Instrutor:_________________________________________

Aluno:_________________________________

Apostila Elaborada e Revisada pelo Instrutor Ygor Ceolin em 28/09/09

1
 Index

Course Description …………………………………………………………………...... 03

Components Location............………………………………………………................11

Steering Tank……..................................................................................................13

Steering Pump……………………………………………………………………………14

Solenoid and Relief Valve......................................................................................16

Accumulator Charging Valve…………………………………………………………..19

Steering Accumulators…………………………………………………………………..26

Electronic Control of Steering Accumulators………………………………………....26

Steering Control Valve…………………………………………………………………..28

Hand Metering Unit (HMU)...…………………………………………………………...33

Steering System of 789 and 785…………………………………………….………...35

Steering System 793D…………………………………………………………………..42

2
 SISTEMA DE DIREÇÃO DOS OHT’s

Duração do curso: 3 dias

DESCRIÇÃO Carga Horária: 24 horas

QUEM DEVERÁ ASSISTIR:

• Mecânicos de Serviço e Suporte Técnico;

• Instrutores;
• Supervisores;
• Engenheiros de Operação.

Durante a parte teórica (aproximadamente 50%) serão estudados os

conceitos do sistema de direção dos OHT’s 785C,789C,793C,793D, localização e
função dos principais componentes. Estudaremos também Navegação no
Esquema Hidráulico, bem como, principais testes, ajustes dos componentes do
sistema de direção.Serão executados exercícios de fixação nos alunos sobre os
itens citados no treinamento.

Os participantes farão exercícios práticos envolvendo principais testes,

ajustes dos componentes do sistema de direção nos Contratos, visando não só a
familiaridade dos participantes com o curso proposto, como também, para que
possam colocar em prática todas as habilidades adquiridas dentro de sala.

Laboratórios a serem realizados:

• Operação do sistema de Direção

LABORATÓRIOS Os técnicos demonstrarão seu aprendizado em sala e laboratório

desmontando, Montando, Analisando e Verificando o funcionamento dos
Componentes Hidráulicos do Sistema de Direção.

• Esquema hidráulico

Os técnicos demonstrarão no equipamento a utilização, manuseio e aplicação

do Esquema Hidráulico para localização e Inspeção de Componentes
Hidráulicos.

• Testes e ajustes do sistema de Direção

Os técnicos demonstrarão principais testes, ajustes e regulagens dos

componentes do sistema de direção

• Provas em Componentes Hidráulicos

Os participantes realizarão provas de laboratório para compreender como são,

como funcionam, e trabalham os componentes hidráulicos em um Sistema de
3
Direção OHT.
 RECURSOS RECURSOS NECESSÁRIOS PARA AS TAREFAS DE LABORATÓRIO
NECESSÁRIOS
- Literaturas técnicas de Consulta;
- SIS WEB;
- Bancadas;
- Toalhas Cat, Mantas absorventes;
- Ferramental Apropriado (Ver página 06);
- Bancada de limpeza de Componentes;
- Linha de Ar comprimido;
- Bomba de Pistão de Deslocamento Variável;
- H.M.U (Hand Metering Unit).

• OHT (785C,789C,793C OU 793D) Em Condições de Funcionamento.

EQUIPAMENTOS
NECESSÁRIOS

4
HABILIDADES HABILIDADES DOS PARTICIPANTES

Depois de compreender os temas apresentados neste curso, os técnicos estarão

capacitados a:

• Descrever o funcionamento do Sistema de Direção e localização dos

principais componentes.

• Identificar os componentes do sistema de direção do OHT’s: Tanque

Hidráulico, Bomba Hidráulica, válvula compensadora de pressão,
acumuladores, válvula de carga dos acumuladores, válvula de alívio e
solenóide, válvula Orbitrol, válvula de controle da direção,Válvula de
prioridade (se equipados) e cilindros da direção.

• Desenvolver os principais testes e ajustes de campo;

PRÉ-REQUISITOS PARA OS PARTICIPANTES

PRÉ-REQUISITOS Este curso foi desenvolvido para Mecânico de Serviço e Suporte Técnico.

CURSOS SUGERIDOS PARA OS PARTICIPANTES

- Hidráulica Básica / Simbologia;

- Inglês Fundamental CAT (desejável);

- Literatura Técnica CAT (desejável).

INFORMAÇÕES ADICIONAIS

Os participantes deste curso devem ainda:

• Usar botinas de segurança (Não se permite tênis ou calçados abertos)

• Os participantes devem possuir conhecimento básico do sistema de operacional

Windows.

• Os participantes devem estar familiarizados com Sistemas Hidráulicos.

• Se recomenda utilizar roupa apropriada de trabalho para os exercícios de

laboratório.

5
FERRAMENTAS PARA ESTE CURSO

- Literaturas técnicas de Consulta;

- SIS WEB;
- Bancadas;
- Toalhas Cat, Mantas Absorventes;
- Ferramental Apropriado;
- Bancada de limpeza de Componentes;
- Linha de Ar comprimido.

