8.

6 PRESSURE CHECKING AND SETTING – FS

8.6 Pressure checking and set- [Link] Safety

ting Observe accident prevention
8.6.1 Introduction and safety regulations at all
[Link] Foreword
times.
This Service Manual describes the pressure check- The pressure checking and setting
ing and setting procedures on the excavator´s may only be done by special
hydraulic system. trained and authorized personnel
with the appropriate technical
It is valid for 6030 MDG FS – know-how.
serial-no. DHG30281 → The rated pressure relief valve set-
ting must not be modified without
The illustrations, descriptions and explanations explicit approval by Caterpillar
reflect the current standard configuration. Some of Global Mining HMS.
the illustrations can show details that differ from a
particular machine, but that does not affect the All personnel carrying out com-
validity of the information given. missioning, operation, inspection,
If any points are nevertheless unclear or seem to service and repair must have read
be incorrect, please contact your local CAT dealer and understood the Operation &
or your Caterpillar distributing centre. Maintenance Manual and in partic-
ular the chapter
Further developments and alterations introduced 'Fundamental Safety Instructions'
into the standard series production will be imple-
mented into later re-prints of the manual. before starting any work.
Unauthorized conversions or modi-
When checking/setting pressures the hydraulic fications of the hydraulic excavator
oil temperature must be above 50°C (122⁰F). are forbidden for reasons of safety.
Furthermore, during cold weather conditions
the adjustable throttle (A, Fig. 7) on the control Secure the machine and the work-
manifold needs to be opened before the engine ing attachment against inadvertent
is started. When the hydraulic oil reached a and unauthorized starting. Place
temperature of approximately 10⁰C (50⁰F), the working attachment on the ground
throttle can be closed while watching the pres- in such way as that no movements
sure at test point MP. can be made when mechanical or
hydraulic connections become
detached.
Tools, hoists, slings, trestles and
other devices must be in a reliable
safe state.
Systems and units (e.g. pipes,
coolers, hydraulic reservoirs,
compressed-air reservoirs) must
be properly depressurized before
being opened.
Protective devices on moving ma-
chine parts may be opened or re-
moved only when the drive unit is
stationary and protected against
inadvertent starting.

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8.6 PRESSURE CHECKING AND SETTING – FS

[Link] General
Before recommissioning, all pro-
tective devices must be refitted. The reference numbers used in the text and illus-
trations correspond to those used in the hydraulic
Catwalks on the boom are only to circuit diagram.
be walked on when the excavator's
working attachment has been Since the machine is equipped with the BCS-Board
brought into the position required Control System, most pressures are available on
for checking/settings pressures. the BCS display. If pressure must be reset, where
Hydraulic cylinders must be possible calibrated gauges have to be used, they
brought into their end positions have to be connected to the relevant test points.
before pressures are checked or
set to ensure that working attach-
ment does not move when pres- Numbering of main pumps
sure is applied.
The 4 main pumps are numbered in travel direction
The excavator operator must oper- from left to right P1, P2, P3, and P4 (Fig.1),
ate the relevant function gently thus P1 and P2 are driven by the LH engine, and
(gradual application of pressure) P3 and P4 are driven by the RH engine.
and then shift the joystick/pedals
fully to their end position.
All Pressure test points on the ex- Numbering of swing pumps
cavator have Minimess connec-
tions. Pressure gauges used for Each drive unit is equipped with 2 swing pumps
checking must therefore have cor- (double pump). The swing pumps on the LH pump
responding fittings. transfer gearbox are named SP1 / SP2, the pumps
on the RH pump transfer gearbox are named SP3 /
Always connect the Minimess-hose SP4 (Fig. 1).
first to the gauge and then to the
test point on the machine to avoid Auxiliary pumps (Fig. 1)
spillage of pressurized oil!
The springs in pressure relief - Double gear pump for the pilot pressure and
valves must never be tightened pump transfer gearbox cooling system. (6)
fully to "block". The windings of - Fan drive pump for hydraulic oil cooler (10)
the spring are then jammed so that - Radiator pump for engine cooling (11)
the valve cannot open. - Hydraulic oil circulation pump (12)
- Charge pump (16)
Before setting/resetting a relief
valve (primary or secondary) loos-
en the valve insert by approximate-
ly 2 turns:
Turning anti-clockwise (loosening)
= lower pressure setting
Turning clockwise (tightening)
= increase pressure setting
To set/reset a pressure relief valve
loosen the counter nut on the valve
insert, set the opening pressure
using the setting screw, and then
tighten the counter nut again.
Fig. 1 642778

Page 8.6 – 2 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

8.6.2 Pressure setting

Description Unit Serial-no. 120 281 →
(DHG30281 →)
Pressure cut-off – main pumps Cylinders bar 310
Travel bar 350
Primary relief for main pumps Cylinders bar 360
Travel bar 385
Secondary relief for Boom cylinders bar 360
Stick cylinders bar 360
Bucket cylinders bar 360
Clam cylinders (1-spool valve) bar 350
Clam cylinders (back wall) bar 330
Travel motors bar 400
Main pump control pressure bar 10 – 45
Main pressure reducing valve (pilot control manifold) bar 100
Pilot pressure bar 35
Auxiliary pressure 1 bar 40
Auxiliary pressure 2 bar 60
Auxiliary pressure 3 bar 80
Swing system – working pressure max. bar 352
Swing system – charge pressure (approximately) bar 40
Swing system – pilot pressure bar 3 – 22
Swing system – supply pressure to pressure balance valve bar 35
Hydraulic oil cooling bar 250
Fan drive – pressure
Engine cooling bar 250
Cooling circuit pressure Hydraulic oil cooling bar 4
Track tensioning system Change over valve bar 70
pre-charge pressure of hy- Pilot pressure system bar (N2) 65
draulic accumulator
pre-charge pressure of hy- Service arm bar (N2) 65
draulic accumulator
pre-charge pressure of hy- Access ladder bar (N2) 65
draulic accumulator
pre-charge pressure of hy- Track tensioning system bar (N2) 55
draulic accumulator
pre-charge pressure of hy- Engine off lowering bar (N2) 22
draulic accumulator
Table 1

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8.6 PRESSURE CHECKING AND SETTING – FS

8.6.3 Tools
For pressure checking and setting the tools listed in table 2 are required.

Fig. 2 Tools 630640

Item Quantity Designation Part-No.

1 1 Test kit with gauges and hoses 1 476 323

2 1 Test adapter for proportional valves 1 433 919
3 1 Multimeter 1 088 932
4 1 O/E-ring spanner, 10 mm 0 717 903
5 1 O/E-ring spanner, 13 mm 0 559 698
6 1 O/E-ring spanner, 17 mm 0 559 702
7 1 O/E-ring spanner, 19 mm 0 717 908
8 1 O/E-ring spanner, 24 mm 0 717 913
9 1 Allan Key, 3 mm 0 014 122
10 1 Allan Key, 4 mm 0 014 123
11 1 Allan Key, 5 mm 0 014 124
12 1 Allan Key, 6 mm 0 014 125
13 1 Accumulator test and charging device 1 438 546
---- 1 CAMP electrical test equipment 6 003 905
---- 2 Test kit with gauges and hoses 1 464 726
---- 1 Adapter for nitrogen cylinder (see chapter 3.2.2)
Table 2

Page 8.6 – 4 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

8.6.4 Hydraulic circuits

In table 3 the various valves are listed which are The locations of the valves on the machine are
used for the pressure setting of the different hy- shown in Fig. 3 to 7.
draulic circuits.

