Escolar Documentos
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OPERATION AND
AND MAINTENANCE
MAINTENANCE MANUAL
MANUAL
Publication No.
No. 13xx,
1400, Rev.
Publication
Rev.00
DPIS-1-HED
DPIN1HED
SERIAL
SERIAL NO.
NO. 202XXX
202839
* DPIS CHASSIS
* PRB3-50CHASSIS
BOOM
DPIN
* HCF-16 FEED
SINGLE
BOOM
* HYDRAULIC TRAM
HYD/ELECTRIC
* ELECTRIC/DIESEL DRILL
2008
2008
Oldenburg
Oldenburg
Group
Group
Incorporated
Incorporated
All
rights reserved
All rights reserved
DRILL
Sales:
Service:
Donald Miller
Norm Bowley
Mobile:
Mobile:
(443) 975-9091
(814) 935-0962
SOUTHEAST:
Sales:
Service:
Service:
Service:
Service:
Terry Robinette
Mike Finley
Jim Smith
Bill Debord
Barry Robinette
Mobile:
Mobile:
Mobile:
Mobile:
Mobile:
(303) 638-4232
(615) 456-4465
(931) 267 8646
(931) 239-9926
(606) 205-2882
MIDWESTERN:
Sales
Jim Bible
Service:
Service:
Service:
Mobile:
Home Office:
Mobile:
Mobile:
Mobile:
(573) 259-8329
(573) 468-8329
(309) 338-7294
(636) 575-5755
(603) 289-0047
WESTERN:
Sales:
Ron Tyler
Office:
Mobile:
(775) 778-9234
(775) 934-0856
CANADA:
Sales:
Brad Stewart
Mobile:
Home Office:
(705) 669-7839
(705) 753-6334
MEXICO:
Sales:
Service
Marcos Rosiles
Gustavo Sanchez R.
Service
Service
Gabriel Rodriguez.
Manuel Reyes
DIRECTOR OF SERVICE:
Tom Bellofatto
Office:
Home Office:
Mobile:
(603) 542-9548
(603) 863-1700
(603) 558-0496
Pedro Oyarzun
Office:
Fax:
(56) (72) 22 55 10
(56) (72) 22 40 00
MINING EQUIPMENT
SERVICE MANAGER:
Stefan Gierko
Office:
Mobile:
(603) 542-9548
(603) 738-2255
MINING EQUIPMENT
PARTS MANAGER:
Debbie Borey
Office:
Mobile:
(603) 542-9548
(313) 559-7375
MINING EQUIPMENT
SALES MANAGER:
Bill Rhoades
Office:
Mobile:
Home Office:
(603) 542-9548
(603) 848-0794
(603) 495-0041
MARKETING ADMINISTRATOR:
Dave Sabalewski
Office:
(603) 542-9548
DRILLING EQUIPMENT
WARRANTY AND LIMITATIONS OF DAMAGES
Oldenburg Group Incorporated (Cannon) warrants to Purchaser, and to Purchaser only, that the products manufactured by it will
conform to the description in Cannons final written quotation and/or acknowledgment of Purchasers purchase order covering the
products to which this warranty applies; that Cannon will convey good title thereto; and that such products will, at the time of
shipment and for a period of six months or one thousand (1,000) hours whichever occurs first after delivery to the original Purchaser
thereafter, be free from defects in material and workmanship under normal use and service. No oral description or statements will
constitute representations of warranties concerning Cannons products. This warranty shall not be applied to any products, which are
subjected to misuse, negligence, accident or corrosion, nor shall it apply to any products, which are altered by Purchaser or others.
ITEMS EXCLUDED FROM THIS WARRANTY ARE:
Tires, axle, gear box, and diesel engines, which are warranted to the purchaser by their respective Manufacturers (warranty
attached).
Preventative maintenance or operating services including, but not limited to, consumables, ie. Heads, Filters, Hoses, Fittings,
Lubricants, Lights, Fuses.
Repair and replacement due to normal wear and tear, misuse, abuse, neglect, accident or alterations not specifically
authorized by Cannon Corporation.
Assemblies and components purchased from Cannon Corporation are included within this warranty, but will not be
considered defective as units, and replacement will be limited to the individual part proven defective.
Altering original equipment design without written authorization from Oldenburg Group Incorporated.
Failure to shut down equipment for repair after problem is discovered.
Operating outside equipment designed specifications.
Failure to properly maintain products in accordance with Cannons recommended procedures.
Failure to file a warranty claim within (5) five business days of the failure.
Failure to return the part or parts to an Oldenburg representative for warranty consideration within (10) ten business of the
failure.
CANNON MAKES NO OTHER WARRANTIES WHATSOEVER WITH RESPECT TO SUCH PRODUCTS AND HEREBY
DISCLAIMS ANY IMPLIED WARRANTIES WITH RESPECT THERETO, INCLUDING, WITHOUT LIMITATION,
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Cannons obligation under this warranty is expressly limited to repair or replacement at its factory or other location designated by
Cannon, of any product or parts of products manufactured by Cannon and covered by this warranty which shall, within six (6) months
or one thousand (1,000) hours whichever occurs first after delivery to the original Purchaser, be returned to Cannon with
transportation charges prepaid, and which Cannons examination shall disclose to its satisfaction to be defective. All replacement parts
shall only be warranted for the length of the original machine warranty (six months after delivery to the original purchaser). The sole
purpose to the exclusive remedy set out here in shall be to provide Purchaser with free repair or replacement of the defective product.
This exclusive remedy shall not be deemed to have failed of its essential purpose so long as Cannon is ready and willing to repair or
replace in the prescribed manner. However, Cannon, at its option, may, in lieu of such repair or replacement, refund the purchase
price applicable to such products or parts. If warranty is granted, all standard freight costs (UPS, LTL) of the defective parts to and
from the Purchaser by Cannon shall be at Cannons sole expense. If Cannon denies warranty to Purchaser, all freight costs to and from
Cannon shall be at Purchasers sole expense. Removal and reinstallation of the replacement parts will be at the purchasers sole
expense.
Cannon shall not be liable for any loss of profits, loss of use, loss of business, or damage to good will, personal injury damages,
damage to property or any incidental or consequential damages of any kind whatsoever resulting from breach of warranty, failure to
comply with any obligations under this Contract, or any other cause, nor shall Cannon be liable for any damages, other than those
expressly permitted under this Contract, whether direct, indirect, special, consequential or exemplary, resulting from any cause.
No action for breach of the warranty stated above, or for any other claim for breach of this contract, may be brought by Purchaser or
anyone else more than one year after the date of delivery.
Uses
This warranty applies to the first retail purchaser and subsequent
owners during the WARRANTY PERIOD of new DaimlerChrysler A.G.
of Germany (referred to as Mercedes-Benz) Series OM300, OM400,
OM500, OM600 and OM900 engines (referred to as Engine) manufactured or supplied by DaimlerChrysler which are used in
construction and industrial applications operated in the United
States, Canada or Mexico and delivered on or after January 1, 1997.
Defects
This warranty covers Engine REPAIRS to correct any malfunction
occurring during the WARRANTY PERIOD resulting from defects in
material or workmanship.
Maintenance
Mercedes-Benz is not responsible for the cost of maintenance or
repairs due to lack of performance of required maintenance service
or the failure to use fuel, oil, lubricants and coolant meeting
Mercedes-Benz-recommended specifications. Performance of
required maintenance and use of proper fuel, oil, lubricants and
coolant are the responsibility of the owner. See the Operating Manual
for details.
Repairs
To obtain warranty repairs, you must request the needed repairs
within the WARRANTY PERIOD from an authorized Detroit Diesel
Corporation (referred to as DDC)* service outlet. Only new genuine
parts or remanufactured parts or components supplied or approved
by Mercedes-Benz will be used. Mercedes-Benz may, at its discretion, replace rather than repair components. A reasonable time must
be allowed to perform the warranty repair. Repairs will be performed
during normal business hours.
Warranty Period
The WARRANTY PERIOD begins on the date the Engine is delivered
to the first retail purchaser or put in use prior to sale at retail, whichever date occurs first, and ends at the time limits shown below:
WARRANTY PERIOD
Item
Engine
Warranty Limitations
(Whichever Occurs First)
Other Limitations
Repair Charge To Be
Paid By Owner
MONTHS
ENGINE HOURS
PARTS
LABOR
0-24
3,000
No Charge
No Charge
Service Supplies
The cost of service supplies such as coolant, oil and filters, which are
not reusable due to needed repairs is covered by this warranty.
Like Replacement Engine
Engine(s) supplied by Mercedes-Benz or DDC as a replacement for
an Engine still under warranty will assume the identity of the Engine
being replaced and be entitled to the remaining warranty coverage.
Some states do not allow the limitation of how long this warranty may
last or the limitation or exclusion of incidental or consequential
damages, so the above may not apply to you. This warranty gives
you specific legal rights, and you may also have other rights which
may vary from state to state.
17SE702 9906 Conditions of this offer are subject to change without notice. Printed in U.S.A.
LIKE
New genuine Mercedes-Benz parts or remanufactured
REPLACEMENT parts or components supplied or approved by MercedesPARTS:
Benz that replace parts covered under this Agreement.
REPAIR:
III. PROVISIONS
A. CONDITIONS
I. INTRODUCTION
This Agreement describes the coverage provided under the Mercedes-Benz
A.G. of Germany (Mercedes-Benz) Power Protection Plan.
The coverage provided is applicable to the product(s) described in the
Agreement Registration, a separate document.
All eligible failures, as defined elsewhere in this Agreement, should be
eported promptly to the Detroit Diesel Corporation (DDC) Distributor or
authorized Service Dealer from whom this Agreement was purchased or, if
more convenient, to an authorized DDC service outlet.
B. COVERAGES
Under the Power Protection Plan for Mercedes-Benz engines used in
agricultural, construction and industrial applications, two (2) coverages are
available.
Coverages are 100% parts and labor on Qualified Parts for up to three (3)
years/4,000 hours, or four (4) years/6,000 hours. The time and hour limitation
is determined by engine eligibility and coverage selection by the customer.
ENGINE
SERIES
OM400,
OM500,
OM904,
OM906,
OM926,
OM457
COVERAGE
NUMBER
ENGINE COVERAGE
AGREEMENT
ADJUSTMENT CHARGE TO BE
LIMITATIONS
PAID BY OWNER
YEARS
HOURS
PARTS
LABOR
34
4,000
NO CHARGE
NO CHARGE
46
6,000
NO CHARGE
NO CHARGE
In addition, progressive damage to any engine part resulting from the failure
of a Qualified Part is covered under this Plan.
Coverage also includes R&R labor and the replacement of service supplies
(i.e., coolant, belts, and lubricating oil) which are not reusable due to a
covered failure.
Mercedes-Benz will pay reasonable travel expenses for the repairing
mechanic to travel to and from the repair site when such travel is required to
perform a covered repair.
Printed in U.S.A.
MERCEDES-BENZ A. G.
Agricultural and Construction/Industrial P3
Power Protection Plan Agreement
C. COVERAGE LIMITATIONS
1. The replacement of normal maintenance items as outlined in the
owners manual (such as filters, belts, hoses, air cleaners, and fluids)
are not covered.
2. Performance of engine tune-up is not included in the coverage unless
required with the repair of a Qualified Part.
3. Coverage does not include parts not furnished by Mercedes-Benz, or
parts furnished by any other manufacturer or equipment supplier as
part of the original equipment. Examples of such parts may include
air cleaners, aircleaner ducting, radiator, radiator connections.
4. Coverage does not include progressive damage to any part,
including Qualified Parts, resulting from a failure of a part not covered
under this Agreement.
5. Failure due to accident, misuse, misapplication, storage damage,
modification exceeding Mercedes-Benz specifications, negligence,
lack of proper maintenance or the use of parts not approved by
Mercedes-Benz is not covered under this Agreement.
6. Coverage does not include failure due to chemical corrosion and
physical erosion.
7. Coverage does not include repairs or replacement of Qualified Parts
performed by other than an authorized DDC service outlet, so as to
affect adversely, in the judgment of Mercedes-Benz, its performance
and reliability.
8. Failure caused by fire, theft, freezing, vandalism, riot, explosion,
lightening, earthquake, windstorm, hail, water or flood is not covered
under this Agreement.
9. Coverage does not include failure covered by a repairing outlets
guarantee, communication expenses, loss of time, loss of use of the
Engine or equipment, inconvenience, meals, lodging, overtime or other
consequential loss that may result from a failure.
10. Cylinder liner, piston and piston ring failures attributable to wear-out
are specifically excluded from this Agreement.
The wear rate of parts in any engine, and especially those parts within
the combustion area, will vary depending on operating conditions
and environment. Conditions, such as load, quality of air, fuel, lube oil
and lube oil filters bear a direct relationship to the wear rate and
resulting life of parts.
Depending upon the severity of these various conditions, parts wear
and resulting failure could occur within the limitations of this coverage.
11. Coverage does not include transportation of equipment, crane rental
or overtime.
12. Coverage does not include performance complaints (including but
not limited to low power, poor fuel economy, excessive oil
consumption etc.) unless caused by the failure of a Qualified Part.
D. CUSTOMER RESPONSIBILITIES
1. The owner is responsible for the performance of regular
maintenance services as specified in the applicable Operating Manual.
2. In the event of a failure, a customer must:
a. Use all reasonable means to protect the product from more damage.
b. Notify an authorized DDC service outlet, as soon as possible.
c. Present proof of coverage to the authorized repairing outlet
(Agreement Registration form).
d. Provide Mercedes-Benz with any information required. If
requested, the customer must provide Mercedes-Benz or DDC
the failed material for inspection.
E. GENERAL PROVISIONS
1. This Agreement will terminate when the customer sells or loses
possession of the product.
2. Power Protection Plan coverage which has been purchased at
retail by the original owner may be transferred to subsequent
owners of the product. The coverage transferred is limited to the
time remaining on the unused portion of the coverage. To determine
eligibility for transfer refer to the Agreement Registration form.
In cases where the coverage was originally purchased without
transferability the coverage can be transferred for a fee of $250.00
(U.S. $). The Agreement Registration, and forward the Agreement
Registration directly to: Detroit Diesel Corporation, 13400 Outer
Drive, West, Detroit, Michigan 48239-4001 Attn: Warranty
Administration, P3 (A-5).
3. The previous owner shall transfer to the new owner, all available
service records, repair orders and other such related documents.
4. This Agreement applies to a failure of Qualified Parts on eligible
Mercedes-Benz engines operated in the U.S., Canada or Mexico.
5. Like Replacement Parts or engines used to repair or replace
Qualified Parts under warranty or the Mercedes-Benz Power
Protection Plan will assume the identity of the Parts or engine which
were repaired or replaced and be entitled to the remaining
coverage, except as limited under Coverage Limitations (Sect. III-C).
6. Repairs under the terms of this Agreement will be performed during
normal working hours at an authorized DDC service outlets place
of business.
(b)
(c)
Any and all claims under the Limited Product Warranty must be submitted to Company
within ninety (90) days after the date upon which the Product is claimed not to have been
as warranted.