- Bomba de Pistão de Deslocamento Variável;

- H.M.U

- Caminhão 793C ATY

- Manômetro 8T – 0860

- Mangueira 6V – 3079

- Grupo de Teste Hidráulico 8T – 5320

- Bomba Hidráulica Manual 9U – 6600

- Bomba Hidráulica Elétrica 3S – 6224

- Trena 10 metros (Convergência/Divergência)

6
7
STEERING SYSTEM 793C

8
 STEERING TANK

The steering tank is located on the right platform. Two sight gauges are on the side of
the tank. When the engine is shut off and the oil is cold, the oil should be visible between the
FULL and ADD OIL markings of the upper sight gauge (l).

When the engine is running and the accumulators are fully charged, the oil level should
not be below the ENGINE RUNNING marking of the lower sight gauge (2).

If the ENGINE RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in the accumulators and
will reduce the secondary steering capacity.

A combination vacuum breaker/pressure relief valve is used to limit the tank pressure.
Before removing the fill cap, be sure that the engine was shut off with the key start switch and
the oil has returned to the tank from the accumulators. Depress the pressure release button (3)
on the breather to vent any remaining pressure from the tank.

Supply oil for the steering system is provided by a piston-type pump.Case drain oil from
the pump returns to the tank through the filter (4).

The remaining steering system oil returns to the tank through the main steering filter (5).
Both filters are equipped with bypass valves to protect the system if the filters are restricted or
during cold oil start-up.

If the steering pump fails or if the engine cannot be started, the connector (6) is used to
attach an Auxiliary Power Unit (APU).

9
 The APU will provide supply oil from the steering tank at the connector (6) to charge the
steering accumulators. Steering capability is then available to tow the truck.

The steering oil temperature sensor (7) provides an input signal to the VIMS, which
informs the operator of the steering system oil temperature.If the steering oil temperature
exceeds 108 °C (226 °F), the operator will receive a warning on the VIMS display (STRG OIL
TEMP HI).

STEERING PUMPS

10
 The 793C Update truck is equipped with a load sensing, pressure compensated, piston-
type pump (1). The steering pump is mounted to the pump drive. The pump drive is located on
the inside of the right frame rail near the torque converter.

The steering pump operates only when the engine is running and provides the necessary
flow of oil to the accumulators for steering system operation. The steering pump contains a
load sensing controller (2) that works with an accumulator charging valve to monitor and control
steering pump output.

The steering pump will produce flow at high pressure until the steering accumulators are
charged with oil and the pressure increases to 21400 ± 345 kPa (3100 ± 50 psi).

This pressure is referred to as the CUTOUT pressure. When the CUT-OUT pressure is
reached, the accumulator charging valve drains the load sensing signal pressure to the pump
load sensing controller through hose (3), and the pump destrokes to the LOW PRESSURE
STANDBY condition. During LOW PRESSURE STANDBY, the pump pressure should be
between 2070 and 3620 kPa (300 and 525 psi).

The LOW PRESSURE STANDBY setting is adjusted by changing the spring tension on
the flow compensator spool with screw (4).

The pump operates at minimum swashplate angle to supply oil for lubrication and
leakage. Because of the normal leakage in the steering system and Hand Metering Unit (HMU)
"thermal bleed", the pressure in the accumulators will gradually decrease to 19200 ± 315 kPa
(2785 ± 45 psi). This pressure is referred to as the CUT-IN pressure.

When the pressure in the accumulators decreases to the CUT-IN pressure,the

accumulator charging valve blocks the load sensing signal line to the load sensing controller
from returning to the tank, and the pump upstrokes to maximum displacement (full flow).

A pressure tap (5) is located on the pump pressure switch manifold. If steering pump
supply pressure is measured at this tap during LOW PRESSURE STANDBY, a gauge
acceptable for testing maximum steering system pressure must be used to avoid damaging the
gauge when the steering pump upstrokes to provide maximum oil flow.

Two pressure switches monitor the condition of the steering system. One switch (6)
monitors the output of the steering pump. This switch monitors pump supply pressure during
LOW PRESSURE STANDBY.The VIMS refers to this switch as the "low steering pressure"
switch.
The other steering pressure switch is mounted on the bottom of one of the steering
accumulators (see Slide No. 155). This switch monitors the steering system accumulator
pressure. The VIMS refers to this switch as the "high steering pressure" switch.

The low steering pressure switch sends input signals to the transmission/Chassis ECM.
The high steering pressure switch sends input signals to the VIMS. VIMS inform the operator of
the condition of the steering system. A steering system warning is only displayed if the ground
speed is above 8 km/h (5 mph) or the actual gear switch is not in NEUTRAL.
11
 The high pressure cutoff valve is part of the load sensing controller mounted on the
steering pump. The high pressure cutoff valve is set higher than the cut-out setting of the
accumulator charging valve.
The high pressure cutoff valve protects the steering system if the cut-out valve fails to limit
the steering system pressure. The high pressure cutoff setting is 23100 ± 345 kPa (3350 ± 50
psi).The high pressure cutoff setting is adjusted by changing the spring tension with screw (7).