Section Figure Valve function Setting

P1 / P3 3 Primary relief valves for P1 and P3 in travel valves 385 bar
P3 (P2) 4 Primary relief valve in clam valve 330 bar
A 5 Pressure limiting for charge pump, swing system 40 bar
B 6 Primary relief valve for P2 and P4 330 bar
C 7 Main pressure reducing valve (control manifold) 100 bar
Pilot pressure limiting “swing” 22 bar
Pilot pressure limiting 35 bar
Auxiliary pressure 1 limiting 40 bar
Auxiliary pressure 2 limiting 60 bar
Auxiliary pressure 3 limiting 80 bar
Table 3

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8.6 PRESSURE CHECKING AND SETTING – FS

The primary relief valve for main pump P3 is locat- The charge pressure is to be set on the pressure
ed at the front end of the LH travel valve (Fig. 3). cut-off valve (A, Fig. 5) of the charge pump.
The primary relief valve for main pump P1 is locat-
ed at the rear end of the RH travel valve (Fig. 3).

Fig. 5 645505

Fig. 3 645504

An additional primary relief valve is located in the

clam control block (Fig. 4).

Fig. 4 630809

Page 8.6 – 6 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Fig. 6 645506

Fig. 7 645507

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8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Pilot pressure system

Layout and function of the pilot pressure system is The travel parking brake and the swing
described in chapter 8.5.3. park brake must be applied and at-
tachment should be placed on the
 Checking and adjusting pressure ground.
settings of the pilot pressure system Access Ladder and Service Arm must
should always be done at twin en- be in the upper position
gine operation at maximum engine
speed unless stated otherwise. Main pilot pressure reducing valve
 During cold weather conditions the Before the actual pilot and auxiliary pressure set-
adjustable throttle (A, Fig. 8) needs tings will be checked the setting of the main pilot
to be opened before the engine is pressure reducing valve needs to be checked (and
started. When the hydraulic oil adjusted when necessary).
reached a temperature of approxi-
mately 10⁰C (50⁰F), the throttle can 1. Connect a pressure gauge (range up to 250
be closed while watching the pres- bar) to test points MP (Fig. 8).
sure at test point MP.
2. Start LH or RH engine and let it run in low
idle.
Since the delivered oil from the pilot pumps has to
3. Check the pressure at test point MP, required
be adjusted to the different pressure levels of the
value 100 bar. If necessary adjust valve 204
various auxiliary systems, it is recommendable to
(Fig. 8)
adjust all involved valves located in the central
control manifold in the sequence as mentioned
4. Shut down the relevant engine.
below.

Fig. 8 645508

Page 8.6 – 8 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Auxiliary pressure 3 of 80 bar - Access ladder, Service Arm and central greas-
The auxiliary pressure 3 is used for the following ing system (no checking/adjusting required)
functions: - Track tensioning (discharging)

Fig.9 645509

Track tensioning (discharging)

The travel parking brake and the swing

park brake must be applied and at-
tachment should be placed on the
ground.
Access Ladder and Service Arm must
be in the upper position

1. Connect a pressure gauge (range up to - If the pressure at test point M1 does

100 bar) to test points M1 (Fig. 9). not stabilize at a value of 85 bar, ad-
just valve 210.1 to a value of 85 bar by
2. Start the both engines and let them run turning it clockwise to increase the set-
with maximum speed. ting and turning it anti-clockwise to de-
crease the setting.
3. Activate service switch S (Fig. 9) and in-
crease the setting of valve 205.4 by turning 4. Decrease the setting of valve 205.4 to a
it clockwise. The pressure at test point M1 value of 80 bar by turning it anti-clockwise.
should stabilize after reaching a value of
85 bar, being the setting of valve 210.1 5. Shut down both engines.

- If the pressure at test point M1 stabi-

lizes at a value of 85 bar, continue with
step 4.

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8.6 PRESSURE CHECKING AND SETTING – FS

Auxiliary pressure 2 of 60 bar - Track tensioning (normal operation)

The auxiliary pressure 2 is used for the following - Main pump flow control
functions: - 2nd. travel speed
- Swing park brake (release)

Fig. 10 645513

The travel parking brake and the swing

park brake must be applied and at-
tachment should be placed on the
ground.
Access Ladder and Service Arm must
be in the upper position

Track tensioning (normal operation) and main 2nd. Travel speed

pump flow control 1. Connect a pressure gauge (range up to 100
The supply pressure for track tensioning (normal bar) to test point M4 (Fig. 10)
operation) and for main pump flow control is being 2. Start the both engines and let them run with
taken from one hydraulic circuit. Pressure checking maximum speed.
and adjusting therefor can be done by means of 3. Check the pressure on test point M4, required
one single test point (M7) and one pressure reduc- value 60 bar. If necessary adjust valve 205.1
ing valve (205.5). (Fig. 10)
4. Shut down both engines
1. Connect a pressure gauge (range up to 100
bar) to test point M7 (Fig. 10).
2. Start the both engines and let them run with
maximum speed.
3. Check the pressure at test point M7, required
value 60 bar. If necessary adjust valve 205.5
(Fig. 10)
4. Shut down both engines

Page 8.6 – 10 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Swing park brake (release)

Fig. 11 645513

The travel parking brake and the swing 1. Connect a pressure gauge (range up to 100
park brake must be applied and at- bar) to test point M2 (Fig. 11)
tachment should be placed on the
ground. 2. Start the both engines and let them run with
Access Ladder and Service Arm must maximum speed.
be in the upper position
3. Check the pressure on test point M2, required
value 60 bar. If necessary adjust valve 205.3
(Fig. 11)

4. Shut down both engines

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8.6 PRESSURE CHECKING AND SETTING – FS

Auxiliary pressure 1 of 40 bar

The auxiliary pressure 1 is used for the following
functions:
- Drive pressure increase

Fig. 12 645514

Drive pressure increase

The travel parking brake and the swing 1. Connect a pressure gauge (range up to 60
park brake must be applied and at- bar) to test point M3 (Fig. 12)
tachment should be placed on the
ground. 2. Start the both engines and let them run with
Access Ladder and Service Arm must maximum speed.
be in the upper position
3. Check the pressure on test point M3, required
value 40 bar. If necessary adjust valve 205.2
(Fig. 12).

4. Shut down both engines

Page 8.6 – 12 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Pilot pressure of 35 bar

The pilot pressure of 35 bar is achieved by using 2 pressure reducing valves:
1. valve 205.6 (Fig. 13) 2. valve 206.1 (Fig. 14)
- supply of the swing balance valve - supply of the auxiliary manifolds (166)
- displacement of the travel valves (94) via
the proportional valves

Fig. 13 645519

Fig. 14 645520

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8.6 PRESSURE CHECKING AND SETTING – FS

The travel parking brake and the swing

park brake must be applied and at-
tachment should be placed on the
ground.
Access Ladder and Service Arm must
be in the upper position

Valve 205.6 (supply of swing balance valve)

1. Connect a pressure gauge (range up to 60
bar) to test point MP3 (Fig. 13)

2. Start the both engines and let them run with

maximum speed.

3. Check the pressure on test point MP3, re-

quired value 35 bar. If necessary adjust valve
205.6 (Fig. 13)

4. Shut down both engines

Valve 206.1 (supply of auxiliary manifolds and

displacement of the travel valves)
1. Connect a pressure gauge (range up to 60
bar) to test point MX3 (Fig. 13)

2. Start the both engines and let them run with

maximum speed.

