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Product: MOTOR GRADER

Model: 12H MOTOR GRADER CBK


Configuration: 12H Motor Grader CBK00001-UP (MACHINE)
POWERED BY C-9 Engine

Location Of Components
SMCS - 4300; 5050

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Hydraulic and Steering System

g00917159
Illustration 1

Typical Location of Components


(1) Fan motor

(2) Articulation cylinder

(3) Fan speed solenoid

(4) Pressure and flow compensator valve (hydraulic and steering pump)

(5) Combination valve

(6) Steering accumulator

(7) Pressure and flow compensator (fan pump)

(8) Steering metering pump

(9) Left valve bank

(10) Blade tip cylinder

(11) Blade lift cylinder

(12) Circle drive

(13) Steering cylinder

(14) Oil pressure sensor

(15) Makeup valve

(16) Articulation cylinder

(17) Hydraulic Tank

(18) Hydraulic and steering pump

(19) Fan drive pump

(20) Right valve bank

(21) Centershift cylinder

(22) Sideshift cylinder

(23) Blade lift cylinder

(24) Swivel

(25) Steering cylinder

(26) Wheel lean cylinder

Note: Some of the motor graders may have different implements. The number of control
valves in each valve group may vary.
Hydraulic Tank

g00920264
Illustration 2

The hydraulic tank is not vented. The hydraulic tank contains a reverse flow element. The
hydraulic tank is located directly behind the operator's cab.

Hydraulic and Steering Pump

g00920265
Illustration 3

The hydraulic and steering pump is a variable displacement axial piston pump. The hydraulic
and steering pump is located below the cab in front of the engine.

Pressure and Flow Compensator Valve (Hydraulic and Steering)


g00920277
Illustration 4

The pressure and flow compensator valve for the hydraulic and steering keeps the pump
pressure and the pump flow at the level that is needed to fulfill the requirements of the
hydraulic and steering system. The pressure and flow compensator valve is attached to the
hydraulic and steering pump.

Combination Valve

g00920267
Illustration 5

The combination valve directs hydraulic fluid to the steering system and the implement
system. The combination valve is located underneath the cab next to the hydraulic and
steering pump.
Steering Priority Valve

The steering priority valve establishes a priority to the steering circuit before the implement
circuit.

Steering Relief Valve

The steering relief valve limits the maximum pressure that is allowed to the steering circuit.
The steering relief valve is set at 19300 689 kPa (2800 100 psi).

Implement Relief Valve

The implement relief valve protects the hydraulic and steering pump from excessively high
pressures. The implement relief valve is set at 26900 kPa (3900 psi).

Load Check Valve

The load check valve maintains the steering accumulator pressure at the inlet of the steering
metering pump. This pressure will allow a more responsive steering operation.

Signal Resolver Valve

The signal resolver valve selects the higher of the two signal pressures from the steering
circuit and the implement circuit. The highest signal is then routed to the pressure and flow
compensator valve.

Signal Relief Valve

The signal relief valve limits the maximum implement signal pressure. The signal relief valve
is set at 22050 kPa (3200 psi).

Signal Purge Valve

The signal purge valve allows the signal pressure to go to the hydraulic tank when the
implement controls are returned to the HOLD position.

Centershift Lock Cylinder


g00920877
Illustration 6

Centershift lock cylinder is located on the rear of the link bar. When the lock pin is not
engaged with the arm assembly, the arm assembly and the circle can be moved in order to
place the blade in the correct position.

Steering Accumulator

g00920270
Illustration 7

The steering accumulator prevents the momentary interruption in the steering operation that
is caused by sudden changes in pump demand. The steering accumulator is mounted to the
combination valve.

Steering Metering Pump


g00920271
Illustration 8

The steering metering pump directs hydraulic oil to the right steering cylinder and to the left
steering cylinder. The steering metering pump is located inside the steering column.

Implement Control Valves

g00920274
Illustration 9

There are typically eight implement control valves on each machine. There is a maximum of
fourteen implement control valves that can be installed on each machine. The implement
control valves direct oil to the corresponding implement. The implement control valves are
located underneath the cab.

Fan Drive Pump


g00923120
Illustration 10

The fan drive pump is a variable displacement axial piston pump. The fan drive pump is
1 1 4
mounted on the hydraulic and steering pump.