Companys obligation under this warranty is limited to use reasonable efforts to repair or,
at its option, replace, during normal business hours at any authorized service facility of
Company, any Products which in its judgment proved not to be as warranted within the
applicable warranty period. All costs of transportation of Products claimed not to be as
warranted and of repaired or replacement Products to or from such service facility shall be
borne by Buyer. Company may require the return of any Product claimed not to be as
warranted to one of its facilities as designed by Company, transportation prepaid by
Buyer, to establish a claim under this warranty. The cost of labor for installing a repaired
or replacement Product shall be borne by Buyer. Replacement parts provided under the
terms of this warranty are warranted for the remainder of the warranty period of the
Products upon which they are installed to the same extent as if such parts were original
components thereof. Warranty service provided under the Agreement do not assure
uninterrupted operations of Products; Company does not assume any liability for damages
caused by and delays involving warranty service. The warranty period for the Products is
as follows:
2000 hours or 12 months of service, whichever occurs first and which shall in no
case extend beyond 18 months from the date of original shipment by Funk
Manufacturing Company.
Last revised 05/98, per DOMESTIC AND INTERNATIONAL TERMS AND CONDITIONS OF SALE
TABLE OF CONTENTS
SECTION / NAME
PAGE NUMBER
SAFETY ...........................................................................................................................
GENERAL INFORMATION..............................................................................................
Component Serial Numbers..........................................................................................
Customer Survey ..........................................................................................................
About Part Numbers......................................................................................................
Glossary of Terms.........................................................................................................
0-1
0-1
0-2
0-3
0-4
OPERATION ....................................................................................................................
Theory of Operation ......................................................................................................
Pre-Operation Inspection ..............................................................................................
Starting the Engine........................................................................................................
Tramming (w/Brake Test)..............................................................................................
Set-Up for Drilling..........................................................................................................
Inspect Drill Lubrication.................................................................................................
Drilling Procedures........................................................................................................
Post-Operation ..............................................................................................................
Angle Indicator Set-Up ..................................................................................................
1-1
1-2
1-16
1-17
1-18
1-19
1-21
1-23
1-26
1-27
MAINTENANCE ...............................................................................................................
Torque Values...............................................................................................................
Fluids and Filters...........................................................................................................
Maintenance Schedule .................................................................................................
Chassis Service ............................................................................................................
Parallel Roll Boom (PRB) Service.................................................................................
Hydraulic Cable Feed (HCF) Service............................................................................
Drill Service ...................................................................................................................
Dual Caliper Brake Service ...........................................................................................
Hydraulic Drill Controls (HDC3) Service .......................................................................
Cable Reel Service .......................................................................................................
2-1
2-2
2-3
2-5
2-11
2-13
2-21
2-41
2-53
2-55
2-135
S-1
V-1
TABLE OF CONTENTS
REV. 0
TABLE OF CONTENTS
REV. 0
SAFETY
This Operation and Maintenance Manual contains the information necessary to safely operate,
maintain, and troubleshoot your Oldenburg machine. Safe and efficient operation requires that the
operator be familiar with the vehicle, understand its capabilities and follow the recommended operating
procedures in this manual. New operators must be thoroughly trained by a skilled operator before
attempting to operate this vehicle. This information must be reviewed and understood before
attempting to operate this vehicle.
Personnel shall be thoroughly trained and familiar with all documentation and safety precautions before
attempting any procedure. In addition to all safety measures outlined in this manual, personnel shall
adhere to all applicable practices and regulations. To maintain optimum performance from this
equipment, any questions concerning this publication should be directed to the manufacturer.
RECOGNIZE SAFETY INFORMATION
This is the safety-alert symbol. When you see this symbol on
your machine or in this manual, you must be alert to the
potential for personal injury.
Follow recommended precautions and safe operating
practices.
UNDERSTAND SIGNAL WORDS
A signal word WARNING or CAUTION is used with the safetyalert symbol. WARNING identifies the most serious hazards.
WARNING
CAUTION
ii
REV. 0
iii
REV. 0
iv
REV. 0
v
REV. 0
DRILL OPERATION
Keep clear of rotating drill steel and associated parts
during the drilling operation.
The drill, striking bar, couplings, drill steels and bit
are hot during the drilling operation. Wear protective
gloves when changing bits or steels.
vi
REV. 0
GENERAL INFORMATION
UNIT SERIAL NUMBER: 202839
EQUIPMENT
MANUFACTURER
MODEL NUMBER
SERIAL NUMBER
Rotary Actuator
Helac
L30-95-S-RL-360-I1-C-H
433168
Drill
Tire (Left Front)
Oldenburg Group
Incorporated
Goodyear
Y8DW3H1360
Goodyear
Y8DW3H90608
Goodyear
Y8DW3H90390
Goodyear
Y8DW3H90518
John Deere
YZ19421
PEAG250244072
John Deere
YZ17331
PEAG250243949
Drop Box
Dana/Spicer
302/338
K-ITA-726599
MHP330C478BNAB12
FG080860155
Main Pump
202789
Tram Pump
Sauer Danfoss
9422407
A-08-25-13923
Tram Motor
Sauer Danfoss
5084182
N074305088
Diesel Engine
Mercedes Benz
A0434471040
OM904LAE3A/1-00
Hose Reel
Cox Reels
HP-N-150
20071101 1107
Electric Motor
Louis Allis
08-2600-013
Air Compressor
Sullair
2465430
Brake Intensifier
800880
20938/VC108
Schroeder
KF501K235D5
CW
Schroeder
KF501K235M510
CBLL
Young Touchstone
RFF518S012PN
SCI1
7KNAB10-IKNAB07
F5080860161
Dyna
T-426
C0830962
A17-0313
B105043
0-2
REV. 0
0-3
REV. 0
GLOSSARY OF TERMS
0-4
REV. 0
GLOSSARY OF TERMS
0-5
REV. 0
GLOSSARY OF TERMS
0-6
REV. 0
GLOSSARY OF TERMS
0-7
REV. 0
GLOSSARY OF TERMS
0-8
REV. 0
GLOSSARY OF TERMS
0-9
REV. 0
0-10
REV. 0
OPERATION
SECTION / NAME
PAGE NUMBER
1-2
1-16
1-17
1-18
1-19
1-21
1-23
1-26
1-27
1-1
REV. 0
THEORY OF OPERATION
MAIN COMPONENTS
Hydraulic Pump: 3 Section, Fixed Displacement Gear pump that provides oil flow to the Hydraulic Drill
Control circuit.
Integrated Circuit (I.C.) blocks: Aluminum Blocks that contain internal porting and cartridge-type
control valves that regulate pressure, flow, and direction of oil from the pumps to the individual
functions.
Pressure Filter: Steel Housing that contains a replaceable filter element that filters High Pressure oil
supplied by the Hydraulic pump. This ensures the oil is clean prior to its introduction to any of the
system controls and functions, especially the Hammer.
Hydraulic Tank: Vessel that holds the hydraulic oil in reserve, to be used in the process of performing
work with the machine.
Return Filter: Steel and Aluminum housing bolted into the top of the hydraulic tank that contains a
replaceable filter element which filters all low pressure oil that is returned through the Return Manifold
from all operating functions.
Return Manifold: Aluminum Block with multiple ports that collects returning oil from functions and
directs it back to tank, directing the oil through the return filter.
Thermal Valve: A temperature controlled valve that allows oil directly back to tank or diverts the oil
through the oil cooler as required, to maintain operating temperature of the oil. The thermal valve is
similar in function to a thermostat in an automobile engines coolant circuit.
Air to Oil Cooler: An aluminum cooler designed to pass oil through the core, while a fan forces air over
the fins of the cooler to transfer heat from the oil to the outside air, in an effort to reduce the
temperature of the oil. The cooler functions like an automobiles radiator.
Water to Oil Cooler: A cooler that is comprised of many small, sealed tubes connected at each end to
a common cavity and encased by a larger casing, where the hydraulic oil is forced through the small
tubes, and water is forced into the casing, to transfer heat from the oil to the water in an effort to cool
the temperature of the oil. It functions similar to an Air to Oil Cooler.
Hydraulic Motor: A device that transfers hydraulic pressure and flow (power) into rotational movement.
Hydraulic motors are used to power the cooling fan, optional air conditioning pumps, optional water
pumps, and most importantly, the drills rotation function.
Relief Valve: A device that controls pressure in a hydraulic system by monitoring the upstream
pressure and allowing excess pressure to be returned to tank.
Pressure Reducing Valve: A device that controls pressure in a hydraulic system by monitoring the
downstream pressure, regulating it and maintaining the desired pressure.
1-2
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Solenoid valve: A device that controls direction of oil flow by means of electric control.
Solenoid Controlled Relief Valve (#s 11 &20): an Integrated circuit block that contains a relief valve and
solenoid actuated directional valve whereas when an electrical input is applied to the solenoid, the
cartridge shifts allowing pilot oil to act on the relief cartridge.
Flow Control: A device that meters the volume of oil in a hydraulic circuit.
Orifice: A flow control that is non adjustable
Needle valve: An adjustable flow control.
Check Valve: A device that allows oil to flow freely in one direction but prevents flow through it in the
opposite direction.
Double Pilot Check valve: An IC block that contains two check valve cartridges that open via pilot
signal, used to hold a function in place. The two lines to a function are hosed in parallel, through the IC
Block, the block is ported so that pilot pressure from one side acts on the check valve of the other side,
opening the valve, and vice versa.
Dual Over-center Valve: An IC block that is similar in function to the Double Pilot Check, but adds a
relief to the pilot circuit for better positive control of the speed of the function. This provides more finite
control feel for the operator and added protection against inadvertent movement of the function if a
hose was to fail. Also known as a Dual Counterbalance Valve.
FUNCTIONAL DESCRIPTION
Refer to the HDC-3 Service section for more specific descriptions of components discussed in the
following paragraphs. These descriptions include generic references, please refer to the correct Drill
Circuit Schematic for your particular machine.
Pump Circuit
Hydraulic oil from the hydraulic tank is passed to the pump via two suction lines. The hydraulic tank
contains magnetic suction strainers to prevent metal debris from being ingested by the pump. The
pump is powered mechanically either by a diesel engine or electric motor, both of which turn the pump
at approximately 1800 RPMs. The hydraulic pump then splits the flow of oil from both suction ports
internally into three separate pressure sections. Each section is a gear type pump independent of the
others, and connected together via drive shafts. Each section is dedicated to providing oil to a different
function of the overall circuit, and generally is called by the name of the sub circuit it provides oil to; P1,
P2 or P3. The P1 Section supplies oil to the Hammer (Percussion) Circuit and is only used while
drilling, in High or Full Hammer. The P2 Section is the workhorse of the system, and provides flow to
the Hammer and Feed Circuits while drilling, and provides flow to the Boom and Jack circuits while
positioning the machine in preparation to drill. This is also the largest pump section and provides the
most volume. (Cont.)
1-3
REV. 0
The P3 Section supplies oil to the Drill Rotation circuit and optional hydraulic driven components like
the Cooler Fans, Air Conditioning Compressor and Water Pump, which are plumbed in series to the
Rotation IC Block. Once the pump increases the volume of oil, oil is sent out to the individual sub
circuits.
Oil sent to P1 and P2 and is passed through independent pressure filters, to ensure no contamination
enters the Hammer IC Block and ultimately the Hammer. P3 oil is not filtered as the components in that
circuit are primarily Motors that are less susceptible to failures as a result of contamination.
NOTE: The pressure filters contain an internal bypass for safety that crack when the differential
pressure between the filtered and unfiltered sides of the housing reaches 50 PSI. This safety prevents
plugged filters from preventing oil flow and dead heading the pump. It is critical that filter elements are
changed immediately when the indicator (mechanical or electrical) shows they are plugged, to prevent
the possibility of contamination to pass through the system and damage major components and invoke
costly repairs.
P1 Circuit
Once the P1 oil passed through the pressure filter and is cleaned, it is sent to the Hammer IC Block and
enters at the port marked P1. The Hammer IC block is ported internally to provide paths for the oil to
travel and be acted upon by the various cartridges as required. Each external port on the Block is
stamped with letters that correspond with port labels on the schematic.
Once inside the IC block the path of oil reaches the P1 Main Relief cartridge (#1A). The P1 Relief
cartridge protects the P1 section from over pressurization and is set between 3200 and 3500 psi,
depending on the application. Upon reaching the set pressure, excess oil is passed through the relief
cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC SCHEMATIC FOR THE PARTICULAR
MACHINE FOR SETTING VALUES! There is also the P1 gauge port (P1G) that is teed into the main
line and is provided for the purpose of observing the operating pressure of that section. Downstream of
the P1 Relief, oil is split into three paths: the first path travels through a Check valve (#5) to the
Hammer valve(#6); the second path travels to the Hammer Shift, Full Power cartridge (#2A), then to
tank, depending on what state the cartridge is in; the third path directs oil through the Hammer Collar
Adjust cartridge (#4), to the Hammer Shift, Collaring cartridge (#2B), then to tank, depending on what
state the cartridge is in.
The Check cartridge (#5) is installed in the P1 circuit to prevent high pressure P2 oil from traveling back
to tank through the P1 circuit while not drilling, as the two circuits are teed together prior to the
Hammer valve (#6).
In their normal states (With NO Feed Pressure) both the Hammer Shift, Collaring (#2B) and the
Hammer Shift, Full Power (#2A) cartridges allow P1 oil back to tank. These are identical cartridges
and can be interchanged between themselves.
Upon Feed pressure actuation, a pilot signal is sent from the Feed IC Block (to be discussed later in
more detail) through the PH port into the Hammer IC Block. If the Feed Pressure is less than 800 psi
but greater than 80 psi (in Collaring mode), the Hammer Shift Adjust cartridge (#3) will remain in its
normal state, blocking the path to the Hammer Shift, Full Power cartridge (#2A) AND act on the Pilot
of the Hammer Shift, Collaring cartridge (#2B) to shift that cartridge, blocking the path of P1 oil
through that cartridge to tank, at the same time forcing P1 oil simultaneously to the Check valve (#5)
on to the Hammer valve(#6) AND through the Hammer Collar Adjust cartridge (#4).
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The volume of P1 oil flow to the hammer is now regulated by the Hammer Collaring Adjust cartridge
(#4), back to tank at a preset volume, effectively reducing the impact power of the hammer while in
collaring mode. All flow not passed to tank through this process is passed on to the hammer through
the Check valve (#5) and Hammer valve (#6).
Once the Collaring switch is turned off, Feed pressure increases to Full Drill. Pilot pressure at PH
port increases over 800 psi, which shifts the Hammer Shift Adjust cartridge(#3), allowing pilot oil to act
on the Hammer Shift, Full Power cartridge (#2A) and shift the cartridge to block the flow of oil to tank
through it. At the same time, pilot oil also acts on the Hammer Shift, Collaring cartridge (#2B) shifting
that cartridge, blocking the flow of oil to tank through it. P1 oil, at full volume, is now directed through
the Check Valve (#5) to the Hammer valve (#6) on to the Hammer.
P2 Circuit
The P2 Circuit is slightly more complicated than the P1 circuit, as it is serving multiple purposes.
Once the P2 Oil passes through the pressure filter and is cleaned, it enters the P2 Port of the Hammer
IC Block (#6). As with P1, the first component the oil meets is the P2 Main Relief cartridge (#1B). Both
P1 and P2 main Relief cartridges are the same, and interchangeable, along with the P3 Main relief and
Feed Main Relief. The P2 Main Relief cartridge (#1B) protects the P2 Section from over pressurization
and is set between 3200 and 3500 psi depending on the application. Upon reaching the set pressure,
excess oil is passed through the relief cartridge back to tank. ALWAYS REFER TO THE HYDRAULIC
SCHEMATIC FOR THE PARTICULAR MACHINE FOR SETTING VALUES! The P2 Port is tapped into
to supply Pilot oil for the Feed Circuit through the pilot pressure port (PP) and is also tapped to supply
the P2 Gauge port (P2G). Downstream of the main relief, the path of oil gets divided into 4 different
directions. The first path draws from P2 oil to supply the pilot oil for the X port pilot supply and
supplies oil to port 1 of the Feed Flow Regulator cartridge (#10).