3. Check the pressure on test point MX3, re-

quired value 35 bar. If necessary adjust valve
206.1 (Fig. 14)

4. Shut down both engines

Page 8.6 – 14 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Main pump flow control

Layout and function of the main pump flow control  The proportional valve (023.1), which is linked
is described in chapter 8.5.1. to the LH engine, is delivering a pressure sig-
nal for main pumps P1 & P2 via port X2 on the
Main pump flow control consists of 2 separate main pump regulators.
electrohydraulic circuits, one for the LH engine and
one for the RH engine.  The proportional valve (023.2), which is linked
to the RH engine, is delivering a pressure sig-
Depending on the load of the engines the engine nal for main pumps P3 & P4 via port X2 on the
controllers send a signal (150 – 850 mA) to the main pump regulators.
proportional valves. The proportional valves, which
are located on top of the control manifold, convert
these signals into hydraulic pressure (10 – 45 bar
depending on engine load).

Fig. 15 645521

The travel parking brake and the swing

park brake must be applied and at- 4. Extend the stick cylinders.
tachment should be placed on the
ground. 5. Check pressure (stick cylinders are in end-
Access Ladder and Service Arm must position; pressure cut-off in function): nominal
be in the upper position pressure approximately 45 bar (850 mA).

Checking the load limit pressure for the LH 6. Shut down the LH engine.
drive unit:
1. Connect a gauge (range up to 60 bar) to the
test point MLH (Fig. 15).

2. Run LH engine with maximum speed. The RH

engine has to be shut off.
3. Check pressure. The gauge must indicate
approximately 10 bar (150 mA).

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8.6 PRESSURE CHECKING AND SETTING – FS

Checking the load limit pressure for the RH  If the mA-values are reached, but the required
drive unit: pressure is not, the proportional valve is defec-
1. Connect a gauge (range 60 bar) to the test tive and has to be replaced.
point MRH (Fig. 15).

2. Run RH engine with maximum speed. The LH Note:

engine has to be shut off. It is also possible to check and read the current
values via the BCS
3. Check pressure.
The gauge must indicate approximately 10 bar
(150mA).

4. Extend the stick cylinders.

5. Check pressure (stick cylinders are in end-

position; pressure cut-off in function):
nominal pressure approximately 45 bar (850
mA).

6. Shut down the RH engine.

In case the required pressures are not achieved

the proportional valve(s) must be checked.
For this checking an adapter (Fig. 16) is required.

Fig. 16 645523

Connect the adapter between the proportional

valve and its connector.

Perform the steps 2 to 6 as described on the previ-

ous page and measure the current as sent to the
relevant proportional valve by connecting a multi-
meter to the adapter.

 If the mA-values according to step 3 and 5 are

not reached, there is a defect in the excava-
tor’s electronic system.
In this case please contact the service depart-
ment of Caterpillar Global Mining HMS GmbH.

Page 8.6 – 16 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Pressure cut-off system

Layout and function of the pressure cut-off system
is described in chapter 8.5.2.

The pressure cut-off function for the 4 main pumps

is managed by the pressure cut-off valves (A and
B, Fig. 17). They are set to 310 bar and limit the
working pressure for the hydraulic cylinders.

When operating the travel system the pressure cut-

off valves are hydraulically adjusted to 350 bar via
a solenoid valve on the control manifold.
The electronic system of the excavator ensures,
that the pressure increase is not operational, when
the attachment is operated at the same time, so
that operation of the hydraulic cylinders with 350
bar is prevented.
Fig. 17 630793
Note:
As a precondition for the following tests and set-
tings it is essential that
 all primary- and secondary relief valves are
correctly adjusted.
 drive pressure increase (auxiliary pressure 1)
is correctly adjusted

The travel brake and the swing park

brake must be applied and attachment
should be placed on the ground.
Access Ladder and Service Arm must
be in the upper position

Checking and setting

1. Connect 2 gauges (range up to 400 bar) to the Fig. 18 630828
high pressure circuits of pumps P1 & P2. The
relevant test points M1 & M2 are to be found
on the high pressure filter-housings (Fig. 18 &
19).

2. Start LH engine and bring it to maximum

speed.

Note
Attachment functions can only be summoned
when:
 Seat switch is activated
 Servo switch on the control column is activated

3. Extend the stick cylinders completely and posi-

tion the attachment on the ground. Fig. 19 630829

4. Activate function "stick cylinder out" and check

pressure (rated: 310 bar).

5. If necessary adjust the valve for pump P1 (A,

Fig. 17) or pump P2 (B, Fig. 17).

3849232en – (00) Page 8.6 – 17

8.6 PRESSURE CHECKING AND SETTING – FS

In order to check the "drive pressure increase",

which increases the pressure cut-off value during
travel, the travel function needs to be summoned.
Avoiding the excavator from travelling therefore
only is possible by disconnecting and plugging the
hoses from the travel motors to the brakes (1 and
2, Fig. 20) on both LH and RH side track frame.

Fig. 20 645522

Note:
Please make sure no attachment functions are
being summoned when executing step 6 since
pressure cut-off then would be activated at a level
of 310 bar.

6. Operate one travel pedal at a time and check

pressure on gauge as connected to test point
M1: after approximately 2 seconds the gauge
should show a value of 350 bar.

When the measured pressure does not match the

rated value (350 bar) the auxiliary pressure 1
needs to be adjusted (see chapter [Link]).

7. Shut down the LH engine.

8. Check and set pressure cut-off valves of the

RH main pumps (P3 & P4) accordingly with
gauges connected to test points M3 & M4.
Gauges connected to M3 & M4 should show a
value of 310 bar when “stick cylinder out” is
summoned, gauge connected to M3 should
show a value of 350 bar approximately 2 sec-
onds after the travel was operated.

Page 8.6 – 18 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Primary relief system

Primary pressure relief for the 4 main pumps is
controlled by pressure relief valves.
The relief valves for P2 and P4 are located at the
high pressure filter blocks (Fig. 21).
The relief valves for P1 and P3 are located at the
travel valves (Fig. 23).

This arrangement is valid when both engines are

running. In case of single engine operation the oil
flows to the travel valves first.

 Front Bottom View Rear

Fig. 22 645522

Setting of P1
1. Connect a gauge (range up to 400 bar) to test
point M1. The test points are installed on the
high pressure filter blocks (Fig. 21).

2. Set primary relief valve of main pump P1 at the

RH travel valve (P1, Fig. 23):

 When a new primary relief valve is installed

screw the adjuster 1 turn out, to avoid pressure
peaks.
Fig. 21 630764

Checking and setting  Screw the adjuster of the pressure cut-off

valve of pump P1 (A, Fig. 17) completely in.
The swing park brake must be applied This is to raise the set value of this valve
and attachment should be placed on above 385 bar.
the ground.
The undercarriage has to be positioned
with final drives at the rear.
Access Ladder and Service Arm must
be in the upper position

The travel parking brake must also be engaged.

This can only be achieved by disconnecting and
plugging the hoses from the travel motors to the
brakes (1 and 2, Fig. 22) on both LH and RH side
track frame.

Note
Attachment and travel functions can only be sum-
moned when:
 Seat switch is activated
 Servo switch on the control column is activated

Fig. 23 645504

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8.6 PRESSURE CHECKING AND SETTING – FS

The precise location of the primary relief valve for Setting of P2:
P1 is shown in Fig. 24.

Fig. 24 630763

1. Start LH engine and bring it to maximum speed.

2. Activate function "travel forward".

Fig. 25 630766

3. Check pressure (rated: 385 bar). 1. Connect a gauge (range up to 400 bar) to test
point M2. The test points are installed on the
4. If necessary adjust primary relief valve P1. high pressure filter blocks (Fig. 25).
2. Set primary relief valve of main pump P2 at the
5. Turn pressure cut-off valve of pump P1 (A, Fig. high pressure filter block (P2, Fig. 25):
17) again down to 310 bar.  When a new primary relief valve is in-
stalled screw the adjuster 1 turn out, to
6. Shut down the LH engine. avoid pressure peaks.