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Hydraulic System

SMCS - 4300-035
/sisw eb/sisw eb/m /sisw eb/mediase
If no electrical problems were found in the Testing and Adjusting, "Electrical System
Troubleshooting" section, proceed with the following tests.

g00927062
Illustration 1

(1) Steering cylinders

(2) Steering metering unit

(3) Hydraulic tank and filter


(4) Implement and steering pump

(5) Check valve

(6) Check valve

(7) Combination valve

(8) Relief valve

(9) Check valve

(10) Pump

(11) Electric Drive

g00922990
Illustration 2

(12) Secondary steering test switch

g00922724
Illustration 3

Rear compartment on left side of machine

(13) Battery disconnect switch


g00922535
Illustration 4

Instrument Panel

(14) Action light

(15) Panel for the indicator lights

(16) Warning light

(17) Monitoring panel

General Test Procedures


1. Turn battery disconnect switch (13) to the ON position.

2. Turn the engine start switch to the ON position.

Note: The secondary steering system will not function unless both of these switches
are in the ON position.

3. Warning light (16) and action light (14) should flash until the engine is started.
Warning light (16) should stay on for three seconds and electric drive (11) should run
for three seconds.

Note: This three second period is referred to as the three second powerup test.

4. When warning light (16) is on, the operator should be able to steer with a normal
amount of effort.

5. Start the engine. After the engine is started, warning light (16) turns off and action
light (14) turns off.

6. Turn off the engine. Turn the engine start switch to the ON position. Warning light
(16) should flash and action light (14) should also flash. Hold the secondary steering
test switch (12) in the TEST position. Electric drive (11) should run. The status light
in secondary steering test switch (12) should turn on. The operator should be able to
steer with a normal amount of effort.
NOTICE
The seconday steering motor should remain on for no more than two
minutes. This time period should be sufficient to safely steer the
machine to a stop. After the machine has come to a stop, turn the
engine start switch to the OFF position. This will turn off the
secondary steering system. Prolonged use of the secondary steering
system will cause the secondary steering motor to overheat.
Overheating will cause damage to the components of the secondary
steering motor.

7. With the engine at low idle, perform the following steps:


o Depress the transmission modulator pedal.
o Depress the brake pedal.
o Put the transmission direction and speed control in the highest gear.
o Release the transmission modulator pedal.

This procedure will stall the engine. After the engine has stalled the following
conditions will occur:

o Warning light (16) flashes.


o Action light (14) flashes.
o Electric drive (11) starts running.

The operator should be able to steer the machine with a normal amount of effort.

The following steps should be used to troubleshoot any problems.

Problem

The operator is unable to steer the machine with a normal amount of effort and the following
conditions occur:

The engine start switch is in the ON position.


Secondary steering test switch (12) is held in the TEST position.
Electric drive (11) runs.
Pump (10) operates.

Probable Cause

Check valve (9) is sticking.

Check valve (9) is installed on the combination valve. Check valve (9) should unseat when
pump (10) is pumping hydraulic oil. The sticking of check valve (9) inhibits the flow of the
hydraulic oil from pump (10) to steering metering unit (2) .

Replace check valve (9) .

Problem
The primary steering system does not function. The secondary steering system functions
properly.

Probable Cause

Check valve (6) has failed open. Check valve (6) is mounted in combination valve (7)
.

Replace check valve (6) .

Problem

The effort to steer the primary steering system and the effort to steer the secondary steering
system is significantly different.

Probable Cause

Relief valve (8) has failed.

Perform the steps in the Testing and Adjusting, "Relief Valve (Secondary Steering) - Test"
1 1 1
section.

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Hydraulic and Steering System


Problem

The temperature of the oil is too hot.

Probable Cause

The viscosity of the oil is incorrect.


The signal relief valve on the combination valve is set too high. Refer to Testing and
Adjusting, "Pump Control Valve (Hydraulic, Steering) - Test and Adjust".
The implement relief valve is set too low.
The hydraulic and steering pump has too much wear (high leakage).
The hydraulic fan pump has too much wear (high leakage).
There is a restriction in an oil passage.
The load of the system is too high.
The signal purge valve has malfunctioned. The signal purge valve is in the combination valve
and the signal purge valve is in the CLOSED position.
There is air in the oil.
Outside air temperature is too hot.
Problem

The hydraulic and steering pump makes unusual noise. The cylinder rods do not move
evenly. Air bubbles are in the oil.

