Technical Training Manual Tramming Circuit

TRAINING MANUAL
TECHNICAL TRAINING MANUAL

TRAMMING CIRCUIT
SANDVIK TAMROCK SECOMA S.A.

19 avenue De Lattre-de-Tassigny - ZI
B.P. 46 - 69881 MEYZIEU Cedex
Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80
TRAMMING AXERA 5 & 6- EN 03 07 F S
TABLE OF CONTENT
1 CLOSED LOOP 4
1/1 GENERAL ARRANGEMENT 4
1/2 OVERALL CIRCUIT 5
1/3 BASIC PRINCIPLE 6
1/4 TRAMMING PUMP 7

1/4/1 HYDRAULIC SYMBOL 8
2 CHARGE PRESSURE CIRCUIT 9

2/1 LUBRICATION FUNCTION 10
2/2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC 11
3 SWASH PLATE CONTROL 12

3/1 SWASH PLATE OPERATION 13
3/2 SERVO-CONTROL OPERATION 14

3/2/1 NEUTRAL POSITION 15
3/2/2 CONTROL OF THE SWASH PLATE ANGLE 16
3/2/3 DIESEL ANTI-STALLING 17
3/2/4 H.P. CONTROL VALVE 3, BACKWARD MOTION SHOWN - HP IN LINE A. 18
4 HYDROSTATIC BRAKING 20
4/1 FORWARD DIRECTION ENGAGED 20
4/2 MAXIMUM BRAKING CAPABILITY 21
4/3 SAFETY BRAKING CIRCUIT 22
4/4 ACCELERATOR CIRCUIT 23
5 HYDRAULIC MOTOR 24
5/1 VARIABLE DISPLACEMENT TYPE, BENT AXIS. 24
5/2 FLAT GROUND TRAMMING 25
5/3 UPWARD IN AN INCLINE 26
5/4 LOW RANGE LOCKING DEVICE 27
2 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

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6 BRAKING CIRCUITS 28
6/1 INCHING STEP 1 28
6/2 INCHING STEP 2 - AUTOMATIC PARK BRAKES 29
6/3 BRAKING WITH PEDAL 30
SANDVIK TAMROCK SECOMA S.A. 3 ( 31 )

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CLOSED LOOP
MODULE 1) CLOSED LOOP

1.1 GENERAL ARRANGEMENT
The tramming circuit is of “hydrostatic close loop type”.
Hydraulic motor
This circuit consists of a variable displacement double way pump and one hydraulic
motor.
A B
Neutral position: the pump is driven by the Diesel engine, due to pump in neutral
position there is no flow delivered at either outlet of the pump.
Therefore the motor is not running, the machine does not move.
Hydraulic pump
A B
One way tramming: the pump supplies flow out of the port B to the port B of the
hydraulic motor.
The motor in now running, the machine moves.
Reverse direction: from the pump flow is now supplied from the opposite outlet port A.
The motor runs in the opposite direction, the machine moves in reverse.
NOTE: most of the oil is recycled from the pump to the motor then back to the pump.
CAUTION: avoid contamination within the circuit so as to prevent particles of foreign
material to be recirculating many times in the H.P. loop circuit
! WARNING: DUE TO VERY HIGH PRESSURE INVOLVED IN THIS TYPE OF

“HYDROSTATIC TRANSMISSION CIRCUIT” ALWAYS USE GENUINE MAIN LINE
HOSES S.A.E. 100R9 R TYPE.