 Screw the adjuster of the pressure cut-off

valve of pump P2 (B, Fig. 17) completely
in. This is to raise the set value of this
valve above 360 bar.

 Start LH engine and bring it to maximum

speed.

 In order to deactivate solenoid valve -2Y21

(which is activated during single engine
operation) start also RH engine and run at
low idle.

 Activate function "stick cylinder out" until

the cylinders are completely extended.

 Check pressure (rated 360 bar).

 If necessary adjust primary relief valve P2.

 Turn pressure cut-off valve of pump P2 (B,

Fig. 17) again down to 310 bar.

 Shut down both engines.

Page 8.6 – 20 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Setting of P3: Setting of P4

Fig. 27 630765

1. Connect a gauge (range 400 bar) to test point

M4. The test points are installed on the high
pressure filter blocks (Fig. 27).
Fig. 26 645504
2. Set primary relief valve of main pump P4 at the
high pressure filter block (Fig. 27):
1. Connect a gauge (range 400 bar) to test point
M3. The test points are installed on the high  When a new primary relief valve is installed
pressure filter blocks (Fig. 25). screw adjuster 1 turn out to avoid pressure
peaks.
2. Set primary relief valve of main pump P3 at the
LH travel valve (P3, Fig. 26):
 Screw the adjuster of the pressure cut-off
valve of pump P4 completely in. This is to raise
 When a new primary relief is installed screw the set value of this valve above 360 bar.
the adjuster 1 turn out, to avoid pressure
peaks.
 Start RH engine and bring to maximum speed.
 Screw the adjuster of the pressure cut-off
 In order to deactivate solenoid valve -2Y21
valve of pump P3 completely in. This is to raise
(which is activated during single engine opera-
the set value of this valve above 385 bar.
tion) start also LH engine and run at low idle.
 Start RH engine and bring to maximum speed.
 Activate function "stick cylinder out" until the
cylinders are completely extended.
 Activate function "travel forward".
 Check pressure (rated 360 bar).
 Check pressure (rated 385 bar).
 If necessary adjust primary relief valve P4.
 If necessary adjust primary relief valve P3.
 Turn pressure cut-off valve again down to 310
 Turn pressure cut-off valve again down to 310 bar.
bar.
 Shut down both engines.
 Shut down the RH engine.

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8.6 PRESSURE CHECKING AND SETTING – FS

Setting of 'clam' primary relief valve

1. Connect a gauge (range 400 bar) to test point raise the set value of this valve above 330
M2. The test points are installed on the high bar.
pressure filter blocks (Fig. 25).
 Start LH engine and bring to maximum speed.
2. The attachment must be placed on the ground
and the parking brake "swing" must be acti-  Activate function "close bucket" until the
vated to avoid turning of the superstructure. bucket is completely closed.

3. Set primary relief valve 'clam' at the clam  Check pressure (rated 330 bar).
valve (169, Fig. 28):
 If necessary adjust the primary relief valve
 When a new primary relief is installed screw ‘clam’.
the adjuster 1 turn out, to avoid pressure
peaks.  Turn pressure cut-off valve again down to 310
bar.
 Screw the adjuster of the pressure cut-off
valve of pump (P2) completely in. This is to

Fig. 28 646430

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8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Secondary relief system for attachment

The secondary relief valves for the attachment are The face shovel attachment is equipped with an
screwed into the attachment control manifolds additional secondary relief valve for the rod side of
(160 & 161, Fig. 29). the clam cylinders, which is installed on the dis-
The attachment control manifolds are located on tributor in the back wall of the bucket (187, Fig.
the boom. 32).

The clam valve (169, Fig. 29) with secondary re-

lief valves is operating the clam cylinders.

Fig. 29 646431

Valve arrangement for face shovel configuration (Fig. 29)

160 161 169

Boom cylinder – piston side a3 a2 -
Stick cylinder – piston side b1 b1 -
Bucket cylinder – piston side b2 b3 -
Boom cylinder – rod side b3 b2 -
Stick cylinder – rod side a1 a1 -
Bucket cylinder – rod side a2 a3 -
Clam cylinder – piston side - - b1
Clam cylinder – rod side - - a1
Table 4

3849232en – (00) Page 8.6 – 23

8.6 PRESSURE CHECKING AND SETTING – FS

This pressure check has to be done with only one 5. If necessary adjust the secondary relief valve
engine running. The pressure cut-off function (see table 4).
should be adjusted over 360 bar on one main
pump only. The smaller flow rate of one pump 6. Shut down the LH engine.
only allows a more accurate pressure setting.
Example – stick cylinder rod side:

Note
Attachment functions can only be summoned
when:
 Seat switch is activated
 Servo switch on the control column is acti-
vated

Carefully apply pressure to rod side of stick

cylinders.

Check pressure (rated: 360 bar), when cylin-

ders are in end-position.

7. Because the pair of cylinders is connected via

compensating lines and secured by 2 relief
valves, the gauge on the test point always in-
dicates the lowest pressure setting of the 2
valves. Therefore it is possible that, even with
an indicated pressure of 360 bar, one valve is
still set too high.
Fig. 30 630774

To check the valves for Therefore reduce pressure setting on 1st valve
of the pair to less than 360 bar. Gauge reading
Rod side: retract cylinders fully must drop noticeably. Increase pressure set-
Piston side: extend cylinders fully ting back up to 360 bar.

Location of the secondary relief valves is shown in 8. Set pressure on 2nd valve in the same way:
Fig. 30. Valves are also on opposite side (bottom) Lower it firstly, and than increase back up to
of the main control blocks. 360 bar.

The swing park brake must be ap- 9. After checking all secondary relief valves re-
plied and attachment should be duce pressure cut-off valve back to 310 bar.
placed on the ground.
Access Ladder and Service Arm
must be in the upper position

Checking and setting

1. Connect gauge (range up to 400 bar) to test

point M1 (Fig. 21).

2. Screw the adjuster of the pressure cut-off

valve of pump P1 (A, Fig. 17) completely in.
This is to raise the set value of this valve
above 360 bar (secondary relief setting).

3. Start LH engine and bring to maximum speed.

4. Check pressure (rated 360 bar)

Page 8.6 – 24 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Secondary relief valve for clam cylinders (Fig.

26)
(Conditions as described under "Setting of clam Additional secondary relief valve for clam cyl-
primary relief valve). inder rod-side.

The face shovel attachment is equipped with an

additional secondary relief valve for the rod side of
the clam cylinders, which is installed on the distrib-
utor in the back wall of the bucket (187, Fig. 32).
The relief valve enables oil flow from the rod side
to the piston side, in case of wrong operation (dig-
ging into the material, before the front lip is com-
pletely closed and thus closing the bucket by ex-
ternal force).
Checking and setting:
1. Connect a gauge (range: 400 bar) to test point
M2 (Fig. 21).
Fig. 31 646432
2. Start the RH engine and place the attachment
on the ground.
1. Increase pressure setting of pressure cut-off
valve of P2 above 350 bar, by turning the set 3. Operate the function 'bucket open'.
screw complete in.
4. The pressure at test point M2 must read 330
2. Increase the pressure setting of the clam pri- bar.
mary relief valve to a value higher than 350 If required adjust the relief valve (187, Fig. 32)
bar. accordingly.