The second path forces oil across both the Feed Flow Adjust cartridge (#7) and the Feed Flow
Orifice (#12) then on through Port 4 of the Feed Flow Regulator Cartridge (#10) out port 3, then on to
the Feed port of the Hammer IC Block to provide Oil supply to the Feed Circuit (to be discussed in
more detail in the future). The Third and Fourth paths originate from the P2 supply and split the oil
further to supply extra flow to the Feed circuit across the Feed Retract Orifice (#8) when the
Hammer-Feed Flow Shift cartridge (#9) is in its neutral state (In Feed Retract mode- with no pilot
pressure on port PF), AND supplies the pilot portion of the Feed Flow Regulator cartridge (#10). We
will discuss this in more detail, starting with the action of the Feed Flow Regulator.
The Feed Flow Regulator is a priority type, pressure compensated flow control that maintains a priority
flow of oil to the Feed circuit regardless of the operating pressure of the Feed system. This cartridge
constantly modulates the spool between its paths to maintain a fixed volume of oil from port 4 of the
cartridge to port 3, as determined by the combination of the Feed Flow Orifice (#12) and the Feed
Flow Adjust cartridge (#7), which is usually 2-5 GPMs while drilling. The regulator accomplishes this
by monitoring the differential pressure of the P2 source oil to act on one side of the cartridge (shown at
the bottom of the cartridge on the schematic) and the pressure downstream of the Feed Flow Adjust
cartridge (#12) and Feed Flow Orifice (#7) in combination with a spring at a fixed tension value
(shown on the top side of the cartridge in the schematic), and shifting the cartridge accordingly. All oil
not used to maintain the Feed circuits supply is then passed through Port 1 of the Regulator through
Port 2 then on to the Hammer Valve (#6).
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The Feed Flow Orifice (#12) is a fixed orifice that is found under cartridge #7, once removed. It
creates a pressure drop across it that produces the differential pressure required for proper operation of
the Feed Flow Regulator cartridge (#10). It also meters the amount of flow in conjunction with the
Feed Flow Adjust cartridge (#7) allowed to the Feed circuit while drilling.
The Feed Flow Adjust cartridge (#7) is a variable orifice that gives us the ability to adjust the amount
of flow out to the Feed circuit and further restricts the Feed Flow, as required, and interacts the with the
Feed Orifice (#12) to ensure we get the proper pressure drop for the function of the Feed Flow
Regulator (#7).
The Feed Retract Orifice (#8) is a fixed orifice that allows an extra amount of flow to the feed circuit
when the Feed is operating in Reverse or Fast Feed Forward.
The Hammer-Feed Flow Shift cartridge (#9) is a sequence type directional control cartridge that is a
Pilot operated, 2 way, 2 position cartridge that shifts upon pilot pressure application to overcome the
preset spring pressure of the cartridge, thus blocking the flow through the cartridge. The normal
position of this cartridge while drilling is closed, opposite from the way it is drawn on the schematic.
When the machine is being trammed, or the Hammer and Feed are not operating, P2 oil is on reserve
to provide oil supply to the Jack Valve, Boom valve and optional Steel Handling valves on Bench Drill
machines. P2 oil still takes the same path through the Hammer IC block as it would for the Feed and
Hammer functions, but the Feed Flow Regulator cartridges and also adds the oil from the Feed
Retract Orifice (#8) for a combined flow of 8 GPMs. There is no pilot signal from the Feed circuit to
shift the Hammer-Feed Flow Shift Adjust cartridge (#9) closed when operating the Jack or Boom
valve.
The Orifice (#13) is simply a buffer to prevent pressure spikes from the Feed Pilot PF from causing
damage to the Hammer-Feed Flow Shift cartridge (#9).
All returning oil from the Hammer returns through the Hammer Valve (#6) and collects all the other
tanking oil from the cartridges in the Hammer IC Block, as well as the tank oil returning from the Feed
IC Block and combines to a single Tank port that goes to the Thermal Valve Assembly (#15) for
distribution ether to the Hydraulic Oil Cooler (#16) or on to the Return Manifold (#14) where all Tank oil
is collected before returning into the Hydraulic Tank (#1).
The Hammer valve (#6) is a Open Center, Pilot Operated, Solenoid Actuated, 3 position, 4 way,
directional control valve that controls oil flow to the hammer. It is controlled by a switch in the cab. In
Neutral or Off, oil from both P1 and P2 sections pass through the valve back to tank. If the Hammer
Forward switch is powered, the valve shifts so oil flows from P to A, sending oil to the hammer
pressure lines allowing the drill to cycle. If the Hammer Reverse switch is energized, oil flows from P
to B, pressurizing the return line of the hammer, which we use to warm the oil in the hammer, and to
cock the hammer in preparation for firing it. There are two separate sections of the Hammer valve
assembly, the Main spool section and the Pilot spool section. The Pilot section receives pilot oil through
the X port of the Main spool section of the valve which is drawn off the P2 Portion of the Hammer IC
block. The X port in the Pilot section becomes the Pressure supply P of the pilot section. When
either the Forward or Reverse Solenoids energize, the Pilot spool shifts, to allow X port pressure to
pass to either the A or B ports of the Pilot section. The oil is then used to shift the Main spool in the
appropriate direction.
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Feed IC Block
The Feed IC Block (#7) is a sub circuit of the P2 Circuit and warrants its own discussion as it provides
the means to operate the logic of the other circuits; P1, P2, and P3 via Pilot lines which monitor the
feed and transmit signals accordingly to the Hammer and Rotation IC blocks to act on functions based
on what the Feed is doing.
Once P2 oil comes from the Hammer IC Block Feed port, through the Jack and Boom Valves (and
any other optional valves), P2 oil enters the Feed IC block at the Feed port and runs into the Feed
Main Relief cartridge (#1), which is set at 2200psi for most applications. Pressure in excess of 2200 psi
is passed over the relief back to tank. The path of oil then continues on to the Feed Valve (#2) and is
tapped off to provide a Pilot source to the rotation block via the FP port (purpose to be described
later). The Feed Valve (#2) controls the direction of travel of the drill down the feed. It is an Open
Center, Lever-operated, 3 position, 4 way valve with pilot override for the Reverse position. The Feed
Valve (#2) allows oil to flow from P to A or B out to the Feed Cylinder depending on which
direction the lever is actuated. If a Pilot Signal is introduced to Port X by means of the Automatic
Retract or Feed Enable functions, the pilot signal shift the valve spool to allow oil to flow from P to
B, causing the Feed Cylinder to reverse and bring the Hammer out of the hole.
Traveling out of the A port of the Feed Valve (#2), the oil makes its way to the RTC Valve (#3).
The RTC Valve (#3) is a Pilot operated, 2 position, 4 way valve, that changes the direction of travel for
the drill down the Feed when Pilot pressure is applied at Port X. In its normal state, the RTC Valve
allows flow from P to A; when Pilot pressure is applied, the valve changes state and oil flows from
P to B.
Leaving the A port of the RTC Valve, the oil makes its way to the Feed Thrust Regulator cartridge
(#6), which controls the operating pressure of the Feed cylinder and is set to achieve desired forward
travel of the Hammer down the Feed while drilling. The Feed Pressure Gauge FGA is tapped off the
A line from the RTC Valve and measures the operating pressure of the Forward Feed function, and
is also teed into the Collaring circuit to display the Feed Forward operating pressure while in Collaring
mode. Collaring is designed to reduce the Hammer Impact energy and Forward Feed Force in an effort
to start the drilled hole straight and true. Collaring is most easily related to a person drilling a hole with
an electric drill, whereas the person starts the hole with a slow speed and does not bear down that hard
on the drill, in an effort to keep the drill bit from walking or slipping. With the HDC-3 circuit, this is
accomplished by the use of the Collaring circuit.
Collaring circuit
The Collaring circuit is comprised of two components in the Feed IC block; the Collaring On/Off valve
(#4B) and the Collaring Adjust cartridge (#10), and a pilot signal to the Hammer IC block through the
PH port, which acts on the shift adjust and shift cartridges as described earlier. As for the components
in the Feed IC Block, the Collaring On/Off valve (#4B) is a Lever Operated, 2 position, 3 way valve
that controls the flow of oil to either reduce the amount of Feed Thrust pressure to the level of Collaring,
or to block the flow of oil to tank. In its normal state (Collaring Off) the valve is closed and oil from the
Feed Thrust is blocked at Port 3 of the valve. Port 1 of the valve passes oil to the Collaring Adjust
cartridge (#10).
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When the operator selects Collaring On, the lever is moved 90 degrees in a Counter Clockwise
direction, which connects port 3 to port 1. Port 2 is not used and is dead-headed in the valve. With
Collaring on, and oil flowing from port 3 to port 1 of the Collaring On/Off valve (#4B), oil travels to the
Collaring Adjust cartridge, which is a Relief valve. Once the desired pressure is reached, generally set
at 400-600 psi, the relief lifts and passes excess pressure to tank, which translates to reduced force at
the feed cylinder, thus slowing the advance of the hammer.
The PH port is tied in downstream of the Feed Thrust Regulator cartridge (#6) and in parallel to the
collaring circuit so that the PH line sends the pressure signal from the Feed system to the Hammer IC
Block to reduce Hammer Impact pressure as required.
The Feed Check valve (#5) blocks flow from the upstream side of the Feed Thrust Regulator
cartridges (#6) to ensure an accurate gauge reading at the Feed gauge (FGA) regardless of what
forward mode of operation the operator is in; be it Collaring or Full Drill. It is necessary to relieve any
held pressure in the pilot gallery and allows the gauge to return to 0 psi when the feed is operated in
reverse. All returning oil from the Feed cylinder returns to the Feed IC block, combines with any tanking
oil from the various cartridges in the block and exit the Feed IC Block through one common tank port
heading for the Hammer IC block.
RTC circuit
RTC stands for Rotation Torque Control and is a means to monitor the force of the drill steels rotational
resistance in and against the rock and provide an automated means to alert the operator that the steel
is about to get stuck in the rock as well as prevent the steel from getting stuck if properly adjusted. As
the name implies, the circuit functions by monitoring the operating pressure of the Rotation circuit of the
Hammer and tripping the Hammer out of the hole by reversing the direction of the feed if that sensed
pressure becomes higher than the preset value. There are 3 physical components in the Feed IC block
and a pilot signal that is sent from the Rotation IC Block that makes up the RTC sub circuit; The RTC
Valve (#3), the RTC On/Off cartridge (#4C), and the RTC Sequence cartridge (#8), which will be
discussed now.
The RTC On/Off cartridge (#4C) is a Lever operated, 2 position, 3 way valve that is the same as the
Collaring On/Off cartridge (#4B) and the Feed Fast Forward cartridge (#4A). All three of these valves
can be interchanged. In its normal state, set for drilling, the RTC On/Off valve (#4C) is turned to its
Clockwise position, which allows pilot oil from the RP port of the feed block, at port 2 of the cartridge
to flow through to port 1, which sends the signal to the RTC Sequence cartridge (#8). When the valve
is shifted to its Counter Clockwise position, the path from port 2 to port 1 becomes blocked and the
function is considered Off. The RP port of the Feed Block receives its oil directly from the Rotation
IC block, tapped off the P3 pressure gallery and senses the operating pressure of the drill rotation, as
the hammer is operating.
The RTC Sequence cartridge (#8) is a Sequence type valve that senses pilot pressure from the RP
port of the Feed Block and shifts at a predetermined value which is set according to the conditions of
the rock that is being drilled. Once the cartridge shifts, oil passes from port 1 to port 2 to signal the
RTC valve (#3) to shift, reversing the direction of the feed.
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P3 circuit
The P3 circuit is primarily used to power the Hammers rotation function, but is also used to power the
hydraulic driven cooling fan, and sometimes, the hydraulic driven water pump (on Water Flushing
machines) and the hydraulic drive Air Conditioning compressor if used.
Hydraulic Driven Cooling Fan Motor circuit
Oil comes from the P3 section of the main hydraulic pump (#3) and is sent to the hydraulic oil cooling
fan motor (#8) and its associated relief valve (#9). Those two components are plumbed in parallel to
each other to provide a means to continue the flow of P3 oil to subsequent uses. The relief valve is
used to create resistance (back pressure) to force the flow of oil through the hydraulic motor and can be
used to control the fan Speed, the higher the relief valve pressure setting, the faster the fan motor will
spin. Generally, with the relief valve set at 600 psi as read on the gauge port at the relief valve, the fan
motor spins at approximately 2900- 3000 RPMs.
Once leaving the oil cooler motor and relief, P3 oil then makes its way on to either any optional devices
like the hydraulic drive water pump circuit (#s 20 &21) or the hydraulic driven Air Conditioning
Compressor circuit (not shown). For purposes of discussion, we will assume there is a water pump on
the machine.
Hydraulic Driven Water Pump circuit
The Hydraulic Driven Water Pump circuit consists of a hydraulic motor (#21) and a Solenoid Actuated
Relief Valve assembly (#20). Both components are plumbed in parallel to each other but are in series to
the hydraulic cooler fan motor and the Rotation IC Block (#5). The Solenoid Activated Relief Valve
Assembly (#20) function similarly to the Relief Valve for the hydraulic driven oil cooler fan motor, but
has the added advantage of being able to turn the flow to the pump and motor off when not required.
P3 oil reaches the Solenoid Actuated Relief Valve (#20) and Hydraulic Motor (#21) simultaneously.
Once energized by actuation of the Rotation Switch in the cab, and given proper Water Inlet Water
Pressure (>50 psi), the solenoid energizes shifting the cartridge of the valve assembly. The cartridge
closes, blocking the flow through the cartridge, to act on the pilot area of the relief valve which forces
the relief valve to block the flow downstream, creating back pressure to force the required oil to spin the
hydraulic motor at its desired speed. Generally, the Relief valve setting is 800-900 psi which equates to
2800-300 RPMs at the motor, which translates to 15 GPMs of water pump output for a single boom drill
and 30 GPMs output for a two boom. It is important to note that the value shown on the print is actually
a differential pressure measurement, whereas if a gauge was installed at the Relief valve to check
pressure, you would observe 1400-1500 psi on the gauge. You have to subtract the gauges pressure
minus the pressure setting of the hydraulic cooler fan motor relief to know what the Water Pump relief is
set at. This is also known as Pressure Stack-up. Then the oil goes to the Rotation IC Block.
Rotation IC Block (#5)
P3 oils ultimate job is to provide the force to turn the Hammers Rotation components, and controlling
that function is the job of the Rotation IC Block. This is the simplest IC Block in the Drill Circuit. There
are only four components in the block: the P3 Main Relief cartridge (#1), the Rotation Flow Adjust
cartridge (#2), two Rotation Flow Regulator cartridges (#3A &3B), and the Rotation Valve (#4). P3
Oil enters the Rotation IC Block and reaches the Main Relief cartridge (#1), which is the same
cartridge as the P1, P2 and Feed main relief cartridges. They are all interchangeable. The Main Relief
cartridge (#1) is set at 2000psi and allows excess pressure to pass to tank, protection the circuit.