Problem

There is a large amount of air in the oil.

Probable Cause

There is a leak in the oil line between the hydraulic tank and the hydraulic and steering
pump.
There is a leak in the oil line between the hydraulic tank and the hydraulic fan pump.
The hydraulic system was not purged correctly after assembly of the hydraulic system, after
inspection of the hydraulic system, or after testing of the hydraulic system. Refer to Testing
and Adjusting, "Steering System - Purge".
The relief valve constantly cycles.
There is leakage around the cylinder seals.
The operator is using the blade float function (if equipped) in order to drop the blade.

Problem

The maximum pressure of the hydraulic and steering pump is too low.

Probable Cause

The signal relief valve is set too low.


There is a leak in the signal network or there is a restriction in the signal network.
The pressure compensator valve is set incorrectly. Refer to Testing and Adjusting, "Pump
Control Valve (Hydraulic, Steering) - Test and Adjust".
The low standby pressure is set too low.
The hydraulic and steering pump is not upstroking. The swashplate is blocked.

Problem

The pressure of the hydraulic and steering pump is too high.

Probable Cause

The signal relief valve is set too high. Refer to Testing and Adjusting, "Pump Control Valve
(Hydraulic, Steering) - Test and Adjust".
The hydraulic and steering pump is not destroking. The actuator piston is stuck or the
swashplate is blocked.

Problem

The hydraulic and steering pump has no pressure.


Probable Cause

The hydraulic system is low on oil.


The hydraulic and steering pump has malfunctioned or the pump drive shaft has
malfunctioned.
The pressure compensator valve is set incorrectly.

Problem

The hydraulic and steering pump remains at standby pressure. When the implements are used
or the steering is used, the pump will not upstroke.

Probable Cause

The hydraulic and steering pump is not receiving a signal.


The pump control valve is not working.
The hydraulic and steering pump is not upstroking. The swashplate is blocked.

Problem

Low standby pressure is too high.

Probable Cause

All controls are not in the HOLD position. In a no load condition, the implement signal and
the steering signal should be less than 690 kPa (100 psi).
All controls are not in the HOLD position. In a no steer condition, the implement signal and
the steering signal should be less than 690 kPa (100 psi).
The flow compensator (margin pressure) is set too high.

Steering System
Problem

The front wheels vibrate, when you steer the machine.

Probable Cause

Air is in the steering cylinders and air is in the steering system. Refer to Testing and
Adjusting, "Steering System - Purge".
The steering metering pump has failed.
Check the steering priority valve that is in the combination valve.

Problem

When an implement is used, you can feel hard spots in the steering.
Probable Cause

The signal resolver in the combination valve has been installed incorrectly after assembly.

Problem

The steering wheel kicks back, when the steering wheel is steered against the stop.

Probable Cause

Air is in the steering cylinders and air is in the steering system. Refer to Testing and
Adjusting, "Steering System - Purge".
The check valve is missing or the check valve is not working. This check valve is in the
steering metering pump at the hydraulic pump pressure port.

Problem

The steering wheel has a tendency to stick when the steering wheel is against the stop.

Probable Cause

The steering metering pump has failed and the steering metering pump has trapped
pressure in the steering system.
An incorrect steering metering pump has been installed on the machine.

Problem

When the steering wheel is released, the steering wheel oscillates more than three times.

Probable Cause

The steering metering pump has failed.


An incorrect steering metering pump has been installed on the machine.

Problem

When the steering wheel is steered against the stop, the steering wheel does not stop.

Probable Cause

The steering relief valve is set too high. This allows the relief valve to remain open.
The relief valve in the steering metering pump is set too low.
The steering metering pump has failed. This allows the wheel to continuously turn.
The steering cylinder has failed or the steering cylinder is leaking.
The port is blocked on the steering metering pump or the steering metering pump has a
loose connection. This allows air to enter the steering system.
Problem

The steering does not work but the implements do work.

Probable Cause

The hydraulic and steering pump is not receiving a signal pressure from the steering system.
The steering priority valve is malfunctioning. The pressure from the hydraulic and steering
pump is blocked to the steering circuit.
There is blockage or damage to the steering circuit or components.