3. Increase the pressure setting of the additional Cross check at the same time with the 'clam'
rod side secondary relief valve in the shovel main relief valve (same setting).
back wall to a setting higher than 350 bar (187,
Fig. 32).

4. Start LH engine and bring to maximum speed.

5. Check pressure and adjust if required.

Piston side: Clam closing, valve b1
Rod side: Clam opening, valve a1

6. Readjust the setting of the additional rod side

secondary relief valve (187, Fig. 32) to 330
bar.

7. Readjust the setting of the clam primary relief

valve to 330 bar.

Fig. 32 630761a

3849232en – (00) Page 8.6 – 25

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Secondary relief system for travel Checking and setting:

Note: The swing park brake must be applied
The check of the travel secondary relief valves and attachment should be placed on
should only be carried out in case of travel perfor- the ground.
mance- or temperature problems. Access Ladder and Service Arm must
be in the upper position
Layout and function of the travel system is de-
scribed in chapter 8.5.5. The travel parking brake must also be engaged.
This can only be achieved by disconnecting and
During travel – even during single engine operation plugging the hoses from the travel motors to the
– oil flow always is directed towards the travel brakes (Arrows, Fig. 33 & 34) on both LH and RH
valves: side track frame.
 settings for right hand travel can be checked
via test point M1 1. Connect two gauges (range: 600 bar) to the
 settings for left hand travel can be checked via test points M1 and M3 (Fig. 21) at the high
test point M3 pressure filter blocks.

For securing the travel system each travel motor is 2. Screw the adjusters of the pressure cut-off
equipped with 2 relief valves (Fig. 33 & 34). valves of pumps P1 & P2 completely in (Fig.
The valves (1 - 8) are screwed into the travel mo- 17).
tors.
3. For safety reasons turn the superstructure
180°, so that the operator and the service crew
on the ground can see each other.

4. Start LH engine and let it run with maximum

speed.

Note
Attachment and travel functions can only be sum-
moned when:
 Seat switch is activated
 Servo switch on the control column is activated

5. Engage the function 'LH travel reverse' by

depressing the foot-pedal slowly.
Fig. 33 Left side (630794)
6. Check pressure.
At the test point M3 (Fig. 20) the pressure
must read 385 bar, (setting of the main relief
valve). Now the main relief valve must be set
over 400 bar, then the relevant travel motor
relief valves can be adjusted (1 & 2, Fig. 33).

7. Check the following functions in the same way:

LH travel forward (valves 3 & 4, Fig. 33)
RH travel forward (valves 7 & 8, Fig. 34)
RH travel reverse (valves 5 & 6, Fig. 34)

8. After checking all secondary relief valves re-

duce pressure setting of the primary relief
valves (see chapter [Link]) and pressure cut-
off valves (see chapter [Link]) back to the
Fig. 34 Right side (630778)
rated values.

9. Shut down the LH engine.

Page 8.6 – 26 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Swing system

Layout and function of the swing system is de- Fig 35 is an overview about the relevant test points
scribed in chapter 8.5.6. of the swing system:
- MY1 and MY2: pilot pressure swing
- MP3 supply pressure to the swing balance
valve

Fig. 35 645529

Checking and setting

4. Check the swing charge pressure via the
The swing park brake must be re- Board Control System. Swing charge pressure
leased. left and swing charge pressure right should
Superstructure should be prevented have the same value.
from swinging by placing the bucket in
digging material. 5. Shut down the LH engine.
Access Ladder and Service Arm must
be in the upper position 6. Start the RH engine and let it run at maximum
speed.
Note:
Some settings need to be verified by using the 7. Check the swing charge pressure via the
Board Control System. Please refer to chapter 9.6 Board Control System. Swing charge pressure
for more information. left and swing charge pressure right should
have the same value.
1. Connect a gauge (range up to 40 bar) to the
test point (MP3, Fig. 35). 8. Shut down the LH engine.

2. Start LH engine and run at maximum speed.

3. The supply pressure to the swing balance

valve at test point MP3 must read 35 bar.
If required adjust the pressure reducing valve
(205.6, Fig. 35) accordingly.

3849232en – (00) Page 8.6 – 27

8.6 PRESSURE CHECKING AND SETTING – FS

The results as found during steps 4 and 6 can be:

1. Swing charge pressure left and swing charge
pressure right having the same values during
both LH engine and RH engine operation.
Please proceed with step 6.1

2. Swing charge pressure left and swing charge

pressure right having different values during
LH engine operation and having the same val-
ues during RH engine operation

or

Swing charge pressure left and swing charge

pressure right having different values during
RH engine operation and having the same val- Fig.36 642174
ues during LH engine operation.
Please proceed with step 6.2
Note:
3. In both LH engine operation and RH engine In case one swing charge pressure limiting valve of
operation swing charge pressures left and a swing pump is set below 40 bar, the swing
swing charge pressure right having different charge pressure for the swing system cannot be
values. reached.
Please proceed with step 6.3 In this case check and increase setting of the
swing charge pressure limiting valves (L1 & L2,
6.1 Swing charge pressures left and right are Fig. 37) in the housings of the swing pumps.
equal
 Start both engines and let them run at
maximum speed

 Check the swing charge pressures via

the Board Control System.

 The values must be 40 bar at full en-

gine speed for both swing charge pres-
sure left and swing charge pressure
right.

 If the charge pressure differs from 40

bar the pressure cut-off valve (A, Fig.
36) of the respective charge pump (left
or right) has to be adjusted.
Fig. 37 630806

Page 8.6 – 28 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

6.2 Swing charge pressure left and swing 9. Connect 2 gauges (range up to 40 bar) to test
charge pressure right having different val- point MY1 and MY2 (Fig. 35)
ues during LH engine operation and having
the same values during RH engine opera- Note
tion Swing function can only be summoned when:
 Seat switch is activated
or  Servo switch on the control column is activated

Swing charge pressure left and swing 10. Start both engines and let them run at maxi-
charge pressure right having different val- mum speed.
ues during RH engine operation and hav-
ing the same values during LH engine op- 11. Activate 'swing right'. Move joy stick slowly
eration. into the end position.

 One or both swing pumps are mechani- 12. The pilot pressure swing (MY1, Fig. 35) will be
cally out of neutral. approximately 22 bar when the joystick is in
end position.
Adjustments at the pumps may
only be done with the appropriate In case the 22 bar pilot pressure swing is not
technical knowledge! achieved during ‘swing right’ operation with joystick
in end position, the proportional valve 208.1 (Fig.
31) needs to be checked by means with CAMP test
 Correct the adjustment at the pump equipment (see Table 2).
regulator (A + B, Fig. 38)
 In case the value of 640 mA is not reached
when having joystick in end position, there is
a defect in the excavator’s electronic system.
In this case please contact the service depart-
ment of Caterpillar Global Mining HMS GmbH

 In case the value of 640 mA is reached when

having joystick in end position, the propor-
tional valve 208.1 is defect and has to be re-
placed or the pressure reducing valve 210.2 is
set below 22 bar.
In order to eliminate a possible cause, before
replacing any parts, steps 15 to 17 need to be
performed.

Fig. 38 645530 The swing high pressure is determined by the pilot

pressure swing and the swing balance valve ratio
6.3 Swing charge pressure left and swing (1:16).
charge pressure right having different val-
ues during both LH engine operation and 13. Check the swing pressures via the Board Con-
RH engine operation trol System: the high pressure side must indi-
cate approximately 350 bar; the low pressure
 Swing balance valve is not exactly in
side must indicate approximately 40 bar.
neutral position (not centered; the su-
perstructure tries to turn).
14. Shut down both engines.
 Start both engines and let them run at
maximum speed.
 Adjust at set screw (A, Fig. 36) until The secondary relief valves of the
swing charge pressure left and swing swing system (2 valves for each
charge pressure right have the same swing pump) are set at 400 bar.
value This setting must not be altered!
 Shut down both engines.

