Gomaco GT-3600 Operator`s Manual

Transcription

The Worldwide Leader in Concrete Paving Technology
GT-3600
Trimmer/Paver
Owner/Operator’s
Manual
G21 / Apitech
GOMACO CORPORATION
A Division of
GODBERSEN-SMITH CONSTRUCTION COMPANY
WARRANTY
All equipment manufactured by Gomaco Corporation ("GOMACO") and delivered new to the initial purchaser and user, and all parts
manufactured by GOMACO and contained in that equipment, and all parts manufactured by GOMACO and delivered new to the initial
purchaser are sold under and are subject to the following warranty and limitations:
FOR A PERIOD OF SIX MONTHS AFTER DELIVERY TO THE INITIAL PURCHASER AND USER, GOMACO will replace, f.o.b. its
factory, any part manufactured by GOMACO (whether contained in equipment manufactured and delivered by GOMACO or delivered separately)
having defects in materials or workmanship, all without charge except for shipping and installation costs and transportation expense of those
involved in the installation of such parts. GOMACO will make no allowances for repairs or alterations to such equipment or such parts unless
the same are authorized in writing by GOMACO.
EXCEPT AS MAY BE OTHERWISE AND EXPRESSLY PROVIDED HEREIN, SUCH REPLACEMENT OR REPAIR OF
DEFECTIVE PARTS MANUFACTURED BY GOMACO SHALL BE THE EXCLUSIVE REMEDY OF THE INITIAL PURCHASER AND
USER AND ANY OTHER PERSON TO WHOM THIS WARRANTY MAY EXTEND.
NO AFFIRMATION OF FACT OR PROMISE, AND NO DESCRIPTION, AND NO SAMPLE OR MODEL MADE OR PRESENTED BY
ANY PERSON WITH RESPECT TO EQUIPMENT OR PARTS MANUFACTURED BY GOMACO SHALL CONSTITUTE A WARRANTY
UNLESS EXPRESSLY AUTHORIZED OR CONFIRMED BY GOMACO IN WRITING. NO STATEMENT BY ANY PERSON SHALL CHANGE
THE TERMS OR SCOPE OF THE WARRANTY, LIMITATIONS AND DISCLAIMERS IN THIS INSTRUMENT UNLESS AUTHORIZED OR
CONFIRMED IN WRITING BY GOMACO.
ALL WARRANTIES PROVIDED HEREUNDER OR OTHERWISE SHALL CEASE TO EXIST UPON (i) THE MAKING OF UNAUTHORIZED
REPAIRS OR ALTERATIONS, (ii) IMPROPER OPERATION, (iii) OPERATION IN A MANNER EXCEEDING OPERATING LIMITATIONS, (iv)
USE FOR A PURPOSE EXCEEDING CAPABILITIES, (v) OR ABUSE, MISUSE, NEGLIGENCE OR ACCIDENT, AND IN ANY EVENT, (vi)
UPON EXPIRATION OF SIX MONTHS AFTER DELIVERY TO INITIAL PURCHASER AND USER.
THE WARRANTIES PROVIDED FOR HEREIN SHALL NOT EXTEND TO ANY PERSON, EXCEPT FOR BODILY INJURY, OTHER
THAN THE INITIAL PURCHASER AND USER OF EQUIPMENT AND PARTS MANUFACTURED BY GOMACO.
EXCEPT FOR THE WARRANTIES EXPRESSLY AND SPECIFICALLY MADE HEREIN, GOMACO MAKES NO OTHER
WARRANTIES, EXPRESS OR IMPLIED, AND DISCLAIMS ALL OTHER IMPLIED WARRANTIES OF MERCHANTABILITY AND ALL
IMPLIED WARRANTIES OF FITNESS FOR A PARTICULAR PURPOSE FOR WHICH THE EQUIPMENT OR PARTS ARE REQUIRED.
Any parts, accessories, subassemblies, engines, motors and other items not manufactured by GOMACO but furnished with or constituting
a part of the equipment sold by GOMACO ARE NOT COVERED BY ANY OF THE WARRANTIES HEREIN, AND WITH RESPECT TO ANY
SUCH ITEM, GOMACO MAKES NO WARRANTY OF ANY KIND WHATEVER, EXPRESS OR IMPLIED, AND DISCLAIMS ALL IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. No affirmation of fact or promise, and no description,
and no sample or model, and no express warranty of any type, has been authorized by GOMACO or by any other person with respect to any
such item, and any affirmation, statement or description as to any such item constitutes merely an opinion or commendation.
GOMACO SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES FOR, AND DISCLAIMS ANY LIABILITY FOR, ANY INCIDENTAL
OR CONSEQUENTIAL DAMAGES, INCLUDING LOST OR DUPLICATED TIME OR EXPENSE, ACCRUING FOR ANY REASON TO THE
OWNER OR USER OF ANY PRODUCTS SOLD BY GOMACO, WHETHER CLAIM IS MADE IN CONTRACT OR IN TORT OR UNDER ANY
WARRANTY OR IN NEGLIGENCE OR OTHERWISE, AND IN ANY EVENT, GOMACO SHALL NOT BE LIABLE FOR ANY DAMAGES FOR
ANY REASON IN EXCESS OF THE PURCHASE PRICE OF THE EQUIPMENT OF THE EQUIPMENT SUBJECT TO THIS WARRANTY.
GOMACO reserves the right to make changes in its products without incurring any obligation to incorporate such improvements in any
products previously sold or in service.
GOMACO CORPORATION
G. L. Godbersen
PRESIDENT & CEO
GT-3600
TRIMMER/PAVER
OWNER/OPERATOR
MANUAL
MACHINE SERIAL NUMBER:__________________________
ENGINE SERIAL NUMBER:___________________________
GOMACO Corporation
HIGHWAYS 59 & 175
Ida Grove, Iowa 51445
Telephone: 712-364-3347
Fax # (712) 364-3986
Form No. H-36NG0606API-C1
Version 1.2
Printed in USA
Copyright 2006 GOMACO
GT-3600 New Generation
TO THE CUSTOMER
Your new GOMACO GT-3600 was carefully designed and manufactured to give years of dependable
service. To keep it running efficiently, read the instructions in this manual thoroughly. It contains
detailed descriptions and instructions for the efficient operation and maintenance of your GT-3600.
Each section is clearly identified so you can easily find the information that you need. Read the
Table of Contents to learn where each section is located. All instructions are recommended
procedures only.
Throughout this manual you will come across “Caution”, “Warning” or “Danger” statements which
will be carried out in bold type and preceded by one of the following symbols. Be certain to carefully
read the message that follows to avoid the possibility of personal injury or machine damage.
!
DANGER!
!
A “Danger” statement is of utmost importance and
signals severe injury or high probability of death to
the user if proper precautions are not taken.
!
WARNING!
!
A “Warning” statement is customarily used to
indicate a potential hazard which could result in
serious personal injury.
!
CAUTION!
!
A “Caution” statement usually indicates a hazard
that could result in minor injury, or damage to
equipment.
You will also come across “Notice” statements which will be carried out in bold type. A “Notice”
statement usually indicates a precaution or procedure to take to prevent personal injury, property
damage or an unsatisfactory finished product.
Right hand and left hand sides are determined by facing the direction the GT-3600 will travel during
paving operations. The two track end of the GT-3600 is referred to as the “front” and single track
end is referred to as the “rear”.
There are a variety of special applications which the GT-3600 may be used on. This manual covers
the use of the GT-3600 for standard low profiles, and side-mounted barrier. For special applications,
consult your nearest GOMACO Distributor.
Record your GT-3600 serial numbers in the appropriate spaces provided on the title page. Your
GOMACO dealer needs this information to give you prompt, efficient service when you order parts.
It pays to rely on an authorized GOMACO Distributor for your service needs. For the location of the
Distributor nearest you, contact GOMACO.
NOTE: It is GOMACO’s policy to constantly strive to improve GOMACO products. The
information, specifications, and illustrations in this publication are based on the information in
effect at the time of approval for printing and publishing. GOMACO therefore reserves the right
to make changes in design and improvements whenever it is believed the efficiency of the
machine will be improved without incurring any obligation to incorporate such improvements in
any machine which has been shipped or is in service. It is recommended that users contact an
authorized GOMACO Distributor for latest revisions.
1-2
Table of Contents
CHAPTER I ........................................................................................................................................................... 1-1
To the Customer ..................................................................................................................................... 1-2
Table of Contents ................................................................................................................................... 1-3
Quick Reference Parts List ................................................................................................................... 1-6
Safety Section ........................................................................................................................................ 1-8
Safety Decal Locations .........................................................................................................................1-11
CHAPTER II CONTROLS AND GAUGES ........................................................................................................... 2-1
01 Content of Chapter ........................................................................................................................... 2-1
02 Standard Engine Controls and Gauges ......................................................................................... 2-1
03 Cummins Tier II and Tier III Engine Controls and Gauges ........................................................... 2-3
04 Hydraulic Gauges and Control Valves ........................................................................................... 2-5
05 Control Switches .............................................................................................................................. 2-9
Electric travel and steering controls .......................................................................................... 2-12
06 G21 control system ........................................................................................................................ 2-15
Faceplate controls and gauges ................................................................................................. 2-15
G21 displays ............................................................................................................................. 2-17
Sensitivity displays .................................................................................................................... 2-19
Calibrate Displays ..................................................................................................................... 2-20
Control Knob Calibration Displays ............................................................................................ 2-22
Propel Valve Displays ............................................................................................................... 2-23
Service Displays ........................................................................................................................ 2-23
Optional Service Display Access ............................................................................................... 2-25
Set displays ............................................................................................................................... 2-25
Test Displays ............................................................................................................................. 2-27
System Operation ..................................................................................................................... 2-28
System Diagnostics ................................................................................................................... 2-29
Fault History Displays ............................................................................................................... 2-31
07 Moving the machine ....................................................................................................................... 2-32
CHAPTER III STANDARD SETUP ....................................................................................................................... 3-1
02 Curb and Gutter Form Preparation ................................................................................................. 3-1
03 Sidewalk Form Preparation ............................................................................................................. 3-6
04 Positioning the Legs ........................................................................................................................ 3-8
05 Preparing and Mounting the Conveyor ........................................................................................ 3-12
06 Trimmerhead Preparation .............................................................................................................. 3-13
Positioning the Trimmerhead Lift Mounts .................................................................................. 3-13
Changing Trimmerhead Width .................................................................................................. 3-14
Left Hand Discharge Trimmerhead Assembly ........................................................................... 3-16
Positioning and Mounting the Trimmerhead .............................................................................. 3-18
07 Mounting the Slipform Mold .......................................................................................................... 3-19
Hook and Go Attachment .......................................................................................................... 3-21
08 Mounting the Sensors ................................................................................................................... 3-22
Standard Sensor Arms .............................................................................................................. 3-22
Split Sensor Arms ...................................................................................................................... 3-24
Sensor Installation ..................................................................................................................... 3-29
Left Side Grade Control/Right Side Slope Control .................................................................... 3-31
09 Preliminary Adjustments ............................................................................................................... 3-31
24 Inch (61 cm) Radius Setup with 12 Inch (30 cm) Grade and Steering Offset ...................... 3-37
1-3
10 Final Adjustments ..........................................................................................................................
11 Pouring Operations ........................................................................................................................
12 Center Mount Form Installation ....................................................................................................
Center Mount Assembly up to 8 feet (2.44 meter) ....................................................................
Field Installation of auxiliary vibrator and auger control valves .................................................
Center Mount Assembly up to 10 feet (3.05 meters) .................................................................
3-41
3-42
3-50
3-51
3-53
3-54
CHAPTER IV SIDE MOUNTED BARRIER SETUP ............................................................................................. 4-1
02 Form Preparation ............................................................................................................................. 4-1
03 Positioning the Legs ........................................................................................................................ 4-4
04 Installing the Side Mount Assembly ............................................................................................... 4-4
05 Mounting the Slipform Mold ............................................................................................................ 4-7
06 Preparing and Mounting the Conveyor .......................................................................................... 4-9
07 Mounting the Sensors ..................................................................................................................... 4-9
Center Mount Stringline .............................................................................................................. 4-9
Left Stringline ............................................................................................................................ 4-10
08 Preliminary Adjustments ............................................................................................................... 4-12
09 Final Adjustments .......................................................................................................................... 4-16
10 Pouring Operations ........................................................................................................................ 4-18
Lubrication and Maintenance Service Interval Chart ...................................................................................... 5-1
CHAPTER V MAINTENANCE ............................................................................................................................. 5-3
02 Fuels .................................................................................................................................................. 5-3
03 Lubricants ......................................................................................................................................... 5-3
Engine Lubrication Oil ................................................................................................................. 5-3
Hydraulic Oil ................................................................................................................................ 5-3
Gear Case Oils ............................................................................................................................ 5-3
Grease ........................................................................................................................................ 5-3
04 Ten Hour or Daily Service ................................................................................................................ 5-4
05 Fifty Hour or Weekly Service ........................................................................................................... 5-6
06 150 Hour or Monthly Service ......................................................................................................... 5-10
07 250 Hour .......................................................................................................................................... 5-12
08 500 Hour Service ............................................................................................................................ 5-13
09 600 Hour or Annual Service .......................................................................................................... 5-14
10 Servicing Air Cleaner ..................................................................................................................... 5-18
11 Battery Service ............................................................................................................................... 5-18
12 Alternator, Regulator and Starter Service .................................................................................... 5-19
13 Adjusting Servo Valves .................................................................................................................. 5-20
14 Adjusting Pressures ...................................................................................................................... 5-20
Trimmerhead Pressure .............................................................................................................. 5-20
Sequence Valve Flow Adjustment ............................................................................................. 5-21
Conveyor Pressure ................................................................................................................... 5-21
Tractive Pressure ...................................................................................................................... 5-22
Main Vibrator Relief ................................................................................................................... 5-22
Vibrator Variable Relief .............................................................................................................. 5-23
Lift Pressure .............................................................................................................................. 5-23
Calibrating the Control Knob Thresholds .................................................................................. 5-23
15 Calibrating the Steering Systems ................................................................................................. 5-25
16 Calibrating the Slope Sensors ...................................................................................................... 5-26
17 High Pressure Wash System Service ........................................................................................... 5-27
CHAPTER VI DIAGNOSTICS ............................................................................................................................. 6-1
1-4
02
03
04
05
06
Engine Diagnostics .......................................................................................................................... 6-1
Hydraulic Reservoir Diagnostics .................................................................................................... 6-1
Conveyor Hydraulic Diagnostics .................................................................................................... 6-4
Trimmer Hydraulic Diagnostics ...................................................................................................... 6-8
Tractive Hydraulic Diagnostics ..................................................................................................... 6-12
Hydraulic description with standard motors .............................................................................. 6-12
07 Track Hydraulic Diagnostics with Two Speed Motors ................................................................ 6-18
Hydraulic description with two speed motors ............................................................................ 6-18
High/Low Travel Speed ............................................................................................................. 6-19
08 Tractive Electrical Diagnostics ...................................................................................................... 6-26
09 Vibrator Hydraulic Diagnostics ..................................................................................................... 6-36
10 Vibrator Electrical Diagnostics ..................................................................................................... 6-42
11 Mold Hold Down Hydraulic Diagnostics ...................................................................................... 6-45
12 Auxiliary Hydraulic Diagnostics ................................................................................................... 6-47
13 Grade Hydraulic Diagnostics ........................................................................................................ 6-53
14a Grade and Slope Electrical Schematic ................................................................................... 6-58
14 Grade and Slope Electrical Diagnostics ...................................................................................... 6-59
Elevation or Dual Elevation Operation ...................................................................................... 6-59
Slope Operation ........................................................................................................................ 6-60
15 Steer Hydraulic Diagnostics ......................................................................................................... 6-69
16a Steer Electrical Schematic ....................................................................................................... 6-74
16 Steer Electrical Diagnostics .......................................................................................................... 6-75
17a Emergency Stop Electrical System Schematic ...................................................................... 6-90
17 Emergency Stop Electrical Diagnostics ...................................................................................... 6-91
18a Cummins 4BT3.9 Elite Engine Electrical Schematic ............................................................. 6-97
18a John Deere 4045T Engine Electrical Schematic .................................................................... 6-98
18 Engine Electrical Systems Diagnostics ........................................................................................ 6-99
John Deere Engine Electrical Description ................................................................................. 6-99
Cummins Engine Electrical Description .................................................................................... 6-99
19a Cummins QSB-110 Engine Electrical Schematic ................................................................. 6-104
19 Cummins QSB-110 Engine Electrical Diagnostics .................................................................... 6-105
Engine start circuit ................................................................................................................... 6-105
CHAPTER VII STRINGLINE SETUP ..................................................................................................................
01 Content of Chapter ...........................................................................................................................
02 Setting Straight Line ........................................................................................................................
03 Setting Line for Radii .......................................................................................................................
04 Positioning Stringline for Cross Slope Changes ..........................................................................
05 Setting the Line Under the Machine ...............................................................................................
06 Setting Radius Wheels ....................................................................................................................
1-5
7-1
7-1
7-1
7-4
7-5
7-6
7-7
Quick Reference Parts List
Engine Oil Filters
Cummins 4BT3.9 .............................................................................................. 210-46A29
John Deere 4.5L ............................................................................................... 210-50D45
Cummins QSB 110 ........................................................................................... 210-46A29
Cummins QSB 3.9-30-TAA .............................................................................. 210-51K93
Engine Primary Fuel Filters
Cummins 4BT3.9 .............................................................................................. 210-46A30
John Deere 4.5L ............................................................................................... 210-50D44
Cummins QSB 110 ........................................................................................... 210-46A30
Cummins QSB 3.9-30-TAA .............................................................................. 210-51K92
Engine Secondary Fuel Filters
Cummins 4BT3.9 .............................................................................................. 210-46A31
Cummins QSB 110 ........................................................................................... 210-46A31
Engine Air Filter
Cummins 4BT3.9 or John Deere 4.5L .............................................................. 210-46B41
Cummins QSB 3.9 -30-TAA Primary ................................................................ 210-51Y99
Cummins QSB 3.9-30-TAA Safey .................................................................... 210-52A01
Hydraulic
Main Hydraulic Filter Element ........................................................................... 110-10C51
High Pressure Lift Circuit Filter Element ........................................................... 110-45Q53
Sump Filter ....................................................................................................... 110-46F19
Sump Filter Access Cover Gasket .................................................................... GT62-194
Access Cover Bolt Rubber Seal Washer .......................................................... 420-30A96
G21 control system
Grade/Steering Sensor ..................................................................................... 500-46D83
Slope Sensor .................................................................................................... 500-46Y35
Smart Steer Cylinder ........................................................................................ GT10-421
S2X ................................................................................................................... 500-49J69
Pancon Controller ............................................................................................. 500-49Y71
Display Switch Assembly (Main Control Panel Module) ........................ B-GT61-555-D
Individual Control Meter Module ....................................................................... 500-48L54
Vertical Switch Assembly (Elevation Control) ........................................ B-GT61-555-B
Horizontal Switch Assembly (Steering Control) ..................................... B-GT61-555-C
1-6
Sensor Coil Cord (10 ft.) ................................................................................... 520-48D39
Sensor Coil Cord (20 ft.) ................................................................................... 520-48D40
Servo Valve (5 gpm) ......................................................................................... 125-45N30
Servo Valve Mounting O-rings (4 required) ................................................. 160-10F22
Grade Sensor Wand (Complete) ...................................................................... 500-15A77
Sensor Wand (Tube Only) .................................................................... 500-15A80
Thumb Screw for Grade Wand ............................................................. 500-10P87
O-ring for Thumb Screw on Grade Wand ............................................. 500-10P88
Steering Sensor Wand ..................................................................................... 500-15A69
Thumb Screw for Steering Wand ......................................................... 500-10F65
0-3000 psi (0-207 bar) Pressure Gauge ........................................................... 700-35A46
Ignition Key Switch ........................................................................................... 210-46K14
Vibrator ............................................................................................................. GT11-046
Relief Cartridges
Vented Main Relief Valve Cartridge (RVEA LAN) ............................................ 125-10C47
Vibrator Vented Main Relief Valve Cartridge (RVEA LAN) ............................... 125-10C47
Vibrator Variable Relief Valve Cartridge (RVGA LHN) ..................................... 125-45Q87
Lift Lock Check Valve/Thermal Relief (CBCA LHN) ......................................... 125-45N98
Solenoid Valves
Vibrator Solenoid Valve Assembly (N/O) .......................................................... 125-50G57
E-stop Solenoid Valve Assembly (N/O) ............................................................ 125-50G57
Tractive Brake Solenoid Valve Assembly (N/O) ............................................... 125-50G57
Solenoid Valve Coil Only ............................................................................. 125-49F28
Servo Lock Solenoid Valve Assembly .............................................................. 125-45R91
Servo Lock Solenoid Coil Only .................................................................... 125-45R94
Differential Lock Solenoid Valve Assembly ...................................................... 125-45R91
Differential Lock Solenoid Coil Only ............................................................ 125-45R94
Circuit Breakers
8 Amp ............................................................................................................... 525-10S43
10 Amp ............................................................................................................. 525-10S44
20 Amp ............................................................................................................. 525-10S45
Quick Coupler O-Rings
1/4 inch ............................................................................................................. 160-10Y41
3/8 inch ............................................................................................................. 160-10J99
1/2 inch ............................................................................................................. 160-10K03
3/4 inch ............................................................................................................. 160-10K01
Conveyor Discharge Chute .............................................................................. RC64-028
Trimmer Teeth (Carbide Tip) ............................................................................ 730-45J82
1-7
WARNING SIGNS AND DECALS
SAFETY SECTION
The safety section lists basic safety precautions. In
addition, this section identifies the text and locations of
warning labels used on the machine.
There are several specific safety signs or decals on
your machine. Please take the time to familiarize
yourself with the safety signs.
631012
631016
Read and understand the basic precautions listed in
the safety section before operating or performing
lubrication, maintenance and repair on this equipment.
Make sure that you can read all safety signs. Clean or
replace these if you cannot read the words or see the
pictures. When cleaning the labels use a cloth, water
and soap. Do not use solvents, gasoline, etc., to clean
safety signs. The use of solvents, gasoline, etc., could
loosen the sign’s adhesive and cause the sign to fall
off.
631013
WARNING: DO NOT OPERATE THIS EQUIPMENT
UNTIL YOU HAVE READ AND THOROUGHLY
UNDERSTOOD THE OPERATORS MANUAL.
FAILURE TO FOLLOW THIS PROCEDURE MAY
RESULT IN INJURY OR DEATH.
631017
You must replace a label if it is damaged, missing or
cannot be read. If a label is on a part that is replaced,
make sure a new label is installed on the replaced
part. Contact your GOMACO dealer for new labels.
631014
DANGER: DO NOT ALTER OR MODIFY THIS
PRODUCT WITHOUT THE EXPRESS WRITTEN
CONSENT OF THE MANUFACTURER.
UNAUTHORIZED MODIFICATION MAY RESULT IN
SERIOUS INJURY OR DEATH.
631018
HIGH PRESSURE WATER
631015
2. Be certain all shields and guards are kept in place.
High pressure water can cause personal injury. When
using high pressure water for cleaning, wear a
protective face shield, protective clothing and
protective shoes. Wear eye protection at all times
when cleaning the machine. Pressurized water could
cause debris and/or water to be blown and result in
personal injury. Do not aim the nozzle at any part of
the body.
631002
631019
3. Be certain that the trimmerhead or auger is free of
debris before engaging the control valve.
FLUID LEAKS
631003
4. Keep hands, feet and clothing free of moving parts.
Do not wear loose fitting clothing or jewelry that can
catch on controls or other parts of the machine.
Always use a board or cardboard when checking for a
leak. Escaping fluid under pressure, even a pin-hole
size leak, can penetrate body tissue, causing serious
injury, and possible death.
631004
631020
5. Use steps and hand rail to mount and dismount from
the GT-3600.
If fluid is injected into your skin, it must be treated by a
doctor familiar with this type of injury immediately.
631005
631021
6. Be certain that the engine is shut off before performing
service or maintenance on the GT-3600.
Do not kink or strike high pressure lines. Do not install
bent or damaged lines, tubes or hoses.
631006
631022
7.
Repair any loose or damaged fuel and oil lines, tubes
and hoses. Leaks can cause fires.
GENERAL SAFETY STATEMENTS
1. The GT-3600 should only be operated by responsible
persons who have thoroughly read the operators
manual and have been properly instructed to do so.
Do not allow unnecessary persons on the machine.
631001
Place the tractive brake in the "on" position before
loading or unloading the machine or while traveling
down steep enbankments.
631023
8. Stop the trimmer wheel or auger rotation and shut the
engine off before removing debris.
Inspect all lines, tubes and hoses carefully. Do not
use your bare hands to check for leaks. Tighten all
connections securely.
631008
631024
9.
Check for the following:
631007
Be certain that all hydraulic control valves and
electrical controls are in the "off" position before
starting the engine.
-End fittings damaged or leaking.
-Outer covering chafed or cut and wire reinforcing
exposed.
-Outer covering ballooning locally.
-Evidence of kinking or crushing of the flexible part of
631009
10.
Wear a hard hat, protective glasses and other
protective equipment as required by job conditions.
631010
11. Report all needed repairs.
631011
1-8
the hose.
-End fittings displaced.
FIRE OR EXPLOSION PREVENTION
All fuels, most lubricants and some coolant mixtures
are flammable.
631025
BURN PREVENTION
631040
Do not touch any part of an operating engine. Allow
the engine to cool before any repairs are performed on
the engine.
Diesel fuel is flammable. Gasoline is flammable. The
mixture of diesel and gasoline fumes are extremely
explosive.
631026
631041
Do not touch any hydraulic tank, valve or hose when at
operating temperature. Allow the hydraulic oil to cool
before performing any service on the hydraulic circuits.
Do not smoke in areas where batteries are charged, or
where flammable materials are stored.
631027
Keep all fuels and lubricants stored in properly marked
containers and away from all unauthorized persons.
631042
Relieve all pressure in oil, fuel or cooling systems
before any lines, fittings or related items are
disconnected or removed.
631043
631028
Store all oily rags or other flammable material in a
protective container, in a safe place.
COOLANT
631044
Do not weld or flame cut the frame, pipes or tubes that
contain flammable fluids without prior authorization
and instruction from GOMACO or a GOMACO
authorized dealer. Do not weld on the machine with
the battery connected. Disconnect the battery
negative (-) ground cable to prevent damage to the
electrical system and /or explosion.
At operating temperature, the engine coolant is hot
and under pressure. The radiator and all lines to the
engine contain hot coolant. When pressure is relieved
rapidly, this hot coolant can turn into steam.
631029
Any contact with hot coolant or steam can cause
severe burns.
631045
Remove all flammable materials such as fuel, oil and
other debris before they accumulate on the engine or
other components of the machine.
631030
Check the coolant level only after the engine has been
stopped and the filler cap is cool enough to remove
with your bare hand.
631046
Do not expose the engine or hydraulic components to
flames if at all possible.
631031
Remove the cooling system filler cap slowly to relieve
pressure.
631047
Have a fire extinguisher available and know how to
use it. Inspect and have it serviced as recommended
on it instruction plate.
631032
Cooling system additive contains alkali. To prevent
personal injury, avoid contact with the skin and eyes
and do not drink.
631048
Allow cooling system components to cool before
draining.
When starting from an external source, always
connect the positive (+) jumper cable to the POSITIVE
(+) terminal of the battery of the engine to be started.
631034
631049
BATTERIES
To prevent potential sparks from igniting combustible
gases produced by some batteries, attach the negative
(-) boost ground cable last, to the starter NEGATIVE
(-) terminal (if equipped) or to the engine block.
631033
Battery electrolyte contains acid and can cause injury.
Avoid contact with the skin and eyes.
631035
631050
Wash hands after touching batteries and connectors.
Use of gloves is recommended.
Clean and tighten all electrical connections. Check
daily for loose or frayed electrical wires. Have all
loose or frayed electrical wires tightened, repaired or
replaced before operating the machine.
631036
Batteries give off flammable fumes which can explode.
631037
631051
Do not smoke when observing the battery electrolyte
levels.
CRUSHING OR CUTTING PREVENTION
631038
Support equipment and attachments properly when
working beneath them.
Always wear protective glasses when working with
batteries.
631052
631039
1-9
Never attempt adjustments while the engine is running
unless otherwise specified in this manual.
631053
Stay clear of all rotating and moving parts. Guards
should be in place whenever maintenance is not being
performed.
631054
Were protective glasses when striking objects to avoid
injury to your eyes.
631055
Chips or other debris can fly off objects when stuck.
Make sure no one can be injured by flying debris
before striking any object.
631056
MOUNTING AND DISMOUNTING
Do not jump off the machine. Always use steps and
handholds when mounting and dismounting.
631057
Clean steps, handholds and areas of the machine you
will be working on or around.
631058
PREPARING TO START THE MACHINE
Be sure that all protective guards and covers are
installed if the machine must be started to make
adjustments or checks. To help prevent an accident
caused by parts in rotation, work carefully around
them.
631059
Inspect the machine for potential hazards.
631060
Make sure no one is working on, or close to the
machine before starting or moving it.
631061
1-10
1-11
REPLACEMENT ELEMENT DECAL AS PER
MACHINE SERIAL NUMBER
Cummins QSB Engine Only
1-12
1-13
1-14
CHAPTER II CONTROLS AND GAUGES
01 Content of Chapter
This chapter describes engine, hydraulic, and
electrical controls. It also gives the basic operating
procedures for the GT-3600. Read this chapter
thoroughly to identify the controls and operations.
Only qualified personnel should be allowed to operate
the GT-3600. Pay particular attention to all safety
statements.
02 Standard Engine Controls and Gauges
Engine Gauges
360171
!
WARNING!
!
DIESEL FUEL IS FLAMMABLE. WHEN REFUELING
THE MACHINE, STOP THE ENGINE. DO NOT
SMOKE WITHIN 50 FEET (15 M) OF THE MACHINE.
DO NOT ALLOW ANY HOT OR BURNING
MATERIALS NEAR THE FUEL FILL LOCATION.
SEVERE BURN MAY OCCUR IF THE FUEL WERE
TO IGNITE.
Air Filter Restriction Indicator
360390
Air Filter Restriction Indicator: Monitors the amount
of engine air intake restriction. As the air intake
restriction increases, the line will move on the
indicator. When the engine is stopped, the line will
lock in place. When the shows in the service indicator
window the air filter requires replacement. Push in on
the button in the bottom and release it to reset the
indicator.
Fuel Gauge: Monitors the amount of diesel fuel in the
reservoir. “4/4” indicates a full reservoir. Refill the
reservoir when the gauge indicates “0”; or slightly
above. The fuel tank capacity is 44 gallons (166.6
liters).
Voltage Meter: Indicates voltage in the electrical
circuits. Normal indication is a 13-14 volt charge at
2250 rpm.
Engine Water Temperature: Indicates operating
temperature of engine coolant. Normal operating
temperature is approximately 190 to 200° F (88 to
93.4° C) for Cummins engines, depending on ambient
air temperature. If the temperature rises above 220° F
(104.4° C), locate the cause and correct.
Engine Oil Pressure: Indicates engine oil pressure.
Normal operating pressure is 65 psi (4.5 bar) at 2250
rpm for Cummins engines. Refer to the appropriate
engine operators manual for additional instructions.
Tachometer and Hour Meter: Electrically operated
and registers engine rpm and hours of operation.
Driven by alternator. Normal operating speed is 2250
rpm (maximum).
G21 09/02/2003
2-1
Hydraulic Oil Temperature Gauge: Monitors the
hydraulic fluid temperature. Normal operating
temperature is 140° to 180° F (60° to 82.2° C)
depending on the ambient temperature. If hydraulic
fluid temperature rises above 195° F (90.5° C), locate
the cause of the overheating. Overheating can be
caused by excessive load on all systems on a warm
day, air flow through the oil cooler restricted and/or by
a system that is constantly exceeding relief pressure.
The overheating can be corrected by reducing the load
on all systems on a warm day, cleaning the oil cooler
fins, and/or by reducing the load on the various
systems to maintain pressure below relief setting.
Note: Excessive oil temperature may cause
serious damage to components.
Ignition Switch
360393
Ignition switch: Turn the key to the start ( ) position
to start the engine. After the engine starts, allow the
switch to return to the on ( ) position.
The on position supplies electrical power to the
electronic controls and the engine fuel solenoid. Turn
the switch to the off ( ) position to stop the engine.
STOP
Throttle
360389
!
CAUTION!
!
CONTINUOUS EXPOSURE TO ENGINE AND
MACHINE NOISE CAN CAUSE HEARING INJURY.
DO NOT OPERATE THE MACHINE WITHOUT
ADEQUATE HEARING PROTECTION.
Throttle: The engine speed can be adjusted with this
control in one of two ways. First, by turning the control
counterclockwise (out) to increase rpm and clockwise
(in) to decrease rpm. Second, by pushing in on the
center button and pulling out on the control to increase
rpm and pushing in on the control to decrease rpm.
Normal engine operating speed is 2250 rpm
(maximum). Do not increase engine speed above
1000 rpm until engine oil pressure has increased,
especially in turbocharged engines.
Master disconnect switch
360371
!
CAUTION!
!
WHEN SERVICING THE ELECTRICAL SYSTEM OR
WELDING ON THE MACHINE, ALWAYS
DISCONNECT THE GROUND STRAP FROM THE
BATTERY(S) TO PREVENT DAMAGE TO THE
MACHINE ELECTRICAL SYSTEMS.
Master Disconnect Switch: The master disconnect
switch is used to disconnect the ground side of the
electrical system from the negative post of the battery.
G21 09/02/2003
2-2
With the switch in the “off” position, ground to all
electrical circuits is disconnected and the circuits will
not operate. When the switch is turned to the “on”
position, a ground is provided to the electrical circuits,
allowing them to operate. The switch must be in the
“on” position during normal operation.
03 Cummins Tier II and Tier III Engine Controls
and Gauges
Note: Control panels may differ according to
engine make and model installed in the machine.
An active fault code will be indicated as follows: The
yellow warning lamp will flash followed by a 1 or 2
second pause. The red stop lamp will flash the
number of times that corresponds to the first number
followed by a 1 or 2 second pause. The cycle will be
repeated for each number. When the three digit
number has finished flashing in red, the yellow warning
lamp will appear again. Each recorded fault code will
repeat a second time before moving to the next fault
code number.
Contact the nearest engine dealer with the fault code
numbers, engine serial number and engine model
number for diagnostic and service information.
Note: Refer to the LCD diagnostic gauge for more
additional diagnostic information.
↑↓)Fault Switch: Each fault code is flashed
Next (↑
two times before advancing to the next code. To skip
to the next fault code sooner, move the next fault
switch in the (↑) position. To go to the previous fault
code, move the switch in the (↓) position.
Tier II engine controls
360416
Ignition Switch: Turn the key to the start ( ) position
to crank the engine. After the engine starts, allow the
switch to return to the on ( ) position.
The on position supplies electrical power to the
electronic controls and the engine fuel solenoid. Turn
the switch to the off ( ) position to stop the engine.
Engine Diagnostic Gauge: The LCD display
indicates engine operating parameters and diagnostic
trouble codes. Depress the up or down arrows to
scroll through the various functions that are monitored
by the engine computer. When service codes or
stored service codes is indicated, depress the up and
down arrows simultaneously to access the SPN FMI
diagnostic codes for the engine. The amber LED light
will illuminate when an active diagnostic service code
is indicated for the engine. The red LED light indicates
an engine shutdown. The following table lists some of
the engine parameters displayed in English or Metric
units (when applicable).
1. Engine hours.
2. Engine RPM.
3. System Voltage.
4. % Engine Load at the current RPM.
5. Coolant Temperature.
6. Oil Pressure.
7. Fuel Economy.
8. Throttle Position.
9. Manifold Air Temperature.
10. Current Fuel Consumption.
11. Active Service Codes.
12. Stored Service Codes from the engine.
13. Set the Units for display.
14. View the Engine Configuration Parameters.
STOP
Engine Throttle Switch: Controls the engine speed.
Depressing the switch in the “up” position will cause
the engine rpm to increase. Depressing the switch in
the “down” position will cause the engine rpm to
decrease. Releasing the spring loaded switch will lock
the throttle in any given position. Normal operating
engine speed is 2250 rpm (maximum throttle).
Diagnostic Fault On Switch: Turn the key switch to
the on ( ) position without starting the engine.
Depress and hold the diagnostic switch in the on (↑)
position. If no active faults are recorded, the warning
lamp and the stop lamp will illuminate and will stay on.
If active fault codes are recorded, the warning and
stop lamps will illuminate momentarily, then begin to
flash the code of the recorded fault(s).
G21 09/02/2003
Gauge Circuit Breaker Reset: A three amp circuit
breaker with a manual reset button provides 12 volt
power supply to the engine gauges on the control
2-3
panel. The circuit breaker will interrupt power supply if
the reset button is extended. If the reset button is
extended, depress the button to reset the circuit
breaker. Consult the engine troubleshooting section in
chapter 6 if the button will not remain depressed.
Tachometer and Hour Meter: Electrically operated
and registers engine rpm and hours of operation.
Driven by alternator. Normal operating speed is 2250
rpm (maximum).
Engine Oil Pressure: Indicates engine oil pressure.
Normal operating pressure is 70 psi (4.8 bar) at 2250
rpm for Cummins engines. Refer to the appropriate
engine operators manual for additional instructions.
Engine Water Temperature: Indicates operating
temperature of engine coolant. Normal operating
temperature is approximately 190 to 200° F (88 to
93.4° C) for Cummins engines, depending on ambient
air temperature. If the temperature rises above 220° F
(104.4° C), locate the cause and correct.
Most electronic fault codes will light a lamp when they
are active. There are three lamps that may be
illuminated during an active fault. The yellow warning
lamp indicates the need to repair the fault at the first
available opportunity. The red stop lamp indicates the
need to stop the engine as soon as it can be safely
done. The engine should remain shut down until the
fault is repaired. The maintenance lamp will illuminate
when an engine maintenance function is required.
!
WARNING!
!
SEVERE BURN MAY OCCUR IF THE FUEL WERE
TO IGNITE.
360416J
Engine diagnostic lamps
360422A
!
DANGER!
!
Fuel Gauge: Monitors the amount of diesel fuel in the
reservoir. “4/4” indicates a full reservoir. Refill the
reservoir when the gauge indicates “0”; or slightly
above. The fuel tank capacity is 44 gallons (166.6
liters).
DO NOT USE ETHER. INTAKE MANIFOLD FLAME
HEATER STARTING AID HAS OPEN FLAME.
ETHER MAY CAUSE EXPLOSION AND SEVERE
INJURY.
Engine Diagnostic Lamps: This gauge contains four
lamps which illuminate during initial starting of the
engine or when faults occur. The blue wait lamp is
illuminated when cold-weather preheating time takes
place. The engine should not be cranked until the wait
lamp is extinguished to minimize cranking time during
cold-weather starting.
G21 09/02/2003
2-4
04 Hydraulic Gauges and Control Valves
ECM power disconnect switch
360410
ECM disconnect switch: Disconnects power supply
to the engine electronic control module (ECM) in the
“off” position. The on position supplies power to the
ECM.
Circuit Selector Valve and Gauges
360170
Lift Pressure Gauge: Monitors the amount of
hydraulic pressure available for machine grade
(elevation) and steering control. Normal lift pressure is
1600 psi (110 bar).
Note: If lift pressure drops below 1000 psi (69
bar), the machine control may become slow.
Circuit Selector Valve and Pressure Gauge: Valve
and pressure gauge are used to check the pressure of
the trimmer, tracks, vibrator and conveyor. To check
the pressure on any of the systems, turn the selector
arrow to the desired circuit and observe the gauge in
the center. The gauge will show the working pressure
of the system being checked. When the selector
arrow is turned to “T”, pressure on the gauge will drop
to zero.
Engine pre-heater switch
360632
Engine pre-heater switch: Connects power to an
engine pre-heater for Cummins tier III engines.
Placing the switch in the “on” position will operate the
pre-heater. Placing the switch in the “off” position will
stop the operation of the pre-heater.
Hydraulic Filter Pressure Gauge: Monitors the
amount of pressure required to force the hydraulic oil
through the main hydraulic filter. Normal operating
pressure is below 25 psi (1.7 bar). During cold
weather start up, the filter pressure may exceed 25 psi
(1.7 bar). The filter must be changed when the gauge
registers in the replace area with the hydraulic fluid at
operating temperature.
Notice: Before starting in cold weather, place the
engine pre-heater switch in the “on” position for
10 to 20 minutes. To prevent excessive battery
drain, place the pre-heater switch in the “off”
position before starting the engine.
G21 09/02/2003
2-5
“forward” or “reverse”, the faster the conveyor will run.
When cleaning the conveyor, clean the visible side of
the belt and then turn it 1/2 turn to clean the opposite
side. Do not allow the conveyor to run continuously
when cleaning.
Control Valves
360564
!
DANGER!
!
TO PREVENT SERIOUS INJURY OR DEATH, BE
CERTAIN THAT THE TRIMMERHEAD AREA IS
CLEAR BEFORE STARTING THE
TRIMMERWHEEL. STAY CLEAR OF THE
TRIMMER WHEEL AND DISCHARGE AUGER
WHEN THE ENGINE IS RUNNING. STOP THE
ENGINE BEFORE PERFORMING ANY SERVICE
WORK ON THE WHEEL UNLESS OTHERWISE
INSTRUCTED.
Vibrator Variable Control Valves
360378
Vibrator Variable Control Valves: Used to
individually control the vibration output of each
hydraulic powered concrete vibrator in the slipform
mold. Controls vibrator output from 0 to 10,500
vibrations per minute. Rotating each control knob
counterclockwise increases vibration and clockwise
decreases the vibration in the corresponding vibrator.
Turning the knob all the way clockwise stops the
vibrator attached to that circuit.
Trimmerhead Control Valve: Controls the direction
of the trimmer wheel rotation. “Forward” position
rotates the trimmer wheel in a direction opposed to
machine forward travel. “Off” position stops the wheel
rotation. “Reverse” position rotates the wheel in a
reverse direction to free it of debris.
!
WARNING!
!
TO AVOID SERIOUS INJURY, DO NOT STAND ON
THE CONVEYOR ANY TIME THAT THE ENGINE IS
RUNNING, IN CASE IT IS ACCIDENTLY STARTED.
ROTATE THE CONVEYOR 1/2 TURN AT A TIME
AND STOP IT WHEN CLEANING THE MACHINE.
KEEP HANDS, FEET AND CLOTHING AWAY FROM
ROTATING BELT, PULLEYS AND ROLLERS.
STOP THE CONVEYOR BEFORE CLEANING THE
BELT, PULLEYS OR ROLLERS.
Conveyor Directional Control Valve: Controls the
direction and speed of the charging conveyor. When
the control valve is moved towards the “forward”
position, the conveyor runs in the charging direction.
The “off” position stops the conveyor. “Reverse” is
used mainly for cleaning the belt. The more the
control valve is moved from the “off” position, towards
G21 09/02/2003
Stack Valves
360379
Drawbar Hold Down Control Valve: Controls the
hydraulic cylinder used to hold the front of the slipform
mold down in firm contact with the concrete. “Up”
raises the front of the slipform mold and “down” will
lower it onto the concrete. Center position will stop the
form in a given position, but will not necessarily hold it
in that position. The valve is used in conjunction with
the drawbar hold-down pressure control valve and
2-6
must be operated in the “down” position during pouring
operations.
Hold Down Control Valve: Controls the hydraulic
cylinder used to hold the rear of the slipform mold
down in firm contact with the concrete. “Up” raises the
rear of the slipform mold and “down” will lower it onto
the concrete. Center position will stop the form in a
given position, but will not necessarily hold it in that
position. The valve is used in conjunction with the
hold-down pressure control valve and must be
operated in the “down” position during pouring
operations.
Conveyor Lift Control Valve: Controls the vertical
movement of the receiving hopper end of the conveyor
to allow easier concrete discharge from supply trucks.
“Up” will raise the receiving end of the conveyor and
“down” will lower it. The conveyor will maintain its
vertical position when the valve is allowed to return to
center. Be certain to remove the pin from the two
piece tube under the conveyor mount. The pin can be
placed through the inner tube to limit the downward
travel of the conveyor.
Right Front Leg Shift Control Valve: Controls the
lateral movement of the right front leg from flush with
the side of the machine to 24 inches to the right. The
right front leg can be positioned anywhere in this area.
Moving the lever to the “left” position will move it left
and moving the lever to the “right” position will cause it
to move right. The leg will maintain its lateral position
when the valve is allowed to return to center.
Conveyor Shift Control Valve
360181
Conveyor Shift Control Valve: Controls the
longitudinal movement of the conveyor assembly to
allow the conveyor easier access to the slipform mold
hopper in any of its positions. Moving the control valve
to the “up” position, will cause the conveyor frame to
shift up towards the slipform mold and will cause it to
shift down when moved to the “down” position.
Remove the retaining pin in the conveyor shift frame
while shifting the frame and replace it when finished to
maintain the new position.
Rear Leg Shift Control Valve: Controls the lateral
repositioning of the rear leg assembly from centered at
the rear of the machine to 40 inches to the left.
Moving the control valve to the “left” position, will
cause the leg to shift to the left and will cause it to shift
right when moved to the “right” position. The leg will
maintain its lateral position when the valve is allowed
to return to center.
Selector Valve
360380
Auxiliary Travel/Vibrator Selector Valve: Directs
hydraulic fluid flow from the vibrator pump to the
vibrator circuit when in the “vibrator” position (knob
pushed in) or to the tractive system when in the
“auxiliary travel” position (knob pulled out).
G21 09/02/2003
2-7
Note: The auxiliary travel/ vibrator selector valve
will only be used on machines equipped with the
single speed track drive motors.
Servo Valve Overrides
216
Manual Override Control Levers: Used for
troubleshooting the steering and grade systems to
determine if the fault is electrical or hydraulic. By
moving the manual control lever on the top of the
servo valve, the system controlled by that valve should
respond as follows:
Pressure Control Valves and Gauges
1.
Left Front Steer: By moving the manual control
lever left, the front of the corresponding track
should turn left and should turn right when the
lever is moved to the right.
2.
Rear and Right Front Steer: By moving the
manual control lever left, the front of the right
track should turn right and should turn left when
the lever is moved to the right.
3.
Left Front, Right Front and Rear Grade: By
moving the manual control lever left, the corresponding leg should raise and should lower
when the lever is moved to the right.
214
Drawbar Hold Down Pressure Control Valve: Used
to adjust the amount of pressure holding the front of
the slipform mold down on the concrete. Adjustable
from 30 to 600 psi (2.1 to 41.4 bar) by turning the
control knob clockwise to increase pressure and
counterclockwise to decrease pressure.
Hold Down Pressure Control Valve: Used to adjust
the amount of pressure holding the rear of the slipform
mold down on the concrete. Adjustable from 30 to 600
psi (2.1 to 41.4 bar) by turning the control knob
clockwise to increase pressure and counterclockwise
to decrease pressure.
Note: The Auto-Manual switch on the control loop
of the system being checked should be in the
manual mode. The servo lock switch must be in
the ( ) position.
Draw Bar Pressure Gauge: Monitors the amount of
pressure applied to the hydraulic cylinder holding the
front of the slipform mold down in contact with the
concrete.
Form Hold Down Pressure Gauge: Monitors the
amount of pressure applied to the hydraulic cylinder
holding the rear of the slipform mold down in contact
with the concrete.
G21 09/02/2003
2-8
05 Control Switches
Trimmer lift switches
360556
Travel Override Control
360567
Travel Manual Override Control: Used for
troubleshooting the travel circuit to determine if the
fault is electrical or hydraulic. When the lever is
moved up or down, the track drives should move in the
forward or reverse directions.
Trimmer Lift Switches (Left and Right): Controls
the vertical movement of the trimmerhead up to 12
inches (30 cm). The trimmerhead can be positioned
anywhere in this area. Moving the switches to the “up”
position will cause the trimmerhead to raise and
moving the switches to the “down” position will cause it
to lower.
Trimmerhead Shift Switch: Controls the lateral
positioning of the trimmerhead up to 48 inches (1.22
m) to the left side of the machine. The trimmerhead
can be positioned anywhere in this area. Moving the
switch to the “left” position will cause the trimmerhead
to shift left and moving the switch to the “right” position
will cause it to shift right.
Mold Shift Switch: Controls the lateral positioning of
the slipform mold up to 48 inches (1.22 m) to the left
side of the machine. The slipform mold can be
positioned anywhere in this area. Moving the switch to
the “left” position will cause the slipform mold to shift
left and moving the switch to the “right” position will
cause it to shift right.
Left Front Leg Pivot Switch: Controls the lateral
movement of the left front leg from straight ahead to
21 inches to the left and 12 inches to the right. The
left front leg can be positioned anywhere in this area.
Moving the switch to the “left” position will move it to
the left and moving the switch to the “right” position will
cause it to move right.
Relief Valves
360060
Pressure Relief Valves: Used to individually control
the maximum pressure settings of the trimmer, tracks,
vibrators and conveyor systems. If any of the systems
should stall, the pressure relief valve for that system
will open, bypassing hydraulic fluid back to the
pressure tank. If one of the valves should open, it will
in no way affect the operation of the other valves. The
valve cartridges are interchangeable with any of the
other valves for troubleshooting purposes.
G21 09/02/2003
Two Speed Switch (Optional): Controls a solenoid
valve coil used to shift the track drive motors into high
speed transport travel. When the switch is in the “off”
position, the track drive motors are operated at low
speed with high torque. When the switch is placed in
the “on” position, the solenoid coil is energized causing
the track motors to shift into high speed with low
torque. The switch should be in the “off” position for
normal paving operation.
2-9
!
Tractive brake switch
WARNING!
!
SURE THAT ALL CONTROLS ARE IN THE
“NEUTRAL” OR “OFF” POSITION BEFORE
RESETTING THE EMERGENCY STOP SYSTEM.
MAKE CERTAIN ALL PERSONNEL ARE AWAY
FROM THE MACHINE BEFORE RESETTING THE
EMERGENCY STOP SYSTEM. MAKE CERTAIN
ALL EMERGENCY STOP BUTTONS ARE IN
WORKING CONDITION PRIOR TO OPERATING
THE MACHINE.
360226B
!
WARNING!
Emergency Stop Reset Switch: Resets the
emergency stop system after one of the emergency
stop buttons is depressed.
!
THE TRACTIVE BRAKE SWITCH MUST BE IN THE
“ON” POSITION WHILE LOADING AND
UNLOADING THE MACHINE. DO NOT ATTEMPT
TO LOAD OR UNLOAD THE MACHINE ON METAL
RAMPS, ON WET RAMPS OR IN RAINING
WEATHER. SEVERE INJURY OR DEATH CAN
OCCUR IF THE MACHINE IS ALLOWED TO FREE
WHEEL OR SLIDE OFF THE TRAILER OR DOWN A
STEEP EMBANKMENT.
If the emergency stop light is on, make sure all
emergency stop buttons are pulled out, that all controls
are in the “off” or “neutral” position, and that everyone
is away from the machine. Move the reset switch to
the up position to reset the emergency stop system.
The emergency stop light will go out and the tracks,
trimmer, conveyor, and vibrators will operate normally.
Notice: All emergency stop buttons must be in the
out position to operate the machine. Check the
operation of each emergency stop button every
day before beginning operation: make certain all
emergency stop buttons are reset and that the
check E-stop light is out. Depress any of the
emergency stop buttons. If the check E-stop light
does not come on after depressing any emergency
stop button, check the system for faults and
correct before operating the machine. Repeat the
check with the remaining emergency stop buttons.
Tractive Brake Switch: Controls a solenoid valve in
the return line of the tractive system which acts as a
hydraulic brake to prevent the machine from “free
wheeling” off of a trailer or down steep embankments.
“Off” position deactivates the solenoid valve to an
open position. “On” position activates the solenoid
valve to a closed position, thus creating a back
pressure against the tractive hydraulic system.
E-Stop Commanded: RESET
TURN OFF ALL Pots!
Emergency stop light and reset switch
360224E
Emergency Stop Indicator Light: Alerts the operator
when the emergency stop system has been activated
(when the engine is started or when an emergency
stop button is depressed or disconnected). When the
emergency stop light is on, the tracks, trimmer,
conveyor, and vibrators will not operate.
G21 09/02/2003
031-0170
E-Stop commanded display
031-0170
When the emergency stop light illuminates, the G21
controller screen flashes “E-Stop Commanded:
RESET” in the first line and “TURN OFF ALL Pots!” in
the second line.
2-10
Emergency stop button
360059
!
WARNING!
!
MOVING THE EMERGENCY STOP RESET SWITCH
TO THE UP POSITION. MAKE SURE ALL
PERSONS ARE AWAY FROM THE MACHINE
BEFORE RESETTING THE EMERGENCY STOP
SYSTEM.
Front sensor selector switch
360558
Emergency Stop Button: Used to stop the operation
of the trimmer, track, conveyor and vibrator hydraulic
systems. Depressing any one of the emergency stop
buttons located around the machine will cause a
vented relief to open in the trimmer, conveyor, track
and vibrator hydraulic systems. This will dump all oil
supply for each of the systems back to the pressure
tank. To reset the system, place the trimmer, track,
conveyor and vibrator hydraulic controls in the off
position. Turn either the remote variable speed
control knob or the console variable speed control
knob counterclockwise to the off position. Pull the
depressed emergency stop button out and depress the
emergency stop reset switch.
G21 09/02/2003
Front sensor selector switch: When the machine is
being used to pour a tight left (outside) radius, two sets
of front sensors are mounted to the machine. The
front set (sensor 1) is mounted next to the trimmer
mold board and the rear set (sensor 2) is mounted
back towards the middle of the mold. As the mold
enters a tight radius, move the front sensor selector
switch from the front set of sensors to the middle set
so the machine can follow the stringline through the
radius.
Place the front sensor selector switch in the front
position when pouring on straight stringline or radii
down to 10 feet (3 M). Place the front sensor selector
switch in the rear position when pouring left (outside)
radii less than 10 feet (3 M).
Note: Sensor 1 position is used when pouring
right (inside) radii.
Computer Restart Switch: Controls the interruption
of power to the G21 controller. The switch must be in
the "on" position for normal operation of the controller.
The switch is used to restart the computer when
parameters have been changed in the software. It
eliminates the need to restart the engine when using
the ignition switch to restart the controller.
2-11
All Jog Switch: Raises or lowers all legs at the same
↑) position to raise all of
time. Hold the switch in the (↑
↓) position to lower all
the legs. Hold the switch in the (↓
of the legs.
Note: The all jog switch temporarily overrides
automatic G21 control of leg elevation. If any of
the leg elevation control modules are in automatic
(A), and the G21 controller is in run mode, control
of leg elevation returns to sensor control when the
all jog switch is released to the center position.
Vibrator auto/off switch
360226A
Vibrator auto/off switch: Turns off the vibrators
when moving the machine around the jobsite. Place
the switch in the “off” position to stop vibrator
operation. Place the switch in the “auto” position to
allow the vibrators to be controlled by the travel/neutral
switch, the forward/reverse switch, and the travel
variable speed control knob.
When the vibrator auto/off switch is in the “auto”
position, the vibrators will operate whenever the travel/
neutral switch is in the “travel” position, the forward/
reverse switch is in the “forward” position, and the
travel variable speed control knob is rotated clockwise
past the “off” position. When the vibrator auto/off
switch is in the “auto” position, the vibrators will stop
whenever the forward/reverse switch is in the “reverse”
position, the travel/neutral switch is in the “neutral”
position, or whenever the travel variable control knob
is rotated counterclockwise to the “off” position.
The vibrator auto/off switch must be in the “auto”
position during pouring operations.
Servo lock switch: Locks all grade and steering
systems in a given position. Place the switch in the
locked ( ) position to lock the grade and steering
cylinders in position. Place the switch in the unlock
( ) position to unlock the grade and steering cylinders.
The servo lock switch must be in the “off” position
during normal pouring operations.
Servo lock warning light: Notifies the operator when
the servo lock switch is in the locked position ( ). The
servo lock warning light comes on when the servo lock
switch is in the locked position ( ). The light goes out
when the servo lock switch is placed in the unlocked
position ( ). The warning light should be out during
normal pouring operations.
Electric travel and steering controls
!
!
PLACE THE TRAVEL VARIABLE CONTROL
KNOBS ON THE CONSOLE AND ON THE TRAVEL/
STEER REMOTE IN THE “OFF” POSITION BEFORE
CONNECTING OR DISCONNECTING THE TRAVEL/
STEER REMOTE BULKHEAD.
All jog switch
360225
G21 09/02/2003
CAUTION!
2-12
Note: The G21 controller must be in run mode to
allow operation of the travel control systems.
All Travel Pots
TURN OFF ALL Pots & FNRs
360394
All travel pots display
360394
Remote travel variable control knob
360555
The display above may be indicated after initial start of
the machine or after an emergency stop button has
been depressed. If the G21 controller main screen
indicates as shown above, the travel variable control
knob on the console is not turned to the off position. If
the travel/steer remote is connected, then the remote
travel variable control knob is not turned to the off
position. If the appropriate travel variable control knob
is turned off, look for an electrical fault in the
appropriate knob or in the cords to the G21 controller.
Console travel variable control knob
031-0157E
Travel variable control knob: Controls the travel
speed of the machine in either forward or reverse. If
the travel/steer remote is plugged in, the knob on the
remote will operate, but the knob on the console will
not.
Rotate the control knob counterclockwise to the “off”
position to stop the track drive system. Rotate the
control knob clockwise away from the “off” position to
start moving the track drive system. The more the
control knob is turned clockwise, the faster the
machine will travel.
The travel variable control knob also starts and stops
the vibrators when the vibrator auto/off switch is in the
“auto” position and the forward/reverse switch is in the
forward (F) position. When the travel variable control
knob is rotated away from the “off” position, all
vibrators start immediately. The tracks will not begin
moving until the knob reaches the “1” position. When
the knob is rotated to the “off” position, the vibrators
stop.
G21 09/02/2003
Travel/neutral switch
031-0157F
Travel/neutral switch: Controls track drive system
and the vibrators. Place the switch in the “neutral”
position to stop the track drive system and the
vibrators. Place the switch in the “travel” position to
start the vibrators and move the machine.
The travel variable speed knob must be rotated
clockwise past the “1” position before the machine will
move. The vibrator auto/off switch must be in the
“auto” position, the forward/reverse switch must be in
the “forward” position, and the vibrator variable
controls must be turned counterclockwise before the
vibrators will start.
2-13
Forward/reverse switch
Manual steer knob
031-0157G
031-0157D
Forward/reverse switch: Notifies the G21 controller
whether the machine will be travelling forward or
backwards. The switch must be in the correct position
before operating the machine along a stringline or the
controller will steer the tracks in the wrong direction.
Place the switch in the forward (F) position to move
the machine forward. Place the switch in the reverse
(R) position to move the machine backwards. The
vibrators will not operate when the forward/reverse
switch is in the reverse (R) position.
Manual steer knob: Turns the tracks when the steer
select knob is in any of the four manual positions. If
the travel/steer remote is plugged in, the knob on the
remote will operate, but the knob on the console will
not.
When the indicator on the manual steer knob is
centered, the tracks turn straight ahead. As the knob
is turned either direction from center, the tracks will
turn accordingly. The more the knob is turned, the
more the tracks will turn. The manual steer knob has
no affect on the steering when the steer select switch
is in the stringline steer ( ) position. To use the
manual steer knob and the steer select knob, the G21
controller must be in run mode and all three steering
modules must be in automatic (A) (see Section 05 G21
control system for more information).
Steer select knob
Remote manual steer knob
360555
G21 09/02/2003
031-0157B
Steer select knob: selects one of the following
steering modes:
2-14
steering control knob is in the center position, all tracks
are straight ahead. If the knob is turned left or right
from the center position, the rear track turns in the
corresponding direction and the front tracks remain
straight ahead.
06 G21 control system
Faceplate controls and gauges
031-0137A
Stringline steer
031-0137A
Place the knob in the stringline steering position ( ) to
steer the tracks with the steering sensors or with the
steering jog switches. When the knob is in the
stringline steering position the main screen shows
“STRING” steer and the manual steer knob is
disabled.
When the steer select switch is in the coordinated
steer position ( ), the steering control knob steers the
tracks and the main screen shows “COORD” steer.
When the steering control knob is in the center
position, the tracks are straight ahead. If the knob is
turned left or right from the center position, the leading
tracks will turn in the corresponding direction and the
trailing track(s) will turn in the opposite direction to give
minimum turning radius.
When the steer select switch is in the crab steer
position ( ), the steering control knob steers the
tracks and the main screen shows “CRAB” steer.
When the steering control knob is in the center
position, the tracks are straight ahead. If the knob is
turned left or right from the center position, all tracks
turn in the corresponding direction to walk the machine
to the side.
G21 control panel
031-0146
The G21 control panel contains three individual leg
modules, a main screen, two slope setpoint switches,
a run/standby switch, twelve service switches, and a
warning light.
When the steer select switch is in the front steer only
position ( ), the steering control knob steers the front
tracks, the rear track is locked straight ahead, and the
main screen shows “FRONT” steer. When the
steering control knob is in the center position, all tracks
are straight ahead. If the knob is turned left or right
from the center position, the front tracks turn in the
corresponding direction and the rear track remains
straight ahead.
When the steer select switch is in the rear steer only
position ( ), the steering control knob steers the rear
track, the front tracks are locked straight ahead, and
the main screen shows “REAR” steer. When the
G21 09/02/2003
2-15
grade deviation indicator on each leg module displays
grade or slope sensor positions. If a steering or grade
sensor is centered, the deviation indicator forms a
straight line. If a steering sensor moves to the left or
right, the deviation indicator forms an arrow pointing to
the left or right. If a grade sensor moves up or down,
the deviation indicator forms an arrow pointing up or
down. The more the grade or steering sensor moves,
the larger the arrow becomes.
LED lights at the top of each leg module show whether
the control modules for the grade and steering are in
automatic (A) or manual (M). For example, if the
steering control module for the right front leg is in
manual, the LED light below the “M” will be on in the
steering deviation indicator for the right front leg. If the
steering control module for the right front leg is in
automatic, the LED light below the “A” will be on in the
steering deviation indicator for the right front leg
module.
Three switches next to each deviation indicator control
the grade or steering module for the corresponding
leg. The vertically positioned switches control the
grade module and the horizontally positioned switches
control the steering module.
Individual leg module
360557
Individual leg module: Each leg module contains
two deviation indicators, two grade jog switches, two
steering jog switches, one grade A/M switch, and one
steering A/M switch.
Each leg module displays information and controls the
leg from the corresponding location on the machine
frame when facing forward. The left front module is for
the left front leg, the right front module is for the right
front leg, and the rear module is for the rear leg.
A/M switches
360557
LED deviation indicators
031-0150B
The LED steering deviation indicator on each leg
module displays steering sensor positions. The LED
G21 09/02/2003
A/M switches: The automatic/manual (A/M) switch in
the center sets the grade or steering module for
automatic or manual operation. In automatic, the
corresponding leg responds to signals from the
sensor. In manual, the corresponding leg will not
respond to signals from the sensor.
2-16
Jog switches: The jog switches have arrows pointing
to the left and right (for steering) or up and down (for
elevation), and can raise and lower or steer the
corresponding leg at any time whether a control
module is in automatic or manual (the jog switches
override the sensor signals when the control module is
in automatic). The jog switches also operate when
with the G21 controller main screen is in run or
standby. The jog switches also increase or decrease
sensitivity when required (see below).
standby. The main screen shows “Stdby” for standby,
or “Run” for run. In standby, all automatic signals to
the servo valves are turned off and none of the legs
will respond to sensor signals. In run, the legs
respond to sensor signals if their grade and steering
control modules are in automatic. The G21 controller
must be in run before the machine can be moved in
forward or reverse.
Warning light
031-0143A
G21 controller main screen
031-0157I
G21 controller main screen: The G21 controller
main screen at the bottom of the G21 control panel
displays letters, numbers and symbols in two lines of
up to 24 characters each. The display shows system,
calibration, service and testing information. The
display is backlit for low light and night viewing.
Warning Light: If a fault exists in one or more of the
individual control modules, the G21 controller is in run,
and the individual module is in automatic, the light will
remain on. The light flashes on and off any time the
G21 controller is in standby. The light goes out if a
fault does not exist in the system and the G21
controller is in run.
Slope setpoint switches
031-0144A
Slope setpoint switches: The slope setpoint
switches next to the G21 controller main screen
change the cross slope of the machine frame. If slope
control is on the right side, depress the switch with the
arrow pointing to the left to raise the right side of the
machine. Depress the switch with the arrow pointing
to the right to lower the right side of the machine.
Last/Next/Clear switches
031-0149
Last/Next/Clear switches: Depress the NEXT switch
to move forward through the G21 displays (described
below). Depress the LAST switch to move backwards
through the displays. The clear switch clears data
entered in some of the displays (such as the job total
feet/meters), and has no effect on other displays (such
as slope or sensitivity).
Depress and release either setpoint switch to change
the slope setting in 0.05% increments.
G21 displays
Run/standby switch: Depress and release the run/
standby switch to place the G21 controller in run or
Below is a description of the separate displays that
can be accessed in the G21 controller main screen
G21 09/02/2003
2-17
after it is started up (depress the NEXT or LAST
switches to scroll through the displays):
normal operating display also shows the current slope
setting for the machine (for example, “1.51”).
GT 3600 Oct 4 2002
Software # S0492010
360349
Power up display
360349
Power up display: When the G21 controller is
started, the power up display appears for a few
seconds in the main screen. The G21 controller
checks the programming for faults while the power up
display is visible. If a fault is found, the display panel
will show it. The power up display shows the machine
type (GT 3600), the date the G21 software was
created (Oct 4 2002), and the serial number of the
software (# S0492010). The exact dates and numbers
in this display will change if the G21 controller is
reprogrammed. Note the date and serial number
before discussing G21 troubleshooting with GOMACO
personnel.
Note: On later software updates, a Kernal (knl)
number will be added to the display. The Kernal
number represents the computer operating
software. The software number indicated above
represents the machine model software for the
GT-3600. It is very important to match the Kernal
operating software with the machine model
software for proper operation of the controller.
Contact GOMACO for more information prior to
downloading new software.
The first word of the bottom line of the normal
operating display shows the position of the travel
forward/reverse switch or the travel/neutral switch
(“Fwd”, “Neu”, or “Rev”). The second word of the
bottom line of the normal operating display shows the
position of the steer select knob: “String” is stringline
steer, “Coord” is coordinated steer, “Crab” is crab
steer, “Front” is front steering, and “Rear” is rear
steering. The third word and number of the bottom
line of the normal operating display shows the position
of the front sensor selection switch (Sensor 1 or
Sensor 2).
JOB
TOTAL
0ft
0ft
AVERAGE
0f/m
031-0171
Job distance display
031-0171
Job distance display: The job distance display is not
currently operational on the GT-3600.
Propel Drv,
0
Vibr
OFF
360351
Propel drive display
360351
Stdby LGrd RSlope= 0.00
Neu Coord
Sensor 1
Propel drive display: The propel drive display shows
the percentage of total drive that the G21 controller is
sending to the travel proportional control valve. The
drive signal ranges from 0 to 100 percent and may be
monitored at any time the G21 controller is in “Run”.
360350
Normal operating display example
360350
Normal operating display: The normal operating
display appears after the power up display. The exact
appearance of the display may be different from the
example shown above. The top line of the normal
operating display shows whether the G21 controller is
in standby (Stdby) or run mode and whether the G21
controller is configured for left grade, right slope (LGrd
RSlope) or Leica stringless operation (see the
“Calibrate displays” section, below, to configure the
G21 controller for a specific machine layout). The
G21 09/02/2003
2-18
Sensitivity displays
Sensitivity switches
031-0148A
The sensitivity switches allow the sensitivity settings to
be changed in the displays shown below:
Sensitivity display on the individual leg modules
031-0055B
ELEVATION SENSITIVITY
Use Next/Last
031-0175
Initial elevation sensitivity display
031-0175
Depress and release the ELEV sensitivity switch to
show the initial elevation sensitivity display on the
main screen. Depress the NEXT switch to show the
following display:
Depress the up jog switch next to any of the individual
leg modules to increase the sensitivity for an individual
elevation control module. Depress the down jog
switch next to any of the individual leg modules to
decrease the sensitivity for an individual elevation
control module. The sensitivity will change one setting
each time either jog switch is depressed. The
minimum elevation sensitivity is “1” and the maximum
elevation sensitivity is “19”. To exit the elevation
sensitivity display, depress and release the ELEV
switch.
STEERING SENSITIVITY
Use Next/Last
LF:10
RF:09 REAR:15
Use Jog Switch to Adjust
031-0177
360634
Elevation sensitivity display
360634
Elevation sensitivity display: The elevation
sensitivity display shows the elevation sensitivity
settings for all three legs on the main screen and on
the individual leg modules.
Initial steering sensitivity display
031-0177
Depress and release the STEER sensitivity switch to
show the initial steering sensitivity display on the main
screen. Depress the NEXT switch to show the
following display:
LF:10
RF:09 REAR:15
Use Jog Switch to Adjust
360634
Steering sensitivity display
360634
Steering sensitivity display: The steer sensitivity
display shows the steering sensitivity settings for all
G21 09/02/2003
2-19
three legs on the main screen and on the individual leg
modules.