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CLOSED LOOP
1.2 OVERALL CIRCUIT
11
M1 P1 M2 P2 M3 P3 12
T1 T2
Y385 Y386 Y1761 Y1762
13
2 bar
cable reel
FR 0.8mm 0.8mm
X1 X2 X3 X4
190 bar
Y1 Y2
b a
boom controls
R T2 T1 PS Fa2 Fa1 Fe Mb U B X1 X2 M1
staibiliers
470 bar
P T
DIESEL
470 bar 440
28
bar
bar
CF EF
A LS
X1 X2 G Mh S Ma A G T
2mm
632
10
9 E
1
P P
1L
1L
12 bar
3 2
2.5mm front rear
2 4
200
Ub 1
5bar
C 3
631
A BRAKES
Pd 3
Y293
2 1 622
200
Td
B
T
Tramming reservoir Drilling reservoir
Diesel engine runs:

• the tramming circuit (closed loop circuit) NOTE : required oil arrives from the tramming reservoir.
• steering, stabilizer, boom and cable reel. NOTE : required oil arrives from the drilling reservoir due to boom
movement.
ITEM FUNCTION ITEM FUNCTION

9 Tramming variable displacement pump 12 Air cooler
10 Variable displacement motor 13 Case drain safety relief valve
11 Solenoid-valve block

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CLOSED LOOP
1.3 BASIC PRINCIPLE
Hydraulic motor and pump are both of variable displacement piston type. A swash plate controls the displacement of
the pump and the motor.A servo-control valve operates the servo-cylinder. The servo-cylinder moves the swash plate.
This hydraulic system is designed to automatically adjust itself according to the power available from the Diesel
engine. It tries as far as possible to use the lowest pressure according to the ground condition. It always let the Diesel
engine alive even when the steering pump is consuming power together with the tramming one.
At full engine RPM, the "hydraustatic" circuit adapt the power consumption as shown in the curve below.
MACHINE OVERALL
CAPABILITY
MOTOR MOTOR PRESSURE IN TRACTIVE
OPERATION PUMP FLOW VELOCITY
TORQUE DISPLACEMENT BAR EFFORT
up to 3 minimum 3 157 l/mn lowest 200 highest minimum
mini. 35 cm /rev
3
maxi. 107 cm /
2 maximum 157 l/mn around 250 * medium medium
rev
1 maximum maxi. 107 cm3/ 76 l/mn up to 440 lowest maximum

rev
.
P T
440 1
≈ 30%
250 2
≈ 6%
200 3 0%
Vmax V km/h
* According to the machine load, the motor settings can be adjusted.

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CLOSED LOOP
1.4 TRAMMING PUMP

3 HPb
X1 R X2
Ps
T1 B
Mb
1
T2
Ma
2
A G
G HPa S T2
T1
B
Y1 X1
X2 Y2
3 R
Fa HP.B
X1
PS
R DA MB
B
OF
X2 CP MA
T2 G
Y2 Ps HP.A

Charge pressure to safety brakes, accelera-
G T2 2 bar drain relief line, direct to tank
tor
Ps Pilot pressure test point Fa After filter, charge pressure test point
Ma X1
High pressure test point Pilot pressure acting on servo-cylinder
Mb X2
Y1 Forward direction, inlet pilot port (HP A)
R Air bleeding plug
Y2 Backward direction, inlet pilot port (HP B)
S Suction inlet line
T1 Drain line to air cooler
1 DA cartridge, pilot pressure valve HPa High pressure safety relief, line A
2 Charge pressure relief valve HPb High pressure safety relief, line B
3 H.P. control valve
NOTE: on hydraulic schematics “cp>xb” means that the backpressure should never exceed the pressure indicated.
For example the pressure in the line to the air cooler should always be maintained below 2 bar. These are used on
case drain lines to prevent over pressure, which can damage the shaft seals.

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CLOSED LOOP
1.4.1 HYDRAULIC SYMBOL
4 1 7
b a
R T2 T1 PS Fa2 Fa1 Fe Mb
5 B
6
470 bar
8
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HP 2 3

1 DA valve 6 Charge pressure pump
Charge pressure filter (including by-pass
2 Charge pressure relief valve 7
valve)
3 H.P. control valve 8 Main piston pump
4 Servo control valve HP H.P. safety relief valves
5 Servo cylinder

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CHARGE PRESSURE CIRCUIT
MODULE 2) CHARGE PRESSURE CIRCUIT
VIEW A
DIESEL ENGINE
Filter
SP BP DP 1
DA
2
MH