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A pilot supply is tapped off the P3 gallery as well, which supplies the RP port with oil for the RTC
circuit discussed earlier. From the Main relief cartridge, the oil is teed off to go to either the Rotation
valve (#4) or to go into the gallery for the Rotation Flow control circuit. The rotation flow control circuit
provides us the ability to have two speeds of motion for the drill steel and is controlled by Feed
pressure signals. When the hammer is idling or coming out of the hole, the rotation speed of the drill is
reduced to prevent the steel from whipping around when it clears the hole. This is accomplished by
the use of the Rotation Flow Adjust cartridge (#2) and the first of the two Rotation Flow Regulator
cartridges. With the Rotation Flow Adjust cartridge (#2) set at Full out, pressure upstream of that
cartridge acts on the pilot of the first Rotation Flow Regulator cartridge (#3A) so that as the Rotation
pressure increases, the cartridge begins to shift closed, blocking the flow to tank through the cartridge.
This cartridge fluctuates from opened to closed, as the pressure changes, to regulate a constant flow to
the Rotation Motor of the Hammer. Once Feed pressure is applied, the second Rotation Flow
Regulator cartridge (#3B) is shifted closed by a signal from the Feed through the FP port. All
remaining oil is then set out to the Rotation Valve (#4), which is an Open Center, Solenoid Actuated,
Pilot Operated, 3 position, 4 way directional valve that controls the direction of rotation of the Hammers
hydraulic motor. It is controlled by a switch in the cab. In Neutral or Off, oil from P3 passes through
the valve back to tank. If the Rotation Forward switch is powered, the valve shifts so oil flows from P
to A, sending oil to the Rotation pressure lines allowing the motor to turn forward, or Counter
Clockwise, using conventional R or T threaded Drill steel. If the Rotation Reverse switch is
energized, oil flows from P to B, pressurizing the opposite line of the motor, which we use to unscrew
the drill steel. There are two separate sections of the Rotation Valve assembly, the Main spool section
and the Pilot spool section. The Pilot section receives pilot oil through the X port of the Main spool
section of the valve which is drawn off the P2 Portion of the Hammer IC block. The X port in the Pilot
section becomes the Pressure supply P of the pilot section. When either the Forward or Reverse
Solenoids energize, the Pilot spool shifts, to allow X port pressure to pass to either the A or B ports
of the Pilot section.
The oil is then used to shift the Main spool in the appropriate direction. All returning oil from the motor
comes back through the Rotation Valve back through the Rotation IC Block, combining with any oil
dumped through the main Relief or the Rotation Flow Regulator cartridges and exits the block through
one common tank line that goes to the Return Manifold (#14).
Return circuit
The Return circuit is comprised of Tank lines and Drain Lines (or Case Drains). Tank Lines from all
circuits return to the Return Manifold for collection prior to moving into the Return Filter in the Hydraulic
Tank. All Case Drains Return to the top of the Hydraulic Tank, as Case Drain Lines are subject to
pressure spikes if connected to the return manifold, which could cause damage to the drained
components by over pressurization. The return Manifold can see pressures of 10-40 psi. Generally
Case Drain pressures are not to exceed 10 psi, or seal blow outs can occur. The exception is the Tram
Pump and Motor, which due to the size of the lines, returns through the Return Manifold.
The Hammer Drain line runs into the top of the hydraulic tank, through a regulator (#2). This regulator is
used to maintain the appropriate amount of backpressure in the Hammer, to keep the seals in the
Hammer positive. The Hammer Drain pressure should be 10 psi lower than the Drill Lubricator air
pressure, which is optimal for minimized leakage across the seals.
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1-12
REV. 0
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The air pressure is then regulated and sent out to be utilized. There are many paths the pressurized air
can take at this point, one path goes to the Pelletizing tank, to charge the tank and pressurize the water
held in reserve in the tank, the next path is blocked at the top of the separator tank by a ball valve and
provides a customer access point for addition of air tools and the like, the next path is the main
discharge line that runs forward of the machine to supply the pelletizing controls (Flushing Panel) and
the drill lubricator(s). The optional air operated grease system pump supply line and central greasing
system supply would also be drawn from this line, if applicable.
The main discharge line from the compressor is protected by a check valve to prevent any water from
the flushing system making its way back into the air compressor, if the operator forgets to shut the
flushing controls off when not in use. All tees of this line to supply any ancillary circuits should be teed
in behind this check valve.
This serves to protect those components as well. The only lines that should be teed in downstream of
the check valve are the lines that feed the pelletizing valve(s). There is a second check valve in the air
circuit, which is located in the supply line that charges the pelletizing tank, to prevent water coming
back through that line into the compressor in the event the pelletizing tank is over filled.
Water Circuit
In a Pelletizing application, water is stored on board the machine using the Pelletizing Tank. This tank
is a large pressure vessel that is located in the rear deck of the machine and stores water for use in the
system. The pelletizing tank stores enough water for the machine to use in one drilling shift and must
be re-filled by the customer. The pelletizing tank is filled through the fill valve, which is a ball valve,
usually 1-1/2 or 2 size and is located near the middle of the tank. When filling the tank, it is important to
remember to shut the ball valve for the Pelletizing Tank Air Supply, and open the ball valve for the
Pelletizing Tank Vent, to release any pressurized air in the tank, prior to opening the fill valve. Contents
are generally pressurized to between 120 and 140 psi!!! There is also a drain valve on the bottom of the
pelletizing tank that is used to blow out any sludge that is introduced by filling the tank. Once the tank is
filled with water and charged with air pressure, the water valve on the tank should be opened to allow
water to exit the tank to supply the Hammer(s) with water. There is a Y type strainer that is attached to
the water valve that serves to catch any large particulates from getting into the rest of the system
components and the strainer should be blown out periodically to prevent build up. There is a service
valve attached to the outlet side of the strainer that should be used for that purpose. Water from the
strainer then travel forward through the machine to the Pelletizing controls (Flushing Panel).
An optional hydraulic driven pressure washer can be purchased and ties into the water at the pelletizing
tank as well. The pressure washer contains two strainers that must be maintained regularly. There is a
pressure regulator set to 30 psi that protect the pressure washer inlet from over pressurization and a
pressure switch that shuts the hydraulic supply to the washer off if the inlet pressure drops below 15
psi. This prevents the pressure washer from being run dry, without any water, which would burn the
pump up. Additionally, a wash down hose may be provided that is used to clean the boom and feed if
the customer requests. This hose is supplied by the pelletizing tanks and relies on the tank pressure to
operate. It has a ball valve with a nozzle that the operator can use to clean off the machine.
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Flushing Panel
The Flushing Panel provides the operator the controls to adjust the water and air mixture and flow of
the flushing media while drilling. It is located in the cab of the machine, and would be duplicated per
side if used on a two boom machine. The panel consists of three components, a Water Shut-Off valve,
Water Adjust valve, and the flushing valve. Water from the pelletizing tank is supplied to the Water
Shut-off valve to be on standby when needed for the drilling process.
Once the Water shut Off valve is opened, water flows to the Water Adjust valve which meters the
amount of water introduced to the airstream. Water is then introduced to the downstream side of the
flushing valve, where pressurized air atomizes the water and is sent out the drill string to clean the hole.
The water Adjust valve should be adjusted so that the least amount for water is used, to keep the dust
down throughout the process of drilling the hole, but not enough to muddy the cuttings, which can
cause the hole to plug and the drill steel to get stuck. Normally the operator would turn the Water Shutoff valve off, a couple feet from the bottom of the hole, to prevent the collar (starting point) of the hole
from mudding up and creating a mud dam from allowing the media and cuttings to escape. The use of
straight air begins to dry the hole and help force the cuttings out. Frequently the operator with go back
into the drilled hole with the Flushing valve open and the Water Shut-off remaining off to dry the hole
out, before moving to his next hole location.
Drill Lubricator
The Drill Lubricator operates similarly to the pelletizing circuit in that Air pressure is used to atomize
hydraulic oil from the machine hydraulic system and lubricate the front end parts of the Hammer. The
Lubricator assembly contains six components, an air pressure regulator, an oil pressure regulator, a
needle valve, a solenoid valve, a pressure switch, gauges, and a sight glass. Air from the main supply
line is sent to the assembly and reaches the pressure switch. The pressure switch is wired in series to
the solenoid that turns on the flow of oil to the circuit. Once the pressure switch senses 15 psi air
pressure, it closes, powering the solenoid to turn the flow of oil on. The air pressure is then regulated
down to 30-40 psi and sent out to the lube line.
The oil side of the circuit is supplied by pilot oil from the Feed IC block. The flow of oil is controlled by
the solenoid operated 2 way valve. Once energized, the 2 way valve supplies oil to the oil pressure
regulator which reduces the pressure to 30 psi higher than that of the regulated air pressure. This
ensures the oil will be forced into the air stream for atomization. Once the regulated oil passes the
regulator, the flow is metered, before being introduced into the air stream. The sight glass is provided to
ensure the Hammer is properly lubricated.
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PRE-OPERATION INSPECTION
NAME:
DATE:
HOURS:
EQUIPMENT PROBLEM
NOT
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Ignition Key
RUN
E-Stop
PULLED
OUT
Park
Brake/Reset
Switch
ON
Feed Lever
OFF
Engine Speed
AUTO
Tram Speed
AUTO
Drill
Hammer
OFF
Boom Lift
OFF
Boom Swing
OFF
Collar
OFF
Air Compressor
OFF
Drill Rotation
OFF
RTC
OFF
The WARM-UP idle speed allows the hydraulic system to operate cold
without adversely affecting its components. However, this idle speed causes
diesel fuel to accumulate in the recesses of the exhaust manifold, which
eventually weeps through the exhaust seals. It is therefore necessary to limit
the operation time in the warm-up mode to five minutes.
1. Rotate IGNITION key to the start position, and release as the engine starts. Let engine idle for
15-20 seconds.
Drilling with any filter plugged will cause fluid to by-pass filters and allow contaminants to
enter system components, causing premature failure.
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The Return Filter Plugged warning indicator may light up during initial engine start-up. This
is normal for cold operation for up to five minutes, or until oil reservoir temperature reaches
90 degrees Fahrenheit, whichever occurs first.
2. Actuate Drill Hammer Switch to the REVERSE position to allow oil to circulate and warm the
percussor and barrel to operating temperature.
3. Check hydraulic fluid temperature every ten minutes and turn hammer OFF when it reaches 110
to 120 degrees Fahrenheit.
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6. Slowly move the tram control to forward tram. Tram pressure should build and the machine
should move forward.
7. With the feed level and aligned with the centerline of the machine, position machine
perpendicular (90) to the face with the stinger six to ten inches from the face.
Hammer and Rotate functions will not operate if the brake switch is in the OFF position.
8. Slowly return the tram control to the stop position.
9. Turn Park Brake ON.
Only authorized personnel shall access the AC Cabinet. ALWAYS deenergize the AC Cabinet (using main circuit breaker) before performing any
maintenance or inspection procedures. Failure to do so could result in
serious injury or death.
1-19
REV. 0
NOTE:
The Phase Failure light will come on if any of the phase monitor requirements are
incorrect. (Phase Loss, reversal, unbalance, or Low voltage)
Cable Energized
Indicator
Power On
Indicator
Phase Failure
Indicator
d. Using the EMERGENCY STOP on the Tram Console, shut-down the diesel engine. Leave
the Main Circuit Breaker energized and return the ignition switch to the RUN position.
Emergency
Stop
1-20
REV. 0
Engine Speed
Control
e. Pull Pump Motor Switch (for each available pump) and release as each motor/pump starts.
Pump Motor
Switch
- Pull to Start
- Push to Stop
Sight Glass
Oil Pressure
(20-40 psi above Air Pressure)
Metering Valve (6-8 Turns)
Air Pressure
(35-45 psi)
1-21
REV. 0
Evidence of water leakage from the flushing head housing weep holes, or from around the
exterior of the striking bar area indicates leaking flushing head seals. This will cause
damage to the drill by allowing water back into the drill percussor assembly. If this condition
exists, cease operation immediately and change the flushing head seals.
Weep Holes
(one on opposite side)
Pelletizing Water
Adjust Valve
Air In
Valve
Water In Valve
1-22
REV. 0
DRILLING PROCEDURES
The machine may run above normal operating temperature range in poorly
ventilated or closed-in areas.
Grease all threads on steel, bits, and striking bar before mating. Use a high
temperature lead or graphite base coupling lubricant.
Locate the Hole
1. Make sure the boom and feed are positioned properly with respect to the face in accordance
with the Tramming section of this manual.
2. Move the boom and feed to the desired position.
3. Sting the face by applying FEED EXTENSION and allow feed to remain in position
throughout the drilling cycle for that hole.
DO NOT cause the feed to move away from the face while the drill is
engaged in the rock. This means that no minor boom adjustments should be
attempted after the face is stung and drilling starts.
Start the Drill
The oil and hammer should be at operating temperature at this time. Starting the
hammer requires momentary application of the feed pressure to direct all available fluid
to the hammer, especially when fluid is not up to operating temperature.
1. Ensure that the Hammer switch is in the REVERSE position.
2. Momentarily position feed control forward while switching the hammer directly from REVERSE
to FORWARD.
3. Return the feed control to the REVERSE, then NEUTRAL positions when the hammer starts.
4. Position the rotation switch to the FORWARD position.
5. Open Air In and Water In valves.
1-23
REV. 0
to
the
RTC
ON
Collaring ON
1-24
REV. 0
As rock conditions change, it may be necessary to adjust the amount of water added to the
flushing system. Adjust only enough water to keep drilling dust to a minimum.
3. Open or close Pelletizing Water Adjust control as needed to control dust.
4. Approximately six inches from the bottom of the hole, turn off the water and allow the air to dry
out the hole as the drill retracts.
The drill will automatically retract out of the hole when the trigger on
the hosewheel base contacts the retract switch on the feed, and the
feed control lever will move to the reverse position.
5. Allow the drill to feed to the end of its travel length where it will retract.
6. Return feed control to the neutral position when the steel is completely out of the
hole.
1-25
REV. 0
POST-OPERATION
Clear all personnel from the immediate area of movable surfaces during
engine and hydraulic system shut-down. Unintentional surface movement
may occur which may result in injury to personnel.
Diesel Shut-Down
1. Set the Engine Speed Switch to WARM.
After setting engine speed control, make sure that engine speed decreases to
low idle before shutting down the engine (approximately 20 seconds).
2. Push the EMERGENCY STOP button on the Tram Console and Turn off ignition key. Make
sure the master switch is turned OFF each time ignition key is turned OFF.
Switch and Control Position
Check the following switches and controls for proper positions indicated below:
Ignition Key
RUN
E-Stop
PULLED
OUT
Park
Brake/Reset
Switch
ON
Feed Lever
OFF
Engine Speed
AUTO
Tram Speed
AUTO
Boom Lift
OFF
Boom Swing
OFF
Collar
OFF
1-26
REV. 0
RTC
OFF
Air Compressor
OFF
Drill
Hammer
OFF
Drill Rotation
OFF
ADS-300
WIRELESS ANGLE INDICATOR
1-27
REV. 0
General Specification:
1-28
REV. 0
Purpose:
To set up angle indicators and to determine and/or verify their accuracy.
Equipment:
1. Digital level
2. Angle indicator Test Procedure Data Sheet
Procedure:
1. Level the rotary actuator using the digital level.
2. Locate feed in the normal (12 oclock) position.
3. Level the feed using the digital level.
4. Rotate feed +45 degrees from its normal position.
5. Confirm that the feed is still level with the digital level.
6. Adjust transmitter mounting bracket until receiver indicates 0 degrees
7. Rotate transmitter 45 degrees from its normal position.
8. Confirm that the feed is still level with the digital level.
9. Adjust transmitter mounting bracket until receiver indicates 0 degrees
10. With feed in normal position, and the angle indicator reading LEVEL measure and record the
angle with the digital level.