SOLENOID AND RELIEF VALVE

Shown is a sectional view of the solenoid and relief valve manifold. The accumulator
bleed down solenoid is activated by the bleed down solenoid shutdown control (see Slide No.
156) when the key start switch is moved to the OFF position. The bleed down solenoid
shutdown control holds the solenoid open for 70 seconds.

Pressure oil from the accumulators is sensed by the bleed down solenoid.
When the solenoid is energized, the plunger moves and connects the pressure oil to the drain
passage. Pressure oil flows through an orifice, past the plunger, to the tank.

The orifice limits the return oil flow from the accumulators to a rate which is lower than the
flow limit (restriction) of the steering oil filter in the hydraulic tank. When the solenoid is
desenergized, spring force moves the plunger and pressure oil cannot go to drain.

12
 The back-up relief valve protects the steering system from pressure spikes if the pump
cannot destroke fast enough or limits the maximum pressure if the steering pump high pressure
cutoff valve does not open.

Pressure oil from the steering pump works against the end of the back-up relief valve and
the spring. The relief valve unseats (opens) if oil pressure reaches approximately 26000 ± 400
kPa (3775 ± 60 psi) at a flow of 8 ± 2 L/min. (2 ± .5 gpm). Oil then flows past the relief valve
and drains to the tank.

The back-up relief valve must only be adjusted on a test bench. The pressure setting of
the back-up relief valve can be changed by adjusting the spring force that keeps the relief valve
seated (closed).

To change the relief valve setting, remove the protective cap and turn the adjustment
screw clockwise to increase or counterclockwise to decrease the pressure setting. One
revolution of the setscrew will change the pressure setting 3800 kPa (550 psi).

A functional test of the back-up relief valve can be performed on the machine by
installing a manual hydraulic pump at the location of the Auxiliary Power Unit (APU) connector
and installing blocker plates to prevent oil from flowing to the accumulators. See the service
manual for more detailed information.

Steering pump supply oil flows through a check valve (1) to the solenoid and relief valve
manifold (2). The solenoid and relief valve manifold connects the steering pump to the
accumulator charging valve (3), the accumulators and the steering control valve (4). The
solenoid and relief valve manifold also provides a path to drain for the steering oil.

When checking the steering system CUT-OUT and CUT-IN pressures, a gauge can be
connected at the pressure tap (5).Steering system oil samples can be taken at the steering
system Scheduled Oil Sampling (S•O•S) tap (6).

Secondary Steering
The machine does not have a secondary steering pump. An Auxiliary Power Unit can be
used in order to operate the steering circuit on a disabled machine. The Auxiliary Power Unit
13
 connects to port (5) on the steering solenoid and relief valve and to a suction port on the
steering hydraulic tank.

This arrangement will provide pressure oil in order to charge the steering accumulators.
Steering capability is then available to tow the machine.

See Special Instruction, "Using 1U-5000 Auxiliary Power Unit (APU)", Special
Instruction, "Using the 1U-5525 Attachment Group" and Operation and Maintenance Manual in
this module for reference.

Revisão (793C)
1. O sensor instalado no tanque da direção se comunica com que Componente?

2. O que é uma APU? Onde está instalada nos OHT’s?

3. Marque V ou F para as alternativas abaixo justificando as alternativas falsas.

a. ( ) A vazão da bomba da direção é fixa;
_______________________________________________________________________
b. ( ) Para aumentar a pressão de ajuste da válvula de alívio deve-se afrouxar o parafuso;
_______________________________________________________________________
c. ( ) O coletor da válvula de alívio conecta a bomba aos cilindros da direção
_______________________________________________________________________
d. ( ) O solenóide é energizado pelo ECM do VIMS permitindo o dreno do óleo da direção
_______________________________________________________________________

4. Explique a função do solenóide instalado no coletor da válvula de alívio?

14
5. O que é pressão de CUT-IN e CUT-OUT?

6. O controlador da bomba da direção recebe uma linha de sinal proveniente de qual

componente? Qual a finalidade deste sinal?

ACCUMULATOR CHARGING VALVE

Shown is a closer view of the accumulator charging valve (1). Steering system CUT-OUT
pressure is adjusted at the valve (2). Steering system CUT-IN pressure is adjusted at the valve
(3).

Steering pump supply pressure increases until the accumulator pressure acting on the
accumulator charging valve shifts the cut-out and cut-in pressure valves.

Together, the cut-out and cut-in pressure valves reduce the Load Sensing (LS) signal
pressure (feedback pressure) to slightly above tank pressure. The pump is destroked to LOW
PRESSURE STANDBY (CUT-OUT).