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2.1 LUBRICATION FUNCTION
While engine is running if the machine is not moving, the pump does not deliver flow at either main lines A or B.
First purpose of the charge circuit is to supply pressure to lubricate all internal moving parts.
Hydraulic fresh oil from the tank enters the pump at the suction port S. The charge pump (internal gear type) is linked
to the main shaft, therefore it runs at the same RPM as the main pump (engine RPM).
At the outlet of the charge pump, oil is directed to the filter then to the charge relief valve 2 through the DA valve 1..
NOTE: The outlet of the charge pressure relief valve flows directly into the housing of the pump. This is used for
cooling all components with fresh and clean oil. From the pump housing, see drain port T1, drain oil flows to the tank
through the air cooler then directly to tank without filtration to prevent building up of back pressure.
Due to this cooling circuit a large flow can be seen at the drain line. That does not means that the tramming
component are leaking or worn out.
THE PUMP ROTATE CLOCKWISE LOOKING TO THE SHAFT SIDE. THE CHARGE FLOW PASSES
THROUGH THE FILTER THEN BACK INTO THE PUMP.
NOTE : WHEN THE FILTER ELEMENT IS CLOGGED, THE FILTER RELIEF VALVE RECYCLES THE OIL
BACK TO THE CHARGE PUMP INLET LINE. A CLOGGED FILTER RESULTS IN DROP OF CHARGE
PRESSURE.
Charge pressure flows as well to the H.P. relief valves. They include a check valve function, which allows charge
pressure to be directed to both main lines A and B. On the drawing beside you can see the old relief valve , now
replace by the new relief type .
Charge pressure lubricates pistons, bronze pads BP in contact to the swash plate SP and the distributor plate DP.
Hydraulic symbol
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HP 2

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2.2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
HPb
HPb
1
DA
2
MH
HPa 2
While tramming, both motor and pump are working at high pressure. Tramming pressure range from 50b up to 440b.
There is internal leakage at the motor and pump. Leakage flows into the case drain lines.
The flow returning from the motor back to the pump is not equal to the flow at the H.P. outlet port. In the example
shown, the flow in line A is greater then the flow in line B, due to the motor internal leakage.
To prevent vacuum which damage components, the charge pump will make up the amount of oil lost into the drain
line. The charge pressure flows through the HPb relief valve into the main line B.

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SWASH PLATE CONTROL
MODULE 3) SWASH PLATE CONTROL

Reminder: charge pressure pump is a gear type (fixed
displacement). The flow varies according to the Diesel RPM.
From charge pressure pump, oil flows to the DA valve. The calibrate
orifice O creates a restriction to the flow resulting in pressure at the
inlet of the valve. Higher RPM creates an higher force at the bottom
of the spool due to the increasing flow. At the outlet of the restrictor,
oil flows to the charge pressure relief valve.
The pilot pressure PS depends on the position of the spool
controlled by the charge flow.
From the DA valve, outlet PS pressure is then directed to the servo-
control valve.
THE DA VALVE CONTROLS THE PILOT PRESSURE PS

WHICH OPERATES THE SERVO-CYLINDER.
CP PS PRESSURE DEPENDS ON DIESEL RPM.
The curve below shows an example of PS pressure according to the

D Diesel engine RPM (N=RPM from idle to full revolutions)
Vg max P
PS
35
30 CP
O
25
20
PS 18
15
D
10
6 PS
5
28
N (RPM)
CP
The curve C shows the charge pressure, the pilot pressure PS, Vg
is the displacement of the main pump according to the pilot
pressure PS.
The pilot pressure in idle mode is not able to operate the swash plate, due to the calibrated springs installed into the
servo-cylinder.
The main pump start to operate with a PS pressure of 6 bar.
The maximum swash plate angle require 18 bar of PS pressure.