11. Tilt the feed down and measure/record the angle with the digital level at the following indicator
readings.
a. -2 degrees
b. -3 degrees
c. -5 degrees
d. -15 degrees
e. -30 degrees
f.
-40 degrees
12. Tilt the feed up and measure/record the angle with the digital level at the following indicator
readings.
a. 2 degrees
b. 3 degrees
c. 5 degrees
d. 15 degrees
e. 30 degrees
f.
40 degrees
1-29
REV. 0
Procedure (continued):
13. Rotate the feed to approximately +90 degrees from normal.
14. With feed in 90 degrees to the normal position, and the angle indicator reading LEVEL
measure and record the angle with the digital level.
15. Tilt the feed down and measure/record the angle with the digital level at the following indicator
readings.
a. -2 degrees
b. -3 degrees
c. -5 degrees
d. -15 degrees
e. -30 degrees
f.
-40 degrees
16. Tilt the feed up and measure/record the angle with the digital level at the following indicator
readings.
a. 2 degrees
b. 3 degrees
c. 5 degrees
d. 15 degrees
e. 30 degrees
f.
1-30
REV. 0
40 degrees
Date:
Tested By:
Approved by:
Transmitter s/n:
Receiver s/n:
Feed Rotation Angle
0 (12 o'clock)
Feed Tilt
Measured Indicator
Angle
Angle
Reading
(degrees)
90 (9 o'clock)
Absolute
Error
Relative
Error
40
30
Measured Indicator
Angle Reading
Absolute
Error
Relative
Error
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
15
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
LEVEL
#DIV/0!
#DIV/0!
-2
#DIV/0!
#DIV/0!
-3
#DIV/0!
#DIV/0!
-5
#DIV/0!
#DIV/0!
-15
#DIV/0!
#DIV/0!
-30
#DIV/0!
#DIV/0!
-40
#DIV/0!
#DIV/0!
Notes:
1-31
REV. 0
1-32
REV. 0
General Layout
DRAWING 95118011 REV. 1
1-33
REV. 0
Transmitter Settings
DRAWING 95118014 REV. 2
1-34
REV. 0
ADS-300
CHANGE
DISPLAY
PRESS TO
General Layout
DRAWING 95118010 REV. 1
1-35
REV. 0
ADS-300
ADS-300
ADS-300
CHANGE
DISPLAY
PRESS TO
CHANGE
DISPLAY
PRESS TO
CHANGE
DISPLAY
PRESS TO
1-36
REV. 0
ADS-300
ADS-300
ADS-300
CHANGE
DISPLAY
PRESS TO
CHANGE
DISPLAY
PRESS TO
CHANGE
DISPLAY
PRESS TO
1-37
REV. 0
Receiver Settings
DRAWING 95118015 REV. 1
1-38
REV. 0
MAINTENANCE
SECTION / NAME
PAGE NUMBER
Torque Values..................................................................................................................
Fluids and Filters..............................................................................................................
Maintenance Schedule ...................................................................................................
Chassis Service ...............................................................................................................
Parallel Roll Boom (PRB) Service....................................................................................
Hydraulic Cable Feed (HCF) Service...............................................................................
Drill Service......................................................................................................................
Dual Caliper Brake Service ..............................................................................................
Hydraulic Drill Controls (HDC3) Service ..........................................................................
Cable Reel Service ..........................................................................................................
2-2
2-3
2-5
2-11
2-13
2-21
2-41
2-53
2-55
2-135
2-1
REV. 0
TORQUE VALUES
Bolt Size
Inches
1/4
5/16
3/8
7/16
1/2
9/16
5/8
3/4
7/8
1
1-1/8
1-1/4
1-3/8
1-1/2
1-5/8
1-3/4
1-7/8
2
SAE
Gr 6
12.5
24
43
69
106
150
209
350
550
825
1304
1815
2434
2913
3985
5189
6980
7491
SAE
Gr 7
13
25
44
71
110
154
215
360
570
840
1325
1825
2500
3000
4000
5300
7000
7500
SAE
Gr 8
14
29
47
78
119
169
230
380
600
700
1430
1975
2650
3200
4400
5650
7600
8200
Standard
5D
Standard
8G
Standard
10K
Standard
12K
6 mm
8 mm
10 mm
12 mm
14 mm
16 mm
18 mm
22 mm
24 mm
1.00
1.00
1.25
1.25
1.25
2.00
2.00
2.50
3.00
5
10
31
34
55
83
111
182
261
6
16
40
54
89
132
182
284
419
8
22
45
70
117
175
236
394
570
10
27
49
86
137
208
283
464
689
2-2
REV. 0
2-3
REV. 0
90 470 063
90 470 064
90 470 065
90 470 067
1 EACH
1 EACH
1 EACH
1 EACH
90 472 044
90 472 045
1 EACH
1 EACH
90 470 048
501072-0092
3 EACH
1 EACH
90 470 048
1 EACH
90 470 072
50 072 040-01
50 072 040-02
1 EACH
1 EACH
1 EACH
90 472 010
90 472 011
4140275-0067
4140275-0068
1 EACH
1 EACH
1 EACH
1 EACH
2-4
REV. 0
MAINTENANCE SCHEDULE
The following checklists furnish a complete listing of regularly scheduled maintenance to be performed
on this machine. The title at the top of each checklist indicates the task performance interval. This
listing is arranged by Periodicity and includes Every Shift, 40 Hour Intervals, and 250 Hour Intervals.
Each checklist contains a brief description of the Task to be performed and includes a column to list
any equipment problems.
As noted below, the vehicle Diesel Engine, Transmission, Drive Axles, etc. all have specific OEM
supplied maintenance schedules. Refer to these specific maintenance schedules for proper
maintenance of these components. These maintenance schedules must be utilized to ensure warranty
validity.
Review and perform all OEM-required scheduled maintenance for the Diesel Engine,
Transmission, Drive Axles, etc. as directed in the OEM manuals.
Unless otherwise specifically directed all checks listed shall be performing while the Vehicle
Engine is Off.
ALWAYS chock wheels prior to performing any maintenance. Failure to do so could result in
serious injury or death.
2-5
REV. 0
NAME:
O.K.
DATE:
EQUIPMENT PROBLEM
NOT
CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly................................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect all Filters and Filter Indicators..........................
Check Drop Box Oil .....................................................
Check Engine Oil (see Engine manual) .......................
Check Compressor Oil (also @ 1000 hrs) ...................
Fill Water Tank (bleed air before removing cap)..........
Bleed sediment from bottom of water tank ..................
Drain Lubricator Water Separator ................................
Fill Lubricator with Oil...................................................
Blow down Y Strainer.................................................
BOOM
Inspect for Hose Leakage and Wear ...........................
Inspect all Cylinders.....................................................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Grease Feed Assembly (see Feed Lube Chart)..........
DRILL
Service Drill Assembly (see Drill Lube Chart)..............
Check Drill bit for dullness or chipping.........................
Inspect Chuck lubrication (25-30 drops per minute) ....
2-6
REV. 0
HOURS:
NAME:
O.K.
DATE:
HOURS:
EQUIPMENT PROBLEM
NOT
CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly ...............................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect all Filters and Filter Indicators .........................
Inspect Belts for cracks or wear ...................................
Inspect Water Hoses for cracks or wear ......................
Inspect Steering ...........................................................
Inspect Drive Lines.......................................................
Test Park Brake ...........................................................
Check Engine Speed Control.......................................
Change Engine Air Filter (as needed)..........................
Change Compressor Air Filter (as needed) .................
Check Compressor Oil (also @ 1000 hrs) ...................
Drain Air Tank ..............................................................
Fill Lubricator with Oil ...................................................
Drain Lubricator Water Separator ................................
Drain Water Tank .........................................................
Blow out Water Strainer ...............................................
Blow out Hydraulic Heat Exchanger.............................
Grease Chassis (see Chassis Lube Chart)..................
2-7
REV. 0
NAME:
O.K.
DATE:
EQUIPMENT PROBLEM
NOT
BOOM
Inspect Hoses for Leakage and Wear .........................
Inspect Cylinders .........................................................
Grease Boom (see Boom Lube Chart) ........................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Inspect Rear Cable Sheaves .......................................
Adjust Feed Cables .....................................................
Adjust Cable Gibs ........................................................
Adjust Mid-point Gibs...................................................
Adjust Hose Wheel Gibs..............................................
Grease Feed Assembly (see Feed Lube Chart)..........
Inspect Hammer Hoses (replace as needed) ..............
DRILL
Inspect Water Seals, Striking Bar and Bushing...........
Service Drill Assembly (see Drill Lube Chart)..............
Inspect Hoses for Leakage ..........................................
Inspect Side Rod, Mounting Bolts, and Chuck Nut .....
2-8
REV. 0
HOURS:
NAME:
O.K.
DATE:
HOURS:
EQUIPMENT PROBLEM
NOT
CHASSIS
Verify Instruments are working properly ......................
Verify Lights are working properly ...............................
Inspect Tires and Tire pressure ...................................
Inspect Wheel Lugs .....................................................
Inspect Fuel Level ........................................................
Inspect Hydraulic Oil Level...........................................
Inspect Belts for cracks or wear...................................
Inspect Water Hoses for cracks or wear ......................
Inspect Steering ...........................................................
Inspect Drive Lines.......................................................
Change Engine Oil (see Engine manual) ....................
Change Engine Air Filter (as needed)..........................
Change Tram Oil Filter.................................................
Change Engine Oil Filter (see Engine manual)............
Change Engine Fuel Filter (see Engine manual)...........
Change Drop Box Oil (also @ 1200 hrs) .....................
Change Compressor Oil (also @ 1000 hrs).................
Drain Air Tank ..............................................................
Drain Lubricator Water Separator ................................
Test Park Brake ...........................................................
Inspect Axle Oil Level (see Front/Rear Axle manual) ..
Inspect for Hose Leakage, replace worn hoses...........
Inspect Water Pump for Seal Leakage ........................
Inspect Compressor Air Filter.......................................
Inspect Compressor Lube Oil Filter .............................
Grease Chassis (see Chassis Lube Chart) .................
2-9
REV. 0
NAME:
O.K.
DATE:
EQUIPMENT PROBLEM
NOT
BOOM
Inspect Hoses for Leakage and Wear .........................
Inspect Cylinders .........................................................
Tighten all Boom Pin Bushings....................................
Replace Worn Hoses (as needed)...............................
Inspect Boom Ext. Wear Pads (re-shim if needed) .....
Inspect Trunion Feed Clamps......................................
FEED
Inspect Cables on Feed (Tension and Condition) .......
Inspect Centralizer Bushings .......................................
Grease Feed Assembly (see Feed Lube Chart)..........
Adjust Feed Cables .....................................................
Adjust Cable Gibs ........................................................
Adjust Mid-point Gibs...................................................
Adjust Hose Wheel Gibs..............................................
Inspect Hammer Hoses, replace as needed ...............
Inspect Stinger.............................................................
DRILL
Inspect Water Seals, Striking Bar and Bushing...........
Service Drill Assembly (See Drill Lube Chart) .............
Inspect Hoses for Leakage ..........................................
2-10
REV. 0
HOURS:
CHASSIS SERVICE
Stabilizer Pins
Tram Pump
9, 12
Rear Axle
8 Rear Drive
Shaft
11
Drop Box
3, 10
Front Axle
2-11
REV. 0
6
Service Every 40 Hours
1 Stabilizer Pivot Pins (6 Grease Fittings)
2 Fan Hub (1 Grease Fitting)
Service Every 250 Hours
3 Front Axle Bearings (2 Grease Fittings)
4 Front Drive Shaft (2 Grease Fittings)
5 Center Drive Shaft (3 Grease Fittings)
6 Articulation Pivot Pins (4 Grease Fittings)
7 Steering Cylinder Pins (2 Grease Fittings)
8 Rear Drive Shaft (3 Grease Fittings)
9 Rear Axle Bearings (2 Grease Fittings)
Articulation Joint
Pivot Pins
7
Steering Cylinder Pins
2-12
REV. 0
Fan Hub
5
11
12
3
9
7
4
10
9
13
Cylinder Removed
Every 40 Hours:
1 Pivot Support (4 Grease Fittings)
2 Horizontal Pivot Pin (2 Grease Fittings)
3 Boom Extension (8 Grease Fittings)
4 Boom Slider Wear Pads (4 Grease Fittings)
5 Feed Tilt Cylinder (3 Grease Fittings)
6 Feed Swing Cylinder (3 Grease Fittings)
7 Feed Tilt Pivot Pin (2 Grease Fittings)
8 Feed Swing Pivot Pin (2 Grease Fittings)
9 Boom Lift Cylinder (4 Grease Fittings)
10 Swing Master Cylinder (4 Grease Fittings)
11 Swing Slave Cylinder (4 Grease Fittings)
12 Roll Actuator (2 Grease Fittings)
13 Boom Extend Cylinder (1 Grease Fitting)
2-13
REV. 0
INSTALLATION
CAUTION
To prevent galling, and other associated damage, it is extremely
important to completely clean all grease and foreign matter from the
clevis pin boss, the mating surface between the clevis ears and the wrist
universal, and the pin bushings in the universal.
WRIST
WRIST UNIVERSAL
UNIVERSAL
PIN
BUSHINGS,
PIN
BUSHINGS
TOP &&BOTTOM
(TOP
BOTTOM)
CLEVIS TANGS
TANGS
CLEVIS
MATING SURFACES
MATING SURFACES
CLEVIS
PINBORE
BORE
CLEVIS PIN
2-14
REV. 0
2. Align the wrist clevis pin boss with the universal bushings and insert the new wrist pin with tapered
ends (2).
1 - GRADE 8 BOLT
3 - WRIST CLEVIS
4 - TAPERED BUSHINGS (2)
5 - WASHERS (2)
6 - LOCKNUT
3. Apply an anti-seize compound inside each slotted tapered bushing (4) and to the lower half of the
outer surface.
4 - TAPERED
BUSHINGS (2)
2-15
REV. 0
4. Set the tapered bushings in the top and the bottom clevis ear bores so that they may be drawn over
the tapered end of the wrist pin when tightened.
CAUTION
Ensure the tapered bushings are installed straight to prevent binding.
5. Maintain the bushings in a straight position and tap the bushings into place until only the very top of
the slots are visible.
6. Apply a removable thread locker (Locktite 242) to the threads on the Grade 8 Hex Head Bolt (1).
2-16
REV. 0
7. Install the bolt with the 7/8 flat washer (5) down through the top tapered bushing, through the wrist pin
and out the bottom bushing.
1 - GRADE 8 BOLT
5 - WASHERS (2)
8. Install the other 7/8 flat washer and the 7/8 -9 hex lock nut on the bottom.
PINCH POINT!
9. Use a 1 - 5/16 socket on the bolt head and a 1 - 7/16 socket on the nut to turn the nut onto the bolt,
which will draw the tapered bushings on to the wrist pin. Tighten the bolt/nut until only the very ends of
the bushing slots are visible beyond the outer surface of the ears.
2-17
REV. 0
CAUTION
During the torque sequence, the ears of the wrist clevis will pinch the
wrist universal and prevent the wrist clevis from moving freely. Therefore
it will be necessary to apply a shocking blow (or blows) to the bolt head.