When the pressure in the accumulators decreases, the cut-in and cut-out pressure valves
shift again and block the load sensing signal pressure from the tank. The pump load sensing
signal pressure becomes equal to pump pressure, and the steering pump returns to the FULL
FLOW position (CUT-IN).
15
A screen (4) is located in the pump supply line to the accumulator charging valve.

Shown is a sectional view of the accumulator charging valve during CHARGING (CUT-
IN).
During CHARGING, the cut-out spool is held to the right by the spring.

The cut-out spool blocks the pump and load sensing signal passages from the feedback
orifice. Signal pressure is equal to pump pressure and the high signal pressure causes the
pump to upstroke to maximum displacement (full flow).

As accumulator pressure increases, the cut-out spool will move to the left against the
spring force. When accumulator pressure reaches the cut-out setting, the cut-out spool will
open the pump and load sensing signal passages to the feedback orifice. The feedback orifice
reduces the load sensing signal pressure to slightly more than tank pressure.

16
 Shown is a sectional view of the accumulator charging valve in the LOW PRESSURE
STANDBY (CUT-OUT) position.In the CUT-OUT position, accumulator pressure has increased
to the cutout setting and both the cut-in and cut-out stems are fully shifted against the springs.

The pump and load sensing signal passages are open to the feedback orifice. The
feedback orifice reduces the signal pressure to slightly more than tank pressure.

The feedback orifice is only required to initiate and maintain CUT-OUT.As the
accumulator pressure decreases, the feedback pressure holds the cut-out spool to the left until
the cut-in valve opens and vents the feedback pressure to the tank.

The feedback pressure during CUT-OUT assists shifting against the spring. At the
beginning of CUT-IN, the feedback pressure assists the spring force.

17
Shown is a sectional view of the accumulator charging valve in the beginning stage of CUT-IN.

When accumulator pressure decreases to the cut-in pressure, the cut-in spool will move
to the right and allow feedback pressure into the cut-in valve and cut-out valve spring
chambers.
The feedback pressure assists the cut-out and cut-in valve springs with shifting the cut-out and
cut-in spools to the right.

The cut-in spool continues to move to the right and blocks the center passage to the cut-
out spool. When the center passage to the cut-out spool is blocked, signal pressure becomes
equal to pump pressure.

CUT-IN will occur when the cut-out spool shifts to a position in which the pump load
sensing signal is no longer vented to feedback pressure. Signal pressure becomes equal to
pump pressure, the pump upstrokes and the charging cycle begins.

18
After the engine is started, pressure increases in the steering accumulators.

The pump load sensing controller is spring biased to vent the actuator piston pressure to
drain. Venting pressure from the load sensing controller and the actuator piston positions the
spring biased swashplate to maximum displacement (full flow).

As pressure increases in the accumulators, pump supply pressure is sensed in the

accumulator charging valve and on both ends of the flow compensator.

When pressure is present on both ends of the flow compensator, the swashplate is kept
at maximum angle by the force of the spring in the pump housing and pump discharge
pressure on the swashplate piston.

The pistons travel in and out of the barrel and maximum flow is provided through the
outlet port. Since the pump is driven by the engine, engine rpm also affects pump output.

19
 Pump supply pressure will increase until the accumulator pressure acting on the
accumulator charging valve shifts the cut-out and cut-in valves, and the load sensing signal
pressure is reduced to slightly above tank pressure.

The cut-out and cut-in valves shift when the pump outlet pressure is approximately 21400
± 345 kPa (3100 ± 50 psi) at LOW IDLE.

Pump oil at LOW PRESSURE STANDBY flows past the lower end of the displaced flow
compensator spool to the actuator piston. The actuator piston has a larger surface area than
the swashplate piston. The oil pressure at the actuator piston overcomes the spring force of the
swashplate piston and moves the swashplate to destroke the pump.

The pump is then at LOW PRESSURE STANDBY (CUT-OUT). Pump output pressure is
equal to the setting of the flow compensator. The LOW PRESSURE STANDBY setting is
between 2070 and 3620 kPa (300 and 525 psi).

In the NEUTRAL or NO STEER position, demand for oil from the accumulators is low.
The pump operates at minimum swashplate angle to supply oil for lubrication, leakage and
HMU "thermal bleed." Because of the normal leakage in the steering system, the pressure in
the accumulators will gradually decrease to 19200 ± 315 kPa (2785 ± 45 psi).
20
 When the pressure in the accumulators decreases to 19200 ± 315 kPa (2785 ± 45 psi),
the accumulator charging valve cut-in and cut-out valves shift and block the load sensing signal
line pressure from the tank. Pump oil pressurizes the load sensing signal line.

The load sensing signal shifts the flow compensator spool and drains the actuator piston.
Draining the actuator piston positions the spring biased swashplate to maximum displacement
and full flow (CUT-IN).