SYSTEM CAL., Last/Next
*Cycle Power To Enable*
031-0179
System calibration display
031-0179
System calibration display: Depress the CALIB
switch to show the system calibration display on the
main screen. Depress the NEXT and LAST switches
to scroll through the calibration displays shown below.
Use the calibration displays to set up the G21
controller for specific machine applications. The
flashing words in each calibration display show the
setting that can be changed. Depress the + and slope switches to change the settings. To exit the
calibration displays at any time, depress and release
the CALIB switch.
Sensitivity display on the individual leg modules
031-0055B
Note: The ignition switch or computer restart
switch must be turned off and back on before any
changes to the calibrate displays will be enabled.
Depress the right jog switch below any of the individual
leg modules to increase the sensitivity for an individual
steering control module. Depress the left jog switch
below any of the individual leg modules to decrease
the sensitivity for an individual steering control module.
The sensitivity will change one setting each time either
jog switch is depressed. The minimum steering
sensitivity is “1” and the maximum steering sensitivity
is “19”. To exit the steering sensitivity display, depress
and release the STEER switch.
Grade Mode Cycle Power!
LGrd RSlope , +/- Adjust
360352
Grade display
Calibrate Displays
360352
Grade display: The Grade display sets the type of
sensor control the machine will use for a particular job
situation. The upper line displays “Grade Mode Cycle
Power!” and the lower line displays the current setting,
for example, “LGrd RSlope , +/- Adjust”. Depress and
release the +/- switches to change elevation display
settings to any of the following:
Calibrate switch
031-0148B
Calibrate switch: Depress the CALIB switch to
access the displays described below.
360352
Left grade/right slope
360352
G21 09/02/2003
2-20
Notice: The Key codes are different for each G21
control box. When purchasing a 3D control
system, record the controller serial number (S/N)
and date code from the controller name plate
inside the G21 control box. Contact a GOMACO
distributor or GOMACO for additional information
and the key codes.
Leica
, +/- Adjust
360353
Leica
360353
Turn the ignition switch or computer restart switch to
the “off” position, then back to the “on” or “start”
position to save any changes to the elevation displays.
Grade Wands Cycle Power!
PUSH
+/- Adjust
031-0187
Alarm Mode Cycle Power!
LAMP
, +/- Adjust
Grade wand display
031-0187
031-0184
Alarm display
031-0184
Alarm display: The lamp is the only alarm system
available on the machine for troubleshooting purposes.
An audible alarm is not currently operational on the
GT-3600.
Units
ENGLISH,
Grade wand display: The upper line reads “Grade
Wands Cycle Power!”. If the grade sensor wands will
be mounted behind the grade sensor hubs, the lower
line must read “PULL +/- Adjust”. If the grade sensor
wands will be mounted ahead of the grade sensor
hubs, the lower line must read “PUSH +/- Adjust”. If
the display is not correct, depress the +/- switches to
change it. Turn the ignition switch or computer restart
switch to the “off” position, then back to the “on” or
“start” position to save any changes to the grade
wands push/pull mode.
Note: All grade sensor wands on the machine
must face the same direction.
Cycle Power!
+/- Adjust
031-0185
English/metric display
LF All Jog Cycle Power
Curr = 200mA +/- Adjust
031-0185
English/metric display: The English/metric display is
not currently operational on the GT-3600.
031-0191
All jog display
031-0191
Feature Encryption
(+) Key to Enter
951310
Feature Key Encryption
951210
Depressing and releasing the NEXT switch will select
the feature encryption mode on the main screen. This
mode is used to activate key codes for hidden
software in the G21 control system. When a 3D
stringless control system has been acquired for use on
the machine, numbers are entered into the controller,
under feature encryption, to unlock the additional
operating and diagnostic displays required for use with
the system.
G21 09/02/2003
All jog displays: The all jog displays allow
adjustment of the signal to each elevation servo valve
so all three legs move up evenly when the all jog
switch is held in the up position. Depress and release
the NEXT switch to select the three all jog milliampere
(mA) displays. The upper line of the first display reads
“LF All Jog Cycle Power” and the lower line reads
“Curr = 200mA +/- Adjust”.
When the all jog switch is held in the up position, all
three legs should raise the machine at the same
speed. If one of the legs is too fast or too slow,
depress the NEXT or LAST switch to select the leg
“LF” (left front), “RF” (right front), or “Rear” and
depress the +/- switches to adjust the setting.
2-21
Increase the setting if the leg is too slow or decrease
the setting if the leg is too quick. The setting for each
leg should normally be adjusted from 150 to 250 mA
(milliamperes).
switch or computer restart switch to the “off” position,
then back to the “on” or “start” position to save any
changes to the forward steer authority mode.
Turn the ignition switch or computer restart switch to
the “off” position, then back to the “on” position to save
any changes to the all jog milliampere modes. Check
the operation of the all jog switch. If the up or down
speed is not correct, readjust and recheck.
Rev Str Auth Cycle Power
FULL
+/- Adjust
031-0190
Note: The all jog milliampere setting has no affect
on the automatic control output signals.
Reverse steer authority display
031-0190
Reverse steer authority display: The upper line
reads “Rev Str Auth Cycle Power” and the lower line
will read either “FULL +/- Adjust” or “HALF +/- Adjust”.
When reverse steer authority is set to HALF, the drive
signal sent to the steering servo valves is decreased
by 50% when the machine is traveling in reverse. The
reverse steer authority should be set to half if the
machine is not backing up on the stringline correctly.
If the reverse steer authority is not set correctly
depress the +/- switches to change it. Turn the ignition
switch or computer restart switch to the “off” position,
then back to the “on” or “start” position to save any
changes to the reverse steer authority mode.
Steer Wands Cycle Power!
PUSH
+/- Adjust
031-0188
Steer wand display
031-0188
Steer wand display: The upper line reads “Steer
Wands Cycle Power!” If the steer sensor wands will
be mounted behind the steer sensor hubs, the lower
line must read “PULL +/- Adjust”. If the steer sensor
wands will be mounted ahead of the steer sensor
hubs, the lower line must read “PUSH +/- Adjust”. If
the display is not correct, depress the +/- switches to
change it. Turn the ignition switch or computer restart
switch to the “off” position, then back to the “on” or
“start” position to save any changes to the steer wand
select mode.
Control Knob Calibration Displays
Propel =
Thres =
0
32
Press
Store
360395
Note: All steering sensor wands on the machine
must face in the same direction.
Propel =
Rev Thres =
Fwd Str Auth Cycle Power
FULL
+/- Adjust
Press
Store
360396
Control knob threshold calibration
031-0189
360395 & 360396
Forward steer authority display
031-0189
Forward steer authority display: The upper line
reads “Fwd Str Auth Cycle Power” and the lower line
reads either “FULL +/- Adjust” or “HALF+/- Adjust”.
When forward steer authority is set to HALF, the drive
signal sent to the steering servo valves is decreased
by 50% when the machine is traveling forward.
Normally the forward steer authority should be set to
FULL. If the forward steer authority is not set correctly
depress the +/- switches to change it. Turn the ignition
G21 09/02/2003
0
32
Depress and hold the Calibrate button while
depressing the Engine button one time to access the
control knob calibration mode. Depress the NEXT or
LAST switch to scroll through the threshold displays.
The propel calibration displays are used to adjust the
start, or threshold; of track movement. The control
knob is typically turned 25% of full rotation to begin
this movement when applied to the tracks and usually
requires a factory adjustment of 32 for a stored
threshold value. A threshold value for forward and
reverse rotation is stored for each track threshold
2-22
direction. Refer to the Maintenance chapter for
complete instructions.
S61 SERVICE ROUTINES
LAST or NEXT for More
Propel Valve Displays
031-0192
Propel Valve Type
= Apitech
Initial service display
031-0192
360561
Propel Valve Type
= Modular
Initial service display: Depress the SERVICE switch
to show the initial service display on the main screen.
Depress the NEXT or LAST switch to scroll through
the available service displays described below. To exit
the service mode, depress and release the SERVICE
switch.
360562
Common Switch Test ESTOP
ENGINE
OFF
Propel Valve Type
360361 & 360362
Depress and hold the Calibrate button while
depressing the Engine button one time to access the
control knob calibration mode. Depress the NEXT or
LAST switch to scroll to the propel valve display. The
propel valve used in the track drive system can be a
Modular proportional manifold or an Apitech
proportional valve. If an older machine is retrofitted
with a G21 control system, this allows the system to
control either valve type. Depress the + or - switch to
choose the correct valve type used on the machine.
031-0193
Common switch test display
031-0193
Common switch test display: The common switch
test display shows the function of the display switches
located directly above the main screen, including the
run/standby and slope setpoint switches. Depress the
appropriate switch and the main screen will show
which switch was depressed. For example, if the steer
sensitivity switch is depressed, the main screen will
read:
Service Displays
Common Switch Test ESTOP
STEER SENSITIVITY
OFF
031-0194
Common switch test
031-0194
If the display does not show which of the switches is
being depressed, the switch or the wiring connection
may be defective. Refer to the diagnostic chapter for
more information.
Engine, hydraulic and service switches
031-0147
Engine and hydraulic switches: The ENG and HYD
switches are not currently operational.
Deviation Meter Test
Check ALL Dots!
031-0195
Deviation meter test
031-0195
G21 09/02/2003
2-23
Deviation meter test: The deviation meter test
alternates the LED lights on the individual leg modules
to show if any of the lights are defective. If any of the
LED lights do not come on, the display is defective and
may require replacement. Refer to the diagnostic
chapter for more information.
Grade Switch,
LF ELEV JOG DOWN
AllJog
Jg DN
360354
steer A/M switch. Depress the appropriate switch and
the main screen should show which switch is
depressed. If the main screen does not show which
steer switch is depressed, the switch or the wiring
connection may be defective. Refer to the diagnostic
chapter for more information.
The display also indicates the function of the manual
steer select switch. Rotate the control knob and the
bottom line of the main screen should change to show
the corresponding position of the switch. If the
corresponding position is not indicated, the switch or
the wiring connection may be defective. Refer to the
diagnostic chapter for more information.
Elevation switch test
360354
Grade switch test: The grade switch test display
shows the function of an individual elevation jog
switch, elevation A/M switch, or the all jog switch.
Depress the appropriate switch and the display should
show which switch is depressed. If the main screen
does not show which elevation switch is depressed,
the switch or the wiring connection may be defective.
Refer to the diagnostic chapter for more information.
Manual Steer Pot
2.45 Volts
031-0198
Manual steer pot test
031-0198
Manual steer pot test: The manual steer pot test
display shows the function of the manual steer control
knob on the console or on the travel/steer remote (if it
is plugged in). Rotate the manual steer knob and the
main screen should indicate the voltage output of the
knob. If the voltage in the main screen does not
increase or decrease as the knob is rotated, the
control knob or the wiring connection may be
defective. Refer to the diagnostic chapter for more
information.
Propel Pot, FNR,
2.50 Volts Fwd
360355
Travel pot test
360355
Travel pot test: The travel pot test display shows the
function of the variable travel control knob on the
console or on the travel/steer remote (if it is plugged
in). Rotate the variable travel knob and the display
should indicate the voltage output of the knob from
0.21 to 5.00 Volts. If the main screen does not show
an increase or decrease in voltage, the control knob or
the wiring connection may be defective.
The bottom line of the travel pot test also shows the
position of the forward/reverse and the travel/neutral
switches. If the main screen does not show “NEU”
when the travel/neutral switch is in the neutral (N)
position, “FWD” when the forward/reverse switch is in
the forward (F) position and the travel/neutral switch is
in the “travel” position or “REV” when the forward/
reverse switch is in the reverse (R) position and the
travel/neutral switch is in the “travel” position, one or
both switches or the wiring connection may be
defective. Refer to the diagnostic chapter for more
information.
Steer Switch, Steer Mode
LF STEER JOG LEFT Strin
031-0197
Steer switch test
031-0197
Steer switch test: The steer switch test display
shows the function of an individual steer jog switch or
G21 09/02/2003
2-24
Optional Service Display Access
Set displays
Hit +/- To Adjust
Slope Comp. = ON
950999
Slope Compensation access
950999
Depress and hold the SERVICE button while
depressing the + and - slope adjustment switches
simultaneously. Depress the NEXT switch to display
the slope compensation on/off display. When the
slope compensation display indicates the “OFF”
position, all displays pertaining to the operation of the
slope compensation programming will be hidden.
Depressing the + or - switches will adjust the display to
the “ON” position, which will allow the operation of the
slope compensation programming. The operator must
cycle the power before any changes are enabled.
Set and store switches
031-0142A
Set and store switches: Depress the SET switch to
enter the set displays. The display below will appear:
STORE to Save Slope Null
& Feedback Pot. Points.
031-0200
Initial set display
031-0200
Hit +/- To Adjust
Slope Tran. = ON
951000
Slope transition access
951000
Depress the NEXT switch to display the slope
transition on/off display. When the slope transition
display indicates the “OFF” position, all displays
pertaining to the operation of the slope transition
programming will be hidden. Depressing the + or switches will adjust the display to the “ON” position,
which will allow the operation of the slope transition
programming. The operator must cycle the power
before any changes are enabled.
Note: An operation manual for the automatic
slope transition system is available from
GOMACO. Order form number H-050105ATGC
from a GOMACO distributor or GOMACO.
The set displays are used to change the null positions
of the smart cylinders and the slope sensor. Depress
the NEXT or LAST switches to select the display for
the appropriate smart cylinder or the slope sensor.
Depress the STORE switch to enter a new null value
for the smart cylinder or slope sensor. Depress and
release the SET switch to exit the set displays at any
time. The exact procedures for setting the null points
for the slope sensor and smart cylinders is described
below.
Centering the Slope Sensor: Before centering the
slope sensor, level the machine frame from side.
When the machine frame is level, turn off the engine.
Turn the ignition switch to the “on” position to start the
G21 controller. After the power up display disappears,
depress the SET switch. The initial set display shown
below appears.
031-0202
Initial set display
031-0202
Depress the NEXT switch until the slope sensor stored
null display appears:
G21 09/02/2003
2-25
Front Slope =
Stored Null =
2.44
2.50
V
V
Jog LF Leg Left & Store
3.84 V
Stored: 3.84 V
031-0201
031-0203
031-0203
Front slope sensor calibration display
The top line of the display describes the calibration
procedure. The bottom line shows the voltage that the
G21 controller is receiving from the smart cylinder on
the left front leg and the previously stored null voltage
of the smart cylinder.
031-0201
The top line of the stored null display shows the
voltage that the G21 controller is receiving from the
sensor. The lower line shows the previously stored
null voltage of the sensor.
Use the jog switch for the left front leg to turn the track
as far to the left as required to prevent the track from
contacting obstacles on the machine or the jobsite.
Depress the STORE switch to store the new left turn
null point for the left front leg. Depress the NEXT
switch to make the display below appear:
If the top line of the display does not read between
2.40 and 2.60 Volts, loosen the slope sensor mount
and rotate the sensor until the top line voltage reads
between 2.40 and 2.60 Volts. Tighten the mounting
screws securely. Depress the STORE switch to store
the new null point. Refer to the Maintenance chapter
for more information.
Calibrating the smart cylinders: The calibration
procedure described below sets the left, center, and
right null points for the smart cylinder on each leg.
Calibrate the center null point for each smart cylinder
so that the G21 controller steers the tracks precisely
straight whenever a steering sensor calls for straight
steering. Calibrate the left and right null points for
each smart cylinder to prevent the G21 controller from
turning the track too far and contacting an obstacle on
the machine or on the jobsite.
Center LF Leg & Store
2.56 V
Stored: 2.56 V
031-0204
031-0204
To calibrate the smart cylinders, start the engine. After
the power up display disappears from the main screen,
depress the SET switch. The initial set display shown
below appears.
031-0200
Initial set display
031-0200
Depress and release the NEXT switch repeatedly until
the display for the left front (LF) leg appears:
Jog the track to the straight ahead position and adjust
it carefully until the square leg tube is parallel to the
leg mount. Depress the STORE switch to store the
new center null point for the left front leg. Depress the
NEXT switch to make the display below appear:
Jog LF Leg Right & Store
1.29 V
Stored: 1.29 V
031-0205
031-0205
Use the right jog switch for the left front leg to turn the
track as far to the right as required to prevent the track
from contacting obstacles on the machine or the
jobsite. Depress the STORE switch to store the new
right turn null point for the left front leg.
Depress the NEXT switch and repeat the procedure
above to calibrate the left, center, and right null points
on the right front (RF) and rear (Rr) legs.
Note: When tight radius work is required, make
sure that the left and right null points on each leg
do not prevent the track from turning enough to
complete the radius.
G21 09/02/2003
2-26
Test Displays
Power supply ................... 9.0 to 16.0
LED supply ...................... 4.75 to 5.25
Sensor supply .................. 4.75 to 5.25
Sensor output .................. 1.2 to 3.8
Slope sensor output ........ 0.75 to 4.25
Feedback Pot .................. 1.0 to 4.0
Elevation Valve ................ 0.0 to +/-4.10
Steer Valve ...................... 0.0 to +/-4.10
Circuit voltage range table: The circuit voltage
range table shows the normal voltage range for each
G21 component. Any voltage above or below the
normal ranges is an indication of a faulty circuit and
should be repaired or replaced.
Test switch
031-0142B
Test switch: Depress the test switch to enter the test
displays. The initial test display, shown below, will
appear:
LF BPwr SPwr GdWnd GdVlv
15.09V 5.01V 2.86V-0.38V
Test Mode Displays
LAST or NEXT for more
360356
Elevation power test display
360356
031-0206
Initial test display
031-0206
The test displays show the voltages coming to and
from the G21 control devices such as sensors and
valves. Depress the NEXT or LAST switches to scroll
through the test displays shown below. To exit the test
mode, depress and release the TEST switch.
BtPwr
14.06 V
SPwr
LEDPwr
5.01 V 4.97 V
031-0207
Main power test display
031-0207
Main power test display: The main power test
display shows, from left to right, the voltage available
from the battery, the voltage available to power the
manual steering knob on the control panel or the travel/
steer remote (SPwr), and the power available for the
LED lights on the individual control module displays.
Elevation test displays: The elevation test displays
show, from left to right, the corresponding S2X
controller power supply voltage (BPwr), the sensor
power supply voltages (SPwr), the voltage coming
from the grade sensors (GdWnd), and the voltage
going out to the grade servo valves (GdVlv).
The first elevation test display shows information for
the left front (LF) leg. The voltage from the elevation
sensor for the left front leg are from the front grade
sensor mounted at the front of the slipform mold with
the front sensor selection switch in the sensor 1
position (the voltages from the front grade sensor
mounted at the middle of the mold can be seen by
placing the front sensor selection switch in the sensor
2 position). Depress the NEXT switch again to scroll
to the elevation test display for the right front (RF) and
rear leg.
LF FdbkPot StrWnd StrVlv
2.40V
2.52V 0.00V
002-2760
Steering test displays
002-2760
Steering test displays: The steering test displays
show, from left to right, the voltage from the smart
cylinders (Fdbk), the voltage from the steer sensor
G21 09/02/2003
2-27
(StrWnd), and the voltage going out to the steer servo
valves (StrVlv).
The first steering test display shows information for the
left front (LF) leg. The voltage from the steer sensor
for the left front (LF) and right front (RF) legs are from
the front steer sensor mounted at the front of the
slipform mold with the front sensor selection switch in
the sensor 1 position (the voltages from the front steer
sensor mounted at the middle of the mold can be seen
by placing the front sensor selection switch in the
sensor 2 position). Depress the NEXT switch to scroll
to the steering test display for the right front (RF) leg.
Depress the NEXT switch again to scroll to the
steering test display for the rear (Rr) leg.
Front Slope
2.86V
Control modules in manual mode
031-0141A
360357
Front slope test display
360357
Slope test display: The slope test display shows the
voltage from the slope sensor. Depress the NEXT
switch again to return to the main power test display.
System Operation
Neu Coord
Sensor 1
360350
Normal operating display
360350
When the machine is started, the G21 display panel
will show the normal operating display after the power
up display disappears. The letters “Stdby” on the left
end of the upper line show that the G21 controller is in
standby.
Manual operation: When no sensors are connected
to the machine, any leg on the machine can be raised
or lowered with the main control module in standby
(Stdby) or run mode, or with the grade control modules
in manual (M) or automatic (A). If the sensors are not
connected, a fault will be indicated on the display if the
system is in the run mode with the control loops in
automatic. To raise or lower the leg, depress and hold
the up or down jog switch next to the appropriate
control module. When the machine is at the desired
height, release the switch.
To use the jog switches to raise or lower any leg on
the machine with the sensors connected, the main
control module must be in standby (Stby), or the grade
control modules must be in manual (M) if the G21
controller is in run mode.
All leg elevations on the machine can be controlled
with the all jog switch. Hold the all jog switch to the up
position to raise all three legs. Hold the all jog switch
to the down position to lower all three legs.
To hold the machine frame level, place the main
control module in run mode, and the right front slope
control module in automatic (A). Use the +/- switch to
adjust the slope setpoint to “0.00%”. This will cause
the frame to automatically remain level while moving
the machine around. Decrease the sensitivity for the
slope control module if the machine becomes
unstable.
To individually steer any track, place the G21
controller in standby (Stdby), then depress and hold
the left or right jog switch on the appropriate control
module.
G21 09/02/2003
2-28
connect them to the correct bulkheads. Mount the
steering and grade sensors so that the center of their
hubs are near the correct steering and grade offset.
System Diagnostics
The G21 controller is capable of system diagnostics. It
will detect the following conditions:
1. Low battery voltage
2. Incorrect sensor signals
3. Shorts in wiring
4. Off stringline
5. Location of faults
6. Program faults
7. Servo valve drive faults
031-0137B
Smart steer in manual mode
031-0137B
To manually steer the machine using the steering knob
(with or without the sensors connected), depress the
run/standby switch to place the G21 controller in run mod
and place all three steering control modules in
automatic (A). Place the forward/reverse switch in the
forward (F) or reverse (R) position, and turn the steer
select switch to one of the four manual positions. Turn
the manual steer knob on the console or the remote to
the left or right to turn the tracks.
The display will show the type of fault and the current
voltage reading for the failed circuit. If there is more
than one fault at any time, the main screen will
alternate between faults, giving an overall view of the
fault. The fault messages are described below.
Automatic Operation: The machine can be operated
with a stringline on the left side or under the machine.
Before operating the machine automatically along a
stringline, follow the instructions in the “calibrate
displays” section to set up the G21 controller for left
stringline.
Master Sensor Power
OUT OF RANGE
031-0217
Master sensor power fault
031-0217
Neu Coord
Sensor 1
360350
Master sensor power fault: If the supply voltage to
the travel or steer knobs on the console or the remote
drops below 4.75 volts or increases above 5.25 volts
the display will alternate the message “Master Sensor
Power OUT OF RANGE” with the normal operating
display. The machine can be steered with the manual
override controls only.
Left grade, right slope display
360350
For example, if the G21 controller is calibrated for left
grade/right slope, the controller will assign grade
control to the left front and rear legs and slope control
to the right front leg.
Left Front Steer Wand
SHORT TO 0V
360359
Short to 0.0 Volts
Run
Fwd
LGrd RSlope= 0.00
String
Sensor 1
360358
G21 controller in automatic with slope
360358
To set the control system for automatic control, mount
the sensors to the correct side of the machine and
G21 09/02/2003
360359
Short to 0 Volts: If the output voltage from a sensor
or a smart cylinder drops below 1.2 volts (or 0.75 for a
slope sensor), the top line of the display shows the
location and type of sensor or feedback pot. The
bottom line shows “SHORT TO 0 V”. The message
alternates with the normal operating display. The
output voltage to the corresponding servo valve shuts
2-29
down, holding the appropriate grade or steering
cylinder in position. This fault will not appear unless
the appropriate control module is in automatic (A) and
the G21 controller is in run mode.
Left Front Steer Wand
VALUE TO HIGH
360360
Left Front Grade Wand
OFF STRINGLINE
Sensor signal short to power
360360
360362
Off stringline
360362
Off stringline: If the output voltage signal from a
grade sensor drops below 1.5 volts or increases above
3.5 volts, the display shows the location and the type
of the sensor. The bottom line shows “OFF
STRINGLINE”. The message alternates with the
normal operating display. The output voltage drive to
the corresponding servo valve shuts down, holding the
appropriate grade cylinder in position. This fault will
not appear unless the appropriate control module is in
automatic (A) and the G21 controller is in run mode
To correct this fault, place the grade sensor wand(s)
back on the stringline.
VALUE TOO HIGH — This message refers to a direct
short between the power supplied to the sensors and
the sensor signal returning to the S2X controller. If
sensor signal voltage increases above 3.8 volts the
main screen will indicate the location of the fault. The
message “VALUE TOO HIGH” will alternate with the
normal operating display. The output voltage drive to
the corresponding servo valve will shut down, holding
the appropriate cylinder in position.
LF Grade Servo
VALUE OUT OF RANGE
360363
Servo valve fault
360363
Servo valve OUT OF RANGE — If the wiring in or to
a servo valve shorts out or becomes disconnected, the
main screen shows where the fault is. The message
will alternate with the normal operating display.
Rear Steer FdBk
VALUE TO LOW
031-0220
Value too low
SA=6 Propel Valve
FAULT
031-0220
VALUE TOO LOW: The “VALUE TOO LOW”
message appears if the power supply to a sensor from
a S2X controller falls below 4.75 volts. This will affect
the voltage output from the sensor, causing it to drop
below the minimum operating range recognized by the
G21 control system. Refer to the circuit voltage range
table, in the Test Display section of this chapter, for
typical voltage ranges of the various sensors . The top
line of the main screen shows the location of the fault.
The message will alternate with the normal operating
display. The output voltage drive to the corresponding
servo valve shuts down, holding the appropriate
cylinder in position.
031-0223
Travel valve fault
031-0223
Travel valve fault — If the wiring in or to the travel
valve shorts out or becomes disconnected, the main
screen will show the S2X address (SA=6) and the
name of the valve. The message will alternate with
the normal operating display.
Rear Slave
NO RESPONSE
360361
S2X controller not responding
360361
G21 09/02/2003
2-30
NO RESPONSE — If an S2X controller fault occurs,
the main screen will indicate the location of the S2X.
The message NO RESPONSE will alternate with the
normal operating display. This message occurs when
a S2X controller is not communicating with the main
control panel. A power fault or a defective S2X
controller may be the cause.
controller and the last time occurred at the 8 hour
actual run time of the controller. The following table
indicates the fault number code and the explanation of
the code:
11
12
13
14
15
16
17
18
19
21
22
23
24
25
26
27
28
29
31
32
33
34
35
Fault History Displays
Depress and hold the SERVICE switch and depress
the NEXT and LAST switches simultaneously. The
display below will appear.
Note: Fault History displays are available with
software updates on earlier model machines
equipped with a G21 controller.
Fault History Display
Press NEXT to view
031-0567
Fault history display
031-0567
All G21 controller faults are recorded and stored. The
fault history may be used to review faults that have
occurred since the last time the fault history was
cleared. By clearing past faults and returning to the
fault history displays, any active faults will again be
stored. Once past faults have been cleared, they will
be erased permanently from the memory of the
controller. Depress the NEXT switch to review all
stored faults.
.................................... Value at Five Volts
.................................... Value too High
.................................... No Response
.................................... Value at Mid Volts
.................................... Value too Low
.................................... Value at Zero Volts
.................................... Not Calibrated
.................................... Just Calibrated
.................................... Value Out of Range
.................................... Generic Fault
.................................... No Signal
.................................... User Fault 1
.................................... User Fault 2
.................................... User Fault 3
.................................... User Fault 4
.................................... User Fault 5
.................................... Time Out
.................................... No Data Available
.................................... Invalid Setup
.................................... Min Cal too low
.................................... Min Cal too high
.................................... Max Cal too low
.................................... Max Cal too high
Continue to depress the NEXT switch to review all
stored faults. The following display will appear after all
stored faults have been reviewed.
No More Faults Stored
Press CLEAR to delete
Left Rear Elev. Wa16# 3
1st6 HR Last8 HR
031-0560
Fault history clear display
031-0560
031-0564
History display for left rear elevation wand
031-0564
Each display indicates the type of fault on the top line
of the display (Left Rear Elevation Wand), a
corresponding number code for the fault (16#) and the
number of occurrences (3) since the fault codes were
last cleared. The bottom line of the display indicates
the “1st” occurrence of the fault was at the “6” hour
(HR) controller operating clock time and the “Last”
occurrence of the fault was at the “8” hour (HR) clock
time. To clarify, the left rear elevation wand fault
(Value at Zero Volts) occurred three different times.
The first time was at the 6 hour actual run time of the
G21 09/02/2003
Depress the CLEAR switch to delete all of the stored
faults from the history displays. A confirmation screen
“Clear Fault History?–Press CLEAR to accept” will
appear. Press the CLEAR switch again to delete the
history displays. A screen “Fault History Cleared” will
confirm the history displays are permanently deleted.
New faults will be stored at the time they occur.
To refuse to delete the history displays, depress the
NEXT switch to return to the first fault history display
or depress the SERVICE switch two times to return to
the normal operating display.
2-31
Note: Current software allows the capability to
clear the fault history. Future releases of software
will allow distributors or GOMACO personnel the
access required to clear the fault history.
Increase engine speed to 1500 rpm and allow the
engine to warm up for 10 to 15 minutes.
When the engine is warm, depress the CALIB switch.
Follow the directions in the “calibrate displays” section,
above, to check the machine settings and change
them if necessary. Select the appropriate elevation
mode, alarm mode, sensor push/pull, and steer
authority. Once the settings are made, they are stored
in the controller and are recalled after each shut down.
07 Moving the machine
Before starting the engine, check all oil and coolant
levels. Grease the machine as specified in the
maintenance chapter. Place all hydraulic controls and
switches in the “neutral” or “off” position and place the
servo lock switch in the locked ( ) position.
!
DANGER!
!
!
To start the engine, turn the throttle open
(counterclockwise) three or four turns. Make sure the
travel variable control knobs on the console and the
remote are in the “off” position. Turn the ignition key to
the start ( ) position.
CAUTION!
To move the machine, or to load or unload it, increase
engine speed to maximum (2250 rpm). Place the
servo lock switch in the unlocked position ( ). Place
the track brake switch in the “on” position. Using the
all jog switch, raise the machine high enough to clear
obstacles.
Note: To hold the machine frame level, place the
servo lock switch in the unlocked ( ) position.
Adjust the slope setpoint to “0.0%” of slope by
depressing the +/- switches. Place the slope
control module in automatic (A) and the G21
controller in run mode. The machine frame will
automatically remain level from side to side while
moving the machine. It may be necessary to
reduce the sensitivity if the machine overreacts.
!
CONTINUOUS EXPOSURE TO ENGINE AND
MACHINE NOISE CAN CAUSE HEARING INJURY.
DO NOT OPERATE THE MACHINE WITHOUT
ADEQUATE HEARING PROTECTION.
Notice: To prevent damage to the starter motor,
do not crank the engine for more than 30 seconds
at a time. Allow the starter to cool for 2 to 3
minutes between starting attempts.
!
Crank the engine until it starts. Release the key and
allow it to return to the on ( ) position. After the
engine starts, do not increase speed above 1000 rpm
for one minute to allow engine oil pressure to increase.
WARNING!
!
MOVE SLOWLY ANY TIME THE MACHINE IS
LOADED OR UNLOADED OR WHEN MOVING UP
OR DOWN STEEP EMBANKMENTS.
Note: The travel variable control knobs on the
console and the remote must be rotated to the
“off” position before the engine will crank. When
the engine starts, the ignition switch must remain
in the on ( ) position for the electronic controls to
function.
Depress the emergency stop reset switch to energize
the emergency stop system. When the emergency
stop light goes out, the machine is ready for operation.
If the light stays on, make sure all of the emergency
stop buttons are pulled out.
G21 09/02/2003
!
THE TRACK BRAKE SWITCH MUST BE “ON” ANY
TIME THE MACHINE IS LOADED OR UNLOADED
OR MOVING UP OR DOWN STEEP
EMBANKMENTS.
DO NOT USE ETHER. MACHINES EQUIPPED
WITH AN INTAKE MANIFOLD FLAME HEATER
STARTING AID HAS OPEN FLAME. ETHER MAY
CAUSE EXPLOSION AND SEVERE INJURY.
!
WARNING!
2-32
the “travel” position. To start the machine in motion,
slowly rotate the travel variable control knob on the
console or the travel/steer remote clockwise. The
more the control knob is turned clockwise, the faster
the machine will travel.
031-0137B
Select a manual steer mode
031-0137B
Place the manual steer selector in one of the manual
steer positions and the G21 controller in run mode.
Place each of the control loops in automatic mode for
steering the machine. Rotate the manual steer knob
to steer the tracks. Make sure the tracks are correctly
positioned before moving the machine.
Note: The servo lock switch must be in the
unlocked ( ) position to steer the tracks.
Shipped components
360646 & 2075
Banded to the conveyor is the ladder for boarding the
machine, 2 sensor arm assemblies, 4 sensor arm
braces, the rubber discharge chute for the conveyor
and miscellaneous other parts. Cut the bands and lay
all parts off to one side for installation later.
Controls set to move the machine
360284
!
WARNING!
!
BEFORE MOVING THE MACHINE, MAKE SURE
THAT THE AREA IS CLEAR. MOVE THE MACHINE
SLOWLY WHEN LOADING OR UNLOADING. USE
CAUTION WHEN TRAVELING DOWN
EMBANKMENTS TO AVOID TILTING. BE CERTAIN
THAT THE AREA AROUND THE MACHINE IS
CLEAR BEFORE TURNING.
Remove the sensors, steering wands, grade wands
and miscellaneous other parts from the tool box on the
left front leg extension. Lay them off to the side out of
the way until needed.
Place the forward/reverse switch in the forward (F) or
reverse (R) position. Place the travel/neutral switch in
G21 09/02/2003
2-33
02 Curb and Gutter Form Preparation
CHAPTER III STANDARD SETUP
This chapter covers instructions for the preparation of
the machine, trimmerhead and the various slipform
molds used for standard types of pouring. Also
covered are instructions for mounting the attachments
to the machine and pouring operations. At the end of
the chapter are instructions for cleaning the machine
at the end of the pour. Some procedures apply to
machines that are being assembled for the first time,
while others pertain to machines that may have been
in service for some time. All adjustments are
recommended procedures only. Pay particular
attention to all Safety statements.
Adjust Stainless
301
NOTICE
WARNING!
DO NOT OPERATE THIS EQUIPMENT UNTIL
YOU HAVE READ AND THOROUGHLY
UNDERSTAND THE OPERATORS MANUAL.
Stainless Trowel Adjustment: Adjust the stainless
trowel section of the slipform mold so the leading edge
is approximately 1/8 inch (3 mm) above the rear edge
of the main pan. Make the adjustment at both sides of
the mold. Tighten the adjustment nuts securely.
DANGER!
DO NOT ALTER OR MODIFY THIS PRODUCT
WITHOUT THE EXPRESS WRITTEN CONSENT
OF THE MANUFACTURER.
UNAUTHORIZED MODIFICATION MAY RESULT
IN SERIOUS INJURY OR DEATH.
DCAL-058
!
CAUTION!
!
CONTINUOUS EXPOSURE TO ENGINE NOISE CAN
CAUSE HEARING INJURY. DO NOT OPERATE
ENGINE WITHOUT ADEQUATE HEARING
PROTECTION.
G21 06/01/04
Measure With Straight Edge
302
Place a 4 feet (1.22 m) straight edge from the rear of
the stainless trowel section, up into the main form.
Adjust the rear of the stainless until there is a 1/8 inch
(3 mm) gap between the rear edge of the main form
and the straight edge. Tighten the adjustment nuts
securely.
3-1
hopper section prior to attachment of the slipform
mold. Also for easier access, sideshift the mold
sideshift beam to the left if the split hopper is mounted
on the drawbar. Measure the slipform profile to be
used and transfer these measurements to the split
hopper section for approximate mounting position(s) of
the vibrator(s).
GOMACO TIP: It will be much easier to install the
vibrators if the hopper is attached to the drawbar
on the machine and raised above grade for easy
access.
Note: Any slipform mold within 6 to 32.75 inches
(15.2 to 83.2 cm) wide and up to 20.5 inches (52
cm) in height can be attached to the universal
hopper included with the machine (measurements
include slump allowance). Any slipform mold that
does not fit within these measurements will require
an integral hopper built for the individual mold.
Adjust Curb Profile
303
Place the straight edge in the top of the curb profile.
Adjust the rear of the curb profile stainless until there
is a 1/8 inch (3 mm) gap between the rear edge of the
main form and the straight edge. Tighten the
adjustment nuts securely. Check the sides of the curb
profile to be certain that the leading edge of the
stainless is not protruding inside the dimensions of the
main form. If so, slightly bend the leading edge of
stainless trowel as necessary.
By adjusting the stainless trowel section in this manner
assures that as concrete slips from the main form, the
leading edge of the stainless will not catch and tear the
surface. It also assures that the rear of the stainless
will push down slightly on the concrete to give it a
troweled surface.
Note: When adjusting the stainless trowel section
on curb and gutter forms, it is normally easier to
roll the form over on its top.
Install Vibrator
305
Vibrator Installation: Vibrator placement in a barrier
type curb (no gutter section) is with the lower vibrator
in an underslung (horizontal) position, centered in the
curb. The tip should be 6 inches (15 cm) above the
bottom of the form. The top vibrator should be in an
overslung (vertical) position, centered in the curb
opening and tipped back slightly. The tip should be 6
to 8 inches (15 to 20 cm) below the top of the opening.
Tighten the vibrator attaching bolts and setscrews
securely. Tighten the adjustable vibrator mount
assemblies securely in position.
Hopper Mounted to Machine
304
Vibrator and Slipform Mold Installation: The split
hopper design is a separate assembly to which the
slipform mold is attached with four clamps. For ease
of installation, the vibrators will be installed in the split
G21 06/01/04
3-2
Install Curb Vibrator
When the vibrator(s) have been installed in the hopper
section, move the machine next to the slipform profile
to be used and lower the machine until it is 1 to 2
inches (2.54 to 5 cm) above the profile. Align the
flange on the bottom of the hopper with the opening on
the top of the slipform profile. Carefully lower the
machine until firm contact is made around the
perimeter of the two halves. Place the hook of each
clamp in the catch on the profile and snap the clamp
into its locked position. Hold the clamp in position with
a hair pin. Adjust the set screw on the clamp as
necessary to create a tight seal between the hopper
and the profile. Place bolts through each of the holes
in the flange between to the halves of the slipform
mold. Secure with lock washers and nuts and tighten
securely.
306
When installing vibrators in a standard curb and gutter
form, place one vibrator in the overslung (vertical)
position, centered in front of the curb opening. The tip
should be tilted back slightly and 6 to 8 inches (15 to
20 cm) below the top of the opening. The gutter
vibrator should be underslung (horizontal)
approximately 4 to 6 inches (10 to 15 cm) from the
outer edge of the gutter with the tip centered in the
concrete thickness. Tighten the vibrator attaching
bolts and setscrews securely. Tighten the adjustable
vibrator mount assemblies securely in position.
Note: The clamps are temporary and should not
be used to hold the slipform profile to the hopper
during pouring operations.
To install vibrators in a drive over type or a valley curb
and gutter form, position both vibrators in the
underslung (horizontal) position, approximately 4 to 6
inches (10 to 15 cm) in from each edge. The tip
should be centered in the concrete thickness. Tighten
the vibrator attaching bolts and setscrews securely.
Tighten the adjustable vibrator mount assemblies
securely in position.
Hold Down Attached
309
Note: It may be necessary to position the
vibrators to one side of the recommended position
to allow steel bars to be fed into any of the forms
previously described. On forms of 3 feet (91 cm)
wide or over, it may be necessary to add an
additional vibrator in the center of the form.
Lower the hold down cylinder to the hold down bar on
the rear of the profile. Attach the lug clamp under the
hold down bar and attach the clamp to the hold down
cylinder with two bolts and lock washers. Tighten
securely.
Check the position of the vibrator(s) from the rear of
the mold. Make certain that the tip of the curb vibrator
in the overslung position does not extend more than 6
to 8 inches (15 to 20 cm) below the top of the curb
opening and is centered in the opening. Make certain
that the vibrator in the gutter section (if needed) is
centered in the opening. Adjust as necessary.
Bolt flanges together
308
G21 06/01/04
When installing vibrators in a solid hopper design
mold, the previous measurements may be used
referring to the type of mold. The vibrators may be
installed while the mold is attached to the machine (as
3-3
in the split hopper design) or, using a suitable lifting
device, the mold may be tipped forward to rest on the
front of the hopper when it is detached from the
machine.
Refer to Section 8, Mounting the Slipform Mold, for
installation instructions of other mold profiles.
Set the driveway cutter assembly in place on the
square tubes at the top of the form. Insert the
mounting bolts and tighten securely. Extend the
cylinder to the maximum, making certain the blade
enters the slot in the top of the gutter profile. Check
the gum rubber hose seals on each side of the blade
to be sure they are snug to prevent grout from leaking
out.
Note: If a slot has not been cut in top of curb
profile, order GOMACO brochure number
H-0476-02 for complete installation instructions.
California Style Blockout
310
Driveway Cutter Installation: There are two
assemblies available for cutting driveways, the
California style driveway depressor and the guillotine
cutter. It is recommended that the California style
driveway depressor be installed at the factory while the
driveway cutter can be field installed. The guillotine
driveway cutter can be interchanged with other molds,
with minor changes, while the California style driveway
depressor is built for an individual mold and cannot be
interchanged.
Driveway Cutter Blade
312
Look under the slipform mold and note the angle of the
bottom edge of the blade. It may be necessary to cut
the bottom of the blade to get the desired angle.
Note: If blade angle is to be changed, do not
remove an excess of material. Remove material
in small amounts and check performance after
each such removal.
Install Sideplates
313
Driveway Cutout
311
G21 06/01/04
Installing Sideplates: On forms that are designed to
be used for pouring against the edge of the existing
roadway (scab-on), a removable sideplate is available.
3-4
The sideplate may be installed so that the form may be
used for pouring free standing curb and gutter. Bolt
the sideplate to the side of the form and tighten the
attaching bolts securely. When the form is used for
scab on operations, the plate is removed and the
guide plates are installed in its place.
be necessary to loosen each of the clamp plates on
the sideplate guide tubes.
Measure from the bottom of the sideplate to the top of
the gutter face just ahead of the stainless section.
This measurement should be 3/8 inch (10 mm) more
than the actual height of the gutter to allow for slump.
Raise or lower the sideplate as necessary with the
adjustment bolt and tighten securely. It may be
necessary to loosen each of the clamp plates on the
sideplate guide tubes.
Measure from the top of the sideplate to the bottom of
the angle iron on the side of the form, in line with the
rear adjustment bolt. Measure from the top of the
sideplate to the bottom of the angle iron on the side of
the form, in line with the front adjustment bolt. Adjust
the front of the sideplate until the measurement is the
same as the rear. Adjust the front of the sideplate in
the same manner on both sides of the form.
Note: Sideplate measurements may vary
depending on the height of the curb and concrete
mix designs.
Stainless Trowel Section
314
The stainless trowel sections must be changed to
match the type of pour. Loosen the adjustment nuts
on the four stainless adjustment bolts. Remove the
cotter keys and pins from the adjustment bolt clevis
and remove the stainless section. Insert the proper
stainless section into place and install the pins and
cotter keys. Adjust the stainless trowel section as
previously described.
Hydraulic adjusted sideplates
001-2559
001-2560
Hydraulic Sideplates: An optional pressure
compensated sideplate assembly can be installed on
the form. Hydraulic pressure is used to hold the
sideplates down in firm contact with the grade. Hang
the control box on the top of the guard rail on the left
side of the machine.
Adjustable Sideplates: On forms equipped with
adjustable sideplates, it will be necessary to adjust the
sideplates for the proper height. Raise the form off the
ground. Measure from the bottom of the sideplate to
the top of the curb form just ahead of the stainless
section. This measurement should be 5/8 inch (16
mm) more than the actual height of the curb to allow
for slump. Raise or lower the sideplate as necessary
with the adjustment bolt and tighten securely. It may
Connect the pressure and return hoses from the
control valve to the quick couplers hanging down
under the machine near the pump suction lines. Route
the hoses from the sideplate cylinders over the top of
the slipform mold to the control box on the left guard
rail. Connect the hoses from the cylinder to the
respective hoses in the control box. Be certain to
place the protective covers over/in the quick couplers
Adjustable sideplates
G21 06/01/04
3-5
when they are disconnected to keep dirt from entering
the hydraulic system.
During pouring operations, place the control valve
handles in the “down” position and adjust the pressure
holding the front and rear of each sideplate on the
grade to approximately 300 psi (20.7 bar). To adjust
the pressure, loosen the jam nut on the adjusting
screw and turn the screw in to increase pressure, or
out to decrease pressure. Before raising the slipform
mold, place the control valves in the center (neutral)
position. Move the valve handles to the “up” position
to raise the sideplates.
Note: It may be necessary to operate the two
front sideplate cylinders in the “neutral” position if
running on soft subbase to prevent the sideplate
from digging into the subbase material.
03 Sidewalk Form Preparation
Note: Maximum width of the sidewalk form is 5
feet (1.52 M) when the simultaneous trimming and
pouring method is used.
Remove Bolts Between Sections
316
Remove the bolts from the adjoining ends of the
stainless trowel section. Remove the bolts from the
back of the form and the hopper where it is to be split.
If an insert section is to be removed, remove the bolts
at each side of the section and lift the section clear.
Push the sections together and insert the bolts
previously removed. If a section is to be added, use a
suitable lifting device and lift one side of the form away
from the other section enough to insert the section of
desired width. Insert the bolts through each end of the
added section. Do not tighten bolts at this point.
Straighten Bottom of Form
317
Sectional Form
315
Using a suitable lift device, align the bottom edge of
the form where the section(s) adjoin. Place a straight
edge across the front and the rear of the main form to
check for flatness. If the profile needs adjusting, it
may be necessary to shim the insert sections of the
main form. Tighten all bolts securely.
Changing Sectional Form Widths: When changing
the width of the sectional sidewalk mold, it should be
removed from the machine. Place adequate support
blocking under the form on each side of the joint where
the form is to be split.
Note: If a section is to be removed, place
blocking to each side of, but not under the section.
Stainless Adjustment
318
trowel section of the slipform mold so the leading edge
is approximately 1/8 inch (3 mm) above the rear edge
of the main pan. Make the adjustment at both edges
G21 06/01/04
3-6
and at each center adjustment location. Tighten the
adjustment nuts securely.
Place a 4 feet (1.2 M) straight edge from the rear of
the stainless trowel section, up into the main form.
Adjust the rear of the stainless, at each adjustment
location, until there is 1/8 inch (3 mm) gap between the
edge of the main form and the straight edge. Tighten
the adjustment nuts securely.
desired location and mark the holes. Drill 3/8 inch (10
mm) holes at each marked location and then install the
blockout.
Bolt the edger into place on the stainless trowel
section. Place a straight edge along the side of the
blockout and adjust the front of the edger so it is 1/8
inch (3 mm) outside the rear edge of the blockout.
Adjust the rear of the edger in, or out, so there is a 1/8
inch (3 mm) gap between the rear edge of the blockout
and the straight edge. Tighten the attaching bolts
securely.
Note: If holes are not in stainless trowel section,
position edger in proper location and mark holes.
Drill a 3/8 inch (10 mm) hole at each of the marked
locations and attach the edger.
Straightedge on Stainless
319
Place a straight edge across the rear edge of the
sidewalk portion of the stainless trowel to check for
flatness. If the profile needs adjusting, it may be
necessary to adjust the center rear of the main form
also.
Hopper Installation
321
Install the rear half of the false end into the proper end
of the slipform hopper and secure it to the rear of the
hopper. Install the front half and secure it to the front
of the hopper. Fasten the two halves together in the
center. Attach both halves to the bottom of the
blockout and tighten all mounting bolts securely.
Blockout Installation
320
Blockout Installation: If the width of the standard
sidewalk or gutter portion of the slipform mold must be
made smaller, it will be necessary to install a blockout
assembly. Tilt the form up until it is resting on the front
of the hopper. Hold the bottom portion of the blockout
in place and secure it with the bolts, nuts and lock
washers provided. Tighten the bolts securely. If the
holes are not provided in the main form, it will be
necessary to drill holes. Secure the blockout in the
G21 06/01/04
Sidewalk Vibrators
322
Vibrator Installation: Install a vibrator 4 to 6 inches
(10 to 15 cm) in from the edge of the sidewalk portion
of the form in the underslung (horizontal) position. The
3-7
top of the vibrator tip should be even with the bottom
of the form pan. On 3 to 5 feet (0.9 to 1.5 M) wide
forms, a third vibrator should be positioned in the
center of the form. The center vibrator(s) should be
installed in the underslung (horizontal) position, with
the top(s) even with the bottom of the form pan.
should be placed in the same vertical position,
provided the tracks are all operating on subgrade that
is parallel to and at approximately the same elevation
as the concrete subgrade. Also, the machine frame
cross slope should be at the same slope as the grade
the machine is operating on.
Normally the track mounts are all placed in position
number one when pouring curb and gutter or sidewalk
requiring a straight grade profile. The mounts are
usually placed in the highest position for barrier wall
(#3) when pouring under the machine, or in the lowest
position (#1) when pouring side mount barrier or
bridge parapet.
Depth Extensions
323
Installing Depth Extensions: If the thickness of the
sidewalk must be increased, bolt on extensions are
available for the bottom of the form sides. Bolt the
extensions into place and tighten securely. If no holes
are provided in the bottom angles of the form, clamp
the extensions in place and mark the location of the
holes. Drill the holes, using a 1/2 inch (13 mm) drill bit.
Fasten the extensions in place and tighten the
mounting bolts securely.
If the cross slope of the machine frame is different
than the slope of the grade the machine is operating
on, it may be necessary to adjust one or more of the
legs vertically. Adjust the leg(s) to positions two or
three as necessary to keep the hydraulic grade control
cylinders extended near the center of stroke during
normal pouring operations.
04 Positioning the Legs
Leg Mounts Numbered
349
Leg Positions
348
Vertical Positioning: The vertical positioning of the
track mounts will be determined by the difference in
elevation between the subgrade on which each track
runs and the concrete subgrade. The positioning is
also affected by the slope of the machine frame in
relation to the slope of the grade the machine is
operating on and by the type of profile. It is
recommended to adjust the track mounts so that the
leg is extended near the center of stroke during normal
pouring operations. The track mounts are adjustable
in 4 inch (10 cm) increments. All three track mounts
G21 06/01/04
If the left front track is running on the same grade
elevation as the concrete subgrade, but the right front
and rear tracks are running on grade that is lower than
the concrete subgrade, it may be necessary to adjust
the right and rear track mounts vertically to position the
cylinders near the center of their stroke. If the left front
track is running on a grade elevation that is a lower
elevation than the right front or rear tracks, it can be
adjusted vertically to position the cylinders near the
center of their stroke.
3-8
!
CAUTION!
IT IS ADVISABLE THAT AT LEAST THREE
PERSONS PERFORM THE REPOSITIONING
OPERATION. ONE TO OPERATE THE MACHINE
AND “JOG” SWITCHES, ONE TO STABILIZE THE
TRACK MOUNT AND ANOTHER TO REMOVE AND
REPLACE THE ATTACHING BOLTS.
When adjusting the vertical position of the track
mounts, the rear track should be as near the center of
the machine as possible. Using the “jog” switches on
the appropriate control loop, raise the machine frame
to maximum height then adjust the right front leg to
level the machine frame.
Leg Prepared for Removal
WARNING!
Make certain that the water tank is empty before
adjusting the position of the right leg. It is advisable to
place a chain around the outer guide tube and the top
of the frame mount to aid in stabilizing the track mount.
Place adequate blocking or a support under the right
leg extension tube or support it with a lifting device.
Using the jog switch for the right front grade, lower the
machine onto the support system until all weight is
removed from the track. Remove the eight mounting
bolts. Using the jog switch, lower the track guide tube
until the proper holes in the guide tube align with the
holes in the frame mount. Replace the bolts and
tighten securely. Lift the machine high enough to
remove the support system.
Place adequate blocking or support under the rear of
the machine frame or support it with a lifting device.
Do not place blocking under the rear track positioning
cylinder or under the hydraulic tank drain plugs. Using
the jog switch for the rear grade, lower the machine
frame onto the support system until all weight is
removed from the track. Remove the eight mounting
cap screws. Using the jog switch, lower the track
guide tube until the proper holes in the guide tube
align with the holes in the frame mount. Replace the
cap screws and tighten securely. Be certain that the
lock washers are in place on the cap screws. Lift the
machine high enough to remove the support system.
350
!
Note: It is advisable to place a wooden block
between the track yoke and the track and place a
chain around the outer guide tube and top of the
frame mount to help stabilize the assembly.
!
!
WHEN ADJUSTING THE POSITION OF THE LEG,
DO NOT GET UNDER THE MACHINE, OR THE LEG.
DO NOT PLACE FINGERS IN HOLES TO CHECK
FOR ALIGNMENT. SEVERE INJURY, OR
AMPUTATION, COULD OCCUR IF THE LEG WERE
TO MOVE OR FALL.
Place adequate blocking or a support under the left
front leg extension or support it with a lifting device.
Place the servo lock switch in the “off” position. Using
the jog switch for the left front grade, lower the
machine frame onto the support system until all weight
is removed from the track. Remove the eight
mounting bolts. Using the jog switch, lower the track
guide tube until the proper holes in the guide tube
align with the holes in the frame mount. Replace the
bolts and tighten securely. Lift the machine high
enough to remove the support system.
G21 06/01/04
3-9
Position Rear Track
351
The rear track assembly should normally be positioned
so enough clearance exists between the front of the
track and the rear of the slipform mold to allow the
track to turn without running into the concrete when
doing radius work. It can be adjusted from centered
on the machine frame up to 40 inches (101.6 cm) to
the left, or flush with the left side of the frame. Move
the rear shift control lever to either the “left” or “right” to
position the rear track as desired. It is advisable that
the machine be moving during positioning operations.
G21 06/01/04
Left Front Leg Positions
352
The pivoting left front track extension can be adjusted
to position the left front track from straight ahead
(aligned with the outside of the main frame) to 21
inches (53.3 cm) to the outside (left) of the frame, or
12 inches (30.5 cm) to the inside (right) of the frame.
Remove the left front turnbuckle between the machine
frame and the left front pivot arm. Move the left front
leg pivot switch in either the “left” or “right” direction to
position the track in the desired position.
3-10
Install left front pivot turnbuckle
360013
Once the left front leg has been pivoted to the desired
position it will be necessary to install the turnbuckle
between the lugs on the left front leg pivot arm and the
mount bracket on the front of the machine frame.
Install the mount bracket to the front of the machine
frame with the clamps, bolts, lock washers and nuts
provided and tighten securely. Insert the turnbuckle
between the mount bracket on the machine frame and
one of the two lugs that are welded to the pivot arm.
Insert the pins in each end of the turnbuckle and
secure with hair pins. Tighten the turnbuckle to
remove any excess movement in the pivot arm.
Tighten the lock nut securely.
Note: Properly tighten the turnbuckle by screwing
the threads into the barrel of the turnbuckle.
Notice: The turnbuckle is installed to remove
excess movement in the left front leg pivot while
pouring. An unsatisfactory finished product may
result if it is not installed.
G21 06/01/04
Right Front Leg Positions
353
The right front track extension can be adjusted to
position the right front track from flush with the outside
of the main frame to 24 inches (61 cm) to the outside
(right) of the frame. To position the track, start the
machine traveling in either the forward or reverse
direction. Move the right front frame extension control
valve in the “left” or “right” direction to position the
track in the desired position. The track can be
positioned anywhere in its range of movement. It may
be necessary to loosen the right front leg clamps
before attempting to move the leg. Tighten the clamps
securely when the leg is in its’ final position for the
pour.
3-11
05 Preparing and Mounting the Conveyor
Install Discharge Chute
360641
Conveyor Shipping Position
354
The conveyor is usually shipped attached to the
machine. In special cases the conveyor will be
removed for shipment.
Turn the discharge chute over and slide the rubber
discharge chute into place on the conveyor discharge
ring. Two and preferably three channel locks or
locking pliers (vise grips) are the best tools for
installing the rubber discharge chute to the ring. Place
the ring clamp around the rubber chute. To assemble
the ring clamp, use a clamp to pull the two ends of the
ring clamp together. Insert the bolt and tighten the
clamp securely. Be certain that the end of the rubber
chute is 2 to 3 inches (5 to 7 cm) above the top metal
ring on the discharge chute and the ring clamp is just
above the bottom ring.
Parts Banded to Conveyor
355
Several component parts are banded to the conveyor
for shipment. Cut the bands and remove all the parts
from on top of conveyor and lay them to one side until
required.
Mount Conveyor Cam Follower Assembly to Machine frame
357
Raise the conveyor cam follower assembly, with the
pivot arm and conveyor lift cylinder assembly attached,
into position above the frame mount attached to the
front of the machine frame. Carefully lower the
conveyor cam follower assembly and start the pivot
arm into the frame mount. Lower the conveyor cam
follower assembly until it is supported by the frame
mount. Raise the yoke end of the conveyor lift cylinder
assembly and attach it to the lower end of the pivot
arm. Install the bolt and tighten. Connect the
G21 06/01/04
3-12
conveyor lift hoses (1/4 inch (6 mm) hoses) to the
conveyor lift cylinder. Be certain the lift cylinder is
positioned below the two piece tube.
Note: The mounting bracket for the conveyor shift
valve should be closer to the discharge end of the
conveyor.
Connect the conveyor motor hose quick couplers to
the conveyor bulkheads on the side of the operators
console. Start the engine and move the conveyor
control valve to the “forward” position. The conveyor
should run in a direction that would bring concrete up
the belt. If the belt runs the wrong direction, reverse
the hoses on the drive motor.
Adjust the conveyor belt tension and adjust the
alignment of the belt following the instruction in the
Maintenance chapter.
06 Trimmerhead Preparation
Positioning the Trimmerhead Lift Mounts
Mounting Conveyor to Conveyor Cam Follower Assembly
359
!
WARNING!
!
DO NOT GET BENEATH CONVEYOR DURING
ASSEMBLY. IF THE CONVEYOR WERE TO FALL,
SERIOUS INJURY CAN OCCUR.
Position the conveyor frame over the conveyor cam
follower assembly. Align the bottom slotted hole in the
conveyor cam follower assembly with the first hole
below the conveyor insert section. Insert the four
bolts, flat washers (on slotted holes only), lock
washers and nuts on both sides of the conveyor frame
and tighten securely.
Trimmerhead Lift Mounts Installed
324
The standard position for the left and right
trimmerhead lift assembly, when pouring curb and
gutter or sidewalk, is to align the bottom of the
mounting flange on the lift assembly with the bottom of
the frame mounting flange. The lift assembly is
equipped with 12 inches (30.4 cm) of cylinder stroke to
accommodate most elevation adjustments. However,
the lift assembly may be lowered on the frame mount
flange an additional 6 inches (15.2 cm) to
accommodate a bi-level subgrade. The left lift mount
also has two horizontal mounting positions and should
be mounted closest to the outside (left) of the frame for
maximum coverage of the slipform mold when fully
side shifted to the left. Insert the bolts, lock washers
and nuts and tighten securely.
Conveyor Quick Couplers
362
G21 06/01/04
3-13
Note: If the left lift assembly is mounted to the
inboard position and the trimmerhead is side
shifted fully to the left, the trimmerhead may not
cover the full width of the mold when it is side
shifted to its maximum left extension. The inboard
mounting holes allow the trimmerhead to retract
flush with the left side of the machine frame for
minimum road travel width.
Thoroughly clean the quick couplers on the
trimmerhead lift hoses. Connect the lift hoses to their
respective quick couplers on the trimmerhead lift
cylinders. Whenever the trimmerhead lift is removed,
always place the protective covers over/in the quick
coupler to prevent dirt from entering the hydraulic
system.
Changing Trimmerhead Width
Trimmerhead Removed from Machine
360654
It is recommended to remove the trimmerhead from
the machine when changing the width of the
trimmerwheel assembly. Disconnect all hydraulic
hoses from the trimmerhead and place the protective
covers over/in the quick coupler to prevent dirt from
entering the hydraulic system. Place a cap over the
case drain line fitting to prevent dirt from entering the
hydraulic system. Lower each of the trimmerhead lift
legs to allow easy access to all fittings. Place blocking
under the left front corner of the trimmerhead to
support it during removal from the machine.
Notice: Do not place a quick coupler in the case
drain line. Excess back pressure will cause
damage to the trimmer gearbox seal.
Standard Trimmer
325
The minimum width of the trimmerhead is 30 inches
(76 cm), consisting of a 15 inches (38 cm) drive
shroud section and a 15 inches (38 cm) idler shroud
section. Shroud inserts are available in 12 inches
(30.4 cm), 18 inches (45.7 cm) and 30 inches (76.2
cm) sections. Maximum grade width of the
trimmerhead should not exceed 66 inches (1.67 M). It
is recommended that the trimmer width should be at
least 6 inches (15 cm) wider than the pouring width.
G21 06/01/04
!
CAUTION!
!
MAKE CERTAIN ALL PERSONNEL ARE CLEAR OF
THE MACHINE AND/OR ARE AWARE THAT THE
MACHINE IS MOVING.
3-14
Trimmerhead removed from machine
3029a
Remove the bolts from the trimmerhead shroud prior
to laying the trimmerhead over on to the rear of the
shroud.
Remove bolts from left trimmer slide
360207
Remove eight bolts from the left shift mount attached
to the trimmerhead shroud.
Trimmer on Back
330
Lay the trimmerhead over on it’s back. Remove the
bolts, nuts and lock washers connecting the trimmer
wheel to the idler shaft. It is recommended to support
the trimmer wheel on the discharge end with blocking
to prevent damage to the gearbox guideplate on the
opposite end of the trimmer wheel. With all bolts, nuts
and lock washers removed from the shroud, separate
the sections of the trimmer to allow insertion or
removal of sections as required.
Remove bolts from right trimmer slide
Note: The 26-7/8 inch (68.3 cm) main drive wheel
section must remain attached to the drive gearbox.
360208
Remove eight bolts from the slide clamps which are
over the I-beam shift assembly on the right side of the
trimmerhead. Remove the shim plates and clamps.
Raise the machine high enough to clear the
trimmerhead assembly. Move the machine away from
the trimmerhead while watching for clearance of all
obstacles.
Position Inserts
331
G21 06/01/04
3-15
Position the insert shroud(s) next to the drive shroud
and attach with bolts, nuts and lock washers and
tighten securely. With the tooth mounts forming a
continuous spiral, connect the trimmer wheel insert(s)
to the end of the trimmer wheel and tighten the bolts
securely.
Note: Make certain that the trimmer width is at
least 6 inches (15 cm) wider than the pouring
width.
Trimmerhead Removed
360654
To change the trimmerhead to left hand discharge,
remove the trimmerhead assembly from the machine
following the description in the preceding section on
changing trimmer width.
Install Trimmer Wheel
332
Move the idler shroud and shaft into position. Align
the idler shaft flange with the trimmer wheel and bolt
both the shroud and trimmer wheel flanges together.
Tighten securely. Using a suitable lifting device, raise
the trimmer assembly into an upright position and
support the front of the shroud with blocking.
Left Hand Discharge Trimmerhead Assembly
Note: A right discharge trimmerhead is standard
equipment. If left hand discharge is required, a left
hand discharge trimmerhead conversion must be
ordered.
Gearbox Removed
GOMACO Tip: It is typically recommended to
order a complete left-hand discharge trimmerhead
minus the gearbox and motor. This reduces down
time, when changing from right discharge to left
discharge, to the amount of time required to
change the gearbox and motor from one trimmer
assembly to the other.
337
!
The following procedures describe changing of a right
hand discharge trimmerhead to a left hand discharge
trimmerhead with the least amount of purchased parts.
The purchased parts will determine the number of
assembly procedures needed to complete the
assembly. Follow only those required.
G21 06/01/04
WARNING!
!
KEEP HANDS AND FEET CLEAR OF THE
TRIMMER GEARBOX. SERIOUS INJURY CAN
OCCUR IF THE TRIMMER GEARBOX DROPS ON
FEET OR HANDS WHEN REMOVED FROM THE
TRIMMER WHEEL.
Unscrew the adjustment bolt from the drive mount
plate and remove the bolt from the drive shroud.
Remove the two main hydraulic hoses from the drive
motor and place protective covers in the ends of the
hoses to prevent dirt from entering the hydraulic
circuit. Remove the two fittings in the hydraulic motor
and place protective covers in the motor ports to
3-16
prevent dirt from entering the hydraulic circuit.
Remove the front and rear guides from either side of
the drive mount plate. Remove the 1/2 inch (13 mm)
bolts connecting the drive mount plate to the gearbox
and remove the drive mount plate. Remove the
tapered nuts connecting the gearbox to the trimmer
wheel. Remove the gearbox from the trimmer wheel.
LH Trimmerwheel
341
Gearbox Assembled
340
Using a suitable lifting device, insert the drive motor
and gearbox assembly into the 26 7/8 inch (68 cm) left
hand discharge trimmer wheel. Attach the eight
tapered nuts and tighten securely. Attach the drive
mount plate to the gearbox (the motor ports, when
mounted in the trimmerhead should point towards
forward direction of travel and at a slight angle
upward). Insert nine bolts and lock washers and
tighten securely. Use a suitable lifting device and
place the gearbox and trimmer wheel assembly into
position in the trimmer drive shroud.
Attach the front and rear guides in position on either
side of the drive mount plate. Insert eight bolts and
lock washers (flat washers are always placed over
slotted holes when needed). Remove the two set
screws from the right hand trimmer drive shroud and
insert them into the left hand drive shroud. Screw
them tight against the slotted guide. Tighten all bolts
securely.
Note: The trimmer wheel should be adjusted for
proper height when mounted on the machine.
Thoroughly clean the hydraulic fittings and insert them
into the gearbox drive motor. Tighten securely. Attach
the hose fittings to the motor fittings and tighten
securely. The drive hoses will need to be switched so
that the trimmer wheel rotates in the correct direction
when the trimmer valve is in the “forward” position.
After assembly is completed, raise the trimmerhead to
set it upright using a suitable lifting device. Place
blocking under the front corner of the trimmerhead to
hold it in an upright position.
Attach the trimmerhead mount assembly to the
trimmerhead in the same manner as it was removed.
Refer to the Maintenance chapter for instructions on
adjusting the trimmer wheel height.
G21 06/01/04
3-17
Positioning and Mounting the Trimmerhead
Trimmerhead Positioned
364
Mounting the Trimmerhead: It is advisable to
position the trimmerhead on a relatively flat area when
mounting it to the machine. While moving the machine
over the trimmerhead, use the left front leg pivot switch
and the right frame extension control valve to position
the tracks in their full outboard positions. This will
enable driving over the trimmerhead. Move the
machine until the slots in the front mounts line up with
the front mounting bars across the top of the
trimmerhead. Be certain that the left side of the
trimmerhead is mounted flush with the left side of the
machine frame for transport width restrictions.
Attach Rear Mounting Bracket
366
Slowly raise or lower the rear of the machine until it is
possible to slide the rear mounting bracket onto the
rear mounting bar. Secure with flat washer, lock
washer and bolt. Tighten securely.
Note: It will be necessary to position the
trimmerhead laterally after the mold has been
installed. This is done with the trimmer shift
switch.
Trimmerhead hooks
365
Slowly lower the machine and make sure the front
mounting bars slide completely into the front mounting
slots. When the mounting bars have slid all the way
into the slots, place the latch bolts under the front bar
and secure it by tightening the nuts securely. The
front bar should be pulled into the slots of the front
mount.
G21 06/01/04
Connect Quick Couplers
360188
!
DANGER!
!
TO PREVENT SERIOUS INJURY, OR DEATH, BE
CERTAIN THAT THE TRIMMERHEAD AREA IS
CLEAR BEFORE STARTING THE
TRIMMERWHEEL. STAY CLEAR OF THE
TRIMMERWHEEL WHEN THE ENGINE IS
RUNNING. STOP THE ENGINE BEFORE
PERFORMING ANY SERVICE WORK ON THE
TRIMMERWHEEL UNLESS OTHERWISE
INSTRUCTED.
3-18
Thoroughly clean the quick couplers on the trimmer
drive hoses and on the bulkhead to prevent dirt from
entering the hydraulic system. Connect the trimmer
drive hoses to their respective quick couplers on the
bulkhead. Whenever the trimmerhead is removed,
couplers to prevent dirt from entering the hydraulic
system.
Connect Trimmer Sideshift Hoses
360199
Connect Case Drain Line
Thoroughly clean the quick couplers on the trimmer
sideshift hoses and on the bulkhead to prevent dirt
from entering the hydraulic system. Connect the
trimmer sideshift hoses to their respective quick
couplers. Whenever the trimmerhead is removed,
couplers to prevent dirt from entering the hydraulic
system.
360155
Clean all dirt from the case drain line fittings. Connect
the case drain line from the trimmer to the machine
case drain line. Whenever the trimmerhead is
removed, always place the protective covers over/in
the case drain line connections to prevent dirt from
entering the hydraulic system.
07 Mounting the Slipform Mold
Notice: Do not place quick couplers in the case
drain line. Excessive back pressure, caused by
quick couplers may cause trimmer gearbox seal
failure.
