opposite side of the steer cylinders created by the shock. The operator would not feel this shock at the steering wheel since the steering valve is a closed center type. Schematic 8 Bleed Down When the engine is shutdown the bleed-down solenoid timer is activated which also activates the bleed-down solenoid in the RCB valve. The bleeddown solenoid shifts and exhausts pressure from the accumulator back to tank.

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Form SM963

STEERING SYSTEM

Group 6000

SCHEMATIC 1 - COMPONENTS

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STEERING SYSTEM

SCHEMATIC 2 - CHARGING

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Form SM963

STEERING SYSTEM

Group 6000

SCHEMATIC 3 - CHARGED

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Form SM963

Group 6000

STEERING SYSTEM

SCHEMATIC 4 - STANDBY

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Form SM963

STEERING SYSTEM

Group 6000

SCHEMATIC 5 RIGHT TURN

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Form SM963

Group 6000

STEERING SYSTEM

SCHEMATIC 6 LEFT TURN

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Form SM963

STEERING SYSTEM

Group 6000

SCHEMATIC 7 WHEEL SHOCK

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Group 6000

STEERING SYSTEM

SCHEMATIC 8 BLEED DOWN

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Form SM963