3849232en – (00) Page 8.6 – 29

8.6 PRESSURE CHECKING AND SETTING – FS

15. Activate 'swing left' and move joy stick slowly

into the end position.

16. The pilot pressure swing (test point MY1, Fig.

35) will be approximately 22 bar when the joy-
stick is in end position.

In case the 22 bar pilot pressure swing is not

achieved during ‘swing left’ operation with joystick
in end position, the proportional valve 208.2 (Fig.
35) needs to be checked by means with CAMP test
equipment (see Table 2).

 In case the value of 640 mA is not reached

when having joystick in end position, there is
a defect in the excavator’s electronic system.
In this case please contact the service depart-
ment of Caterpillar Global Mining HMS GmbH

 In case the value of 640 mA is reached when

having joystick in end position, the propor-
tional valve 208.2 is defect and has to be re-
placed or the pressure reducing valve 210.2 is
set below 22 bar.

The swing high pressure is determined by the pilot

pressure swing and the swing balance valve ratio
(1:16).

17. Check the swing pressures via the Board Con-

trol System: the high pressure side must indi-
cate approximately 350 bar; the low pressure
side must indicate approximately 40 bar.

In case the 22 bar pilot pressure swing is not

achieved during both ‘swing right’ and ‘swing left’
operation while having joystick in end position,
the setting of pressure relief valve 210.2 (Fig. 35)
needs to be checked.

Page 8.6 – 30 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Track tensioning system

Layout and function of the track tensioning system The track tension relief control manifold (Fig. 39)
is described in chapter 8.5.7. contains:
 The purge pilot valve (133-1)
The pressure for the hydraulic track tensioning
system is taken from:  The 47-50 bar pressure reducing valve (133-2)
 The 43-45 bar pressure relief valve (133-3)
- the 60-bar auxiliary circuit 2 during normal  The 330 bar pressure relief valve (133-4)
operation  The ball valve (133-5)
- the 80-bar auxiliary circuit 3 when the relief
function is activated. Ports of the track tension relief control manifold
are:
 P – pressure supply (60 / 80 bar auxiliary pres-
sure)
 Z12 – RH side track tension cylinder
 Z34 – LH side track tension cylinder

Fig. 39 646507

General function of the track tensioning system

Preconditions for a properly working track tension- When all three preconditions are met, the general
ing system are: function of the track tensioning system can be
checked.
- Pressure reducing valve 210.1 set at 85 bar
- Pressure reducing valve 205.4 set at 60 bar Depending on the machine serial number in
(auxiliary pressure 2) some areas no test points might be available. If
- Pressure reducing valve 205.5 set at 80 bar this is the case, please install test points (Min-
(auxiliary pressure 3) imeß type) yourself.

See chapter [Link]. for adjusting pressure re-

ducing valves 210.1, 205.4 and 205.5.

3849232en – (00) Page 8.6 – 31

8.6 PRESSURE CHECKING AND SETTING – FS

Checking general function of the track tension-

ing system

Fig. 40 645509

The travel brake and the swing park 5. Start both engines and let them run with max-
brake must be applied and attachment imum speed.
should be placed on the ground. 6. Without activating the service switch ‘S’ (Fig.
Access Ladder and Service Arm must 40) check pressure at:
be in the upper position - P, rated: 60 bar
- Z12 and Z34, both rated 50 bar
1. Connect a pressure gauge (range up to 100 If required adjust pressure reducing valve
bar) to test point P (Fig. 39). 133-2 (Fig. 39).
2. Connect pressure gauges (range up to 100 7. Activate service switch ‘S’ (Fig. 40) and check
bar) to ports Z12 (RH side track tensioning cyl- the pressure at
inder) and Z34 (LH side track tensioning cylin- - P, rated 80 bar
der) of the track tension relief control manifold - Z12 and Z34, both rated 45 bar
(Fig. 39). If required adjust pressure relief valve 133-3
3. Depressurize the track tensioning system by (Fig. 39).
opening ball valve 133-5 (Fig. 39) on the track 8. Shut down the engines.
tension relief control manifold.
Check the pressure on pressure gauges as
installed on port Z12 and Z34 of the track
tension relief control manifold in order to
determine whether the track tensioning
system is depressurized (pressure gauges
showing 0 bar).
4. Close ball valve 133-5 (Fig. 39).

Page 8.6 – 32 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Hydraulic oil cooling Checking and setting

Layout and function of the hydraulic oil cooling 1. Connect a gauge (range up to 400 bar / 6000
system is described in chapter 8.5.8. PSI) to the test point on the fan motor (M, Fig.
43).
The hydraulic oil is cooled by two independent
cooling circuits. Each circuit is related to one en- 2. Ensure that the hydraulic oil temperature is
gine. above 60°C (140°F), so that the fan motors run
with maximum rpm.
The fan drive pump on the LH engine drives the
front fan. The fan drive pump on the RH engine 3. Check pressure.
drives the rear fan.
With an oil temperature of approximately 60° C
The flow of the fan drive pumps is in relation to the
(140°F) the pressure at the fan motor is approxi-
hydraulic oil temperature electronically controlled.
mately 200 bar (2900 PSI).
Fig. 42 is showing a fan drive pump (10) with
flanged on proportional valve. Pressure cut-off

The fan pumps are equipped with a pressure cut-

off valve (A, Fig. 44), which is set at the factory to
250 bar (3626 PSI).
The adjustment of minimum flow is done at valve B
(Fig. 44). This valve is also set at the factory.

Fig. 42 642776

Fig. 44 630832

Fig. 43 630807

3849232en – (00) Page 8.6 – 33

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Fan-drive for radiators Checking and setting

Layout and function of the fan-drive for radiators is 1. Connect a pressure gauge (range up to 400
described in chapter 8.5.9. bar / 6000 PSI) to the relevant test point (M,
Fig. 46) at the fan motor.
The coolant of the engines is cooled by two inde-
pendent cooling circuits. 2. Start the respective engine and warm it up to
Each circuit is related to one engine. normal operating temperature.
Fig. 45 is showing a radiator pump (11) with 3. Disconnect the pug connector at coil (C, Fig.
flanged on proportional valve. 47) of the respective proportional solenoid
valve, so the fans are running with maximum
speed.
4. Check pressure.
5. At this stage the pressure at the fan motor is
approximately 200 bar (2900 PSI).
6. Reconnect the pug connector at coil (C, Fig.
47) of the respective proportional solenoid
valve, so the fans are running with variable
speed again.

Pressure cut-off

The fan pumps are equipped with a pressure cut-

off valve (A, Fig. 47), which is set at the factory to
Fig. 45 642777
250 bar (3626 PSI).
The adjustment of minimum flow is done at valve B
(Fig. 47). This valve is also set at the factory.