Position Mold
370
Place the slipform mold on a relatively flat spot. Coil
the vibrator hoses and place them in the mold hopper.
Extend the mold sideshift so that the drawbar is
beyond the frame of the machine. Move the machine
into position next to the slipform mold. It may be
necessary to swing the left front track back to its
straight ahead position. Be sure that the mold is far
enough forward, so that when the machine is lowered,
the drawbar will clear the drawbar plates on the mold.
G21 06/01/04
3-19
On slipform molds of 4 feet (1.22 M) or wider, it will be
necessary to shift the mold side shift to the center of
the slipform mold drawbar. Install a drawbar pin
through the hole in each end of the slipform mold
drawbar.
Align Drawbar
371
Lower the machine far enough to align the machine
drawbar with the drawbar plates on the back of the
mold hopper. It may be necessary to lower the
machine drawbar, by loosening the limiting nuts and
lowering the drawbar hold down cylinder, if the trimmer
prevents the machine from being lowered enough.
Slowly drive the machine forward and make sure the
machine drawbar slips in between the drawbar plates
on the mold. Normally the mold is mounted as far to
the left as possible for clearance reasons.
Hold-down Connected
373
Using the form hold down control valve, extend (lower)
the hold down cylinder until the mounting plate
contacts the hold down bar on the rear of the form. It
may be necessary to loosen the hold down cylinder
mounting bracket and slide it left or right on the mold
sideshift beam to center the cylinder on the mold hold
down bar. Place the locking lug under the hold down
bar and tighten securely. It may be necessary to turn
the adjustment nuts on the hold down limiting rods, to
the end of the rods, to allow the hold down cylinder to
extend enough.
Insert Two Drawbar Pins
372
!
WARNING!
!
DO NOT INSERT FINGERS INTO THE HOLES TO
CHECK FOR ALIGNMENT AS SEVERE INJURY
COULD OCCUR IF THE MACHINE OR THE
SLIPFORM MOLD WERE TO MOVE.
Align the holes in the mold drawbar plates with the
appropriate holes in the drawbar. Insert two drawbar
pins.
G21 06/01/04
3-20
Connect Driveway Cutter
375
The driveway cutter, or depressor (if so equipped) is
normally powered by the rear shift control valve.
Position the rear track to the necessary operating
position and disconnect the quick couplers from the
rear shift cylinder. Clean all the dirt from the quick
couplers and connect them to the quick couplers on
the driveway cutter. When the hoses are
disconnected, place the protective covers over/in them
to prevent dirt from entering the system.
Hook and Go Attachment
Connect Vibrator Quick Couplers
374
Thoroughly clean the quick couplers on the vibrator
drive hoses and the bulkhead quick couplers to
prevent dirt from entering the hydraulic system.
Connect the vibrator drive hoses to the vibrator outlet
quick couplers. It is recommended that the vibrators
be connected in a consecutive order beginning with
number 1 from top to bottom on the bulkheads. Any
vibrator bulkhead that does not have a vibrator
attached to it, must have the loop hoses connected.
Position the slipform mold as indicated previously.
Extend the mold sideshift so that the drawbar is
beyond the frame of the machine. Move the machine
into position next to the slipform mold.
When the vibrators are disconnected, place the
protective covers over the quick couplers or connect
couplers to keep dirt from entering the hydraulic
system.
Align drawbar
360586
Lower the machine far enough to align the machine
drawbar with the drawbar plates on the back of the
mold hopper. It may be necessary to lower the
machine drawbar, by loosening the limiting nuts and
lowering the drawbar hold down cylinder, if the trimmer
prevents the machine from being lowered enough.
G21 06/01/04
3-21
Slowly drive the machine forward and make sure the
machine drawbar slips in between the drawbar plates
on the mold. The alignment pin should fit between the
lower guides on the machine drawbar.
08 Mounting the Sensors
Standard Sensor Arms
Adjust Sensor Arms Parallel
Sensor arms parallel on
left side of machine frame
Front sensor arm
Right side
of machine
frame
A
Rear sensor arm
B
3600DWG2
Adjust sensor arms parallel
3600SWG2
Drawbar fully engaged
360594
Advance the machine travel until the drawbar
alignment pin is fully engaged.
Initial setup of the sensor mount tubes requires
adjusting the outer sensor mount tubes parallel with
each other. Using a straight edge placed against the
right side of the machine frame and aligned with the
front sensor mount tube, measure distance “A”
between the left end of the outer tube and the straight
edge. Record this measurement. Place the straight
against the right side of the machine frame and align it
with the rear sensor mount tube. Measure distance
“B” between the left end of the rear outer tube and the
straight edge. Compare this measurement with the
front tube. If the measurements are not equal, loosen
the clamps holding the rear outer tube stationary to the
machine frame and adjust the rear outer tube left or
right until the front and rear measurements are equal.
Tighten the clamps on the rear sensor mount tube
securely.
Note: The left ends of the front and rear outer
sensor mount tubes can now be used when
measuring the machine frame for parallel to the
guideline.
Lower the hold down cylinder
360591
Loosen the limit nuts on the hold down cylinder
assembly and extend the cylinder until it contacts the
mount bar on the rear of the slipform mold as shown
above.
To raise the slipform mold off the ground, evenly
retract the drawbar and hold down cylinders.
G21 06/01/04
3-22
rear of the angle mount bracket with two bolts, lock
washers and flat washers (flat washers are only
required on slotted holes). Tighten securely. Repeat
the procedures for the front grade jack.
Angle Mount Bracket Installed
376
Loosen the set screws on the sensor mount tubes and
slide the two tubes out and away from the side of the
machine frame to the approximate offset distance
needed to reach the guideline. With assistance, lift the
angle mount bracket in position so that the slots in the
two vertical hangers are aligned with the mounting
brackets on the ends of the sensor mount tubes.
Insert four bolts, lock washers, flat washers, nuts and
tighten securely.
Grade Jack Mounted in Second Position
378
Note: The amount that the sensor mount tubes
need to be moved out and away from the machine
frame is determined by the distance the slipform
mold is shifted from under the frame.
The front grade jack has two mounting positions. The
front position, near the trimmerhead moldboard,
should be used if radii of 10 feet or more are going to
be poured during the day. The second position with
the slotted hole located at the leading edge of the
stainless steel section of the slipform mold, should be
used if radii of 10 feet or less are going to be poured
during the day.
Three Grade Sensor Positions
CG030404-13
Grade Jacks Mounted
377
To mount the grade jacks, remove the L-shaped
sensor bracket from the bottom of the jack and install
the grade jack mount (if not attached) around the
barrel of the jack. Attach the L-shaped sensor bracket
in its original position with the bolt and lock washer.
Attach the grade jack mount to the two holes at the
G21 06/01/04
The machine is equipped with a switch to allow
changing from the front grade sensor (number 1), near
the trimmerhead moldboard, to the second position
grade sensor (number 2) at the leading edge of the
stainless steel section of the slipform mold. It is
necessary to mount all three grade jacks and sensors
to complete a radius that is smaller than 10 feet.
3-23
for the jobsite conditions. Install the sensor arm pivot
mount to the end of the front sensor arm extension
tube using two bolts, clamp bars, lock washers and
nuts. The sensor arm pivot mount is slotted to allow
vertical movement of the entire sensor arm assembly.
Adjust the vertical positioning of the sensor arms so
they will match the position of the stringline as
necessary to position the slipform mold on grade.
Tighten the bolts securely.
Steer Sensor Mount Bracket
380
Attach three steer sensor mount brackets to the
bottom of the angle mount bracket in the remaining
holes and slots with bolts, lock washers, and flat
washers. Turn the steering sensor adjustment screws
in or out until each sensor mount is at the midpoint of
the adjustment screw.
Install the sensor arm pivot (number 1 in diagram
360148) to the base of the sensor arm pivot mount.
Tighten the sensor pivot securely. Install the steer
offset jack assembly (number 2 in diagram 360148)
into the pivot mount. The steer offset jack should be
perpendicular to the machine frame. Adjust the steer
offset jack to the midpoint of its stroke to allow for
adjustment in either direction during final adjustments.
Note: It may be necessary to extend or retract the
sensor arm extension tube depending upon offset
distance and mold shift extension.
Split Sensor Arms
Three versions of split sensor arms have been
manufactured. Follow the installation instructions
which match the assemblies supplied with the
machine.
3
4
Front sensor arm
360150
1
2
Insert the parallel sensor arm tube (number 3 in
diagram 360148) into the steer offset jack assembly.
The end of the tube should extend to the rear of the
trimmerhead. Install the elevation jack assembly
(number 4 in diagram 360148) on the end of the
parallel sensor arm tube and tighten securely. The
sensor mounting position should be located in-line with
the trimmer moldboard cutting blade (as shown in
previous photo). Tighten all adjustment screws
securely.
360148
Front sensor arm
360148
Assembly 1:
The sensor arm pivot mount is provided in two
different lengths to allow shorter or longer vertical
adjustment. Choose the most appropriate pivot mount
G21 06/01/04
3-24
is positioned in line with the hold down mounting bar
on the slipform mold. Tighten all clamps securely.
3
4
5
Note: The number two steer and elevation sensor
mounts are only required for radius paving of 10
feet or less.
Assembly 2
2 1
360147
Front sensor arm
Right side
of machine
frame
Rear sensor arm
A
360147
Clamp the sensor arm pivot mount to the end of the
rear sensor arm extension tube using two bolts, clamp
bars, lock washers and nuts. Tighten securely.
Rear sensor arm
B
Install the sensor arm pivot (number 1 in diagram
360147) to the base of the sensor arm pivot mount.
Tighten the sensor pivot securely. Install the steer
offset jack assembly (number 2 in diagram 360147)
into the pivot mount. The steer offset jack should be
perpendicular to the machine frame. Adjust the steer
offset jack to the midpoint of its stroke to allow for
adjustment in either direction during final adjustments.
3600DWG2
Adjust the front and rear sensor arms parallel as
indicated earlier in this section on page 31.
Attach sensor pivots
360589
Rear sensor arm
360149
Insert the parallel sensor arm tube (number 3 in
diagram 360147) into the steer offset jack assembly.
The end of the tube should extend to the rear of the
slipform mold. Install the number 2 elevation jack
assembly (number 4 in diagram 360147) on the end of
the parallel sensor arm tube and slide forward until the
elevation jack aligns with the leading edge of the
slipform mold stainless. Install the rear elevation jack
assembly (number 5 in diagram 360147) on the end of
the parallel sensor arm tube. Slide the assembly
forward until the mounting position for the steer sensor
G21 06/01/04
Extend the front and rear sensor mount tubes. Attach
the front and rear sensor pivot mounts to the lowest
set of holes shown above. The front pivot mount
should be attached to the front side of the sensor
mount tube so clearance exists to shift the
trimmerhead left or right. The rear pivot mount (shown
above) should be mounted to the rear side of the
sensor mount tube so clearance exists to shift the
drawbar left or right. Tighten the bolts securely.
The sensor pivot may be attached to the top or bottom
of the pivot mount to compensate for guideline
location. Note the guideline location and attach the
sensor pivot as necessary for proper extension on the
3-25
sensor elevation jacks. Adjust the sensor pivot so that
it is perpendicular to the side of the machine frame as
shown above.
Top
View
Front
sensor
arm
Rear
Sensor
Arm
Front jack assemblies
360599 & CG-050501-02
360598
Steer sensor jack
360598
Insert the front and rear steer sensor jacks. A slight
angle of the arms may be required (as shown above)
to allow better support of the sensor assemblies and
allow proper positioning of the sensors in relation to
the rear of the slipform mold. Loosen and adjust the
assemblies as necessary. After proper placement is
determined, tighten all bolts securely.
Insert the front square tube into the front sensor arm
pivot mount. The end of the square tube should be
even with the rear of the trimmerhead shroud. The
square tube should be parallel to the side of the
machine frame. Tighten the setscrews securely.
Place an elevation jack and clamp assembly for the
number 1 steer and grade sensors on to the front
square tube. Slide the assembly forward until the
mounting position for the elevation sensor is
positioned in line with the trimmer moldboard blade.
Tighten the setscrews securely.
360599
Front and rear jack assemblies
360599
Rear jack assemblies
CG050501-03
Insert the rear square tube into the rear sensor arm
pivot mount. The end of the square tube should be
extended 6 to 12 inches (150 to 300 mm) beyond the
hold down mounting bar at the rear of the slipform
mold. The square tube should be parallel to the side
of the machine frame. Tighten the setscrews securely.
G21 06/01/04
3-26
Select the number 2 elevation jack assembly equipped
with a small screw jack on the steer sensor mount.
The number 2 elevation jack should be adjusted so the
steer sensor wand is 18.5 inches ahead of the rear
steer sensor wand. The rear elevation jack should be
adjusted so the rear steer sensor wand is aligned with
the rear edge of the stainless trowel surface.
1
4
Place an elevation jack and clamp assembly for the
rear steer and grade sensors on to the rear square
tube. Slide the assembly forward until the mounting
position for the steer sensor is positioned in line with
the hold down mounting bar on the slipform mold.
Tighten the setscrews securely.
2
3
360614
Assembly 3
Front sensor arm
Right side
of machine
frame
A
Attach steer screw jack assembly
360614 & 360619
Rear sensor arm
B
3600DWG2
Adjust the front and rear sensor arms parallel as
indicated earlier in this section on page 31.
G21 06/01/04
Extend the front and rear sensor mount tubes an equal
distance from the machine frame. Attach each
adapter mount tube (number 1 in previous drawing) to
the end of the sensor mount tubes. Slide the front and
rear steer screw jack assemblies (number 2 in
previous drawing) into the adapter mount tube on the
front and rear sensor mount tubes. Adjust the steer
screw jack assemblies for approximate offset distance
from the reference point of the slipform mold in use.
Tighten all bolts and setscrews securely. Locate the
mounting clamp (number 3 in previous drawing) and
four bolts with flat washers, lock washers and nuts.
Attach the mounting clamp to the bottom (as shown
above) or to the top of the steer screw jack assembly.
3-27
Sensor arm with riser extension
360621
An 8 inch riser extension (number 4 in previous
drawing) is provided to mount to the top or bottom of
the sensor steer jack assembly. The riser extension is
used when necessary to adjust for guideline location.
When mounting the riser to the top of the steer jack,
the clamp is attached on the top of the riser. When
mounting the riser to the bottom of the steer jack, the
clamp is attached on the bottom of the riser.
Front sensor assemblies
CG040613-01A
Attach three elevation jack assemblies to the
aluminum tubes. The front number 1 elevation jack
should align with the trimmerhead moldboard cutting
blade. Typical placement of the number 1 sensor
assembly is shown above. If clearance between the
trimmerhead and the number 1 sensors is a problem,
the number 1 sensors may be mounted forward of the
trimmerhead.
Attach sensor assemblies (view of left side)
360613 & 360622
Slide an aluminum rectangular tube between the
clamp and steer jack at the front and rear steer jack
assemblies. The front aluminum tube should extend to
the rear of the trimmerhead shroud.
Rear sensor assemblies
CG040613-01B
Select the number 2 elevation jack assembly equipped
with a small screw jack on the steer sensor mount.
The number 2 elevation jack should be adjusted so the
number 2 steer sensor wand is 18.5 inches ahead of
the rear steer sensor wand. The rear elevation jack
should be adjusted so the rear steer sensor wand is
G21 06/01/04
3-28
aligned with the rear edge of the stainless trowel
surface as shown in photo CG010613-01B.
Note: It is only necessary to attach the number 2
steer and elevation jack if radii of 10 feet or less
are going to be poured during the day.
Sensor Installation
Grade Sensor Mounted
CG090504-05
Mount a sensor for elevation control to the mount on
the adjustable grade jack with the mounting bolt facing
forward and the sensor hub away from the side of the
machine. Mount the sensor so the top of it is level and
tighten the mounting bolt securely. The grade sensors
are all mounted in the same manner.
The grade sensor wand is mounted with the round
tube towards either the front of the machine (same
side as mounting bolt) and pointing away from the side
of the machine or; toward the rear of the machine
(same side as the cord) and pointing away from the
side of the machine. The wand should be attached, so
that when the stop pin in the sensor shaft is centered
between the stops on the sensor, the wand is parallel
to the mounting bolt (horizontal). Tighten the attaching
“thumbscrew” securely.
Steer Sensor Mounted
360512
Mount a sensor for steering control to the adjustable
mount with the mounting bolt towards the machine and
the sensor hub towards the front. Mount the sensor
with the top level and tighten the mounting bolt
securely. Mount all three steer sensors in the same
manner.
The steering sensor wand should be attached to the
sensor hub, so that when the pin in the shaft is
centered between the stops on the sensor, the wand is
at a 90° angle to the mounting bolt (vertical). Tighten
the attaching “thumbscrew” securely.
Note: All grade sensors and wands must be
installed in the same manner. If one sensor or
wand is facing the wrong direction according to the
calibrate settings in the G21 controller, it will work
backwards (see later).
G21 06/01/04
3-29
Adjust the spring tension on the sensor hubs to hold
the wands firmly in contact with the guideline, but not
tight enough to deflect the line. Check for correct
spring tension after the machine has been adjusted to
the line. Remove all wands and check each steer and
grade sensor pair for proper spring tension. Only one
grade wand and one steer wand should be in contact
with the stringline during this testing procedure.
Sensors Connected to Bulkhead
360023
Connect the sensors to their respective plugs on the
bulkhead. Steering to the “steer” plugs, and grade
sensors to the “grade” plugs.
Notice: When the sensors are disconnected, place
the dust caps over the electrical plugs to keep
moisture and dirt out.
Note the position of the line on the grade sensor wand.
Pull the steering sensor wand away from the line and
note movement of the line on the grade wand. If
movement exceeds 1/8 inch (3 mm), the steering
sensor spring tension is too tight. Loosen tension
slightly. Note the position of the line on the steering
sensor wand. Pull the grade sensor wand down, away
from the line and note movement of the line on the
steering wand. If the movement exceeds 1/8 inch (3
mm), the grade sensor spring tension is too tight.
Loosen the tension slightly. Pull the line away from
both sensor wands. The steering wand should move
out towards the line until the stop pin in the sensor hub
contacts the stop pin in the side of the sensor. If not,
tighten the spring slightly. The grade wand should
move up towards the line, until the stop pin in sensor
hub contacts the stop pin in the side of the sensor. If
not, tighten the spring slightly. If the sensor wands
deflect the line more than 1/8 inch (3 mm), but the stop
pins in the sensor and hub will not contact one another
when the line is pulled away, suspect that the line is
inadequately tensioned. Adjust the line as necessary.
Repeat the procedure for each pair of sensors,
removing the previously checked wands from the
stringline.
Note: When checking sensor wand spring
tension, it should be done half way between
stations so line holders do not interfere. The
control system should be in the “standby” mode or
the servo lock switch must be in the “on” position
when checking the sensor spring tension.
Two Counterweight Washers Removed
386
It is normally recommended to remove two of the
counterweight washers from the rear of the grade
wand, so only two remain.
Notice: An unsatisfactory product will occur if the
guideline is not adequately tensioned. This is
especially important on the GT-3600 due to the
close proximity of the sensor wands applying
pressure to the guideline.
Adjust Spring Tension
387
G21 06/01/04
3-30
Left Side Grade Control/Right Side Slope Control
procedures. The operator must cycle the power
before any changes are enabled.
PUSH
+/- Adjust
002-2809
Grade sensor mode selection
002-2809
Depress the calibrate switch on the service panel and
use the NEXT switch to scroll forward to the grade
sensor mode. Use the slope adjust switches (+ or -) to
change the mode to “GRADE WANDS = PULL” if the
round tube of the grade wand is on the same side as
the cord. If the round tube of the grade wand is on the
same side as the mounting bolt, change the mode to
“GRADE WANDS = PUSH”.
The left front leg elevation is controlled by the front
grade sensor connected to the left front grade plug,
and the left front elevation control loop. The rear leg
elevation is controlled by the rear grade sensor,
connected to the rear grade plug, and the rear
elevation control loop. The right front leg elevation is
controlled by a slope sensor, located in the battery
box, and the right front elevation control loop. The
steering of both front tracks is controlled by the front
steer sensor connected to the front steer plug and the
front steer control loops. The steering of the rear track
is controlled by the rear steer sensor connected to the
rear steer plug and the rear steer control loop.
09 Preliminary Adjustments
PUSH
+/- Adjust
002-2812
Steer sensor mode selection
002-2812
Using the NEXT switch, scroll forward to the steer
change the mode to “STEER WANDS = LEAD” if the
round tube of the steer wand is facing forward. If the
round tube of the steer wand is facing towards the rear
of the machine change the mode to “STEER WANDS
= TRAIL”.
360352
G21 display for left grade, right slope
360352
To operate the machine with left hand grade control
and right side slope control, depress the calibrate
switch. Scroll through the various displays until the
elevation mode is displayed. Use the slope adjust
switches (+ or -) to change the mode to “L GR/R
SLOPE”. After the appropriate grade and steering
mode settings are selected, depress the calibrate
switch to return to the main control display. Adjust the
desired amount of cross slope with the appropriate
switch on the main control display. Refer to the
Preliminary Adjustments section for final adjustment
G21 06/01/04
Level Machine
389
To adjust the trimmerhead and the slipform mold for
the proper height, park the machine on a flat, level
area. Level the machine from front to back and across
the cross frame using the elevation jog switches. Stop
the engine.
Determine what offsets will be used with the slipform
mold that is attached. These may vary with the
minimum steering offset being 6 inches (15.24 cm).
Also determine if any obstacles require the slipform
mold to be fully retracted under the machine or
extended partially or fully. Shifting the mold and
trimmerhead fully to the left will allow the machine to
turn a tighter radius. Shift the slipform mold to the left
as required.
3-31
This measurement (A and B) should be equal on the
front and rear sensor arm extension tubes. If not,
adjust the extension tubes in or out as necessary to
maintain the offset distance. When the front and rear
sensor arm extension tubes are extended equally and
the offset measurement is correct, tighten the sensor
arm extension tubes securely.
Measure the offset distance
398
Adjust the steer sensor mount assembly in or out to
the approximate offset distance. Measure the offset
distance between the slipform mold and the center of
the steer sensor hub. This measurement should be
equal to the offset distance.
Front sensor arm
A
Rear sensor arm
Angle Mount Bracket Level With Machine Frame
391
Place a level on the angle mount bracket. Adjust the
angle mount bracket so that it is level from front to rear
the same as the machine frame.
If the machine is equipped with split sensor arms,
place a level between the front and rear sensor arm
extension tubes. Determine if the front and rear tubes
are parallel to the machine frame. If a difference
exists, make a spacer of the appropriate size to use
when measuring from the extension tubes down to the
stringline. Make certain the sensor arm extension
tubes are tightened securely for accuracy of the
measurement.
B
3600DWG3
Machine steered parallel to stringline
CG090504-04
Sensor mount tube measurement
3600DWG3 & 360609
Measure from the left end of the front and rear sensor
arm outer tubes to the end of the inner extension tube.
G21 06/01/04
Move the machine to a parallel position along side the
guideline and crab steer the machine towards the
guideline until the steering wands make contact.
Depress each of the steering control loop A/M
switches so that “A” (auto) is displayed in each of the
3-32
displays. Turn the steer select switch to the
“stringline” position. Make certain that the forward/
reverse switch is in the “forward” position and the
sensor select switch is in the number “1” position.
Drive the machine forward until all steering sensors
are located between two guideline stakes and the
tracks have been adjusted automatically to the straight
ahead position. Stop the machine travel.
2 sensor screw in or out until the number 2 centering
signal is equal to the number 1 centering signal.
Depress the TEST switch to return to the normal
operating display. Depress the run/standby switch
again to place the G21 controller in the “run” mode.
Front sensor arm
A
Correct Position of Guideline on Wands
Guideline
Rear sensor arm
393
B
3600DWG4
Machine Parallel to Guideline
3600DWG4
Place a straight edge vertically against the back side
of the guideline near the front sensor mount tube.
Measure from the guideline to the outer sensor mount
tube and record this measurement (A). Repeat this
procedure at the rear sensor mount tube (B).
Compare the two measurements. If they are not equal
it will be necessary to adjust the steer sensor screws
in or out. One full turn on the steer sensor screws is
equal to 1/8 inch (3 mm). Move the machine forward
until the tracks are straight ahead with the steer
sensors located between two guideline stakes and
repeat the procedure until both measurements are
equal. Tighten the locking nuts on the steer sensor
adjustment screws securely.
Note the position of the guideline on the steer wands.
When the machine is set for final grade the guideline
should be approximately 12 to 16 inches (30 to 41 cm)
from the steer sensor hub. Adjust the sensor arm
assembly up or down as necessary. Make certain the
angle mount bracket remains parallel to the machine
frame as adjusted previously.
2.40V
2.52V 0.00V
002-2760
Test mode to set the #2 steer sensor
002-2760
Depress the run/standby switch to place the G21
controller in the standby “S” mode. Depress the TEST
switch on the G21 controller. Select the left front
steering control loop by depressing the steering A/M
switch. Note the number 1 steering sensor voltage
signal. Place the sensor select switch in the number
“2” position. Compare the number 2 centering signal
with the number 1 centering signal. Adjust the number
G21 06/01/04
Machine Frame Parallel to Guideline
394
Place each of the grade wands under the guideline.
Adjust the grade jacks up or down until each one is
extended approximately half way. Loosen the set
screws holding the grade jack and raise or lower each
jack until the grade wand is in a parallel position to the
guideline. Tighten the set screws securely. Place
each of the elevation controls loops in the auto mode.
3-33
Measure from the guideline to the angle mount bracket
at the front and rear. Compare the two
measurements. If they are not equal it will be
necessary to adjust the grade jacks up or down until
the two measurements are equal. One full turn on the
grade jack is equal to 1/8 inch (3 mm).
LF BPwr SPwr GdWnd GdVlv
15.09V 5.01V 2.86V-0.38V
360356
Test mode to set the #2 grade sensor
360356
If the number 2 grade sensor is mounted for radii 10
feet (3 meters) or less, it will be necessary to center
the voltages between the number 1 and number 2
grade sensors. Depress the run/standby switch to
place the G21 controller in the standby “S” mode.
Depress the TEST switch on the G21 controller.
Select the left front grade control loop by depressing
the steering A/M switch. Note the number 1 grade
sensor voltage signal. Place the sensor select switch
in the number “2” position. Compare the number 2
centering signal with the number 1 centering signal.
Adjust the number 2 sensor jack up or down until the
number 2 centering signal is equal to the number 1
centering signal. Depress the TEST switch to return to
the normal operating display. Depress the run/standby
switch again to place the G21 controller in the “run”
mode.
subbase will be lower than the grade the tracks are
operating on, the trimmerhead can be lowered up to
12 inches (30.5 cm) hydraulically and an additional 6
inches (15 cm) of manual adjustment on the machine
frame. Make certain in either case, that 10 to 18
inches (25.4 to 45.7 cm) of inner leg tube is exposed
to allow adequate adjustment over uneven terrain.
Refer back to the leg positioning section of this chapter
for additional adjustments if necessary. With the
machine frame level left to right, place a level across
the trimmerhead lift mounts. Raise or lower the
individual mounts until the lift mounts are level. Lower
the limiting nuts for each lift mount and tighten
securely. The limiting nuts prevent the trimmerhead
from going any lower than what was set and allows the
operator to raise the trimmerhead for obstacles and
return to the previous setting.
Note: Adjust the number 2 grade and steer
sensors as shown in the radius setup section of
this chapter.
Check Machine Frame For Proper Slope
396
If the slipform mold is not built with the required slope,
it will be necessary to set the machine frame for the
proper slope. Depress the slope set point switch
pointing to the left to rotate the frame to the left.
Depress the slope set point switch pointing to the right
to rotate the frame to the right. Check the machine
frame for proper slope with a level placed across the
front of the machine frame.
Level Trimmerhead Lift Mounts
395
The trimmerhead should be sideshifted to the correct
position. If the trimmed subbase will be even with the
grade the tracks are operating on, the trimmerhead
can be adjusted so that 10 to 18 inches (25.4 to 45.7
cm) of inner leg tube on each of the grade legs is
exposed while the machine is pouring. If the trimmed
G21 06/01/04
3-34
Measure Subgrade
397
Place the trimmer control valve in the “forward”
position and begin moving forward. If no grade is
being trimmed, raise the front and rear grade jacks an
equal amount of turns until the trimmer begins cutting
grade. Measure the trimmed subgrade behind the
machine and compare it to final subgrade. It is
recommended that the subgrade be left approximately
one inch (25 mm) high prior to final trimming and
pouring to minimize loss of concrete due to low
subgrade.
!
DANGER!
Clamps on mold sideshift
360175
The slipform mold should be shifted to the correct
position according to the preset offset distance. Plumb
a level vertically against the guideline and measure to
the proper reference point on the slipform mold (Back
of curb, face of curb or face of gutter). Adjust the mold
sideshift as necessary and tighten sideshift clamps
securely.
!
CONTACT WITH MOVING TRACKS OR
TRIMMERWHEEL CAN CAUSE SERIOUS INJURY
OR DEATH. BE CERTAIN THAT NO ONE IS NEAR
THE TRIMMERWHEEL BEFORE ENGAGING THE
CONTROL VALVE. BE CERTAIN THAT NO ONE IS
NEAR THE TRACKS BEFORE MOVING THE
MACHINE. KEEP HANDS, FEET AND LOOSE
CLOTHING AWAY FROM MOVING PARTS TO
PREVENT SEVERE PERSONAL INJURY.
Drawbar Cylinder Lowered
3100
Measure for Proper Offset Distance
398
G21 06/01/04
Adjust the slipform mold for proper height, in relation to
the trimmed subgrade. The drawbar can be lowered
up to 12 inches (30 cm) hydraulically and an additional
6 inches (15 cm) of manual adjustment on the
machine frame. Place the drawbar and hold down
valves in the down position and lower the drawbar and
the hold down cylinders until the bottom of the slipform
mold contacts the subgrade. Reduce the drawbar and
hold down pressure to 50-75 psi (3.5-5.25 bar). If the
drawbar does not lower evenly it may be necessary to
loosen the drawbar clamps. It may also be necessary
to raise the limiting nuts on the drawbar and hold down
to allow the slipform mold to contact the subgrade.
3-35
Drawbar Clamps
3101
Place a level across the drawbar and check that the
drawbar is parallel to the machine frame. Adjust the
drawbar as necessary for parallel, lower the limiting
nuts and tighten securely. If the drawbar is going to
remain in this position for the duration of the pour it is
recommended to tighten the drawbar clamps securely.
If the drawbar is going to be raised and lowered it is
recommended that the drawbar clamps be tightened
enough to remove any excess movement in the
drawbar assembly but still allow the drawbar to raise
or lower.
Drawbar stabilizer adjustments
360592
After the drawbar has been measured parallel with the
machine frame, adjust each of two drawbar stabilizer
bolts in firm contact with the top of the drawbar
weldment. Tighten the jam nuts securely. The
stabilizer bolts prevent the mold from tipping left or
right when the drawbar assembly is raised or lowered
during a pour.
Note: Earlier model drawbars are not be
equipped with drawbar stabilizer bolts.
Secure drawbar bolts
3071
Securely tighten each of the drawbar hinge bolts
(shown in right side of photo above) to help prevent
tipping of the slipform mold if it is raised or lowered
during the pour to avoid obstacles.
Measure Slipform Mold for Proper Draft
3102
Plumb a level from the guideline and over the rear of
the slipform mold. Measure from the level to the
horizontal frame tube of the slipform mold at both the
front and rear of the mold. The rear of the slipform
mold should be 1/8 inch (3 mm) lower than the front of
the mold. Adjust the hold down limiting nuts as
necessary and tighten securely.
G21 06/01/04
3-36
Swing the conveyor discharge chute over the slipform
mold hopper and tighten the retainer bolt. If the chute
does not drop into the center of the hopper it will be
necessary to shift the conveyor frame.
24 Inch (61 cm) Radius Setup with 12 Inch (30 cm)
Grade and Steering Offset
The following procedures allow adjustment of the
GT-3600 for a 24 inch (61 cm) outside radius using the
top, back of the curb profile as the reference point for
grade and steering control. Precise adjustment as
indicated is required for trouble-free turning of radii.
Tight Radius Offset
Stringline
12 in.
30 cm
Connect Conveyor Shift Valve
Connect the conveyor shift cylinder hoses to the
conveyor shift valve. The operator on the conveyor
shift valve can activate the cylinder and release the
pressure on the retainer pin.
Radius
Center Point
G21 06/01/04
360521.eps
Offset measurements
360521
Remove the hair pin and retainer pin and shift the
conveyor frame up or down to center the discharge
chute over the slipform mold hopper. Place the
retainer pin in the nearest set of holes and connect the
hair pin.
Note: Testing vibration levels should be done
daily prior to pouring concrete. Allow enough time
to replace a vibrator prior to concrete arrival.
12 in.
30 cm
Hub
3103
Start the engine and increase rpm to maximum. Push
the vibrator-auxiliary travel valve in to the “vibrator”
position. Place the vibrator auto/off switch in the
“auto” position. Rotate the variable speed control dial
in the increase direction just enough to start the
vibrators without moving the machine. Rotate each
vibrator variable control valve, that has a vibrator
attached, counterclockwise to the maximum position.
Do Not operate a vibrator out of a cooling
substance (water or concrete) for periods longer
than 30 seconds. The vibrator should begin to rotate
to full speed. If necessary, test the individual vibrators
with a vibratach to measure the amount of vibration
each of the vibrators is capable of producing. If a
vibrator does not produce a minimum of 9000
vibrations per minute (VPM) at maximum engine
speed and maximum oil flow, it will be necessary to
replace the vibrator with a new or rebuilt unit.
12 in.
30 cm
The steer offset measurement used for the guideline
setup is 12 inches (30 cm) from the back of curb. The
elevation offset used for the guideline setup is 12
inches (30 cm) above top of curb. Adjust stringline
setup to conform to these measurements. Use of
fiberglass rod, pvc pipe or radius wheels is highly
recommended to reduce setup time.
Left front leg pivot turnbuckle
360014
Remove the turnbuckle from the left front leg pivot arm
and adjust the left front leg to the maximum right pivot
position. Reinstall the turnbuckle and tighten the
barrel of the turnbuckle by hand until tight. It may be
necessary to move or swing the conveyor frame
further to the right to allow the maximum extension of
the left front leg pivot to the right.
Notice: The left and right smart steer cylinder
limits must be set to allow the tracks maximum left
and right steer capability. Refer to the
Maintenance chapter for adjustment procedures.
3-37
elevation offset measurements in relation to the back
of the curb profile and top of the curb profile.
Extend mold shift
360510
After the curb profile is attached to the drawbar and
hold down assemblies, use the mold shift control
switch to extend the slipform mold to the maximum left
position. Tighten the mold shift clamps securely.
Attach the grade and steer sensors
360513
Note: The slipform mold must be extended to the
maximum left position to allow the machine to turn
a 24 inch (61 cm) outside radius.
Note the job conditions and extend the drawbar and
hold down cylinders to conform to the job. Adjust the
limit bolts on the drawbar and hold down cylinder so
the curb profile is parallel to the machine frame front to
rear.
Attach a grade sensor to each of the elevation
adjustment jacks with the mounting bolt facing towards
the rear of the machine and the sensor hub and shaft
facing towards the guideline. The sensor housing
should be mounted in a level position. Tighten the
mounting bolt securely. It may be necessary to
remove the sensor mounting bracket from the end of
the elevation sensor jack and position it as shown in
photo number 360513. Each grade sensor is mounted
in the same manner.
Attach a grade wand to the grade sensor hub. Hold
the sensor hub and shaft in a centered position
between the two stops on the sensor housing and
attach the sensor wand in a parallel position with the
sensor mount bolt. The wand should face in the
forward (push) direction. Tighten the wand thumb
screw securely.
Attach sensor arm
360508
Adjust the machine frame to a level position from front
to rear. Extend the front and rear sensor mount tubes
and attach the sensor arm in a level position to match
the machine frame. Tighten the mounting bolts
securely. Adjust the sensor arm and sensor mount
tubes as necessary to approximate the steer and
G21 06/01/04
Rotate number 2 grade sensor
360517
Adjust the number 2 grade sensor mount bracket so
that the grade sensor wand is angled towards the
3-38
guideline as shown in photo 360517. This allows the
number 2 grade wand to stay in contact with the
guideline as the outside radius is turned.
Measure steer position
360514
Measure the center to center distance between the
mounting bolts for the rear steer sensor mount
assembly and the number 2 steer sensor mount
assembly. The distance should be 18.5 inches (470
mm). Adjust the number 2 steer sensor mount to the
correct measurement by loosening the mounting bolt
and sliding the mount forward or backward. Tighten
the mounting bolt securely.
Note: The distance between the number 2 steer
wand and the rear steer wand should be the same
measurement used between the mounting bolts.
When using one of the split sensor arm assemblies,
measure the center to center distance between the
steer wands.
Attach steer sensors
360512
Attach a steer sensor to each of the steer adjustment
jacks with the mounting bolt facing towards the
machine and the sensor hub and shaft facing the
forward direction of travel. Tighten the sensor
mounting bolt securely.
Attach a steer wand to each steer sensor hub. Hold
the sensor hub and shaft in a centered position
between the two stops on the sensor housing and
attach the steer wand in a perpendicular position to the
sensor mount bolt. Tighten the wand thumb screw
securely.
The rear steer sensor wand placement should be in
alignment with the hold down cylinder mount. The
photo above shows a double stainless section.The
rear grade sensor wand and steer wand should be in
alignment with the hold down cylinder mount.
G21 06/01/04
3-39
360518
Required Pre-Trimming for Tight Radius
Pre-trimming area
Radius Wheel
Stringline
Adjust steer wand placement on stringline
Machine Direction of Travel
360507
Adjust the height of the sensor arm in relation to the
guideline so that each steer sensor wand is located on
the guideline as shown in the photo above. The
guideline should contact the steer wand approximately
3 inches (76 mm) from the tip of the wand. Remember
to maintain the sensor arm in a parallel position (front
to rear) with the machine frame when the arm is raised
or lowered for adjustment. This can be accomplished
with a level as indicated earlier in this chapter and
makes it easier to make final elevation adjustments.
It may be necessary to adjust the extension of the
elevation jacks so that the null position of the grade
sensor wand is aligned with the guideline contact point
on the steer wand. The rear grade sensor wand and
steer wand should be in alignment with the hold down
cylinder mount.
G21 06/01/04
Curb
Area of Coverage by Trimmerwheel
3600DWG1
Required pre-trimming for tight radii
3600DWG1
Pre-trimming tight radii is recommended since the
trimmerhead will not cover the full radius as shown in
photo 360518. It is also recommended that the area
not covered by the trimmerwheel, be trimmed below
final subgrade a minimum of 1/2 inch (13 mm) low. If
pre-trimming is not completed, the side of the slipform
mold will collect and drag material around the radius
causing the mold to tilt at an angle as the radius is
poured. Make certain that the width of trimmed area
around the radius is equal to, or longer than; the length
of the mold since the mold will travel sideways around
the tight radius.
Make certain all leg clamps and mold shift clamps are
tightened securely.
3-40
10 Final Adjustments
Check Slope With Level
3105
Place a level in the gutter portion of the slipform mold
at the rear of the main form. Raise the lower end of
the level until it is plumb. Measure the distance
between the form side of the level and the top of the
form to determine the amount of slope. If the amount
of slope is incorrect, adjust the slope setting on the
machine until the desired amount of slope is attained.
Check Subgrade with Level
3106
!
Note: When checking the slope on a curb and
gutter form, be sure to allow for edge slump, which
may be 1/4 to 3/8 inch (6 to 9 mm).
When checking the cross slope of a sidewalk form,
place a level across the rear of the main form. Raise
the lower end of the level, until it is plumb. Measure
the distance between the level and the top of the form.
If the amount of slope is incorrect, adjust the slope
setting on the machine until the desired amount of
slope is attained.
DANGER!
!
Hold a level, plumbed horizontally, above or below the
guideline and extended over the trimmed grade.
Measure from the guideline side of the level down to
the trimmed grade directly below the reference point
(top of back of curb, gutter line, etc.). If the
measurement is incorrect, adjust the grade sensors
equally as required. Moving the sensors up, lowers
the grade and moving the sensors down, raises the
grade. One turn of the grade jack crank changes the
grade approximately 1/8 inch (3 mm). After a grade
adjustment has been made, move the machine
forward 20 or 30 feet (6 to 9 M) and recheck the
grade. Readjust as necessary.
Note: If the grade must be lowered, it will be
necessary to have the machine moving forward
slowly.
When adjusting the grade for pouring against an
existing roadway, raise or lower the machine until the
edge of the slipform is even with the roadway.
G21 06/01/04
3-41
If the product is being poured on a smooth surface (no
trimmerhead), such as concrete or asphalt, the grade
is normally adjusted so that the bottom of the form
clears any high spots in the grade by at least 1/8 inch
(3 mm). Adjust the grade sensors up or down as
necessary. Be certain that the bottom of the form is
parallel to the machine frame when changing grade.
Note: Make certain the form is parallel to the
guideline when checking the offset.
When adjusting the offset for pouring against an
existing roadway, adjust the steering until the lip on the
edge of the form (if so equipped) is approximately 1/8
inch (3 mm) from the roadway edge.
11 Pouring Operations
After the machine has been set to line and grade, it will
be necessary to move it back to the start of the job.
Set the forward/reverse switch to the “reverse”
position. Place the front and rear elevation control
loops in the manual mode. Using the jog switches on
the front or rear elevation loops, raise the machine
high enough so the trimmerhead and slipform mold will
clear all obstacles. If the drawbar and hold down
cylinders are in a lowered position for pouring, it is
recommended to leave the front and rear elevation
control loops in the “Auto” mode and raise just the
trimmerhead and the slipform mold rather than the
whole machine. While backing the machine to the
start of the pour with the elevation control loops in the
“manual” mode, raise or lower the front or rear of the
machine as necessary to keep the steering wands
from coming off the line or to keep the trimmerhead or
slipform mold from striking an obstacle.
Check Steering Offset with Level
3107
!
DANGER!
!
Note: It may be necessary to manually steer the
machine to the start of the pour when pouring
scab on.
!
Set a level, plumbed vertically against the guideline, in
line with the machine drawbar. Measure the distance
between the guideline side of the level and the
reference point (top of back of curb, gutter line, etc.)
on the slipform mold. This measurement should be
the required offset distance. If not, adjust the front and
rear steering sensors evenly as necessary. Moving
the sensors towards the guideline, increases the
distance between the line and the form. Moving the
sensors away from the guideline, decreases the
distance between the form and line. After each
adjustment, move the machine forward 20 to 30 feet
(6 to 9 M) and recheck the offset.
G21 06/01/04
DANGER!
!
Back the machine approximately 15 to 20 feet (4.6 to
6 m) beyond the starting point of the pour if possible
and stop the machine. Place the forward-reverse
switch in the “forward” position. Lower the
trimmerhead and slipform mold if they were raised.
Using the jog switches on the front or rear elevation
control loops, lower the machine until the trimmerhead
and the slipform mold are resting on the grade. Move
the trimmerhead control valve to the “forward” position.
Place the grade sensor wands under the guideline and
3-42
the steering sensor wands, if necessary, on the
machine side of the line. Notice the position of the
display arrows on the elevation loops. If either, or
both, of the LED lights are centered or an arrow is
pointing up, place the corresponding control loop in the
“Auto” mode. If an arrow is indicated pointing down,
start the machine slowly moving forward. Using the
left front elevation jog switch, lower the front of the
machine slowly until the LED lights are centered or an
arrow is pointing up. Place the control loop in the
“Auto” mode. Do the same with the rear grade. Move
the machine forward until the starting point of the pour
is lined up with a point approximately 2 feet (61 cm) to
the rear of the slipform hopper.
!
CAUTION!
necessary to clear a small amount of material next to
the existing curb and gutter or sidewalk that the
trimmer could not remove.
Notice: Be certain to tighten the clamps on the
mold sideshift beam before attempting to pour. An
unsatisfactory finished product could result if the
clamps are not tightened.
Note: The slipform mold will not fit over the
product that was poured with it at a previous time.
Concrete slump causes the product to expand
wider than the slipform profile.
!
!
CAUTION!
!
DO NOT PLACE OIL ON THE OPERATORS
PLATFORM, OR THE BOARDING LADDER, AS IT
MAY CAUSE THEM TO BECOME VERY SLIPPERY.
INJURY MAY RESULT IF SLIPPAGE OCCURS.
DO NOT ALLOW ENTIRE WEIGHT OF MACHINE
TO REST ON THE SLIPFORM MOLD AS IT COULD
BE DAMAGED.
It is advisable to coat the inside and outside of the
form and the machine frame below the conveyor with
form oil. The conveyor frame, receiving hopper and
the discharging hopper should also be coated. Avoid
placing oil on the inside surface of the belt as it could
cause slippage.
GOMACO Tip: Place plastic or burlap over the
machine frame directly below the conveyor to aid
in clean up at the end of the day.
Pour Started from Existing Curb
3108
If the pour is to start from an existing product, it will
first be necessary to be certain that the grade at the
end of the existing product is correct. The grade at the
end of the existing product to a point at least 10 feet (3
m) beyond the end must be on grade to 1/2 inch (13
mm) low. Back the machine to the start of the pour, as
previously described, until the rear of the slipform mold
is against the existing curb and gutter.
It may also be possible on various job sites to sideshift
the mold and the trimmerhead to the right and back
the machine so that the rear of the trimmerhead will
clear the existing curb and gutter or sidewalk. Lower
and sideshift the trimmerhead into trimming position.
Trim and move the machine forward until the rear of
the slipform mold will clear the existing curb and gutter
or sidewalk. Sideshift and lower the slipform mold into
pouring position on the trimmed grade. It may be
G21 06/01/04
Concrete Vibrated Back to Existing Slab
3109
3-43
!
DANGER!
movement. Adjust the travel speed and vibration as
required.
!
MOVING CONVEYOR BELT AND ROLLERS. BE
CERTAIN THAT NO ONE IS NEAR THE CONVEYOR
BEFORE STARTING IT. SERIOUS INJURY OR
DEATH MAY RESULT IF ENTANGLED. DO NOT
STAND BEHIND THE CONCRETE SUPPLY TRUCK
WHEN IT IS BACKING INTO POSITION. SERIOUS
INJURY OR DEATH MAY OCCUR IF STRUCK BY
THE MOVING TRUCK.
Move the conveyor directional control valve to the
“forward” position and push the vibrator-auxiliary travel
valve in to the “vibrator” position. Rotate each vibrator
variable control valve, that has a vibrator attached,
counterclockwise to the maximum position. Place the
vibrator auto/off switch in the “auto” position.
Discharge concrete onto the conveyor belt from the
supply truck. Fill the hopper of the slipform mold at
least 75% full. Rotate the variable speed control dial
in the increase direction just enough to start the
vibrators without moving the machine. Allow the
vibrators to force the concrete back into the form until
they can force no more into it. Keep the slipform
hopper at least 75% full by starting and stopping the
conveyor as necessary.
As soon as the concrete begins to slip from the rear of
the form, move the hold-down control valve to the
“down” position. Adjust the hold-down pressure, by
turning the hold-down pressure control valve clockwise
to increase pressure, or counterclockwise to decrease
pressure, to hold the form in firm contact with the
concrete. If the hold-down pressure is too high, the
top surfaces will appear to “puff up” as the concrete
slips from under the form. If the hold-down pressure is
too low, the stainless trowel section will appear to
“leave” the concrete, causing the top surfaces to
appear streaked. If the stainless trowel section will not
touch the concrete surface with the pressure high,
loosen the limit bolts. Adjust the travel speed and
vibration as required.
GOMACO Tip: By spraying the underside of the
form and the grade with water, before dumping
concrete into the form, it may be possible to fill the
form more fully. It may also help to spray a small
amount of water onto the first amount of concrete
in the hopper to help it slip into the form more
easily.
Check cross slope of product
3111
After pouring 15 to 20 feet (4.6 to 6 m) check the
finished product for proper slope, line and grade. If
adjustments are needed, make them in small
increments over a great distance. For example, if the
grade requires a change of 1/4 inch (6 mm) adjust it
1/8 inch (3 mm) every 5 feet (1.5 m) or more. To
check the cross slope, place a level in the gutter
section, or across the surface of a sidewalk and raise
the lower end until the level is plumb. Measure from
the bottom of the level to the top surface of the
concrete. Adjust the slope setting of the machine as
necessary.
Adjust hold-down pressure
3110
When the form is completely full, rotate the variable
speed control dial in the “increase” direction to position
number 30, or above, to start the machine forward
G21 06/01/04
3-44
concrete line must move closer to the line, move the
sensors away from the line.
Check Grade of Product
3112
To check the grade, place a level above or below the
guideline and plumb it out over the edge of the finished
product. Measure from the guideline side of the level
down to the reference point on the concrete (top back
of curb, flow line, etc.). Adjust the front and rear grade
sensors, up or down, evenly to get the proper
measurement. If the grade must be raised, lower the
sensors. If the grade must be lowered, raise the
sensors.
Note: When checking the grade to the top back of
curb, be certain that the curb has not slumped
down too far by measuring the back side of the
curb for the correct measurement.
Check offset of product
3113
To check the offset, plumb the level vertically along the
side of the line. Measure the distance between the
guideline side of the level and the concrete reference
point (top back of curb, flow line, etc.). Adjust the front
and rear steering sensors evenly, right or left as
necessary. If the concrete line must be moved away
from the line, move the sensors towards the line. If the
G21 06/01/04
Good Product
3114
Production rate (or travel speed) is determined by
many factors, of which a few are:
1.
Delivery rate of the concrete mix. If the concrete
mix cannot be readily discharged from the
supply truck, the production rate will be lowered.
The size of the slipform mold will have a direct
affect on how far each load of concrete will go.
2.
Amount of pressure required to turn the
trimmerhead. A narrow width trimmerhead,
trimming a small amount of material, will operate
at low pressure, allowing for higher production
rate. A wide trimmerhead, trimming a large
amount of material, will operate at high pressure, reducing the production rate. Ideally, the
subgrade to be trimmed during pouring operations should be 1/2 inch to 1 inch (13 to 25 mm)
high.
3.
How wet or dry the concrete mix is (slump). With
high slump (wet) concrete, the travel speed can
be increased, which in turn will increase the
production rate. With low slump (dry) concrete,
the travel speed must be decreased, which in
turn will decrease the production rate. The
recommended concrete slump, for curb and
gutter or sidewalk, is 1-1/2 to 2 inches (38 to 51
mm).
4.
Amount of hand work to be done behind the
machine. If pouring a curb which requires the
cutting of many driveway openings, it is important that the machine not get too far ahead. If
the machine were to get too far ahead, it would
allow the concrete to begin to set, making the
cutting of each driveway opening progressively
more difficult.
3-45
Hump caused by running vibrators
3117
Wet Concrete
3115
When the concrete mix becomes too wet (high slump),
it may be necessary to increase travel speed and/or
decrease vibration to avoid a “puffy” surface. If the
concrete is extremely wet, the edges or curb may
slump excessively or even fall over. The solution
would then be to get the concrete mix drier or refuse to
accept it.
During paving operations, it occasionally becomes
necessary to stop and start the machine travel. When
stopping, rapidly move the variable speed control dial
in the “decrease” direction to the stop. This causes
the vibrators to stop at the same instant as the
machine travel ceases. When starting the machine
travel, rapidly move the variable speed control dial in
the “increase” direction to position number 30 or
above. This will start the vibrators at the same instant
as the machine travel begins. After the machine is
moving, adjust the travel speed as necessary.
Dry Concrete
Hump caused by bumping line
3116
When the concrete mix becomes too dry (low slump),
it may be necessary to decrease travel speed and/or
increase vibration to eliminate “voids” in the concrete
surface. If the concrete is extremely dry, large “voids”
may appear in the surface, or the concrete may pull
apart completely. The solution would then be to add
water to the concrete mix, or if necessary, refuse to
accept it.
G21 06/01/04
3118
During pouring operations, it is important that nothing
comes in contact with the guideline. Be certain there
is no debris against the guideline which could become
entangled in the sensor wands. Be certain that
persons working around the machine do not come in
contact with the line.
3-46
Trimming excessive grade
3119
!
DANGER!
!
Low grade boil out
IF THE TRIMMER WHEEL IS FULL OF MATERIAL
THAT MUST BE CLEARED BY HAND OR
MATERIAL MUST BE REMOVED FROM THE
SUBGRADE, THE TRIMMERWHEEL MUST BE
STOPPED AND THE ENGINE MUST BE SHUT OFF
BEFORE CLEARING THE MATERIAL OR SERIOUS
INJURY, OR DEATH, CAN RESULT. FOR
ADDITIONAL SAFETY, REMOVE THE KEY FROM
THE IGNITION SWITCH. BE CERTAIN THAT
PERSONNEL ARE CLEAR OF THE
TRIMMERWHEEL BEFORE STARTING THE
ENGINE. KEEP HANDS, FEET AND LOOSE
CLOTHING CLEAR OF TRIMMERWHEEL WHILE IN
OPERATION.
3120
When low spots are present in the subgrade, it is
advisable to fill them with fill material prior to pouring
operations. Enough fill should be added so that when
it is compacted the grade is 1/2 to 1 inch (13 to 25
mm) high. Low areas can cause the top line of the
finished product to sag, especially if the hold-down
limiters are not used. It is recommended to spot check
for high and low grade spots.
Pouring on low grade can cause severe loss of
concrete yield. For example, with the grade 1/2 inch
(13 mm) low over a width of 3 feet (0.91 m), an
additional cubic yard (0.764 m) would be required for
every 216 feet (65.8 m) poured.
During trimming and pouring operations, it is normally
recommended to trim no more than 1 to 1-1/2 inches
(25 to 38 mm). If more than 2 inches (51 mm) of
material must be removed, it is best to remove it with a
motorized blade or scraper. If an attempt is made to
remove the excessive amount of material with the
trimmerhead, it could cause frequent stalling of the
trimmerhead drive system. This would reduce the
production rate. Also, if the rear track is running on
the windrow created by excessive trimming, it could
cause a build up in the track, which could cause track
damage. The leg may also bottom out while running
on the windrow created by excessive trimming,
causing loss of grade control.
Trimmer Position on Radius
Note: If a motorized blade or scraper is not
available, the grade can be pre-trimmed by raising
the machine 1 inch (25 mm). After the grade is
pre-trimmed, back the machine to the start of the
pour, lower it the 1 inch (25 mm) and begin
pouring operations. The windrow from pretrimming should be removed in some manner.
G21 06/01/04
3121
For tight radius work, it will be necessary to remove
excess subgrade material before attempting to pour.
The trimmerwheel will not follow the same path as the
rear of the slipform mold and will not remove any
material in this area. Using grading equipment,
remove the excess material so that it is on or just
below final grade. This should be done around the
3-47
complete radius and extended up to 10 feet (3 m)
beyond the ends of the radius.
corresponding sensor(s). Continue to pour forward
until the rear sensors are to the obstacle. Repeat the
procedure for the rear sensors.
When entering a tight radius the slipform mold hopper
should be full of concrete so that it is not necessary to
stop the machine in the middle of the radius. When
pouring around a tight radius it may be necessary to
slow the travel of the machine at the beginning of the
radius to allow the front tracks to make the initial turn.
It may also be necessary to reduce the speed of the
vibrators to prevent the concrete from pumping out the
back of the slipform mold. Adjust the speed of the
machine travel and the vibrators to prevent an
unsatisfactory finished product.
Note: If several obstacles are apparent, it may be
less time consuming to readjust the guideline in
order to avoid the obstacle.
Occasionally, obstacles are situated between the
guideline and the finished product. If clearance is
possible, remove just the sensors or the grade jack. It
may be necessary to loosen and slide the angle mount
bracket or split sensor arm assembly towards the
machine frame, or remove it to clear the obstacle.
When the front sensors get to the obstacle, stop the
machine, place the control loop in the “Man” mode for
the corresponding sensor(s). Mark the position of the
sensors and the other mounts that need to be cleared.
Proceed as necessary to clear the path.
Machine Past Obstacle
3122
Move the machine forward until the obstacle is past
the sensor mount. Reattach the parts that were
removed and align them to their previous positions.
Tighten securely. Place the grade wand under the line
and the steering wand on the machine side of the line.
Place the control loop in the “Auto” mode for the
G21 06/01/04
Pour Ending Against an Obstacle
3123
If the end of the pour is up against an existing curb
and gutter or sidewalk, stop the machine forward travel
when the left front track or if possible the trimmerhead,
is up against the end of the existing product. Raise
and/or sideshift the trimmerhead to clear the existing
curb and gutter or sidewalk and place the trimmerhead
control valve in the “off” position. Move the machine
forward until the front of the slipform mold is against
the existing curb and gutter or sidewalk. Place the
conveyor directional control valve in the “off” position.
Pull the auxiliary travel vibrator selector valve out to
the “auxiliary travel” position. Place the grade control
loops in the “Man” mode and the manual steer select
switch in one of the manual steer positions. Raise the
machine using the all jog switch and move the
machine to an area where it can be cleaned.
If the pour is to be stopped in an open area, it is
advisable to trim forward an additional 20 to 30 feet (6
to 9 M) past the stopping point. By doing this, when
the pour is continued, the subgrade is already trimmed
for the machine setup. To continue trimming past the
end of the pour, stop the conveyor and vibrators.
Place the hold-down control valve in the “neutral”
(center) position and continue to trim forward the
desired amount. When the desired amount has been
trimmed, raise the machine and move it to an area to
be cleaned.
3-48
Water Pump Hydraulic Hose Quick Couplers
3126
Mark sensor location
!
3124
The sensors should be removed before washing the
machine. It is advisable to mark the sensor location
on the mounts prior to their removal. This will speed
setup time if the pour is continued at a later date. Be
certain to place protective dust caps over the electrical
plugs to keep moisture and dirt out.
WARNING!
!
PLACE ALL CONTROL VALVES ON THE
OPERATOR CONTROL CONSOLE IN THE
NEUTRAL POSITION TO PREVENT THE WASH
HOSE OR OPERATOR FROM GETTING CAUGHT
IN A MOVING PART.
The water pump is operated by a vibrator circuit. Hook
the hoses from the pump hydraulic drive motor to a
vibrator circuit. Turn on that circuit to the maximum
position and turn off any circuit that has a vibrator
attached. Place the vibrator auxiliary travel selector
valve in the “vibrator” position. Place the travel/neutral
switch in the “travel” position and the forward/reverse
switch in the “forward” position. Rotate the variable
speed control dial in the increase direction enough to
run the vibrator circuit without turning the tracks. Allow
the engine to run at 1500 rpm.
Fill Port on Top of Tank
3125
The machine should be cleaned as soon as possible
after pouring operations have ended. It is advisable to
fill the water tank on the machine (if so equipped) at
the start of the pour, so water for cleaning purposes is
available at the end of the pour. Remove the lid from
the top opening of the tank and insert a fill hose.
When the tank is full, replace the lid.
G21 06/01/04
Uncoil the hose from the hose hanger on the side of
the tank and wash the concrete off of the machine. It
is recommended that the underside of the form be
washed off first. Clean the underside of the form
thoroughly, as any concrete left to dry on the
underside will affect the final concrete finish when the
pour is resumed.
3-49
!
DANGER!
!
¶031-03-0480
TO PREVENT SEVERE INJURY OR DEATH, DO
NOT OPERATE THE AUGER, CONVEYOR,
TRIMMER, OR TRACKS WHEN CLEANING THE
MACHINE. PLACE ALL CONTROL VALVES ON
THE OPERATOR CONTROL CONSOLE IN THE
HOSE AND THE OPERATOR FROM GETTING
CAUGHT IN MOVING PARTS.
!
Vibrator Hoses Hooked to Power Wash Bulkheads
3127
If the machine is equipped with the optional power
washer, it will be necessary to disconnect two of the
vibrators from the bulkheads and connect the male
quick couplers into the power wash bulkheads. This
will provide 8 gal./minute (30.3 liters/minute) at full
engine rpm, with the vibrator variables rotated fully on,
to the hydraulic motor operating the power washer.
To operate the power washer, place the travel/neutral
switch in the “neutral” position. Place the vibrator
auto/off switch in the “auto” position. If equipped,
place the auxiliary travel vibrator selector valve in the
“vibrator” position. Rotate the variable speed control
dial just enough to operate the vibrator circuit. Rotate
the two vibrator variables connected to the power
washer circuit to the on position. Make sure the
remaining vibrator variables are turned off. Run the
engine at 1500 rpm.
Notice: Severe damage to the high pressure
washer pump can occur if no water is provided to
it. Cease operation before the tank is run
completely dry.
WARNING!
!
THE HIGH PRESSURE WASH SYSTEM USES HIGH
PRESSURE WATER. DO NOT AIM THE NOZZLE
AT ANY PART OF THE BODY, AS SERIOUS
INJURY CAN OCCUR. WEAR PROPER EYE
PROTECTION WHEN CLEANING THE MACHINE.
Remove the power wand and uncoil the hose from the
hose hanger on the side of the tank and wash the
concrete off of the machine. It is recommended that
the underside of the form be washed first. Clean the
underside of the form thoroughly, as any concrete left
to dry on the underside will affect the final concrete
finish when the pour is resumed.
12 Center Mount Form Installation
Two different assemblies are available for the GT3600, one assembly is for up to 8 feet (2.44 meters)
\width and the other assembly is for up to 10 feet (3.05
meters) width. Refer to the appropriate procedures for
the type of center mount assembly being installed.
!
WARNING!
!
NEVER USE FINGERS TO CHECK ALIGNMENT OF
BOLT HOLES. MACHINE PARTS MAY SHIFT
CAUSING AMPUTATION OF FINGERS. ALWAYS
USE AN ALIGNMENT PIN TO LINE UP BOLT
HOLES.
Note: When installing either conversion, it must
be done on the jobsite. Once installed, the
machine will be too wide for transport.
Power Washer Wand
3128
G21 06/01/04
3-50
Center Mount Assembly up to 8 feet (2.44 meter)
1
2
3
5
4
6
Remove trimmer mounts
360001
Using a suitable lifting device, remove the
trimmerhead and trimmer lift assembly from the
machine frame.
360262
8 feet (2.44 meter) center mount assemblies
360262
Remove hold down cylinder
Install rear leg frame extension
360004
Disconnect the hydraulic lines from the hold down
cylinder. Be certain to place protective caps or plugs
over or in the quick disconnects to prevent foreign
material from entering the hydraulic system. Using a
suitable lifting device, remove the hold down cylinder
assembly from the machine frame and set aside for
storage.
360054
!
DANGER!
!
TO PREVENT SERIOUS INJURY OR DEATH, USE
ADEQUATE BLOCKING UNDER THE FRAME
DURING THE FOLLOWING ASSEMBLY
PROCEDURES.
Place suitable blocking under the rear of the machine.
Lower and remove the machine weight from the rear
leg. Mark the hydraulic lines for the rear leg,
disconnect and cap the lines to prevent foreign
material from entering the hydraulic system.
Disconnect the cord from the feedback pot. Using a
suitable lifting device, remove the rear leg from the
machine frame and set aside temporarily. Remove the
rear leg mounting flange and the rear leg shift cylinder
and set aside for storage. Using a suitable lifting
G21 06/01/04
3-51
device, attach the rear leg mount beam (number 2 in
drawing 360262) to the rear of the machine frame
using the clamps (number 3 in drawing 360262)
provided. Adjust the left mount plate and clamp to the
left edge of the machine frame and tighten securely.
Attach the hose hanger (number 1 in drawing 360262)
to the top mount clamp. Attach the rear leg to the
mounting flange on the rear leg mount beam and
tighten securely. Install the 48 inch (1.22 meter)
hydraulic line extensions and reconnect the hydraulic
lines to the appropriate positions on the leg.
Reconnect the cord to the feedback pot. Raise the
machine and remove the blocking.
Attach the hold down mount plate to the bottom left
hand clamp for the rear leg mount beam. Tighten the
bolts securely.
Note: Make certain that the proper clamp is
installed on the bottom left hand clamp of the rear
mount beam to allow the hold down tube to be
attached.
Install the hold down mount tube
360271
Install the drawbar
360270
Attach the turnbuckle mount tube (number 4 in
drawing 360262) to the tapped mounting holes on the
right rear corner of the machine frame and to the hold
down mount plate using the clamp and bolts provided.
Tighten all bolts securely.
Using a suitable lifting device, attach the drawbar
assembly (number 6 in drawing 360262) to the
mounting flanges for the trimmerhead lift cylinders on
the machine frame and tighten the bolts securely.
Install the slipform mold
360270
Left hand hold down mount plate
360255a
G21 06/01/04
Place the slipform mold on a flat level surface. Raise
the machine frame high enough to clear all obstacles.
Move the machine until the front of the slipform mold
hopper is directly behind the drawbar mount on the
machine frame. Lower the machine frame until the
drawbar mount flanges are aligned and move the
machine in reverse to engage the mounts. Insert the
3-52
drawbar pins (number 5 in drawing 360262) through
both mount flanges.
Note: If the welded lugs do not exist on the
slipform mold frame tubes, it will be necessary to
add them.
Note: The center mount form is connected at the
front of the hopper. If the form is not equipped
with the drawbar on the front of the hopper, it will
be necessary to install it.
Using a 4 foot (1.22 meter) level, adjust the machine
frame to a level position from front to rear. Place the
same level on the slipform mold , front to rear, and
adjust the hold down turnbuckles until the slipform
mold is 1/8 inch (3 mm) lower at the rear of the form in
the 4 foot (1.22 meter) length of the level. Tighten the
turnbuckle jam nuts securely.
Field Installation of auxiliary vibrator and auger
control valves
For machines that are not equipped with six vibrator
controls, an optional auxiliary vibrator console is
provided. If an auger is required in the slipform mold,
the auxiliary console may also be equipped with an
auger control valve.
Install the hold down turnbuckles
360052
Place three lug clamps around the turnbuckle mount
tube. One of the clamps should be placed in the
center and the other two should be placed in alignment
with the outside edges of the slipform mold. Align the
lug clamps directly behind the mounting holes in the
angled hopper brace weldments on the slipform mold
and tighten securely. Install the turnbuckles between
the lug on the turnbuckle mount tube and the
corresponding angled hopper brace weldment on the
rear of the slipform mold hopper using cylinder pins
and retaining pins. Turn the barrel of the turnbuckle
braces by hand, turning the threads into the barrel,
until snug and tighten the barrel jam nuts securely.
Note: If the mounting holes in the angled hopper
brace weldments do not exist on the slipform
mold, it will be necessary to add them.
tube. One of the clamps should be placed near the
center of the slipform mold and directly above the
welded lug on the slipform mold frame tubes. The
other two clamps should be placed in alignment with
the welded lug mounts on the outside frame tubes of
the slipform mold. Tighten the lug clamps securely.
Insert the turnbuckle brace between the lugs on the
slipform mold and the turnbuckle mount tube using the
cylinder pins and retaining pins.
G21 06/01/04
Place auxiliary console over guard rail
360103
Attach the auxiliary vibrator/auger console over the
guard rail near the operators station. Secure the
console using the U-bolt provided. Connect the large
quick couplers to the trimmer hydraulic lines to supply
pressure and return hydraulic flow to the auxiliary
console. Connect the remaining vibrator quick
couplers to the appropriate control knob connections
on the auxiliary console and connect the auger drive
motor to the quick couplers on the auger control valve.
Note: The trimmer control valve must be engaged
in the forward direction to allow operation of the
auger and vibrator controls on the auxiliary
console.
3-53
Center Mount Assembly up to 10 feet (3.05 meters)
WARNING!
!
!
NEVER USE FINGERS TO CHECK ALIGNMENT OF
BOLT HOLES. MACHINE PARTS MAY SHIFT
CAUSING AMPUTATION OF FINGERS. ALWAYS
USE AN ALIGNMENT PIN TO LINE UP BOLT
HOLES.
1
2
4
3
6
5
Attach the left front frame extension beam
360141
Using a suitable lifting device, attach the left front
frame extension beam (number 4 in drawing 360263)
to the front of the machine frame as shown. Make
certain to position the extension beam so that all
twelve bolts are used when the beam is attached to
the machine frame. Tighten all bolts securely.
7
8
9
10
11
360263.eps
10 feet (3.05 meter) center mount assemblies
360263.eps
Attach left front leg pivot
Remove the left front leg and pivot assembly
360249
360014
!
DANGER!
!
TO PREVENT SERIOUS INJURY OR DEATH, USE
ADEQUATE BLOCKING UNDER THE FRAME
DURING THE FOLLOWING ASSEMBLY
PROCEDURES.
Place suitable blocking under the left front corner of
the machine frame and lower the machine to remove
the weight from the left front leg. Mark the hydraulic
lines for the left front leg, disconnect and cap the lines
to prevent foreign material from entering the hydraulic
system. Disconnect the cord from the feedback pot.
Using a suitable lifting device, remove the left front leg
and the left front leg pivot from the machine frame and
set it aside temporarily.
G21 06/01/04
Determine placement of the left front leg pivot
according to job site restrictions. If a wider width of the
tracks is needed, move the left front leg pivot further
left on the extension beam. Using a suitable lifting
device, reattach the left front leg pivot to the mounting
flange on the extension beam. Make certain to use all
eight bolts when attaching the left front leg pivot to the
extension beam. Tighten all bolts securely. Using a
suitable lifting device, reattach the left front leg to the
pivot arm. Tighten all bolts securely. Install 20 inch
(0.51 meter) hydraulic line extensions and reconnect
the hydraulic lines to the appropriate positions on the
leg. Reconnect the cord to the feedback pot. Shift the
left front leg as necessary to clear any obstacles on
the jobsite. Insert the turnbuckle brace between the
extension beam lug and the left front leg pivot lug.