This will permit the clevis ears to spring back to their normal position and
allow the wrist clevis to move freely.
SWING CYLINDER YOLK
CLEVIS EAR (TOP)
PINCH
POINT!
PINCH
POINTS
10.
Hold the bolt head stationary, and torque the nut to 200 ft/lb.
11.
Rap the head of the bolt with a (minimum) 12 lb. hammer until the clevis moves freely about the
wrist universal.
2-18
REV. 0
16.
Check for any interference between the clevis welded bead and the wrist universal leading edges.
17.
Grind excessive material from the universal top or bottom leading edges as needed until full clevis
travel is obtained.
18.
2-19
REV. 0
19.
Apply lubrication to the grease fitting, and move the clevis about the wrist universal to ensure
coating of the bushings and the mating surfaces.
GREASE FITTING
20.
Inspect for a clearance of 0.011 to 0.051 between the clevis ear and the wrist universal on
bottom surface.
BOTTOM SURFACE
0.011 - 0.051 CLEARANCE
2-20
REV. 0
2-21
REV. 0
5
4
6
2-22
REV. 0
Feed Lubrication
Mid-Point Centralizer
Auxiliary Swing
Hose Wheel
3
2
Auxiliary Swing
Mid-Point Centralizer
2-23
REV. 0
Contact between parts is found (feed guide clearance less than minimum).
REQUIREMENTS
Complete this inspection when:
a. Any of the above Indications exist.
b. Any gib is disturbed (removed or cap screws loosened).
c.
INSPECTION
1. Hose Wheel Assembly. Check for 3/16 inch minimum clearance between the top of the feed
guide and hose wheel base.
2. Drill Cradle and Mid-Point Centralizer. Check for 1/16 inch minimum clearance between the top
of the feed guide and the drill cradle and the mid-point centralizer base.
MID-POINT CENTRALIZER
CLEARANCE
HOSE WHEEL
BASE CLEARANCE
DRILL CRADLE
CLEARANCE
ALL CLEARANCES
MUST BE EQUAL!
2-24
REV. 0
CORRECTIVE ACTION
1. If the drill cradle four clearances are not equal, complete Feed Guide Clearance Adjustment.
2. If clearance is less than the minimum, complete Feed Guide Clearance Adjustment procedure for the
effected assembly.
3. If lower gib clearance is not within limits, complete Gib-To-Feed Guide Clearance Adjustment for the
effected assembly.
2-25
REV. 0
REQUIREMENTS
Complete Feed Guide Clearance Inspection before
completing this procedure.
Complete this procedure if required feed guide clearance
can not be obtained.
INSPECTION
Inspect feed guide rail surfaces for excessive wear.
EXCESSIVE
WEAR
PROFILE
NORMAL
PROFILE
CORRECTIVE ACTION
Replace feed guide if surfaces are excessively worn.
FEED GUIDE RAIL PROFILE
MID-POINT CENTRALIZER
CLEARANCE
HOSE WHEEL
BASE CLEARANCE
DRILL CRADLE
CLEARANCE
ALL CLEARANCES
MUST BE EQUAL!
2-26
REV. 0
Not maintaining sufficient forward pressure during drilling operations (improper operation).
REQUIREMENTS
Complete this procedure if repeated drill steel breakage is experienced.
7. Inspect Drill hammer. Defective or worn o-rings on the feed flow shift valve can allow
hydraulic pressure to bypass back to the tank.
2-27
REV. 0
Evidence of misalignment of the mid-point centralizer or drill cradle, exhibited by repeated steel breakage.
REQUIREMENTS
If repeated steel breakage is experienced, complete Drill Steel Inspection before proceeding.
INSPECTION
1. Actuate assembly full aft. View the drill cradle from the front of the feed assembly. Sight-align drill
centerline to the feed guide.
2. View the hose wheel assembly and mid-point centralizer from the front of the feed assembly. Sightalign hose wheel assembly and mid-point centralizer centerlines to the feed guide.
3. With drill installed, actuate assembly full forward. View the drill chuck, from the front of the feed
assembly, looking through the mid-point and front centralizers.
CORRECTIVE ACTION
If the drill cradle, hose wheel assembly, or mid-point centralizer is not in alignment with the feed guide,
complete Feed Assembly Alignment Adjustment.
2-28
REV. 0
Evidence of parts contact between front and mid-point centralizers (full forward position) or parts contact
between drill bit and front centralizer (full retract position).
Not obtaining sufficient drill steel forward travel - bent retract trigger.
REQUIREMENTS
Complete this inspection when any of the above indications exist and the retract cable or pull-down cable
adjustment nuts are loosened.
INSPECTION
1. Actuate feed assembly full forward.
2. Check that there is 1/4 to 1/8 inch clearance between parts contact of the front centralizer and mid-point
centralizer assemblies. Reference Clearance A.
3. Check for 1/2 inch clearance between parts contact of the drill cradle and mid-point centralizer. Reference
Clearance B.
4. With steel assembly (including bit) installed, actuate feed assembly full aft.
5. Observe that the drill bit is not in contact the front centralizer assembly and is not forward of the stinger.
Reference Area C.
A
B
C
CORRECTIVE ACTION
If any of the above limits are not met, complete Feed Travel Adjustment.
2-29
REV. 0
2-30
REV. 0
REQUIRED MAINTENANCE
INSPECTION OR ADJUSTMENT
Replace
Feed Guide
1.
2.
3.
4.
Replace
Retract Cable
1. Travel Adjustment
1. Travel Adjustment
1.
2.
3.
4.
5.
6.
1.
2.
3.
4.
Replace
Pull Down Cable
Replace
Hydraulic Cylinder
Replace
Hose Wheel Assembly
Replace
Mid-Point Centralizer
Replace Drill
Replace
Front Centralizer
Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment
Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment
1. Clearance Adjustment
2. Gib to Feed Adjustment
3. Travel Adjustment
1. Remove Centralizer
2. Install Centralizer
1.
2.
3.
4.
1. Remove Drill
2. Install Drill
1. Alignment Inspection
1.
2.
3.
4.
1.
2.
3.
4.
Remove Drill
Remove Cradle
Install Cradle
Install Drill
Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment
Clearance Adjustment
Gib to Feed Adjustment
Alignment Adjustment
Travel Adjustment
1. Alignment Inspection
2-31
REV. 0
Hydraulic Cylinder
Drill Cradle
Tension of the pull-down and retract cables retain the hydraulic cylinder housing between the hose wheel and
mid-point centralizer assemblies.
These three components move along the feed guide as a single unit with the hydraulic cylinder maintaining the
hose wheel and mid-point centralizer assemblies an equal distance apart through the full length of travel.
The drill cradle is positioned by the pull-down and retract cables and move independently of the hose wheel and
mid-point centralizer assemblies.
There are four adjustment procedures contained in this section. When all adjustment procedures are required,
they should be completed in the order listed below, unless otherwise specified.
2-32
REV. 0
If installed, remove cap screws and washers (2) securing lower gibs (1) to base and remove lower
gibs.
Position each gib so that the gib wear surface mates to the top of the feed guide. Make sure that the
gib wear surface is in full contact with the feed guide.
2-33
REV. 0
(Hose Wheel Assembly Only) Remove gib cap screws (6) and apply loctite to threads. Reinstall cap
screws and tighten to 65-85 ft. lbs..
j.
If 3/16 inch minimum clearance can not be obtained with a maximum of four shims installed, replace
all gibs for affected assembly.
k.
If 3/16 inch minimum clearance can not be obtained using new gibs and with four shims installed,
complete Feed Guide Wear Inspection.
l.
(Hose Wheel Assembly Only) Install and adjust lower gibs in accordance with Gibto-Feed Guide Clearance Adjustment.
If the drill is not installed, remove upper gibs and install drill.
2-34
REV. 0
Position each gib so that the gib wear surface mates to the top of the feed guide. Make sure that the
gib wear surface is in full contact with the feed guide.
DRILL CRADLE
CLEARANCE
ALL CLEARANCES
MUST BE EQUAL!
h. If 3/16 inch minimum clearance can not be obtained with a maximum of four shims installed, replace all
cradle gibs.
i.
If 3/16 inch minimum clearance can not be obtained using new gibs and with four shims installed,
complete Feed Guide Wear Inspection.
j.
2-35
REV. 0
2-36
REV. 0
2. Remove lower gib cap screws (1) and apply Loctite to cap screw threads.
3. Secure lower gibs (1) with cap screws and washers (2). Do not tighten at this time.
4. Adjust by sliding the lower gib (1) either forward or aft to obtain 0.015 inch clearance (3) between the
lower gib wear surface and the guide rail, and snug cap screws.
5. Check that the clearance between each lower gib and the feed guide is not less than 0.015 inch. Check
both ends of each gib. Torque the cap screws to 150 20 ft lb.
2-37
REV. 0
Tap retract slide forward until it has compressed the retract valve plunger half way into the valve
housing. Tighten retract slide nuts.
d. Actuate feed assembly through several cycles and check the clearance (no parts contact between
centralizer assemblies). Adjust retract slide as required.
e. Remove slide nuts one at a time, applying loctite to cap screw threads. Install slide nuts and torque
to 27-37 ft. lbs.
2. Drill Cradle Travel Adjustment.
a. If both cables were removed or loosed, complete the following initial set-up adjustment:
1. Actuate assembly full aft.
2. Measure distance between hose wheel base and drill cradle.
3. Adjust cables, as required, to obtain approximately 8.5 inches between hose wheel base and drill
cradle.
4. Tighten cables to remove all slack.
b. Adjust drill cradle forward travel:
1. Actuate assembly full forward.
2. Check for inch clearance between parts contact of the drill cradle and mid-point centralizer.
See Clearance B.
3. Adjust cables per step d to obtain inch clearance in the full forward position.
c.
2-38
REV. 0
4. As the assembly approaches full aft travel, make sure that the drill bit does not contact the front
centralizer assembly. Stop actuation before parts contact. See Area C.
5. Adjust cables per step d to obtain drill bit clearance in the full aft position.
6. With the assembly in the full aft position, make sure that the drill bit is not forward of the stinger. See
Area C.
7. If required, adjust cables per step d so that the drill bit is not forward of the stinger in the full aft
position.
A
B
C
2-39
REV. 0
2-40
REV. 0
DRILL SERVICE
The CH Hydraulic Drifters unique pressurized air lubrication system utilizes system hydraulic fluid in a
fine mist, eliminating the need for expensive rock drill oils while improving reliability and extending
percussion group and chuck section life - while preventing any contamination from entering the drifter.
The simple CH water/air swivel system eliminates leaking water/blow tubes and maintains clean, water
free oil while providing the most efficient hole cleaning possible.
The cylinder has been designed with liners providing a lifetime cylinder design which should never need
to be replaced. The CH38 and CH32 are designed to drill at penetration rates in a range of hole sizes
between 1- and 4 inches and is capable of burn round holes up to 5 inches in diameter. It can be
successfully operated with input power levels between 50 and 75 HP.
The front-end rotation set uses a reliable external mount hydraulic motor and a Timken tapered roll
bearing set with dual lubrication feature (air mist and grease) for greatly extended life. The female
striking bar (option of male bar) is supported both on the shank and drill steel end to provide greatly
improved life and energy transfer for increased drill performance.
CH-Series Drill Dimensions and Specifications
Model 120075
Model 060150
1.5 to 3.0
1.75 to 3.5
1-1/4, 1-1/2, T38 and T45 threads
12000 bpm (200Hz)
6000 bpm (100Hz)
0-340 rpm
0-320 rpm
290 ft-lbs.
310 ft-lbs.
26 in.
32 in.
350 lbs.
400 lbs
40 - 55 GPM @ 2500-3000 psi
Model CH 32
1.125 to 2.0
1, 1-1/8, T32 and Hex
9000 bpm (150 Hz)
0-300 rpm
290 ft-lbs
24 in.
240 lbs
28-36 GPM @ 2500-3000 psi
2-41
REV. 0
Lubrication Air #6
Hammer Drain #8
Flushing
Fluid #10
SHANK ADAPTERS
THREAD
CANNON
BOART
R32 MALE
SANDVIK
P26 X 120
7803-4796-01
SECOROC
R38 MALE
3000-636
P26 X 150
7804-4796-01
404-6904
T38 MALE
3000-730
P26 X 380
7304-4796-01
435-6904
T38 FEMALE
06 030 005
T45 MALE
06 030 030
2-42
REV. 0
Operating Tips
Use the following operating tips for improved operation of the Oldenburg Cannon CH-38 series drills:
Drill Lubrication
3
2
1
Flat Surface
2-43
REV. 0
2-44
REV. 0
2-45
REV. 0
Disassembling rotation parts (Rotation Motor, Pinion Gear, Reach Gear, and Bearings)
For optimum performance, replace all wear parts of the chuck gear assembly during repair. New seals
are required for all parts during re-assembly.
1. Remove the plug that covers the reach gear shaft.
2. Screw puller rod into reach gear shaft. Remove the reach gear and rollers through chuck gear opening.
3. Remove two capscrews securing the rotation motor and pull rotation motor from pinion gear.
4. Remove shims.
5. Remove snap ring.
6. Install nut only on the puller and insert into the pinion gear.
7. Pull pinion gear straight out of the yoke.
8. Remove bearing with a suitable bearing puller.
2-46
REV. 0
2-47
REV. 0
2-48
REV. 0
Assembly of Rotating Parts (Pinion Gear, Bearings, Snap Ring and Motor)
1. Drive bearings onto the pinion gear. Insert pinion gear assembly in yoke.
2. Install the snap ring
3. Install the rotation motor. Torque capscrews to 40 to 45 ft. lbs..
1
2-49
REV. 0
Shimming
1. Without shims, assembly chuck cover to yoke with four capscrews. Bring capscrews up evenly while
turning the chuck driver slowly. Capscrews should be snug but not tight.
2. Using a set of feeler gauges, gauge the spacing between the chuck cover and the yoke. Record
thickness of feeler gauges.
3. Remove the chuck cover.
4. Insert proper thickness of shims.
5. Assemble chuck cover torque four capscrews and lockwashers to 40 to 50 ft. lbs.
2-50
REV. 0
2-51
REV. 0
2-52
REV. 0
2-53
REV. 0
2-54
REV. 0
2-55
REV. 0
-Automatic drill retract. At the end of its permissible travel, the drill will actuate a retract switch. The
switch will redirect the oil flow. This reverses the spool in the feed valve causing the drill to retract
automatically. Since the hammer is not drilling, more oil can be supplied to the feed retract circuit
which results in a high speed retract. The hammer and the rotation shift to the idle mode which results
in a high speed retract and reduced horsepower demand.
-Outstanding hole collaring ability because the hammer collaring impact (blow) energy and the feed
thrust for collaring are both adjustable and can be matched to the rock and the bit.
-Drill percussion is always automatically in the low power mode when the feed valve is in neutral or
when the drill is retracting. This substantially reduces energy consumption and further decreases the
already low noise levels of the CH series drills when repositioning the boom.
-Foolproof hammer protection because the drill cannot operate at full power unless the striking bar is
thrust into the striking position by feeding the bit against the rock. If there is no feed pressure, there will
not be signal to the cartridges and no command for maximum oil flow to the hammer. As a result,
damaging full power cushion shots are not possible.
-Superior anti-steel sticking drifter retract RTC (rotation torque control) device. When rotation
pressure increases above 1500 PSI as a result of a bit/steel binding condition, the drifter will
automatically retract out of the hole and re-collar the hole until the bit/steel binding condition ceases to
exist.