At LOW lDLE in the NEUTRAL or NO STEER position, the pump will cycle between the
cut-out and cut-in conditions in intervals of 30 seconds or more.

Connecting a pressure gauge to the pressure tap below the steering control valve will
indicate these steering system pressures. If the pump pressure cycles in less than 30 seconds,
leakage exists in the system and must be corrected. Typical sources of leakage can be the
accumulator bleed down solenoid or the back-up relief valve located on the solenoid and relief
valve manifold.

If the accumulator charging pressure cannot be adjusted within specifications, an

adjustment of the high pressure cutoff valve may be required. The high pressure cutoff valve is
part of the load sensing controller mounted on the steering pump. The high pressure cutoff
valve is set higher than the cut-out setting of the accumulator charging valve.

The high pressure cutoff valves protect the steering system if the cut-out valve fails to limit
the steering system pressure.

To adjust the high pressure cutoff valve on the load sensing controller, disconnect and
plug the tank drain line at the accumulator charging valve (labeled "T" port). With the engine at
LOW IDLE, adjust the high pressure cutoff valve. After the adjustment, reconnect the tank drain
line on the accumulator charging valve.

STEERING ACCUMULATORS

21
 Two steering accumulators (1) provide the supply oil during normal operation and
temporary secondary steering if a loss of pump flow occurs.

Inside each accumulator is a rubber bladder that is charged with nitrogen.The nitrogen
charge provides energy for normal steering and secondary steering capability if steering
pump flow stops.

To check the secondary steering system, the engine must be shut off with the manual
shutdown switch (see Slide No. 25) while leaving the key start switch in the ON position. When
the manual shutdown switch is used, the bleed down solenoid is not energized and the
accumulators do not bleed down. The truck can then be steered with the engine stopped.

The steering accumulator pressure switch (2) monitors the steering accumulator pressure.
The switch provides an input to the VIMS. The VIMS refers to this switch as the "high steering
pressure" switch.

ELETRONIC CONTROL OF THE STEERING ACCUMULATORS

Shown is the shutdown control (arrow) for the steering accumulator bleed down solenoid.
The control is located in the compartment behind the cab.The steering accumulator bleed down
solenoid is activated by the control when the key start switch is moved to the OFF position.

The bleed down solenoid shutdown control holds the solenoid open for 70 seconds.The
steering solenoid valve is not activated when the battery disconnect switch or the engine
shutdown control is used.

NOTE: High pressure oil remains in the accumulators if the manual shutdown switch is
used. To release the oil pressure in the accumulators, turn the key start switch to the
OFF position and turn the steering wheel left and right until the oil is drained from the
accumulators (steering wheel can no longer be turned).

22
 Revisão

1. Os OHT’s possuem direção secundária?Explique sua resposta.

2. O que é pressão de CUT-OFF?

3. Qual a finalidade da válvula de carga dos acumuladores?

4. Qual a função do orifício de Feedback?

5. Explique as características das bombas de direção do OHT’s 785C,793C e 793D?

6. Que finalidade tem o switch instalado na base do acumulador?

23
 STEERING CONTROL VALVE

The steering control valve (1) is pilot operated from the HMU in the operator’s station.Five
station.
pilot lines connect these two components. The pilot lines send pilot oil from the HMU to shift the
spools in the steering control valve.

The spools control the amount and direction of pressure oil sent to the steering cylinders.
Four pilot lines are used for pump supply, tank return, left turn and right turn. The fifth pilot line
is for the load sensing signal.

When checking the steering system cut-out

cut out and cut-in
cut in pressures, a gauge can be
connected at the pressure tap (2).

24
 Shown is a sectional view of the steering control valve. The main components of the
steering control valve are: the priority spool, the amplifier spool with internal combiner/check
spool, the directional spool, the relief/makeup valves and the back pressure valve.

Pressure oil from the accumulators flows past the spring biased priority spool and is
blocked by the amplifier spool. The same pressure oil flows through an orifice to the right end
of the priority spool.

The orifice stabilizes the flow to the priority spool and must be present to open and close
the priority spool as the flow demand changes. The same pressure oil flows to the HMU. After
all the passages fill with pressure oil, the priority spool shifts to the left, but remains partially
open. In this position, the priority spool allows a small amount of oil flow (thermal bleed) to the
HMU and decreases the pressure to the HMU supply port.

The "thermal bleed" prevents the HMU from sticking.

With the truck in the NEUTRAL or NO TURN position, all four working ports (supply, tank,
right turn and left turn) are vented to the tank through the HMU. The directional spool is held in
the center position by the centering springs.

While the truck is traveling straight (no steer), any rolling resistance (opposition) acting on
the steering cylinders creates a pressure increase.

The increased pressure acts on the relief/makeup valve in that port. If the pressure
increase exceeds 27000 to 29000kPa (3920 to 4210 psi), the relief poppet will open.