Secure the turnbuckle with cylinder pins and retaining
3-54
pins. Turn the barrel of the turnbuckle brace by hand,
turning the threads into the barrel until snug. Tighten
the brace jam nut securely. Raise the machine and
remove the blocking from under the frame.
Rear frame extension beam
360143
Drawbar mount
360253
Using a suitable lifting device, attach each drawbar
mount (number 1 in drawing 360263) to the mounting
flanges for the trimmerhead lift cylinders on the
machine frame and leave bolts slightly loose to allow
easy alignment of the drawbar beam. The left drawbar
mount must be aligned with the right side of the left
mounting flange on the machine frame.
Using suitable blocking under the rear of the machine
frame, lower the rear leg until all weight is removed
from the rear track. Mark the hydraulic lines for the
rear leg, disconnect and cap the lines to prevent
foreign material from entering the hydraulic system.
Disconnect the cord from the feedback pot. Using a
suitable lifting device, remove the rear leg from the
machine frame and set aside temporarily. Disconnect
the rod end of the rear leg shift cylinder from the shift
assembly and support the cylinder temporarily. Using
a suitable lifting device, remove the rear leg side shift
assembly from the machine frame and set aside for
storage. Using a suitable lifting device, remove the
tool box and guard rail assembly and set aside
temporarily. Using a suitable lifting device, attach the
rear leg mount beam (number 8 in drawing 360263) to
the rear of the machine frame with the clamps (number
7 in drawing 360263) provided and tighten all bolts
securely.
Drawbar beam
360252
Using a suitable lifting device, align the drawbar beam
mount plates (number 2 in drawing 360263) with the
plates on the drawbar mounts and tighten all bolts
securely in the drawbar mounts and drawbar beams.
G21 06/01/04
3-55
Attach rear leg
360255a
360142
bolts securely.
Using a suitable lifting device, attach the rear leg to the
mounting flange on the rear leg mount beam. Tighten
all bolts securely. Install 48 inch (1.22 meter)
hydraulic line extensions and reconnect the hydraulic
lines to the appropriate positions on the leg.
Reconnect the cord to the feedback pot.
Note: Make certain that the proper clamp is
installed on the bottom left hand clamp of the rear
mount beam to allow the hold down mount plate to
be attached.
Attach tool box and guard rail
360134
Rear shift cylinder
360240
Connect the rod end of the rear shift cylinder to the lug
on the rear leg mount beam. Insert the pin and secure
with retaining pins.
Note: The rear leg must be shifted to the left side
of the slipform mold for track steering clearance
during paving. Adjust the rear leg mount beam as
necessary to clear the slipform mold.
G21 06/01/04
Using a suitable lifting device, attach the tool box and
guard rail assembly to the clamp flanges on the rear
leg mount beam with the clamps provided. The tool
box may be shifted left or right along the clamping
flange to align the tool box guard rail with the left side
of the access opening to the operators station.
Tighten the clamps securely. Reattach the tool box
guard rail and tighten the nuts securely if removed
during disassembly.
3-56
Rear extension tube
360244
Using a suitable lifting device, attach the rear
extension beam to the mounting flange on the rear leg
mount beam. Tighten all bolts securely.
Right front stiffener beam
360232
Extend the right front leg mounting flange to allow
track steering clearance during paving. Insert the right
front stiffener beam between the rear extension beam
and the right front inner telescoping tube. The stiffener
beam prevents the inner telescoping tube from twisting
when the right front leg is raised with the weight of the
machine frame. Tighten the clamps securely.
Right front inner telescoping tube
360234
Place suitable blocking under the right front corner of
the machine frame. Retract the right front leg until the
track is off the ground. Extend the right front inner
telescoping tube fully to the right. Mark the hydraulic
lines for the right front leg, disconnect and cap the
lines to prevent foreign material from entering the
hydraulic system. Disconnect the cord from the
feedback pot. Using a suitable lifting device, remove
the water tank assembly from the right front leg and
set aside temporarily. Using a suitable lifting device,
remove the right front leg from the machine and set
aside temporarily. Remove the clamps from the front
and bottom of the right front inner telescoping tube.
Disconnect the rod end of the right front extend
cylinder and remove the right front inner telescoping
tube from the machine frame. Insert the longer inner
telescoping tube (number 6 in drawing 360263) into
the machine frame. Connect the right front extend
cylinder and reattach the clamps to the front and
bottom side of the machine frame for the inner
telescoping tube. Adjust the clamps as instructed in
the Maintenance chapter.
G21 06/01/04
Using a suitable lifting device, attach the right front leg
to the mounting flange on the right front telescoping
tube. Tighten all bolts securely. Install 48 inch (1.22
meter) hydraulic line extensions and reconnect the
hydraulic lines to the appropriate positions on the leg.
Reconnect the cord to the feedback pot.
3-57
Attach turnbuckle mount tube
360235
Attach hold down vertical mount tube
360231
Attach the hold down vertical mount tube to the
mounting flange on the stiffener beam using the clamp
plate and bolts provided. Tighten snugly until a
measurement can be taken for the hold down
turnbuckle mount tube.
Attach the turnbuckle mount tube between the
mounting plate on the left and the vertical mount tube
on the right using the clamps and bolts provided.
Measure and record the distance between the
turnbuckle mount tube and the rear leg mount beam at
the left mount plate. Adjust the hold down vertical
mount tube up or down until the same measurement
exists on the right side of the turnbuckle mount tube.
Tighten all bolts securely.
Attach turnbuckle braces
360257
360255
bolts securely.
G21 06/01/04
tube. One of the clamps should be placed in the
center and the other two should be placed in alignment
with the outside edges of the drawbar mount beam.
Align the lug clamps directly behind a mounting hole
on the drawbar mount beam and tighten securely.
Insert the turnbuckle brace between the drawbar
mount beam and lug on the turnbuckle mount tube.
Secure with cylinder pins and retaining pins. Turn the
barrel of the turnbuckle, pulling the threads into the
barrel until hand tight. Tighten the barrel jam nut
securely.
3-58
same level on the slipform mold; front to rear, and
adjust the hold down turnbuckles until the slipform
mold is 1/8 inch (3 mm) lower at the rear of the form in
the 4 foot (1.22 meter) length of the level. Tighten the
barrel jam nuts securely.
Attach slipform mold
Attach grade and steer sensors
360252
360049
Raise the machine high enough to clear the slipform
mold. After the machine has been moved to straddle
the slipform mold, lower the machine frame until the
drawbar is centered with the drawbar mount on the
slipform mold. Make certain that proper clearance
exists for steering the tracks without contacting the
mold or the concrete slab. Install the drawbar pins to
secure the slipform mold to the machine.
Attach the sensor arm and sensors in the same
manner used for curb and gutter setup.
Attach grade ski and dual grade sensor
360052
Attach hold down turnbuckles
360245
tube. One of the clamps should be placed near the
center of the slipform mold and directly above one of
the slipform mold frame tubes. The other two clamps
should be placed in alignment above the outside frame
tubes of the slipform mold. Tighten the lug clamps
securely. Attach the turnbuckle lugs to the slipform
frame tubes and tighten securely. Insert the
turnbuckle brace between the lugs on the slipform
mold and the turnbuckle mount tube.
A grade ski may be used on the right side of the
slipform mold to allow the form to follow the trimmed
subgrade more closely. Connect the sensor into the
bulkhead in the back of the control panel for right front
grade control. The G21 control system will need to be
calibrated for dual grade control instead of left grade
with right slope control.
Using a 4 foot (1.22 meter) level, adjust the machine
frame to a level position from front to rear. Place the
G21 06/01/04
3-59
CHAPTER IV SIDE MOUNTED BARRIER
SETUP
This chapter covers the instructions necessary for the
preparation of the machine and slipform mold for
pouring barrier wall on the left side of the machine.
The instructions for mounting the attachments and
pouring operations are also included. At the end of the
chapter are instructions for cleaning the machine at
the end of the pour. Some procedures pertain to
machines that are being assembled for the first time,
while others pertain to machines that may have been
in service for some time. Disregard procedures that
do not apply. All adjustments are recommended
procedures only. Pay particular attention to all
Safety statements.
02 Form Preparation
Adjust rear of sideplate
001-1912
If the back of the barrier form is a straight edge
(parapet), measure the amount of exposed sideplate
below the main portion of the form on the front side,
after it has been set for the proper amount of exposed
surface. Adjust the sideplate on the back side of the
form until the amount of exposed sideplate below the
main portion of the form is the same as the front.
Make the measurement in line with the adjustment
bolts.
Adjust rear of sideplate
001-1911
Adjusting Standard Sideplates: Adjust the rear of
the sideplate on each side of the form to give the
proper amount of exposed vertical surface. Measure
from the angled transition bend line to the bottom of
the sideplate. Adjust the sideplate up or down with the
rear adjustment bolt. Lock the adjustment in place
when the proper measurement is attained. Make the
measurement in line with the adjustment bolt.
Note: Sideplate adjustment is normally easier
with the form attached to the machine and raised
off the ground.
Adjust front of sideplate
001-1913
Measure from the top of the sideplate to the bottom of
the angle iron on the side of the form, in line with the
rear adjustment bolt. Measure the distance from the
top of the sideplate to the bottom of the angle iron on
the side of the form, in line with the front adjustment
bolt. Adjust the front of the sideplate until the
measurement is the same as the rear.
Note: If pressure compensated sideplates are
installed on the form, refer to the Final Adjustment
section (section 09) for adjustment procedures.
G21 09/08/03
4-1
Adjust top at center
Adjust Top Plate
001-1916
001-1918
Adjusting the Top Plate: Place a straight edge, from
side to side, below the bottom rear edge of the
sideplates. Measure from the straight edge to the rear
edge of the stainless top cap. This measurement
should be the same as the required height of the wall,
plus approximately 3/4 inch (19 mm) allowance for
slump.
Note the measurement at the rear of the form between
the straight edge and the top plate. Move the straight
edge forward to the center set of adjusting bolts.
Adjust the center of the top plate until it is
approximately 1/4 inch (6 mm) above the rear of the
plate. Move the straight edge forward to the front set
of adjusting bolts. Adjust the front of the plate until it is
approximately 1/2 inch (13 mm) above the rear of the
plate. Tighten all of the adjusting nuts securely.
Tighten the attaching bolts on both sides of the form
securely.
Adjust top of wall to proper slope
001-1917
To adjust the top plate, loosen the attaching bolts on
both sides of the form. Adjust the rear edge of the top
plate up or down with the adjusting bolts until the wall
is the correct height. Lock the nuts on the adjusting
bolts securely. Place a straight edge across the two
square tubes on the top of the form directly over the
rear of the top plate. Measure from the straight edge
down to the flat portion of the plate on each side.
These measurements should normally be even. If not,
adjust one side or the other as necessary.
Adjust side stainless
001-1920
trowel section on each side of the slipform mold so the
leading edge is approximately 1/8 inch (3 mm) outside
of the rear edge of the main form. Make the
adjustment at all adjustment points. Tighten the
adjustment nuts securely.
Place a 4 feet (1.2 m) straightedge from the rear of the
stainless trowel section, up into the main form in line
G21 09/08/03
4-2
with one of the adjusting bolts. Adjust the rear of the
stainless until there is a 1/8 inch (3 mm) gap between
the rear edge of the main form and the straight edge.
Tighten the adjustment nuts securely. Do the same at
each set of adjustment bolts.
Install second vibrator
001-1923
Install vibrator in parapet wall base
001-1921
Vibrator Installation: The first vibrator is installed in
the underslung (horizontal) manner with the tip
centered in the width of the wall base if pouring
straight back (parapet) wall. Place the vibrator to one
side if pouring over cage steel making certain that
there is at least 1 inch (25 mm) of clearance between
the steel and the vibrator.
If the wall is of the straight back (parapet) design, the
second vibrator is positioned in the underslung
(horizontal) manner when pouring over cage steel.
The vibrator should be positioned in the back of the
wall, as low as possible and still clear the steel by 1
inch (25 mm) (provided there is enough space).
Install vibrators in barrier wall base
Install third vibrator
001-1922
001-1924
If the wall is of the standard design, a second vibrator
can be installed in the right side of the form. The
vibrator should be installed in the underslung
(horizontal) manner. Position the left and right
vibrators with their tips 6 to 8 inches (150 to 200 mm)
in from their respective sides. The tips should be
positioned 4 to 6 inches (100 to 150 mm) off the grade.
The third vibrator is installed in the underslung
(horizontal) manner when pouring over cage steel.
The vibrator should be positioned to the right (machine
side) of the center vertical portion of the wall. The
vibrator should be mounted in a higher position in
relation to the second vibrator. The vibrator should
clear the steel by a minimum of 1 inch (25 mm). If no
steel is being inserted into the wall, the vibrator can be
installed with the tip pointing into the center of the
vertical portion of the wall.
Place the vibrator to one side if pouring over cage
steel making certain that there is at least 1 inch (25
mm) of clearance between the steel and the vibrator.
G21 09/08/03
4-3
Refer to the vertical leg positioning section of the
standard setup chapter for instructions for
repositioning the track mounts vertically.
Install top vibrator
001-1925
The top vibrator is installed in the overslung (vertical)
manner with the tip tilted rearward slightly when
pouring over cage steel. The vibrator should be
centered in the throat opening of the wall top. Be
certain that the tip will clear the steel by a minimum of
1 inch (25 mm). The top vibrator is installed in the
same manner if no steel is being inserted. Tighten the
mounting bolts and setscrews securely on all vibrators.
03 Positioning the Legs
Lateral leg position
351
Lateral Positioning: When pouring side mounted
barrier wall, the right front leg should normally be
extended to the maximum right (out) position. The left
front leg is normally positioned in the straight ahead
(center) position. The rear leg should be repositioned
as far to the left as possible. Refer to chapter 3 for
lateral positioning procedures.
04 Installing the Side Mount Assembly
When installing the side mounted barrier package it
will be necessary to remove the trimmerhead and
trimmerhead lift assembly. It will also be necessary to
remove the hold down assembly and the drawbar
assembly from the mold side shift beam.
Vertical leg position
349
!
WARNING!
!
WHEN ADJUSTING THE POSITION OF THE LEG,
DO NOT GET UNDER THE MACHINE, OR THE LEG,
DO NOT PLACE FINGERS IN HOLES TO CHECK
FOR ALIGNMENT. SEVERE INJURY, OR
AMPUTATION, COULD OCCUR IF THE LEG WERE
TO MOVE OR FALL.
Disconnect Hydraulic Hoses
325
Vertical Positioning: The vertical positioning of the
track mounts will be determined by the height of the
wall. Normally, for side mounted barrier wall, the track
mounts are placed in the lowest position (position #1).
G21 09/08/03
Notice: Do not place quick couplers in the case
drain line. Excessive back pressure, caused by
quick couplers may cause trimmer gearbox seal
failure.
4-4
To remove the trimmerhead, disconnect all hydraulic
hoses from the trimmerhead and place the protective
covers over/in the quick couplers to prevent dirt from
entering the hydraulic system. Place a cap over the
case drain line fitting to prevent dirt from entering the
hydraulic system. Lower each of the trimmerhead lift
legs enough to allow easy removal of the retainer nuts
on the J-bolts. Place blocking under the left front
corner of the trimmerhead and under the right hand
side of the trimmerhead mount assembly to support it
during removal from the machine.
Note: It may be necessary to pivot the left front
leg and the right front leg to allow enough side
clearance when backing away from the
trimmerhead.
Remove Trimmer Lift Mounts
360001
The trimmerhead lift mounts will need to be removed.
Disconnect the hydraulic hoses and place the
protective covers over/in the quick couplers to prevent
dirt from entering the hydraulic system. Using a
suitable lifting device, remove the trimmerhead lift
mounts.
J-Bolt Removed
327
Rear Mount Removed
328
!
WARNING!
!
MAKE CERTAIN ALL PERSONNEL ARE CLEAR OF
THE MACHINE AND/OR ARE AWARE THAT THE
MACHINE IS MOVING.
Remove the J-bolts from the front mount bar on the
trimmerhead mount assembly. Remove the retainer
bolt, lock washer and flat washer from the rear mount
and remove it from the rear mount bar on the
trimmerhead mount assembly. It may be necessary to
raise or lower the rear leg of the machine a small
amount to allow easy removal of the rear mount.
Raise the machine high enough to clear all obstacles
and back away from the trimmerhead.
G21 09/08/03
Remove Hold Down Assemblies
360004
Disconnect the hydraulic hoses and place the
protective covers over/in the quick couplers to prevent
dirt from entering the hydraulic system. Using a
suitable lifting device, remove the hold down cylinder
assembly from the side shift beam and set it aside, as
it will not be used in the side mount barrier set up.
Remove the eight bolts attaching the hold down
cylinder mounting bracket to the side shift beam and
set the mounting bracket aside.
4-5
1
8
3
4
2
5
7
6
360268
Sidemount barrier assembly kit
360268
the trimmerhead lift mounting flanges on the machine
frame. Insert 3/4 X 2-1/2 inch (19 x 64 mm) bolts, lock
washers and nuts and tighten securely. Flat washers
are required on the slotted hole side of each hole.
Front Side Mount Bracket
360002
Using a suitable lifting device, raise the front mount
beam (number 1 in drawing 360268) and attach it to
G21 09/08/03
Rear Side Mount Bracket
360006
4-6
Using a suitable lifting device, lift the rear side mount
beam (number 2 in drawing 360268) into place on the
mold side shift beam. Placing a flat washer over each
of the slotted holes, insert a 1/2 X 1-3/4 inch (13 x 45
mm) bolt, lock washer and nut and tighten securely. A
90 degree steel plate (number 3 in drawing 360268) is
attached to the front of the mold side shift beam above
the drawbar. Remove the appropriate mounting bolts
from the drawbar assembly and attach the mounting
plate to align with the bracket on the rear side mount
beam. Insert the bolts and tighten securely.
05 Mounting the Slipform Mold
Note: It is not necessary to remove the drawbar
assembly from the mold side shift beam.
Mounting Barrier Form
360012
Front Barrier Side Mount Plate
360009
Mounting the Form: Place the slipform mold on a
relatively flat area. Coil the vibrator hoses and place
them into the form hopper. Move the machine into
position along side of the slipform mold. Raise, or
lower one side of the machine or the other so that the
mounts on the machine are parallel to the mounts on
the form. The top of the machine mounts should be
slightly lower than the top of the form mounts.
Using a suitable lifting device, attach the barrier side
mount plate (number 4 in drawing 360268) to the front
side mount bracket. Insert a 3/4 X 2 inch (19 x 51
mm) bolt, flat washer, lock washer and nut through
each of the slotted holes and tighten securely. Flat
washers are required on the slotted hole side of each
hole.
Attach the barrier side mount plate to the rear side
mount bracket. Insert a 3/4 X 2 inch (19 x 51 mm)
bolt, flat washer, lock washer and nut through each of
the slotted holes and tighten securely.
The barrier side mount plates should be parallel to
each other on the frame of the machine. Measure
between the barrier side mount plate and the side of
the machine frame. The measurement on the front
should be the same as the measurement on the rear
mount. If not, adjust as necessary. The top of the
barrier side mount plates should also be parallel to
each other. Tighten all locking clamps securely.
G21 09/08/03
Insert bolts in front mount
360013
Slowly drive the machine forward, making sure that the
flange at the top of the form mount captures the
machine mount. Continue moving the machine
forward until contact is made at the stop plate on the
front of the form mount to align the mounting holes.
Install the bolts, flat washers, lock washers and nuts
and tighten securely (flat washers go on slotted hole
side) on the front mount.
4-7
Install front stabilizing turnbuckle
360018
Install the front stabilizing turnbuckle between the lug
on the bottom of the front side mount bracket and the
lug on the front of the form, near the bottom.
Insert bolts in rear mount
360016
Install the bolts, flat washers, lock washers and nuts
on the rear mount and tighten securely (flat washers
go on slotted hole side).
Connecting Vibrator Quick Couplers
374
Install rear stabilizing turnbuckle
360017
Install the rear stabilizing turnbuckle (number 5 in
drawing 360268) between the lug on the rear side
mount bracket and the lug on the rear of the form, near
the bottom.
G21 09/08/03
Thoroughly clean the quick couplers on the vibrator
drive hoses and bulkhead quick couplers to prevent
dirt from entering the hydraulic system. Connect the
vibrator drive hoses to the vibrator outlet quick
couplers. It is recommended that the vibrators be
connected in a consecutive order beginning with
number one at the top. Any vibrator outlet that does
not have a vibrator attached to it, must have the loop
hose connected.
4-8
Attach the pivot mount to the pivot mount bracket
using a bolt and lock washer. Rotate the pivot mount
in the direction that the sensor arm will be facing.
Attach the rear pivot mount bracket and pivot mount in
the same manner.
Slide a sensor arm assembly into the pivot mount at
the front and rear of the machine. The front grade and
steer sensors should be aligned with the front of the
slipform mold. The rear grade and steer sensors
should be aligned near the stainless trowel section of
the mold. The number 2 grade and steer sensors are
not required for barrier or parapet wall operations.
Hydraulic Sideplate Hoses Connected
Note: The grade sensors should never be located
to the right side of the slope sensor mounting
location. The slope sensor is located in the
battery box on early model machines and is
located above the main hydraulic filter on current
model machines. The G21 controller will not
properly control the machine elevation when the
grade sensors are mounted to the right side of the
slope sensor.
360097
Connect the hydraulic sideplate control valve hoses (if
equipped) on the machine. Be sure to thoroughly
clean the quick couplers to prevent dirt from entering
the hydraulic system.
Notice: When removing the slipform mold, do not
connect the hoses on the machine for the
hydraulic sideplates together, or loss of lift
pressure will result.
06 Preparing and Mounting the Conveyor
Refer to Chapter 3 Standard Setup for adjustment
procedures to follow when preparing and mounting the
conveyor.
Notice: Allow turning clearance for the track when
positioning the sensors. Make certain that the
track can make a full turn without coming in
contact with the sensors or sensor arm. Severe
damage can occur if contact is made.
07 Mounting the Sensors
Center Mount Stringline
Install pivot mount and bracket
360071
Attach the pivot mount bracket by clamping it around
the front sensor mount tube located under the machine
frame. The mount bracket may be adjusted closer to
either the left or right sides of the machine as required
for the guideline location. Tighten the bolts securely.
G21 09/08/03
4-9
rear steering sensors are mounted in the same
manner.
sensor hub, so that when the stop pin in the sensor
shaft is centered between the stops on the sensor, the
wand is at a 90° angle to the mounting bolt (vertical).
Tighten the attaching “thumbscrew” securely.
Note: All steer sensors and wands must be
Left Stringline
360022
forward or reverse and the sensor hub facing towards
the guideline. Mount the sensor so the top of it is level
and tighten the mounting bolt securely. The front and
rear grade sensors are mounted in the same manner.
tube facing towards either the front of the machine and
pointing towards the guideline or; toward the rear of
the machine and pointing towards the guideline. The
wand should be attached, so that when the stop pin in
the sensor shaft is centered between the stops on the
sensor, the wand is parallel to the mounting bolt
(horizontal). Tighten the attaching “thumbscrew”
securely.
Left stringline sensor mount
360075
Attach the pivot mount bracket by clamping it around
the rear sensor arm extension tube. The extension
tube can be adjusted as needed to provide support to
the sensor arm to prevent flexing of the arm. Tighten
the bolts securely. Attach the pivot mount to the pivot
mount bracket using a bolt and lock washer. Rotate
the pivot mount in the direction that the sensor arm will
be facing. Attach the front pivot mount bracket and
pivot mount in the same manner.
Slide a sensor arm assembly into the pivot mount at
the front and rear of the machine. The front grade and
steer sensors should be aligned with the front of the
slipform mold. The rear grade and steer sensors
should be aligned near the stainless trowel section of
the mold. The number 2 grade and steer sensors are
not required for barrier or parapet wall operations.
Mount a sensor for steering control to the square tube
mount with the mounting bolt facing away from the
stringline and the sensor hub towards either the front
or the rear. Mount the sensor so the top of it is level
G21 09/08/03
4-10
Note: All steer sensors and wands must be
Sensors Connected to Bulkhead
385
Grade Sensor Mounted
360074
forward and the sensor hub away from the side of the
machine. Mount the sensor so the top of it is level and
tighten the mounting bolt securely. The front and rear
grade sensors are mounted in the same manner.
Connect the sensors to their respective plugs on the
bulkhead. Steering to the “steer” plugs, and grade
sensors to the “grade” plugs.
Notice: When the sensors are disconnected, place
the dust caps over the electrical plugs to keep
moisture and dirt out.
tube facing towards either the front of the machine
(same side as mounting bolt) and pointing towards the
side mounted form or; toward the rear of the machine
(same side as the cable) and pointing towards the side
mounted form. The wand should be attached, so that
when the stop pin in the sensor shaft is centered
between the stops on the sensor, the wand is parallel
to the mounting bolt (horizontal). Tighten the attaching
“thumbscrew” securely.
Remove Counterweights and Adjust Spring Tension
387
It is normally recommended to remove two of the
counterweight washers from the rear of the grade
wand, so only two remain.
Mount a sensor for steering control to the square tube
mount with the mounting bolt facing towards the
guideline and the sensor hub towards either the front
or the rear. Mount the sensor so the top of it is level
rear steering sensors are mounted in the same
manner.
sensor hub, so that when the stop pin in the sensor
shaft is centered between the stops on the sensor, the
wand is at a 90° angle to the mounting bolt (vertical).
Tighten the attaching “thumbscrew” securely.
G21 09/08/03
PUSH
+/- Adjust
031-0187
Grade sensor mode selection
031-0187
Depress the calibrate switch on the service panel and
use the NEXT switch to scroll forward to the grade
change the mode to "GRADE WANDS = PULL" if the
round tube of the grade wand is on the same side as
the cable. If the round tube of the grade wand is on
4-11
the same side as the mounting bolt, change the mode
to "GRADE WANDS = PUSH".
tracks is controlled by the front steer sensor connected
to the front steer plug and the front steer control loops.
The steering of the rear track is controlled by the rear
steer sensor connected to the rear steer plug and the
rear steer control loop.
Test the operation of the grade sensor wands by
placing the sensors in automatic control on the G21
controller. When the wand is moved above the
centered position, the machine should raise. If the
machine operates in the wrong direction, change the
grade wand calibration to the opposite mode.
08 Preliminary Adjustments
PUSH
+/- Adjust
031-0188
Steer sensor mode selection
031-0188
Using the NEXT switch, scroll forward to the steer
change the mode to "STEER WANDS = PUSH" if the
round tube of the steer wand is facing forward. If the
round tube of the steer wand is facing towards the rear
of the machine change the mode to "STEER WANDS
= PULL".
360352
G21 panel for left grade, right slope
Leveling Mold with Machine Frame
360019
Place a level across the frame of the machine (left to
right). Using the grade or slope jog switches, manually
level the machine from side to side. Stop the engine
or place the “servo lock” switch in the “on” position.
Place the level across the square tubes at the top of
the open front extension shroud. Adjust the front
stabilizing turnbuckle until the top front of the form is
level. Secure the turnbuckle in place with the jam nut.
Place the level across the square tubes near the rear
of the form. Adjust the rear stabilizing turnbuckle until
the top of the form is level. Secure the turnbuckle in
place with the jam nut.
360352
To operate the machine with left hand grade control,
and right side slope control, depress the calibrate
switch. Scroll through the various displays until the
elevation mode is displayed. Use the slope adjust
switches (+ or -) to change the mode to "L GR/R
SLOPE". After the appropriate grade and steering
mode settings are selected, depress the calibrate
switch to return to the main control panel display.
Note: If the form does not have the open front
extension shroud, place the level on the top of the
front of the hopper to adjust the front turnbuckle.
The left front leg elevation is controlled by the left front
grade sensor connected to the left front grade plug,
and the left front elevation control loop. The rear leg
elevation is controlled by the rear grade sensor,
connected to the left rear grade plug, and the rear
elevation control loop. The right front leg elevation is
controlled by the slope sensor, and the right front
elevation control loop. The steering of both front
G21 09/08/03
Machine Set Over Cage Steel
001-1973
4-12
!
WARNING!
!
CONTACT WITH MOVING TRACKS CAN CAUSE
SERIOUS INJURY. BE CERTAIN THAT NO ONE IS
NEAR THE TRACK BEFORE MOVING IT. KEEP
HANDS, FEET AND LOOSE CLOTHING AWAY
FROM MOVING PARTS TO PREVENT SEVERE
INJURY.
If control of the machine is being taken from a
guideline on the left side, refer to the preliminary
Adjustment section of the Standard Set-Up chapter. If
the guideline is under the machine, move the machine
into position over the guideline. Steer the front or rear
of the machine left or right as necessary, until
approximately the same distance exists between the
guideline and the front of the form and the guideline
and the rear of the form. If pouring over cage steel,
the form should be parallel to and centered over the
steel. Steer the front and rear tracks to the straight
ahead position.
G21 Sensors on Guideline
360021
It is advised to screw the steering adjustment crank, in
the end of the sensor arm assembly, out (clockwise) 3
to 4 inches (76 to 100 mm) before making sensor
adjustments. Adjust the grade jack out the same
amount. This will allow for minor steering and grade
adjustments if needed. Place the grade sensor wands
under the guideline and the steering sensor wands on
the left side of the guideline. Turn the sensor mount
brackets until the shaft through each of the steering
sensors is parallel to the guideline and the shaft
through each of the grade sensors is at a 90° right
angle to the guideline.
Lower form to grade
2.40V
2.52V 0.00V
001-1961
Insert the required slope setting into the G21 controller
by depressing the slope setpoint switches until the
proper setting is reached. Place the slope control loop
in the “Auto” mode. Depress the “run-standby” switch
on the G21 controller to place it in the “Run” mode.
Lower the machine using the front and rear elevation
“jog” switches until the bottom of the slipform mold is
lightly resting on the grade. Be sure the frame is
approximately the same distance above the guideline
at the front and rear. Be certain that the tracks are
straight ahead and stop the engine. Leave the ignition
switch in the “on” position.
G21 09/08/03
002-2760
Steer Sensor Reading at 2.50 volts
002-2760
Depress the test switch under the service panel. To
select the front steering sensor, depress the steer A/M
switch on the left front control loop. Adjust the steering
sensor left or right (in or out) until the steer sensor test
display reading is “2.50 ” volts. If a large amount of
adjustment, 1 inch (25 mm) or more, is necessary to
center the sensor reading, loosen the setscrews in the
sensor pivot mount and adjust the sensor arm
assembly in or out as needed (save crank adjustment
for fine adjustments). Depress the A/M switch for the
rear steering control loop and adjust the rear steer
sensor as described above.
4-13
Depress the A/M switch for the left front grade control
loop. Adjust the front grade sensor up or down until
the grade sensor test display reading is “2.50” volts. If
a large amount of adjustment is necessary to center
the sensor reading, loosen the setscrews in the grade
sensor jack and raise or lower the jack as needed.
Tighten the setscrews securely. Depress the A/M
switch for the rear grade control loop and adjust the
rear grade sensor as described above.
Adjust Spring Tension
387
Adjust Sensors on Guideline
360022
Loosen the L-shaped clamp bolt in the grade jack
bracket and slide the jack left or right until the grade
sensor wand is centered beneath the guideline.
Tighten the clamp bolt securely. Loosen the setscrew
in the steering sensor square tube mount and slide the
sensor assembly up or down until the line crosses the
wand 12 to 16 inches (300 to 410 mm) from the pivot
point. Tighten the setscrew securely.
G21 09/08/03
Adjust the spring tension on the sensor hubs to hold
the wands firmly in contact with the guideline, but not
tight enough to deflect the line. Check for the correct
spring tension after the machine has been adjusted to
the line. Note the position of the line on the grade
wand. Pull the steering wand away from the line and
note the movement of the line on the grade wand. If
the movement exceeds 1/8 inch (3 mm), the steering
spring tension is too tight. Loosen the tension slightly.
Note the position of the line on the steering wand. Pull
the grade wand down, away from the line and note the
movement of the line on the steering wand. If the
movement exceeds 1/8 inch (3 mm), the grade sensor
spring tension is too tight. Loosen the tension slightly.
Pull the line away from both sensor wands. The
steering wand should move left towards the line until
the stop pin in the sensor hub contacts the stop pin in
the side of the sensor. If not, tighten the spring
slightly. The grade wand should move up towards the
line, until the stop pin in the sensor hub contacts the
stop pin in the side of the sensor. If not, tighten the
spring slightly. If the sensor wands deflect the line
more than 1/8 inch (3 mm), but the stop pin in the
sensor and the hub will not contact one another,
suspect that the line has inadequate tension. Adjust
the line as necessary.
4-14
Note: When checking the sensor wand spring
tension, it should be done half way between
stations so the line holders do not interfere. The
control system should be in the “standby” mode or
the servo lock switch must be in the “on” position
when checking the sensor spring tension.
!
WARNING!
!
INJURY.
Start the engine and depress all A/M switches on the
control loops so they are in the “Auto” mode. Place
the steering selector switch in the “Stringline” position.
Depress the run-standby switch on the G21 controller
to place it in the “Run” mode. Place the forward/
reverse switch in the “forward” position. Place the
servo lock switch in the “off” position. Increase the
engine speed to maximum and slowly rotate the travel
variable control dial in the increase direction to start
the machine moving. Move the machine forward 20 to
30 feet (6 to 9 m) and stop the machine.
Measure to guideline (front)
360024
Place a straight edge against the side of the machine
frame, just to the rear of the front form mount, and
extend it down to the stringline height. Measure the
distance between the machine side of the straight
edge and the guideline. Record this measurement.
Place a straight edge against the side of the machine
frame, just to the front of the rear form mount, and
extend it down to the stringline height. Measure the
distance between the machine side of the straight
edge and the guideline. This measurement should be
within 1/4 in (6 mm) of the front measurement. If not,
adjust the steering sensors left or right.
!
Measure to Guideline (rear)
001-1954
Measure from the bottom of the machine frame down
to the guideline at the front. Record this
measurement.
Measure from the bottom of the machine frame down
to the guideline at the rear. This measurement should
be within 1/4 inch (6 mm) of the front measurement. If
not, adjust the grade sensors up or down and recheck
the measurement.
!
INJURY.
After adjusting the sensors, move the machine forward
20 to 30 feet (6 to 9 m) to allow the steering system to
correct itself and recheck the measurements.
Note: The barrier or parapet mold must be
parallel to the frame of the machine when
measuring the steering offset.
Note: It is advisable to raise the low end of the
machine, rather than lower the high end.
G21 09/08/03
WARNING!
4-15
09 Final Adjustments
Check offset (left guideline)
001-1959
Adjust slope (parapet)
001-1957
Adjust the slope of the straight back barrier form by
holding a level against the straight side of the form.
Plumb the level vertically and adjust the slope setting
on the machine until the batter of the back of the wall
is correct.
When the guideline is on the left side of the machine,
plumb a level vertically against the guideline, in line
with the rear of the slipform hopper. Measure the
distance between the guideline side of the level and
the reference point (center of top, edge of base, etc.)
on the slipform mold. This measurement should be
the required offset distance. If not, adjust the front and
rear steering evenly as necessary. Moving the
sensors towards the guideline (left), increases the
distance between the line and form. Moving the
sensors away from the guideline (right) decreases the
distance between the line and form. After each
adjustment, move the machine forward 20 to 30 feet (6
to 9 m) and recheck the offset.
Adjust slope (barrier)
001-1960
To adjust the slope of a standard barrier, locate the
center of the top of the wall. Locate the center of the
base of the wall. Hold a level in line with these two
marks. Adjust the slope setting until the wall is at the
desired slope.
Check offset
001-1970
When the guideline is under the machine, plumb a
level vertically against the guideline, in line with the
rear of the slipform hopper. Measure the distance
between the guideline side of the level and the
reference point (center of top, edge of base, etc.) on
the slipform mold. This measurement should be the
required offset distance. If not, adjust the front and
rear steering evenly as necessary. Moving the
sensors towards the guideline (left), increases the
distance between the line and form. Moving the
G21 09/08/03
4-16
sensors away from the guideline (right) decreases the
distance between the line and form. After each
adjustment, move the machine forward 20 to 30 feet (6
to 9 m) and recheck the offset.
Note: Be certain to allow for top slump when
checking grade.
Check pressure compensated setting
001-2617
Check stationary sideplate clearance
001-1961
If the barrier form is equipped with standard sideplates
and the wall is being poured on a smooth surface such
as concrete or asphalt, the grade is normally adjusted
so that the bottom of the form clears any high spots in
the grade by at least 1/8 inch (3 mm). Adjust the
grade sensors up or down evenly as necessary and
recheck measurement.
After the machine has been set to grade, move the
hydraulic sideplate control valves to the down position.
Lower the sideplates until they are resting on the
grade front and rear. Adjust each pressure control
valve so that there is 300 psi ±50 psi (21 bar ±3 bar)
indicated on the gauges. To adjust the pressure,
loosen the jam nut and turn the adjusting screw in to
increase pressure, or out to decrease pressure.
Tighten the jam nut securely. The valves are normally
adjusted to the same pressure.
Note: The are between the mold and the
sideplates should be well lubricated with grease to
provide continuous operation during the pour and
prevent concrete buildup between the mold and
sideplates.
Check final elevation
001-1962
If the barrier form is equipped with pressure
compensated hydraulic sideplates and the wall is
being poured on a smooth surface such as concrete or
asphalt, hold a level, plumbed horizontally, above or
below the guideline and extended over to the rear of
the form. Measure from the guideline side of the level
to the top of the rear of the form. If the measurement
is incorrect, adjust both grade sensors up or down
equally as required. Moving the sensors up, lowers
the grade and moving the sensors down raises the
grade. One turn of the grade jack crank changes the
grade approximately 1/8 inch (3 mm).
G21 09/08/03
Check cage steel clearance
001-1964
If the barrier wall is to be poured over cage steel, it is
recommended to dry run the length of the job, if
possible. Make certain that the steel is properly set
and the vibrators clear it by a minimum of 1 inch (25
mm).
4-17
!
WARNING!
over it until it is approximately 1-1/2 feet (46 cm) from
the rear of the form hopper. Stop the machine. Place
the forward/reverse steer switch in the “forward”
position and the travel/neutral switch in the “travel”
position. Be certain that the control system is in
"automatic" and the servo lock switch is in the "off"
position. Move the control valves for the pressure
compensated sideplates to the down position to lower
the sideplates on to the grade.
!
INJURY.
After the machine has been set to line and grade, it will
be necessary to move it back to the start of the job.
Set the forward/reverse switch to the “reverse”
position. Place the travel/neutral switch in the “travel”
position. Move the travel variable control knob in the
“increase” direction to move the machine to the start of
the pour. It may be necessary to raise the machine or
the hydraulic sideplates a small amount to prevent the
form from catching on any obstacles.
10 Pouring Operations
!
CAUTION!
!
DO NOT PLACE OIL ON THE OPERATORS
PLATFORM OR THE BOARDING LADDER, AS IT
MAY CAUSE THEM TO BECOME VERY SLIPPERY.
INJURY MAY RESULT IF SLIPPAGE OCCURS.
It is advisable to coat the inside and outside of the
form and the machine frame below the conveyor with
form oil. The conveyor frame, receiving hopper and
the discharge hopper should also be coated. Avoid
placing oil on the inside surface of the belt as it could
cause slippage.
GOMACO Tip: Place plastic or burlap over the
machine frame, directly below the conveyor to aid
in clean up at the end of the day.
Starting Header
001-1965
!
WARNING!
!
INJURY.
Starting from header
001-1966
Starting Pour from Header: When first beginning the
barrier wall pour, it is recommended that a template
header form be used to start from. The header form
should be at least 1/2 inch (13 mm) smaller than the
wall on the top and both sides. Set the header form at
the beginning point of the pour and brace it adequately
as there will be an extreme amount of pressure
against it when the concrete is first vibrated against it.
After the header form is set, slowly back the machine
G21 09/08/03
Move the conveyor directional control valve to the
“forward” position and pull the vibrator-auxiliary travel
valve out to the “vibrator” position. Rotate each
vibrator variable control valve, that has a vibrator
attached, counterclockwise to the maximum position.
Place the vibrator auto/off switch in the “auto” position.
Discharge concrete onto the conveyor from the supply
truck. Fill the hopper of the slipform mold at least
three-fourths full. Rotate the variable speed control
dial in the “increase” direction just enough to start the
vibrators without moving the machine. Allow the
vibrators to force the concrete back into the form
4-18
around the header, until it is completely full. Keep the
slipform hopper a minimum of three-fourths full by
starting and stopping the conveyor as necessary.
the form. Begin pouring forward as previously
described. By filling the form in this manner, a majority
of the hand work needed to complete the joint is
eliminated.
When the form is completely full around the header
form, rotate the variable speed control dial in the
“increase” direction to position 30 to start machine
forward movement. After the concrete begins to slip
from the form, adjust the travel speed and vibration as
required.
Check for proper slope
001-1969
After pouring 15 to 20 feet (4.6 to 6 m) check the final
product for proper slope, line and grade. If
adjustments are needed, make them in small
increments over a great distance. For example, if the
grade requires a change of 1/4 inch (6 mm), adjust it
1/8 inch (3 mm) every 5 feet (1.5 m) or more. To
check the slope of a straight backed barrier (parapet),
plumb a level vertically along the back of the wall and
check for the correct amount of batter. To check the
slope of a standard barrier, plumb a level vertically
along the edge of the wall base and measure over to
the center of the wall. Adjust the slope setting as
necessary.
Top cover plate in form
001-1967
!
WARNING!
!
INJURY.
Continuing the Pour From an Existing Wall: If the
pour is to start or continue, from an existing wall, it is
necessary that the grade at the end of the existing wall
is correct. Back the machine to the start of the pour,
as previously described, until the rear of the slipform
mold is against the existing wall.
Note: The slipform mold will not fit over the
product that was poured with it at a previous time.
Concrete slump causes the product to expand
wider than the slipform profile.
Set all controls for pouring as previously described.
Remove the cover plate from the top of the form.
Begin filling the form and vibrating the concrete back
into the form. Insert a stinger type vibrator into the
opening in the top of the form and “work” the concrete
to the rear of the form. Continue to “work” the
concrete until the form is completely full. Stop the
main vibrators on the machine and withdraw the
stinger vibrator. Reinstall the cover plate on the top of
G21 09/08/03
Check for proper offset
001-1970
To check the offset, plumb a level vertically along the
side of the guideline. Measure the distance between
the guideline side of the level and the concrete
reference point (center of top, edge of base, etc.).
Adjust the front and rear steering sensors evenly, left
or right as necessary.
4-19
optimum performance, it may be necessary to
increase or decrease the sensitivity. Sensitivity
settings can be made in the standby or run mode. For
final setup instructions, refer to the setup chapter.
Check for proper elevation
001-1971
To check the grade, lightly place a level on the top of
the wall and plumb it over, or under, the guideline.
Measure the distance between the concrete side of the
level and the guideline. Adjust the front and rear
grade sensors up or down, evenly, to get the proper
measurement.
Good product
033-3020
Continuing the Pour: Production rate (or travel
speed) is determined by many factors, of which a few
are:
!
WARNING!
!
CLOTHING AWAY FROM MOVING PARTS. DO
NOT STAND BEHIND THE CONCRETE SUPPLY
TRUCK WHEN IT IS BACKING INTO POSITION.
1. Delivery rate of the concrete mix. If the concrete mix
cannot be readily discharged from the supply truck,
the production rate will be lowered. The size of the
slipform mold will have a direct affect on how far each
load will go.
Sensitivities on control loop
031-0055b
Adjust the sensitivity level on each grade and steer
control loop to prevent the machine from reacting too
fast or too slow. Sensitivity settings can be checked
by depressing and releasing either the elevation or
steer sensitivity switches under the service panel. The
settings will be shown on the individual control loops
by the number displayed. Minimum sensitivity is one
and maximum sensitivity is nineteen. The sensitivity
can be set at any place in between. Individual control
loop sensitivities can be increased by depressing the
up switch, or decreased by depressing the down
switch for elevation or depressing the left and right
switch for steer. For each depression of either switch,
the sensitivity will change one setting. Initial setting for
the sensitivity on the grade, slope and steering control
loops is typically between ten and fifteen. For
G21 09/08/03
GOMACO Tip: If the concrete redi-mix truck is
equipped with secondary discharge fins, it is
recommended to remove them to aid in the
discharge of the low slump concrete mix.
2. How dry the concrete mix is (slump). The drier the
concrete, the slower the travel speed will be, resulting
in a lower production rate. The recommended
concrete slump is 1 inch ±1/4 inch (25 mm ±6 mm).
4-20
Cage steel centered in front of form
001-1973
When pouring over cage steel, it is important that the
steel be set straight and even. Observe the steel
going into the front of the form to be sure there is
equal clearance on all sides. Adjust steel or machine
as necessary. Be certain that the steel is securely tied
and braced to prevent movement.
Dry concrete mix
001-1908
When the concrete mix becomes too dry (low slump),
it may be necessary to decrease travel speed and/or
increase vibration to eliminate “voids” in the concrete
surface. If the concrete is extremely dry, large “voids”
may appear in the surface, or the concrete may even
pull apart. The solution would then be to add water to
the concrete mix, or if necessary, refuse to accept it.
Wet concrete mix
001-1974
When the concrete mix becomes too wet (high slump),
it may be necessary to increase the travel speed and/
or decrease the vibration to avoid a “puffy” surface. If
the concrete is extremely wet, the top of the wall may
slump excessively, or even fall over. When pouring
over cage steel, wet concrete may cause the bars of
steel to reflect in the concrete surface. A vibrator
touching the cage steel can also cause the steel to
reflect. Adjust the vibrator to prevent contact with the
steel. If the concrete is the problem, the solution
would be to get the concrete mix drier, or refuse to
accept it.
G21 09/08/03
Hump caused by vibrators
033-3022
During pouring operations, it occasionally becomes
necessary to stop and start the machine travel. When
stopping, smoothly rotate the “variable speed control”
dial in the “decrease” direction to the “off” position.
This causes the vibrators to stop at the same instance
as the machine travel ceases. When starting the
machine travel, smoothly rotate the “variable speed
control” dial in the “increase” direction to position 30 or
above. This will start the vibrators at the same
instance as the machine travel begins. After the
machine is moving, adjust the travel speed as
necessary. Another possible solution is to use the
travel/neutral switch. The travel/neutral switch will
simultaneously start and stop the travel and the
vibrators when used.
4-21
GOMACO Tip: When it is necessary to stop for a
short period of time, it is recommended to rotate
the “variable speed control” dial just clear of the off
position of the switch to start the vibrators
operating. Allow the vibrators to operate for 5 to
10 seconds before moving the machine to shake
the concrete free in the form. This will help
eliminate the possibility of the wall tearing when
the machine moves forward. It may also be
advisable to turn all the vibrator variables to the
maximum position
Example of something hitting guideline
CG-110404-08
During pouring operations, it is important that nothing,
or no one bumps the guideline. Be sure there is no
debris against the guideline which could become
entangled in the sensor wands. Be certain that
persons working around the machine do not come in
contact with the line.
Waiting too long for concrete delivery
001-1976
The photo above shows what will occur if the machine
sits in one position for too long and the concrete sets
up in the mold. When it becomes necessary to wait for
concrete delivery, it is recommended to have the
hopper completely full when the last truck departs,
especially if the temperature is extremely warm.
Slowly move the machine forward approximately 12
inches (300 mm) every 5 to 10 minutes. It is
recommended to set the vibrators to maximum before
moving the machine, after it has set for a period of
time. If the concrete begins to pull and crack at the
rear of the mold, stop the machine travel and allow the
vibrators to work the concrete in an attempt to loosen it
from the mold. Slowly move forward until the concrete
slips freely from the mold. Resume normal speed and
adjust the operating speed of the vibrators as
necessary.
G21 09/08/03
Installation of repair forms
001-1973
When the top of the wall needs to be repaired due to
any of the preceding causes, it is recommended to
install forms on each side. Clamp the forms in place
so the ends are even with the top of the good sections
of wall. Fill the forms with concrete and finish as
necessary.
4-22
Example of concrete slump variance
001-1977
Small variations of concrete slump can cause the top
of the product to vary up or down during pouring
operations. Maintaining a constant concrete slump will
help eliminate the variance in the top of the wall. To
check, a 10 or 12 foot (3.0 to 3.7 m) straight edge may
be used when placed lightly on top of the wall. Repair
any fluctuation greater than 1/8 inch (3 mm) as
necessary.
Bridge parapet expansion joint
cg050537-21
The expansion joint above was securely wired into the
cage steel of a bridge parapet. The support structure
of the expansion joint should be strong enough to
withstand the force of the concrete as the mold passes
over. The frame work should measure a minimum of
1/2 inch smaller then the opening of the slipform mold
on all sides. Finish around the expansion joint as
required after the machine has poured over it.
Finishing wall
001-1979
Apply any finishing practices to the wall as may be
necessary such as a broom finish. Cut any necessary
control joints. After all finishing is completed, apply
curing compound as necessary.
Formed expansion joint
Expansion Joints: Where expansion joints are
required in barrier walls and bridge parapets, there
are various methods used to either hand form or
slipform the joint into the wall. In either case, make
certain that the method is approved and meets or
exceeds the local specifications.
G21 09/08/03
001-2647
In the example above, two metal hand forms are
placed on each side of the barrier wall. A space
between each pair of forms will allow a saw to cut
open the joint while the concrete is still plastic.
The saw can be made from a long strip of plywood
with handles cut on either end. Teeth are cut into the
bottom edge of the plywood to form the saw. After the
concrete has set up enough to remove the forms, hand
finishing will be required to complete the joint.
4-23
Spray the wall with cure
End of pour over header
001-2620
001-1981
Cover the wall with wet burlap or spray with a curing
compound as required to prevent excessive moisture
evaporation.
When ending the pour, stop the conveyor. Continue to
move the machine forward until all of the concrete has
slipped from under the form. Push the auxiliary travel/
vibrator selector valve in to the “auxiliary travel”
position. Place the vibrator auto/off switch in the “off”
position. Depress the “A/M” switch on each elevation
control loop to place the grade control system in
"manual". Select a manual steer mode with the steer
select switch. Raise the machine using the all jog
switch and move the machine to an area where it can
be cleaned.
End of pour header form
The sensors should be removed before washing the
machine. It is advisable to mark the sensor location
on the mounts prior to their removal. This will speed
setup time if the pour is to be continued at a later date.
Be sure to place protective dust caps over the
electrical plugs to keep moisture and dirt out.
001-1980
If pouring over cage steel, it is possible to set a
template header form to pour over at the end of the
pour. The header form should be cut at least 1/2 inch
(13 mm) smaller than the wall on the top and both
sides. Set the header form at the end of the pour and
brace it adequately, as there will be an extreme
amount of pressure against it as the concrete in the
hopper, being vibrated, goes over it. As the header
form begins to go into the front of the form, be certain
that it does not catch on the sides or top.
Clean machine
3125
The machine should be cleaned as soon as possible
after pouring operations have ended. It is advisable to
G21 09/08/03
4-24
fill the water tank on the machine (if so equipped) at
the start of the pour, so water for cleaning purposes is
available at the end of the pour. Remove the lid from
the top opening of the tank and insert a fill hose.
When the tank is full, replace the lid.
Vibrator hoses connected to high pressure wash bulkheads
3127
If the machine is equipped with the optional high
pressure washer, it will be necessary to disconnect
two of the vibrators from the bulkheads and connect
the male quick couplers into the high pressure wash
bulkheads. This will provide 8 gal./minute (30.3 liters/
minute) at full engine rpm, with the vibrator variables
rotated fully on, to the hydraulic motor operating the
high pressure washer.
Water Pump Hydraulic Hose Quick Couplers
3126
!
CAUTION!
!
PLACE ALL CONTROL VALVES ON THE
OPERATOR CONTROL CONSOLE IN THE
HOSE OR OPERATOR FROM GETTING CAUGHT
IN A MOVING PART.
The water pump is operated by a vibrator circuit.
Connect the hoses from the pump hydraulic drive
motor on the pump to a vibrator circuit. Turn on that
circuit to the maximum position and turn off any circuit
that has a vibrator attached. Place the vibrator
auxiliary travel selector valve in the “vibrator” position.
Place the vibrator auto/off switch in the "auto" position.
Rotate the variable speed control dial in the increase
direction enough to run the vibrator circuit without
turning the tracks. Allow the engine to run at 1500 rpm.
To operate the high pressure washer, place the travel/
neutral switch in the “travel” position. Place the
vibrator auto/off switch in the “auto” position. If
equipped, place the auxiliary travel vibrator selector
valve in the “vibrator” position. Rotate the variable
speed control dial just enough to operate the vibrator
circuit. Rotate the two vibrator variables connected to
the high pressure washer circuit to the maximum
position. Make sure the remaining vibrator variables
are turned “off”. Run the engine at 1500 rpm.
Notice: Severe damage to the high pressure
washer pump can occur if no water is provided to
it. Cease operation before the tank is run
completely dry.
Uncoil the hose from the hose hanger on the side of
the tank and wash the concrete off of the machine. It
is recommended that the underside of the form be
washed off first. Clean the underside of the form
thoroughly, as any concrete left to dry on the
underside will affect the final concrete finish when the
pour is resumed.
High pressure wash wand
3128
G21 09/08/03
4-25
!
DANGER!
!
¶031-03-0480
TO PREVENT SEVERE INJURY OR DEATH, DO
NOT OPERATE THE AUGER, CONVEYOR,
TRIMMER, OR TRACKS WHEN CLEANING THE
MACHINE. PLACE ALL CONTROL VALVES ON
THE OPERATOR CONTROL CONSOLE IN THE
HOSE AND THE OPERATOR FROM GETTING
CAUGHT IN MOVING PARTS.
!
WARNING!
!
THE HIGH PRESSURE WASH SYSTEM USES HIGH
PRESSURE WATER. DO NOT AIM THE NOZZLE
AT ANY PART OF THE BODY, AS SERIOUS
INJURY CAN OCCUR. WEAR PROPER EYE
PROTECTION WHEN CLEANING THE MACHINE.
Remove the high pressure wand and uncoil the hose
from the hose hanger on the side of the tank and wash
the concrete off of the machine. It is recommended
that the underside of the form be washed first. Clean
the under side of the form thoroughly, as any concrete
left to dry on the underside will affect the final concrete
finish when the pour is resumed.
G21 09/08/03
4-26
Lubrication and Maintenance Service Interval Chart
Item
10 Hour
Check E-stop operation
•
Check engine oil level
•
Clean engine compartment
•
Check hydraulic fluid level
•
Fill fuel tank
•
Grease trimmer gearbox
•
Check engine coolant level
•
50 Hour
Grease trimmer discharge bearing
•
Grease conveyor bearings
•
Grease steering cylinder pins
•
Check track drive gearbox oil level
•
Check pump drive gearbox oil level
•
Check battery electrolyte level
•
Check alternator and fan belts
•
Adjust conveyor belt tension
•
Replace belt wiper
•
Adjust trimmer wheel height
•
Replace trimmer teeth
•
Service or replace engine air filter
•
Check engine air intake fittings
•
250 Hour
500 Hour
600 Hour
•
•
•
•
Replace engine oil filter
•
Grease inner guide tubes
•
Grease leg lower guide tube bearing
•
Grease leg upper guide tube bearing
•
Grease track yoke pivot pin
•
Grease Front Swinging Leg Pivot Pin
•
G21 08/13/03
5-1
Lubrication and Maintenance Service Interval Chart
Item
10 Hour
50 Hour
Replace fuel filters
250 Hour
500 Hour
600 Hour
•
Replace hydraulic oil filter
•
Replace high pressure lift filter
•
Clean sump filters
•
Change oil in track drive gearbox
•
Change oil in pump drive gearbox
•
Check oil level in track rollers
•
Check oil level in track idler
•
Check battery electrolytes
•
Adjust servo pilot valves
•
Adjust pressure relief valves
•
Clean power washer pump inlet screens
•
Check power washer gearcase oil level
•
G21 08/13/03
5-2
CHAPTER V MAINTENANCE
2.
Use of 10W30 in temperatures below 14° F (-10°
C.).
3.
The lubricant shall meet the performance
requirements shown in service classifications
CC/CD (equivalent to MIL-L-45199B).
4.
A maximum sulfated ash content of 1.85% by
weight. Refer to the Cummins engine operators
manual for further information.
This chapter contains detailed instructions for the
lubrication and adjustments necessary for trouble free
operation of the GT-3600. The services listed for the
engine are basic services only. Refer to the engine
service manual for more detailed instructions. It is
advisable to perform all lubrication checks and
services prior to initial machine setup.
HYDRAULIC OIL CONVERSION CHART
Instructions for the servicing of the battery, charging
system, fuel system, engine cooling system, engine
lubrication system and the machine hydraulic systems
are included in this chapter. Also included are
instructions for adjusting the pressures of the various
hydraulic circuits and instructions for adjusting the
steering and slope systems. Pay particular attention
to all safety statements.
AMOCO
AMOCO AW 46
RYKON OIL #46
ARCO *
ARCO DURO AW 46
CHEVRON
EP HYD OIL 46
02 Fuels
CITIES SERVICE
PACEMAKER XD46
The quality of fuel oil used for high speed diesel
engine operation is a very important factor in obtaining
satisfactory engine performance, long engine life and
acceptable exhaust.
Fuel oil should be kept clean and free of
contamination. Storage tanks should be inspected
regularly for dirt, water or water emulsion sludge and
cleaned if contaminated. Storage instability of the fuel
can lead to the formation of varnish or sludge in the
tank. To keep the fuel system in its most efficient
condition, keep all dirt, water and other foreign matter
out of the fuel and avoid storing fuel for a long period
of time.
Refer to the engine manual for further information and
specifications.
03 Lubricants
Effective use of the proper lubricating oils and grease
is perhaps the most important step towards low
upkeep cost, long machine life and satisfactory
service. Use only lubricants specified in this section.
Apply them at the intervals and according to the
instructions in the lubrication section.
Engine Lubrication Oil
Cummins Engine recommends the use of multigrade
oils in their engines, using the following requirements:
1.
Use of 15W40 or 20W40 in temperatures above
14° F. (-10° C.).
G21 08/13/03
MOBIL
DTE 25
PHILLIPS
MAGNUS A OIL 46
SHELL
TELLUS 46
STANDARD OIL (OHIO)
INDUSTRON 48
CONOCO
SUPER HYD OIL 46
SUN
SUNVIS 747
SUNVIS 821 WR
EXXON
NUTO 46
TEXACO
RANDO OIL HD 46
GULF
HARMONY 46AW
UNION 76
UNAX AW 46
KENDALL
047 EP
* GOMACO Standard Oil
M-D-999-007
Hydraulic oil chart
Hydraulic Oil
GOMACO recommends any anti-wear hydraulic oil
with an I.S.O. viscosity rating of 215 at 100° F (37.8°
C) such as Arco Duro AW-46, which is installed in the
machine at the factory. The oil is non-foaming and
has anti-wear additives in it. Refer to the chart for
equivalent oils.
Gear Case Oils
Use SAE 90 gear oil with EP additives in the various
gear drives unless otherwise instructed. Use of other
types of oils will not give satisfactory service and may
result in eventual damage.
Grease
Use any multipurpose lithium soap grease for all
grease fittings. Application of grease as instructed in
5-3
this chapter will provide proper lubrication and will
keep contamination out of bearings.
Notice: Use only high grade lubricants which have
been stored in clean containers. Wipe away all
grease and dirt before removing filler caps or
plugs. Wipe grease fittings clean before
lubricating.
04 Ten Hour or Daily Service
Check engine oil level
Check E-stop light
360217
360224e
!
WARNING!
!
A DEFECTIVE EMERGENCY STOP SYSTEM MAY
CAUSE SEVERE INJURY OR DEATH. DO NOT
OPERATE THE MACHINE WITH AN INOPERATIVE
EMERGENCY STOP SYSTEM. CHECK THE
EMERGENCY STOP SYSTEM FOR PROPER
WORKING ORDER BEFORE BEGINNING PAVING
OPERATIONS.
Check the operation of each emergency stop button
every day before beginning operation. Make certain
that all emergency stop buttons are pulled out and that
the check E-stop light on the panel is out. Depress
each emergency stop button, one at a time.
Depressing any one emergency stop button should
cause the check E-stop light to illuminate. If the check
E-stop light does not illuminate after depressing any
individual emergency stop button, check the system
for faults and correct before operating the machine.
Check engine crankcase oil level with the bayonet
gauge. Do not operate the engine with oil level below
the bottom mark. Check the oil level ten minutes after
stopping the engine. If the oil level is low, add the
proper grade of oil through the oil fill opening until the
oil level is to the full mark on the bayonet gauge.
Grease steering cylinder pins
001-1746
Grease the cylinder pins and bushings on each
steering cylinder until grease is expelled from between
the bushing and the pin.
Clean engine compartment
360095
Check and clean the engine compartment, radiator
core and oil cooler core if necessary. The engine
compartment should be cleaned by blowing it out with
G21 08/13/03
5-4
compressed air or by washing it out with a pressure
washer (maximum pressure 100 psi; 6.9 bar). Allow
the engine to cool before washing the compartment.
The radiator and oil cooler cores can also be cleaned
with compressed air or a pressure washer (maximum
pressure 100 psi; 6.9 bar). The cores should be
cleaned from the inside to the outside.
Refill the fuel tank at the end of each day with clean,
fresh fuel. Keeping the fuel tank full, reduces
condensation to a minimum.
Check air filter restriction indicator
360390
Check hydraulic fluid level
503
Check the hydraulic oil level by observing the oil level
in the reservoir sight glass. Oil level should be to the
full mark with the oil cold. Do not operate the machine
when oil is not visible in the sight glass. Fill to the full
mark with the proper grade of hydraulic oil. Oil needs
to be changed only if contaminated.
Check the air filter restriction indicator. If the red line
is in the window, the air filter element must be
replaced. Refer to the air filter service section for
replacement instructions. To reset the restriction
indicator, push in on the button on the bottom of the
indicator and release it.
Grease trimmer gearbox
505
!
Fill fuel tank
504
!
WARNING!
!
SEVERE BURNS MAY OCCUR IF THE FUEL WERE
TO IGNITE.
G21 08/13/03
DANGER!
!
TO PREVENT SERIOUS INJURY, OR DEATH, KEEP
HANDS, FEET AND CLOTHING CLEAR OF
ROTATING TRIMMERWHEEL. IT IS
RECOMMENDED TO HAVE SOMEONE AT THE
OPERATORS STATION TO STOP THE
TRIMMERWHEEL IN CASE OF EMERGENCY.
Note: A grease fitting will not be present if the
trimmerwheel is equipped with the optional direct
drive piston motor.
5-5
With the engine idling and the trimmer wheel rotating
slowly, inject grease into the fitting next to the drive
motor, until grease is expelled from around the large
trimmerhead gearbox mounting flange seal
(approximately 20 pumps). It is recommended that a
multipurpose, high temperature grease be used in this
location.
Note: Under dry, dusty or sandy conditions, it is
recommended to grease the fitting next to the
drive motor more frequently (2 or 4 times a day).
Grease trimmer discharge bearing
360091
!
Check engine coolant level
WARNING!
!
IF NECESSARY TO ADD COOLANT TO THE
SYSTEM WHEN THE ENGINE IS HOT AND/OR HAS
OVERHEATED, USE CARE TO AVOID BEING
SCALDED. ALLOW THE ENGINE TO COOL
BEFORE REMOVING THE RADIATOR CAP.
PLACE A RAG OVER THE RADIATOR CAP AND
TURN IT SLOWLY TO THE FIRST STOP, WHICH
ALLOWS STEAM TO ESCAPE THROUGH THE
OVERFLOW TUBE.
With the trimmerwheel stopped, grease the bearing on
the auger shaft end of the trimmerhead until resistance
is felt against the grease gun handle (1 or 2 pumps).
Do not over grease as seal damage could result.
Note: Under dry, dusty or sandy conditions, it
may be necessary to grease the trimmer auger
shaft bearing more frequently.
Check the coolant level in the engine radiator. Open
the access door to reach the radiator cap. The coolant
level should be no more than 1 inch (25 mm) down
from the bottom of the filler neck. See the appropriate
engine manual for further coolant system instructions.
Refer to the specification chapter for coolant system
capacities.
05 Fifty Hour or Weekly Service
Perform all ten hour lubrication and periodic services.
Grease conveyor bearings
360279
G21 08/13/03
!
TO PREVENT SERIOUS INJURY, OR DEATH, DO
NOT ATTEMPT TO GREASE THE BEARING ON
THE DISCHARGE END OF THE TRIMMERWHEEL
WITH THE WHEEL ROTATING. STOP THE WHEEL
AND SHUT OFF THE ENGINE BEFORE GREASING.
512
!
DANGER!
5-6
WARNING!
!
!
!
WARNING!
!
TO PREVENT SERIOUS INJURY, DO NOT
ATTEMPT TO GREASE THE BEARINGS ON THE
CONVEYOR WITH THE CONVEYOR OPERATING.
STOP THE CONVEYOR AND STOP THE ENGINE
BEFORE GREASING.
MOVING TRACKS CAN CAUSE SERIOUS INJURY
THE TRACKS BEFORE MOVING THE MACHINE.
KEEP HANDS, FEET AND LOOSE CLOTHING
AWAY FROM MOVING PARTS.
Grease the conveyor drive pulley (upper end) bearing,
on the side opposite of the drive motor, until resistance
is felt against the grease gun handle (1 or 2 pumps).
Do not over grease as seal damage could result.
Check the gear oil level in the track drive gearboxes.
Rotate the box until the fill/drain plug is on the top.
Remove the check plug from the center of the
gearbox. Gear oil should flow from the opening. If
not, add EP-90 gear oil until it begins to flow from the
check plug opening.
Note: If hydraulic oil flows from the check plug
hole, suspect that the shaft seal on the hydraulic
drive motor has failed. It will be necessary to
remove the drive motor and replace the seal.
Grease conveyor idler pulley bearings
360377
Grease bearings on each side of the conveyor idler
pulley (lower end) until resistance is felt against the
grease gun handle (1 or 2 pumps). Do not over
grease as seal damage could result.
Check pump drive gearbox oil level
510
Check the gear oil level in the pump drive gearbox on
the rear of the engine. Remove the hex plug from the
side of the gear box, oil should be at the level of the
plug. If not, add EP-90 through the filler hole on top of
the gearbox until oil is visible in the sight gauge.
Note: If the gear oil level is above the top of the
hex plug, or oil is being expelled from the breather,
suspect that the shaft seal on one of the hydraulic
pumps has failed. It will be necessary to remove
one, or possibly all, of the pumps to find and
replace the defective seal.
Check track drive gearbox oil level
509
Check battery electrolyte level
513
G21 08/13/03
5-7
!
CAUTION!
!
BATTERIES CONTAIN SULFURIC ACID AND
NORMALLY PRODUCE EXPLOSIVE GASES
WHICH CAN CAUSE SERIOUS INJURY.
THEREFORE, DO NOT ALLOW FLAMES OR
SPARKS TO COME NEAR THE BATTERY. WHEN
CHARGING OR WORKING NEAR A BATTERY,
ALWAYS SHIELD YOUR FACE AND PROTECT
YOUR EYES. IN CASE OF ACID CONTACT WITH
SKIN OR EYES, FLUSH IMMEDIATELY WITH
WATER FOR A MINIMUM OF 15 MINUTES AND
GET PROMPT MEDICAL ATTENTION. IF ACID IS
SWALLOWED, CALL A PHYSICIAN IMMEDIATELY.
Check the level of the electrolyte (acid and water
solution) in each of the cells of the battery. Use
distilled water or any clean water that is fit to drink and
does not have a high mineral content to fill the cells to
the bottom of the filler necks.
Note: Do not add water in freezing weather
unless the engine is to be ran two or three hours,
or the battery is to be charged for a minimum of
one hour, to thoroughly mix the water and
electrolyte.
Adjust conveyor belt tension
515
!
WARNING!
!
KEEP HANDS, FEET, TOOLS AND CLOTHING
AWAY FROM MOVING CONVEYOR BELT AND
ROLLERS. SERIOUS INJURY OR DEATH MAY
RESULT IF ENTANGLED.
Check the conveyor belt tension and alignment. If the
belt tension is insufficient (apparent by drive pulley
slippage), tighten the belt by adjusting the position of
the idler pulley evenly on both sides.
Check alternator and fan belts
514
!
WARNING!
!
DO NOT ATTEMPT TO CHECK THE BELTS WITH
THE ENGINE RUNNING. SEVERE INJURY WILL
OCCUR IF CAUGHT IN MOVING BELTS.
Check the belts for any sign of wear. Replace belts
that are cracked or frayed Refer to the engine manual
for further instructions.
G21 08/13/03
Train Belt to Center of Pulley
516
To align the belt, start the engine and allow it to run at
1000 rpm. Move the conveyor directional control valve
to the “forward” position and allow the belt to rotate.
Observe the belt to see which side it is running to.
Turn the idler pulley adjuster nut, in small increments,
on the side the belt is running to. Allow the belt to
rotate five or six complete revolutions before making
more adjustments to allow time for belt to center itself.
Secure adjuster nut with jam nut.
5-8
Adjust trimmer wheel height
519
!