Fig. 46 630803

Fig. 47 630832a

Page 8.6 – 34 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link] Hydraulic accumulators

Layout and function of the hydro-pneumatic accu- c) In each crawler frame two accumulators for the
mulators within the hydraulic system is described track tensioning system are installed.
in chapter 8.5.3. Diaphragm accumulators (131, Fig. 50) are
used to dampen the vibrations which are a re-
[Link].1 Hydraulic systems sult of the track chain rolling on the sprocket
Hydraulic accumulators are used in the following and rolling of from the sprocket.
hydraulic systems: Gas pre-charge pressure: 40 bar
Furthermore, piston accumulators (136, Fig.
a) In the pilot pressure system, a diaphragm 50) absorb external forces working on the idler.
accumulator (52, Fig. 48) is used to enable Gas pre-charge pressure: 150 bar (2176
lowering of the attachment in a controlled PSI)
manner in the situation of a sudden engine
shut down.
Gas pre-charge pressure: 22 bar (319 PSI)

Fig. 50 646434

d) In the hydraulic system of the access ladder,

a bladder accumulator (152, Fig. 51) is used
Fig. 48 645543 to lower the access ladder when the engines
are shut down.
b) In the pilot pressure system, a bladder ac- Gas pre-charge pressure: 65 bar (943 PSI)
cumulator (38, Fig. 49) is used to compensate
pressure drops when various consumers are
activated at the same time.
Gas pre-charge pressure: 65 bar (943 PSI)

Fig. 51 645545

Fig. 49 645544

3849232en – (00) Page 8.6 – 35

8.6 PRESSURE CHECKING AND SETTING – FS

e) In the hydraulic system of the service arm a

bladder accumulator (148, Fig. 52) is used to
enable operation of the service arm when then
engines are shut down.
Gas pre-charge pressure: 65 bar (943 PSI)

Fig. 52 645546

Page 8.6 – 36 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

[Link].2 Checking and setting pre-

charge pressure

All hydraulic accumulators installed in the machine In case the gas pressure in the nitrogen bottle is
have to be checked at regular intervals and re- higher than the maximum operating pressure of the
charged if necessary (see Operation and Mainte- accumulator the pressure reducer (7) needs to be
nance Manual). For this work, the recommended fitted.
“charging and testing unit” should be used (see
If the nitrogen pressure is only to be checked or
chapter 3.2.6).
reduced, the charging hose does not need to be
connected.
Charging and testing unit (Fig. 53)
The charging and testing unit has a screw-type
The charging and testing unit is used to check and,
fitting with a built-in check valve and a spindle for
if necessary, to change the pre-charge pressure of
opening the accumulator gas valve to control the
nitrogen filled accumulators.
pressure.
For this purpose the charging and testing unit (3) is
screwed onto the gas valve of the hydraulic accu-
mulator (1) and connected to a commercial nitro-
gen bottle (9) via a flexible charging hose (5).
Depending on the pre-charge pressure of the ac-
cumulator (see [Link].1) a pressure gauge with a
certain range needs to be connected to the charg-
ing and testing device.

Fig. 53 642065

3849232en – (00) Page 8.6 – 37

8.6 PRESSURE CHECKING AND SETTING – FS

Preparation

Prior to testing and/or charging accumulators b) Depressurizing the track tensioning system by
 the relevant hydraulic system needs to be de- opening the ball valve on the track tension re-
pressurized lief control manifold (133-5, Fig 56) with
 and the fluid needs to be released - both engines at standstill
a) Pilot pressure system
Engine off lowering
The hydraulic system for engine off lowering
can be depressurized by opening the adjusta-
ble throttle (M, Fig. 54) on the control manifold
with
- both engines at standstill
- attachment positioned on the ground

Fig. 56 646511

Depressurizing the hydraulic system of the access

ladder by shifting the control lever (151, Fig. 57)
repeatedly with
- both engines at standstill.

Fig. 54 645547

Pilot pressure accumulator

Depressurizing the pilot pressure system by
opening adjustable throttle (A, Fig. 55)
- both engines at standstill
- attachment positioned on the ground

Fig. 57 645548

Fig. 55 646514

Page 8.6 – 38 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

c) Depressurizing the hydraulic system of the

Service arm by lowering and bringing up the
service arm repeatedly by means of the mo-
mentary switch (1, Fig. 58) with
- both engines at standstill
- electrical system switched on

Fig. 58 645549

3849232en – (00) Page 8.6 – 39

8.6 PRESSURE CHECKING AND SETTING – FS

Installation of the charging and testing unit

 Diaphragm and piston accumulators can 1. Unscrew the protective caps (Fig. 60)
be checked and charged without the need for - S in case of a diaphragm and piston ac-
adapters. cumulator
 For checking and charging bladder accumu- - S and H in case of bladder accumulators
lators an adapter A3 (see Fig. 59) is required. 2. Remove the O-ring (O, Fig. 60) for bladder
type accumulators.
When loosening the hexagon screw ‘P’ make
sure that no nitrogen escapes to the atmos-
phere.
3. Loosen the internal hexagon screw (P, Fig. 60)
slightly (for approximately ½ turn) by means of
an Allen key SW 6 (DIN 911).
Before placing the charging and testing unit on
the accumulator ensure that release B (Fig. 59)
is closed.
4. Place the charging and testing unit on the ac-
cumulator by hand.
In case of a bladder accumulator the charging
Fig. 59 646512
and testing unit should be installed by using
adapter A3.
Diaphragm and piston accu- Bladder accumulators
mulators 5. Connect a pressure gauge (range 400 or 600
bar) on connection D of the charge and testing
unit (Fig. 59).
6. Put the pressure gauge in a position where it is
easy to read.
In order to get the exact pre-charge pressure
within the accumulator the chamber within the
charging and testing unit needs to be free of
pressure.
7. Make sure the accumulator gas valve is closed
by
- by turning spindle A (Fig. 59) anti-clockwise in
case a bladder accumulator
- by turning spindle A clockwise in case of a
Fig. 60 642064
diaphragm accumulator or in case of a piston
accumulator
Open the release valve (B, Fig. 59) by turning it
WARNING
counterclockwise.
 Nitrogen and operating fluid can
escape when filling or testing the 8. Close the release valve (B, Fig. 59) when the
accumulator due to a faulty, i.e. pressure gauge shows 0 bar.
leaking, bladder, diaphragm or
piston seals.
 Risk to health in the case of ag-
gressive fluids!
 The check valve C must not be
removed. The valve has a safety
function for the whole charging
and testing unit.

Page 8.6 – 40 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Checking the pre-charge pressure

9. Open the gas valve of the accumulator by 2. Connect the flexible charging hose (5, Fig. 61)
- by turning spindle A (Fig. 59) clockwise in to the pressure reducer on the nitrogen bottle
case a bladder accumulator by means of the connector (Pos. 6, Fig. 61).
- by turning spindle A anti-clockwise in
3. Connect connector (Pos. 4, Fig. 61) of the
case of a diaphragm accumulator or in
charging hose to the check valve C of the
case of a piston accumulator
charging and testing unit.
10. Give the spindle another complete turn in the
4. Open the shut-off valve on the nitrogen bottle,
same direction when the needle of the pres-
and slowly release nitrogen into the accumula-
sure gauge begins to move
tor.
11. The gauge now shows the charging pressure
Wait until the pressure gauge shows ap-
in the accumulator. The check valve C pre-
proximately 1 bar before opening the shutoff
vents any escape of nitrogen.
valve of the nitrogen bottle further to enable
Reducing the pre-charge pressure faster charging.
1. Carefully open release valve (B, Fig. 59) until 5. Interrupt the charging process from time to time
the pressure gauge shows the desired pre- and check the pre-charge pressure reached.
charge pressure. Repeat this process until the required gas pre-
2. Close release valve (B, Fig. 59) charge pressure is achieved.
6. After temperature equalization has taken place,
Increasing the pre-charge pressure re-check the pre-charge pressure and adjust if
Only use nitrogen for charging accumulators. necessary. If the pressure is too high, it can be
lowered via the pressure release B of the
Never use oxygen! Danger of ex- charging and testing unit.
plosion! If the gas pressure in the 7. If the required gas pre-charge pressure has
nitrogen bottle is higher than the been reached close the shut-off valve on the ni-
max. operating pressure of the trogen bottle.
accumulator, a gas pressure re-
ducer must be fitted. 8. Close the gas valve on the accumulator by
- by turning spindle A (Fig. 59 anti-clockwise
in case of a bladder accumulator
- by turning spindle A clockwise in case of a
diaphragm accumulator or in case of a
piston accumulator
9. Discharge the charging and testing unit via the
pressure release valve (B, Fig. 59) and remove
it from the accumulator.