A pressure drop occurs across the orifice. The pressure drop causes the dump valve to
move and allows oil to flow to the tank passage.
The relief action causes the makeup portion of the other relief/makeup valve to open and
replenish oil to the low pressure ends of the cylinders.

The excess (dumped) oil flows across the back pressure valve and enters the outer end
of the other relief/makeup valve. A pressure difference of 48kPa (7 psi) between the tank
passage and the low pressure cylinder port causes the makeup valve to open.

The excess oil flows into the low pressure cylinder port to prevent cavitation of the
cylinder. The back pressure valve also prevents cavitation of the cylinders by providing a
positive pressure of 170kPa (25 psi) in the passage behind the makeup valve. A pressure
higher than 170kPa (25 psi) will open the back pressure valve to the tank.

The steering control valve must be removed and tested on a hydraulic test bench to
accurately check the setting of the relief/makeup valves. To functionally test the right
relief/makeup valve, install two Tees with pressure taps in the right turn steering hose at the
steering cylinders. Steer the truck all the way to the right against the stops and shut off the
engine.

25
 An external pump supply must be connected to one of the pressure taps on the right turn
hose. Connect a pressure gauge to the other pressure tap on the right turn hose. Pressurize
the steering system and the reading on the gauge will be the setting of the right relief/makeup
valve.

To test the left relief/makeup valve, install two Tees with pressure taps in the left turn
steering hose at the steering cylinders. Steer the truck all the way to the left against the stops
and shut off the engine. An external pump supply must be connected to one of the pressure
taps on the left turn hose. Connect a pressure gauge to the other pressure tap on the left turn
hose. Pressurize the steering system and the reading on the gauge will be the setting of the left
relief/makeup valve.

When the steering wheel is turned to the RIGHT, the HMU "thermal bleed" and venting of
the four work ports (supply, tank, right turn and left turn) to the tank is stopped. Right turn pilot
oil flows into the left side of the directional spool through a stabilizing orifice and moves the
directional spool to the right. Movement of the directional spool allows pilot oil to flow to the
amplifier and combiner/check spools.

The pilot oil divides at the amplifier spool. Pilot oil flows through a narrow groove around
the combiner/check spool. The pilot oil is momentarily blocked until the amplifier spool moves
far enough to the right to allow partial oil flow through one of eight orifices.

Pilot oil also flows through a connecting pin hole and a stabilizing orifice to the left end of
the amplifier spool and causes the amplifier spool to move to the right. Accumulator oil at the
26
spring end (right end) of the amplifier spool flows through a mid-connecting pin to the left end of
the amplifier spool and also causes the amplifier spool to move to the right.

When the amplifier spool moves to the right, accumulator oil flows to the inner chamber,
forcing the combiner/check spool to the left. Accumulator oil then flows through seven of the
eight orifices. Pilot and accumulator oil combine. Oil flows across the directional spool (which
has already shifted) for a RIGHT TURN.

The faster the steering wheel is turned, the farther the directional spool and the amplifier
spool are shifted. A higher flow rate is available, which causes the truck to turn faster. The ratio
of pilot and accumulator supply oil that combine is always the same because one orifice is
dedicated to pilot flow and seven orifices are dedicated to accumulator supply flow.

Steering resistance increases the supply (cylinder) pressure to the HMU and the load
sensing pilot line. The load sensing pilot line directs cylinder pressure to the priority spool.

The increased pressure in the load sensing line causes the priority spool to move to the
right and allows more oil flow to the HMU through the supply line. The load sensing port supply
pressure varies with the steering load. The priority spool moves proportionally, allowing
sufficient oil flow to meet the steering requirements.

Return oil from the cylinders flows across the directional spool, around the relief/makeup
valve, forces the back pressure valve open and returns to the tank.

During a turn, if a front wheel strikes a large obstruction that cannot move oil pressure in
that steering cylinder and oil line increases. Oil flow to the cylinder is reversed. This pressure
spike is felt in the amplifier spool.

The combiner/check spool moves to the right and blocks the seven accumulator supply oil
orifices to the steering cylinders. The amplifier spool moves to the left and blocks the pilot oil
orifice.
Pilot oil flow to the steering cylinders stops. The pressure spike is not felt at the HMU. If
the pressure spike is large enough, the relief/makeup valve drains the pressure oil to the tank
as previously described.

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 HAND METERING UNIT (HMU)

The Hand Metering Unit (HMU) is located at the base of the steering column behind a
cover at the front of the cab. The HMU is connected to the steering wheel and controlled by the
operator.

The HMU meters the amount of oil sent to the steering control valve by the speed at
which the steering wheel is turned. The faster the HMU is turned, the higher the flow sent to the
steering cylinders from the steering control valve and the faster the wheels will change
direction.

On the front of the HMU are four ports:

- Return to tank - Left turn

- Pump supply - Right turn

A fifth port is on the side of the HMU. The fifth port is the load sensing signal line to the
steering control valve.