Belt wiper (current)
360382
Inspect the belt wipers on the underside of the
conveyor just inside of the discharge hopper. The
wiper blades should be replaced when the blue portion
of the blade is worn down to the support assembly or
has been severely damaged so it does not wipe the
belt clean. Release the spring tension on the wiper
assembly. Remove the two bolts, lockwashers and
nuts from each wiper blade. Reverse the disassembly
instructions to attach the new wiper blades. Tighten
the bolts securely.
Tension belt wiper
360383
Adjust the wiper spring tension until there is enough
tension against the conveyor belt to wipe the belt
clean.
!
The trimmer wheel is properly adjusted when the teeth
are 1/4 inch to 3/8 inch (6 to 10 mm) below the cutting
edge of the moldboard.
One way to adjust the trimmer wheel is to position the
machine on a flat, level, concrete or asphalt surface.
Place a 6 inch x 6 inch x 3/8 inch (150 mm x 150 mm x
10 mm) steel plate under each end of the trimmerhead
moldboard. Lower the machine until the moldboard
rests on the plate. Make certain the machine frame is
parallel to the surface it is setting on. Stop the engine.
Disconnect the trimmerhead pressure and return quick
couplers and loop the trimmerhead hydraulic drive
motor hoses together. Rotate the trimmerwheel by
hand.
If the trimmerwheel teeth do not strike the surface, it
will be necessary to adjust the trimmerwheel down.
Slightly loosen the cap screws securing the guide
plates at each end of the trimmerhead. Adjust the
trimmer wheel down with the adjusting bolts until the
teeth lightly strike the concrete or asphalt surface.
Tighten all cap screws and setscrews securely.
Note: The belt wiper must be thoroughly cleaned
at the end of each day to maintain its'
effectiveness.
G21 08/13/03
DANGER!
5-9
The trimmer wheel can also be adjusted during
trimming operations by observing the finished grade
behind the machine. When trimming, teeth marks
should be slightly visible in the subgrade. If teeth are
set more than 3/8 inch (10 mm) below the moldboard,
excessive loose material will be left on the subgrade.
If the teeth are set above the moldboard, increased
tractive pressure will result as well as a poorly finished
subgrade. If the teeth are set above the moldboard, it
can cause the machine to “kick” sideways, creating
steering problems. Adjust the trimmer wheel height as
previously described.
Trimmed Grade
521
Replace trimmer teeth
522
!
521a
Wheel Set too Shallow
521b
DANGER!
!
G21 08/13/03
!
TO PREVENT SERIOUS INJURY, OR DEATH, BE
CERTAIN THAT THE ENGINE IS STOPPED
BEFORE WORKING ON THE TRIMMERWHEEL. IT
IS RECOMMENDED TO REMOVE THE KEY FROM
THE IGNITION SWITCH TO KEEP THE ENGINE
FROM BEING ACCIDENTALLY STARTED. WEAR
EYE PROTECTION WHEN REMOVING AND
REPLACING THE TEETH.
Wheel Set too Deep
!
DANGER!
If the carbide tip breaks off of the tooth, it will allow the
remaining portion to wear off rapidly. It will be
necessary to replace the tooth to prevent the holder
from wearing also. Stop the engine. Place a punch
against the rear of the tooth shank and drive it out from
the rear. Set a new tooth in place in the holder and
place the special driver tool (GOMACO part number
GT80-119) over the tip. Tap the new tooth into place.
Be certain the flat spot on the shank of the tooth is on
the same side as the flat area on the holder before
driving the tooth into place.
06 150 Hour or Monthly Service
Perform all 10 and 50 hour lubrication and periodic
services.
5-10
Notice: The wear bars should be equally
tensioned on all four sides of each leg. This must
be done to maintain the inner leg tube in the center
of the upper leg assembly. Excessive tube wear or
jamming of the leg can result if the tube is
adjusted to one side of center.
Lubricate inner guide tubes
523
Using the control loop “jog” switches, raise the
machine to maximum up position. Apply a thin layer of
grease to the four sides of the inner guide tube.
Upper Guide Tube Grease Fittings
528
Grease the guide plate at the upper end of each track
guide tube. Give each of the four grease fittings, on
each guide tube, 5-6 pumps of grease.
Loosen the jam nuts and turn the setscrews in snug
against the retainer blocks on the top of the upper
guide tube plate. Tighten the jam nuts securely.
Loosen the jam nuts and turn the setscrews in tight
against the side of the square guide tube. Tighten the
jam nuts securely. Repeat the procedure on all three
legs.
Lower Guide Tube Grease Fittings
527
Grease the bronze bearing at the lower end of each
track guide tube. Give each of the four grease fittings,
on each guide tube, 5-6 pumps of grease.
Loosen the jam nuts on the adjustment setscrews on
the bottom of each leg, and turn the setscrews in snug
against the wear bar to eliminate any looseness
between the inner and outer guide tubes. Tighten the
jam nuts securely. Repeat the procedure on all three
legs.
When proper tension is adjusted, the track should turn
within 1 inch of steer cylinder stroke in either direction.
The elevation leg will not move up or down if the wear
bars are tightened too much.
Grease track yoke pivot pin
531
G21 08/13/03
5-11
Grease the track pivot yoke pin, on each track, through
the bottom of each guide tube and track frame yoke
until grease is expelled from between the guide tube
and the yoke.
Change the engine oil by removing the cap from the
drain hose and allowing the oil to drain into a
container. Oil should be drained at the end of a work
day while it is still warm. This will allow the oil to drain
faster and all contamination suspended in the oil will
drain with it.
Grease Front Swinging Leg Pivot Pins
532
Grease the front and rear pivot pins in the swinging left
front extension assembly until grease is expelled from
between the pins and the bushings.
07 250 Hour
Perform all 10 hour, 50 hour and 150 hour lubrication
and periodic services.
Replace oil filter
525
Remove the engine oil filter element and discard the
oil filter and the oil properly. Make certain that all of
the old gasket is removed and clean any dirt from the
filter base. When installing the new engine oil filter,
coat the gasket with a light coat of engine oil. Fill the
filter with clean engine oil and install it. Hand tighten
the filter element 3/4 turn after the gasket contacts the
base.
Drain engine oil
524
!
WARNING!
!
USE CARE WHEN REMOVING THE DRAIN PLUG
TO PREVENT CONTACT WITH THE HOT OIL. HOT
OIL CAN CAUSE SEVERE BURNS.
G21 08/13/03
Fill engine with oil
526
Replace the drain cap and refill the engine with the
proper grade of oil in accordance with the instructions
given in the lubricating oil specification section of the
5-12
appropriate engine manual. Start the engine and
inspect the oil filter canister for leaks.
08 500 Hour Service
Perform all 10 hour, 50 hour and 250 hour lubrication
and periodic services.
John Deere fuel filter
360185
In-line fuel filter
360191
Replace the in-line fuel filter element by sliding each of
the spring clamps away from either side of the filter.
Pull the fuel lines off of each nipple extension on the
filter and dispose of the filter in an environmentally
correct manner. Place the new filter between the fuel
lines. Make certain that the direction of flow arrow on
the filter is pointing in the correct direction. Return the
spring clamps into position on the fuel lines to retain
the filter.
Note: The in-line filter is a screen type filter. Do
not replace it with a paper filter type.
Notice: The in-line fuel filter may require servicing
more often depending upon fuel quality and
working conditions.
Cummins fuel filters
533
Remove the engine fuel filter elements and discard the
fuel filters properly. Make certain that all of the old
gasket is removed and clean any dirt from the filter
bases. Tighten the new filter elements 3/4 of a turn
after the gasket contacts the base. Loosen the air
bleed screw and use the manual fuel pump to force all
air from the fuel system. Tighten the bleed screw.
Refer to the appropriate Diesel Engine Manual for
further fuel system service.
Note: Drain the water from the bottom of the front
fuel filter at least once a week. Turn the drain plug
out approximately 2 turns and allow a small
amount of fuel and any water to drain. Tighten the
drain fitting securely. Refer to the appropriate
engine manual for further instructions.
G21 08/13/03
5-13
09 600 Hour or Annual Service
Perform all 10 hour, 50 hour, 150 hour, 250 hour and
500 hour lubrication and periodic services.
It will be necessary to lower the hydraulic oil level
when changing the hydraulic filters. Locate the drain
plug under the vertical surge tank and remove the
drain plug. Allow the oil to drain into a clean container
of approximately 55 gallons (208 L) until the oil level is
below the bottom of the access plate on the rear of the
vertical surge tank. Place thread sealer on the drain
plug and install it. Tighten the plug securely.
Note: It is recommended to service all hydraulic
filters before replacing the hydraulic oil that was
drained.
Replace High Pressure Lift Filter
Remove the cover over the main filter. Remove the
filter cap by removing the capscrews and lifting the
cover off. Notches are provided on each side of the
cap to pry it off if necessary.
360186
Replace the high pressure lift filter. Unscrew the filter
canister from the base and discard the old filter
element properly. Clean the inside of the filter canister
thoroughly. Install a new filter element in the canister
and replace the assembly. Tighten the canister
securely.
Note: The high pressure lift filter element should
be replaced after the first 50 to 100 hours of
operation and then annually, or whenever the filter
pressure indicator on the filter head is popped up
with the hydraulic oil at operating temperature.
Remove Retainer Spring
536
Remove the retainer spring, relief valve assembly and
the filter element from the filter. Discard the old
element properly and replace it with a new one. Be
certain the element is centered over the guide in the
bottom of the filter canister. Replace the relief valve
assembly (spring end down) and then the retainer
spring. Check the o-ring on the cover and replace it if
necessary. Bolt the filter cap in place and replace the
cover. Replace the hydraulic oil which was drained
from the system if no other filters are to be replaced.
Note: The main filter element should be replaced
after the first 50 to 100 hours of operation and
then annually, or whenever the filter pressure
indicator is in the replace zone, with the hydraulic
oil at operating temperature.
G21 08/13/03
Remove sump filter access cover
537
Remove and clean the sump filters. Drain the
hydraulic oil level down as previously described.
Remove the access cover from the rear of the surge
tank. Reach down into the tank and unscrew the
sump filters and remove them. Remove all gasket
5-14
material from the sump tank opening and from the
access cover.
Note: It is recommended that a hydraulic oil
sample should be taken at least once a year to
check for contamination. Send the sample to an
accredited laboratory for testing. A good
preventive maintenance program usually requires
multiple samples during the year.
Remove sump filters
538
After the filter elements are removed, wash the
elements in clean solvent or diesel fuel. Blow the
elements dry and reinstall the filters. Hand tighten the
elements only. Replace the access cover gasket (part
#GT62-194) and reinstall the cover. Replace the
rubber seal washers (part #420-30A96) on the cover
cap screws if damaged. Replace the hydraulic oil
which was drained from the system if no other filters
are to be replaced.
Note: The sump filters should be cleaned any
time that the main filter elements are replaced.
The sump filters need to be replaced only if
damaged.
Change oil in torque hub gearbox
!
WARNING!
!
MOVING TRACKS CAN CAUSE SERIOUS INJURY
THE TRACK BEFORE MOVING IT. KEEP HANDS,
FEET AND LOOSE CLOTHING AWAY FROM
MOVING PARTS.
Drain the gear oil from the track drive gearboxes and
discard the oil properly. Refill with clean new EP-90
gear oil. To drain the oil, rotate the fill plug to the
bottom.
Note: It is recommended to change the EP-90
gear oil in the torque hub gearboxes after the first
50 to 100 hours of machine operation.
Hydraulic oil drain plugs
539
The hydraulic oil needs to be changed only if it is
contaminated. The oil is contaminated when the main
filters need frequent changing, or when water or diesel
fuel has gotten into the system. To drain, remove the
drain plugs from the bottom of each tank. Wash the
magnetic drain plugs off and place sealer on the
threads before replacing the plugs. Discard the
hydraulic oil properly. Refill the hydraulic system with
the proper hydraulic oil. The hydraulic reservoir
capacity is 105 gallons (397 liters).
Dual Pump Drive Gearbox Drain Plug
540
Drain the gear oil from the pump drive gearbox on the
rear of the engine and discard the oil properly. Refill
G21 08/13/03
5-15
with clean new EP-90 gear oil. To drain, remove the
drain plug located in the bottom of the gearbox.
Note: It is recommended to change the EP-90
gear oil in the torque hub gearboxes after the first
50 to 100 hours of machine operation.
Check oil level in track rollers
Contact surfaces on wear bar
542
Check the oil level of the lower track idler rollers.
Remove the rock guard from the outside of the track
assembly. Rotate the rollers until the check plug is in
the horizontal position and remove the plug. Oil
should flow from the check opening. If not, inject
EP-90 gear oil into the roller with a pump type oil can
until the oil flows from the check opening. Replace the
plug. Do all the rollers the same on each track.
360398
Note: The check plugs require a 6 mm hex
wrench to remove them.
Check wear bars on right front leg
360397
Check oil level in track idler
543
Check the oil level of the front track idler roller. Rotate
the front idler roller until the check plug is to the front
and in the horizontal position and remove the plug. Oil
should flow from the check opening. If not, inject
EP-90 gear oil into the roller with a pump type oil can
until oil flows from the check opening. Replace the
plug. Do the front idler on all tracks the same.
Loosen and remove the right front extension tube
frame clamp and wear bar. A 1/4 inch (6 mm) raised
contact surface is placed against the top and bottom of
the inner extension tube. If this contact surface no
longer exists, the wear bar must be replaced. There
should also be a minimum of 1/16 inch (1.5 mm) space
(as indicated in photo 360397) between the steel
adjustment plate and the front of the machine frame if
the wear bar is good. If excessive movement is
apparent after adjustment, remove and replace the
wear bar as necessary on the right front leg extension
tube.
Note: The check plug requires a 6 mm hex
wrench to remove it.
Notice: Some track idler rollers may be equipped
with a sealed bearing. A permanent oil is used and
does not require service.
G21 08/13/03
5-16
Check wear bars on trimmer lift
Measure wear bars for replacement
002-2301
360400
Adjust the trimmer lift wear bars to remove any
excessive movement from the trimmer lift tubes.
There should be a minimum of 1/16 inch (1.5 mm) of
brass bar remaining on the steel adjustment plate if
the wear bar is good. Remove and replace the wear
bars and brass screws as necessary on each of the
trimmer lift assemblies.
Loosen the wear bar adjustment bolts under the mold
shift extension tube and remove the wear bar
assemblies. Measure the depth of the remaining moly
wear bar. A new wear bar will measure 1-1/2 inches
(38 mm) in depth. The wear bar should measure no
less than 3/4 inch (19 mm). If the wear bar measures
less than previously indicated or, the metal backing
plate in the wear bar is excessively worn or, the bolts
have worn through the metal backing plate; replace
the wear bar assembly. When proper tension is
adjusted, the top of the inner extension tube should
contact the top of the outer tube.
Check wear bars for replacement
360175
Check leg wear bars for replacement
360288
Loosen the wear bar adjustment bolts and remove the
wear bar assemblies. Measure the depth of the
remaining moly wear bar. A new wear bar will
measure 1 inch (25 mm) in depth. The wear bar
should measure no less than 5/8 inch (15 mm). If the
wear bar measures less than previously indicated or,
the metal backing plate in the wear bar is excessively
G21 08/13/03
5-17
worn or, the bolts have worn through the metal
backing plate; replace the wear bar assembly. When
proper tension is adjusted, the track should turn within
1 inch of steer cylinder stroke in either direction. The
elevation leg will not move up or down if the wear bars
are tightened too much.
Notice: The wear bars should be equally
tensioned on all four sides of each leg. This must
be done to maintain the inner leg tube in the center
of the upper leg assembly. Excessive tube wear or
jamming of the leg can result if the tube is
adjusted to one side of center.
Air Filter Connections
548
Be sure all connections between the air filter assembly
and the engine are tight.
10 Servicing Air Cleaner
11 Battery Service
Remove the air filter
544
To remove the air cleaner filter element, remove the
access cover from the engine console. Loosen the
clamp ring screw and remove the air cleaner cover.
Remove the filter retaining screw and pull the element
from the filter canister. When servicing the air cleaner,
check all connections from the air cleaner to the
engine. Connections should be air tight at all times.
When the element must be serviced in the field, pat
the side of the element gently near the end with the
palm of the hand while rotating the element. Do not
tap the element against a hard surface as this may
dent or rupture the element.
Wipe out the inside of the air cleaner shell before
installing the new element. Install the element and
secure with the wing nut and the seal washer. Install
the dust collector cap with the rubber unloading valve
down and tighten the clamp ring screw finger tight.
Install the engine console access cover.
G21 08/13/03
Battery
549
The GOMACO GT-3600 uses one 12 volt battery. The
battery is an Exide 24-900 with 900 cold cranking
amps. The electrical system is a 12 volt, negative
ground system. Keep all sparks and flames away from
the battery as electrolyte gas is highly explosive.
!
WARNING!
!
SPARKS TO COME NEAR THE BATTERY(S).
WHEN CHARGING OR WORKING NEAR A
BATTERY, ALWAYS SHIELD YOUR FACE AND
PROTECT YOUR EYES. IN CASE OF ACID
CONTACT WITH SKIN OR EYES, FLUSH
IMMEDIATELY WITH WATER FOR A MINIMUM OF
15 MINUTES AND GET PROMPT MEDICAL
ATTENTION. IF ACID IS SWALLOWED, CALL A
PHYSICIAN IMMEDIATELY.
5-18
Be sure to keep the battery filled and fully charged
during cold weather to keep it from freezing. Freezing
weather has little affect on a fully charged battery.
!
WARNING!
!
DO NOT ATTACH THE END OF THE NEGATIVE (-)
CABLE OPPOSITE THE BOOSTER BATTERY TO
THE NEGATIVE (-) POST OF THE DEAD BATTERY.
A SPARK COULD OCCUR AND CAUSE AN
EXPLOSION OF GASES NORMALLY PRESENT
AROUND THE BATTERY.
Badly pitted battery terminal
When connecting a booster battery, if necessary for
cold weather starting, connect one end of the first
jumper cable to the positive (+) terminal of the dead
battery and the other end to the positive (+) terminal of
the booster battery. Connect one end of the second
jumper cable to the negative (-) terminal of the booster
battery and the other end to the frame of the machine
with the dead battery.
052-0226
!
CAUTION!
!
WHEN SERVICING THE ELECTRICAL SYSTEM OR
WELDING ON THE MACHINE, ALWAYS
DISCONNECT THE GROUND STRAP FROM THE
BATTERY(S) TO PREVENT DAMAGE TO THE
MACHINE ELECTRICAL SYSTEMS.
12 Alternator, Regulator and Starter Service
Before connecting the battery, make certain all
electrical switches and accessories are turned off. Be
certain that the terminals and battery posts are
thoroughly cleaned and that the battery cable
terminals are tight, as dirty or loose connections can
create high electrical resistance and permit arcing,
which will quickly burn and pit terminals and posts.
Note: The electrical system is a negative ground
system. Connect the starter cable to the positive
(+) post of the battery. Connect the ground cable
to the negative (-) post of the battery. It is
advisable to disconnect the negative cable first
and connect it last. Reversed polarity can damage
the electrical system.
Use a battery hydrometer to check the specific gravity
of the electrolyte in each battery cell. A fully charged
battery will have a specific gravity of 1.260. Charge
the battery if the reading is below 1.215.
Keep the battery clean by washing it off whenever dirt
build up is excessive. If corrosion is present around
terminal connections, remove them and wash with
ammonia solution or a solution consisting of 1/4 lb.
(0.11 kg) baking soda added to one quart of warm
water. Make certain the vent caps are tight to prevent
solution from entering the cells. After cleaning, pour
clean water over the battery and surrounding area to
wash the solution away. Check vent cap breather
openings to make sure they are open.
G21 08/13/03
Alternator
360387
The alternator supplies electrical current for charging
the battery and ample electrical power to the electronic
controls. The built-in regulator in the alternator
controls the voltage output. If for any reason the wires
must be disconnected from the alternator, mark them
so that they can be reconnected properly. Use the
following precautions to prevent damage to the
alternator and/or regulator:
1. An alternator is never to be polarized. Never
ground any alternator terminals or circuits.
5-19
2. Always disconnect the battery before
disconnecting or connecting the alternator. Never
disconnect the alternator with it operating. Be
certain the wiring is properly connected before
connecting the battery.
3. Always connect a booster battery in the proper
polarity. Negative to negative and positive to
positive.
1. Place the circuit to be adjusted in the manual
mode. Run the engine at 1500 rpm. Remove the
access plug to gain access to the adjustment
screw.
2. Turn the servo centering screw on the proper
servo valve until the corresponding cylinder stops
moving in one direction and begins to move in the
opposite direction. Mark the position of the
adjusting hex wrench on the servo valve.
3. Turn the servo centering screw back the opposite
direction until the cylinder begins to move in the
original direction. Mark the position of the
adjusting hex wrench on the servo valve. Turn the
centering screw to the center position between the
two marks.
14 Adjusting Pressures
Starter
360184
The starter is used to crank the engine. If for any
reason the wires must be disconnected from the
starter, mark them so that they can be reconnected
properly.
13 Adjusting Servo Valves
Relief Valves
360060
Trimmerhead Pressure
!
Servo Valve Adjustment Access Plug
552
The grade servo pilot valves need only be adjusted if
the grade cylinders slowly “creep” up or down with the
engine running and the system in the “manual” mode.
The steering servo pilot valves need only be adjusted
if the tracks slowly “drift” left or right with the system in
the “manual” mode. The hydraulic oil should be at
operating temperature before adjusting the servos.
Proceed as follows:
G21 08/13/03
CAUTION!
!
DO NOT STALL A SYSTEM WITH AN UNKNOWN
RELIEF PRESSURE SETTING. IF THE PRESSURE
SETTING IS TOO HIGH, SERIOUS MACHINE
DAMAGE MAY OCCUR. WHEN CHECKING A
RELIEF PRESSURE SETTING, TURN THE
ADJUSTMENT SCREW OUT 3 OR 4 TURNS
BEFORE STALLING THE SYSTEM.
The main relief pressure for the trimmerhead circuit is
set at 2350 psi (162 bar) with the hydraulic oil at
5-20
operating temperature. To adjust the trimmerhead
pressure, disconnect the trimmer drive motor hoses at
the bulkhead quick couplers. It is recommended to
turn the pressure adjustment screw on the relief valve
out 3 or 4 turns before checking the pressure. Start
the engine and run it at 1000 rpm. Slowly move the
trimmerhead control valve towards the “forward”
position and note the increasing pressure on the
corresponding pressure gauge If the pressure
continues to increase above 2350 psi (162 bar),
immediately move the control valve back to the center
position. Turn the pressure relief adjustment screw
out an additional 3 or 4 turns and recheck. If the
pressure does not increase above 2350 psi (162 bar),
engage the valve the maximum amount and increase
the engine speed to maximum. If adjustment is
necessary to increase the pressure to 2350 psi (162
bar), loosen the jam nut. Turn the adjusting screw in
to increase pressure or out to decrease pressure.
Tighten the jam nut.
adjustment screw in until the trimmer wheel stops
rotation and note the position of the adjustment
wrench. Turn the adjustment screw out until the
trimmer wheel begins to rotate; then turn in to stop the
rotation as indicated previously. The wrench position
should be approximately the same. If not, repeat the
procedure again. When the wrench position is
approximately the same and the trimmer wheel is
stopped, note the standby pressure indicated on the
trimmer pressure gauge and increase this pressure 50
psi (3.5 bar) using the adjustment screw. Hold the
adjustment screw in position while tightening the lock
nut securely and recheck the pressure reading.
Conveyor Pressure
!
Sequence Valve
360165a
DANGER!
!
ROTATING TRIMMERWHEEL.
To adjust the sequence valve, connect both trimmer
drive hoses to the appropriate bulkhead quick
couplers. Start the engine and run at maximum rpm.
Place the trimmer control valve in the maximum
“forward” position. Depress the console emergency
stop button and observe the rotation of the trimmer
wheel. The trimmer wheel should completely stop
rotation. If not, slowly turn the sequence valve
G21 08/13/03
!
Sequence Valve Flow Adjustment
!
CAUTION!
The main relief pressure for the conveyor circuit is set
at 2150 psi (148 bar) with the hydraulic oil at operating
temperature. To adjust the main relief pressure,
disconnect both conveyor drive motor hoses at the
appropriate bulkhead quick couplers. It is
recommended to turn the pressure adjustment screw
on the relief valve out 3 or 4 turns before checking the
pressure. Start the engine and run it at 1000 rpm.
Slowly move the conveyor valve towards the “unload”
position and note the increasing pressure on the
corresponding pressure gauge. If the pressure
immediately move the control valve back to the center
position. Turn the pressure relief adjustment screw
out an additional 3 or 4 turns and recheck. If the
pressure does not increase above 2150 psi (148 bar),
engage the valve the maximum amount and increase
the engine speed to maximum. If adjustment is
necessary to increase the pressure to 2150 psi (148
bar), loosen the jam nut. Turn the adjusting screw in
to increase pressure, or out to decrease pressure.
Tighten the jam nut.
5-21
turn the relief valve on the vibrator variable manifold in,
3 to 4 turns. Disconnect one vibrator or loop hose.
Start the engine and run it at 1000 rpm. It is
recommended to turn the pressure adjustment screw
on the main vibrator relief valve out 3 or 4 turns before
checking the pressure.
Track Relief Cartridge
5054
Tractive Pressure
!
CAUTION!
!
Main Vibrator Relief
558
SETTING IS TOO HIGH, SERI US MACHINE
To adjust the tractive pressure to the correct setting, it
is necessary to swap the tractive relief cartridge with
the conveyor relief cartridge. First, adjust the
conveyor relief cartridge to 2150 psi (148 bar) as
described previously. Shut off the engine and remove
the filler cap on the hydraulic reservoir to release
residual air pressure. Remove the relief cartridge from
the tractive system and interchange it with the
cartridge from the conveyor system. Adjust the
cartridge from the tractive system in the conveyor
system as necessary.
Main Vibrator Relief
!
CAUTION!
!
Place the vibrator auto/off switch in the “auto” position.
Turn the circuit selector gauge to the “vibrator”
position. The G21 control screen should indicate “run”
and the forward/reverse switch should be in “forward”.
Place the vibrator/auxiliary travel valve in the “vibrator”
position. Rotate the variable control valve that
corresponds to the disconnected circuit to the full
increase position (full counterclockwise). Rotate the
travel variable speed dial in the “increase” direction a
small amount and note the increasing pressure on the
immediately move the travel variable speed dial to the
off position. Turn the pressure relief adjustment screw
on the main vibrator relief out an additional 3 or 4 turns
and recheck. If the pressure does not increase above
2150 psi (148 bar) with the travel variable speed dial
released, increase the engine speed to maximum. If
adjustment is necessary to increase the pressure to
2150 psi (148 bar), loosen the jam nut on the main
relief valve adjusting screw. Turn the adjusting screw
in to increase, or out to decrease the pressure. If the
presssure cannot be adjusted, it may be necessary to
turn the relief valve on the variable control manifold in
an additional one to two turns. Tighten the jam nut.
The main relief pressure for the vibrator circuit is set at
2150 psi (148 bar). To adjust the main vibrator relief,
G21 08/13/03
5-22
Lift Pressure
To adjust the lift pressure, run the engine at 2100 rpm
(maximum). Place the servo lock switch in the “on”
position. Place the hold down and drawbar control
valves in the “neutral” or center position. Observe the
pressure reading of the lift pressure gauge. The
reading should be 1600 psi (110 bar). If adjustment is
necessary, turn the adjuster on the pump in to
increase or out to decrease pressure.
Calibrating the Control Knob Thresholds
Vibrator Variable Relief
Notice: If it is necessary to replace the G21
control panel, it will be required to calibrate the
control knob thresholds prior to moving the
machine.
559
Vibrator Variable Relief
!
CAUTION!
!
The vibrator variable relief pressure for the vibrator
circuit is set at 1850 psi (127 bar). To adjust the
vibrator variable relief, first adjust the main relief as
described previously. Using the same procedure,
adjust the variable relief by turning the adjusting screw
in to increase pressure or out to decrease pressure
until the pressure is at 1850 psi (127 bar). Tighten the
jam nut securely.
The purpose of this procedure is to adjust the travel
variable control knobs so that movement of the track
system begins at or around 25 % rotation of the control
knob from the off position. This is important on the
track drive system so that vibration will occur within the
0 to 25% range of the knob. The vibrators must begin
operating before track movement when vibrating
through a slipform mold to an existing concrete surface
at the starting point of a pour. It may be necessary to
vibrate the concrete for several seconds before the
operator may begin track movement by turning the
control knob above 25% rotation.
Note: This procedure is only to be used when a
control problem exists between the track and
vibrator hydraulic systems controlled by the travel
variable control knob.
The following table indicates typical threshold levels
for each of the systems:
Reverse Propel
Forward Propel
29-35
29-35
Note: Factory adjusted threshold numbers may
vary a small amount for each direction. Factory
thresholds are set using a flow meter at a rate of 2
gpm (7.5 lpm) from the forward or reverse working
ports of the apitech valve. The threshold value
required to reach 2 gpm (7.5 lpm) is stored as
indicated in the following procedures. Flow meter
use is preferred but not a required tool to achieve
a suitable adjustment.
Lift Pressure Adjustment
360368a
G21 08/13/03
To set the travel threshold, turn the travel variable
control knob counterclockwise. Place the travel/
neutral switch in the neutral position. Start the
machine and depress the E-stop reset switch. The
5-23
E-stops must be engaged before continuing. Make
certain that the hydraulic oil is at normal operating
temperature before proceeding.
calibrated. Depress the NEXT switch until the
appropriate circuit is displayed:
To begin the procedure, depress and hold the calibrate
switch and depress the ENG (engine) switch. The
main screen should read:
Propel =
Rev Thres =
0
32
Press
Store
360396
Calibrate Prop Threshold
LAST or NEXT for more
002-2839
Calibrate control knob thresholds
Reverse threshold calibration display
360395
Place the travel forward/reverse switch in the "reverse"
position. Slowly turn the control knob clockwise until
the machine part begins to move. Note the position of
the control knob.
002-2839
The main screen indicates "Calibrate Proportional
Threshold" mode and to depress the LAST or NEXT
switches to continue. Depress the NEXT switch and
the main screen will read:
***** WARNING! *****
MOVING MACHINE PARTS!
002-2840
Operator warning display
002-2840
This display serves to warn the operator that machine
parts will move and proper caution should be
exercised to prevent an accident. Depress the NEXT
switch and the instructional displays will read:
Control knob rotation
360392a
Adjust Pot and Hit STORE
to Save Thres, But First
002-2841
Set FNR Switches to Neut
then Select Ftn. to CAL
002-2842
Instructional messages
002-2841 & 002-2842
The messages instruct the operator to turn the
potentiometer (control knobs) clockwise and depress
the STORE switch to save the selected threshold
value. Before proceeding, place the FNR switches in
the "neutral" position and select which circuit will be
G21 08/13/03
If the machine part begins to move before 2.5 on the
control knob, it will be necessary to decrease the
stored value displayed on the screen. Rotate the
control knob to decrease the value on the top line of
the screen until it is lower than the value on the bottom
line of the screen. Depress the STORE button and
repeat the procedure to check how the new value
affects the rotation of the control knob.
If the machine part begins to move after 2.5 on the
control knob, it will be necessary to increase the stored
value displayed on the screen. Rotate the control
knob to increase the value on the top line of the screen
until it is higher than the value on the bottom line of the
screen. Depress the STORE button and repeat the
procedure to check how the new value affects the
rotation of the control knob.
5-24
Note: It is not necessary to exit the Calibrate
procedure to test the new value. Turn the control
knob “off”, after the STORE button was
depressed, and turn the knob “on” to test the new
value.
002-2821
Repeat the adjustment procedure until the machine
part begins movement at or around 2.5 on the control
knob. Depress the NEXT switch and the main screen
will read:
Propel =
Thres =
0
32
Set mode
002-2821
Three adjustments are required for each steering
cylinder: left turn limit, center and right turn limit.
Begin by starting the engine. Depress and release the
SET switch. The main screen will indicate “STORE to
Save Slope Null & Feedback Pot. Points”. To select a
smart steering cylinder for adjustment, depress the
LAST or NEXT switch until the appropriate cylinder
signal is indicated on the main screen (Photo 0022823).
Press
Store
360395
Forward threshold calibration display
Note: Each of the limits may be calibrated
separately. It is not necessary to recalibrate all
three limits if only one limit requires adjustment.
002-2844
Place the travel forward/reverse switch in the "forward"
position. Repeat the previous adjustment procedure
for forward movement of the appropriate control
system with the corresponding display.
Note: FWD does not appear on the forward
threshold display.
Jog LF Leg Left & STORE
3.54 V
Stored: 3.54 V
002-2823
If Done, hit CALIB Twice
Otherwise, Select an FNR
002-2845
Return to normal operations
002-2845
Depressing the calibrate switch twice will return the
control system to the automatic mode.
15 Calibrating the Steering Systems
Notice: If it is necessary to replace the G21
control panel or a steering cylinder, it will be
required to calibrate the steering systems prior to
moving the machine.
The procedures for adjusting the steering system on
any of the legs is the same. Be certain the setscrews
are snug against the wear bar on the bottom of the
outer guide tube on each leg to eliminate any
looseness between the inner and outer guide tubes.
Be certain the setscrews are snug against the top
guide plate retainer and against the side of the square
guide tube. Tighten the jam nuts securely.
G21 08/13/03
Left limit display
002-2823 & 002-2650
LEFT LIMIT – Turn the corresponding track as far to
the left as required to prevent the track from contacting
obstacles on the jobsite. Depress the STORE switch
to store the left turning limit for the corresponding
track. Depress the NEXT switch until the center limit
for the corresponding track is indicated on the main
screen (Photo 002-2824).
5-25
Note: When radius work is required, make certain
that the left limit setting does not prevent the track
from turning enough to complete the radius.
Jog LF Leg Right & STORE
1.31 V
Stored: 1.31 V
Notice: If the operator turns the track the wrong
direction to store the left or right limits, the G21
controller will store the voltage but will not operate
correctly.
002-2825
CENTER LIMIT – Turn the track to the straight ahead
position and measure for correct adjustment.
Straighten the track
5062
Set the appropriate track straight ahead by measuring
the distance from each side of the square tube at the
top of the leg to the mounting flange. The
measurements should be equal. Steer the track left or
right until both measurements are equal.
Right limit display
002-2825 & 002-2651
RIGHT LIMIT – Turn the track to the right as far as
possible without contacting obstacles on the jobsite.
Depress the STORE switch. Continue to depress the
NEXT switch to repeat the procedure for the other
tracks (if necessary).
Note: When radius work is required, make certain
that the right limit setting does not prevent the
track from turning enough to complete the radius.
Center LF Leg & STORE
2.34 V
Stored: 2.32 V
002-2824
Center limit display
002-2824
When it is adjusted parallel to the machine frame
depress the STORE switch to store the center limit for
the corresponding track. Depress the NEXT switch
until the right turn limit for the corresponding track is
indicated on the main screen (Photo 002-2825).
Notice: If the operator turns the track the wrong
direction to store the left or right limits, the G21
controller will store the voltage but will not operate
correctly.
16 Calibrating the Slope Sensors
Level Frame of Machine
567
G21 08/13/03
5-26
To level the 3-track machine frame, place a level on
the front cross frame in front of the engine. Use the
jog switch for the right front elevation to raise or lower
the right front leg until the machine frame is level.
Stop the engine, but leave the ignition switch on.
002-2821
Set mode
002-2821
Depress and release the SET switch. The main
screen will indicate “STORE to Save Slope Null &
Feedback Pot. Points”. To select the slope sensor for
adjustment, depress the LAST or NEXT switch until
the appropriate slope sensor is indicated on the main
screen (Photo 002-2822).
Front Slope= 2.40
Stored Null= 2.50
V
V
002-2822
Front slope sensor calibration
002-2822
If the top line of the main screen does not read
between 2.40 and 2.60 Volts, loosen the slope sensor
and rotate it until the voltage reads between 2.40 and
2.60 Volts. Tighten the mounting screws securely.
Depress the STORE switch to store the new null point.
Parapet wall slope sensor mount position
360027
When parapet wall is poured with the machine, the
guideline must be set under the machine. If the
guideline location is to the right of the slope sensor
location in the battery box, then the slope sensor
should be moved. The slope sensor may be relocated
to the position above the main hydraulic filter. The
guideline must be located to the left of the slope
sensor or directly below it, but should never be located
to the right of the slope sensor mounting position.
Notice: Improper operation of the sensor controls
will result if the guideline is located to the right of
the slope sensor mounting position.
17 High Pressure Wash System Service
Factory slope sensor mount position
569
The slope sensor is mounted in the battery location
from the factory and is used when a guideline is
located to the left side of the slipform mold. Curb and
gutter, sidewalk and barrier wall typically use a
guideline set to the left side.
G21 08/13/03
Water inlet screen (current)
If the flow from the wash nozzle slows down, it may be
necessary to remove the filter from the inlet side of the
pump and clean it. Remove the retainer nut and
remove the filter. Wash the filter in water and blow
dry. Inspect the filter and replace it if damaged. Insert
5-27
the clean filter into the opening and replace the
retainer nut.
Check gearcase oil level
360222
Drain the water tank
360042
!
CAUTION!
!
Remove the filler plug in the top of the gearcase and
check the oil level with the bayonet gauge. If the oil
level is low, add 30 weight engine oil through the oil fill
opening until the oil level is to the full mark on the
bayonet gauge. The oil needs to be changed
whenever it is contaminated.
SEVERE DAMAGE WILL RESULT TO THE PUMP IF
IT IS ALLOWED TO FREEZE. BE CERTAIN TO
COMPLETELY DRAIN IT IN FREEZING WEATHER.
IF THE PUMP IS TO REMAIN IN FREEZING
WEATHER, RUN A SMALL AMOUNT OF
ANTIFREEZE THROUGH IT FOR PROTECTION.
If the machine is to be used in an area that freezing
temperatures will be encountered, open the drain
valve on the hose on the bottom of the tank and drain
all water.
Remove the inlet and outlet lines from the pump and
allow all water to drain from the pump and hoses. It is
recommended to remove the water pump from the
machine and store it in a warm place.
G21 08/13/03
5-28
CHAPTER VI DIAGNOSTICS
NOTICE
WARNING!
This chapter gives procedures to follow in the event of
a machine failure. Determine which system is faulty
and refer to the corresponding section for diagnostic
procedures. Pay particular attention to all safety
statements.
DO NOT OPERATE THIS EQUIPMENT UNTIL
YOU HAVE READ AND THOROUGHLY
UNDERSTAND THE OPERATORS MANUAL.
DANGER!
DO NOT ALTER OR MODIFY THIS PRODUCT
WITHOUT THE EXPRESS WRITTEN CONSENT
OF THE MANUFACTURER.
UNAUTHORIZED MODIFICATION MAY RESULT
IN SERIOUS INJURY OR DEATH.
02 Engine Diagnostics
For diagnostic procedures on the engine, refer to the
Cummins engine manual, or contact your nearest
Cummins dealer.
DCAL-058
03 Hydraulic Reservoir Diagnostics
Hydraulic Reservoir
Front of Machine
Vibrator &
Conveyor
Pumps
Relief
Manifold
Lift Pump
Trimmer &
Track Pumps
Pressure Oil
Dump or Drain
Reservoir
Pressure
Tank
Sump
Filters
Main
Filter
360326
360
G21 08/19/03
6-1
The hydraulic reservoirs are contained within the main
frame structure. Beginning at the tank on the right
side, the oil flow is routed through two 100 wire mesh
sump filters, with magnetic straps, into the suction
ports of the main hydraulic pumps. From the pumps,
the oil is forced into the various circuits that power the
machine functions. Each circuit contains an individual
main relief valve set to bypass at a specific pressure.
If a circuit were to stall, causing the corresponding
relief valve to open, the bypassed oil is routed back to
the pressure tank. The opening of one relief valve in
no way affects the operation of the other relief valves.
From the manifold, the oil is routed out to the various
circuits. The return oil from these circuits is then
dumped back into the pressure tank at the center of
the machine frame. The pressure tank is a sealed
tank. The oil must flow through the main filter to get
out of the pressure tank into the right rear tank on the
right side. The amount of pressure in the pressure
tank will depend on the amount of pressure required to
force the hydraulic oil through the main filter. This
pressure is indicated on the filter pressure gauge.
When the pressure reaches 25 psi (1.7 bar), the filter
relief valve will open, allowing unfiltered oil to be
dumped into the system. From the main filter, the oil
flows into the sump tank to the sump filters where the
cycle is repeated (the hydraulic tank after the main
filter is referred to as the reservoir, or low pressure
tank).
The main frame tanks are internally baffled to keep all
of the oil flowing to eliminate dead spots and to keep
the oil in contact with the outer edges of the tank to aid
in dissipating heat. The hydraulic oil reservoir capacity
is 105 U.S. gallons (397.5 L).
Symptom
Main pumps cavitate or aerate.
Corrective Measures
1.
Low hydraulic oil level. Add the proper hydraulic
oil to bring the level up to the full mark on the
sight gauge, with the oil warm.
2.
Sump filters clogged. Remove and clean the
filters following the instructions given in the
Maintenance chapter.
Connections on pumps
602
3.
Loose connections between the pumps and the
hydraulic reservoir. Tighten all fittings and hose
clamps. It may be necessary to remove the
flange fittings and couplings and replace the oring seals.
Symptom
Oil flowing from the breather cap.
Symptom
Corrective Measures
High main filter pressure.
The hydraulic reservoir oil level is too high. The oil
level should be at the full mark on the sight gauge with
the oil warm.
Corrective Measures
1.
2.
3.
Clogged filter. Remove and replace the main
filter element as instructed in the Maintenance
chapter.
Contaminated oil. If the filter must be replaced
frequently, the oil may need to be changed. If
water or diesel fuel has gotten into the oil, it
must be changed. Refer to the Maintenance
chapter for instructions on changing the oil.
Cold oil. If the hydraulic oil is extremely cold, it
may cause high pressure. Allow oil to warm up
and recheck pressure.
G21 08/19/03
Symptom
Hydraulic oil overheats.
Corrective Measures
!
WARNING!
!
DO NOT ATTEMPT TO ADJUST BELT TENSION
WITH THE ENGINE RUNNING. SEVERE
PERSONAL INJURY WILL OCCUR IF CAUGHT IN
MOVING BELTS.
6-2
1.
Air flow through the hydraulic oil cooler
restricted. Clean the fins of the oil cooler.
Check fan belt tension. If the air flow through
the oil cooler is restricted, the engine coolant
temperature may increase also.
4.
Excessive loading with high air temperature.
Reduce the work load on all systems if the air
temperature is excessive.
Symptom:
Tracks, conveyor, vibrators and trimmer will not
operate.
Corrective Measures:
DANGER!
!
!
CHECK FOR ANY PERSONNEL IN OR AROUND
THE AUGER, TRACKS OR TRIMMERWHEEL
PRIOR TO RESETTING THE EMERGENCY STOP
SYSTEM. SEVERE INJURY OR DEATH WILL
OCCUR WHEN CAUGHT IN THE AUGER, TRACKS
OR TRIMMERWHEEL.
Bypass check valve location
603
2.
The in-line check valve between the oil cooler
and the trimmerhead control valve is stuck open,
allowing the hydraulic oil to pass directly to the
pressure tank instead of passing through the
cooler. To check, bypass the check valve. If oil
temperature is now corrected, the check valve is
defective and must be replaced.
1.
Emergency stop system is not reset. Depress
the reset switch.
002-2004a
2.
Emergency stop button is depressed or
defective. Refer to the emergency stop
electrical diagnostic section for more
information.
Relief Valve
360164
3.
Note: The emergency stop system will affect all
hydraulic functions on the machine except for the
lift circuit.
Relief valve open. If a hydraulic system is
constantly stalling out, excessive heat is
generated. Reduce the load on the system to
keep it from stalling. If a circuit is not being
used, be sure the control valve is in the “off”
(neutral) position or the loop hoses are attached.
If the trimmerhead system should stall, all of the
oil is dumped straight back to the pressure tank
and no oil passes through the oil cooler.
G21 08/19/03
6-3
04 Conveyor Hydraulic Diagnostics
Conveyor Hydraulic System
Pressure
Return
Dump or Drain
Circuit selector &
pressure gauge
4-way
control
valve
To pressure
tank
To pressure
tank
Belt Conveyor
Cam Driven pump
Rear stage 7 gpm ring
13 gpm (49 lpm) at 2250 rpm
Case Drain line added with
change in motor manufacturer
To tank
Relief manifold
with emergency stop
Vented relief set
at 2150 psi
Quick
couplers
Conveyor
drive
motor
Screw Conveyor
Cam Driven pump
Front stage 11 gpm ring
20.6 gpm (77.9 lpm)
at 2250 rpm
To pressure
tank
360324
360324
The oil flow for the conveyor circuit begins at the rear
stage of the front main pump, which delivers 10 gpm
(38 lpm) at 2100 rpm. From the pump, the oil is routed
through the relief manifold, past a relief valve set to
bypass at 2150 psi (148 bar). A line tapped into the
relief manifold port is connected to the circuit selector
valve/pressure gauge assembly, through which the
system pressure is checked.
With an emergency stop system the oil will be returned
to tank through the relief valve until the emergency
stop solenoid valve is energized. The solenoid valve
closes the pilot line to each of the vented relief valves
and stops the return oil flow to the pressure tank. The
vented relief valve will bypass oil at 2150 psi (148 bar)
as described previously.
From the relief manifold, the oil is routed to the inlet of
the control valve. With the valve in the “off” (center)
position, the oil is routed through the valve and back to
the pressure tank. As the valve is moved in the
G21 08/19/03
“forward” direction, the oil flow is routed from the inlet,
out a work port, through a set of bulkhead mounted
quick couplers and into one of the inlet ports on the
conveyor drive motor, causing it to turn. As the motor
shaft turns, the conveyor belt will move, bringing
material up the conveyor to charge the slipform mold
hopper. Return oil from the motor flows out the
opposite motor port, back through the opposite quick
couplers, through the control valve, and back to the
pressure tank.
When the control valve is moved in the “reverse”
direction, the oil flow through the valve and the
conveyor drive motor is reversed which causes the
conveyor belt to travel in reverse. The more the
control valve is moved from “off”, towards “forward” or
“reverse”, the faster the conveyor belt will travel.
Symptom
Conveyor belt will not travel. Normal pressure
indicated.
6-4
Corrective Measures
!
WARNING!
1.
!
Concrete build up on drive or idler pulleys, or on
troughing or return rollers. Inspect and clean as
necessary.
MOVING CONVEYOR BELT AND ROLLERS.
SERIOUS INJURY OR DEATH MAY RESULT IF
ENTANGLED.
1.
Insufficient belt tension, allowing the drive pulley
to slip. Adjust the belt tension as instructed in
Drive Pulley Square
607
!
WARNING!
!
MOVING CONVEYOR BELT AND ROLLERS. DO
NOT ATTEMPT TO CLEAN THE ROLLERS OR
PULLEYS WITH THE CONVEYOR OPERATING
ENTANGLED.
Motor Drive Shaft Defective
2.
Troughing rollers, return, or drive pulley out of
alignment. Rollers and drive pulley must be at a
90° angle to the conveyor frame. To adjust,
place a framing square against roller or pulley
and adjust as necessary.
3.
Faulty belt splice. Check belt splice for square.
Splice should be 90° to belt edge. Check with a
framing square and replace or repair the belt or
splice as needed.
606
2.
Key in motor drive shaft or drive coupler,
defective. Remove the conveyor drive motor
and inspect the motor shaft and the coupler.
Replace as necessary. It will first be necessary
to loosen the conveyor belt tension as the drive
pulley is supported by the motor bearings on the
motor side.
Symptom
Symptom
Conveyor stalls at low pressure.
Corrective Measures
1.
Main relief valve not maintaining 2150 psi (148
bar) relief pressure. Refer to the Maintenance
chapter for instructions on how to adjust
pressure.
2.
Hydraulic motor allowing oil to leak past the rotor
internally, relieving system pressure.
Disconnect both drive motor hoses at the quick
couplers. Activate the control valve (engine
running at 2100 rpm). If the pressure gauge
indicates 2150 psi (148 bar), the motor is
defective and must be repaired or replaced.
Conveyor belt will not remain trained (centered).
Corrective Measures
!
WARNING!
!
ENTANGLED.
G21 08/19/03
6-5
Symptom
Corrective Measures
Conveyor runs slower than normal. Stalls at proper
pressure.
Corrective Measures
!
CAUTION!
!
1.
Defective pump. Check with a flow meter if
available. A good indication of a defective pump
is to compare system pressure to engine rpm.
To check, disconnect both drive hoses at the
quick couplers. Start the engine and run it at
1000 rpm. Slowly move the conveyor valve
towards the “forward” position and note the
increasing pressure on the corresponding
pressure gauge. If the pressure continues to
increase above 2150 psi (148 bar), immediately
move the control valve back to the center
position. Readjust the pressure relief valve
following the instructions in the Maintenance
chapter. If the pressure does not increase
above 2150 psi (148 bar), engage the valve the
maximum amount and increase the engine
speed to maximum. Gradually reduce the
engine speed while noting the pressure reading
on the gauge. A damaged pump will not
maintain relief pressure, but the pressure will
drop rapidly as engine speed is reduced. A
good pump will maintain approximately the
same pressure as engine speed decreases.
Replace or repair the pump if found to be
defective.
!
WARNING!
ENTANGLED.
1.
Conveyor belt stuck. Inspect drive and idler
pulleys for concrete build up or other debris and
clean as necessary.
Bypass Quick Couplers
608
2.
Quick coupler not fully connected or defective. If
both are fully connected, disconnect and check
for debris. Check for a defective quick coupler
by bypassing the coupler using a pipe coupling,
or a coupler known to be good.
Note: A defective or disconnected quick coupler
may cause the motor shaft seal to rupture. If
leakage is evident, repair or replace the motor.
3.
Drive motor is defective. Remove the motor
from the conveyor and apply pressure to the
motor. If the motor will not run (high pressure
indicated), repair or replace as necessary. To
remove the motor, it will first be necessary to
loosen the conveyor belt tension as the drive
pulley is supported by the motor bearings.
Symptom:
2.
Engine is not operating at maximum speed
(2100 rpm). If the engine speed is low, hydraulic
pump output flow will be low, causing all
hydraulic systems, to operate slower. Increase
engine speed to maximum.
operate.
Symptom
Conveyor stalls at high pressure.
G21 08/19/03
!
6-6
DANGER!
!
!
OR TRIMMERWHEEL.
1.
the reset switch.
002-2004a
2.
information.
lift circuit.
G21 08/19/03
6-7
05 Trimmer Hydraulic Diagnostics
Trimmer Hydraulic System
Pressure
Return
Dump or Drain
4-way
control valve
Quick
couplers
Hydraulic
Oil
Cooler
To pressure
tank
Trimmer drive motor
& gearbox
5 psi
One-way
check valve
142 psi
One-way
check valve
To reservoir
To pressure
tank
Sequence
Valve
To pressure
tank
Relief manifold
with emergency stop
Vented relief set
at 2350 psi
Pressure
gauge
Left main pump
Front stage 21 gpm ring
39 gpm (147 lpm)
at 2250 rpm
To pressure
tank
360325
360325
The oil flow for the trimmerhead circuit begins at the
front stage of the right main pump, which delivers 39
gpm (147 lpm) at 2250 rpm. From this pump, the oil is
routed through the relief manifold, past a relief valve
set to bypass at 2350 psi (162 bar), and into the inlet
of the control valve. A line for the trimmerhead
pressure gauge is tapped into the relief manifold port.
vented relief valve will bypass oil at 2350 psi (162 bar)
as described previously.
As the oil exits the emergency stop relief manifold, it is
routed to the inlet of the sequence valve. When inlet
pressure overcomes the opposing force of the
sequence valve spring, the valve opens permitting flow
G21 08/19/03
from the outlet port. The sequence valve is set at
approximately 300 psi. A dump line will bleed off any
case pressure in the sequence manifold. The
sequence valve acts as a safety valve to force all oil
through the trimmer vented relief valve when the
emergency stop system is de-energized.
When the control valve is in the “off” (center) position,
the inlet oil is routed directly through the valve to the
outlet port. If the control valve is moved to the
“forward” position, the inlet oil is routed through a work
port of the valve, through a set of quick couplers, into
one of the trimmer drive motor ports. As the oil flows
through the trimmer motor, it causes the motor shaft to
turn, driving the trimmer gearbox, which causes the
trimmer wheel to turn in a forward direction. Return oil
from the trimmer drive motor flows out the opposite
motor port, through another set of quick couplers and
into the opposite work port of the control valve. From
this work port, oil is routed through the valve to the
6-8
outlet port. When the control valve is moved to the
“reverse” position, oil flow through the valve and the
trimmer drive motor is reversed, causing the trimmer
wheel to turn in the reverse direction.
From the outlet of the control valve, the oil is routed to
the bottom of the hydraulic oil cooler, which is located
in front of the engine radiator. As the oil flows through
the oil cooler, heat is transferred from it to the
atmosphere. The oil then flows out of the oil cooler
back into the pressure tank. All of the trimmerhead oil
is routed through the oil cooler, regardless of the
control valve position. The only time there would be
no oil going through the oil cooler, would be if the
trimmerhead were to stall, causing the relief valve to
open, allowing the oil to dump directly back to the
pressure tank, or if the in-line check valve were to stick
in the open position.
The purpose of the in-line check valve in the line
between the control valve and the oil cooler is to
protect the oil cooler from extreme pressure during
cold weather operation. If the pressure required to
force the hydraulic oil through the oil cooler exceeds
145 psi (10 bar), the check valve will open and dump
the oil directly back to the pressure tank. As the oil
warms and the pressure drops below 145 psi (10 bar),
the check valve closes, routing the oil back through the
cooler.
The trimmerhead gearbox is lubricated by internal
leakage from the drive motor draining into the gearbox
(no shaft seal on motor). When the gearbox is filled,
excess oil is drained out a case drain line, through a
one way check valve and back into the reservoir tank.
The one way check valve is used to keep the oil in the
reservoir from draining out when the trimmerhead is
removed.
pulling out. Rotate the travel variable speed
knob to the "off" position. The reset light should
stop illuminating.
lift circuit.
2.
Corrective Measures
WARNING!
!
OR TRIMMERWHEEL.
2.
Hydraulic motor allowing oil to leak past rotor
internally, relieving system pressure. To check
for excessive internal wear, disconnect the case
drain line. With the trimmer wheel running freely
at maximum speed, oil draining from the case
drain line should not exceed 1/2 gpm (1.6 lpm).
If the amount of drain oil is excessive, replace
the motor.
Symptom
Trimmer wheel runs slower than normal. Stalls at
proper pressure.
Corrective Measures
CAUTION!
!
1.
Emergency stop button is depressed. Check all
emergency stop buttons on the machine by
G21 08/19/03
!
!
Trimmer wheel stalls at low pressure.
1.
DANGER!
!
Symptom
!
Main relief valve not maintaining 2350 psi (162
bar) relief pressure. Refer to the Maintenance
chapter for instructions on how to adjust
pressure.
6-9
Defective pump. Check with a flow meter if
available. A good indication of a defective pump
is to compare system pressure to engine rpm.
To check, disconnect both drive hoses at the
quick couplers. Start the engine and run it at
1000 rpm. Slowly move the trimmer valve
towards the left position and note the increasing
pressure on the corresponding pressure gauge.
If the pressure continues to increase above
2350 psi (162 bar), immediately move the
control valve back to the center position.
Readjust the pressure relief valve following the
instructions in the Maintenance chapter. If the
pressure does not increase above 2350 psi (162
bar), engage the valve the maximum amount
and increase the engine speed to maximum.
Gradually reduce the engine speed while noting
the pressure reading on the gauge. A damaged
pump will not maintain relief pressure, but the
pressure will drop rapidly as engine speed is
reduced. A good pump will maintain
approximately the same pressure as engine
speed decreases. Replace or repair the pump if
found to be defective.
2.
and shroud or end plates for debris and clean as
necessary.
4.
Quick coupler not fully connected or defective. If
both are fully connected, disconnect and check
for debris. Check for a defective quick coupler
by bypassing the coupler using a pipe coupling
or a different set of quick couplers.
5.
Drive motor is defective. Remove the motor
from the trimmer gearbox and apply pressure to
the motor. If the motor will not run (high
pressure indicated), repair or replace as
necessary.
6.
Damaged gearbox. Generally when the gearbox
is internally damaged, it becomes noisy before it
stops functioning. Remove the gearbox from the
trimmer wheel and examine the internal gears
and bearings. Replace or repair the gearbox if
damage is evident. Refer to the Overhaul &
Parts Manual for the GT17-019 Trimmerhead
Drive Gearbox manual for the necessary
instructions to repair the gearbox (form #
I0749001E available from GOMACO).
Symptom
Trimmer wheel stalls at high pressure.
Symptom
Corrective Measures
Oil leak at gearbox.
1.
Corrective Measures
2.
Trimming an excessive amount at a high rate of
travel. Reduce the amount being trimmed and/
or reduce the travel speed.
Trimmer teeth worn creating excessive trimmer
wheel drag. Replace the teeth as instructed in
!
DANGER!
!
IF THE TRIMMER WHEEL IS FULL OF MATERIAL
THAT MUST BE CLEARED BY HAND OR
MATERIAL MUST BE REMOVED FROM THE
SUBGRADE, THE TRIMMERWHEEL MUST BE
INJURY, OR DEATH, CAN RESULT. FOR
ADDITIONAL SAFETY, REMOVE THE KEY FROM
THE IGNITION SWITCH. BE CERTAIN THAT
PERSONNEL ARE CLEAR OF THE
TRIMMERWHEEL BEFORE STARTING THE
ENGINE. KEEP HANDS AND FEET CLEAR OF
TRIMMER WHEEL WHILE IN OPERATION.
3.
Remove the gearbox and replace the ruptured seal.
Before replacing the gearbox, inspect the one way
check valve located in the case drain line. A defective
check valve can cause excessive pressure in the
gearbox, rupturing the seal. Check the case drain line
from the gearbox to the hydraulic tank to be certain
that it is not restricting the free flow of oil to the tank.
Replace the hydraulic line if damaged.
Grease the gearbox fitting as recommended in the
maintenance chapter to prevent dirt from entering the
gearbox and causing the oil seal to rupture.
Note: Do not install quick couplers in the case
drain line. Excessive back pressure may cause
the gearbox seal to rupture.
Symptom:
operate.
Debris lodged between trimmer wheel and
shroud. Inspect the area between the wheel
G21 08/19/03
6-10
DANGER!
!
!
OR TRIMMERWHEEL.
1.
the reset switch.
002-2004a
2.
information.
lift circuit.
G21 08/19/03
6-11
06 Tractive Hydraulic Diagnostics
Track Hydraulic System
Left front
track drive
motor
Right front
track drive
motor
Flow Divider
To Tank
On/Off Solenoid Valve
and One-Way
Check Valve
One-Way
Check Valve
Rear
track drive
motor
To Tank
From Vibrator/
Auxiliary Travel
Valve
To Tank
Variable
Control
Valve
To Tank
Selector
Gauge
(Standard)
Rear Stage of left main pump
Relief manifold
with emergency stop
relief set at 2150 psi
(With Six Vibrator option)
Front stage of Cam driven pump
20.6 gpm (77.9 lpm) at 2250 rpm
Pressure
Return
Dump or Drain
Suction
Static Flow
360569
360327
vented relief valve will then bypass oil at 2150 psi (148
bar) as described previously.
Hydraulic description with standard motors
The oil flow for the tractive circuit begins at the rear
stage of the right main pump, which delivers 26 gpm
(98 lpm) at 2250 rpm on a standard machine. If the
machine is equipped with the six vibrator option, the
front stage of the cam driven pump will deliver 20.6
gpm (77.9 lpm) at 2250 rpm to the track hydraulic
system. From the pump the oil is routed through the
relief manifold, past a relief valve set to bypass at
2150 psi (148 bar). A line tapped into the relief
manifold port is connected to the circuit selector/
pressure gauge assembly, through which the system
pressure is checked.
G21 08/19/03
the variable travel control valve. A line from the
vibrator/auxiliary travel selector valve is also
connected to the inlet port. As hydraulic flow enters
the inlet of the directional control valve, it is restricted
by a reducing-relieving valve. The reducing-relieving
valve begins to increase system pressure until a pilot
pressure of 200 psi (14 bar) is created. When pilot
pressure is reached, hydraulic flow is directed to the
control valve return port and back to the high pressure
reservoir. A pressure differential of 200 psi (14 bar)
should be maintained between the pressure inlet line
and the tank return line.
Pilot pressure is supplied to two electrically operated
proportional pulsar solenoid valves. If track control is
placed in the forward direction, an electric signal is
supplied to one of the pulsar solenoid coils, causing it
to direct pilot pressure against one end of the control
6-12
valve spool. As the control valve spool is shifted,
pressure oil is directed out one of the work ports.
If track control is placed in the "reverse" position, the
opposite pulsar solenoid coil is energized, causing it to
direct pilot pressure against the opposite end of the
control valve spool and causing the tracks to rotate in
the reverse direction.
When the control valve is centered, the hydraulic oil is
bypassed to the tank port at 200 psi (14 bar) plus any
additional pressure in the return line. The bypass
pressure reading indicated on the pressure gauge is
referred to as “standby pressure”.
When the control valve is shifted for forward direction
of travel, hydraulic oil flows from one working port to
the counterbalance valve manifold port. The oil forces
the internal check valve off its’ seat (in the
counterbalance valve) and flows into the flow divider
where the oil is equally divided to each of the outlet
ports. The oil will enter the working port of each drive
motor, causing each track to rotate in the forward
direction. As the oil exits each drive motor, it is
recombined before entering the counterbalance valve
manifold. Since the track drive is equipped with
double counterbalance valves, the oil flow is stopped,
causing pressure to build throughout the track drive
system and preventing free-wheeling of the tracks
when traveling down steep embankments or loading
ramps in the forward direction. A small port in the
counterbalance valve directs this pressure increase to
a small shuttle piston in the valve, which shifts, lifting
the check valve off its’ seat. This allows oil from the
track drive motors to return to the opposite control
valve working port, through the control valve and out to
the reservoir. When the control valve spool returns to
neutral, the check valve in the counterbalance valve
returns to its’ seat, locking the oil in the drive motors
and preventing rotation.
When the control valve is shifted for reverse direction
the opposite counterbalance valve manifold port. The
oil forces the internal check valve off its’ seat (in the
counterbalance valve) and flows into the opposite work
port of each track drive motor, causing each track to
rotate in the reverse direction. As the oil exits each
drive motor, it is recombined as it enters the flow
divider before returning to the counterbalance valve
ramps in the reverse direction. A small port in the
G21 08/19/03
The right front and rear outlet ports in the flow divider
are connected using a one-way check valve and a
normally open solenoid valve. This connection is used
to equalize the differential pressure between the rear
track and the right front track when turning a tight
outside (left) radius. When a differential pressure of 5
psi (0.34 bar) is reached between the rear track and
the right front track, hydraulic oil is forced through the
check valve from the rear track into the right front
track. This causes the rear track to slow and the right
front track to increase speed, allowing the machine to
track more easily around the outside (left) radius.
While pouring straight aways or tracking around an
inside (right) radius, the solenoid valve is energized to
a closed position by placing the sensor select switch in
the sensor 1 position, preventing oil flow between the
right front and rear tracks. When the sensor select
switch is placed in the sensor 2 position for tight
outside (left) radii, the solenoid valve is de-energized
to its normally open position.
Symptom
Track chain frequently breaks or comes off.
Corrective Measures
!
WARNING!
!
IF THE TRACK IS FULL OF MATERIAL THAT MUST
BE CLEARED BY HAND, THE TRACKS MUST BE
INJURY, OR DEATH, CAN RESULT. BE CERTAIN
THAT PERSONNEL ARE CLEAR OF THE TRACKS
BEFORE STARTING THE ENGINE OR MOVING
THE MACHINE. KEEP HANDS AND FEET CLEAR
OF THE TRACKS WHILE IN OPERATION.
1.
Debris in track chain. Clean track chain
thoroughly and check links for hardened
concrete.
2.
Incorrect alignment of the front idler with the rear
drive sprocket. Securely tighten any lose bolts
6-13
and nuts on the track drive gearbox and
sprocket assembly. Check the track frame for
damage with a straight edge from front to rear.
The front idler should be in alignment with the
rear drive sprocket. Repair or replace the track
frame if it is damaged.
the “neutral” position. Slowly rotate the travel
variable speed knob in the “increase” direction
and note the increasing pressure on the
immediately rotate the knob back to the “0”
position. Turn the pressure relief adjustment
screw out 3 or 4 turns and recheck. Refer to
Section 13 of the Maintenance Chapter for
further information on setting the relief pressure
before continuing. Run the engine at maximum
speed and rotate the travel variable speed knob
in the “increase” direction. Note the indicated
pressure and then gradually reduce the engine
speed. A damaged pump will not maintain relief
pressure, but pressure will drop rapidly as
engine speed is decreased. A good pump will
maintain approximately the same pressure
regardless of engine speed. Repair or replace
pump as necessary, if found to be defective.
Readjust the tractive brake pressure as
described in the Maintenance chapter.
Symptom
Tracks run slower than normal, but stall at correct
pressure.
Corrective Measures
2.
Symptom:
Tracks will not operate with electrical controls but will
operate with the manual override lever on the control
valve.
Engine Speed to Pressure Comparison
611
!
CAUTION!
Make certain that standby pressure is registering on
the track pressure gauge. This should be
approximately 200 psi. If pressure is not indicated,
remove and check both of the pulsar solenoid valves
for proper o-ring installation. Replace o-rings that are
damaged or missing. If standby pressure is evident,
refer to the track electrical diagnostic section.
!
1.
Symptom:
A defective pump can cause the tracks to run
slower, but yet stall at the proper relief pressure.
The pump should be checked with a flow meter
if available. A good indication of a defective
pump is to compare relief pressure to engine
speed. To check, turn the adjustment screw on
the tractive brake relief valve in three or four
turns. Place the tractive brake switch in the “on”
position and the travel directional control valve in
G21 08/19/03
operate.
6-14
DANGER!
!
!
OR TRIMMERWHEEL.
1.
the reset switch.
Pulsar solenoid valve
002-2702
1.
Defective o-ring on the pulsar solenoid valve. If
an o-ring is damaged, pilot pressure may be
lost. Remove each pulsar from the valve block
and inspect the o-rings. Replace o-rings that
are visibly damaged or missing. Reinstall the
pulsar solenoid valve and tighten securely.
002-2004a
2.
information.
lift circuit.
Track valve relief
Symptom:
Tracks will not operate. The pressure gauge indicates
zero standby pressure.
Isolate the fault; hydraulic versus electrical. If the
system will not respond to the electrical controls,
check the system operation by moving the override
lever on the variable control valve. If the system will
respond to the override lever, the fault could be lack of
pilot pressure for electric over hydraulic control. If the
system will not respond to the override lever, the fault
is in the hydraulic system. Proceed as follows:
G21 08/19/03
Pilot pressure valve spool and spring
360570
2.
6-15
Pilot pressure valve is adjusted incorrectly or
contaminated. Measure the exposed portion of
the relief valve prior to removal. Remove the
valve spool and spring assembly. The spool
must be removed from the plug end of the
chamber and the spring and washer must be
removed from the relief end of the chamber.
The valve spool should move freely in the
chamber. Thoroughly clean and inspect the
valve block chamber and valve spool for debris.
Reinstall the components and check for proper
operation. Replace the complete valve
assembly if operation is not restored.
Notice: Make certain to mark or measure the
distance between the jam nut and the top of the
relief cartridge prior to removal of the relief from
the valve block assembly. The adjusted distance
must be maintained for correct pilot pressure to
operate the pulsar solenoid valves.
2.
Defective drive motor. To check the motor,
swap the suspected motor with a good motor
from one of the other tracks. If the fault
transfers, repair or replace the motor.
3.
Defective three-stage flow divider. To check,
swap hoses on the flow divider. If fault
transfers, replace the flow divider.
4.
Defective track drive gearbox. If after swapping
the motors, or swapping the hoses on the flow
divider the fault remains on the same track,
suspect the track drive gearbox. Remove the
gearbox and disassemble it. Inspect the gears
and bearings and replace as necessary.
Symptom
Tracks stall with high pressure indicated.
Corrective Measures
!
Relief valve
002-2699
3.
High pressure relief valve is contaminated.
Remove and inspect the valve for any
contamination. Inspect and replace any o-rings
that are damaged. Wash the valve in a
petroleum solvent solution and reinstall in the
valve block cavity to the proper measurement. If
the fault remains, replace the relief cartridge.
WARNING!
!
SERIOUS INJURY OR DEATH. IF THE TRACK(S)
IS/ARE FULL OF MATERIAL THAT MUST BE
CLEARED BY HAND, THE TRACKS MUST BE
THE MACHINE. KEEP HANDS, FEET AND
CLOTHING CLEAR OF THE TRACKS WHILE IN
OPERATION.
1.
Inspect tracks for excessive tension caused by a
build up of debris in chain. Remove and clean
any debris from the track.
2.
Flow divider jammed. If the tracks are free, but
stall with high pressure indicated, suspect the
flow divider. Repair or replace the flow divider
as necessary.
Symptom
One track attempts to run opposite of the other tracks.
One track stalls (forward direction).