-Use of the same power source for operating not only the hydraulic drill, but also the hydraulic feed and
boom.
-Quick boom repositioning is possible because when the drill is idling, more oil is available for boom
movements.
-A drill control circuit that utilizes a reliable, inexpensive, fixed displacement hydraulic gear pump
operating at optimum efficiency.
-Adjustable feed thrust and rotation RPM to optimize penetration rate and accessory life.
2-56
REV. 0
PRESSURE CONTROL VALVES limit or reduce system pressure or set the pressure at which oil
enters a circuit. The pressure control valves used in the HDC-3 circuit are relief valves and pressure
reducing valves.
VOLUME CONTROL VALVES regulate the volume of oil flow, usually by throttling or diverting it. The
volume control valves used in the HDC-3 circuit are flow regulators and fixed and variable orifices.
DIRECTIONAL CONTROL VALVES control the direction of oil flow within the Oldenburg Cannon
hydraulic drilling system. The directional control valves in the HDC-3 circuit are check valves, two
position 3-way directional control valves, two position 4-way directional control valves, three position 4way directional control valves, and sequence valves.
All above mentioned types of valves are part of the HDC-3 system. They are located in the hammer,
rotation and feed I.C. blocks. These components all appear on the piping diagrams which should be
used when studying how all components interface.
2-57
REV. 0
When reviewing the functions of the valves shown on the attached descriptions - REMEMBER:
The HDC-3 system includes the following components: a reservoir (tank) to store the oil; a pump to
push the oil through the system; valves to control pressure, direction, and volume of oil flow; motors
and cylinders to convert the fluid movement into work.
All energy put into a hydraulic drilling system must come out either as work or as heat.
When oil flow is restricted, heat is created and there is a loss of potential energy (pressure) for
doing work (i.e., a hose that is too small or restricted). On the other hand, some restrictions like
orifices are purposely built into the hydraulic drilling system.
Oil must be confined to create pressure for work. A tightly sealed hydraulic drilling system is a
must.
Oil is pushed into a pump, not drawn into it (atmospheric pressure supplies this pressure).
A pump does not create pressure; it creates flow. Pressure is caused by resistance to flow.
2-58
REV. 0
P1 Main Relief
= relief valve
1B
P2 Main Relief
= relief valve
Collar Adjust
= flow regulator
= flow regulator
10
= flow regulator
= flow regulator
= flow regulator
12
= flow regulator
13
Damping Orifice
= flow regulator
= sequence valve
2B
Hammer Collar
= sequence valve
= check valve
= sequence valve
= sequence valve
= sequence valve
Hammer Valve
= directional control
2-59
REV. 0
6, 15, 16
7, 12
1A
9
2B
10
8
19
18
3A
23
14
22
13
19
17, 18
21
2-60
REV. 0
20
25
Flow Control
Damping Orifice
RTC Orifice
Feed Flow Orifice
Feed Retract Orifice
Orifice
Part No. 01 460 009/01 460 010/
06 460 021/06 460 028/ 06 460 035
Description
A removable pipe plug with a drilled hole that
restricts flow.
Operation
Damping Orifice (P/N 01 460 009):
The damping orifice restricts the pilot flow in and
out of the Hammer-Feed Flow Shift cartridge,
preventing erratic operation.
RTC Orifice (P/N 01 460 010):
The RTC orifice restricts the flow of oil from the
RTC valve, 3, when the RTC Valve spring returns
the spool to the unactuated position. The size of
the orifice controls the delay time of the feed
before returning to its original direction.
Feed Flow Orifice (P/N 06 460 021):
The orifice is in series with the Feed Flow Adjust,
7, and limits the maximum amount of flow through
the Feed Flow Adjust to 3gpm. (.125 dia.)
Feed Retract Orifice (P/N 06 460 028):
The orifice controls the amount of flow (3 gpm)
that is added to the feed circuit for fast feed. (.156
dia.)
Feed Retract Orifice (P/N 06 460 035):
The orifice controls the amount of flow (4 gpm)
that is added to the feed circuit for fast feed. (.188
dia.)
2-61
REV. 0
Directional Valve
Hammer Valve
2-62
REV. 0
PRESSURE CONTROL
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001
Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.
Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.
2-63
REV. 0
Flow Controls
Feed Flow Adjust
Hammer Collar Adjust
Rotation Speed Adjust
Needle Valve
Cart. Part No. 50 109 009
Description
A
screw-in,
cartridge-style,
variable
orifice,
Operation
The 50 109 009 increases its orifice value from fully
closed
to
fully
open
with
counter-clockwise
2-64
REV. 0
Directional Valve
Hammer Shift Full Power
Hammer Shift Collar
Sequence Valve
Cart. Part No. 50 109 011
Description
A screw-in, cartridge-style sequence valve that allows flow
through until sufficient pilot pressure is supplied to shift it.
Operation
The 50 109 011 allows flow to pass from 2 to 3 until a pilot
pressure (PH) of 80 psi or more is applies to port 1. The
pilot pressure shifts the valve and blocks flow.
Hammer Shift, Collar 2B:
This cartridge shifts and blocks flow as soon as the feed
valve is moved to the forward position. All flow from the P1
pump now goes either to the hammer or to tank through
cartridges 4 and 2A.
Hammer Shift, Full Power 2A:
This cartridge shifts to the closed position and blocks flow
when the PH pilot pressure reaches the setting of valve 3.
This forces all the flow from P1 to go to the hammer.
2-65
REV. 0
Directional Control
Hammer Power Shift Adjust
RTC Sequence Valve
Sequence, Internal Pilot & Drain
Cart. Part No. 50 109 012
Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic sequence valve with internal pilot
and spring chamber drain, designed to direct oil to
a secondary circuit once a pre-determined pressure
level is attained in the primary circuit.
Operation
In its steady state, the 50 109 012 blocks flow at 1,
while allowing flow to pass from 2 to 3.
2-66
REV. 0
Directional Valves
Hammer Check Valve
Check Valve
Cart. Part No. 50 109 013
Description
A screw-in, cartridge-style, hydraulic check valve
for use as a blocking or load-holding device.
Operation
The 50 109 013 allows flow from 1, the P1 side of
the Hammer Circuit, to 2, the P2 side of the
hammer circuit, while blocking oil flow in the
opposite direction,.
This
2-67
REV. 0
Directional Control
Hammer-Feed Flow Shift Valve
Sequence, Normally Open,
External Pilot and Drain
Cart. Part No. 50 109 014
Cart. Part No. 50 109 052
Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic sequence valve with external pilot
and spring chamber drain.
It is designed to
Operation
In neutral (unpiloted), the cartridge allows flow
between 3 and 2 bidirectionally.
2-68
REV. 0
Flow Controls
Feed Flow Regulator
Pressure Compensator
Cart. Part No. 50 109 015
Description
A screw-in, cartridge-style pressure-compensating
element, intended for use with a remote fixed or
variable orifice to yield a three-port (bypass type),
pressure-compensated, flow regulating hydraulic
valve.
Operation
The 50 109 015 maintains a constant flow rate to 3,
the feed circuit, regardless of load pressure
changes in the feed circuit downstream of 3.
2-69
REV. 0
Feed Relief
Relief valve
Pressure reducer
10
Collar Adjust
Relief valve
12
Pressure reducer
4-way, 3 position
4-way, 3 position
RTC Valve
P/N 501029-155
4-way, 2 position
4A
3-way, 2 position
4A
3-way, 2 position
4B
3-way, 2 position
4B
3-way, 2 position
4C
3-way, 2 position
4C
3-way, 2 position
Feed Check
Check valve
RTC Sequence
Sequence valve
11
Feed Enable
Flow-regulator
2-70
REV. 0
RTC Orifice
12
13, 16
14, 15
11
10
17
7
1
40
5
4B
4A
2-71
REV. 0
2-72
REV. 0
2-73
REV. 0
Directional Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 011
Description
A subplate mounted, lever operated with pilot
operator, three position, detented four-way valve.
Operation
The 50 029 011 valve allows the oil to flow from P
to A,B, and T when in neutral, resulting in no feed
movement.
2-74
REV. 0
Directional Valve
Rotation Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 021
Description
A
subplate
mounted,
spring
centered,
three
2-75
REV. 0
Directional Valve
RTC Valve
Two position, Four-way valve
Part No. 501029-155
Description
A subplate mounted, pilot operated, spring offset,
two position four-way valve.
Operation
The 501029-155 valve allows the oil to flow from P
to A and B to T when deactuated for normal feed
operation. When the rotation pressure exceeds the
pressure setting of the RTC sequence valve (#8),
pilot pressure is applied to the RTC valve.
The
2-76
REV. 0
Pressure Control
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001
Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.
Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.
2-77
REV. 0
Directional Valves
Fast-Forward Valve
Collaring Valve
RTC On-Off Valve
Manual, 2 Position, 3-Way
Cart. Part No. 50 109 002
Description
A lever-operated, 3 way, direct-acting, spool-type,
screw-in hydraulic cartridge valve.
Operation
When un-actuated, the 50 109 002 allows flow from
2 to 1, while blocking flow at 3. When actuated, the
cartridges spool shifts to open from 1 to 3, while
blocking at 2.
Fast Forward:
2-78
REV. 0
Directional Valves
Feed Check
Check Valve
Cart. Part No. 50 109 003
Description
A screw-in, cartridge style, hydraulic check valve
for use as a blocking or load-holding device.
Operation
The 50 109 003 allows flow passage from 1 to 2,
while normally blocking oil flow in the opposite
direction.
The cartridge has a fully guided check which is
spring-biased closed until 5 psi of pressure is
applied at 1 to open 2. This allows flow to pass
around the feed thrust regulator when the feed is in
reverse.
2-79
REV. 0
Pressure Controls
Feed Thrust Regulator
Pressure Reducing/Relieving,
Pilot-Operated
Cart. Part No. 50 109 004
Description
A screw-in, cartridge-style, pilot operated, spooltype, hydraulic pressure reducing/relieving valve
with internal pilot and internal spring chamber
drain, designed to act as a pressure-regulating
device for secondary circuits.
Operation
In its steady state, the 50 109 004 allows flow to
pass bidirectionally from 2 to 1, with the spring
chamber constantly drained at 3.
2-80
REV. 0
Pressure Controls
Feed Collar Adjust
Relief, Differential Area Poppet
Cart. Part No. 50 109 006
Description
A screw-in, cartridge-style, direct-acting differential
area poppet-type hydraulic relief valve for use as a
pressure limiting device in more demanding
hydraulic circuits, requiring low hysteresis and low
internal leakage.
Operation
The 50 109 006 blocks flow from 2 to 1 until
sufficient pressure is present at 2 to force the
poppet from its seat.
The
2-81
REV. 0
Directional Valves
Feed Enable
2 Position, 2-Way, Normally
Closed Solenoid Valve
Cart. Part No. 50 109 007
Description
A solenoid-operated, 2-way, normally closed,
direct-acting,
cartridge
spool-type,
valve,
designed
screw-in
to
hydraulic
operate
as
Operation
When de-energized, the 50 109 007 block flow in
both directions.
2-82
REV. 0
Pressure Controls
Retract Pressure Regulator
Pressure Reducing/Relieving
Cart. Part No. 50 109 008
Description
A screw-in, cartridge-style, direct-acting, spooltype, hydraulic pressure reducing/relieving valve
with internal pilot and internal spring chamber
drain, designed to act as a pressure-regulating
device for secondary circuits. It is intended for use
in stable input flow circuits.
Operation
In its steady state, the 50 109 008 allows flow to
pass bidirectionally from 2 to 1, with the spring
chamber constantly drained at 3.
The cartridge is
2-83
REV. 0
Directional Control
Hammer Power Shift Adjust
RTC Sequence Valve
Sequence, Internal Pilot & Drain
Cart. Part No. 50 109 012
Description
A screw-in, cartridge-style, direct acting, spooltype, hydraulic sequence valve with internal pilot
and spring chamber drain, designed to direct oil to
a secondary circuit once a pre-determined pressure
level is attained in the primary circuit.
Operation
In its steady state, the 50 109 012 blocks flow at 1,
while allowing flow to pass from 2 to 3.
Hammer Power Shift Adjust:
On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
800-1000 psi. When the PH pilot pressure reaches
the pressure setting, the cartridge shifts and allows
the PH pilot pressure to pass to the Hammer Shift
Full Power (2A) cartridge.
RTC Sequence Valve:
On attainment of a pre-determined pressure at 1,
the cartridge shifts to open 1 to 2. The cartridge is
adjustable from 300-2400 psi. It is normally set at
1500 psi.
2-84
REV. 0
Directional Valves
Fast Forward Valve/Collaring Valve
RTC On-Off Valve
Two position, 3-way
Cart. Part No. 50 109 016
Description
A 24-VDC solenoid-operated, 2-way, direct-acting
spool-type, screw-in hydraulic cartridge valve.
Operation
When de-energized, the 50 109 016 allows flow from
2 to 1, while blocking flow at 3. When energized, the
cartridges spool shifts to open from 1 to 3, while
blocking at 2.
Fast Forward: When OFF (de-energized), the feed
A (Forward) pressure is allowed to pass from 2 to 1
to the PF port and the feed has the normal 2-speed
operation.
2-85
REV. 0
Rotation Relief
Relief valve
Flow regulator
3A
Pressure compensator
Rotation Shift
Sequence valve
3-position, 4 way
3-position, 4 way
2-86
REV. 0
2-87
REV. 0
2-88
REV. 0
Directional Valve
Rotation Valve
Feed Valve
Three-position, Four-way Valve
Part No. 50 029 021
Description
A
subplate
mounted,
spring
centered,
three
2-89
REV. 0
Directional Valve
Rotation Valve
Three position, Four-way valve
Part No. 50 029 029
Description
A
subplate
mounted,
spring
centered,
three
Operation
The valve allows oil to flow from P to T with the A
and B ports blocked in the center position.
Applying pilot pressure to x shifts the valve spool,
connecting P to A and B to T. Removal of the pilot
pressure allows the springs to center the spool.
The pilot range is from 50 to 105 psi.
2-90
REV. 0
Pressure Control
P1, P2, P3 Main Relief
Feed Relief
Relief Valve
Cart. Part No. 50 109 001
Description
A screw-in, cartridge style, pilot operated, sliding
spool, screw adjust pressure relief valve.
Operation
The 50 109 001 blocks flow 1 to 2 until sufficient
pressure is present at 1 to force the pilot relief off
its seat, allowing the main (second stage) spool to
shift, allowing flow from 1 to 2. This results in the
respective circuit being limited to the setting of that
relief.
2-91
REV. 0
Flow Controls
Feed Flow Adjust
Hammer Collar Adjust
Rotation Speed Adjust
Needle Valve
Cart. Part No. 50 109 009
Description
A
screw-in,
cartridge-style,
variable
orifice,
Operation
The 50 109 009 increases its orifice value from fully
closed
to
fully
open
with
counter-clockwise
2-92
REV. 0
Flow Controls
Rotation Flow Regulator
Pressure Compensator
Cart. Part No. 50 109 010
Description
A screw-in, cartridge-style pressure-compensating
element, intended for use with a remote fixed or
variable orifice to yield a two-port-type, pressurecompensated, flow-regulating hydraulic valve.
Operation
The 50 109 010 maintains a constant flow rate from
3 to 2 regardless of load pressure changes in the
circuit.
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Directional Valve
Rotation Shift
Sequence Valve
Cart. Part No. 50 109 010
Description
A screw-in, cartridge-style sequence valve that
allows flow through until sufficient pilot pressure is
supplied to shift it.