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SWASH PLATE CONTROL
3.1 SWASH PLATE OPERATION
T P
Y385 Y386
B A
0.8mm
Y1 Y2
2 bar
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
2 mm
HPa
3
Tramming forward is selected, note the pressure which enters at the control port Y1.
Not using the inching pedal, the servo-control is fully moved in forward position.
PS pressure is directed to the servo-cylinder.
• engine in idle, the swash plate cannot be operated, there is no flow out of the pump, the machine does not
move. The pilot pressure PS is lower than 6 bar.
• by increasing step by step the Diesel RPM, the PS pressure can start to move the swash plate, the tramming
speed will increase step by step.
When the swash plate is operated, oil flows to the main HP line A. The check valve at the HPa relief valve is closed
due to the higher pressure applied from line A.

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SWASH PLATE CONTROL
3.2 SERVO-CONTROL OPERATION
SWASH PLATE
DRIVING KEY SERVO-VALVE
SERVO-CYLINDER
IMPORTANT NOT TO CONFUSE BETWEEN

PS PRESSURE IS THE PRESSURE CONTROLLED BY THE DA VALVE. IT VARIES ACCORDING TO THE
DIESEL RPM
CONTROL PRESSURE IS THE PRESSURE SENT BY THE OPERATOR IN Y1 OR Y2 TO SELECT

TRAMMING DIRECTIONS.
CHARGE PRESSURE FLOWS TO THE TRAMMING DIRECTION VALVE, (SOLENOID Y82 / Y83).THE
INCHING PEDAL REDUCES THIS CONTROL PRESSURE WHEN DEPRESS.

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SWASH PLATE CONTROL
3.2.1 NEUTRAL POSITION
Y1
SERVO-VALVE
Y2
SERVO-CYLINDER
In neutral position : the swash plate is perpendicular to the pump axis, the servo-valve releases both area of the
cylinder to tank.
TRAMMING SIGNAL TO THE SERVO-VALVE when reduces by the inching pedal and Diesel at full RPM
Y1
Y2
The control pressure in Y2 moves the spool upward expending the spring. PS Pilot pressure is directed to the servo-
cylinder. The swash plate shifts.

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SWASH PLATE CONTROL
3.2.2 CONTROL OF THE SWASH PLATE ANGLE
Y1
Y2
As soon as the servo-cylinder moves, the mechanical linkage expends the spring in the opposite direction of the
control tension given by the control pressure inY2.
The cylinder moves until the spring is fully equalized. When fully balanced, the spool returns to neutral position.
A low control force (in ports Y) results in a small cylinder stroke. The angle of the swash plate can be accurately
monitored according to the control pressure.
The Diesel engine at full revolutions, the operator keep total control of the speed by using the inching pedal.
It is therefore possible to run the engine at high revolutions moving the machine slowly and using at the same time
another pump. In this situation, most of the engine power is a left available by the tramming circuit to other functions.

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SWASH PLATE CONTROL
3.2.3 DIESEL ANTI-STALLING

HP re-acting force.
OF
B
X1
X2 Y2
R
HP.B
PS
DA MB
OF
CP MA
T2 G
HP.A
For better matching the Diesel engine power the high pressure pistons pushes the swash in opposite side as the
servo-cylinder. There is a re-acting force from the swash plate against the servo-piston force.
An higher working pressure results in an higher re-action force. When the engine start to run overloaded, it looses
RPM. The pilot pressure PS drops due to the DA valve. At the same time the running pressure is high, the re-action
force will assist the pump to "destroke" automatically. The tramming is now running at full pressure in lower flow. The
power requested to the engine is reduced.
The distributor plates is offset to achieve this re-action
force.
With no offset, from each side of the swash plate the
NO OFFSET OFFSET PLATE piston balances themselves.
By rotating the distributor plate, we can move the last
pressured piston further in one side. The swash plate is
no longer balanced.
The distributor plates receives an offset by machining the
locking groove with a preset offset angle.
CAUTION : see top drawing, the same distributor plate
can be used with pump running clockwise or C.C.Wise.
An adjusting offset screw allows minor adjustment from
factory presetting. The notch on the adjusting screw
shows the adjustment. When parallel to the pump axis
there is the minimum offset. Adjustment can be from 90°
OF in either direction.