Corrective Measures
Corrective Measures
Drive motor hoses reversed. This fault can occur
when a track or track motor is removed for any reason.
Switch the hydraulic hoses at the track drive motor that
is operating in the incorrect direction.
1.
Debris in the track. Remove and clean any
debris from the track.
G21 08/19/03
Symptom
6-16
Symptom
A motor shaft seal is typically damaged by excessive
back pressure inside the motor housing. Check the
case drain line for any blockage or pinched lines. If
quick couplers are used in the case drain line, make
certain that they are connected and allow fluid to pass
through. Defective quick couplers will cause
excessive back pressure. Maximum case drain
pressure should not exceed 25 psi (1.72 bar) during
normal operations and should not exceed 75 psi (5.17
bar) during cold start.
Ripples in finished product approximately 5 inches
(12.7 cm) apart.
Corrective Measures
This fault can be caused by worn track drive
sprockets. Check the condition of the track drive
sprockets and repair or replace as necessary.
Symptom
Symptom:
Tracks will not move when variable speed control knob
is turned on (Clockwise).
Corrective Measures
Tracks freewheel one direction when machine is
stopped.
With the engine running, determine if the fault is
hydraulic or electrical by moving the manual override
control. If the tracks begin moving with the manual
override lever and a small amount of pilot pressure is
indicated on the track pressure gauge, the fault is
electrical. Refer to Tractive Electrical Diagnostics for
procedures to follow. If the tracks do not move with
the travel directional control valve in the “forward” or
“reverse” positions, the fault is hydraulic.
Contaminated counterbalance valve. Make certain
that the machine is parked on a flat level surface.
Remove and swap the counterbalance valves from the
manifold block. If the tracks hold in the noted
direction, but freewheel in the opposite direction,
replace the counterbalance valve.
1.
Defective pump. Refer to the previous
symptom; tracks run slower than normal, but
stall at correct pressure for procedures to follow.
2.
Emergency stop system not reset. Pull all
emergency stop buttons out to the reset position
and depress the reset switch on the console.
3.
Contaminated main relief cartridge. Swap the
track relief cartridge with the conveyor relief
cartridge. Check for visible contamination and
clean the track relief cartridge prior to installing it
into the conveyor system. Turn the adjustment
screw out until it stops, then readjust the relief
as indicated in the maintenance chapter. If the
conveyor does not operate, replace the relief
cartridge.
Symptom:
Hydraulic fluid is found in one or more of the track
drive gearboxes.
Track drive motor shaft seal is damaged. Remove the
drive motor and repair the shaft seal as shown in the
appropriate manufacturers drive motor repair manual.
G21 08/19/03
6-17
07 Track Hydraulic Diagnostics with Two Speed
Motors
Track Hydraulic System with Two Speed Motors
From Lift Pump
Two-speed manifold
To Tank
Left front
track drive
motor
To Tank
Right front
track drive
motor
Flow Divider
To Tank
To Tank
On/Off Solenoid
Valve and
One-Way Check
Valve
One-Way
Check Valve
To Tank
To Tank
Control Valve
From Vibrator/
Auxiliary Travel
Valve
Right rear
track drive
motor
Counterbalance
Valve Assembly
To Tank
To Tank
Selector
Gauge
(Standard)
Rear Stage of left main pump
Relief manifold
with emergency stop
(With Six Vibrator option)
Front stage of Cam driven pump
20.6 gpm (77.9 lpm) at 2250 rpm
Pressure
Regulated Pressure
Return
Dump or Drain
Suction
Static
360568
360524
Hydraulic description with two speed motors
The track hydraulic system may also be equipped with
two position variable displacement hydraulic motors as
an option. If the machine is equipped with 4 vibrators,
the oil flow for the tractive circuit begins at the rear
stage of the right main pump and delivers 26 gpm (98
lpm) at 2250 rpm. If the machine is equipped with 6
vibrators, the oil flow for the tractive circuit begins at
the front stage of the cam driven pump and delivers
20.6 gpm (77.9 lpm) at 2250 rpm.
From the pump the oil is routed through the relief
manifold, past a relief valve set to bypass at 2150 psi
(148 bar). A line tapped into the relief manifold port is
connected to the circuit selector/pressure gauge
assembly, through which the system pressure is
checked.
G21 08/19/03
the variable travel control valve. A line from the
vibrator/auxiliary travel selector valve is also
connected to the inlet port. As hydraulic flow enters
the inlet of the directional control valve, it is restricted
by a reducing-relieving valve. The reducing-relieving
valve begins to increase system pressure until a pilot
pressure of 200 psi (14 bar) is created. When pilot
pressure is reached, hydraulic flow is directed to the
control valve return port and back to the high pressure
reservoir. A pressure differential of 200 psi (14 bar)
6-18
should be maintained between the pressure inlet line
and the tank return line.
Pilot pressure is supplied to two electrically operated
proportional pulsar solenoid valves. If track control is
placed in the forward direction, an electric signal is
supplied to one of the pulsar solenoid coils, causing it
to direct pilot pressure against one end of the control
valve spool. As the control valve spool is shifted,
pressure oil is directed out one of the work ports.
If track control is placed in the "reverse" position, the
opposite pulsar solenoid coil is energized, causing it to
direct pilot pressure against the opposite end of the
control valve spool and causing the tracks to rotate in
the reverse direction.
When the control valve is centered, the hydraulic oil is
bypassed to the tank port at 200 psi (14 bar) plus any
additional pressure in the return line. The bypass
pressure reading indicated on the pressure gauge is
referred to as “standby pressure”.
When the control valve is shifted for forward direction
the counterbalance valve manifold port. The oil forces
the internal check valve off its’ seat (in the
counterbalance valve) and flows into the flow divider
where the oil is equally divided to each of the outlet
ports. The oil will enter the working port of each drive
motor, causing each track to rotate in the forward
direction. As the oil exits each drive motor, it is
recombined before entering the counterbalance valve
ramps in the forward direction. A small port in the
When the control valve is shifted for reverse direction
the opposite counterbalance valve manifold port. The
counterbalance valve) and flows into the opposite work
port of each track drive motor, causing each track to
rotate in the reverse direction. As the oil exits each
G21 08/19/03
drive motor, it is recombined as it enters the flow
divider before returning to the counterbalance valve
ramps in the reverse direction. A small port in the
Each drive motor is equipped with its' own case drain
line which allows internal leakage to escape from the
drive motor case. The internal leakage is used to cool
and lubricate the motor before returning to the
hydraulic reservoir.
The right front and rear outlet ports in the flow divider
are connected using a one-way check valve and a
normally open solenoid valve. This connection is used
to equalize the differential pressure between the rear
track and the right front track when turning a tight
outside (left) radius. When a differential pressure of 5
psi (0.34 bar) is reached between the rear track and
the right front track, hydraulic oil is forced through the
check valve from the rear track into the right front
track. This causes the rear track to slow and the right
front track to increase speed, allowing the machine to
track more easily around the outside (left) radius.
While pouring straight aways or tracking around an
inside (right) radius, the solenoid valve is energized to
a closed position by placing the sensor select switch in
the sensor 1 position, preventing oil flow between the
right front and rear tracks. When the sensor select
switch is placed in the sensor 2 position for tight
outside (left) radii, the solenoid valve is de-energized
to its normally open position.
High/Low Travel Speed
To achieve a high and low travel speed, the tracks are
equipped with variable speed piston drive motors. For
low speed travel, the drive motor swash plate is
spring-loaded to a maximum displacement position,
causing low speed, high torque rotation of the tracks.
For high speed travel, the two-speed solenoid valve is
energized to an open position, causing oil from the lift
hydraulic system to flow through a pressure reducingrelieving valve, reducing the pressure to 300 psi (21
6-19
bar). This pressure is routed to each drive motor
where it is directed against the yoke control piston,
causing it to shift in the direction of the spring tension.
As the yoke control piston moves, the swash plate will
tilt to the minimum displacement position, causing high
speed, low torque rotation of the tracks. When the
two-speed solenoid valve is de-energized for low
speed travel, the valve spool will shift, draining oil from
each track drive motor yoke control piston back to the
reservoir. Each spring-loaded drive motor swash plate
will return to the low speed travel position.
Symptom
1.
DANGER!
!
!
OR TRIMMERWHEEL.
the reset switch.
Track chain frequently breaks or comes off.
Corrective Measures
DANGER!
!
!
IF THE TRACK IS FULL OF MATERIAL THAT MUST
BE CLEARED BY HAND, THE TRACKS MUST BE
THE MACHINE. KEEP HANDS AND FEET CLEAR
OF THE TRACKS WHILE IN OPERATION.
1.
2.
Debris in track chain. Clean track chain
thoroughly and check links for hardened
concrete.
002-2004a
2.
Incorrect alignment of the front idler with the rear
drive sprocket. Securely tighten any lose bolts
and nuts on the track drive gearbox and
sprocket assembly. Check the track frame for
damage with a straight edge from front to rear.
The front idler should be in alignment with the
rear drive sprocket. Repair or replace the track
frame if it is damaged.
Symptom:
operate.
information.
lift circuit.
Symptom:
Tracks will not operate. The pressure gauge indicates
zero standby pressure.
system will not respond to the electrical controls,
lever on the variable control valve. If the system will
respond to the override lever, the fault could be lack of
pilot pressure for electric over hydraulic control. If the
system will not respond to the override lever, the fault
is in the hydraulic system. Proceed as follows:
G21 08/19/03
6-20
chamber and the spring and washer must be
removed from the relief end of the chamber.
The valve spool should move freely in the
chamber. Thoroughly clean and inspect the
valve block chamber and valve spool for debris.
Reinstall the components and check for proper
operation. Replace the complete valve
assembly if operation is not restored.
Pulsar solenoid valve
002-2702
1.
Defective o-ring on the pulsar solenoid valve. If
an o-ring is damaged, pilot pressure may be
lost. Remove each pulsar from the valve block
and inspect the o-rings. Replace o-rings that
are visibly damaged or missing. Reinstall the
pulsar solenoid valve and tighten securely.
Relief valve
002-2699
3.
Track valve relief
High pressure relief valve is contaminated.
Remove and inspect the valve for any
contamination. Inspect and replace any o-rings
that are damaged. Wash the valve in a
petroleum solvent solution and reinstall in the
valve block cavity to the proper measurement. If
the fault remains, replace the relief cartridge.
Symptom
Pilot pressure valve spool and spring
360570
2.
Pilot pressure valve is adjusted incorrectly or
contaminated. Measure the exposed portion of
the relief valve prior to removal. Remove the
valve spool and spring assembly. The spool
must be removed from the plug end of the
G21 08/19/03
Tracks run slower than normal, but stall at correct
pressure.
6-21
Corrective Measures
speed and rotate the travel variable speed knob
in the “increase” direction. Note the indicated
pressure and then gradually reduce the engine
speed. A damaged pump will not maintain relief
pressure, but pressure will drop rapidly as
engine speed is decreased. A good pump will
maintain approximately the same pressure
regardless of engine speed. Repair or replace
pump as necessary, if found to be defective.
Readjust the tractive brake pressure as
2.
Symptom
One track stalls (forward direction).
Corrective Measures
1.
Debris in the track. Remove and clean any
debris from the track.
2.
Defective drive motor. To check the motor,
swap the suspected motor with a good motor
from one of the other tracks. If the fault
transfers, repair or replace the motor.
3.
Defective three-stage flow divider. To check,
swap hoses on the flow divider. If fault
transfers, replace the flow divider.
4.
Defective track drive gearbox. If after swapping
the motors, or swapping the hoses on the flow
divider the fault remains on the same track,
suspect the track drive gearbox. Remove the
gearbox and disassemble it. Inspect the gears
and bearings and replace as necessary.
611
!
CAUTION!
!
1.
A defective pump can cause the tracks to run
slower, but yet stall at the proper relief pressure.
The pump should be checked with a flow meter
if available. A good indication of a defective
pump is to compare relief pressure to engine
speed. To check, turn the adjustment screw on
the tractive brake relief valve in three or four
turns. Place the tractive brake switch in the “on”
position and the travel directional control valve in
the “neutral” position. Slowly rotate the travel
variable speed knob in the “increase” direction
and note the increasing pressure on the
immediately rotate the knob back to the “0”
before continuing. Run the engine at maximum
G21 08/19/03
Symptom
Tracks stall with high pressure indicated.
6-22
Corrective Measures
!
WARNING!
indicated on the track pressure gauge, the fault is
electrical. Refer to Tractive Electrical Diagnostics for
procedures to follow. If the tracks do not move with
the travel directional control valve in the “forward” or
“reverse” positions, the fault is hydraulic.
!
SERIOUS INJURY OR DEATH. IF THE TRACK(S)
IS/ARE FULL OF MATERIAL THAT MUST BE
CLEARED BY HAND, THE TRACKS MUST BE
THE MACHINE. KEEP HANDS, FEET AND
CLOTHING CLEAR OF THE TRACKS WHILE IN
OPERATION.
1.
Inspect tracks for build up of debris in chain.
Clean chain as necessary.
2.
Flow divider jammed. If the tracks are free, but
stall with high pressure indicated, suspect the
flow divider. Repair or replace the flow divider
as necessary.
1.
Defective pump. Refer to the previous
symptom; tracks run slower than normal, but
stall at correct pressure for procedures to follow.
2.
Emergency stop system not reset. Pull all
emergency stop buttons out to the reset position
and depress the reset switch on the console.
3.
Contaminated relief cartridge. Swap the track
relief cartridge with conveyor relief cartridge. If
the track drive will operate. The relief may be
contaminated. Remove the cartridge and wash
thoroughly in a solvent solution. Check for any
debris before returning the cartridge to the
manifold. Replace the cartridge if the system
does not operate.
Symptom:
Symptom
One or more tracks will not change speed when the
high/low switch is changed.
One track attempts to run opposite of the other tracks.
Corrective Measures
If the symptom affects all tracks, locate the two-speed
solenoid valve. Depress the solenoid valve manual
override button and check the travel speed. If the
system operates at high speed, the fault is electrical.
Refer to troubleshooting the track electrical system for
more information. If no change is noticed, the fault is
hydraulic. Refer to the following measures for
troubleshooting information.
Drive motor hoses reversed. This fault can occur
when a track or track motor is removed and the hoses
were not labeled.
Symptom
Ripples in finished product approximately 5 in. (12.7
cm) apart.
1.
Machine is not stopped when the high/low
switch is changed. To change from high to low
speed or; from low to high speed requires that
the travel control knob is rotated to the "off"
position. To prevent pressure spike damage to
the track drive motors, the controller will not
allow "on-the-go" high/low travel speed changes.
2.
Defective or stuck yoke control piston. If one
track is remaining at the previous speed while
the other tracks are attempting to rotate at the
correct speed, then the track drive motor yoke
control piston may be stuck or contaminated.
Remove the motor from the affected track and
swap with one of the other tracks. If the fault
transfers to the other track, the motor is
defective and must be repaired or replaced.
Corrective Measures
This fault can be caused by worn track drive sprockets
in the rear track. Check the condition of the track drive
sprockets and repair or replace as necessary.
Symptom
Tracks will not move when variable speed control knob
is turned on (Clockwise).
Corrective Measures
With the engine running, determine if the fault is
hydraulic or electrical by moving the manual override
control. If the tracks begin moving with the manual
override lever and a small amount of pilot pressure is
G21 08/19/03
6-23
Symptom:
Tracks freewheel one direction when machine is
stopped.
Contaminated counterbalance valve. Make certain
that the machine is parked on a flat level surface.
Remove and swap the counterbalance valves from the
manifold block. If the tracks hold in the noted
direction, but freewheel in the opposite direction,
replace the counterbalance valve.
Pressure reducing valve
002-2917
3.
Incorrect pressure adjustment for high/ low
speed. Place the high/low switch in the high
position and check the pressure indicated on the
two speed pressure gauge located under the
front of the engine. The pressure should
indicate 300 psi (21 bar). If not, adjust the
pressure reducing valve in or out until 300 psi
(21 bar) is indicated.
Note: If the pressure adjustment is too high,
damage may occur to the yoke stroking assembly
in the drive motors. The pressure should not
exceed 400 psi (27.5 bar).
Symptom:
Hydraulic fluid is found in one or more of the track
drive gearboxes.
Track drive motor shaft seal is damaged. Remove the
drive motor and repair the shaft seal as shown in the
appropriate manufacturers drive motor repair manual.
A motor shaft seal is typically damaged by excessive
back pressure inside the motor housing. Check the
case drain line for any blockage or pinched lines. If
quick couplers are used in the case drain line, make
certain that they are connected and allow fluid to pass
through. Defective quick couplers will cause
excessive back pressure. Maximum case drain
pressure should not exceed 25 psi (1.72 bar) during
normal operations and should not exceed 75 psi (5.17
bar) during cold start.
G21 08/19/03
6-24
G21 08/19/03
Tractive Electrical Circuits
Rear
S2X Controller
To Left
Front S2X
STATUS
A
B
––– 10A –––
Circuit Breaker 5
1
>
2
>
3
>
4
>
5
>
POWER
A1
J1 <A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
1
B4 < 2
<
3
<
4
<
5
<
CAN
Minifast
Connector
Gnd
CAN +
J2 Connected to
Pancon Controller
Shield
CAN -
6-25
A1
J2 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
To Rear
S2X
Gnd
1
>
2
>
3
>
4
>
5
>
Gnd
Gnd
A
B
––– 8A –––
S2X
Circuit Breaker
Battery
Travel Fwd
Travel Rvs
To Right
Front S2X
1
>
2
>
3
>
4
>
5
>
CAN +
CAN CAN Shield
Battery +
Gnd
1
2
J1 Connected to
Pancon Controller
Bulkhead
B4
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
Travel variable
control knob
Refer to Miscellaneous
Wiring Schematic for more information
+5V
Trav. Sig.
Gnd
Rem. Flag
Steer Sig.
Trav. Sig.
Fwd
2
–––
Travel Neutral
travel
2
–––
A
B
––– 8A –––
Circuit Breaker 1
neutral
travel
2
–––
On
Off
3
–––
1
–––
Two-Speed
Switch
Wiring Schematic for
more information
3
–––
1
–––
6
–––
4
–––
see vibrator electrical
for more information
Remote steer
control knob
1
47Ω
2
CW
Added in 2005
8
Ω
47Ω
Remote travel
variable control knob
Vibrator/Aux. Travel
Valve Coil
Used with two
speed motors
3
1000 Ω
1
8
Ω
Two Speed
Valve Coil
A
>
B
>
C
>
D
>
E
>
F
>
2
4-way 3-position
Proportional load
sense control valve
CW
3
47Ω
1000 Ω
360582.eps
B
A
––– 20A –––
Miscellaneous
Circuit Breaker
10K ohm
resistor
Rev
5
–––
Wht
Blk
Red
Grn
CW
A
>
B B1
>
C
>
D
>
E
>
F
>
Travel
FNR switch
3
–––
1
–––
3
1000 Ω
1
2
3
4
5
6
7
8
9
10
11
12
neutral
A
A
<
>
B PWM B
> B3 <
C
C
<
>
D
D
<
>
E
E
<
>
F
F
<
>
G
G
<
>
H
H
<
>
I
I
<
>
J
J
<
>
47Ω
Terminal
Bar (TB)
08 Tractive Electrical Diagnostics
The network control system is used to electrically
operate the track hydraulic proportional control valve.
Two controllers are used to operate the track electrical
circuit. The Pancon controller is the main computer on
the machine and is located in the console control box.
It receives the input information from the various
sources and processes that information. In the travel
circuit the input devices are the console travel variable
control knob, the remote travel variable control knob,
the travel FR (forward/reverse) switch and the travel
neutral switch. After processing is completed, the
Pancon controller sends an appropriate response
signal through the CAN communication network to the
rear S2X controller located on the rear access door of
the control console. The S2X controller will receive
the response from the Pancon controller and will send
the appropriate output drive signal to the track
proportional control valve.
The Pancon controller receives a 12 volt power source
from an 8 amp circuit breaker (circuit breaker 1 inside
control box) and a ground connection from the
machine frame. A 10 amp circuit breaker (circuit
breaker 5 inside control box) supplies 12 volt power
through the CAN network cable to the circuit breakers
at each of the S2X assemblies around the machine.
The rear S2X controller is supplied 12 volt power from
a 8 amp circuit breaker, located on the S2X mounting
assembly, and with a ground connection from the
machine frame. To operate the variable control knobs,
the Pancon controller supplies sensor power (+5 volts)
and a ground connection to the terminal bar inside the
control box. The terminal bar is used to distribute the
power and ground connections to the various control
knobs in the remote and in the control box.
From the terminal bar, 5 volts is supplied to the
console travel variable control knob on terminal 1 and
a ground is provided to terminal 3. A resistor is
connected into the ground wire on terminal 3 to create
a minimum output voltage of 0.21 volts when the
control knob is turned off. The Pancon controller
recognizes this minimum voltage as the “off” position
of the control knob. As the control knob is rotated
clockwise, the output voltage will vary from 0.21 volts
to a maximum of 5.00 volts. The control knob output
voltage is routed from terminal 2 to pin B1 on the 30
pin connector attached to the Pancon controller. An
adjustable threshold voltage is preset in the Pancon
controller to begin rotation of the tracks. The threshold
is normally adjusted to begin the rotation of the travel
circuit when the control knob is rotated clockwise to
position 2.5 on the control knob label. Refer to the
Maintenance chapter for this adjustment procedure.
G21 08/19/03
18 pin and 30 pin connectors on Pancon controller
002-2549
The forward/reverse switch (F/R) is used to determine
the direction that the steering sensors will be traveling
on the stringline and the travel direction of the tracks.
When placed in either the forward or reverse positions
with the travel/neutral switch in the travel position, a
ground connection is supplied to the Pancon
controller. If a ground connection is received on pin
E3 in the 30 pin connector, forward direction of the
travel circuit is selected. If a ground connection is
received on pin F1, reverse direction of the travel
circuit is selected. If a ground is not received on either
pin E3 or F1, the Pancon controller recognizes that the
neutral mode has been selected and will not allow an
output drive signal to either pulsar solenoid valve. The
network controller must be in the Run mode, the circuit
must be in working order and the emergency stop
system must be reset before an output signal can be
sent to the rear S2X controller.
The travel/neutral switch may be used as a way to
start and stop the forward or reverse travel of the
machine. When placed in the neutral position, the
ground is disconnected to the forward/reverse (F/R)
switch causing the control system to stop the travel of
the machine. Placing the travel/neutral switch in the
travel position reconnects the ground through the
forward/reverse (F/R) switch causing the machine to
resume travel according to the amount of travel
variable control knob rotation.
6-26
Propel Drv,
0
and depress. If the trimmer, track, conveyor and
vibrator systems operate, the fault is in the emergency
stop electrical system. Refer to Emergency Stop
Electrical Diagnostics for more information. If the
hydraulic systems do not operate using the manual
override button, the fault is hydraulic. Refer to the
appropriate Track Hydraulic Diagnostic section` for
more information. If the emergency stop system is
reset, proceed with the following diagnostic
procedures.
Vibr
OFF
360351
Propel output drive signal
002-2571
As the variable control knob output voltage increases,
the Pancon controller will send a corresponding signal
to the rear S2X controller through the CAN network
cable. The signal is processed by the rear S2X
controller and a corresponding output drive signal is
routed from the S2X 18 pin connector through
bulkhead 3 and to the appropriate pulsar solenoid
valve. The output will vary from 0 to 80 percent and
corresponds with the amount of variable control knob
signal.
Symptom:
Master Sensor Power
VALUE OUT OF RANGE
002-2753
Notice: Make certain to carefully read all
diagnostic displays on the main display screen.
This will indicate the number of faults that are
currently affecting the machine. The general
location of each fault is given on the display and
will help to narrow the fault area.
Sensor power short inside control box
002-2579
Master Sensor Power — VALUE OUT OF RANGE is
indicated on the main screen.
Corrective measures:
This is a good indication that sensor power is shorted
inside the control box for the travel variable control
knobs. If Master Sensor Power — VALUE OUT OF
RANGE is indicated on the main display screen, open
the main control box by removing the console cover
guide bar above the left side of the control box and
turn the box latch to open.
Symptom:
All main hydraulic systems; trimmer, tracks, conveyor
and vibrators will not operate.
Manual override button
360211a
This is a good indication that the emergency stop
system is not engaged to allow operation of the
primary hydraulic systems. Open the rear access door
to the control console. Locate the manual override
control button on the emergency stop solenoid valve
G21 08/19/03
Twisted power and ground wires
002-2876
Disconnect the power and ground wires (twisted pairs)
for each variable control knob individually until the
display screen does not indicate the value is out of
6-27
range. The control knob or the wiring connected to the
control knob, that was last disconnected, is defective.
Repair or replace the shorted wiring and/or the control
knob as necessary.
If all wires to the control knobs have been removed
from the terminal bar and the display still indicates the
Master Sensor Power — VALUE OUT OF RANGE;
either the wiring between the terminal bar and the 30
pin connector is shorted to ground; or the Pancon
controller is shorted internally. Check the wiring for
damage and good connections and repair as
necessary. Before replacing the Pancon controller,
trying reprogramming the controller. Contact your
GOMACO distributor or GOMACO for instructions and
procedures to reprogram the controller. Replace the
Pancon controller if reprogramming fails to correct the
fault.
If the voltage reads 0.0 volts, the cable may be
defective. Check the cables for continuity using
a volt ohm meter. Repair or replace any
defective cables.
3.
Travel neutral switch in neutral or defective.
Place the switch in the travel position. If the
propel pot screen above indicates that the FNR
switch is in neutral (NEU), the switch may be
defective or the ground connection is corroded
or loose. Connect a jumper wire between the
terminals on the back of the travel neutral
switch. If the travel system operates, the switch
is defective and must be replaced. If the travel
system does not operate, connect a jumper wire
between a frame ground and the center terminal
on the travel neutral switch. If the screen
indicates forward (Fwd) or reverse (Rvs), the
ground connection is corroded or loose.
Remove and clean the terminals on either end of
the wire before reconnecting and tighten
securely.
4.
Forward reverse switch defective. With the
travel neutral switch in the travel position, place
a jumper wire between terminals 1 and 2 or
between terminals 2 and 3 on the forward
reverse switch. If the propel pot screen above
indicates forward (Fwd) or reverse (Rev) using
the jumper wire, the switch is defective and must
be replaced.
5.
Pilot pressure in the valve is zero. Check the
track pressure gauge for standby pressure with
the travel circuits turned off and the engine
running. If a small amount of pressure is not
present, refer to the track hydraulic diagnostic
section for more information.
Symptom:
The travel circuit will not operate in either direction.
The trimmer and conveyor hydraulic systems operate.
1.
The controller is in the Standby (Stdby) mode.
Depress the Run/Standby switch to place the
system in the Run mode.
2.
Defective variable speed control knob. If the
remote variable speed control knob is in use,
disconnect the remote and operate the system
with the console variable speed control knob. If
the system operates, the remote variable speed
control knob may be defective or the cable
between the remote and the control box may be
defective.
Symptom:
The travel circuit will not operate in one direction but
will operate in the opposite direction.
Propel Pot, FNR,
2.50 Volts Fwd
360355
Variable speed knob voltage
360355
The variable speed control knob may also be
checked for voltage output by depressing the
SERVICE switch and depress the NEXT switch
until the Propel Pot display is indicated. The
voltage should indicate 0.21 volts when the knob
is turned counterclockwise to the off position and
should vary between 0.21 volts to 5.00 volts as
the knob is rotated clockwise to the maximum
position.
G21 08/19/03
6-28
Propel Valve Type
= Apitech
360561
Propel Valve Type
= Modular
360562
Pulsar solenoid valve packard connectors
Valve Type designation
360560
360561 & 360562
4.
1.
Check for proper designation of control valves.
This fault is typical of in field installation of a
control system. Select the correct valve type
and try again.
2.
Forward reverse switch defective. With the
travel neutral switch in the travel position, place
a jumper wire between terminals 1 and 2 or
between terminals 2 and 3 on the forward
reverse switch. If the machine will travel forward
with the jumper wire between terminals 2 and 3,
or reverse with the jumper wire between
terminals 1 and 2, the switch is defective and
must be replaced.
Propel Drv,
0
Note: Do not force the ohm meter leads into the
bulkhead plug pin holes. Expansion of the pin
holes can cause intermittent loss of signal.
5.
Vibr
OFF
360351
Propel drive signal
360351
3.
Defective proportional solenoid. Depress the
NEXT switch to display the propel drive screen.
Operate the travel variable speed control knob
and check the propel drive for a variable signal
from 0 to 80. If a propel signal is not present,
check the previous two corrective measures for
defects.
G21 08/19/03
Defective wiring between the S2X controller and
the travel valve connector. Disconnect and
swap the connectors at the travel valve. If the
fault remains in the same direction, replace the
pulsar solenoid coil. If the fault switches to the
opposite direction, check the cable between the
S2X controller and the coil connections for
continuity using a volt ohm meter. Repair or
replace the cable as necessary.
6-29
Defective wiring between bulkhead 3 and the 18
pin connector at the S2X controller. Remove the
18 pin connector from the S2X controller and
disconnect the cable from bulkhead 3. Using an
ohm meter, check the wiring for continuity
between pin F2 on the 18 pin connector and pin
B in bulkhead 3. Check the wiring for continuity
between pin F3 on the 18 pin connector and pin
D in bulkhead 3. If continuity does not exist, the
wiring is defective and must be repaired or
replaced. Also check pin A and pin C to the
frame ground for loose connections or corrosion
and repair as necessary.
Propel Pot, FNR,
0.21 Volts Fwd
360403
Service mode
360403
2.
Rear S2X controller mounted to door
360366
6.
Defective S2X controller. Each of the S2X
controllers are programmed the same and are
interchangeable. Disconnect both connectors
from the S2X controller believed to be defective
and swap the controller with one of the S2X
controllers known to be good. Reconnect the
wiring and test. If the fault switches to a
different location on the machine, the S2X
controller is defective and must be replaced.
To check the cable between the control box and
the remote bulkhead on the side of the console,
disconnect the cable from the back of the control
box. Bypass the cable by connecting the remote
bulkhead plug directly into the back of the
control box. If normal operation is resumed
using the remote variable speed control knob,
the frame cable for the remote is defective and
must be repaired or replaced.
Symptom:
If the remote will not operate the system,
suspect that the remote is defective. The
remote can be checked for ohms of resistance
using an ohm meter. Place one lead from the
ohm meter in pin A on the remote bulkhead plug
and the other lead in pin D. With the remote
travel variable speed knob turned
counterclockwise to the off position, the meter
should read 48 ohms of resistance and should
increase to 555 ohms of resistance as the knob
is turned to the maximum speed position. If the
reading is incorrect, the remote is defective and
must be replaced.
All Travel Pots
TURN OFF ALL Pots & FNRs
360394
All travel pots display
360394
All Travel Pots is displayed on main screen. Remote
will not operate.
This display indicates that the travel variable speed
knob is defective or not rotated to the off position. The
Travel/neutral switch must also be placed in the
neutral position. Make certain that both the console
and remote travel variable speed knobs are turned off
if the remote is in use.
1.
Remote variable speed control knob is not
turned off. Turn the knob counterclockwise to
the off position.
G21 08/19/03
Defective variable speed control knob. Depress
the SERVICE switch and scroll to the propel pot
display using the NEXT switch. Correct voltage
should be approximately 0.21 volts when the
variable speed control knob is off. If not,
disconnect the remote and check the operation
of the console travel variable speed control
knob. If the console controls operate normally,
the remote or the cables to the remote are
defective. Check as follows:
6-30
Symptom:
Propel Pot
SHORT TO 0 V
002-2797
Defective output signal from travel control knob
002-2680
Propel Pot; NOT CALIBRATED or SHORT TO 0 V is
indicated on the display. This indicates that a variable
output voltage is not being received by the Pancon
controller.
Minifast connection
360644
1.
Propel Pot,FNR,Hi/Low Sw
0.00 Volts Neu
Low
002-2798
Defective travel pot output voltage indicated
002-2679
To test, depress the SERVICE switch on the control
box. Depress the NEXT switch until the propel pot
display is indicated. The normal voltage range should
be 0.21 volts to 5.00 volts as the travel control knob is
rotated clockwise. If the reading is 0.00 volts, make
certain that 5.00 volts is provided to the control knob
on pin 1 and a good ground connection is provided on
pin 3. Make certain that the output wire between pin 2
on the control knob and pin B1 on the 30 pin connector
is securely connected and check for continuity. If a
good ground and 5.00 volts of power exists, the control
knob is defective and must be replaced.
Defective minifast connector or CAN cable.
Disconnect the CAN cable between the rear
S2X bulkhead connection and the minifast
connector. Swap it to another S2X known to be
good. If the fault switches, replace the cable. If
not, disconnect the minifast connector for the
rear S2X and swap it to another S2X known to
be good. If the fault switches, replace the
minifast connector.
Symptom:
Rear Slave
NO RESPONSE
18 pin and 30 pin connectors
360369
2.
360361
No response indicated on display
360361
The display indicates Rear Slave No Response.
This fault indicates that the rear S2X is not
communicating through the CAN network to the
Pancon controller and the other S2X controllers.
G21 08/19/03
Defective cable harness at the S2X controller.
Remove the 18 pin and 30 pin connectors from
the S2X believed to be defective. Swap the rear
S2X with one of the other S2X controllers known
to be good. If the fault switches to a different
location on the machine, replace the S2X
controller.
If the fault remains with the rear slave (S2X), the
CAN network cable connection between the 18
6-31
pin connector and the CAN cable bulkhead may
be defective due to corrosion. Disconnect the
18 pin and 30 pin connectors and spray with an
electrical cleaner. Do not use an oil based
lubricant to clean the connections. Reconnect to
the rear S2X. If the fault remains, replace the
cable harness at the rear S2X.
Symptom:
All S2X slaves are indicating NO RESPONSE on the
display.
CAN network minifast connectors and terminator
002-2614
This indicates that the CAN network cables may be
defective. Make certain that the CAN minifast
terminators are in place on the minifast connectors as
indicated in the electrical drawing.
Remove the right bottom cable connector from the end
of the CAN minifast connectors on the front access
door. Remove the CAN cable from bulkhead 4 on the
back of the control box. Check for continuity between
the bulkhead 4 cable and the disconnected CAN
minifast connector on the front access door. If
continuity does not exist, disconnect and recheck each
of the cables in the CAN network wiring harness until
the defective component is located. Repair or replace
the wiring harness as necessary.
If continuity exists in the wiring harness, check
continuity between bulkhead 4 and the 18 pin
connector on the Pancon controller. Repair or replace
the control box wiring as necessary.
G21 08/19/03
6-32
G21 08/19/03
Pressure Oil
Vibrator System
Return Oil
Note: Front stage of cam drive pump is standard pump
for vibrator system. Rear stage of cam drive pump is
standard pump for conveyor system.
(Standard Configuration)
Dump or Drain
Static Oil
Selector Valve
Push in for Vibrators
Pull out for Aux. Travel
Drawing number 360624
indicates new selector valve
used on current models.
Circuit Selector &
Pressure Gauge
C
A
Vibrator Variable Manifold with
Solenoid Valve and Relief Valve
Set at 1850 psi
To Pressure Tank
6-33
Vibrator
Return
Manifold
To
Travel
Circuit
To
Pressure
Tank
To
Pressure
Tank
Note: Pressure Wash hydraulic
is supplied by lift hydraulic system
on current models.
Pressure
Wash
Manifold
To
Pressure
Tank
Cam driven pump
Front Stage with 4 vibrator system
Power Washer or
Water Pump Motor
To
Pressure
Tank
360329
Vibrator
Relief manifold
with emergency stop
B
Vibrator System
Return Oil
Note: Rear stage of the rear main pump
is used to operate vibrators when six vibrator
option is used on machine. The front
stage of the cam driven pump is used
to operate the track drive. Conveyor and trimmer
pumps are not affected by this option.
(with six vibrator circuit option)
Dump or Drain
Static Oil
Selector Valve
Push in for Vibrators
Pull out for Aux. Travel
Drawing number 360624
indicates new selector valve
used on current models.
Circuit Selector &
Pressure Gauge
C
A
Relief manifold
with emergency stop
B
Set at 1850 psi
To
Travel
Circuit
To Pressure Tank
6-34
Vibrator
Return
Manifold
To
Pressure
Tank
To
Pressure
Tank
To
Pressure
Tank
To
Pressure
Tank
Rear main pump
Rear stage with 6 vibrator system
Pressure
Wash
Manifold
Power Washer or
Water Pump Motor
Vibrator
on current models.
To
Pressure
Tank
360625
G21 08/19/03
Pressure Oil
G21 08/19/03
Pressure Oil
Return Oil
Vibrator System
Dump or Drain
(with screw conveyor option)
Static Oil
Note: Rear stage of cam driven pump is used to
operate vibrators when screw conveyor option
is used on machine. Front stage of cam driven
pump is used to operate screw conveyor. Track
trimmer pumps are not affected by this option.
Selector Valve
Solenoid de-energized for Vibrators
Energized for Aux. Travel
Circuit Selector &
Pressure Gauge
Relief manifold
with emergency stop
4 gpm (15 lpm)
added to
compensate for
To
smaller rear stage
Travel
pump
Circuit
From Lift
Pump
To Pressure Tank
6-35
Vibrator
Return
Manifold
Set at 1850 psi
To
Pressure
Tank
To
Pressure
Tank
To
Pressure
Tank
Vibrator
on current models.
Cam Driven Pump
Rear Stage with 4 vibrator system
Power Washer or
Water Pump Motor
To
Pressure
Tank
360624
Pressure
Wash
Manifold
09 Vibrator Hydraulic Diagnostics
de-energized to the closed position, pressure begins to
build in the pilot sense line. If no vibrator variables are
opened, this pressure is directed against the pressure
differential valve causing it to open at approximately
75 psi (5 bar) spring tension. The oil from the pump is
dumped back to tank at approximately 75 psi (5 bar)
through the vented relief.
360329
The oil flow for the four vibrator system begins at the
front stage of the cam driven pump which delivers 20
gpm (75 lpm) at 2250 rpm.
Oil flow for the six vibrator system begins at the rear
stage of the rear main pump which delivers 26 gpm
(98 lpm) at 2250 rpm.
Oil flow for the vibrator system on a machine equipped
with a screw conveyor begins at the rear stage of the
cam driven pump which delivers 13 gpm (49 lpm) at
2250 rpm. Since this is only enough oil to operate
three vibrators, an additional 4 gpm (15 lpm) of oil is
added through a flow control valve from the lift pump.
This additional oil is controlled by a solenoid valve and
one way check valve. When the vibrator circuit is
energized for operation, the solenoid valve is
energized to an open position, allow ing the four
gallons of oil to flow through a one-way check valve
and into a tee fitting at the inlet of the vibrator variable
manifold. The check valve prevents the vibrator oil
from back flowing through the solenoid valve to the lift
pump. When the vibrators and the solenoid valve are
de-energized, the oil flow is stopped causing the
vibrators to cease operation.
From the pump the oil is routed past a vented relief
valve set to bypass at 2150 psi (148 bar) and to the
auxiliary travel-vibrator selector valve. The relief valve
is necessary to protect the pump from pressure spikes
when the selector valve position is changed. With the
selector valve shifted to the “auxiliary travel” position
(valve in), oil is routed out a work port to the inlet of the
travel variable control valve, resulting in increased
travel speed.
When the selector is set to the “vibrator” position
(valve out), the oil flows out a work port to the inlet of
the vibrator variable manifold. With the vibrator
variables all in the off position, pressure begins to build
in the system. This pressure increase is directed
through a small orifice in the end of the vented relief
valve. If the solenoid valve in the vented relief pilot
sense line is energized to the open position, the
vented relief opens under low pressure and dumps the
oil to the return tank. If the solenoid valve is
G21 08/19/03
When a vibrator variable is rotated in the increase
direction, pressure begins to increase between the
variable and the attached vibrator. This pressure
increase is directed against the spring loaded end of
the pressure differential spool (by a small orifice)
causing it to shift in the direction of the spring tension.
As the valve spool shifts, it begins to block off the free
flow of the oil back to the tank by the vented relief
causing the pressure in the system to increase
sufficiently to operate the vibrator at the preset speed.
The unused oil is returned to the tank at a pressure
approximately 75 psi (5 bar) higher than the pressure
required to operate the vibrator. If the vibrator variable
is rotated more in the increase direction, or another
vibrator is turned on, there is a pressure drop in the
system. This causes the pressure differential spool to
shift to block the flow of oil to tank, increasing the
pressure sufficiently to operate the vibrator at a higher
speed or to operate additional vibrators. Any unused
oil will be returned to tank. The vibrator pressure
gauge will indicate the highest pressure required to
operate any one of the vibrators.
If a vibrator should stall, pressure will increase against
the pressure differential valve spool causing it to shift
to block the free flow of oil to the tank, increasing the
pressure in the system. When the pressure reaches
1750 psi (121 bar), the vented relief valve will open,
dumping any unused oil (including that from the stalled
vibrator) back to the tank at approximately 1850 psi
(127 bar). All other vibrators will continue to operate at
normal speed and pressure. A flow control valve on
the output side of each variable regulates the
maximum output for each vibrator to 4 gpm (15.2 lpm).
A solenoid valve in the pilot line between the vented
relief valve and the pressure differential valve is used
to automatically start and stop the vibrators. When the
travel variable speed knob is turned off, the low
voltage output signal to the Pancon controller indicates
that travel has stopped and the vibrators must be
stopped. A signal is output from the Pancon controller
which energizes the vibrator manifold solenoid to the
open position, draining the pressure oil from the spring
loaded (pilot) side of the vented relief valve, which
shifts to open oil flow back to tank under low pressure,
causing the vibrators to stop. When the travel variable
control knob is turned clockwise, the solenoid is de-
6-36
energized by the Pancon controller to the closed
position blocking the flow of oil from the pilot port. This
causes pressure to increase on the spring loaded side
of the vented relief, causing it to shift to block the flow
of oil back to the tank, forcing the vibrators to operate.
An override switch is provided for stopping the
vibrators while moving from one place to another. By
placing the switch in the “off” position the solenoid is
held in the energized position, preventing the vibrators
from operating, regardless of the travel variable speed
knob position. When the switch is in the “auto”
position, the starting and stopping of the vibrators is
controlled automatically by the travel variable speed
knob.
operate slower. Increase engine speed to
maximum.
2.
Vibrator variable controls turned down. Turn
each variable control knob to increase the
vibrator speed.
By connecting the loop hoses from the vibrators
connected to #3 and #4 vibrator variable controls, to
the bulkheads labeled for the pressure wash system,
oil is routed through a set of quick couplers to the inlet
port of the drive motor. The motor turns either a
standard water pump or an optional high pressure
washer system. The oil is then routed out the outlet
port of the motor, through a set of quick couplers, and
back to the pressure tank.
Symptom:
All vibrators slowly operate when the machine is
stopped.
622
3.
This is a normal function of the hydraulic system for
vibrator operation. The vented relief is equipped with
a spring that requires 50 psi (3.5 bar) to force the relief
open and drain the oil back to tank. The residual
pressure in the system will cause some vibrators to
turn very slowly. This will not damage a vibrator when
turning at such low speed.
Symptom
All vibrators operate at low speed.
Corrective Measures
CAUTION!
!
!
THE MACHINE WITHOUT HEARING PROTECTION.
1.
pump output flow will be low, causing all vibrator
circuits, as well as all other hydraulic systems, to
G21 08/19/03
6-37
Defective pump stage. The pump should be
checked with a flow meter if available. A good
indication of a defective pump is to compare
relief pressure to engine speed. To check,
disconnect all vibrators or loop hoses at the
quick couplers. Place the “vibrator-auxiliary
travel” selector valve in the “vibrator” position,
the “vibrator override” switch in the “off” position
and rotate all vibrator variable controls to the
maximum speed. Place the G21 control system
in the run mode on the display and place the
travel/neutral switch in the “travel” position and
the forward/reverse switch in “forward”. Rotate
the travel variable speed knob in the “increase”
direction a small amount to break contact with
the “off” position of the knob and note the
increasing pressure on the corresponding
pressure gauge. If the pressure continues to
increase above 1850 psi (127 bar), immediately
move the travel variable speed knob to the “off”
before continuing. Note the indicated pressure
on the circuit selector gauge. Gradually reduce
the engine speed. A damaged pump will not
maintain relief pressure, but will drop rapidly as
engine speed is reduced. A good pump will
maintain approximately the same pressure as
the engine speed decreases. Replace or repair
the pump if found to be defective.
4.
Vibrator relief valve pressure setting low. Check
and adjust the vibrator relief valve pressure as
Symptom:
Concrete surface is not vibrated in one area. Vibrator
pressure indicates 1850 psi (127 bar).
1.
2.
Defective vibrator. Make certain the vibrator is
operating. If not, swap the vibrator to another
circuit and try again. If the vibrator will not
operate, the vibrator is defective and must be
repaired or replaced. If the vibrator will operate
on a different circuit, the quick couplers may be
defective. Replace the quick couplers as
necessary.
Remove vibrator relief
360195a
5.
Quick couplers defective or not fully connected.
Check quick couplers by replacing with quick
couplers known to be good. Replace coupler if
defective.
Vibrator relief valve stuck in the open position.
Remove the relief valve cartridge and clean it in
clean solvent. Inspect the valve and o-rings for
damage or contamination. Replace as
necessary. Using a small screwdriver, attempt
to depress the inner valve assembly (opposite of
the adjustment nut) against spring pressure. If
the valve sticks in, or is stuck in the open
position, the valve is defective and must be
replaced.
Note: If a faulty quick coupler is in the return line,
it could cause the shaft seal in the hydraulic motor
to rupture. Replace the seal if necessary.
Symptom
All vibrators will not operate. Low pressure indicated.
Corrective Measures
1.
Selector valve in the “auxiliary travel” position.
Place the selector in the “vibrator” position.
2.
Vibrator variable off (fully clockwise). Rotate the
variable control in the increase direction to start
the vibrators operating.
3.
Vibrator override switch in the “off” position.
Place the switch in the “auto” position.
4.
Main relief valve stuck open. Replace the main
relief valve cartridge with the relief valve
cartridge from the conveyor circuit. If the
vibrators now operate, the relief valve cartridge
is defective and must be replaced.
G21 08/19/03
Remove and Inspect Solenoid Valve
002-2706
6.
6-38
Solenoid valve stuck open. Remove the valve
cartridge and clean it in clean solvent. Inspect
the valve and o-rings for damage or
contamination. Replace as necessary. Using a
small screwdriver, attempt to depress the inner
valve assembly (opposite the coil end) against
spring pressure. If the valve sticks in, or is stuck
in the open position, the valve is defective and
must be replaced.
Symptom:
5.
Defective vibrator motor. Check the vibrator
using a vibratach to check vibrations per minute
(VPM). At maximum speed the vibratach should
indicate over 9000 vpm's if the motor is not
bypassing an excessive amount of oil. If the
vibrator is not maintaining 9000 vpm's, refer to
the appropriate vibrator repair manual and repair
or replace the vibrator motor.
Voids in concrete surface
001-1884
Concrete surface is not vibrated properly. Voids
appear in the surface of the concrete. Normal
operating pressure is indicated.
1.
Concrete mix is dry. Increase slump of the
concrete mix by adding water in the truck and
mixing for the required time.
2.
Individual vibrator control knob is not turned up.
Rotate the control knob to increase vibration.
3.
Engine rpm is low. Low rpm will turn the
hydraulic pump at a slower speed, decreasing
the amount of hydraulic flow available to the
vibrators as well as the rest of the hydraulic
systems on the machine. Increase engine rpm
to maximum.
4.
Vibrator flow control valves
360643
6.
Vibrator flow control valve is not adjusted for 4
gpm (15 lpm). Place a flow meter in the suspect
individual vibrator circuit and operate at
maximum flow using the variable control knob.
If the flow meter indicates a flow of less than
3.75 gpm (14 lpm), adjust the flow control
cartridge to a flow setting between 3.75 and 4
gpm (14 and 15 lpm).
Note: Do not increase the hydraulic flow control
cartridge setting above 4 gpm (15 lpm) as this will
cause the vibrator to overspeed and cause early
motor failure.
Vibrator is filled with hydraulic oil. Remove the
vibrator and repair or replace the seals as
necessary.
Symptom:
Vibrator pressure gauge indicates 1850 psi (127 bar)
relief pressure. All connected vibrators are operating
normally.
1.
To test for a defective circuit, turn all variable
controls off. Operate each individual vibrator
circuit by turning the variable control on and note
Vibratach testing
Vib trl 035
G21 08/19/03
Quick couplers are not looped on unused
vibrator circuits. Make certain that all unused
vibrator circuits are looped at the quick couplers
or connected to a vibrator.
6-39
the pressure gauge reading. If a normal
pressure is indicated (0 - 1500 psi; 0 - 103 bar),
the individual circuit tested is good. Continue
checking each individual circuit until high
pressure (1850 psi; 127 bar) is indicated on the
defective circuit. Loop the unused connection or
determine if a quick coupler is defective as
follows.
2.
Defective vibrator or quick coupler. Make
certain that all vibrators are operating normally.
One defective vibrator can cause the vibrator
system to operate at 1850 psi (127 bar). Swap
or replace suspected quick coupler with one
known to be good. If the fault switches, replace
the coupler. If the fault remains in the same
circuit, swap the remaining coupler in the same
manner.
Orifice fitting location under solenoid valve
002-2707
3.
4.
Symptom:
One or more vibrators are frequently filled with
hydraulic oil.
1.
Overheating vibrators by operating them out of
concrete. Vibrators dissipate heat build up
through the concrete surrounding the vibrator. If
a vibrator is operated out of concrete for a short
period of time, when the hydraulic oil is at
normal operating temperature, the vibrator motor
will overheat causing bearing and possible seal
failure. Make certain to turn off individual
vibrators as they are exposed from the concrete
at the end of a pour. Refer to the appropriate
vibrator repair manual and repair the vibrator
seals and bearings as necessary.
2.
Quick couplers attached to incorrect hydraulic
supply lines during rebuild of a vibrator. Make
certain that the small inlet port of the vibrator
motor is equipped with a female quick coupler.
Replace the vibrator motor shaft seal.
3.
Flow restriction on the return line of the vibrator.
A defective quick coupler can cause restriction
against the vibrator motor shaft seal causing the
seal to fail. Repair the vibrator and swap the
vibrator to an alternative vibrator circuit.
Replace the return quick coupler if the fault
continues. If the vibrator continues to
experience motor shaft seal failure, the vibrator
motor may require replacement.
Pressure differential valve orifice fitting is
contaminated. Remove the solenoid coil and
valve stem from the vibrator manifold. Use an
appropriate sized hex wrench to remove the
orifice fitting from the base of the solenoid valve
port in the manifold. Check for any
contamination and clean thoroughly. Make
certain to count the number of turns when
removing the orifice fitting so that it may be
returned to its original position after cleaning.
Return the solenoid valve to its original position
and tighten securely.
Notice: A small amount of hydraulic oil loss will
occur when removing the solenoid valve stem.
Take appropriate steps to prevent contamination
and dispose of the hydraulic oil as required.
G21 08/19/03
Incorrect adjustment of the pressure differential
valve or the valve is defective. If adjustment of
the pressure differential valve has taken place, it
will be necessary to readjust the valve. This can
only be done with a measurement used to adjust
the valve stem screw. Call GOMACO for an
accurate measurement of the valve stem. If
adjustment has not taken place, the valve may
be defective and must be replaced.
6-40
Individual flow control cartridges
360643
4.
Defective flow control valve or incorrect
adjustment. Each individual flow control valve is
adjusted for a maximum flow of no more than 4
gpm (15 lpm). Insert a flow meter between the
pressure and return lines of the suspect
individual vibrator circuit. Operate the individual
vibrator circuit at maximum speed and full
engine rpm. The flow reading should be
between 3.75 and 4.00 gpm (14 and 15 lpm). If
not, loosen the lock nut and adjust the set screw
as necessary. Tighten the lock nut securely
while holding the set screw in position when
adjustment is complete.
002-2004a
2.
lift circuit.
If correct adjustment is not possible, the flow
control valve cartridge may be defective.
Replace the valve as necessary.
Symptom:
operate.
DANGER!
!
!
OR TRIMMERWHEEL.
1.
the reset switch.
G21 08/19/03
information.
6-41
10 Vibrator Electrical Diagnostics
Vibrator Electrical Circuits
Travel Neutral
2
–––
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
Relay
K2
30
–––
87
–––
Circuit
Breaker 2
B
A
––– 8A –––
Vibrator Circuit Breaker
Wiring Schematic for
more information
Console Travel
Variable
travel
neutral
5
–––
1
travel
neutral
2
3
–––
1
–––
6
–––
4
–––
1K
CW
3
Inside console control box
Bulkhead
B1
Remote steer
control knob
1
47Ω
A
<
B
<
C
<
D
<
E
<
F
<
2
CW
3
47Ω
A
>
B
>
C
>
D
>
E
>
F
>
1000 Ω
Remote travel
1
Bulkhead
B5
A
>
B
>
C
>
D
>
E
>
F
>
2
CW
3
47Ω
1000 Ω
Screw
Conveyor
Solenoid
Vibrator
Manifold
Only added to machines
with a screw conveyor
360404
The network control system is used to electrically
operate the vibrator system. The Pancon controller is
the main computer on the machine and is located in
the console control box. It receives the input
information from the various sources and processes
that information. In the vibrator circuit the input
devices are the remote and console travel variable
control knobs.
Place the G21 control system in the run mode on the
display and place the travel/neutral switch in the
“travel” position and the forward/reverse switch in
“forward”. The travel variable control knobs are used
to signal the Pancon controller that machine
movement is to begin. This same signal is also used
to indicate that the vibrator circuit should begin
operation. When the control knob is turned
G21 08/19/03
A
<
B
<
C
<
D
<
E
<
F
<
Vibrator
off/auto
3
–––
1
–––
auto
2
–––
off
360404
counterclockwise to the off position, the voltage (0.21
volts) is recognized by the Pancon controller as the off
position. This will stop the operation of the vibrator
circuits.
When an increased voltage signal is received from the
remote or console travel variable control knob the
Pancon controller will send an electrical signal from
pin C2 in the 18 pin J2 connector to energize relay
K2. When the relay closes its’ contacts, it connects a
12 volt signal to the travel/neutral switch. The travel/
neutral switch must be in the travel position to allow
this 12 volt signal to continue to the vibrator off/auto
switch. If the vibrator off/auto switch is in the “off”
position, the vibrators will not operate. If the vibrator
off/auto switch is in the “auto” position, the 12 volt
signal continues through bulkhead 5 to the vibrator
6-42
manifold. The normally open solenoid coil is
energized to a closed position, which allows the
vibrator system to begin building pressure for
operation of the individual vibrators.
If the reading does not exist, or is more than 2
ohms higher or lower than the correct reading,
the solenoid coil is defective and must be
replaced.
When the travel variable control knob is turned to the
“off” position, the Pancon controller de-energizes relay
K2. The 12 volt signal is disconnected to the vibrator
solenoid coil and the vibrator solenoid is de-energized
to an open position. This causes the hydraulic oil to
be returned to the tank, stopping the vibrators.
6.
Defective ground wire connection. Check the
wire between the vibrator solenoid coil and the
frame of the machine. Repair or replace the
connection as necessary.
7.
Defective power wire between bulkhead 5 and
the solenoid coil. Disconnect bulkhead 5 from
the rear of the main control box and check
continuity between pin D in bulkhead 5 and the
power wire connector on the vibrator solenoid
coil. The wire must be disconnected from the
solenoid coil prior to checking for continuity. If
continuity is not indicated, the wiring is defective
and must be repaired or replaced. If continuity
does exist, check the following for more
information.
8.
Defective diode filter between the power and
ground connections on the solenoid coil. While
attempting to operate the vibrator system, touch
the diode filter attached between the connectors
on the vibrator solenoid coil. If it is extremely
hot to the touch, the diode is shorted to ground.
Make certain that the diode is installed correctly
between the two terminals on the vibrator
solenoid. The black wire on the diode should be
connected to the same terminal with the power
wire from the control box. The white wire should
be connected to the grounded terminal of the
vibrator solenoid coil. If this is incorrect, swap
the diode end for end and reinstall.
Symptom:
Vibrators will not operate. Zero pressure is indicated
on the pressure gauge.
1.
Vibrator off/auto switch is in the “off” position.
Place the switch in the “auto” position.
2.
G21 controller is in the standby mode. Depress
the run/standby switch to indicate the “run”
mode on the display.
3.
Travel/neutral switch is in the “neutral” position.
The travel/neutral switch will not allow track
drive movement if it is in the “neutral” position as
well as operation of the vibrators. Place the
switch in the “travel” position.
4.
Travel variable control knob is not turned on.
Rotate the travel control knob clockwise to begin
operation of the vibrators.
Note: If the wiring is shorted to ground, the circuit
breaker inside the control box will make a
snapping sound as it automatically resets every 35 seconds.
A volt/ohm meter may also be used to check the
diode. Place the meter leads on each of the two
wires exiting the diode (diode must be removed
from the solenoid coil). After checking for
continuity, swap the meter leads on the diode
and test again. If there is continuity in both
directions through the diode, it is defective and
must be replaced. If continuity exists in one
direction only, the diode is good and should be
installed in the correct orientation as previously
described.
Vibrator solenoid coil resistance
002-2705
5.
The vibrator solenoid coil is defective. Check
with a volt/ohm meter for 8.5 ohms of resistance.
If the reading is correct the solenoid coil is good.
G21 08/19/03
9.
6-43
Defective wiring inside the control box. Check
for loose terminal connections on the back of the
vibrator off/auto switch and the travel/neutral
switch. Tighten any loose connections securely.
Check for 12 volts on both terminals of the
circuit breaker. If 12 volts is evident on the
battery side but not the auxiliary side and a
snapping sound is not evident from the circuit
breaker, the circuit breaker is defective and must
be replaced. If a snapping sound is evident from
the circuit breaker, a short to ground is located
between the auxiliary side of the circuit breaker
and the vibrator solenoid coil. Beginning at the
vibrator solenoid coil, eliminate the individual
components one by one until the short is
eliminated. The last component eliminated is
If 12 volts exists on both sides, check at terminal
30 and terminal 87 on relay K2 for 12 volts when
the relay is energized. If 12 volts is evident on
both sides, the relay is good. If 12 volts is
evident on terminal 30 but not on terminal 87,
the relay is either defective or is not being
energized by the Pancon controller. Refer to
corrective measure 9 for further diagnostic
procedures.
Relay K2
002-2878
9.
Check the travel/neutral switch for 12 volts on
terminals 5 and 6 when the switch is in the
“travel” position. If 12 volts exists on terminal 5
but not on terminal 6, the switch is defective and
must be replaced. If 12 volts exists on both
terminals, the switch is good.
Check the vibrator off/auto switches for 12 volts
on terminals 2 and 3 when the switch is in the
“auto” position. If 12 volts exists on terminal 2
but not on terminal 3, the switch is defective and
must be replaced. If 12 volts exists on both
terminals, the switch is good.
Note: Make certain all wiring connectors are
connected securely.
Check for 12 volts at the vibrator solenoid coil
wiring. If 12 volts does not exist, the wiring
between the vibrator off/auto switch and the
solenoid coil is defective and must be repaired
or replaced. If 12 volts does exist, the vibrator
solenoid coil may be defective. Refer to
corrective measure 4 for more diagnostic
information.
G21 08/19/03
Defective relay K2. Place the G21 control
system in the run mode on the display and place
the travel/neutral switch in the “travel” position
and the forward/reverse switch in “forward”.
With the travel variable control knob turned on,
check for a 12 volt signal on terminal 86. If 12
volts is evident, but 12 volts is not evident on
terminal 87, the relay is defective and must be
replaced. If 12 volts is not evident, depress the
Last/Next switches until the propel drive display
is indicated on the controller screen. If the
vibrator signal is “on”, the Pancon controller is
defective and must be replaced. If the vibrator
signal is “off’, the input signal from the travel
variable control knob is defective. This is
normally indicated on the display screen as “not
calibrated” or “short to 0 volts”. Repair or
replace the components as necessary.
6-44
11 Mold Hold Down Hydraulic Diagnostics
Mold Hold Down Systems
Control Valve Bank
Pressure
Gauge
Reducing-Relieving
Valve
To
Pressure
Tank
Drawbar
Hold Down
Cylinder
Quick
Couplers
Pressure
Gauge
Reducing-Relieving
Valve
Hold Down
Cylinder
Lift Pressure
Manifold
To
Pressure
Tank
Quick
Couplers
Pressure Oil
Return Oil
Dump or Drain
Regulated Pressure
360330
360330
The drawbar hold down and the rear mold hold down
circuits operate the same hydraulically. The
explanation for one is the same for both circuits.
The oil for the hold down circuit is supplied by the lift
pump. With the control valve in the “neutral” (center)
position, the oil flow is blocked by the valve spool.
Moving the valve to the “down” position, directs oil
through the valve, out a work port, to the inlet of the
reducing/relieving valve. The reducing/relieving valve
reduces the incoming pressure of 1600 psi (110 bar)
down to an operator setting of between 30 and 600 psi
(2 and 41 bar). The oil is routed through the reducing/
relieving valve to the piston end of the hold down
cylinder causing it to extend. As the cylinder begins to
press down on the rear of the slipform mold or the
drawbar, pressure begins to build up in the line
between the hold down cylinder and the reducing/
relieving valve. When the pressure reaches what the
operator has preset, the flow of oil to the hold down
cylinder is halted. Oil from the rod end of the hold
G21 08/19/03
down cylinder returns back through a work port of the
control valve and back to the pressure tank. A
pressure gauge is connected to the line between the
reducing/relieving valve and the hold down cylinder to
monitor the hold down pressure.
If the machine should move down, the pressure in the
line between the hold down cylinder and the reducing/
relieving valve will begin to increase. The reducing/
relieving valve senses this increase of the preset
pressure and opens to drain excess pressure back to
the pressure tank, maintaining the preset pressure. As
the machine begins to raise, the pressure in the line
between the hold down cylinder and the reducing/
relieving valve begins to drop. The reducing/relieving
valve senses this pressure drop and opens to add oil
to the line to maintain the preset pressure.
When the control valve is moved to the “up” position,
oil is routed through the control valve, out a work port
to the rod end of the hold down cylinder causing it to
6-45
retract. The oil from the piston end is forced back
through the reducing/relieving valve to the pressure
tank.
Symptom:
Symptom:
Hold down cylinder will retract, but will not extend.
1.
Hold down control valve in the “neutral” (center)
position. Move the control valve to the proper
position.
2.
Low pressure in the lift circuit. Check the
indicated pressure on the lift circuit pressure
gauge. Adjust the lift pressure to 1600 psi (110
bar) if necessary, following the instructions given
in the Maintenance chapter.
Hold down cylinder will not raise or lower.
Hold down pressure control valve set too low. Turn
the control valve knob clockwise to increase pressure
to extend hold down cylinder.
Symptom:
Cannot maintain constant hold down pressure.
Note: If the lift pressure is low, the following
circuits will be affected; all three grade circuits,
front and rear steering circuits, auxiliary circuits,
and hold down circuit.
Remove and Inspect Pressure Control Valve
628
1.
Hold down pressure control valve dirty or
defective. Remove pressure adjustment
cartridge and clean. Inspect and replace as
necessary.
Check for Defective Cylinder
629
2.
Defective hold down cylinder. To check,
disconnect the hose on the rod end of the
cylinder, with it extended completely. Apply
pressure to the piston end (hold down valve in
“down” position). If hydraulic fluid escapes from
the open fitting on the rod end of the cylinder,
the internal piston packing is leaking. Repair or
replace the cylinder as necessary.
G21 08/19/03
6-46
12 Auxiliary Hydraulic Diagnostics
Auxiliary Systems
Pressure Oil
Return Oil
Auxiliary Control
Valves
Dump or Drain
Conveyor Lift
Cylinder
Right Leg
Shift Cylinder
Lift
Manifold
Rear Leg
Shift Cylinder
Track Tension
Manifold
Conveyor Shift
Control Valve
To Track Tension
Cylinders
Conveyor Shift
Motor (Current Models)
360342
The auxiliary system is separated into two different
control circuits. One circuit uses a closed-center
control valve assembly which controls the functions of
the conveyor lift, conveyor shift, rear shift, right front
leg shift, drawbar hold down cylinder and rear mold
hold down cylinder. For more information on drawbar
hold down and rear mold hold down circuits, refer to
Mold Hold Down Hydraulic Diagnostics in the previous
section. The second circuit uses an electrically
operated solenoid valve assembly which controls the
functions of the trimmerhead lift, mold shift, left front
leg pivot and trimmer shift.
The first auxiliary circuit consists of the conveyor lift,
conveyor shift, rear shift and right front leg shift
circuits. The operation of these four circuits is the
same, with the end results being the only difference.
The oil for the auxiliary circuits is supplied by the lift
pump. When the control valve is in the “neutral”
(center) position, the oil flow is blocked by the valve
spool. When the valve is moved in one direction, the
G21 08/19/03
360342a
oil flow is routed through the valve to one of the work
ports. The oil forces a check valve off its’ seat as it
passes through the double acting lock valve (on rear of
valve) and then out to the piston end of the
corresponding cylinder. Since a check valve in the
double acting lock valve is blocking the oil flow back to
the control valve from the rod end of the cylinder,
pressure begins to build in the line between the piston
end of the cylinder and the control valve. This
pressure increase acts against a shuttle piston in the
locking valve, which shifts, lifting the check valve on
the return side off its’ seat, thus allowing the oil from
the rod end of the cylinder to return through the control
valve and back to the pressure tank.
When the control valve is shifted in the opposite
direction, the oil flows through the check valve, in the
opposite side of the locking valve and out to the rod
end of the corresponding cylinder. Since a check
valve in the locking valve is now blocking the oil flow
from the piston end of the cylinder back to the control
valve, pressure begins to build between the rod end of
6-47
the cylinder and the control valve. This pressure
increase works against the shuttle piston in the locking
valve, which shifts, lifting the check valve on the return
side off its’ seat, thus allowing the oil from the piston
end of the cylinder to return through the control valve
and back to the pressure tank. The purpose of the
double acting lock valve is to keep the corresponding
cylinder from drifting. The diagnostic procedures for
all four auxiliary circuits are the same.
The conveyor shift circuit is operated by connecting
the valve into the pressure and return hoses. To
supply oil to the valve, it will be necessary for the
operator to hold the conveyor lift valve in the “up”
position while the conveyor shift valve is being
operated.
Reverse the hoses on the rear of the valve. If
the cylinder will now move in the opposite
direction, the locking valve is defective and must
be repaired or replaced.
2.
Low lift pressure. Check the indicated pressure
on the lift circuit pressure gauge. Adjust the lift
pressure to 1600 psi (110 bar) if necessary,
following the instructions given in the
Maintenance chapter. If the lift pressure is low,
the grade circuits and steering circuits will also
be affected.
3.
Locking pin through holes in inner and outer
tubes of conveyor lift or conveyor shift. This will
affect the conveyor lift or conveyor shift only.
Remove pin and install it through the holes in
inner tube only to limit how far the conveyor can
be lowered or shifted.
Symptom
Cylinder will extend but not retract; or retract but not
extend.
Corrective Measures
Right Front Leg Clamps
632
Locking valve
631
1.
2.
Locking valve not releasing in one direction.
Check by reversing the hoses on the rear of the
valve. If the cylinder will now move in the
opposite direction, the locking valve is defective
and must be repaired or replaced.
Defective quick coupler. Inspect quick couplers
by bypassing couplers with pipe couplings or
with a set of couplers known to be good.
4.
Clamp on right front leg is tight. Loosen clamp
before attempting to shift the right front leg.
5.
Tracks are stuck in soft grade. Travel the
machine while attempting to shift the right front
or rear legs.
Symptom
Cylinder will not hold position.
Corrective Measures
1.
Locking valve not holding. Remove the lines
from the defective valve and swap them with the
lines from an unaffected valve. If the cylinder
that was not holding position, now holds
repaired or replaced.
2.
Internal cylinder packing leaking. If swapping
the lines as previously described does not stop
the cylinder from creeping, suspect the internal
cylinder piston packing. To check, extend the
Symptom
Cylinder will not extend or retract.
Corrective Measures
1.
Locking valve not releasing in one direction. If
the cylinder is completely extended, or retracted
and the locking valve shuttle piston is stuck, it
will not release in the opposite direction.
G21 08/19/03
6-48
cylinder fully. Remove the line from the rod end
of the cylinder and apply pressure to the piston
end. If oil flows from the open fitting on the rod
end of the cylinder, the internal piston packing is
defective. Repair or replace the cylinder as
necessary.
Symptom
The conveyor shift will not operate.
Corrective Measures
1.
Conveyor shift valve not connected to pressure
and return lines. Connect the quick couplers.
2.
Conveyor shift retaining pin not removed.
Remove the retaining pin in the conveyor shift
frame. Reinsert the retaining pin to hold the
conveyor shift in position.
3.
Screw shaft is siezed with debris. Clean and
lubricate the screw shaft prior to operation of the
conveyor shift. If necessary, place plastic or
burlap over the shaft to prevent debris from
collecting on the shaft. Make certain to remove
the plastic or burlap prior to operation of the
conveyor shift.
4.
Defective drive motor. Remove the drive motor
and have it checked by a qualified hydraulic
technician. Repair or replace the motor if
defective.