Pump supply oil from the accumulators flows through the steering control valve to the
Hand Metering Unit (HMU).If the steering wheel is not turned, the oil flows through the HMU to
the tank.

Allowing oil to circulate through the HMU while the steering wheel is stationary provides a
"thermal bleed" condition, which maintains a temperature differential of less than 28°C (50°F)
between the HMU and the tank.

This "thermal bleed" prevents thermal seizure of the HMU (sticking steering wheel).When
the steering wheel is turned, the HMU directs oil back to the steering control valve. The
steering control valve directs oil to the steering cylinders.

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 Depending on which direction the steering wheel is turned, oil will flow to the head end of
one steering cylinder and to the rod end of the other cylinder.

The action of the oil on the pistons and rods in the steering cylinders causes the wheels
to change direction. Displaced oil from the steering cylinders flows through the back pressure
valve in the steering control valve and returns to the tank.

Revisão

1. O que irá acontecer no sistema de direção ao se movimentar os pneus sobre um obstáculo?

2. O que é “sangria térmica”?

3. Que vias saem da HMU?

4. Por que a temperatura na HMU é superior ao óleo armazenado no tanque?

5. Quem alimenta a válvula de controle da direção?

6. Qual a função do pórtico de sinal sensível a carga que está em contato com uma das câmaras
do carretel de prioridade?

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STEERING
STEERING SYSTEM OF 789C AND 785C

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 Ilustração1
(1) Acumuladores da direção
(2) Cilindros da direção
(3) Válvula solenóide e de alívio da direção
(4) Válvula de retenção da direção
(5) Filtro da direção
(6) Tanque do sistema hidráulico
hidráulico da direção
(7) Bomba de pistão da direção
g00297139
(8) Interruptores de pressão da bomba da direção
(9) Válvula de alívio de proteção
(10) Conexão do orifício
(11) Válvula compensadora de pressão
(12) Bomba dosadora da direção
(13) Válvula de alívio bidirecional do cilindro
(14) Válvula de alívio da direção
(15) Válvula solenóide da direção
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 STEERING PUMP OF 785C

The piston-type
piston type steering pump (1) for the 785C truck is mounted to the pump drive. The
pump drive is located on the inside of the right frame rail near the torque converter.

The steering pump operates only when the engine is running and provides the necessary
oil flow to the accumulators for steering system operation.

The
he steering pump for the 785C truck contains a pressure compensator valve (2) that
monitors and controls steering pump output.

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 Shown is a sectional view of the piston-type steering pump for the 785C truck in the
MAXIMUM FLOW condition. No oil pressure is present in the control piston.

In this condition, the swashplate is kept at maximum angle by the force of the spring in the
pump housing. The pistons travel in and out of the barrel and maximum flow is provided
through the outlet port.

Since the pump is driven by a shaft off the engine, it should be remembered that engine
rpm also affects pump output.

Shown is a sectional view of the pump compensator valve for the 785C truck.

The pump compensator valve senses pump supply pressure through a passage in the
valve body. When the outlet pressure is less than the force of the spring on the end of the
compensator spool, the oil is blocked from flowing to the pump control piston.

As the accumulators fill, the pressure of the oil through the pump outlet increases. The
pump supply pressure will increase until the pressure of the oil in the pump passage in the
pump compensator valve is high enough to overcome the spring force on the compensator
spool.

The spool then moves to the left and opens the passage to the control piston. This
movement occurs when the outlet oil pressure is approximately 17580 ± 345 kPa (2550 ± 50
psi).The pressure setting can be adjusted by changing the shim thickness behind the
compensator spool spring. Remove the plug and add shims to increase the pressure setting.
Remove shims to lower the setting.

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 The pressure of the oil from the compensator valve passage moves the control piston,
which rotates the swashplate toward the minimum angle. The pistons now have very little
movement in and out of the barrel as the retraction plate and slippers follow the minimum angle
of the swashplate.

While the accumulators are filled, this small movement of the pistons maintains the
pressure at the setting of the pressure compensator valve.

The compensator spool will remain open to provide pressure oil behind the control piston.
Excess oil from the pump outlet goes into the pump case for cooling and lubrication. The oil
then goes through a drain line to the case drain oil filter and steering hydraulic tank.

As the steering wheel is turned and oil is taken from the accumulators, the pressure at the
pump outlet will decrease. When accumulator pressure decreases, the pressure compensator
valve will allow the swashplate to move toward maximum angle and increase pump output.

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 On the 785C truck, when the steering wheel is stationary, the HMU blocks oil in the
steering cylinders and in the lines between the steering cylinders and the HMU.
The oil blockage prevents the front wheels from moving when the steering wheel is not turned.

If pressure is applied against the front wheels while the steering wheel is stationary, the
pressure of the oil increases in the head end of one cylinder and the rod end of the other
cylinder. If the increase of oil pressure exceeds 18270 kPa (2650 psi) at the affected crossover
relief valve, the valve will open.