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SWASH PLATE CONTROL
3.2.4 H.P. CONTROL VALVE 3, BACKWARD MOTION SHOWN - HP IN LINE A.
3-1
1
3-2
MH
2
This valve includes a selector spool 3-2. According to the tramming direction, the HP (here in line A) pushes the spool
3.1 upward.
Since the tramming pressure do not reaches 440 bar, PS pressure stays at the level produced by the DA valve. After
this level of HP pressure, the valve 3 opens. PS pressure drops. Therefore the swash plate moves, reducing the outlet
flow. The flow is automatically adjusted to maintain the HP at a maximum of 440 bar.
The re-acting force help to return the swash plate to lower displacement.
CHECK & ADJUSTMENT

PUT THE MACHINE ON STABILIZERS, NO WHEELS IN CONTACT TO THE GROUND
MAKE SURE OIL IS AT CORRECT TEMPERATURE 60°C
APPLY EMERGENCY/PARKING BRAKES
PLACE A 600 BAR GAUGE AT THE HP TRAMMING TEST POINT
SELECT: HIGH-SPEED MODE THEN ONE TRAMMING DIRECTION
INCREASE DIESEL RPM TO FULL REVOLUTION, THE GAUGE SHOULD SHOW 440BAR
ADJUST THE VALVE 3, IF NOT CORRECT
CHECK THE PRESSURE IN OPPOSITE DIRECTION

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SWASH PLATE CONTROL
Detail of the HP control valve together with its circuit-selector valve.
A D
The drawing shows now the forward motion.

HP oil enters the selector valve from channel A.
The selector spool moves downward plugging the lower channel C.
The pressure increases to 440 bar, setting of the valve.
The force crated at the bottom of the pusher D can now compress the spring.
The pusher and the spool E.move upward.
PS pilot pressure drops to tank. Therefore the swash plate moves back, the pump «de-strokes»
THE PUMP WORKS NOW IN PRESSURE MAINTAIN MODE

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HYDROSTATIC BRAKING
MODULE 4) HYDROSTATIC BRAKING

4.1 FORWARD DIRECTION ENGAGED
Machine is moving downhill, to reduce speed the operator leave the accelerator pedal, engine reduces RPM.
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G Mh S Ma
Oil runs from line A to line B. The machine moving downward, the hydraulic motor works as a pump.
REMINDER: PUMP FLOW = RPM * DISPLACEMENT
When the operator releases the accelerator, Diesel engine drops in RPM, the pump reduces flow by two ways:
• due to reduced RPM
• referring to pump working principle, low RPM results as well in PS pressure drop. Therefore the displacement of
the pump reduces.
The flow running through the pump is reduced. The pump creates a restriction to the flow, pressure in line B increases
creating a back pressure at the motor outlet. The tramming speed is reduced.

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HYDROSTATIC BRAKING
4.2 MAXIMUM BRAKING CAPABILITY
470bar
b a
470 bar
470 bar 440

28
bar
bar
X1 X2 G 3 Mh S Ma
HPb
Tramming condition:
• machine is moving downward at normal speed in such situation
• the operator put the tramming direction switch to neutral
The servo-control valve moves to neutral position, PS pressure is no longer directed to the servo-cylinder. Spring
place the swash plate back to neutral. No oil is able to flow through the pump.
Due to the kinetic energy (weight of the machine and downward speed) the motor is still running.
The pressure quickly increases in line B. It operates the HPb relief valve, pressure reaches 470bar.
The tramming motor is now at its maximum torque to stop the machine.
Note that the maximum torque in tramming conditions is 440bar controls by the valve 3. Therefore the braking torque
is higher than the tramming torque. This ensures that if the machine claim an incline, the tramming system get higher
braking capability to stop the machine.