G21 08/19/03
6-49
Auxiliary Systems II
Pressure Oil
Return Oil
Dump or Drain
To Pressure Tank
Left
Right
Wht
Blk
Org
Red
Grn
Blu
Wht/Blk
Blk/Wht
Org/Blk
Red/Blk
Trimmer Lift Cylinders
Solenoid Stack
Valve Assembly
Trimmer Shift Cylinder
Mold Shift Cylinder
Diodes
On-off solenoid
valve with
flow control
From Lift Pump
Left Leg Pivot
Cylinder
Pressure Washer
To
Pressure
Tank
360343
360343
The oil supply for the solenoid controlled auxiliary
circuits is supplied by the lift pump, through the lift
manifold (refer to the grade circuit, section 10, for lift
pump description). When the solenoid valve coils are
de-energized, the solenoid valve spool is in the center
position, blocking the oil flow. When one of the
switches is moved to an energized position, a valve
coil is energized, causing the valve spool to shift. Oil is
then routed out through one of the work ports of the
valve into the double lock valve. The oil forces a check
valve off its’ seat as it passes through the double lock
valve and then out to the piston end of the
corresponding cylinder. Since a check valve, in the
double lock valve, is blocking the oil flow back to the
control valve from the rod end of the cylinder, pressure
begins to build in line between the piston end of the
cylinder and control valve. This pressure build up acts
against a shuttle piston in the double lock valve, which
shifts, lifting the check valve on the opposite side off
its’ seat, thus allowing oil from the rod end of the
cylinder to return through the control valve and back to
the pressure tank.
G21 08/19/03
When the switch is moved to the opposite position, the
opposite valve coil is energized, causing the valve
spool to shift in the opposite direction. Oil flows
through the opposite work port and check valve in the
double lock valve and out to the rod end of the
corresponding cylinder. Since a check valve in the
double lock valve is blocking the return oil flow from
the piston end of the cylinder back to the control valve,
pressure begins to build between the rod end of the
cylinder and the control valve. This pressure build up
works against a shuttle piston in the lock valve, which
shifts, lifting the check valve on the opposite side off
its’ seat, thus allowing the oil from the piston end of the
cylinder to return through the control valve and back to
the pressure tank. Each circuit operates in the same
manner.
The purpose of the double lock valve is to keep the
corresponding cylinder from drifting.
Symptom:
Cylinders will not extend or retract.
6-50
1.
Low lift pressure. Check the indicated pressure
on the lift circuit pressure gauge. Adjust the lift
pressure to 1600 psi (110 bar) if necessary,
following the instructions given in the
Maintenance chapter. If lift pressure is low, the
grade and steer circuits will also be affected.
Check Solenoid Coil for 5 Ohms
360536
5.
Solenoid coil defective. Push in on the manual
override button on each end of the solenoid
valve. If the system responds, the coil is
defective. Replace the coil. A good coil will
register 5 ohms when an ohm meter is
connected to the terminals on the coil (wires
removed).
6.
Solenoid valve defective. If pushing the manual
override buttons will not activate the system,
disconnect the hoses from the defective valve
and connect them to a valve known to be good.
If the system will not respond when connected to
a good solenoid, the cylinder is defective. Repair
or replace. To check the locking valve, remove
the fittings from the ports. Remove the four
locking valve attaching screws. Install the
removed fittings into the solenoid valve and
connect the hoses. Check the system operation.
If the system will operate, the locking valve is
defective. Repair or replace. If the system will
not operate, the solenoid valve is defective and
Check for +12 volts on Solenoid Wires
634
2.
Solenoid coil not being energized when control
switch is activated. Remove the color coded
wires from the solenoid coil and switch them to
another solenoid valve. Activate the control
switch, if solenoid energizes, refer to solenoid
coil defective (step 5). If the solenoid coil is not
energized, check for +12 volts at each of the
solenoid coil wires when the switch is activated.
If +12 volts is not available, check for +12 volts
being supplied to the center terminal of the
control switch. If +12 volts is available,
separately jump each of the solenoid wires to
the center terminal of the switch. If the solenoid
energizes, the control switch is faulty and should
be repaired or replaced.
Note: Do not connect the color-coded wires to the
wire that jumps from coil to coil as this is a ground
wire. Touching them to ground when the control
switch is activated will cause the 20 amp circuit
breaker under the control console to trip.
3.
Ground is not being supplied to solenoid valve
coils. Check loop wire, that jumps from coil to
coil and is connected to the control console.
Make certain all connections are clean and tight.
4.
Defective quick coupler. Inspect quick couplers
by bypassing couplers with pipe couplings or
with a set of couplers known to be good.
G21 08/19/03
Symptom
Cylinder will not hold position.
Corrective Measures
1.
Locking valve not holding. Remove the lines
from the defective valve and swap them with the
lines from an unaffected valve. If the cylinder
that was not holding position, now holds
2.
Internal cylinder packing leaking. If swapping
the lines as previously described does not stop
6-51
the cylinder from creeping, suspect the internal
cylinder piston packing. To check, extend the
cylinder fully. Remove the line from the rod end
of the cylinder and apply pressure to the piston
end. If oil flows from the open fitting on the rod
end of the cylinder, the internal piston packing is
defective. Repair or replace the cylinder as
necessary.
G21 08/19/03
6-52
13 Grade Hydraulic Diagnostics
Grade Hydraulic Circuits
Servo manifold with
servo valves
Left front grade cylinder
with locking valve
Right front grade cylinder
with locking valve
To pressure
return reservoir
Servo
lock
solenoid
Lift Pump
17.5 gpm at 2150 rpm
Set at 1600 psi
To Manual
Stack Valves
Rear grade cylinder
with locking valve
Distribution
Manifold
To Solenoid
Stack Valves
High pressure
lift filter
Pressure Oil
Return Oil
To track
tension circuit
360331
To hydraulic
sideplates, etc.
Dump or Drain
To pressure
return reservoir
360331
The oil flow for the lift circuit begins at the reservoir,
where the oil is routed through the two 100 wire mesh
sump filters, with magnetic straps, into the suction port
of the pressure compensated lift circuit pump. A case
drain line protects the case from extreme pressures by
draining excess oil from the case back to the reservoir.
Oil flow from the lift circuit pump is 17 gpm (64.6 lpm)
at 2100 rpm.
The lift circuit and all circuits drawing an oil supply
from the lift pump are closed center systems. This
means there is a standby pressure in the systems of
1600 psi (110 bar), but no flow until a circuit is
activated. With no circuits activated, the pressure in
the systems will build until a sensing device in the
pump senses the pressure is at 1600 psi (110 bar),
thus causing the pump to stop pumping. As soon as
the pressure in the system drops, the pump will begin
to pump again, until the pressure returns to the preset
pressure.
G21 08/19/03
The oil is routed from the pump through a non-bypass
10 micron high pressure lift filter.
The oil flow is routed from the high pressure lift filter to
the servo lock solenoid. With the servo lock switch in
the “on” position, the solenoid is energized to the
closed position, blocking the flow of oil into all servo
valves. When the servo lock switch is placed in the
“off” position, the solenoid is de-energized to the open
position, allowing oil to pass into all of the servo
valves. With the servo valve spool in the centered
position, the oil flow is stopped. All of the grade
circuits on the operate the same hydraulically. The
explanation of one is the same for all.
When the servo valve receives an “up” signal from the
control system, the spool in the servo valve shifts,
directing the oil out through a port in the manifold to
the locking valve on the appropriate lift cylinder. The
locking valve) and flows into the piston (top) end of the
6-53
lift cylinder, causing it to extend. The return oil from
the rod (bottom) end of the cylinder flows back to the
opposite port in the servo manifold unrestricted,
through the servo valve and back to the reservoir.
When the servo valve spool returns to neutral, the
check valve in the locking valve goes on its’ seat,
locking the oil in the piston (top) end of the cylinder,
holding it extended.
When the servo valve receives a “down” signal from
the control system, the servo valve spool is shifted in
the opposite direction, routing oil out a manifold port,
to the rod (bottom) end of the lift cylinder. Since the
check valve, in the locking valve, on the piston (top)
end of the cylinder is on its’ seat, the cylinder cannot
retract. Pressure begins to increase in the line
between the rod (bottom ) end of the cylinder and the
servo valve. A small port in the locking valve directs
this pressure increase to a small shuttle piston in the
valve, which shifts, lifting the check valve off its’ seat.
This allows oil from the piston (top) end of the cylinder
to return to the opposite servo manifold port, through
the servo valve and out to the reservoir. The purpose
of the locking valve is to keep the cylinder from drifting
down when the engine is running and the servo lock
switch is “on”, or overnight when the engine is
stopped. Pressure is required to extend the cylinder
(to lift the machine) and to retract it (because of
locking valves). The grade servo valves are the 5 gpm
(16.4 lpm) models. The diagnostic procedures for one
grade hydraulic system is the same for all.
Locking Valve in Cylinder
637
!
1.
Faulty lift check valve. If the machine will raise,
but not lower, suspect that the shuttle piston in
the check valve is defective. Lower the machine
and stop the engine. Swap the suspected valve
with a valve that is operating properly. If the
fault moves to the opposite system, the valve is
2.
Inner and outer guide tube binding. Raise the
machine to the maximum and check for binding.
Adjust the wear plates on the bottom of the legs
as instructed in the Maintenance chapter.
Grease the inner guide tube.
Corrective Measures
system will not respond to the appropriate jog switch,
lever on the top of the servo valve cover. If the system
will respond to the override lever, the fault is in the
electrical system. Refer to Grade and Slope Electrical
Diagnostics for procedures to follow. If the system will
not respond to the override lever, the fault is in the
hydraulic system. Proceed as follows:
G21 08/19/03
!
BE CERTAIN TO COMPLETELY LOWER THE
MACHINE, OR REMOVE ALL WEIGHT FROM THE
LEG, BEFORE REMOVING THE LOCKING
CARTRIDGE. IF THE CARTRIDGE IS REMOVED
WITH THE MACHINE UP, HYDRAULIC OIL WILL BE
EXPELLED RAPIDLY FROM THE CYLINDER AND
THE MACHINE WILL DROP. SEVERE INJURY CAN
OCCUR IF CONTACT IS MADE WITH FLUID
ESCAPING UNDER HIGH PRESSURE.
Symptom
One grade cylinder inoperative or slow to respond.
WARNING!
Symptom
All grade circuits inoperative or slow to respond.
Corrective Measures
Isolate the fault, electrical versus hydraulic. If the
system will not respond to the appropriate jog switch,
lever on the top of the servo valve cover. If the system
will respond to the override lever, the fault is in the
electrical system. Refer to Grade and Slope Electrical
Diagnostics for procedures to follow. If the system will
not respond to the override lever, the fault is in the
hydraulic system. Proceed as follows:
6-54
1.
Servo lock switch “on”. Place the switch in the
“off” position.
2.
Lift pressure lower than 1600 psi (110 bar).
Adjust the lift pressure as necessary following
the procedures in the Maintenance chapter.
3.
decreased. A damaged pump will not hold
pressure as engine rpm decreases. The
pressure will drop rapidly. Repair or replace the
pump as necessary.
5.
Plugged high pressure lift circuit filter. If the
indicator on the top of the high pressure filter is
extended, it may be necessary to replace the
filter. The filter is of the non-bypass type. If it
becomes completely clogged, it will not pass any
oil.
Excessive internal leakage past servo valve
spools, or auxiliary valve spools. Place the
servo lock switch in the “on” position. If the lift
pressure does not increase, disconnect and cap
the pressure line between the lift manifold and
the auxiliary valve bank. If the pressure
increases, a high pressure internal leak exists
inside one or more of the auxiliary valves. It is
recommended to replace the valve bank as a
unit. If the lift pressure increases when the
servo lock switch is placed in the “on” position,
suspect one or more of the servo valves. It may
be necessary to replace the servo valves one at
a time to check.
Note: It is possible that the amount of leakage in
any one valve is not sufficient to affect the lift
pressure, but the combination of two or more will
affect it. It may be necessary to replace more than
one valve.
6.
Auxiliary hoses for hydraulic sideplates
connected together allowing hydraulic oil to
dump directly back to tank. Disconnect the
hoses at the quick couplers.
Symptom
Lift cylinder drifts up, or down, with the servo lock
switch “off”, the engine running and the control system
in the “standby” mode. Will hold position with the
servo lock switch in the “on” position, or the engine
stopped.
Corrective Measures
Engine Speed to Pressure Comparison (lift)
638
CAUTION!
!
!
THE MACHINE WITHOUT HEARING PROTECTION.
4.
Defective lift pump. It is possible that the lift
pump may have failed, reducing the total flow to
the system. If all grade and steering circuits are
activated simultaneously, it could cause a
pressure drop in the system, resulting in slow
response. Check the pump output with a flow
meter. A good indication of a defective pump is
to compare system pressure with engine rpm. A
good pump will hold pressure as engine rpm is
G21 08/19/03
This is a good indication that the servo valve pilot may
need centering. Adjust the servo pilot centering screw
with a hex wrench as described in the Maintenance
chapter. If the servo valve will not remain centered, it
may be necessary to replace the valve.
Symptom
Gradual swales in grade.
Corrective Measures
A sticky servo valve can cause this type of symptom.
Sticky valve spools are caused by contaminated oil.
Frequently, sticky valve spools can be freed by rapidly
moving the manual lever on the servo valve. This
6-55
throws the valve spool rapidly from one extreme to the
other and the particles, causing the spool to stick, tend
to wash out, thus freeing the spool. A sticky spool can
be detected on the control system display meter by
two methods:
1.
If the LED arrow overshoots when it approaches
center from an offset.
2.
If the LED arrow tends to hang to one side of
center and won't re-center. This will tend to
happen when approaching center from either
side. It shows that a small amount of electrical
signal to the valve doesn’t have enough physical
power to overcome the resistance of the sticky
spool.
the opposite system, the valve is defective and
must be replaced.
2.
Note: The servo valve being out of adjustment
may also cause the LED arrow to hang to one side
of center during operation. The adjustment of the
servo valve usually does not affect the ability of
the system to hold grade during automatic
operation.
Other causes may be loose guideline, incorrect
tension on the sensor hub spring or the sensitivity is
set too low. Refer to the appropriate chapter for
adjustment procedures.
Symptom
Grade cylinder drifts down overnight and/or with the
engine running with the servo lock switch “on”.
Corrective Measures
!
WARNING!
!
BE CERTAIN TO COMPLETELY LOWER THE
MACHINE, OR REMOVE ALL WEIGHT FROM THE
LEG, BEFORE REMOVING THE LOCKING
CARTRIDGE. IF THE CARTRIDGE IS REMOVED
WITH THE MACHINE UP, HYDRAULIC OIL WILL BE
EXPELLED RAPIDLY FROM THE CYLINDER AND
THE MACHINE WILL DROP. SEVERE INJURY CAN
OCCUR IF CONTACT IS MADE WITH FLUID
ESCAPING UNDER HIGH PRESSURE.
1.
Faulty lift check valve. If the machine slowly
drifts down overnight suspect that the shuttle
piston in the check valve is defective. This can
also occur when the servo lock is “on” while the
engine is in operation. Lower the machine to
remove all weight from the cylinder and stop the
engine. Swap the suspected valve with a valve
that is operating properly. If the fault moves to
G21 08/19/03
6-56
Internal cylinder piston packing leaking. If no oil
flows from the loosened line or the fault remains
on the same cylinder after swapping the locking
valve cartridge, the fault is in the grade cylinder.
Remove the cylinder and repair or replace it.
40
J3 <39
<38
<37
<36
<35
<34
<33
<32
<31
<30
<29
<28
<27
<26
<25
<24
<23
<22
<21
<20
<19
<18
<17
<16
<
<15
<14
<13
<12
<11
10
< 9
<
< 8
7
< 6
<
5
< 4
< 3
<
2
< 1
<
4
3
2
1
4
3
2
1
4
3
2
1
4
3
2
1
>
>
>
>
RF Jog Up
RF A/M Elev
RF Jog Down
Grd
>
>
>
>
RR Jog Up
RR A/M Elev
RR Jog Down
Grd
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
LF Jog Up
LF A/M Elev
LF Jog Down
Grd
>
>
>
>
>
>
>
>
LR Jog Up
LR A/M Elev
LR Jog Down
Grd
4 >
3 >
2
1 >
>
Run/Standby
CW Slope
CCW Slope
Grd
4 >
3 >
2
1 >
>
Clear
Next
Last
Grd
J1, J2 and J3 are connected
to the Pancon Controller
Sensor power +5
J2 <A1
A2
<
A3
<
B1
A
B
<
––– 10A –––
B2
<
Circuit
B3
<
Breaker 5
C1
<
C2
<
C3
<
D1
<
D2 Can +
<
D3 Can <
E1 Can Shield
<
E2
<
E3
3
Sensor 1 –––
<
F1
2
<
–––
1
F2
<
Sensor 2 –––
F3
<
Sensor ground
1 2
3 4 5 6
Right Front Sensor Bulkhead
Grade and Slope Electrical Circuits
INSIDE
CONTROL
BOX
Right Front S2X
STATUS
See Miscellaneous
Electrical Drawing
7 8 9 10 11 12
POWER
Grd
1
>
2 B4
>
3
>
4
>
5
>
Can +
Grd
1
<
2
<
3
<
4
<
5
<
CanGrd
Grd
Terminal
Bar (TB)
B
A
––– 8A –––
S2X Circuit
Breaker
A1 J2
>
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
Left Front S2X
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
Sensor power +5V
#1 Grade Signal
Sensor Ground
A
>
B
>
C
>
D
>
E
>
F
>
Sensor power +5V
Spare
Sensor Ground
A
>
B
>
C
>
D
>
E
>
F
>
#1 Steer Signal
Feedback Signal
#2 Grade Signal
Grade Servo +
#2 Steer Signal
Grade Servo Steer Servo +
A
>
B
>
C
>
D
>
Steer Servo -
STATUS
POWER
1
2
3
4
5
6
J3
J2
Grade Steer
Shield
Org
Grn
Red
Blk
Wht
CAN Minifast
Connectors
Left Front Grade Sensor #1
#1 Left Front
Sensor Bulkhead
Sensor power +5V
Grade Signal
Sensor Ground
A
<
B
<
C
<
D
<
E
<
F
<
A
>
B
>
C
>
D
>
E
>
F
>
Sensor power +5V
Feedback Sig.
Sensor Grnd
#2 Left Front
Sensor Bulkhead
Steer Signal
A
<
B
<
C
<
D
<
E
<
F
<
A
>
B
>
C
>
D
>
E
>
F
>
Feedback Signal
A
<
B
<
C
<
D
<
Grade Servo +
Steer Signal
Steer Servo -
Grd
Can +
Rear Sensor Bulkhead
Grd
1
>
2
>
3
>
4
>
5
>
Can -
Rear S2X
Grd
STATUS
A
–––
B
8A –––
S2X Circuit
Breaker
POWER
Grd
Can +
Grd
1
<
2
<
3
<
4
<
5
<
Grd
CanGrd
Grd
B
A
––– 8A –––
S2X Circuit
Breaker
A1 J2
>
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
Sensor power +5V
Grade Signal
Sensor Ground
Sensor power +5V
Slope Signal
Sensor Ground
A
>
B
>
C
>
D
>
E
>
F
>
Steer Signal
A
>
B
>
C
>
D
>
E
>
F
>
A
<
B
<
C
<
D
<
E
<
F
<
F
A
B
E
D
Feedback Signal
C
Slope Sensor
Spare
Grade Servo +
Spare
Steer Servo -
A
>
B
>
C
>
D
>
Grade Steer
Grade Signal
A1
> J1
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
G1
>
G2
>
G3
>
H1
>
H2
>
H3
>
J1
>
J2
>
J3
>
K1
>
K2
>
K3
>
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
J3
J2
1
2
3
4
5
6
Shield
Org
Red
Grn
Blk
Wht
Shield
Org
Grn
Red
Blk
Wht
1
2
3
4
5
6
J3
J2
Grade Steer
Rear Grade Sensor
Left Front Grade Sensor #2
360456
Left Left Right Right Right Right
Front Front Front Front Rear Rear
Steer Grade Steer Grade Steer Grade
6-58
14 Grade and Slope Electrical Diagnostics
The elevation control systems are responsible for
maintaining the correct elevation on all sides of the
machine frame. Each elevation system consists of a
sensor, a S2X controller, the Pancon Controller in the
control box and a servo valve. The left side of the
machine is controlled by the stringline elevation
sensors and by the setup parameters determined by
the operator.
To set the parameters, the operator must depress the
CALIB (calibrate) switch on the main control box.
the elevation mode on the main screen. The elevation
mode is used to designate the type of sensor control
the machine will be using for a job site. Depressing
and releasing the +/- switches will scroll through the
elevation mode settings available (left grade/right
slope, Leica). When the appropriate mode is selected,
it will be necessary to restart the G21 controller to
allow operation of the new parameter.
The slope control system is responsible for
maintaining the correct cross slope elevation through
adjustment of the right front elevation leg. The slope
system consists of a slope sensor and a control loop
on an S2X controller which is networked to the other
S2X controllers on the machine, including the Pancon
Controller in the control box.
Elevation or Dual Elevation Operation
The description of all elevation systems is identical.
The main control module must be in the "run" mode to
operate the elevation control circuit in the automatic
mode. From the individual S2X controllers, common
power (+5.0 VDC) is supplied to the primary sensor
bulkhead (#1) from pin A on the J1 connector and to
the secondary sensor bulkhead (#2) from pin C1 on
the J1 connector. A common ground is supplied to the
primary sensor bulkhead (#1) from pin A3 on the J1
connector and to the secondary sensor bulkhead from
pin C3 on the J1 connector.
3600 G21 Frame Cable Connections
S2X Controller
To Steer
Sensor
To Grade
Sensor
WHT
BLK
RED
WHT
BLK
RED
A
B
C
D
E
F
A
B
C
D
E
F
Circuit Board
A
6
B
5
JC
2D
4
E
F
3
A
B
JC
3D
E
F
WHT
BLK
GRN
RED
2
ORG
1
SHD
WHT
BLK
ORG
RED
GRN
SHD
A
B
C
D
E
F
A
B
C
D
E
F
+5 Volts
Pot Input Signal
Ground
Grade Input Signal
Steer Input Signal
The power supply and ground connections are routed
through the S2X sensor bulkhead and continue to the
bulkhead circuit board located remotely on the
machine frame. The circuit board distributes the
common power supply to pin A in each of the two
sensor bulkheads (grade and steer). The circuit board
also distributes the common ground connection to pin
C in each of the two sensor bulkheads (grade and
steer). When the sensor is connected to the
appropriate bulkhead, it receives +5.0 volt power from
pin A and a ground connection from pin C.
The sensor has a wand attached to its' shaft, which is
held against the guideline by spring tension. As the
machine frame moves up or down, in relation to the
guideline, the wand causes the sensor shaft to rotate.
As the shaft rotates, a corrective signal is sent to the
corresponding S2X control loop. The sensor works
within a voltage range of 1.2 volts to 3.8 volts.
When the sensor wand mode (wand is mounted ahead
of the sensor) in the Calibrate display, is selected as
"push" and the sensor wand is rotated upward, the
voltage signal to the S2X will decrease from 2.50 volts.
The S2X will recognize a voltage decrease (with the
"push" wand selection) as an up signal, causing the
machine elevation to raise. As the sensor wand is
rotated downward, the voltage signal to the S2X will
increase (from 2.50 volts), indicating that the machine
elevation must go down.
When the sensor wand mode (wand is mounted
behind the sensor) in the Calibrate display, is selected
as "pull" and the sensor wand is rotated upward, the
voltage signal to the S2X will increase from 2.50 volts.
The S2X will recognize a voltage increase (with the
"pull" wand selection) as a up signal, causing the
machine elevation to raise. As the sensor wand is
rotated downward, the voltage signal to the S2X will
decrease (from 2.50 volts), indicating that the machine
must go down.
With the sensor wand centered between the roll pin
stops, a 2.5 volt signal (center) is returned to the S2X
through pin "B" in the sensor cord. It is routed to the
bulkhead circuit board where the individual sensor
signals must remain separated. The following color
code indicates the wire color and type of signal for
each wire exiting the bulkhead circuit board.
White wire ............................. +5.0 volts supply
Black wire ........................ Feedback pot signal
Orange wire ....................... Ground connection
360457
360457.eps
G21 10/21/03
Red wire ..................... Elevation sensor signal
6-59
Green wire ........................ Steer sensor signal
Shield wire ................................. Frame ground
As the signal from the elevation sensor is returned to
the corresponding S2X controller, it is passed to the
CAN network connection and routed to the Pancon
controller in the main control box. The Pancon
controller receives the elevation sensor signal and
processes the information. After processing is
completed, the Pancon controller returns the
appropriate response signal to the S2X controller
through the CAN network connection. The S2X
controller will then send a variable voltage signal to the
corresponding servo valve, causing the elevation
control cylinder to extend or retract.
With the “off stringline” feature, the normal working
range of the elevation sensor (1.2 volts to 3.8 volts) is
reduced to approximately 1.5 volts to 3.5 volts for
operation purposes. If the sensor output voltage
should read between 1.2 volts to 1.5 volts, or between
3.5 volts to 3.8 volts, it will cause the "off stringline"
feature to activate. When the "off stringline" feature is
activated, the drive to the corresponding servo valve is
shut down and the servo valve spool returns to center,
holding the machine elevation in the position it was in
when the feature was activated. The system can still
be operated with the jog switches or by returning the
sensor wand to a centered position.
Slope Operation
A single slope sensor is operated on the GT-3600.
The slope sensor is mounted on the machine frame
and will control the right front elevation. The main
control module must be in the "run" mode to operate
the slope control circuit in the automatic mode. From
the rear S2X controller, common power (+5 volts) is
supplied to the sensor from pin C1 on the J1
connector. A common ground is supplied to the
sensors from pin C3 on the J1 connector. The power
supply and ground connections are routed through the
sensor bulkhead on the rear access door and continue
to the slope sensor. The shaft in the center of the
slope sensor is held stationary by a pendulum weight.
As the elevation controlled side of the machine moves
up or down, the slope sensor rotates as the machine
tilts. As the sensor rotates, a corrective signal is sent
to the rear S2X controller. The sensor works on a
voltage range of 0.75 volts to 4.25 volts. With the
sensor in the center position (machine frame level), a
2.5 volt signal (center) is sent to the rear S2X through
pin "B" in the slope sensor cord. As the sensor is
rotated clockwise (viewed from the rear), the voltage
signal to the S2X will decrease (from 2.5 volts),
G21 10/21/03
indicating that the right side of the machine must go
up. As the sensor is rotated counterclockwise, the
voltage signal to the S2X will increase (from 2.5 volts),
indicating that the right side of the machine must go
down.
As the signal from the slope sensor is returned to the
rear S2X controller, it is passed to the CAN network
connection and routed to the Pancon controller in the
main control box. The Pancon controller receives the
slope sensor signal and processes the information.
After processing is completed, the Pancon controller
returns the appropriate response signal to the right
front S2X controller through the CAN network
connection. The S2X controller will then send a
variable voltage signal to the corresponding servo
valve, causing the slope control cylinder to extend or
retract.
The slope setpoint switches are connected to the
slope control loop to provide a means of adjusting the
cross slope of the machine frame. With the slope
setting at "0.0%" of slope, a signal is sent to the slope
control loop, indicating that the machine frame must be
level. The control loop receives a signal from the
slope sensor indicating the present position of the
machine frame. If the signal from the slope sensor
does not match the slope setting signal, the
appropriate S2X control loop sends a corrective signal
to the appropriate servo valve, causing the slope
controlled side of the machine to raise or lower until
the slope sensor signal matches the slope setting
signal in the control loop. The machine frame should
be level, from side to side, at a 0.0% slope setting. If
the slope setting is adjusted to 2% slope, a signal is
sent to the slope control loop indicating a change is
required. The control loop receives a signal from the
slope sensor and if it does not match the slope setting
signal, the S2X control loop sends a signal to the
servo valve to raise or lower the slope side of the
machine until the two signals match. The frame
should be at the desired 2% slope after the correction
is completed.
When an elevation or slope system is operating in the
automatic mode, the G21 system measures the
amount and direction of the signal from the sensor and
conveys a corrective signal to the appropriate servo
valve. The amount of servo valve spool movement is
in proportion to the amount of corrective signal. The
sensitivity setting on the control loop affects the input
signal from the sensor and will change the amount of
servo valve spool movement in relation to the amount
of sensor movement. For example, with the sensitivity
adjustment set at number 5, it may be necessary to
move the elevation sensor wand 2 inches (50 mm) in
6-60
either direction, or rotate the slope sensor
approximately 6° (degrees), to get the maximum
amount of servo valve spool movement. However,
with the sensitivity adjustment set at number 15, it may
be necessary to only move the sensor wand 1 inch (25
mm) in either direction, or rotate the slope sensor
approximately 3° (degrees), to get the maximum
amount of servo valve spool movement. The more the
sensor moves off center, the faster the system will
respond. The sensitivity has no affect on the manual
operation of the system.
sensor and the sensitivity setting on the control loop.
When the spool shifts, pressure oil is either routed to
the piston (top) end of the elevation cylinder causing it
to extend, or to the rod (bottom) end of the cylinder
causing it to retract. Return oil from the opposite side
of the cylinder flows back through the servo valve to
the reservoir. The more the valve spool is shifted, the
faster the machine will raise or lower.
When the necessary correction has been made, the
sensor signal is electrically centered, or "nulled" and a
signal is sent to the control loop indicating the
correction has been made. The control loop signal to
the servo valve is stopped, which causes the spool to
shift to the center position. This blocks the flow of oil
to either end of the elevation cylinder, causing the
machine to maintain its' elevation.
LF BPwr SPwr ElWnd ElVlv
12.23V 4.95V 2.50V 0.00V
002-2850
Elevation test display
002-2850
Corrective signal and null indicators
002-2075
The LED indicator lights on the control loop will
indicate the amount and direction of the signal from
the sensor. When the lights are centered, it indicates
that no correction is necessary to the system. When
the LED lights form an arrow shape, it indicates a
correction is required and it will remain off center until
the necessary correction is made. The larger the
arrow appears, the faster the system will respond. If
the necessary correction is not made, the machine will
continue to react until the cylinder is completely
extended or retracted or until the "off stringline" feature
is activated. When a jog switch is used for manual
control, the servo valve spool shifts the full amount
and remains there until the switch is released. The jog
switches will not affect the LED indicator. From the
control loop, the corrective signal is sent out to the
corresponding servo valve.
When the test switch is depressed the main screen will
indicate the test mode has been entered and
depressing the LAST or NEXT switches will scroll
through the test displays for each system. The main
screen will change to reflect the voltage from the
corresponding sensors. As the elevation sensor wand
is moved, or the slope sensor is rotated, the reading
on the main screen will vary around a centered voltage
reading of "2.50V". The following table indicates the
normal voltage range of each circuit displayed in the
test mode.
When the servo valve receives a corrective signal from
the control loop, the spool in the servo valve will shift.
The amount of servo valve spool movement will
depend on the amount of corrective signal from the
G21 10/21/03
6-61
Circuit ...................................... Voltage Range
Battery Power (BPwr) ..................... 9.0 to 16.0
Sensor Power (SPwr) ................... 4.75 to 5.25
LED Power (LEDPwr) ................... 4.75 to 5.25
Elevation Sensor(ElWnd) ................. 1.2 to 3.8
Steer Sensor (StrWnd) ..................... 1.2 to 3.8
Slope sensor output ...................... 0.75 to 4.25
Feedback Pot (FdbkPot) ................... 1.0 to 4.0
Elevation Valve (ElVlv) ............... 0.0 to +/-4.10
Steer Valve (StrVlv) .................... 0.0 to +/-4.10
If the sensor is not connected, the sensor reading will
show approximately "0.00V". The arrow on the
corresponding display will also move to center when
the sensor is disconnected. To exit the test mode,
depress the test switch. The system will return to the
normal operating display.
Determine which sensor is affected by the location
indicated in the display message: Left Front, Right
Front or Rear.
Symptom:
360352
Elevation mode display
Left Front Grade Wand
OFF STRINGLINE
360352
1.
The elevation mode is not selected properly for
the current sensor setup of the machine.
Depress the CALIB (calibrate) switch. Depress
the NEXT/LAST switches until the elevation
mode is selected on the main screen. Select the
appropriate mode for the current setup
configuration of the sensors (Left Grade/Right
Slope, Leica).
Front or Rear.
2.
Sensor not connected or connected to wrong
bulkhead. Connect the sensor to the
appropriate bulkhead plug.
This indicates that the elevation sensor wand is off the
stringline. Place the wand under the stringline. If the
wand is within the 1.5 to 3.5 volt operating range, the
sensor will operate normally. When the sensor voltage
reading is between 1.2 to 1.5 volts or 3.5 to 3.8 volts,
the off stringline message is displayed and the G21
controller will not send a servo valve drive signal to the
appropriate servo valve.
3.
Defective sensor. Disconnect the cord from the
sensor and connect it to a different sensor. If
the system will now operate, replace the
defective sensor.
4.
Defective sensor cord. If the system will not
work after swapping the sensor, suspect the
cord between the sensor and the bulkhead plug.
Swap the cord between the sensor and the
bulkhead plug with the cord from another
sensor. If the system will now work, repair or
replace the cord.
360362
Off stringline display
360362
"Off Stringline" is displayed on the main screen.
Symptom:
Right Front Elev. Wand
SHORT TO 0 V
002-2889
Front Slope Sensor
SHORT TO 0 V
002-2890
Elevation sensor fault
002-2889 & 002-2890
"Elevation Wand - Short to 0 V" or "Slope Sensor Short to 0 V" is displayed on the main screen.
Swap frame cords
360366
G21 10/21/03
6-62
If the elevation system will not work it will be
necessary to swap the frame cord with one of
the other two frame cords at the left front or rear
S2X controllers. If the diagnostic display
switches locations, the frame cord or the
bulkhead circuit board is defective. Make
certain sensors remain connected to the
bulkhead circuit board.
6.
Defective wiring between the bulkhead plugs at
the S2X and the J1/J2 connectors on the S2X.
Disconnect the J1 and J2 connectors from the
suspect S2X. Remove the S2X from the access
door and swap with one known to be good. If
the fault remains in the same location, repair or
replace the wiring. If the fault changes location,
replace the S2X.
If the fault remains with the same S2X, the CAN
network wiring connection between the J2
connector and the CAN bulkhead may be
defective due to corrosion. Disconnect the J2
and J1 connectors and spray with an electrical
cleaner. Do not use an oil based lubricant to
clean the connections. Reconnect to the S2X.
If the fault remains, replace the wiring harness at
the S2X.
Symptom:
Left Front Sensor Power
VALUE TOO LOW
Swap bulkhead circuit boards
360212
Remove the terminal connections on the rear of
the suspect bulkhead circuit board and swap
with one known to be good. Reconnect the
sensors. If the diagnostic display indicates the
fault remained in the original location, the cord is
defective and must be replaced. If the
diagnostic display indicates the fault switched to
a different location, replace the bulkhead circuit
board.
002-2891
Sensor power failure
002-2891
"Sensor Power - Value too low" is displayed on the
main screen.
If the sensor power supply voltage drops below 4.75
volts, the message "Sensor Power - Value too low" will
appear on the main screen. This indicates a power
short to ground which may occur in any of the
components supplied with sensor power from an
individual S2X. It is first necessary to narrow the area
in which the power short is located.
Determine which sensors are affected by the location
Front or Rear.
J1 and J2 connectors
360369
G21 10/21/03
6-63
Reconnect one of the sensor cords to the
bulkhead at the S2X controller. If “value too low”
is indicated, isolate the frame cord between the
S2X and the bulkheads shown in the previous
photo by disconnecting the sensor cords at the
exterior bulkhead. If “value too low” remains on
the screen, replace the sensor cord between the
exterior bulkheads and the S2X controller.
Reconnect any remaining sensor cords at the
S2X controller and check in the same manner.
If “value too low” is not indicated, the sensor
cord or the sensor may be defective. Reconnect
the sensor cord to the bulkhead and disconnect
the sensor cord from the sensor. If “value too
low” is indicated, replace the sensor cord. If
“value too low is not indicated, replace the
sensor. Reconnect any remaining sensor cords
at the bulkheads and check in the same manner.
Swap sensor cords
360366
1.
If the system does not operate, there may be
defective wiring between the sensor bulkhead
on the front access door and the sensors on the
machine. The sensors affected on each leg
include the steer sensor, elevation sensor and
linear feedback pot in the steering cylinder. The
slope sensor would be included in the diagnostic
for the rear S2X.
To check, disconnect each of the cords labeled
for sensors from the bulkhead at the appropriate
S2X controller. If the fault goes away, refer to
the following paragraph. If “value too low”
remains, the wiring between the S2X controller
and the bulkhead is defective or; the S2X
controller is defective. Remove the J1
connector (larger connector) from the S2X and
check again. If the fault remains, the S2X must
be replaced.
Symptom:
Rear Elev. Wand
VALUE TO HIGH
360635
Elevation sensor failure
360635
"Elevation Wand - Value too High" is displayed on the
main screen in the run mode.
If the sensor signal voltage increases above 3.80 volts,
the message "Elevation Wand - Value too High" will
short between the sensor power supply and the sensor
signal wiring has occurred. It is first necessary to
narrow the area in which the power short is located.
Front or Rear.
1.
360023
G21 10/21/03
6-64
Defective sensor cord or sensor. Disconnect the
suspect sensor cord from the bulkhead. If the
main screen indicates "Elevation wand - Short to
0 V" but does not indicate "Elevation wand Value too High", then the value too high short is
located in the sensor cord or in a sensor. Swap
the cord with one known to be good and recheck
the main screen after the cord is connected. If
the fault does not exist, replace the cord. If a
good cord is installed and the main screen
indicates "Elevation wand - Value too High",
replace the sensor.
2.
Defective sensor frame cord. If the main screen
continues to indicate "Elevation wand - Value
too High" after the sensor cord has been
disconnected, the sensor frame cord may be
defective. Swap the suspect sensor frame cord
with one of the other frame cords known to be
good. If the system now operates correctly,
repair or replace the sensor frame cord.
3.
Defective S2X. Turn the ignition key off.
Disconnect the appropriate J1 and J2
connectors from the S2X. Swap the suspect
S2X with one of the units known to be good.
Reconnect the J1 and J2 connectors. If “value
too high” is inidicated in a different location,
replace the S2X.
directions from center. If the machine does not
respond to the override lever, the fault is in the
hydraulic system. Refer to Grade Hydraulic
Diagnostics for procedures to follow. Depress one of
the jog switches on the control loop of the affected
system. If the message “Grade Servo Value Out of
Range” appears on the main screen, it is an indication
of a bad coil on the servo valve, defective wiring
between the corresponding S2X and the valve, or a
defective S2X controller. Proceed as follows.
1.
the S2X.
4.
Note: The leads for elevation control connected to
the primary coil may be connected to the
secondary coil to continue operation.
The valve coil can be checked with an ohm
meter. Check at the valve terminals (with the
leads disconnected) for 15.5 ohms on the
primary coil and 19.5 ohms on the secondary
coil. To determine which coil is which, look at
the point where the wires exit the valve (manual
override lever up). The wires on the right are for
the primary coil and the wires on the left are for
the secondary coil. If the resistance readings
are incorrect, repair or replace the servo valve.
If “Value too High“ remains in the same location,
repair or replace the wiring between the J1
connector and the sensor bulkhead at the S2X.
Symptom:
2.
LF Grade Servo
VALUE OUT OF RANGE
360363
Elevation servo fault
360363
"Grade Servo Value Out of Range" is indicated on the
the connectors on the servo valve. Disconnect
the servo cord from the bulkhead at the
corresponding S2X and swap it with one of the
other servo cords known to be good from
another S2X. Depress the jog switch for the
defective system. If one of the elevation legs
will operate with the good cord, repair or replace
the defective servo cord.
If the servo fault remains in the same location,
the wiring between the J1 connector and the
bulkhead may be checked for continuity as
follows:
Determine which servo is affected by the location
Front or Rear.
J1--J1 ..............................servo bulkhead pin A
J1-J3 ............................... servo bulkhead pin B
Isolate the fault, hydraulic versus electrical. The
elevation servos are equipped with a manual override
lever on the valve cover. Move the override lever both
G21 10/21/03
Bad in the servo valve. Disconnect the leads
from the primary coil on the suspect servo valve
and connect it to the unused secondary leads on
the same servo valve. Depress the jog switch
for the suspected system and observe the
message on the main screen. If the system
operates and the message “Grade Servo Value
Out of Range” does not appear, repair or
replace the servo valve.
If continuity does not exist, repair or replace the
wiring as necessary.
6-65
3.
Defective S2X controller. Turn the ignition key
off. Disconnect the J1 and J2 connectors from
the suspect S2X controller. Swap the controller
with one of the other S2X controllers and
reconnect the J1 and J2 connectors. Restart the
G21 controller. Depress the elevation jog
switches for all three legs. If the main screen
indicates that the servo fault is in a different
location than previously noted, replace the S2X
controller.
the S2X.
The CAN cords may also be checked for continuity.
Check each wire in the CAN cord using an ohm meter.
If any wire does not indicate continuity, replace the
cord.
Symptom:
No automatic control.
Determine if the fault affects both the manual control
as well as the automatic control by checking the
operation of the system with the jog switches. If the
system will not respond with the jog switches, refer to
the preceding symptom. If the system will respond in
manual, but not in automatic, proceed as follows.
Symptom:
Rear Slave
NO RESPONSE
360361
S2X controller failure
360361
"Slave - No Response" is indicated on the main
screen.
Manual control loop mode
This display indicates that the corresponding S2X
controller is not communicating with the Pancon
controller (main control box) or with any of the other
S2X controllers on the front access door.
360436
1.
To check, swap the suspect S2X controller with one
that is known to be good. If the fault switches to a
different location corresponding with the suspect S2X
controller, replace the S2X. Make certain that the red
power lamp is illuminated on the S2X controller to
inidicate that power and ground is available for
operation.
Control loop in the “manual” mode. Place the
loop in the “auto” mode by depressing the A/M
switch.
Neu Coord
Sensor 1
360350
Standby mode
If “No Response” remains in the same location after
swapping the S2X controllers, the CAN network
connection may be be defective. Swap the short CAN
cord between the S2X bulkhead and the CAN minifast
connector to one of the other S2X cotrollers. If the “No
Response” screen indicates a different location,
replace the cord.
G21 10/21/03
360350
2.
Main screen indicates “Stdby”. Depress the run/
standby switch to indicate the “run” mode.
Symptom:
The main screen or one of the individual LED meter
displays is fogged under the screen.
6-66
Although this does not hinder the operation of the G21
system, the main screen should be replaced to prevent
moisture from entering the control box. To replace the
display, open the control box and remove the locking
connector from the rear of the main screen. Loosen
and remove the four screws from the front of the
display. It may be necessary to pry the display from
the control box enclosure to loosen the gasket seals.
Thoroughly clean the area around the opening to
remove all foreign material and gasket. Place two
gasket seals around the new main screen unit and
insert the unit in the proper orientation as compared to
the previous display. Insert and tighten each of the
screws evenly. Do not over tighten the screws as this
will cause the display frame to distort and improper
sealing of the gasket material may occur. Reattach
the locking connector.
Symptom:
LED display replacement
002-2548
system, the display should be replaced to prevent
connector from the rear of the appropriate display.
Loosen and remove the four screws from the corners
of the display. It may be necessary to pry the display
from the control box enclosure to break the silicone
sealer. Thoroughly clean the area around the opening
to remove all foreign material and excess silicone
sealant. Place a small bead of silicone sealant around
the new LED display unit and insert the unit in the
proper orientation as compared to the existing
displays. Insert and tighten each of the screws
securely. Reattach the locking connector.
One or all of the switches in a switch pack does not
operate.
Grade Switch,
LF ELEV JOG DOWN
360354
Service mode for testing switches
360354
Depress the service switch under the service panel.
Depress the NEXT/LAST switches to scroll to the
appropriate switch test mode. Depress the defective
switches. If a switch is activated and no function is
displayed, the switch may be defective. Open the
control panel and check for any pinched wiring to the
switch pack. If no pinched wiring is visible, disconnect
the suspect switches and swap connectors with
another switch pack known to be good. If the switches
will not operate, the switch pack is defective and must
be replaced.
Main screen replacement
002-2545
G21 10/21/03
AllJog
Jg DN
6-67
Switch pack replacement
002-2546
To replace the switch pack, open the control box and
disconnect the wiring to the defective switch pack.
Using a flat blade screw driver, place the screwdriver
in the hole behind the switch pack to be removed.
Support the face of the control box cover around the
switch pack and strike the screw driver forcefully to
dislodge the switch pack from the control panel. Peel
the protective backing from the rear of the new switch
pack. Place the switch pack in the proper orientation
and press the switch pack firmly into position.
Connect the wiring to the switch pack and close the
control box. Secure the control panel. Attach the
appropriate switch pack decal to the front of the new
switches.
G21 10/21/03
6-68
15 Steer Hydraulic Diagnostics
Steer Hydraulic Circuits
Left front steer cylinder
Servo manifold with
servo valves
Right front steer cylinder
To pressure
return reservoir
Lift Pump
21 gpm at 2150 rpm
Set at 1800 psi
To Manual
Stack Valves
Rear steer cylinder
Distribution
Manifold
To Solenoid
Stack Valvesv
High pressure
lift filter
Pressure Oil
Return Oil
To track
tension circuit
360333
To hydraulic
sideplates, etc.
Dump or Drain
To pressure
return reservoir
The steering servos draw their oil supply from the main
lift pump. Each track has its’ own servo valve and
steer cylinder for turning left and right. The following
description is for the left front steering hydraulic
system.
steering cylinder to be reversed, thus turning the front
of the left front track to the right.
The following description of the steering system is with
position. When the servo valve receives a left turn
signal from the DC2, the spool in the servo valve will
shift. Oil is routed through the servo valve and out a
port in the manifold to the piston (butt) end of cylinder
causing it to extend. This will cause the front of the
track to turn to the left. Oil from the opposite end of
the cylinder is routed back through the opposite port in
the manifold and back through the same servo valve to
the reservoir.
The following description of the steering system is with
position. When the servo valve receives a left turn
signal from the DC2, the spool in the servo valve will
shift. Oil is routed through the servo valve and out a
port in the manifold to the rod end of cylinder causing it
to retract. This will cause the front of the track to turn
to the left. Oil from the opposite end of the cylinder is
routed back through the opposite port in the manifold
and back through the same servo valve to the
reservoir.
When the servo valve receives a right turn signal from
the DC2, the spool in the servo valve will shift in the
opposite direction. This will cause the oil flow to the
When the servo valve receives a right turn signal from
the DC2, the spool in the servo valve will shift in the
opposite direction. This will cause the oil flow to the
G21 10/21/03
The following description is for the right front and rear
track steering hydraulic system.
6-69
steering cylinder to be reversed, thus turning the front
of the track to the right.
the internal packing in the cylinder is defective.
Replace or repair the cylinder.
With the forward/reverse steer switch in the “reverse”
position, the signal from the DC2 to the servo valve is
reversed. This causes the servo valve spool to shift in
the opposite direction than when in “forward”. When a
left turn signal is received, the spool will shift and oil
will be routed to the steering cylinder, causing the rear
of the corresponding track to turn left.
Note: Be certain that the cylinder being checked
is completely extended before removing the line
from the rod end.
Each of the tracks follow the sensor in the same
manner (see Steering Electrical Diagnostics). When
the track turns left, or right, an electrical signal is sent
from the smart cylinder on the leg to the S2X indicating
how far the track turns. When the position of the
feedback pot matches the position of the sensor, the
S2X receives a center signal and the servo valve spool
will return to center, causing the track to hold its’
position until another correction is called for.
Symptom
Track Stuck in Loose Material
Steering cylinder inoperative or slow to respond.
663
Corrective Measures
WARNING!
!
!
system will not respond to the corresponding control
loop “jog” switch, check the system operation by
moving the override lever both directions from center
on the corresponding servo valve. If the system will
respond when moving the override lever, the fault is in
the corresponding electrical system. Refer to Steering
Electrical Diagnostics. If the system will not respond
when moving the override lever, the fault is in the
hydraulic system. The possible hydraulic faults are as
follows:
INJURY.
1.
Symptom
2.
3.
4.
Servo lock switch in the “on” position. Place the
switch in the “off” position. If the servo lock
switch is in the “on” position, all steering and
grade circuits will be inoperative.
Low lift pressure. Refer to Grade Hydraulic
Diagnostics for low lift pressure diagnostic
procedures. Check under the symptom; all
grade circuits inoperative or slow to respond.
Steering cylinder drifts left or right with the engine
running and the main control module in the “standby”
mode or the corresponding control loop in the
“manual” mode.
Corrective Measures
Internal piston packing leaking in the steering
cylinder. Extend the appropriate cylinder the
maximum amount with the corresponding jog
switch. Stop the engine and remove the line
from the rod end of the steering cylinder and cap
it. Start the engine and apply pressure to the
piston (butt) end of the cylinder. If oil flows from
the open fitting on the rod end of the cylinder,
G21 10/21/03
Track in a bind. If the track is in loose material,
or against an obstruction, it may stop it from
turning. Move the machine forward or backward
to get the track out of the bind.
1.
This is a good indication that the pilot valve on
the servo valve needs to be centered. Adjust
the pilot valve as described in the Maintenance
chapter.
2.
The servo valve main spool is sticking slightly off
center. To check, swap the servo valve with a
valve that is not drifting. If the fault is corrected,
the servo valve should be replaced.
6-70
Note: It is normally easier to swap the output
hoses on the rear of the servo manifold from one
servo to the other, than it is to swap the servo
valves. If the hoses are swapped, it will also be
necessary to swap the electrical connectors on the
top of the corresponding servo valves. Be certain
to reconnect the hoses and the electrical
connectors to their original positions after the
testing is complete.
G21 10/21/03
6-71
4
3
2
1
4
3
2
1
4
3
2
1
>
>
>
>
>
>
>
>
>
>
>
>
4 >
3 >
2
1 >
>
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
RF Jog Right
RF A/M Steer
RF Jog Left
Grd
RR Jog Right
RR A/M Steer
RR Jog Left
Grd
LF Jog Right
LF A/M Steer
LF Jog Left
Grd
Run/Standby
CW Slope
CCW Slope
Grd
4 >
3 >
2
1 >
>
Clear
Next
Last
Grd
J1, J2 and J3 are connected
to the Pancon Controller
47Ω
+5V
Grd
Steer Sig.
Remote Flag
Rem. Steer Sig.
Rem. Travel Sig.
1
2
3
4
5
6
7
8
9
10
11
12
Terminal
Bar (TB)
1
2
3
4
5
6
J3
J2
Grade Steer
Shield
Org
Grn
Red
Blk
Wht
2
47Ω
3
CW
1000 Ω
Steer
control knob
1
Steer Signal
Feedback Signal
1
2
3
4
5
6
J3
J2
Grade Servo +
Steer Signal
Steer Servo -
Grd
1
<
2
<
3
<
4
<
5
<
CanGrd
Grd
B
A
––– 8A –––
S2X Circuit
Breaker
CW
CW
3
47Ω
A
>
B
>
C
>
D
>
E
>
F
>
A
>
B
>
C
>
D
>
E
>
F
>
A
>
B
>
C
>
D
>
E
>
F
>
#1 Steer Signal
Smart
Steer
Cylinder
Feedback Signal
#2 Grade Signal
Grade Servo +
#2 Steer Signal
A
>
B
>
C
>
D
>
Steer Servo -
3
Rear Sensor Bulkhead
47Ω
1000 Ω
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
Rear S2X
Grd
Can +
STATUS
POWER
Grd
1
>
2
>
3
>
4
>
5
>
Can -
Grd
A
–––
Grd
Can +
Grd
1
<
2
<
3
<
4
<
5
<
Grd
Can-
B
–––
8A
S2X Circuit
Breaker
Grd
Grd
B
–––
A
8A –––
S2X Circuit
Breaker
A1 J2
>
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
Sensor power +5V
Grade Signal
Sensor Ground
Sensor power +5V
Slope Signal
Sensor Ground
A
>
B
>
C
>
D
>
E
>
F
>
Steer Signal
Feedback Signal
A
>
B
>
C
>
D
>
E
>
F
>
A
<
B
<
C
<
D
<
E
<
F
<
J3
J2
Shield
Org
Red
Grn
Blk
Wht
1
2
3
4
5
6
Spare
Grade Servo +
Spare
Steer Servo -
Rear Steer
Sensor
Front Steer
Sensor 2
Sensor power +5V
Spare
Sensor Ground
A
<
B
<
C
<
D
<
E
<
F
<
CAN Minifast
Connectors
47Ω
1000 Ω
A1
> J1
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
G1
>
G2
>
G3
>
H1
>
H2
>
H3
>
J1
>
J2
>
J3
>
K1
>
K2
>
K3
>
A
>
B
>
C
>
D
>
E
>
F
>
Grade Steer
Sensor power +5V
Feedback Sig.
Sensor Grnd
A
<
B
<
C
<
D
<
Can +
A1 J2
>
A2
>
A3
>
B1
>
B2
>
B3
>
C1
>
C2
>
C3
>
D1
>
D2
>
D3
>
E1
>
E2
>
E3
>
F1
>
F2
>
F3
>
Sensor power +5V
#1 Grade Signal
Sensor Ground
2
POWER
Smart
Steer Cylinder
Grade Signal
Shield
Org
Grn
Red
Blk
Wht
Remote steer
control knob
STATUS
Sensor power +5V
Grade Signal
Sensor Ground
A
<
B
<
C
<
D
<
E
<
F
<
POWER
Grd
3
Sensor 1 –––
1
Sensor 2 –––
2
–––
2
#2 Left Front
Sensor Bulkhead
Right Front S2X
1
>
2 B4
>
3
>
4
>
5
>
Can +
Can Can Shield
1
A
<
B
<
C
<
D
<
E
<
F
<
Circuit
Breaker 5
A1
J1 <
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
G1
<
G2
<
G3
<
H1
<
H2
<
H3
<
J1
<
J2
<
J3
<
K1
<
K2
<
K3
<
10K ohm
resistor
Left Front S2X
Front Steer
Sensor 1
Right Front Sensor Bulkhead
Steer Electrical Circuits
B
A
––– 10A –––
STATUS
Remote travel
#1 Left Front
Sensor Bulkhead
A
>
B
>
C
>
D
>
E
>
F
>
See
Miscellaneous
Electrical
Drawing
A
>
B B1
>
C
>
D
>
E
>
F
>
A
>
B
>
C
>
D
>
E
>
F
>
A
>
B
>
C
>
D
>
E
>
F
>
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
1
INSIDE CONTROL BOX
Grade Steer
40
J3 <39
<38
<37
<36
<35
<34
<33
<32
<31
<30
<29
<28
<27
<26
<25
<24
<23
<22
<21
<20
<19
<18
<17
<16
<
<15
<14
<13
<12
<11
10
< 9
<
< 8
7
< 6
<
5
< 4
< 3
<
2
< 1
<
Left Left Right Right Right Right
Front Front Front Front Rear Rear
Steer Grade Steer Grade Steer Grade
A
>
B
>
C
>
D
>
A
<
B
<
C
<
D
<
E
<
F
<
Smart
Steer Cylinder
360492
6-74
16 Steer Electrical Diagnostics
pot is connected directly into the primary bulkhead at
the right front S2X controller.
The front and rear steer control systems are
responsible for maintaining the correct distance
between the finished product and the guideline. Each
steering system consists of a sensor, a feedback pot
(smart steer cylinder), a servo valve and a control loop
on a S2X controller which is networked to the other
S2X controllers on the machine, including the Pancon
controller in the control box.
The steer sensor has a wand attached to its' shaft,
which is held against the guideline by spring tension.
As the machine frame moves left or right, in relation to
the guideline, the wand causes the sensor shaft to
rotate. As the shaft rotates, a corrective signal is sent
to the corresponding S2X control loop. The sensor
works within a voltage range of 1.2 volts to 3.8 volts.
To set the steer and elevation control parameters, the
operator must depress the CALIB (calibrate) switch.
the elevation mode on the main screen. The elevation
mode is used to designate the type of sensor control
the machine will be using for a particular job situation.
Depressing and releasing the +/- switches will scroll
through the elevation mode settings available (left
grade/right slope and Leica). When the appropriate
mode is selected, it will be necessary to restart the
G21 controller to allow operation of the new
parameter.
When the sensor wand position, in the Calibrate mode,
is selected as “push” and the sensor wand is rotated
towards the guideline, the voltage signal to the S2X
will decrease (from 2.5 volts), indicating that the
machine must turn left. As the sensor wand is rotated
away from the guideline, the voltage signal to the S2X
will increase (from 2.5 volts), indicating that the
machine must turn right.
The G21 controller must be in the “run” mode to
operate the steering control systems in the automatic
mode. The steer mode select switch on the smart
steer panel must be in the “string steer” position. From
each S2X, power (+5 volts) is supplied to pin A in the
primary sensor bulkhead from the J1 connector on pin
A1. A common ground is supplied to the sensors from
the J1 connector on pin A3.
Power is also supplied to pin A in a secondary sensor
bulkhead from the J1 connector on pin C1 and a
common ground is supplied from the J1 connector on
pin C3. The power supply and ground connections are
routed through the sensor bulkhead at the S2X and
continue to the bulkhead circuit board located remotely
on the machine frame.
When the sensor wand position, in the Calibrate mode,
is selected as “pull” and the sensor wand is rotated
towards the guideline, the voltage signal to the S2X
will increase (from 2.5 volts), indicating that the
machine must turn left. As the sensor wand is rotated
away from the guideline, the voltage signal to the S2X
will decrease (from 2.5 volts), indicating that the
machine must turn right.
With the sensor wand centered between the roll pin
stops, a 2.5 volt signal (center) is returned to the S2X
through pin “B” in the sensor cord. It is routed to the
bulkhead circuit board where the individual sensor
signals must remain separated. The following color
code indicates the color and type of signal for each
wire exiting the bulkhead circuit board.
The bulkhead circuit board distributes the common
power supply to pin A in each of the two sensor
bulkheads (grade and steer). The circuit board also
distributes the common ground connection to pin C in
each of the two sensor bulkheads (grade and steer).
When the sensor is connected to the appropriate
bulkhead, it receives +5.0 volt power from pin A and a
ground connection from pin C.
Black wire ........................ Feedback pot signal
Orange wire ....................... Ground connection
Red wire ..................... Elevation sensor signal
Green wire ........................ Steer sensor signal
Shield wire ................................. Frame ground
A separate bulkhead is connected into the left front
and rear bulkhead circuit boards to connect the
feedback pot (smart steer cylinder) into the system.
Power is also supplied to pin A and ground to pin C in
the feedback pot bulkhead. The right front feedback
G21 12/30/03
White wire ............................. +5.0 volts supply
6-75
stop turning. The deviation meter will indicate that the
two signals are matched by returning to center. The
track is held in this position until the sensor wand is
moved, indicating that the track must now turn to a
new position.
Smart steer cylinder
002-2622
The smart steer cylinder feedback pot on each track is
used to control how far the track will turn for a given
sensor movement. Without the feedback pot, the track
would turn the maximum amount if the machine travel
were stopped with the sensor sending a very small
amount of corrective signal to the control loop. The
control system sends a corrective signal to the servo
valve, where the spool shifts a small amount, causing
the track to turn. Without the feedback pot, the sensor
must return to center before the necessary correction
can be accomplished in the opposite direction. Since
the machine must be moving for the sensor wand to
return to center, the servo valve spool will remain in
the shifted position, causing the track to turn
completely, over-steering the system.
The feedback pot measures the position of the track
and sends a continuous signal to the S2X, indicating
the track position. The steer signal and the feedback
pot signal are passed to the CAN network where the
information reaches the Pancon controller. When the
steer sensor signal to the S2X indicates a turn of 1 in.
(2.5 cm) to the left is necessary, the Pancon controller
compares the signal from the steer sensor with the
signal from the feedback pot. If the signal from the
feedback pot indicates that the track is straight ahead,
the two signals will not match and the Pancon
controller will send a corrective signal to the
appropriate S2X. The S2X will produce a signal to the
servo valve to turn the track left. The deviation meter
will indicate that the two signals do not match and that
a correction is being called for. When the track has
turned 1 in. (2.5 cm) to the left, the feedback pot signal
to the S2X indicates that the track has turned. The
signal from the feedback pot and the sensor now
match and the Pancon controller will stop the
corrective signal to the appropriate S2X causing the
servo valve spool to move to center and the track will
G21 12/30/03
When the steering system is operating in the
automatic mode, the G21 controller measures the
amount and direction of the signal from the steer
sensor and conveys a corrective signal to the
appropriate servo valve. The amount of servo valve
spool movement is in proportion to the amount of
corrective signal. The sensitivity setting on the control
loop affects the input signal from the sensor and will
change the amount of servo valve spool movement in
relation to the amount of sensor movement. For
example, with the sensitivity adjustment set with three
(3) indicators showing, it may be necessary to move
the steering sensor wand 2 in. (50 mm) at midpoint on
the wand in either direction to get the maximum
amount of servo valve spool movement. However,
with the sensitivity adjustment set with fifteen (15)
indicators showing, it may be necessary to only move
the sensor wand 1 in. (25 mm) at midpoint on the
wand in either direction to get the maximum amount of
servo valve spool movement. The more the sensor
moves off center, the faster the system will respond.
The sensitivity has no affect on the manual operation
of the system.
An LED position indicator is used to show steering
error and elevation error. A centered signal from the
steering or elevation sensor is indicated by a straight
line of LED indicator lights. As a sensor signal error
occurs, an arrow will indicate the amount of signal
error. As the arrow increases in size, it corresponds to
the amount of signal error that the sensor is outputting.
If the necessary correction is not made, the track will
continue to turn until the track is completely turned.
When a jog switch is used for manual control, the
servo valve spool shifts the full amount and remains
there until the switch is released and allowed to return
to center. The jog switches will not affect the LED
position indicator. From the S2X, the corrective signal
is sent out to the corresponding servo valve.
The sensor must control the leading edge of the tracks
in forward or reverse. When the forward/reverse
switch on the smart steer panel is in “forward”, the
sensor controls the front portion of the tracks. When a
left turn is necessary, the servo valve spool shifts,
causing the front of the tracks to turn to the left. When
the forward/reverse steer switch is in the “reverse”
position, the output drive to the steering servo valve is
reversed. Now, when a left turn is necessary, the
6-76
servo valve spool shifts, causing the rear of the tracks
to turn to the left.
in the center position, the front tracks will be straight
ahead. If the knob is turned left or right from the
center position, the two front tracks will turn in the
corresponding direction and the rear track will remain
straight ahead. The more the knob is turned in either
direction, the more the tracks will turn.
Manual Steer Operation: The smart steer control
system (manual steering) is used for steering the
tracks when driving the machine around the jobsite.
The smart steer system consists of a five position
steer mode select switch and a steering control dial.
When the steer mode select switch is in the “rear steer
only” position, the steering control knob will control the
turning of the rear tracks and the two front tracks will
be locked straight ahead. When the knob is in the
center position, the rear tracks will be straight ahead.
If the knob is turned left or right from the center
position, the rear tracks will turn in the corresponding
direction and the two front tracks will remain straight
ahead. The more the knob is turned in either direction,
the more the tracks will turn.
Steer mode select switch
031-0157B
The five position steer mode select switch is used to
select the automatic steering mode or one of four
manual steering modes. The “string steer” mode is
selected when steering is to be controlled by the
steering sensors or by the jog switches. When the
system is set to one of the four manual steer modes,
all tracks will turn in proportion to the manual steer
knob, in the same way as they turn in proportion to the
sensors.
Manual steer knob
002-2067c
When the steer mode select switch is in the
“coordinated steer” position, the steering control knob
will control the turning of the tracks. When the knob is
in the center position, the tracks will be straight ahead.
If the knob is turned left or right from the center
position, the leading tracks will turn in the
corresponding direction and the trailing track will turn
in the opposite direction to give minimum turning
radius. The more the knob is turned in either direction,
the more the tracks will turn.
When the steer mode select switch is in the “crab
steer” position, the steering control knob will control
the turning of the tracks. When the knob is in the
center position, the tracks will be straight ahead. If the
knob is turned left or right from the center position, all
tracks will turn in the corresponding direction, to walk
the machine to the side. The more the knob is turned
in either direction, the more the tracks will turn.
When the steer mode select switch is in the “front
steer only” position, the steering control knob will
control the turning of the two front tracks and the rear
track will be locked straight ahead. When the knob is
G21 12/30/03
The manual steer knob is used to turn the tracks in
any of the four manual modes. When the indicator on
the knob is centered the tracks will be straight ahead.
As the knob is turned either direction from center, the
tracks will turn accordingly. The more the knob is
turned, the more the tracks will turn. The manual steer
knob has no affect on the steering when the steer
mode select switch is in the “string steer” position.
2.40V
2.52V 0.00V
002-2760
Steer test display
002-2760
When the test switch is depressed the main screen will
indicate the test mode has been entered and
depressing the LAST or NEXT switches will scroll
through the test displays for each system. The main
screen will change to reflect the voltage from the
corresponding sensors. As the steer sensor wand is
moved, or the smart steer cylinder is extended or
retracted, the reading on the main screen will vary
around a centered voltage reading of “2.50V”. The
6-77
following table indicates the normal voltage range of
each circuit displayed in the test mode.
correct display is indicated for the direction that
the track is turned. If the STORE button is
depressed with the track facing the wrong
direction or the incorrect display on the screen,
the track will appear to vibrate rapidly. Reset
the steer limit settings correctly.
Circuit ...................................... Voltage Range
Battery Power (BPwr) ..................... 9.0 to 16.0
Sensor Power (SPwr) ................... 4.75 to 5.25
2.93 V
Stored: 2.65 V
LED Power (LEDPwr) ................... 4.75 to 5.25
Elevation Wand (ElWnd) .................. 1.2 to 3.8
360497
Steer Wand (StrWnd) ....................... 1.2 to 3.8
Slope sensor output ...................... 0.75 to 4.25
Center LF Leg & Store
2.56 V
Stored: 2.56 V
Feedback Pot (FdbkPot) ................... 1.0 to 4.0
031-0204
Elevation Valve (ElVlv) ............... 0.0 to +/-4.10
Steer Valve (StrVlv) .................... 0.0 to +/-4.10
2.93 V
Stored: 2.49 V
If the sensor is not connected, the sensor reading will
show approximately “0.00V”. The arrow on the
corresponding display will also move to center when
the sensor is disconnected. To exit the test mode,
depress the test switch. The system will return to the
normal operating display.
360496
360497 & 031-0204 & 360496
2.
Symptom:
One or more tracks vibrate rapidly left and right.
3.84 V
Stored: 3.84 V
031-0203
1.29 V
Stored: 1.29 V
031-0205
031-0203 & 031-0205
1.
Incorrect adjustment of the steering limits.
When adjusting the left and right limit settings for
the individual tracks, make certain that the
G21 12/30/03
6-78
Limits are stored too close to the center position.
When limiting the steering of the tracks, make
certain that the left and right limits are not set
too close to the straight ahead (center) position.
The tracks will appear to vibrate left and right if
this occurs. Reset the steer limit setting to allow
more movement.
small connecting plug and install the
replacement. Reassemble in the reverse order.
3.
Defective smart steer cylinder. Swap the
cylinder with one of the other steer cylinder on
the machine. If the problem switches to the
other track, replace the cylinder.
4.
Defective cord. Swap the smart cylinder cord
with a cord known to be good. If the problem
switches to the other steering system, replace
the cord.
5.
Defective S2X controller. Disconnect the J1 and
J2 connectors at the S2X controller and swap
the controller with one known to be good. If the
problem switches to a different track, replace the
S2X controller.
Clamps on leg
360288
3.
Loose wear pads or worn cylinder pins and
bushings on the leg. Replace worn bushings or
cylinder pins. Refer to the maintenance chapter
for clamp adjustment information.
the S2X.
6.
Defective frame cord wiring. Swap the cord with
one known to be good. If the problem goes
away, replace the cord.
7.
Defective servo valve. Disconnect the two wire
connector at the servo valve while engine is in
operation. If the track continues to vibrate left
and right, replace the servo valve.
Symptom:
Smart cylinder bulkhead plug
360498
4.
Internal hydraulic seal leakage in cylinder
bulkhead plug. Check the smart cylinder
bulkhead for hydraulic oil leakage inside the
plug. If oil is present, use an electrical cleaning
solvent to clean the bulkhead connection. If the
oil returns, replace the bulkhead.
LEFT FRONT STEER FDBK
SHORT TO 0V
002-2759
To replace the bulkhead, turn off the engine and
remove four set screws attaching the bulkhead
fitting to the cylinder housing. Gently pull the
wires from the cylinder housing to expose the
small connecting plug as shown above.
Disconnect the the bulkhead assembly at the
LEFT FRONT STEER WAND
SHORT TO 0V
002-2744
Steer sensor fault
002-2759& 002-2744
G21 12/30/03
6-79
“Steer Feedback- Short to 0 V” or “Steer Sensor Short to 0 V” is displayed on the main screen.
Front or Rear.
360352
Elevation mode display
360352
1.
The elevation mode is not selected properly for
the current sensor setup of the machine.
Depress the CALIB (calibrate) switch. Depress
the NEXT/LAST switches until the elevation
mode is selected on the main screen. Select the
appropriate mode for the current setup
configuration of the sensors (Left Grade/Right
Slope, Leica).
2.