Problem

The steering wheel does not turn the correct number of turns.

Probable Cause

The steering metering pump is leaking internally.


The steering cylinders are leaking or the cylinders have incorrect parts.
An incorrect steering metering pump is installed on the machine.

Implement System
Problem

The response of one implement is too slow.

Probable Cause

The lever linkage is restricted or the travel is restricted.


The valve spool that is installed in the control valve is incorrect for the implement.
The signal check valve in the signal network is functioning incorrectly.
The implement control valve has failed.
The implement relief valve is set too low.
The signal relief valve is set too low.

Problem

The response of all the implements are too slow.

Probable Cause

Air is in the signal system.


The check valve is leaking or the ball resolver in the signal network system is leaking.
There is contamination in any of the control valves.
Air is in the system.
The signal purge valve is stuck open.
The signal relief valve malfunctions.
The flow compensator (margin pressure) is set too low.
The implement relief valve is set too low or the implement relief valve leaks.
The steering priority valve in the combination valve has malfunctioned.

Problem

Implement circuits will not operate when one cylinder is stalled.

Probable Cause

The pressure compensator (pressure cutoff) is set too low or the signal relief valve is set too
high. Refer to Testing and Adjusting, "Pump Control Valve (Hydraulic, Steering) - Test and
Adjust".

Problem

The performance of a single implement circuit is erratic.

Probable Cause

The implement control valve is contaminated.


The control valve stem is incorrect for this circuit.
The flow compensator (margin pressure) is set incorrectly.

Problem

The performance of all the implement circuits are erratic.

Probable Cause

The hydraulic oil in the hydraulic system has not reached normal operating temperature.
The hydraulic and steering pump has failed or the pump control valve has failed.
Air is in the hydraulic system.

Problem

Any implement moves with the control lever in the HOLD position.

Probable Cause

The cylinder piston seals have failed or the cylinder piston seals are worn. The steering line
relief valve has failed or the steering line relief valve is worn.
The lock check valve has failed or the port relief has failed.
The implement relief valve is malfunctioning.

Problem

When the implement is first activated, the implement surges.


Probable Cause

An incorrect control stem is installed in the implement control valve.


Air is in the circuit.
The flow compensator (margin pressure) is set too high.
The discharge pressure of the hydraulic and steering pump remains too high after the signal
pressure drops.

Problem

Too much effort is needed to move the control lever.

Probable Cause

The lever linkage is restricted or the lever linkage has interference.


The bias spring in the implement control valve is missing or the bias spring in the implement
control valve is incorrect.
The implement control valve has a sticking control stem or the implement control valve has
a failed control stem.

Problem

The implements do not work but the steering does work.

Probable Cause

The combination valve has a failed ball resolver or the combination valve has a failed signal
check valve.
The steering priority valve is stuck. This stops the oil flow to the implements.
The signal relief valve has failed in the OPEN position or the pressure setting is set
incorrectly.

Problem

The response of the implements is too fast.

Probable Cause

An incorrect control stem is installed in the implement control valve.


The implement control valve has failed.
The flow compensator (margin pressure) is set too high.

Problem

The hydraulic and steering pump does not return to the low standby pressure after the
implement is used.
Probable Cause

The control lever has interference. The control lever does not return to the HOLD position.
The signal pressure is still sent to the pump control valve.
The signal purge valve has malfunctioned in the CLOSED position.
In a no steer condition, a steering signal that is greater than 690 kPa (100 psi) is coming from
the steering metering pump. There is contamination in the signal port of the steering
metering pump. Replace the steering priority valve. Replace the steering metering pump.
The hydraulic and steering pump has failed or the pump control valve has failed.

Problem

When you steer the machine, the implements slow down or the implements stop.

Probable Cause

The low standby pressure of the hydraulic and steering pump is set low.
The steering priority valve has failed.
The hydraulic and steering pump has insufficient flow.

Problem

If equipped, the blade float will not work.

Probable Cause

The implement control valve has an incorrect control stem.