[Link] removing the charging and testing unit

- replace the O-ring O on bladder type accu-
mulators
- tighten the internal hexagon screw P with a
tightening torque of 20 Nm on diaphragm
type accumulators.

Fig. 61 642065 [Link] for leakages on the accumulator gas

valve using a leak detector spray.
To enable the use of the different types of ni-
trogen bottles different adapters are available 12. Screw on
(see chapter 3.2.6.). - valve protection cap S (diaphragm and pis-
ton accumulators)
1. Connect the pressure reducer (6, Fig. 61) to - valve protection cap S and nut H (bladder
the nitrogen bottle (9, Fig. 61). accumulators)
on the gas valve of the accumulator and tight-
en.

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8.6 PRESSURE CHECKING AND SETTING – FS

[Link].3 Checking pre-charge pressure

of track tensioning accumula-
tors
As mentioned before pre-charge pressure of all
hydraulic accumulators need to be checked at
regular intervals because incorrect adjustment of
the pre-charge pressure can lead to malfunction of
the track tensioning system.
Because of the consequential extreme high wear
on crawler components in case of malfunctions of
the track tensioning system the accumulators with-
in the track tensioning system require special at-
tention.

Position the excavator on a level

surface and secure it against inad- Fig. 62 646511
vertent and unauthorized starting.
3. Close the ball valve when the pressure gauges
The travel brake and the swing
indicate 0 bar.
park brake must be applied and
attachment should be placed on When the track tensioning circuit is depressur-
the ground. ized the track chain will hang. Compare the
Access Ladder and Service Arm situation in Fig. 63 tensioned track chain) with
must be in the upper position the situation in Fig. 64 depressurized track
tensioning circuit).

Depressurizing track tension circuit

Before the charging and testing device will be in-
stalled the track tensioning circuit needs to be de-
pressurized.
1. Connect pressure gauges to the ports Z12 and
Z34 of the track tension relief control manifold.

Fig. 63 645509

Fig. 62 646511

2. Open the ball valve (133-5, Fig. 62) on the

track tension relief control manifold.

Page 8.6 – 42 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Fig. 64 645510

4. Remove the lid (1, Fig. 65) from the center

support In order to gain access to the track
tension accumulator.

Fig. 65 643441

5. Install the charging and testing unit, check the

pre-charge pressure and, if necessary, adjust
the pre-charge pressure according to chapter
[Link].2.
6. Remove the charging and testing unit.
7. Install the lid (1. Fig. 65).
8. Tension the tracks according to the Operations
and Maintenance Manual.

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8.6 PRESSURE CHECKING AND SETTING – FS

Exchange of diaphragm track tensioning (dia-

phragm) accumulators

4. To access the accumulator (131, Fig. 66), re-

Exchange the diaphragm of the move the lid (1, Fig. 67) of the track tension
accumulator at regular intervals system by loosening all hexagonal screws.
(see Operation & Maintenance
Manual).

Only authorized personnel are to

change the diaphragm.
Always depressurize hydraulic
systems before starting to work on
them.

To exchange the diaphragm, you need to remove

the hydraulic accumulator from the undercarriage
first. Take the following steps:
Fig. 67 Lid (track tension system) – 643441
1. Turn off the engines.
2. Release the pressure of the track tension sys-
tem as explained in chapter 4.10.3 “Releasing Collect hydraulic oil in a suitable
the track tension”. container and dispose of it in
compliance with the local envi-
ronmental regulations.
As the tracks hang when relieving the
pressure, stay away from the crawler. 5. Disconnect the hose (3, Fig. 68) from the
socket (2, Fig. 68) of the accumulator, unscrew
all four bolts (1, Fig. 68) and remove the ac-
3. Check the pressure of the hydraulic system cumulator.
with a manometer for each crawler separately
at the indicated test points (TP, Fig.66). En-
sure that the pressure is 0 bar and close both
relief valves (134, Fig. 66) completely.

Fig. 68 Removal of the accumulator - 646020

Fig. 66 Test points and relief valves - 646017

Page 8.6 – 44 3849232en – (00)

8.6 PRESSURE CHECKING AND SETTING – FS

Disassembly of accumulator
8. Remove the diaphragm and back-up ring from
6. Release the gas pre-charge pressure first.
the upper section by pressing them together
Unscrew the protective cap of the accumulator
(Fig. 71).
and loosen the locking screw with a 6 mm Al-
len key (max. ½ turn). Release the nitrogen
pressure using adapter no. 6003705 (1, Fig.
69), as described in the previous sections of
this chapter.

Before opening the accumulator,

assure that the pressure is 0 bar.
Ventilate the room well when ni-
trogen is released, otherwise you
risk suffocation!

Fig. 71 Removal of the diaphragm – 645952

9. Check the accumulator for damages and clean

the upper and lower sections carefully with a
non-aggressive, non-abrasive cleaning agent.
Then dry it with a lint-free cloth and exchange
the diaphragm.

Assembly of accumulator

10. Moisten the back-up ring and the diaphragm

Fig. 69 Release of nitrogen gas - 645950 with hydraulic oil and place them in the groove
on the upper section (Fig. 72) of the accumula-
7. Loosen the lock nut with a hook wrench to lift tor.
the upper section of the accumulator (Fig. 70).

Fig. 72 Insertion of the diaphragm – 645953

Fig. 70 Removal of the upper section – 645951

3849232en – (00) Page 8.6 – 45

8.6 PRESSURE CHECKING AND SETTING – FS

11. Push the upper section with the diaphragm into 16. Check the lock nut and locking screw for leak-
the lower section and carefully press the upper age with an appropriate leak detection spray.
and lower sections fully together using a rub-
17. Screw on the protective cap.
ber mallet (Fig. 73).

Installation of accumulator
18. Insert the pre-charged accumulator in the plate
(2, Fig. 75) of each crawler.
19. Tighten all four bolts (1, Fig. 75) with washers
(per crawler) using a torque of 21 Nm.

Fig. 73 Closing the accumulator - 645954

12. Lubricate the thread of the lock nut and the

lower section.
13. Tighten the lock nut with a torque of 500 Nm.
Fig. 75 Installation of the accumulator - 646028
14. Screw in the locking screw with a lubricated
seal ring (Fig. 74). 20. Connect the hose (3, Fig. 68) of the track ten-
sion system to the socket (2, Fig. 68) on the
bottom side of the accumulator.

Before closing the lid of the track

tension system, check for oil and
nitrogen leaks with a leak detec-
tion spray.

21. Open both relief valves of the hydraulic system

(134, Fig. 66). Then tighten the lid of the track
tension system (1, Fig. 67) by fixing all hexag-
onal bolts with a torque of 195 Nm.

22. Start the engines. The tracks will be pressur-

ized automatically.
Fig. 74 Locking screw with seal ring - 645955

15. Charge the accumulator with a pressure of 55

bar using adapter no. 6003705. For this work
refer to section ‘Checking and setting pre-
charge pressure’.

Charge with nitrogen only at mod-

erate speed.

Page 8.6 – 46 3849232en – (00)