Operation
The 50 109 010 allows flow to pass from 2 to 3 until
a pilot pressure (FP) of 100 psi or more from the
feed circuit is applied to port 1. The pilot pressure
shifts the valve and blocks flow, thus shifting the
rotation from low speed to high.
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COMPONENT LIST
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ITEM NO.
PART NUMBER
DESCRIPTION
50 104 005
HYDRAULIC RESERVOIR
50 104 006
SURGE TANK
90 426 014
90 426 016
PUMP
50 126 015
50 126 016
50 126 014
50 029 023
VALVE, 7-SECTION
50 029 022
VALVE, 8-SECTION
10
50 126 017
MANIFOLD
11
501016-221
THERMAL VALVE
12
50 089 001
13
50 041 003
RELIEF VALVE
14
90 426 007
MOTOR, GEAR
15
503043-15
CHECK VALVE
16
50 076 004
17
501016-118
BALL VALVE
18
50 072 009
FILTER ASSEMBLY
19
50 088 004
20
50 046 005
REGULATOR, PRESSURE
Directional Valve
Retract Valve
Two-position, two-way valve
Part No. 06 840 013
Description
A hydraulic offset, stern operated, two position,
two-way valve.
Operation
The regulated retract pressure (500 psi) is applied
to the end of the spool (in). The pressure holds the
spool out blocking the flow from in to out. The
slide attached to the feed hose wheel support
pushes the spool in and allows oil to pass from in
to out. When the drill reverses, the slide moved
away from the spool and the hydraulic pressure
pushes the spool back to the un-activated position.
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Directional Valve
Thermal Valve
Two position, three-way valve
Part No. 501016-221
Description
A temperature controlled spring offset, two position,
three-way valve.
Operation
When the oil is cold (below 115F) the valve is unactuated connection B to A.
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2-100
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2-101
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INTRODUCTION
To give the operator the required control over a hydraulic drilling system, many different types of
volume, pressure and directional control valves have become part of the HDC-3 system. Some of
these control valves are adjustable while some other valves are non-adjustable, but could possibly
malfunction as a result of contaminants in the hydraulic fluid or other causes. Therefore, it is important
that all troubleshooters of Oldenburg Cannon hydraulic drilling systems are thoroughly familiar with not
only how the HDC-3 system works, but also with component adjustments and flow test procedures.
When taking hydraulic drill control system flow tests and making component adjustments, it is pertinent
to conduct these tests and adjustments under normal operating conditions. Following the below listed
pre-test requirements will insure that the test readings were made under the proper conditions and
usable for air comparison with the desired system flows and pressure settings published in this booklet.
PRE-TEST REQUIREMENTS
1. Oil temperatures should be 125F +/- 10.
2. Filters should be clean.
3. Pumps, if diesel powered, should be operating at the normal rated RPM for the machine when
under load. All electric motors should be operating at rated voltage and frequency when under
load.
4. Oil level should be between minimum and maximum limits.
5. Specified oil per Oldenburg Cannon specifications.
6. All hoses and components connected per the applicable hydraulic schematic.
NOTE: Pressure gauges have a limited life and will eventually exceed the original +/- 2% of full scale
accuracy allowance. Gauges of known accuracy should be used when making any critical pressure
checks or adjustments (such as the main reliefs).
CAUTION: the hydraulic system must always be shut down before removing any valves, hoses or
other hydraulic components.
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PRE-ADJUSTMENT SETTINGS
The following settings are initial settings only and should in no case be used as the final setting. Doing
so may cause component failure, particularly if the main reliefs are not set accurately.
Hammer Block:
Feed Flow Adjust -3/8 turn out from full in.
Hammer Shift Adjust -2 turns in from full out. . . . . . . . . . . . . . . . . . . . 300 psi/turn
Hammer Feed Flow Shift Full out (CCW)
P1 & P2 Main Reliefs 4 1/8 turns in from full out . . . . . . . . . . . . . . . 850 psi/turn
Hammer Collar Adjust Full out (CCW)
Feed Block:
RTC Sequence 4 turns in from full out . . . . . . . . . . . . . . . . . . . . .300 psi/turn
Retract Pressure Regulator 1 turn in from full out. . . . . . . . . . . . . . .150 psi/turn
Feed Relief 3 turns in from full out. . . . . . . . . . . . . . . . . . . . . . . . .850 psi/turn
Feed Thrust Regulator 4 turns in from full out . . . . . . . . . . . . . . . 300 psi/turn
Collar Adjust 3 turns in from full out . . . . . . . . . . . . . . . . . . . . . . . . . 125 psi/turn
Rotation Block
Speed Adjust Full out
P3 Main Relief 2 turns in from full out . . . . . . . . . . . . . . . . . . . . . .850 psi/turn
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WHEN NOT FAMILIAR WITH FLOW METERS, READ THE OPERATING INSTRUCTIONS OF YOUR
FLOW METER CAREFULLY BEFORE DOING A FLOW TEST.
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PUMP P/N
RPM
P1
P2
P3
506234-3
1800
13
23
18
90 426 009
1800
15
19
19
90 426 014
2000
17
17
17
90 426 019
1800
15
19
19
90 426 028
2000
16
16
16
90 426 028
2000
17
17
17
90 426 029
1800
15
19
19
90 426 031
2000
17
21
12.5
90 426 034
2000
12.5
17
90 426 035
2000
16
22
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Feed Enable
Feed Thrust
Rotation
Hammer
Orifice
0-100
0-100
300-600
800-2500
Drilling
2500
800-1200
500-1400
2000-2900
Feed
5-8
Hammer
8-5
Rotation
8-18
0-3
20-10
18
0-3
29-35
18
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Feed Enable
Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)
P2
10
P3
13
Hammer
5-2
Rotation
3-13
0-3
20-7
13
0-3
23-27
13
Feed Enable
Feed Control Position
Neutral and Reverse
Collar:
(Feed pressure 200 - 700 psi)
Forward:
(Feed Pressure 800 -2000 psi)
P2
15
P3
12
Hammer
10-7
Rotation
2-12
0-3
16-12
12
0-3
19-23
12
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P1
19
P2
11
P3
15
Hammer
6-3
Rotation
5-15
0-3
20-8
15
0-3
25-29
15
DRILLING PRESSURE
Feed Thrust Pressure:
Most of the common regulation of feed thrust is a meter reading between 300-500 psi
(Collaring) and 900-1500 psi for full.
Rotation Pressure:
The most common reading of rotation pressure is 800-1200 psi. When the machine
drills orifices, softer or fractured rock the rotation pressure will decrease. When the
hole doesn't clean appropriately and/or the drill operation through a hole is too fast,
the rotation pressure will increase.
Collaring:
The collar pressure is fixed between 300 - 500 psi and the collar pressure control
automatically keeps this pressure.
Hammer:
The low hammer pressure is 1800-2000 psi and the full pressure is 2150-2900 psi.
Operating Pressures
Rotation:
Flow (GPM)
Pressure (PSI) (maximum)
Hammer:
Flow(GPM)
Pressure (PSI)
Drilling:
Air:
Pressure (PSI)
Flow (CFM):
Drill of 1
Drill of 1
Water:
Pressure (PSI)
Flow (GPM):
CH-38 Drill
18
2000
30
2900
125
85
150
150
15
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All energy put into a hydraulic drilling system must come out either as work or as heat.
When oil flow is restricted, heat is created and there is a loss of potential energy (pressure) for
doing work (i.e. a hose that is too small or restricted). On the other hand, some restrictions like
orifices are purposely built into the system.
Oil must be confined to create pressure for work. A tightly sealed hydraulic drilling system is a
must.
Oil is pushed into a pump, not drawn into it (atmospheric pressure supplies this pressure).
A pump does not create pressure; it creates flow. Pressure is caused by resistance to flow.
The most effective way to pinpoint troubles in the system is by testing with gauges and/or a flow
meter.
The charts on the following pages can help in listing all the possible causes of trouble when you begin
diagnosis and testing on a machine.
Before starting any testing, first check for external oil leaks and unusual noises in the system.
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IMPORTANT!
ALWAYS CHECK THE FOLLOWING BEFORE TROUBLESHOOTING:
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PROBLEM
System Inoperative
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PROBABLE CAUSE
SOLUTION
Cold oil.
PROBLEM
Systems operates erratically or
slowly
PROBABLE CAUSE
SOLUTION
Air in system.
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PROBLEM
System operates slowly or not at
all
Overheating of system.
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PROBABLE CAUSE
SOLUTION
PROBLEM
Overheating of system.
PROBABLE CAUSE
SOLUTION
Drill seized.
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PROBLEM
Hammer will not drill (feed valve
in forward position and drill
advancing).
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PROBABLE CAUSE
SOLUTION
PROBLEM
Hammer pressure fluctuating
(from normal operating pressure
to a lower or higher pressure).
PROBABLE CAUSE
Muddy ground
Feed flow adjust cartridge
adjusted low.
SOLUTION
Drilling through muddy ground
and the system is operating
normally.
Refer to adjustments section of
this manual and adjust feed flow
cartridge.
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PROBLEM
Hammer wont idle (stalls).
PROBABLE CAUSE
SOLUTION
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PROBLEM
Feed relief pressure not staying
within limits.
PROBABLE CAUSE
SOLUTION
Collaring on.
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PROBLEM
Not maintaining feed thrust
pressure.
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PROBABLE CAUSE
SOLUTION
PROBLEM
Drill will not feed forward.
PROBABLE CAUSE
SOLUTION
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PROBLEM
Feed valve returns only to neutral
and not reverse at hole bottom.
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PROBABLE CAUSE
SOLUTION
Change valve.
Pump worn.
PROBLEM
Rotation pressure higher than
normal.
PROBABLE CAUSE
SOLUTION
P2 pump malfunctioning.
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PROBLEM
Cylinders leak oil.
No pressure.
No pressure.
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PROBABLE CAUSE
SOLUTION
Incorrect adjustment.
Replace valve.
Weak spring.
Replace valve.
Replace valve.
Replace valve.
Replace valve.
O-ring damaged.
Replace o-ring.
Spring broken.
Replace valve.
Replace valve.
Replace valve.
O-ring damaged.
Replace o-ring.
Replace valve
PROBLEM
Variations in flow.
PROBABLE CAUSE
SOLUTION
Replace valve.
Replace valve.
Contamination.
Improper flow.
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PROBLEM
Sequence valve inoperative.
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PROBABLE CAUSE
SOLUTION
Use manufacturers
recommendation to adjust tie
bolt torque.
Repair leak.
Cold fluid.
1. HOSES
a. General Hose Failure (excludes all hammer hoses):
The replacement should be made up prior to removing the failed hose. All fittings should be capped
and hose ends plugged whenever a hose is removed. The replacement hose should be cleaned
preferably by flushing with a clean fluid (solvent or hydraulic oil). The failed hose should be removed
and the new hose installed taking whatever action is necessary to assure that no contaminants are
introduced.
b. Hammer Hose Failure:
The section applies to all hoses attached to the hammer between the drill controls and the hammer
which includes hammer percussion, hammer rotation, and the hammer lube. Te replacement hose
should be made up prior to removing the failed hose and cleaned as described above. The
replacement hose should be installed taking whatever action is necessary to assure the no
contaminants are introduced. If the failed hose was in either the hammer percussion or rotation circuit
it is necessary to remove both hoses of that circuit from the drill and connect them together with a JIC
tube union (#10 for rotation or #12 for hammer). Make sure that the fittings are capped after the hoses
are removed. Start the hydraulic system and bring to full operation RPM. Actuate the valve in the
respective circuit to the forward position and allow the oil to circulate for at least five minutes. This will
wash all contaminants back to the return filter and clean the system. Return the control valve to the
neutral position and shut down the hydraulic system. Remove the caps from the hammer. Remove the
hoses from the connector and install on the hammer taking whatever action is necessary to assure that
no contaminants are introduced. If it is a hose in the hammer lube circuit that failed, make a
replacement hose and install as described in section a. Remove the lube line from the back of the
drill and start jumbo air system. Actuate any valves or switches necessary to get normal air pressure at
the air lube pressure regulator. Let the air lube line blow for five minutes to clean the line of all
contaminants. Connect the line to the fitting at the rear of the drill.
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2. DRILL
a. Percussor:
When a percussor has failed or is known to be failing (i.e. is hard starting, fails to start, stalls when
idling, etc.) and is removed from the machine, it is necessary to flush the hoses prior to connecting a
new drill. Percussor failure that is a result of piston scoring/seizure or breakage will produce metal
particles, which will enter the hydraulic system. Prior to connecting the hoses to the new percussor, the
hoses should be connected together and cleaned with the hydraulic system as described in section 1.b
above. Connect the hoses to the new hammer after flushing for the required five minutes.
b. Rotation Motor:
Rotation motor failures will generate contaminants, which will enter the hoses and require flushing.
Prior to connecting the hoses to the new motor, the hoses should be connected together as described
in section 1.b above and flushed for five minutes with the hydraulic system. Connect the hoses to the
motor after the required flushing. Note that the P3 circuit is only filtered by the return filter.
c. Rotation Unit/Chuck:
Failure of bearings or bushings in the rotation unit of the drill will usually generate a substantial amount
of large contaminants, which can migrate to the percussion section due to the pumping action of the
piston. When a failure does occur it is recommended that the distributor and the piston be removed
from the cylinder assembly. The distributor, cylinder liner and piston should be cleaned of all
contaminants and examined for damage that might have occurred and not yet have affected percussor
operation. Any minor scoring can be buffed out at this time unless it is going to affect the life or
operation of the seals. The contaminants will sometimes be pumped into the air lube hose making it
necessary to purge the air lube before starting as described in section 1.b above.
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3. PUMP
Removing and replacing a failed pump:
Clean all surfaces of components prior to removal. Remove hose as required and cap or plug all hoses
to protect against contamination. Before installing a new pump, flush the pressure hoses to remove
any metal shavings that have been left behind from the failure of the pump. Steam cleaning works well
for this purpose. Change any filters related to the circuit that you are working one. Install the new
pump on the pump adapter housing. Clean the mounting surface where the hose flanges locate and
make sure that there is no surface damage. Connect the hoses to the pump. Remove the two hoses
from the affected component (i.e. drill, cylinder or motor) and connect together with a tube union. Cap
the two fittings on the component. Make sure that all valves are in the neutral position. Start the
hydraulics system and run at the low RPM if it is a diesel driven pump. Listen for cavity noises, which
would indicate an air leak on the suction of the pump.
Actuate the component control valve and let the system run for a minimum of ten minutes in both
directions without actuating any other valves. This allows the pump to break in a low pressure and
clean the system of any contaminants generated by the failed pump.
If you have a catastrophic failure in the system that is running a motor, we recommend that you also
change the motor at this time.
On any hydrostatic system tram circuit, you should always change both the pump and the motor when
there is a failure of either component.
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Slip Ring
Assembly
Bearing
Assembly
Bushings
Sprockets &
Chain
(not shown)
Limit Switch
Motor
O.K.
NOT
CABLE REEL
EQUIPMENT PROBLEM
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S-2
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APPENDIX
VENDOR MANUALS
EQUIPMENT
PART NUMBER
701625
50 010 025
50 076 005
50 083 015
50 081 011
50 047 014
70 330 013
50 075 018
90 637 105
50 074 013
50 031 046
50 031 046
50 031 046
50 031 046
50 031 046
50 031 046
50 010 014
50 085 046
50 085 009
V-1
REV. 0
V-2
REV. 0