There is leakage in the signal network.
The implement control valve has an incorrect lock valve piston.
The signal purge valve malfunctions.
There is contamination in the control stem of the blade lift control valve.
The viscosity of the oil is incorrect.
The implement relief valve opens at low oil pressure.
There is a loose oil line connection on the inlet side of the hydraulic and steering pump. Oil
aeration.
The hydraulic and steering pump has too much wear.
The operator is using the blade float function (if equipped) in order to drop the blade.

Hydraulic Fan Drive


Problem

The hydraulic fan pump makes unusual noise. Air bubbles are in the oil.

Probable Cause

The viscosity of the oil is incorrect.


There is a loose oil line on the inlet side of the hydraulic fan pump.
The hydraulic fan pump has too much wear.
Problem

The maximum pressure of the hydraulic fan pump is too low.

Probable Cause

The pressure compensator valve is set incorrectly. Refer to Testing and Adjusting, "Piston
Pump Cutoff Pressure (Fan Drive) - Test and Adjust". Also refer to Testing and Adjusting,
"Piston Pump Margin Pressure (Fan Drive) - Test and Adjust".
The hydraulic fan pump is not upstroking. The swashplate is blocked.

Problem

The pressure of the hydraulic fan pump is too high.

Probable Cause

The pressure compensator valve is set incorrectly. Refer to Testing and Adjusting, "Piston
Pump Cutoff Pressure (Fan Drive) - Test and Adjust". Also refer to Testing and Adjusting,
"Piston Pump Margin Pressure (Fan Drive) - Test and Adjust".

1 1 34

Hydraulic and Steering System


SMCS - 4300; 5050
/sisw eb/sisw eb/m /sisw eb/mediase
g00933201
Illustration 1

Diagram for oil flow

(1) Right valve group

(2) Steering accumulator

(3) Implement supply line

(4) Steering metering pump

(5) Steering metering pump drain line

(6) Lines to steering cylinders

(7) Combination valve

(8) Pressure and flow compensator valve

(9) Hydraulic and steering pump

(10) Signal line for the implements


(11) Steering metering pump supply line

(12) Drain line for the implements

(13) Left valve group

g00921387
Illustration 2

(3) Implement supply lines

(7) Combination valve

(10) Signal lines for the implements

(12) Drain lines for the implements

(14) Hydraulic pump suction line from hydraulic tank

In a low pressure standby situation, the implement circuit and the steering circuit do not
demand any oil from hydraulic and steering pump (9). Hydraulic and steering pump (9) sends
low pressure oil to combination valve (7). The low pressure oil flows through implement
supply line (3) to right valve group (1) and to left valve group (13). Since the valve groups do
not require any flow, the pump destrokes and the flow is reduced to a minimum.
Hydraulic oil also flows to steering metering pump (4) through supply line (11). Since pump
(4) does not demand any oil flow, the oil flows through an internal orifice in pump (4). The
oil then flows back to the hydraulic tank through line (5). The steering signal acts upon
pressure and flow compensator valve (8) in order to keep pump (9) at a low pressure standby
1 1 0
situation.

Steering System
SMCS - 4300
/sisw eb/sisw eb/m /sisw eb/mediase

g00903402
Illustration 1
Steering components locations

(AA) Outlet port to the combination valve

(BB) Inlet port from the combination valve

(CC) Outlet port to the steering cylinders for a right turn

(DD) Load sensing signal port

(EE) Outlet port to the steering cylinders for a left turn

(FF) Line to steering cylinder for a right turn

(GG) Line to steering cylinder for a left turn

The steering circuit is composed of the following components:

The hydraulic tank


The hydraulic and steering pump with the pressure and flow compensator valve
The accumulator
The steering metering pump
The left and right steering cylinders

Hydraulic oil for the steering circuit is supplied by the hydraulic and steering pump. The
steering priority valve gives the steering function priority over the available hydraulic pump
flow. The priority valve senses pressure in the steering circuit.

Typically, the requirements of the oil flow for the steering circuit are significantly less than
the available hydraulic pump flow. This means that oil flow to other implement circuits will
not be interrupted when the steering is operated. The steering metering pump provides oil
flow to the steering cylinders. This depends on the direction and the rotation of the steering
wheel.