Oil from the high pressure ends of the steering cylinders then transfers to the low
pressure ends of the cylinders. The 785C HMU is larger because oil flows directly from the
HMU, through the crossover relief valve, to the steering cylinders. The capacity of the 785C
HMU must be large enough to handle the flow required to fill the steering cylinders and allow
satisfactory steering cycle times.

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 Crossover

The crossover relief valve housing contains two pressure taps where steering system
pressure can be measured. One tap shows pressure during a left turn and the other tap shows
pressure during a right turn.

To check the steering system pressure, turn the steering wheel completely in either
direction. Operate the engine at LOW IDLE. Continue to turn the steering wheel after the
wheels have stopped and the pressure will increase to the pump compensator valve setting.
Check the steering pressure while turning in both directions.

The pump compensator valve setting should be observed on the gauge in both
directions. If the pressure readings are different, one of the crossover relief valve settings is
probably incorrect. A misadjusted valve must be removed and readjusted on a test bench.

On the 785C, one pressure switch monitors the condition of the steering system. The
switch provides an input signal to the Transmission/Chassis ECM. The Transmission/Chassis
ECM sends a signal to the VIMS.

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37
 PRIORITY VALVE MANIFOLD

Shown is the priority valve manifold on the 793D. The priority valve manifold is located on
the inside of the right frame rail.

Oil from the steering pump enters the manifold through the hose (4). The valve contains a
priority valve (6) which gives priority to the steering system. The priority valve remains closed
until the pressure in the steering system is 18615 kPa (2650 psi). The hose (2) allows the oil to
flow to the accumulators via the solenoid and relief manifold.

The hose (1) is a drain line and the hose (3) is connected to a pressure switch that
monitors pressure in the steering system.

The priority valve also contains a check valve (5) that maintains pressure in the steering
system when there is no flow from the steering pump. This allows the steering accumulators to
maintain pressure for steering with a dead engine or in the event of a pump failure.

Once the steering system requirements are satisfied, the priority valve will open and direct
oil flow to the remaining systems that are supplied by the manifold.

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 Oil Cooler (Brake, Hydraulic Fan, Steering)

The oil cooler for the steering system and the fan drive system is located on the right side
of the machine. The smaller oil cooler (arrow) is for the steering system and for the fan drive
system. The two bigger oil coolers are used to cool the oil for the rear brakes.

Oil for the steering system and for the fan drive system flows into the oil cooler. From the
oil cooler, the oil flows into the steering hydraulic tank.

Oil cooler (smaller) and oil coolers (bigger) are cooled by engine coolant. Engine coolant
flows from the water pump and through the oil coolers. The engine coolant is then returned
back to the engine block.

The rear brakes are cooled by oil. The cooling oil comes from the control valve for the
hoist and for the brake cooling. Under certain conditions, the cooling oil also comes from the
front brake cooling pump section in the hydraulic tank.

The gear pump for the hoist sends oil to the control valve. When the control valve for the
hoist and for brake cooling is in the HOLD position or in the FLOAT position, the oil flows
through the control valve to rear brake oil coolers (bigger).

When the rear brake cooling pump section is driven, cooling oil flows through the screen
into rear brake oil coolers (bigger).

After the oil goes through rear brake oil coolers (2), the oil flows to the hydraulic filter for
brake cooling oil. The oil then flows to the rear brakes. After the oil flows to the rear brakes, the
oil will return to the hydraulic tank.

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 The oil cooler relief valve for the rear brake cooling is located in the hydraulic tank. The oil
cooler relief valve is located on the outlet line of the rear brake cooling pump section. The relief
valve prevents excessive pressure from the gear pump. The relief valve opens when the oil
pressure exceeds the relief pressure.

The oil cooler relief valve for brake cooling is located on the control valve for the hoist and
for the brake cooling. The relief valve prevents excessive pressure from the hoist gear pump.
The relief valve opens when the oil pressure exceeds the relief pressure.

Revisão
1. Explique em que momento funciona a válvula crossover.

2. Marque a única alternativa correta:

a. A bomba de direção do OHT é do tipo:

( ) Compensadora de pressão;
( ) Compensadora de fluxo;
( ) Compensadora de pressão e Fluxo

b. A válvula de retenção está instalada:

( ) No coletor do solenóide e da válvula de alívio;

( ) Na válvula de controle da direção;
( ) Na válvula HMU (orbitrol);
( ) Na válvula de prioridade.

c. No diagrama hidráulico da direção do OHT 793D existem duas bombas no circuito da

direção, que bombas são essas respectivamente:

( ) Bomba de carga e bomba da Direção

( ) Bomba de direção e bomba do ventilador;
( ) Bomba de elevação e bomba de direção;
( ) Bomba dos freios e bomba da Direção.

3. Por que a válvula HMU do 785C é maior que a válvula HMU do 793C/D?

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