Sensor not connected or not connected to the
correct side of the machine. Connect the sensor
to the appropriate bulkhead plug.
3.
Defective sensor. Disconnect the cord from the
sensor or smart steer cylinder and connect it to
a different sensor or steer cylinder. If the
system will now operate, replace the defective
sensor.
4.
Defective sensor cord. If the system will not
work after swapping the sensor or cylinder,
suspect the cord between the sensor and the
bulkhead plug. Swap the cord between the
sensor or cylinder and the bulkhead plug with
the cord from another sensor or cylinder. If the
system will now work, repair or replace the cord.
Swap frame cords
360366
If the steer system will not work it will be
necessary to swap the frame cord at the
appropriate S2X controller. If the diagnostic
display switches locations, the frame cord or the
bulkhead circuit board is defective. Make
certain sensors remain connected to the
Swap bulkhead circuit boards
360212
Remove the terminal connections on the rear of
the suspect bulkhead circuit board and swap
with one known to be good. Reconnect the
sensors. If the diagnostic display indicates the
problem remained in the original location, the
cord is defective and must be replaced. If the
diagnostic display indicates the problem
switched to a different location, replace the
G21 12/30/03
6-80
short to ground which may occur in any of the
components supplied with sensor power from an
individual S2X. It is first necessary to narrow the area
in which the power short is located.
Front or Rear.
J1 and J2 connectors
360369
6.
Defective wiring between the bulkhead plugs at
the S2X and the J1/J2 connectors on the S2X.
Disconnect the J1 and J2 connectors from the
suspect S2X. Remove the S2X from the access
door and swap with one known to be good. If
the problem remains in the same location, repair
or replace the wiring. If the problem changes
location, replace the S2X.
Swap sensor cords
360366
the S2X.
1.
Symptom:
LF Front Sensor Power
VALUE TOO LOW
002-2761
Sensor power failure
If the system does not operate, there may be
defective wiring between the sensor bulkhead
and the sensors on the machine. The sensors
affected on each leg include the steer sensor,
elevation sensor and linear feedback pot in the
smart steering cylinder. The slope sensor would
be included in the diagnostics for the rear S2X.
To check, disconnect each of the cords labeled
for sensors from the bulkhead at the appropriate
S2X controller. If the problem goes away or
changes to “short to 0 V”, refer to the following
paragraph. If “value too low” remains, the wiring
between the S2X controller and the bulkhead is
defective or; the S2X controller is defective.
Remove the J1 connector (larger connector)
from the S2X and check again. If the problem
remains, the S2X must be replaced. If the
problem changes to “short to 0 V”, the bulkhead
wiring must be repaired or replaced.
002-2586
“Sensor Power - Value too low” is displayed on the
If the sensor power supply voltage drops below 4.75
volts, the message “Sensor Power - Value too low” will
G21 12/30/03
6-81
the S2X.
Symptom:
LEFT FRONT STEER WAND
VALUE TOO HIGH
002-2746
LEFT FRONT STEER FDBK
VALUE TOO HIGH
002-2747
Steer signal failure-Value too high
002-2659
“Steer Wand - Value too High” or “Steer Feedback Value too High” is displayed on the main screen.
360023
Reconnect one of the sensor cords to the
bulkhead at the S2X controller. If “value too low”
is indicated, isolate the frame cord between the
S2X and the bulkheads shown in the previous
photo by disconnecting the sensor cords at the
exterior bulkhead. If “value too low” remains on
the screen, replace the sensor cord between the
exterior bulkheads and the S2X controller.
Reconnect any remaining sensor cords at the
S2X controller and check in the same manner.
If “value too low” is not indicated, the sensor
cord or the sensor may be defective. Reconnect
the sensor cord to the bulkhead and disconnect
the sensor cord from the sensor. If “value too
low” is indicated, replace the sensor cord. If
“value too low is not indicated, replace the
sensor. Reconnect any remaining sensor cords
at the bulkheads and check in the same manner.
G21 12/30/03
If the sensor or the feedback pot signal voltage
increases above 3.80 volts, the message “Steer Wand
- Value too High” or “Steer Feedback - Value too High”
will appear on the main screen. This indicates a
power short between the sensor power supply and the
sensor signal wiring has occurred. It is first necessary
to narrow the area in which the power short is located.
Front or Rear.
1.
Defective sensor cord or sensor. Disconnect the
suspect sensor cord from the bulkhead under
the machine frame. If the main screen indicates
“Steer Wand - Short to 0 V” but does not
indicate “Steer Wand - Value too High”, then the
short is located in the sensor cord or in a sensor.
Swap the cord with one known to be good and
recheck the main screen after the cord is
connected. If the problem does not exist,
replace the cord. If the main screen indicates
“Steer Wand - Value too High” or “Steer
Feedback - Value too High”, replace the sensor
or smart steer cylinder.
2.
Defective sensor frame cord or bulkhead circuit
board. If the main screen continues to indicate
“Steer Wand - Value too High” after the sensor
cord has been disconnected, the sensor frame
cord may be defective. Disconnect the suspect
sensor frame cord from the bulkhead plug at the
appropriate S2X. If the system indicates “Steer
Wand - Short to 0 V” but does not indicate
6-82
“Steer Wand - Value too High”, then the short is
located in the sensor frame cord or the bulkhead
circuit board. Disconnect and remove the wiring
from the terminals on the rear of the suspect
bulkhead circuit board. Make certain the
individual wires do not touch each other or the
machine frame. If the main screen indicates
“Steer Wand - Value too High”, the frame cord
must be repaired or replaced. If the main screen
indicates “Steer Wand - Short to 0V”, the
bulkhead circuit board is defective and must be
replaced.
3.
hydraulic system. Refer to Steer Hydraulic
Diagnostics for procedures to follow. Depress one of
the jog switches on the control loop of the affected
system. If the message “Steer Servo Value Out of
Range” appears on the main screen, it is an indication
of a bad coil on the servo valve, defective wiring
between the corresponding S2X and the valve, or a
defective S2X controller. Proceed as follows.
1.
Defective S2X. Turn the ignition key off.
Disconnect the appropriate J1 30 pin connector
from the suspect S2X. If the main screen
indicates “Steer Wand - Value too High”, replace
the S2X. If the main screen indicates “Steer
Wand - Short to 0V”, repair or replace the wiring
between the J2 connector and the sensor
bulkheads at the S2X.
Note: The leads for steering control connected to
the primary coil may be connected to the
secondary coil to continue operation.
the S2X.
The valve coil can be checked with an ohm
meter. Check at the valve terminals (with the
leads disconnected) for 15.5 ohms on the
primary coil and 19.5 ohms on the secondary
coil. To determine which coil is which, look at
the point where the wires exit the valve (manual
override lever up). The wires on the right are for
the primary coil and the wires on the left are for
the secondary coil. If the resistance readings
are incorrect, repair or replace the servo valve.
Symptom:
2.
LF Steer Servo
VALUE OUT OF RANGE
360495
Steer servo fault
360495
“Steer Servo Value Out of Range” is indicated on the
main screen.
the connectors on the servo valve. Disconnect
the servo cord from the bulkhead at the
corresponding S2X and swap it with one of the
other servo cords known to be good from
another S2X. Depress the jog switch for the
defective system. If one of the tracks will steer
with the good cord, repair or replace the
defective servo cord.
the S2X.
Determine which servo is affected by the location
Front or Rear.
Isolate the problem, hydraulic versus electrical. The
steer servos are equipped with a manual override
lever on the valve cover. Move the override lever both
directions from center. If the machine does not
respond to the override lever, the problem is in the
G21 12/30/03
Bad coil in the servo valve. Disconnect the lead
from the primary coil on the suspect servo valve
and connect it to the unused secondary lead on
the same servo valve. Depress the jog switch
for the suspected system and observe the
message on the main screen. If the system
operates and the message “Steer Servo Value
Out of Range” does not appear, repair or
replace the servo valve.
If the servo fault remains in the same location,
the wiring between the J1 connector and the
6-83
bulkhead may be checked for continuity as
follows:
inidicate that power and ground is available for
operation.
J1--K1 ............................ servo bulkhead pin C
J1-K3 ............................. servo bulkhead pin D
If continuity does not exist, repair or replace the
3.
Defective S2X controller. Turn the ignition key
off. Disconnect the J1 and J2 connectors from
the suspect S2X controller. Swap the controller
with one of the other S2X controllers and
reconnect the J1 and J2 connectors. Restart the
G21 controller. Depress the steer jog switches
for all three steer systems. If the main screen
indicates that the servo fault is in a different
location than previously noted, replace the S2X
controller.
the S2X.
network wiring connection between the J2 connector
and the CAN bulkhead may be defective due to
corrosion. Disconnect the J2 and J1 connectors and
spray with an electrical cleaner. Do not use an oil
based lubricant to clean the connections. Reconnect
to the S2X. If the fault remains, replace the wiring
harness at the S2X.
If “No Response” remains in the same location after
swapping the S2X controllers, the CAN network
connection may be be defective. Swap the short CAN
cord between the S2X bulkhead and the CAN minifast
connector to one of the other S2X cotrollers. If the “No
Response” screen indicates a different location,
replace the cord.
The CAN cords may also be checked for continuity.
Check each wire in the CAN cord using an ohm meter.
If any wire does not indicate continuity, replace the
cord.
Symptom:
No automatic control.
Determine if the problem affects both the manual
control as well as the automatic control by checking
the operation of the system with the jog switches. If
the system will not respond with the jog switches, refer
to the preceding symptom. If the system will respond
in manual, but not in automatic, proceed as follows.
Symptom:
Rear Slave
NO RESPONSE
360361
S2X controller failure
360361
“Slave - No Response” is indicated on the main
screen.
This display indicates that the corresponding S2X
controller is not communicating with the Pancon
controller (main control box) or with any of the other
S2X controllers on the front access door.
To check, swap the suspect S2X controller with one
that is known to be good. If the problem switches to a
different location corresponding with the suspect S2X
controller, replace the S2X. Make certain that the red
power lamp is illuminated on the S2X controller to
G21 12/30/03
6-84
Manual control loop mode
LED display replacement
360436
1.
Control loop in the “manual” mode. Place the
loop in the “auto” mode by depressing the A/M
switch.
Neu Coord
Sensor 1
360350
Standby mode
360350
2.
Main screen indicates “Stdby”. Depress the run/
standby switch to indicate the “run” mode.
Symptom:
002-2548
system, the display should be replaced to prevent
connector from the rear of the appropriate display.
Loosen and remove the four screws from the corners
of the display. It may be necessary to pry the display
from the control box enclosure to break the silicone
sealer. Thoroughly clean the area around the opening
to remove all foreign material and excess silicone
sealant. Place a small bead of silicone sealant around
the new LED display unit and insert the unit in the
proper orientation as compared to the existing
displays. Insert and tighten each of the screws
securely. Reattach the locking connector.
The main screen or one of the individual LED meter
displays is fogged under the screen.
Main screen replacement
002-2545
G21 12/30/03
6-85
system, the main screen should be replaced to prevent
connector from the rear of the main screen. Loosen
and remove the four screws from the front of the
display. It may be necessary to pry the display from
the control box enclosure to loosen the gasket seals.
Thoroughly clean the area around the opening to
remove all foreign material and gasket. Place two
gasket seals around the new main screen unit and
insert the unit in the proper orientation as compared to
the previous display. Insert and tighten each of the
screws evenly. Do not over tighten the screws as this
will cause the display frame to distort and improper
sealing of the gasket material may occur. Reattach
the locking connector.
Switch pack replacement
002-2546
Symptom:
To replace the switch pack, open the control box and
disconnect the wiring to the defective switch pack.
Using a flat blade screw driver, place the screwdriver
in the hole behind the switch pack to be removed.
Support the face of the control box cover around the
switch pack and strike the screw driver forcefully to
dislodge the switch pack from the control panel. Peel
the protective backing from the rear of the new switch
package. Place the switch pack in the proper
orientation and press the switch pack firmly into
position. Connect the wiring to the switch pack and
close the control box. Secure the control panel.
Attach the appropriate switch pack decal to the front of
the new switches.
One or all of the switches in a switch pack does not
operate.
Steer Switch, Steer Mode
LF STEER JOG LEFT STRIN
002-2765
Service mode for testing switches
002-2764
Depress the service switch under the service panel.
Depress the NEXT/LAST switches to scroll to the
appropriate switch test mode. Depress the defective
switches. If a switch is activated and no function is
displayed, the switch may be defective. Open the
control panel and check for any pinched wiring to the
switch pack. If no pinched wiring is visible, disconnect
the suspect switches and swap connectors with
another switch pack known to be good. If the switches
will not operate, the switch pack is defective and must
be replaced.
Symptom:
Main Screen indicates the manual steer knob is not
calibrated.
Manual Steering Pot
NOT CALIBRATED
002-2755
Not calibrated
002-2765
This display indicates that an output signal is not being
received by the Pancon controller, it will be necessary
to proceed with the following steps.
G21 12/30/03
6-86
Manual Steer Pot
2.55 Volts
002-2766
Service mode
002-2766
Depress the Service button and scroll to the manual
steer pot screen. Rotate the manual steer control
knob fully clockwise. The voltage should change from
0.21 to 4.80 volts. If not, measure across terminals 1
and 3 on the manual steer pot for 900 to 1100 ohms of
resistance. Replace the manual steer control pot if the
resistance is not correct.
Symptom:
Operator remote steer pot does not operate. Console
controls will operate the manual steering.
1.
Check the cord for visible signs of damage or
broken wires. Repair any defects and check for
proper operation.
2.
Defective remote steer pot. Check to see if the
remote travel control knob will operate the track
drive. If not, refer to Tractive Electrical
Diagnostics for more information.
If the remote travel pot does operate, check the
remote steer pot for ohms of resistance. Place
the leads of the ohm meter in pin A and pin C on
the remote bulkhead plug. A variable reading of
48 ohms to 555 ohms of resistance should be
indicated when rotating the remote steer knob
from left to right. Place the leads of the ohm
meter in pin B and pin C and repeat the
procedure. The same reading should be
indicated when rotating the remote steer knob
from right to left. If the readings are not correct,
repair or replace the operator remote.
3.
Defective frame cord. Disconnect the remote
frame cord from bulkhead 1 (B1) on the back of
the main control box and disconnect the remote
from the opposite end of the cord. Check the
individual pins for continuity. Repair or replace
the cord if any of the pins do not indicate
continuity.
G21 12/30/03
6-87
Emergency Stop Electrical System
+
Battery
-
OFF
Cold
ON
Hot
Starter
Coil
2
Master Disconnect
Switch
1
E-stop Reset
Switch
E-stop Lamp
Ω
A
8
Ω
20A
E-Stop
Circuit
Breaker 3
B
Aux
Batt
87
Ign
J2 <A1
A2
<
A3
<
B1
<
B2
<
B3
<
C1
<
C2
<
C3
<
D1
<
D2
<
D3
<
E1
<
E2
<
E3
<
F1
<
F2
<
F3
<
87A
Ignition Relay K1
(Cummins Tier II Only)
B
20A
Network
Circuit
Breaker 2
A
1
2
Left Trimmer
Lift
2
3
1
3
Wht
Right Trimmer
Lift
1
2
Orn
3
Trimmer Shift
Grn
1
2
5
Ω
Left
Trimmer
Lift
5
Ω
Right
Trimmer
Lift
5
Ω
5
Ω
Trimmer
Shift
5
Ω
Blu
5
Ω
Mold
Shift
5
Ω
Blk/Wht
5
Ω
Blk
Wht/Blk
1
2
Left Front
Leg Pivot
3
Orn/Blk
5
Ω
8
Left
Front
Leg
5
Ω
Red/Blk
Power In
A
>
B
>
C
>
D
>
E
>
A
B11 <B
<
C
<
D
<
E
<
2
Emergency Stop
Contacts
1
A
<
B
<
C
<
D
<
2
Emergency Stop
Contacts
Right Front E-Stop
A
>
B B8
>
C
>
D
>
2
3
4
6
5
E-Stop Signal
1
1
A
<
B
<
C
<
D
<
2
Emergency Stop
Contacts
Left Rear E-Stop
8
A
>
B B9
>
C
>
D
>
E-Stop
Relay K3
A
<
B
<
C
<
D
<
1
2
Emergency Stop
Contacts
Right Rear E-Stop
Vibrator/Auto Float
2
A
>
B B10
>
C
>
D
>
3
1
A
<
B
<
C
<
D
<
2
Emergency Stop
Contacts
Track Brake
Switch
Batt (+)
Batt (-)
2
A
Red
3
Mold Shift
1
E-Stop
Relay K1
54
<
C
<
D
<
A
>
B B7
>
C
>
D
>
Ω
76
Ω
30
3
4
6
5
1
A
B2 <B
Left Front E-Stop
2
Ω
7
B
A
20A
Main Circuit
Breaker 1
Acc
54
7
Power Relay
Contacts
Ignition
Switch
Batt
Wht A>
B2
Blk B>
C
>
D
>
E-Stop Lamp
E-Stop
Valve Coil
St
Console E-Stop
Reset
Power Relay
A Spare
A
<
>
B B12 B12 <B
>
C
C
<
>
D Spare
D
<
>
E Spare
E
<
>
21
See Miscellaneous
Engine Electrical
Drawing for Ignition
Switch connections.
Control Box
E-Stop Reset
A
A
> B3
B3 <B
B
>
<
C
C
>
<
D
D
>
<
8A
S2X
Circuit Breaker 1
B
A
10A
Control Switch
Circuit Breaker 2
B
A
10A
E-Stop Button
Circuit Breaker 3
B
A
10A
E-Stop Valve
Circuit Breaker 4
B
A
10A
CAN Power
Circuit Breaker 5
3
Servo Lock
Switch
85
B
Servo
Lock
Light
Ω
87
87A
30
Vibrator
On/Off
Relay K2
5
6
5
6
Travel/Neutral
Switch
2
3
AUX.
Wht
Blk
Org
Red
Grn
Blu
A
>
B B5
>
C
>
D
>
E
>
F
>
A
B5 <B
<
C
<
D
<
E
<
F
<
8
Ω
Vibrator
Switch 1
Differential
Valve Coil
(Normally
Closed
Valve)
8
Ω
Vibrator
Valve Coil
8
Ω
8
Ω
Servo Lock
Valve Coil
Tractive Brake
Valve Coil
Sensor 1
Sensor 2
Switch
360494.eps
6-90
17 Emergency Stop Electrical Diagnostics
Power for the emergency stop system is supplied from
the battery to the power relay. Power is routed from
the battery (Batt) terminal of the power relay to the
battery post on the main circuit breaker. From the
auxiliary post of the main circuit breaker, power is
routed to the battery terminal on the ignition switch and
to terminal 30 of the ignition relay on a Cummins tier II
engine. When the ignition switch is turned to the "on"
position, power is supplied to the battery post (B) on
circuit breaker 2 from the accessory (acc) post on the
ignition switch. Refer to the appropriate Engine
Electrical Schematic in the following section of this
chapter for more wiring information.
From the auxiliary post of circuit breaker 2, power is
routed to terminal 2 on the e-stop reset switch and to
bulkhead 11 in the main control box. Bulkhead 11
provides a ground between the machine frame and the
ground lug inside the control box. Power is routed
through pins B and D in bulkhead 11 to the battery (B)
side of each circuit breaker located inside the control
box.
From the auxiliary (A) side of the S2X circuit breaker,
power is supplied to the Pancon controller inside the
control box. The auxiliary (A) side of the control switch
circuit breaker supplies power to the track brake
switch, the servo lock switch, the sensor 1/sensor 2
switch and to terminal 30 on the vibrator on/off relay
K2. The auxiliary (A) side of the e-stop button circuit
breaker supplies power to terminal 1 on e-stop relay
K1. The auxiliary (A) side of the e-stop valve circuit
breaker supplies power to terminal 8 on e-stop relay
K1. Refer to the grade and slope electrical system
schematic or the steer electrical system schematic for
power supply information from the CAN power circuit
breaker.
E-stop relays K1 and K3
002-2879
To allow operation of the hydraulic and electrical
systems, the travel control knobs must be rotated
counterclockwise to the “off” position. By depressing
the e-stop reset switch, power is routed to terminal 2
on e-stop relay K1, causing it to energize. The contact
points will change, connecting terminals 1 and 3 as
well as terminals 8 and 6 together in the relay.
From terminal 3 on e-stop relay K1, power is routed inseries through the buttons in the following order:
consolebutton, left front button, right front button, left
rear button and right rear button. If each button is
pulled out, power is returned to terminal 2 on e-stop
relay K1. This allows the e-stop buttons to remain
energized after the e-stop reset switch is released. If
any one of the emergency stop buttons is depressed,
contact is broken and e-stop relay K1 is de-energized
causing the previously indicated hydraulic systems to
cease operation.
Upon initial start up of the engine, the e-stop lamp will
be illuminated. Power is supplied to the lamp from estop relay K1 inside the control box. When the relay is
de-energized, terminals 1 and 4 are connected which
supplies power to the lamp. When the lamp is
illuminated, the e-stop valve coil on the relief manifold
is de-energized. Since the e-stop solenoid valve is
normally open the hydraulic oil for the trimmer, track,
vibrator and conveyor systems will dump to tank
through the relief valves at low pressure. Also, the
Pancon controller will not receive a ground signal from
the e-stop system which causes it to shut down
electrical output signals to the track and vibrator
systems.
E-stop power relay
360434
G21 3600 12/11/03
6-91
From terminal 6 on e-stop relay K1, power is routed to
e-stop relay K3 causing it to energize. Power is also
routed from terminal 6 through bulkhead 12 to
energized the power relay coil.
With terminals 1 and 3 connected through e-stop relay
K3, a ground is routed to Pancon controller connector
J2 on pin A2. The ground connection signals the
controller that the e-stop system has been reset and
the travel and vibrator systems will operate electrically.
E-Stop Commanded: RESET
ALL SWITCHES TO NEUTRAL!
002-2768
Jumper wire on E-stop switch
Emergency stop display
002-2768
The controller is also programmed with an additional
safety procedure which requires that all variable
control knobs and FNR switches be returned to the
"off" or "neutral" position before the Pancon controller
will allow operation of the control systems. The screen
will indicate "E-Stop Commanded: RESET ALL
SWITCHES TO NEUTRAL!" if any of the FNR
switches are not in the neutral position or the variable
control knobs are not turned off. When all procedures
have been completed, all systems will be operational
and the screen will indicate the normal operating
display.
With the power relay energized, power is routed to the
e-stop valve coil causing the solenoid valve to close
causing the hydraulic systems to begin or resume
operation. Power is also supplied to the auxiliary
hydraulic control switches to allow operation of the
trimmer lift, trimmer shift, mold shift and left front leg
solenoid valves.
!
WARNING!
!
RESETTING THE EMERGENCY STOP SYSTEM.
MAKE CERTAIN ALL PERSONNEL ARE AWAY
FROM THE MACHINE BEFORE RESETTING THE
EMERGENCY STOP SYSTEM. MAKE CERTAIN
ALL EMERGENCY STOP BUTTONS ARE IN
WORKING CONDITION PRIOR TO OPERATING
THE MACHINE.
3.
Defective E-stop switch. If one of the E-stop
switches is defective, the system cannot be
reset. Connect a jumper wire between the
terminals on the E-stop switch on the control
panel. If the system can now be reset, the panel
E-stop switch is defective and must be replaced.
If the system does not reset, place a jumper
between the terminals on the left front switch,
then the right front switch, followed by the left
rear switch and then the right rear switch (one
switch at a time). If placing a jumper wire
between the terminals on any of the switches
will allow the system to be reset, that switch is
4.
Defective wiring to one of the emergency stop
buttons. The sequence of power supply is as
follows: K1 relay terminal 3 to pin A console
stop button; pin B console stop button to pin A
left front stop button; pin B left front stop button
to pin A right front stop button; pin B right front
stop button to pin A left rear stop button; pin B
left rear stop button to pin A right rear stop
button; pin B right rear stop button to relay K1
Symptom:
Machine controls will not operate. Emergency stop
reset light is illuminated and screen indicates E-Stop
Commanded display.
1.
Emergency stop system not reset. Depress the
emergency stop reset switch to reset the
system.
2.
Emergency stop button depressed. Release
each depressed button to the out position before
depressing the emergency stop reset switch.
G21 3600 12/11/03
6-92
terminal 2. The emergency stop switch, when
depressed, will also supply power to relay K1
terminal 2.
Symptom:
Using a voltage meter or 12 volt test light,
depress and hold the reset switch while testing
the wiring. Disconnect an emergency stop
button at the frame cable bulkhead. Check for
12 volt power supply on pins A and B. If 12 volts
is indicated on pin A, the power supply is
reaching this button from terminal 3 on relay K1.
This indicates that all wiring is good ahead of the
button that is being tested. If 12 volts is not
indicated on pin A, then a break in the 12 volt
power is between relay K1 terminal 3 and the
button being tested. If 12 volts is indicated on
pin B, the power supply is reaching this button
from emergency stop reset switch. This
indicates that all wiring is good behind the button
that is being tested. If 12 volts is not indicated
on pin B, then a break in the 12 volt power is
between relay K1 terminal 2 and the button
being tested. Continue testing the wiring at
each button until the defective wiring or button is
located. Repair or replace the defective wiring
as necessary.
Machine control will not operate. Emergency stop
reset light is not illuminated. Screen indicates E-Stop
Commanded display.
Manual override button
360211a
Open the rear access door to the control console.
Locate the manual override control button on the
e-stop solenoid valve and depress it. If the hydraulic
systems do not operate, refer to the appropriate
hydraulic system diagnostics for more information. If
the hydraulic systems do operate, refer to the following
procedures for diagnostic information.
1.
The console or remote variable speed control
knob has not been returned to the "off" position
or the travel/neutral switch is not in “neutral”.
Rotate travel variable control knobs to the "off"
position and place the travel/neutral switch in
“neutral”.
2.
Defective power or ground connection to K3
relay coil. If the K3 relay LED light is not
illuminated, make certain that 12 volts is
available to terminal 2 on relay K3 and a good
ground connection is available on terminal 7.
Temporarily use a jumper wire to test the power
and ground connections. Repair damaged
Swap K1 and K3 relays
002-2879
5.
Defective K1 relay coil. Remove and swap the
K1 relay with the K3 relay. Depress the
emergency stop reset switch. If the emergency
stop reset light will stop illuminating after
swapping has occurred, replace the defective
relay.
G21 3600 12/11/03
6-93
Swap relays
002-2879
3.
4.
Defective K3 relay. To check, place a jumper
wire between terminal 1 and terminal 3 on relay
K3. If all hydraulic systems operate, replace the
relay.
Defective ground connection to connector J2 pin
A2 on the controller. Remove the wire from
terminal 1 on relay K3 and momentarily connect
it to ground. If the E-Stop Commanded display
no longer appears on the screen, the ground
connection through the relay is defective or the
relay base is defective. Repair or replace the
relay base or ground wire connection on
terminal 3 as necessary.
Check power relay voltage
002-2886
1.
Defective power relay. Using a volt meter or test
light, check for 12 volts on the large terminals on
the top of the power relay. Check for a 12 volt
connection between the small power and ground
terminals on the top of the power relay. If 12
volts is indicated on the small terminals but is
not indicated on both of the large terminals,
replace the power relay.
2.
Defective wiring between relay K1 and the
power relay. If 12 volts is not indicated between
the small terminals on the power relay, the
wiring may be defective. Check continuity of the
wiring between the small terminals on the relay
to bulkhead 12. If continuity does not exist, the
wiring is defective and must be repaired or
replaced.
Symptom:
Travel, conveyor, trimmer and control switches do not
operate. Emergency stop light is not illuminated.
If continuity does exist, check the wiring inside
the control box between bulkhead 12 and
terminal 6 on relay K1. If continuity does not
exist, repair or replace the defective wiring.
If continuity does exist, check continuity between
terminals 6 and 8 while the relay is energized. If
continuity does not exist, replace the relay.
G21 3600 12/11/03
6-94
volts are present on the battery side of the
breaker, but not the auxiliary side, the circuit
breaker is defective and must be replaced. If 12
volts are present on both sides, check the
continuity of the wire between the circuit breaker
and the center terminal of the emergency stop
reset switch. If continuity does not exist, repair
or replace the wire.
2.
Defective wiring. Open the main control box and
depress the emergency stop reset switch. An
LED light will illuminate inside the K1 relay if the
relay coil is energized. If the LED light does not
illuminate, check the continuity of the wiring
between terminal 2 on the K1 relay and terminal
1 on the emergency stop reset switch. If
continuity does not exist, the wiring must be
3.
Defective K1 relay. Remove and swap the K1
relay with the K3 relay. Depress the emergency
stop reset switch. If the emergency stop reset
light will stop illuminating after swapping has
occurred, the relay is defective and must be
replaced.
4.
Defective K1 relay base. Remove the K1 relay
from the base. Check continuity between each
screw terminal and the corresponding relay pin
in the base. If continuity does not exist in one of
the pin to terminal checks, the relay base is
Emergency stop circuit breaker
002-2615
3.
Tripped circuit breaker caused by a short in one
of the emergency stop solenoid coils.
Disconnect both of the wires from the auxiliary
side of the 20 amp circuit breaker. Check both
sides of the circuit breaker for 12 volts. If 12
bolts are present on the battery side of the
breaker, but not the auxiliary side, the circuit
breaker is defective and must be replaced. If 12
volts are present on both sides, reconnect one
of the wires from the emergency stop solenoid
coils. If the circuit breaker now trips, the
connected wiring or solenoid coil is defective
and must be repaired or replaced. If the circuit
breaker does not trip, reconnect the wire from
the other emergency stop solenoid coil. If the
circuit breaker now trips, the wiring or solenoid
coil is defective. Replace or repair the wiring or
solenoid coil as necessary.
Symptom:
Emergency stop reset light continues to illuminate
when depressing the reset switch. Main hydraulic
systems do not function.
1.
Defective emergency stop reset switch. Using a
test light or volt meter, check the center terminal
of the reset switch for 12 volts. If 12 volts exists,
depress the reset switch and check terminal 1
for 12 volts. If 12 volts does not exist, the switch
is defective and must be replaced.
If 12 volts does not exist on either terminal,
remove the wiring from the auxiliary terminal of
the 10 amp engine circuit breaker. Check both
sides of the circuit breaker for 12 volts. If 12
G21 3600 12/11/03
6-95
Cummins 4BT3.9 Elite Engine Schematic (G21)
Engine Gauge Panel
Tachometer
Volt
Water
Meter Temperature
L3
G
S I
Oil
Pressure
L2
L3
L3
G
S I
L3
G
S I
G
S I
To Fuel Sender
Fuel
Gauge
G
S I
Starter
Coil
Cold
Hot
Cold
Starter Relay
Hot
Alternator
+
Starter
Actuator
Battery
-
Oil Pressure
Switch
Engine
Oil Pressure
Sender
Temperature
Sender
Master Disconnect
Switch
OFF
ON
P
C
NO
Diode
Cold
Hot
A
B
C
Hold in Coil-Red
Pull in Coil-Wht
Ground-Blk
Fuel
Stop
Actuator
21
Ω
Fuel Relay
Batt
B
A
20A
Main Circuit
Breaker 1
Aux
Power Relay
Contacts
Ignition Switch
SW4
Batt
Control Box
Acc
St
Ign
See Emergency Stop Electrical,
the Steer Electrical or the
Elevation Electrical Schematics
B
8A
S2X
Circuit Breaker
B
A
10A
Control Switch
Circuit Breaker
B
A
10A
E-Stop Button
Circuit Breaker
B
A
10A
E-Stop Valve
Circuit Breaker
B
A
10A
CAN Power
Circuit Breaker
8
Ω
E-Stop
Valve Coil
To E-stop reset switch
See Emergency Stop
Electrical Schematic
A
A
>
B B11
>
C
>
D
>
E
>
A
<
B
<
C
<
D
<
E
<
B
A
20A
E-Stop Circuit
Breaker 3
To solenoid valve control switches
See Emergency Stop Electrical
Schematic
B
A
20A
Miscellaneous
Circuit
Breaker 2
360501.eps
6-97
John Deere 4045T Engine Schematic (G21)
Engine Gauge Panel
Tachometer
Volt
Water
Meter Temperature
L3
G
S I
Oil
Pressure
L2
L3
Fuel
Gauge
L3
G
S I
G
S I
G
S I
To Fuel Sender
L3
G
S I
Hot
Starter
Coil
Cold
Cold
Starter Relay
Hot
+
Alternator
Starter
Actuator
Battery
-
Oil Pressure
Switch
Engine
Oil Pressure
Sender
Temperature
Sender
Master Disconnect
Switch
OFF
ON
P
C
NO
Diode
21
Ω
Aux
Batt
B
A
20A
Main Circuit
Breaker 1
Power Relay
Contacts
Ignition Switch
SW4
Batt
Control Box
8
Ω
Acc
E-Stop
Valve Coil
St
Ign
B
8A
S2X
Circuit Breaker 1
B
A
10A
Control Switch
Circuit Breaker 2
B
A
10A
E-Stop Button
Circuit Breaker 3
B
A
10A
E-Stop Valve
Circuit Breaker 4
B
A
10A
CAN Power
Circuit Breaker 5
A
>
B B11
>
C
>
D
>
E
>
A
<
B
<
C
<
D
<
E
<
To solenoid valve control switches
See Emergency Stop Electrical
Schematic
Fuel Stop
Solenoid
See Emergency Stop
A
B
A
20A
E-Stop Circuit
Breaker 3
B
A
20A
Miscellaneous
Circuit
Breaker 2
360500.eps
6-98
18 Engine Electrical Systems Diagnostics
positions. With the engine started, the fuel stop “holdin” coil will remain energized, allowing fuel to be
supplied to the engine.
Select the appropriate drawing according to engine
model and manufacturer. If the machine is equipped
with the Cummins QSB Tier II engine, refer to section
19 of this chapter for diagnostic procedures. The
electrical systems consist of the engine wiring
including the power supply to the circuit breakers.
When the ignition switch is turned to the start position,
the ignition switch start “St” terminal supplies power to
energize the starter relay and the fuel relay. With the
starter relay coil energized, contact is made between
the hot and cold terminals to supply power to the
starter coil causing it to energize to crank the engine.
With the Cummins fuel relay coil energized, the fuel
stop actuator “pull-in coil is energized to allow fuel to
the engine. After the engine is started, the ignition
switch is returned to the "on" position. The starter
relay and the fuel relay will de-energize causing the
starter to cease operation and the pull-in coil on the
fuel stop to de-energize. The fuel stop hold-in coil will
remain energized as previously indicated.
Power for the engine gauges is supplied through the
engine oil pressure switch. The engine must be
running for engine oil pressure to increase, causing
the switch to close, thus supplying the necessary 12
volts of power to the gauges. When the engine is
stopped, the oil pressure switch opens and power to
the gauges is broken.
The electrical systems operate on a 12 volt power
supply which begins at the battery. Continuous power
is supplied to the hot terminal on the starter coil and
starter relay. Continuous power is also supplied to the
hot terminal on the power relay and to the main circuit
breaker.
The ignition switch accessory (Acc) terminal supplies
power to the miscellaneous circuit breaker (#2) when
the switch is in the “on” position only. The
miscellaneous circuit breaker supplies power to the
fuel gauge and to all circuit breakers in the G21 control
box.
From the 20 amp main circuit breaker, power is
supplied to the battery terminal of the ignition switch.
Power relay and emergency stop system
John Deere Engine Electrical Description
The power relay provides power to the emergency
stop circuit breaker (#3) when the relay coil is
energized. From the circuit breaker, power is supplied
to the solenoid valve control switches and to the
emergency stop valve coil. Refer to the emergency
stop electrical schematic for more information.
On the John Deere engine, power is supplied from the
ignition (Ign) terminal to the fuel stop solenoid when
the ignition switch is in the “on” and “start” positions.
With the fuel stop solenoid coil energized, the fuel
solenoid valve will open allowing fuel to be supplied to
the engine.
Symptom:
When the ignition switch is turned to the start position,
the ignition switch start (St) terminal supplies power to
energize the starter relay. When the relay is
energized, contact is made between the hot and cold
terminals to supply power to the starter coil causing it
to energize to crank the engine. When the ignition
switch is released to the “on” position, the starter relay
is de-energized and the starter disengages.
All electronic controls inoperative.
The ignition switch accessory (Acc) terminal supplies
power to the miscellaneous circuit breaker (#2) when
the switch is in the “on” position only. The
miscellaneous circuit breaker supplies power to the
fuel gauge and to all circuit breakers in the G21 control
box.
1.
Battery discharged. Recharge as necessary.
2.
Defective ignition switch. Connect a jumper wire
between terminal 15 (Batt) and terminal 75 (Acc)
on the rear of the switch. If the controls now
respond, the switch is defective and must be
replaced.
3.
20 amp main circuit breaker tripped. Check for
12 volts at each terminal of the circuit breaker. If
12 volts are present on the battery side, but not
the auxiliary side, the circuit breaker may be
tripped. Disconnect the wires from the auxiliary
side of the circuit breaker and check again. If 12
volts are not present on the auxiliary side,
replace the circuit breaker. If 12 volts are
Cummins Engine Electrical Description
On the Cummins engine, power is supplied from the
ignition (Ign) terminal to the fuel stop actuator “hold-in”
coil when the ignition switch is in the “on” and “start”
G21 07/28/03
6-99
present on the auxiliary side of the circuit
breaker with the ignition switch in the “off”
position, but are not present with the switch “on”
suspect a short in the wiring between the switch
and the fuel stop solenoid or; between the
switch and miscellaneous circuit breaker (#3).
Check wiring and repair or replace as
necessary.
Symptom:
Fuel gauge and G21 controls do not operate.
Tripped miscellaneous circuit breaker caused by a
short circuit in the wiring. Disconnect the wires from
the auxiliary side of the miscellaneous circuit breaker.
Check both sides of the circuit breaker for 12 volts. If
12 bolts are present on the battery side of the breaker,
but not the auxiliary side, replace the circuit breaker.
If 12 volts are present on both sides, reconnect the
wires individually from bulkhead B11 on the back of
the main control box to the auxiliary terminal of the
circuit breaker. If the circuit breaker now trips, repair
or replace the wiring.
Engine will not crank.
1.
WARNING!
!
2.
G21 07/28/03
Master disconnect switch is “off”. Turn the
switch “on”.
!
If the circuit breaker does not trip, reconnect the wire
to the fuel gauge. If the circuit breaker now trips,
disconnect the wiring at the fuel gauge. If the circuit
breaker trips, repair or replace the wiring. If the circuit
breaker does not trip, replace the fuel gauge.
Symptom:
Master disconnect switch
360371
6-100
Discharged battery. Make certain that the
battery is fully charged. The electrical system is
a 12 volt negative ground system. Use a battery
hydrometer to check specific gravity of the
electrolyte in each battery cell. A fully charged
battery will have a specific gravity of 1.260.
Charge the battery if the reading is below 1.215.
Refer to the maintenance chapter in this manual
or to the appropriate engine operators manual
for more information on proper charging
procedures.
Clean battery cables
360218
3.
Battery cables are dirty or loose. Clean and
tighten the cables.
Check fuel shut-off solenoid for 8 ohms
6103
4.
Defective ignition switch. Momentarily connect a
jumper wire between the “Bat” (#15) and “Sol”
(#50) terminals on the rear of the ignition switch.
If the engine cranks, the switch is defective and
must be replaced.
5.
Defective wiring between the ignition switch and
the starter relay. Momentarily touch a jumper
wire between the hot terminal on the starter
relay and the coil terminal on the starter relay. If
the starter engages, the wiring is defective and
6.
Defective starter relay. Momentarily touch a
jumper wire between the positive (+) terminal on
the starter solenoid and the small terminal on
the top of the solenoid. If the starter engages,
the starter relay is defective and must be
replaced.
7.
Defective starter. Remove the starter and have
it checked and repaired by a qualified service
center.
Fuel shut-off solenoid not receiving +12 volts or
defective. Check the solenoid coil with an ohm meter
for 8 ohms of resistance with the wires removed. If the
solenoid coil reading is faulty it should be replaced. If
the coil reads correctly, check for +12 volts from the
wire when the ignition switch is “on”. If +12 volts is not
evident, replace the wiring.
Symptom:
Engine gauges will not work.
Symptom:
Engine stops suddenly or will not start but will crank.
Oil pressure switch
360217a
Oil pressure switch not closing to supply 12 volts to the
gauges. Connect the wires on the oil pressure switch
together. If the gauges respond, the switch is
defective and must be replaced, or the pressure in the
G21 07/28/03
6-101
oil system is low. Refer to the Cummins Diesel Engine
Operators Manual for procedures used to check the oil
pressure.
Symptom:
Tachometer indicates engine overspeed at maximum
throttle.
This is an indication that the tachometer may require
adjustment. Run engine at maximum speed. Insert a
small screwdriver through the adjustment hole in the
rear of the tachometer. Turn the adjustment screw
until the tachometer registers the same as the factory
adjustment for maximum rpm listed on the engine data
tag. For most accurate adjustment, check the engine
speed with a strobe or mechanical tachometer and
adjust the machine tachometer accordingly.
Note: Loose fan/alternator drive belts or a
defective alternator can cause faulty tachometer
readings. Adjust the belts as described in the
Maintenance chapter. Remove the alternator and
have it checked and repaired by a qualified service
center if necessary.
638624
G21 07/28/03
6-102
Cummins QSB-110 Engine Electrical Schematic (G21)
Fuel Gauge
L1
B1
B1 connects
to Engine
wiring harness
Note: Contact an Engine
Dealer for additional wiring,
service and diagnostic information.
30
18
31
19
20
8
2
21
9
10
22
17
1
11
28
23
6
4
16
5
12
15
13
14
24
27
26
25
29
7
3
NC
NC
CAN Shield
CAN +
NC
NC
ISC Decr
ISC Incr
Diag Decr
NC
Batt Batt +
NC
NC
CAN NC
NC
NC
Diag Incr
Diag On/Off
WTS Lamp
Key Start
+12 V
NC
NC
NC
ISC 1
Maint Lamp
Diag Lamp
WIF Lamp
Stop Lamp
<31
<30
<29
<28
<27
<26
<25
<24
<23
<22
<21
<20
<19
<18
<17
<16
<15
<14
<13
<12
<11
<10
< 9
< 8
< 7
< 6
< 5
< 4
< 3
< 2
< 1
J1-C
J1-A
SW1-1
SW1-3
SW3-1
SW1-2
SW4-Batt
J1-B
SW3-3
SW2-1
PL1-2
SW4-ST
SW4-IGN
Ignition
Relay K1
Throttle
Switch SW1
B1-25 1 Decrease
2 B1-21
B1-24 3
Increase
Ignition Switch
SW4
85
Batt
Next
Fault SW3
B1-23 1 Decrease
2
B1-13 3
Increase
Acc
St
B1-10
B1-9
PL1-3
30
A
87A
20A
Circuit
Breaker 2
B
Fuel
Sender
Ign
Diagnostic
Lamps
123456
Grd
PL1-5
PL1-1
PL1-5
PL1-6
86
87
A
B
20A
Main Circuit
Breaker 1
B1-20
Diagnostic
Mode SW2
3 Off
2
B1-12 1
On
76
Ω
I
S
See Emergency Stop
From Hot Terminal Engine Glow Plug Relay
PL1
SW4-Ign
Engine
Coolant
Temp
WIF=Water In Fuel
WTS=Wait To Start
Engine Oil
Pressure
Tachometer
B
A
6A
Engine Gauge
Circuit
Breaker 4
21
Ω
Aux
Batt
C B A
B
J13
J14
A B C
C B A
D E F
J1
A
B
C B A
D E F
C B A
D E F
J12
A B C
F E D
Power Relay
Contacts
C B A
D E F
J11
A B C
F E D
J10
A B C
F E D
J9
A
A B C
F E D
8
Ω
A B C
F E D
J8
B
Databus Module
B1-17
B1-28
B1-29
A
A
B
B
C
J2
E-Stop
Valve Coil
C
A
C
A
A B C D
H G F E
J3
A B C
F E D
J4
A B C
F E D
J5
A B C
F E D
J6
20A
Circuit
Breaker 3
B
To solenoid valve
control switches
See Emergency
Stop Electrical
Schematic
A B C
F E D
J7
D C B A
E F G H
Control Box
B
8A
S2X
Circuit Breaker 1
B
A
10A
Control Switch
Circuit Breaker 2
B
A
10A
E-Stop Button
Circuit Breaker 3
B
A
10A
E-Stop Valve
Circuit Breaker 4
B
A
10A
CAN Power
Circuit Breaker 5
A
Diagnostic
Module
360499
6-104
A
>
B B11
>
C
>
D
>
E
>
A
<
B
<
C
<
D
<
E
<
19 Cummins QSB-110 Engine Electrical
Diagnostics
The Cummins QSB tier II electrical schematic includes
the Gomaco wiring harness connected to the
Cummins engine wiring harness at bulkhead plug B1
and all circuit breakers on the machine. The engine is
supplied with a battery disconnect switch which must
be placed in the “on” position to provide power for all
electrical functions.
Power (+12 volts) is supplied through bulkhead 1 pin
20 (B1-20) to terminal 15 (Batt) on the ignition switch.
Power is also supplied from the hot terminal on the top
engine glow plug relay, to the battery side (Batt) of the
power relay. From the battery side of the power relay,
power is supplied to the battery post (Batt) of the main
circuit breaker.
From the auxiliary side of the main circuit breaker,
power is routed to terminal 30 on ignition relay K1.
With the ignition switch in the “off” position, power is
terminated at both the ignition switch and the ignition
relay. When the ignition switch is turned to the “on”
position, power is supplied from terminal 30 (Ign)
through the 6 amp engine gauge circuit breaker (#4) to
the databus module, providing power to the engine
gauges. Power is also supplied to plug 1 terminal 3
(PL1-3) for the engine diagnostic lamp gauge and to
bulkhead 1 pin 9 (B1-9) for engine control module
(ECM) operation.
When the ignition switch is in the “on” position, power
is supplied from terminal 75 (Acc) to terminal 85 on the
ignition relay causing it to energize. With the ignition
relay K1 energized, contact is made between terminals
30 and 87. Power is routed from terminal 87 to the
battery (B) terminal on miscellaneous circuit breaker 2.
From the auxiliary (A) terminal of circuit breaker 2,
power is supplied to terminal “I” on the fuel gauge.
Power is also supplied to bulkhead 11 in the main
control box on pins B and D. Power supply is looped
to each of the control box circuit breakers from
bulkhead 11. A frame ground is supplied through
bulkhead 11 on pins A and C to a ground lug inside
the control box. Power is also supplied to the e-stop
reset switch (refer to the emergency stop electrical
schematic for more information).
Note: If a “red” stop lamp is indicated on the
engine diagnostic lamp gauge or on the Murphy
diagnostic gauge, the ECM will not crank the
engine.
The power relay provides power to the emergency
stop circuit breaker (#3) when the relay coil is
energized. From the circuit breaker, power is supplied
to the solenoid valve control switches and to the
emergency stop valve coil. Refer to the emergency
stop electrical schematic for more information.
The throttle switch, diagnostic mode switch and the
next fault switch are provided a ground connection
looped between terminal 2 of each switch from the
ECM on bulkhead 1 pin 21 (B1-21). If one of the
switches is depressed, a ground connection is made to
the ECM in the appropriate direction to increase or
decrease the engine throttle; to activate the diagnostic
lamp mode or to advance to the next or last fault code.
Symptom:
Engine will not crank. Engine gauges do not
illuminate.
Battery disconnect switch
360410
1.
Engine start circuit
When the ignition switch is turned to the “start”
position, power is supplied from terminal 50 (St) to
bulkhead 1 pin 10 (B1-10) on the engine wiring
harness. The engine control module (ECM) will crank
the engine when power is received.
Network 06/02/04
6-105
Battery disconnect switch in the “off” position.
Turn the disconnect switch to the “on” position.
The disconnect switch is located on the right
side of the engine. Remove the engine shroud
door from the right side of the engine
compartment to gain access to the switch.
WARNING!
!
!
2.
Discharged battery. Make certain that the
battery is fully charged. The electrical system is
a 12 volt negative ground system. Use a battery
hydrometer to check specific gravity of the
electrolyte in each battery cell. A fully charged
battery will have a specific gravity of 1.260.
Charge the battery if the reading is below 1.215.
Refer to the maintenance chapter in this manual
or to the appropriate engine operators manual
for more information on proper charging
procedures.
Check voltage at ignition switch
360443
4.
Defective ignition switch. Using a test light or
volt meter, check for 12 volts on terminal 15
(bat) on the ignition switch. If 12 volts are not
present, check the engine wiring harness for
defective wiring and repair or replace as
necessary. If 12 volts are present, check for 12
volts on terminal 30 with the ignition switch in
the “on” position. If 12 volts are not present, the
ignition switch is defective and must be
replaced.
Symptom:
No power to the main control box. Fuel gauge does
not operate.
Clean battery cables
360218
3.
Battery cables are dirty or loose. Clean and
tighten the cables.
Voltage test at power relay
002-2866
1.
Network 06/02/04
6-106
No power provided to terminal 30 on the ignition
relay. Use a test light or volt meter to check for
12 volts at the battery side of the emergency
stop power relay. If 12 volts are not present,
replace the wiring between the engine and the
power relay.
85 and 86. A volt ohm meter should indicate
approximately 76 ohms of resistance between
the two terminals. Replace the ignition relay if
the reading is incorrect.
If 12 volts are present, check for 12 volts on both
sides of the main circuit breaker. If 12 volts are
present on the battery side but not the auxiliary
side of the circuit breaker, remove the wire from
the auxiliary side and repeat the check. Replace
the circuit breaker if the previous check remains
the same.
Replace the wiring between the main circuit
breaker and the ignition relay if both posts of the
circuit breaker indicate 12 volts are present.
2.
4.
Defective circuit breaker. Use a volt meter to
check for 12 volts on both posts of circuit
breaker 2. If 12 volts are provided to the battery
side (B) of circuit breaker 2 but are not present
on the auxiliary side of the circuit breaker,
remove all wires from the auxiliary side of the
circuit breaker and check again. Replace the
circuit breaker if 12 volts are not present.
5.
Defective wiring. If 12 volts are present, on both
sides of the circuit breaker after removing all the
wires from the auxiliary (A) post, reconnect each
wire until the circuit breaker trips. This indicates
that a short ciruit is present on the last wire that
was connected. Trace the wire to its origin and
disconnect thewire teminal or bulkhead cable.
Reconnect the wire at the circuit breaker.
Replace the wiring if the 12 volts are not
present.
Defective ignition switch. With the ignition
switch in the “on” position, use a test light or volt
meter to check for 12 volts on terminal 75 (Acc)
on the ignition switch. Replace the ignition
switch if 12 volts are not present but the ignition
switch will crank the engine.
If 12 volts are present, replace the fuel gauge,
e-stop reset switch or the wiring between the
control box circuit breakers and bulkhead 11 as
necessary.
Symptom:
One or more engine gauges do not work with the
engine running.
1.
Defective gauge. Remove the gauge panel from
the console. Some of the gauges are connected
to the databus module using 6 pin connectors.
The 6 pin connectors (J4 - J7 and J9 - J12) are
interchangeable. Swap the connector from the
nonworking gauge to one of the connectors
used by a working gauge. If the gauge still does
not operate, it must be replaced. If the gauge
operates, the connecting plug in the databus
module may be defective. Connect the gauge
into one of the other 6 pin connectors not in use.
Mark the defective plug to prevent further use.
2.
No power supply to the databus module. If the
gauge lights do not work, depress the engine
gauge circuit breaker button if it is extended. If
the button pops out immediately, an electrical
short to ground is present.
Voltage test at ignition relay
002-2896
3.
Defective ignition relay. Use a volt meter to
check for 12 volts at terminal 30 and terminal 87
on the ignition relay K1. If 12 volts are present
at terminal 30 but are not present at terminal 87,
check the following.
Check for 12 volts at terminal 85 on the ignition
relay. If 12 volts are not present, refer to the
preceding corrective measure. If 12 volts are
present, make certain a good ground connection
is provided to the relay coil on terminal 86.
The coil may also be checked for ohms of
resistance by removing the wires from terminals
Network 06/02/04
6-107
Disconnect plug J1 from the databus module.
Reset the circuit breaker. If the reset button
pops out, the circuit breaker may be weak or the
wiring between the circuit breaker and plug J1 is
defective. Repair or replace the wiring or the
circuit breaker.
If the reset button remains depressed, the
databus module or one of the gauges is shorted.
Turn the ignition switch “off”. Disconnect all
gauges and reconnect plug J1 to the databus
module. Turn the ignition switch “on”. If the
circuit breaker reset button pops out, the module
is shorted and must be replaced. If the circuit
breaker reset button remains depressed,
connect each gauge individually until the button
pops out. Replace the gauge that pops out the
circuit breaker reset button.
Symptom:
Engine stops operation. Red diagnostic lamp
illuminated.
If the diagnostic lamp gauge illuminates a red stop
lamp, check either the Murphy diagnostic gauge for
service codes or depress and hold the diagnostic fault
switch to read the flash codes on the diagnostic lamp
gauge. Provide the SPN FMI service code or the flash
code numbers to your local Cummins Service Center
Network 06/02/04
6-108
Assemble the line holder rods and clamps and place a
rod and clamp on each stake.
CHAPTER VII STRINGLINE SETUP
Note: This should be done before the stake is
driven, as the head of the stake will spread,
preventing the placement of the clamp on the
stake.
This chapter contains detailed instructions on setting
the stringline which the machine follows for straight
work, radius work and for slope changes. Accurate
placement of the stringline assures maximum control
to meet strictest tolerances. Any deviation in the
stringline will affect final line and grade.
Recommended Offsets
Stringline
12 to 48 in.
30 to 122 cm
0 to 24 in.
0 to 60 cm
Hub
Set stakes behind hub
715-0001
M-D-999-047
801
Recommended Offsets
M-D-999-047
The recommended distance between the stringline
and the edge of the finished product is 12 to 36 in. (30
to 91 cm). The recommended distance the stringline
should be placed above the top edge of the finished
product is 0 to 24 in. (0 to 60 cm). The distances will
be determined by job conditions and the mold profile
used.
Note: Offset distances used in this chapter are
referenced from the top back of the curb profile.
Reference points may differ according to job
conditions. Make certain the reference point is
known before proceeding.
Drive one stake and rod assembly approximately 1 ft.
(30 cm) behind each grade hub, as near vertical as
possible. Stakes should not be placed over 50 ft.
(15.2 m) apart, with 25 ft. (7.6 m) intervals
recommended. If stakes are not driven as near
vertical as possible, line will be affected when grade is
adjusted, or grade will be affected when line is
adjusted.
Drive one stake and rod assembly 15 to 20 ft. (4.6 to
6.1 m) before the first and past the last grade hub, if
possible, to allow room to maintain line and grade prior
to the beginning point and past the finish point of the
job.
02 Setting Straight Line
Set winch
715-0003
Assemble line holder rod to stake
715-0002
G21 09/22/97
Assemble the winches by placing the crank handle on
the drive shaft and securing it in place with the self
locking nut.
7-1
Drive a stake approximately 4 ft. (1.2 m) beyond the
first stake. Place the hole in the winch mounting plate
down over the stake and fasten the winch in place by
tightening the setscrew. Drive a second stake through
the slot in the mounting plate and secure the winch to
this stake by driving the wedge plate (on the
underside) in tight.
Drive a stake at an angle approximately 4 ft. (1.2 m)
beyond the last stake and attach the line. Attach the
line at the same height as the finished line will be. It is
recommended that the excess line not be cut loose,
unless necessary.
Note: The winch should be set at the same height
as the finished line.
Check line for tension
715-0005
Winch the line tight enough to eliminate any slack that
would affect line and grade. To check, attempt to twist
the line. If it can be twisted more than 45 degrees, it is
too loose.
Attach line to winch drum
715-0015
Attach the end of the stringline to the winch drum.
Winch approximately 5 ft. (1.65 m) of line onto the
drum. Insert a bar into the center of the spool of line
and uncoil as much as is needed. It is recommended
that one winch be used to tension no more than 1000
ft. (305 m) of line.
!
CAUTION!
!
THE METAL INSERTS IN THE CENTER OF THE
LINE SPOOL MAY CAUSE PERSONAL INJURY IF
THE LINE IS UNCOILED BY PLACING FINGERS IN
CENTER OF SPOOL.
Place line in holder notch
715-0006
Place the line in the notches at the end of each line
holder rod. The hole in the end of the line holder rod is
at a right angle (90°) to the holder. The slot cut down
into the hole is at approximately a 5° angle to the hole.
This provides a hook to hold the line in the hole.
Position the line holder rod at a right angle (90°) to the
stringline so the hooks will hold the line in the hole.
Note: Do not place the line in the holder rod notch
until the line has been winched tight. The line
could catch in the holder rod notch and affect
tension.
Attach line to anchor stake
715-0004
G21 09/22/97
7-2
Plumb line over hub
715-0007
Using a level, plumb up from the locating mark on the
top of the grade hub and adjust the line in or out as
needed to position the line directly above the grade
hub. Tighten the adjusting screw in the clamp
securely.
Set line for cuts
715-0009
To adjust the line for cuts, subtract the required
amount of cut from the distance between the line and
the finished product, to give the distance the line is to
be set above the grade hub. A cut indicates the
finished product will be below the top of the grade hub
by the amount indicated.
For Example: If the line is to be 2 ft. (60 cm)
above the top of the finished product and the
grade stake calls for a cut of 0.25 ft. (7.6 cm), the
distance between the grade hub and the line
would be 1.75 ft. (52.4 cm). This would cause the
finished product to be 0.25 ft. (7.6 cm) below the
top of the grade hub.
Set line for fills
715-0008
Adjust the stringline elevation by measuring up to the
line from the locating mark on the top of the grade hub.
For fills, add the required amount of fill to the distance
between the line and the finished product, to give the
distance the line must be set above the grade hub. A
fill indicates that the finished product will be above the
top of the grade hub by the amount indicated.
For Example: If the line is to be 2 ft. (60 cm)
above the top of the finished product and the
grade stake calls for a fill of 0.50 ft. (15 cm), the
distance between the grade hub and the line
would be 2.5 ft. (75 cm). This would cause the
finished product to be 0.50 ft. (15 cm) above the
grade hub.
G21 09/22/97
Eyeball line for imperfections
715-0014
After the line has been completely adjusted, check it
by sight to locate any deviations in the line, or to adjust
stakes that are set in between grade hub locations.
Adjust the line as necessary.
7-3
03 Setting Line for Radii
Outside Radius
Inside Radius
Stringline
Machine
Stringline
Machine
Pivot Point
Pivot Point
M-D-999-005
814
Comparison of inside and outside radii
M-D-999-005
An outside radius refers to the machine beyond the
radius pivot point and the stringline; an inside radius
indicates the machine is between the pivot point and
the stringline.
Stringline set for radius
715-0010
To set the line for a radius, drive a stake at the radius
hub. Measuring out from this point, drive stakes and
rod assemblies at the correct distance from the radius
hub.
For Example: If a 25 ft. (7.6 m) outside radius is
being set and the finished product line is to be 4 ft.
(1.2 m) from the line, set the stakes at 20 ft. (6.1
m) and the line at 21 ft. (6.4 m) from the radius
point. If a 35 ft. (10.7 m) inside radius is being set
and the finished product line is to be 4 ft. (1.2 m)
from the line, set the stakes 40 ft. (12.2 m) from
the radius point and the line 39 ft. (11.9 m).
Plastic pipe in holder
715-0011
To determine the distance to set between the stakes,
divide the radius by ten. Thus in a 25 ft. (7.6 m)
radius, the stakes would be placed no more than 2.5 ft.
(76 cm) apart. Place the stringline in the holder rod
notches and adjust the line and grade as necessary to
give a smooth looking radius.
Note: When paving around a radius, the material
line may move towards the radius point. It may be
necessary to “dry run” the paving equipment and
reset the line in, or out, to achieve the correct line.
G21 09/22/97
To make a smooth radius and use less stakes and
rods, use 3/4 in. (2 cm) plastic tube. Drive the radius
stakes 4 to 5 ft. (1.2 to 1.5 m) apart. Make a special
bracket such as the one shown in figure M-D-999-006
and slide it over the end of the line holder rod. Place
the plastic tube into the holder and slide the bracket
onto the holder so the end of the line holder rod will
hold the tube in the holder. Tighten the setscrew.
7-4
section and continue setting the line in the normal
manner.
Note: It may be necessary to tie the two lines
together with small pieces of string or tape, to hold
them both in the notch in the end of the line holder
rod.
To assure sensor wand clearance, drive an offset
stake on either side of the last stake in the first section.
Adjust the offset line holders to hold the line back from
and slightly above the main line.
04 Positioning Stringline for Cross Slope Changes
Start of plastic pipe radius
Drive a stake and line holder rod assembly
approximately 4 ft. (1.2 m) before the start of the
radius. Place the stringline in the notch in the holder
and adjust for line and grade as previously described.
Attach the end of the line to an anchor stake, set 1 ft.
(30 cm) behind the main line, so the end of the line is
slightly higher than the main line. Extend the tubing
from the beginning of the radius to the stake set ahead
of the starting point. Secure the end of the tube to the
top of the stringline with tape, so the machine side of
the tube is even with the side of the stringline. Adjust
the tube so the bottom edge of it is at the same grade
as the stringline and the edge of it is the proper offset
distance from the radius point. Set the finish end of
the radius in the same manner.
When setting stringline through a super elevation, or
any location involving a slope change, a correction in
the height of the stringline is usually necessary.
Stringline elevation correction is directly related to and
proportional to the amount of cross slope change and
the distance the stringline is from the material
placement line.
Slope/Grade Elevation Change
Pivot Point
Grade Elevation
Change
Continuing Line Past 1000 Ft. (304.8 M)
M-D-999-045
First Section
Second Take-up
Winch
M-D-999-045
Off-set Stake
First Take-up
Winch
Second Section
M-D-999-046
Automated trimmers and pavers pivot around the
stringline. The stringline acts as a pivot point when
cross slope is changed. As slope is increased or
decreased, grade elevation is affected. At those
locations where slope changes are required, it is
recommended that the stringline height be changed to
compensate. When the stringline is on the left side of
the machine and the amount of slope is increased, the
stringline should be lowered, and the line should be
raised as the amount of slope is decreased. When the
stringline is set under the machine and the slope is
increased, the line must be raised, and must be
lowered when the slope is decreased.
Continuing line past 1000 ft.
M-D-999-046
To continue the stringline past 1000 ft. (305 m), place
a winch assembly between the last two stakes of the
first section, in line with the stakes. Attach the second
section of line to the winch and uncoil the line as
required. Winch the line tight. Place the second line
in the notch of the last line holder rod in the first
G21 09/22/97
818
Slope/grade elevation change
7-5
Corrected Stringline
05 Setting the Line Under the Machine
Corrected String Line
Correct Elevation
M-D-999-044
Corrected stringline
M-D-999-044
To determine the amount of grade correction
necessary for a given amount of slope change,
measure the distance from the stringline to the
material placement line. Multiply this distance by the
total amount of slope change. The result is the
amount of grade change necessary.
For Example: If the stringline is located 3 ft. (91
cm) from the concrete line and the total amount of
slope change is 4%, multiply as follows:
Multiply 4% (.04) x 3 ft. (91 cm)
.04 x 3 ft. (91 cm) = 0.12 ft. (3.64 cm) correction
required.
Raise or lower the stringline as required. If the amount
of slope is being increased, the stringline must be
lowered and if the slope is being decreased, the
stringline must be raised. It is recommended to start
the stringline adjustment at the beginning of the slope
transition and make even adjustments at each grade
stake. The maximum amount of stringline adjustment
should be attained at the high point of the transition.
When setting the line for under the machine, when
pouring parapet wall, special holders must be made
that will not tip over. There is a variety of ways to
make holders. Some will weld a 12 in. (30 cm) piece
of 3/4 in. (2 cm) shaft to a plate of steel and others will
insert a shaft into a pail of fresh concrete and allow the
concrete to harden. It is recommended to set the line
approximately 8 to 9 in. (20 to 23 cm) above the grade
surface.
The line is normally set 5 ft. (1.5 m) from the front face
of the wall base. Measure from the reference point
and set the line accordingly. After the line is set,
adjust it by sight for any deviations. It is
recommended to draw a line around the base plates,
so if they are moved, they can be returned to the exact
same place.
PVC Holder bracket
For Example: If a slope change of 4% is required
over 100 ft. (30.5 m), adjust the line 1/4 of the total
amount necessary at each of the four grade
stakes in that 100 ft. (30.5 m). The total amount of
adjustment would be made at the high point, which
would be 0.12 ft. (3.64 cm). The first stake prior
to, or after, the high point would be adjusted 0.09
ft. (2.37 cm), the second one prior to, or after, the
high point would be adjusted 0.06 ft. (1.82 cm) and
the third one prior to, or after, the high point would
be adjusted 0.03 ft. (0.91 cm). Adjust the line in
this manner on both sides of the transition high
point.
1
4
3 85
3
3
112
7
16
5
16
4
10 UNC
Dia. Conduit Clamp
M-D-999-006
820
Plastic tube holder drawing
M-D-999-006
G21 09/22/97
Wall Min.
7-6
I. D.
06 Setting Radius Wheels
Note: Other materials such as PVC pipe,
fiberglass rod, or fiberglass bar may be used to
form a smooth radius to guide the machine.
Raise Radius Wheel and Attach Clips
824
Placement of Radius Wheel
822
It will be necessary to find the center of the radius and
place the center spoke of the radius wheel over the
center point of the radius. Make certain that the radius
wheel is the proper size. Measure from the center of
the wheel to the outer edge and add the offset that the
machine will be set for. The sum will give the total size
of the radius to be poured. For example, if the radius
wheel measures 4 feet (1.2 m) and the offset is 1 foot
(30 cm) to the back of curb, then the total size of the
radius is 5 feet (1.5 m). Place a stringline stake in the
center spoke of the wheel and drive it as vertical a
possible.
Raise the radius wheel up to the approximate height it
will be at for the pour. Tighten two of the set screws
temporarily to hold the wheel in position. Place the
stringline around the radius wheel and clip it in position
using the spring clips provided and tighten the
stringline. To check, attempt to twist the line. If it can
be twisted more than a 20° angle, it is too loose. It
may be necessary to have another person support the
stringline on the radius wheel while tightening the
stringline.
Notice: An unsatisfactory product will occur if the
stringline is not adequately tensioned. This is
especially important on the GT-3600 due to the
close proximity of the sensor wands applying
pressure to the stringline.
Set Wheel to Grade
825
Orientation of radius wheel
823
Orient the spokes in the radius wheel so that they are
at a 90° angle in relation to the next radius wheel and/
or the stringline. Drive a stringline stake in each of the
remaining holders as vertical as possible.
G21 09/22/97
Adjust the radius wheel elevation by measuring up to
the bottom side of the wheel from the locating mark on
the top of the grade hub. For fills, add the required
amount of fill to the distance between the bottom of the
wheel and the finished product to give the distance the
wheel must be set above the grade hub. A fill
indicates that the finished product will be above the top
of the grade hub by the amount indicated.
7-7
To adjust the wheel for cuts, subtract the required
amount of cut from the distance between the bottom of
the wheel and the finished product to give the distance
the wheel is to be set above the grade hub. A cut
indicates the finished product will be below the top of
the grade hub by the amount indicated.
Tighten the set screw(s) securely that is(are) located
nearest to the grade hub used to set the wheel.
Placing a level across the top of the radius wheel,
plumb the wheel to match the same slope (if any) as is
set in the stringline. If another radius wheel is located
nearby, it may be possible to pull a stringline across
the top of the two radius wheels. Adjust the wheels so
that they are parallel to each other.
After the wheel and stringline have been completely
adjusted, check it by sight to locate any deviations in
the line, or to adjust stakes that are set in between
grade hub locations. Adjust the line as necessary.
Contact GOMACO or your nearest authorized
GOMACO dealer for information on the different radius
wheel sizes that are available.
G21 09/22/97
7-8
Percent
Slope
Inches
Per
Foot
Inches
Per
10 Ft.
Inches
Per
11 Ft.
Inches
Per
12 Ft.
Inches
Per
13 Ft.
Inches
Per
14 Ft.
0.13%
1/64"
5/32"
11/64"
13/16"
13/64"
7/32"
0.26%
1/32"
5/16"
11/32"
3/8"
13/32"
7/16"
0.52%
1/16"
5/8"
11/16"
3/4"
13/16"
7/8"
0.78%
3/32"
15/16"
1-1/32"
1-1/8"
1-17/32"
1-5/16"
1.04%
1/8"
1-1/4"
1-3/8"
1-1/2"
1-5/8"
1-3/4"
1.56%
3/16"
1-7/8"
2-1/16"
2-1/4"
1-7/16"
2-5/8"
2.08%
1/4"
2-1/2"
2-3/4"
3"
3-1/4"
3-1/2"
3.13%
3/8"
3-3/4"
4-1/8"
4-1/2"
4-7/8"
5-1/4"
4.17%
1/2"
5"
5-1/2"
6"
6-1/2"
7"
M-D-999-048
821
Relation of Degree and Percent of Slope
7
6
30°
5
50%
25°
RISE
4
40%
20°
30%
3
15°
2
20%
1
10%
10°
1
2
3
4
5
RUN
7
8
10
9
822
M-D-999-049
G21 09/22/97
6
7-9
5°

Gomaco GT-3600 Operator`s Manual

Transcription

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