Oil Flow of the Steering Hydraulic System


g01000422
Illustration 2

Steering system in the HOLD position

(1) Steering metering pump

(2) Gerotor

(3) Steering cylinders

(4) Rotary sleeve

(5) Line relief valves with anticavitation valves

(6) Check valve for supply oil

(7) Anticavitation check valve


(8) Hydraulic and steering pump

(9) Hydraulic tank

(10) Signal purge valve

(11) Signal relief valve

(12) Signal resolver valve

(13) Steering priority valve

(14) Pressure compensator valve

(15) Flow compensator valve

(16) Implement relief valve

(17) Steering relief valve

(18) Combination valve

In the HOLD position, the top envelope of priority valve (13) is activated. This allows oil to
flow to both the steering and to the implements. The supply oil is blocked at the implement
valves. The supply oil is also blocked at the steering metering pump (1). The signal oil that is
coming from combination valve (18) flows through an internal orifice of sleeve (4) in the
steering metering pump and back to tank (9) .

Signal oil pressure flows from priority valve (13) to signal resolver valve (12). Flow
compensator valve (15) is in the metering position due to signal oil from the signal resolver.
Hydraulic and steering pump (8) will be in low pressure standby. Signal oil pressure is
approximately 345 kPa (50 psi).
g01000444
Illustration 3

Steering system during a right turn

(1) Steering metering pump

(2) Gerotor

(3) Steering cylinders

(4) Rotary sleeve

(5) Line relief valves with anticavitation valves

(8) Hydraulic and steering pump

(9) Hydraulic tank

(13) Steering priority valve

(14) Pressure compensator valve

(15) Flow compensator valve

(18) Combination valve


When the steering wheel is turned to the right, sleeve (4) is rotated in order to make the
bottom envelope active. At the same time, gerotor (2) pumps oil to cylinders (3). The oil is
supplied to steering metering pump (1) through the center envelope in priority valve (13).
The signal pressure flows from the steering metering pump and priority valve (13) to the
signal resolver valve (12). This oil provides the signal to flow compensator valve (15). The
hydraulic and steering pump will upstroke in order to satisfy the system demand.

Two line relief valves (5) are located inside pump (1). Valves (5) prevent damage from
pressure spikes. If the oil pressure increases to the setting of relief valve (5), the relief valve
will open. This will allow oil to flow from one side of the steering circuit to the other side of
1 1 0
the steering circuit.

Implement System
SMCS - 5050
/sisw eb/sisw eb/m /sisw eb/mediase

The implement circuits are composed of four main components:

Hydraulic and steering pump


Combination valve
Implement control valves
Cylinders and the circle drive

The hydraulic and steering pump transfers oil from the hydraulic tank to the implement
cylinders and the circle drive through the implement control valves. The combination valve
provides the priority for the steering circuit. The combination valve also transfers load signals
from the implement control valves to the hydraulic and steering pump.
g01059730
Illustration 1

Typical Left Valve Group

(1) Left Blade Lift

(2) Sideshift

(3) Blade Tip

(4) Circle Drive


g01059733
Illustration 2

Typical Right Valve Group

(5) Articulation

(6) Centershift

(7) Wheel Lean

(8) Right Blade Lift


g00910582
Illustration 3

Front View of Typical Linkage and Valve Group

(9) Right blade lift control (lever)

(10) Wheel lean control (lever)

(11) Articulation control (lever)

(12) Centershift control (lever)

(13) Circle drive control valve (lever)

(14) Blade tip control (lever)

(15) Sideshift control (lever)

(16) Left blade lift control (lever)

(17) Left blade lift control valve


(18) Sideshift control valve

(19) Circle drive control valve

(20) Blade tip control valve

(21) Articulation control valve

(22) Centershift control valve

(23) Wheel lean control valve

(24) Right blade lift control valve

There are typically eight implement circuits on the machine. Seven are cylinder circuits and
one is a hydraulic motor circuit for rotating the blade circle about the drawbar. An implement
system can accommodate as many as fourteen implement control valves. The individual
control valves regulate the operation of each implement. Operator control levers for operating
the implement control valves are located on the operator console on both the right side of the
steering wheel and the left side of the steering wheel.

Note: Some of the motor graders may have different implements. The number of the control
valves in each valve group may vary.

Note: When you replace an implement control valve use the same part number. This will
keep the control valve and the cylinder matched.

Note: For additional information on the hydraulic system, refer to the hydraulic schematic for
1 1 0
your machine.

Hydraulic Fan Drive


g00903515
Illustration 1

Lines for the hydraulic fan system

(1) Line to the fan motor from the fan speed control valve

(2) Return line to the hydraulic tank

(3) Signal line

(4) Line from the pump to the fan speed control valve

(5) Test port for the hydraulic fan

(6) Fan speed control valve


g01000502
Illustration 2

(6) Fan Speed Control Valve

(7) Pressure and Flow Compensator Valve

(8) Fan Drive Pump

(9) Oil Pressure Sensor for the Fan

(10) Makeup Valve

(11) Fan Drive Motor

The fan drive system consists of a fan drive pump (8), fan speed control valve (6), and a fan
drive motor (11). Motor (11) is a fixed displacement motor and pump (8) is a variable
displacement pump.

Oil flows from pump (8) to motor (11). The output oil from motor (11) flows back to the
hydraulic tank. In machines that are equipped with all wheel drive, the oil returns to the tank
through the return circuit for the all wheel drive.

Makeup valve (10) for motor (11) allows the fan to stop gradually when the engine is
stopped. Makeup valve (10) prevents motor (11) from cavitating when the engine is stopped.
When pump (8) stops producing flow, makeup valve (10) will allow oil to enter the inlet of
motor (11) .
The fan speed depends on the volume of oil that is supplied by pump (8). The displacement
of pump (8) is changed by fan speed control valve (6). The fan speed control valve receives a
variable current from the engine electronic control module (ECM) that changes the output of
pump (8). The engine ECM receives information from the engine coolant temperature sensor,
the inlet air temperature sensor, and the oil pressure sensor (9) for the fan. In machines that
are equipped with all wheel drive, the engine ECM also receives information from the
hydraulic oil temperature sensor.

When the current to fan speed control valve (6) is at the maximum, pump (8) is at minimum
output. If fan speed control valve (6) fails or there is another problem in the electrical circuit
for the fan drive system, pump (8) will produce maximum output.

The maximum pressure in the fan drive system is controlled by the setting of pressure
1 1 0
compensator valve (7) .

Hydraulic Schematic
SMCS - 4300; 5050
/sisw eb/sisw eb/m /sisw eb/mediase

8
Illustration 1

The first six control valves are optional for your machine.
Control valve for the snow wing (1)
Tilt control valve for the snow wing (2)
Ripper control valve (3)
Scarifier control valve (4)
Control valve for the snow plow/bulldozer (5)
Control valve for the dozer angle (6)
Blade cushion accumulator (7)
Solenoid for the blade cushion (8)
Blade lift cylinders (9)
Side shift cylinder (10)
Swivel (11)
Blade tip cylinder (12)
Circle drive (13)
Steering cylinders (14)
Articulation cylinders (15)
Center shift cylinder (16)
Wheel lean cylinder (17)
Left blade lift control valve (18)
Sideshift control valve (19)
Circle drive control valve (20)
Blade tip control valve (21)
Steering metering pump (22)
Articulation control valve (23)
Centershift control valve (24)
Wheel lean control valve (25)
Right blade lift control valve (26)
Hydraulic tank (27)
Fan speed solenoid (28)
Fan drive pump (29)
Combination valve (30)
Steering accumulator (31)
Hydraulic and steering pump (32)
Oil pressure sensor (33)
Makeup valve (34)
Fan motor (35)

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Systems Operation

Power Train Hydraulic System


SMCS - 3000; 3100; 3101; 4000; 5050-PWT
g01095572
Illustration 1
Transmission Hydraulic Schematic (FIRST GEAR FORWARD)

(1) Proportional solenoid valve for clutch 1

(2) Proportional solenoid valve for clutch 2

(3) Proportional solenoid valve for clutch 3


(4) Solenoid valve for clutch 4

(5) Solenoid valve for clutch 5

(6) Solenoid valve for clutch 6

(7) Solenoid valve for clutch 7

(8) Solenoid valve for clutch 8

(9) Transmission Lubrication

(10) Transmission oil cooler

(11) Oil cooler relief valve

(12) Main relief valve

(13) Priority reducing valve

(14) Differential lock valve

(15) Clutch pack for the differential

(16) Transmission lubrication relief valve

(17) Transmission oil filter

(18) Transmission charge pump

(19) Scavenge pump section

(20) Transmission control (First gear forward)

(21) Modulation reducing valve for clutch 4

(22) Modulation reducing valve for clutch 6

(23) Modulation reducing valve for clutch 5

(24) Modulation reducing valve for clutch 7

(25) Solenoid valve for the centershift lock

(26) Centershift lock cylinder

(27) Screen and magnetic filter for the transmission charge pump

(28) Screen and magnetic filter for the transmission scavenge pump

(29) Transmission sump

(30) Relief valve for the transmission drain


(31) Differential sump scavenge

Table 1

ENGAGED CLUTCHES

DIRECTION SPEED RANGE


GEAR
Forwa Forwa Second Third First
Reverse High
rd rd SPEED SPEED SPEED Low
High Low

Solenoid
1 2 3 4 5 6 7 8

Park X X

Neutral
above
X X
0 C (32
F)

Neutral
below
0 C
(32F)

First
gear
X X X
forward

Second
forward X X X
gear

Third
gear
X X X
forward

Fourth
gear
X X X
forward

Fifth
gear
X X X
forward
Sixth
gear
X X X
forward

Seventh
gear
X X X
forward

Eight
forward X X X
gear

First
gear
X X X
reverse

Second
gear
X X X
reverse

Third
reverse X X X
gear

Fourth
reverse X X X
gear

Fifth
reverse X X X
gear

Sixth
reverse X X X
gear

When the engine is started, the oil from the transmission oil pump supplies oil to the power
train oil system of the motor grader. The transmission oil pump rotates at the same speed as
the input shaft. The transmission oil pump is driven by the reverse gear in the transmission.

The transmission oil pump contains transmission scavenge pump (19) and transmission
charging pump (18). Scavenge pump (19) transfers the oil from transmission sump (29) into
differential sump scavenge (31) .

The bottom of the transmission case provides an oil reservoir for the transmission scavenge
pump (19). Oil flows through filter (28) and into scavenge pump (19). The oil then flows into
the differential sump scavenge (31). A breather line connects the transmission and the
differential in order to equalize the air pressure in the two compartments. A breather that is
located on the oil filler tube provides the capability for ambient breathing. The oil filler tube
extends to the differential case.

Oil is supplied to transmission scavenge pump (19) through a pickup tube that is attached to
the differential housing. The oil passes through filter (28) that is contained within a housing
that is located within the transmission oil pump.

Transmission charge pump (18) transfers oil from differential sump scavenge (31) to
transmission oil filter (17). Oil from transmission charge pump (18) flows out of the
transmission case into a hose to the transmission filter (17). After the oil flows through
transmission filter (17) the oil flows through a hose to a fitting on the side of the transmission
case.

Oil from the filter flows through a cored passage in the transmission case to main relief valve
(12) and to priority reducing valve (13). The priority reducing valve directs oil to the selector
valves and to the solenoids. This oil then returns to transmission sump (29) .

Excess oil from the main relief valve (12) flows through a passage in the transmission case to
a fitting on the side of the case. The oil then flows through a hose to the transmission oil
cooler (10). Transmission oil cooler (10) uses engine coolant in order to cool the transmission
oil. The transmission oil cooler is mounted next to the engine. The cooled oil is used for the
transmission lubrication.

The cooled oil flows through another hose to a fitting on the side of the transmission case.
Then, the oil flows through a cored passage in the transmission case. Next, the oil flows to a
passage in the bottom half of the control manifold of the transmission. Lubrication oil flows
from the manifold through drilled holes in the transmission case to each shaft end. Then, the
oil flows into the shaft in order to provide lubrication to the bearings and to the clutch packs.
The oil then returns to transmission sump (29) .

Oil cooler relief valve (11) is located in the transmission case underneath the transmission
control valve. When the pressure at the cooler inlet exceeds 520 kPa (75 psi), oil cooler relief
valve (11) allows the lube to flow around cooler (10) .

There is a poppet type valve for transmission lubrication relief valve (16) that is located in the
transmission case underneath the transmission control valve. When the pressure at the inlet
for the lube oil exceeds 520 kPa (75 psi), transmission lubrication relief valve (16) allows the
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oil to flow into transmission sump (29).