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HYDROSTATIC BRAKING
4.3 SAFETY BRAKING CIRCUIT

Y385 Y386
B A
Y1 Y2
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
X1 X2 2mm G Mh S Ma
9
632
E 1
12 bar
3 2
10 2.5mm
2 4
front rear
Ub 1
5bar
C 3
631
A BRAKES
Pd 3
Y293
2 1 622
Td
B
T
NORMAL TRAMMING CONDITIONS
The operator releases the brakes (see solenoid Y293). He selects forward direction (see solenoid Y396) pilot
pressure runs to the sequence valve C shifting the valve as shown. From port G, charge pressure flows through the
sequence valve E to the brake cylinders. Charge pressure releases the brakes.
EMERGENCY SITUATION
In the event of one of the main H.P hoses get damaged, oil leaks to the ground.
Most of the charge oil will flow through HPb check valve to the pump and through HPa check valve to the damaged
hose then to the ground. There will be a large drop in charge pressure. When charge pressure drops below 12 bar
the sequence valve E will automatically shifts back to neutral. The pressure from the brake cylinders is released,
BRAKES ARE APPLIED AUTOMATICALLY.
NOTE: when the tramming components are worn out, the internal leakage increases.
While tramming the charge pressure can drop due to excess of internal leakage. The brakes can be applied in such
conditions.
When the charge pressure is fluctuating around the sequence valve setting, this valve will move from neutral to open
position according to the charge pressure.
Brakes cylinders will be pumping; the final result is a fatigue of the brake springs therefore a drop in braking efficiency.

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HYDROSTATIC BRAKING
PREVENTIVE MAINTENANCE
Perform a tramming component test during each weekly maintenance.

• WARNING install a 600b gauge at the H.P. test point, raise the machine using stabilizers.
• select high-speed mode and one tramming direction
• push the brakes valve red button to apply the brakes, run the engine at full RPM.
The 600b gauge should indicate 440b in either tramming direction
The charge pressure should be higher than 12b. A lower charge pressure indicates large internal leakage calling for
component replacement.
4.4 ACCELERATOR CIRCUIT
From pump port G, charge pressure is also directed to the accelerator circuit.
Components:
• 10: accelerator pedal
• 9: hydraulic accelerator cylinder
The cylinder stroke will depend on the outlet pressure of the pedal.

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HYDRAULIC MOTOR
MODULE 5) HYDRAULIC MOTOR

5.1 VARIABLE DISPLACEMENT TYPE, BENT AXIS.
15 16 18
U B X1 X2 M1
M1
T M1
B A
B
A G T
17
X1 X2 T
U
G X3
16
M1
17 15
G X3
Hydraulic motor ports and components

• A and B, main line inlets
• T case drain port. NOTE: drain line should be connected to the top drain port to keep the motor housing full of
oil. This line is directed to the air cooler
• G high pressure test point
• X1 and X2, connected to the pump port X1 and X2, lines which operate the servo-cylinder
• M1 swash plate cylinder test point
• 15 circuit selector valve 16 swash plate cylinder
• 17 control valve 18 flushing circuit valve

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HYDRAULIC MOTOR
5.2 FLAT GROUND TRAMMING
15
U B X1 X2 M1
17
A G T
17
G X3
The operator activates:

• select high-speed mode
• forward direction
• push the accelerator pedal fully to get full Diesel RPM
HYDRAULIC POWER
• flat ground means, low torque needed by the motor then low tramming pressure; pump runs at full flow
• engine is kept at full RPM; the PS pressure is then maximum
HYDRAULIC MOTOR CIRCUIT

• forward direction selected means that PS pressure is directed to line X1
• the circuit selector 15 is maintained in the position shown
• PS pressure from X1 flows through the valve 15 to operate the control valve 17.
• high pressure from line A flows through the selector valve 15 to the valve 17.
At the control valve 17, PS pressure is acting on a large pilot chamber, the HP pressure is acting together with the
adjustable spring on the opposite side in a smaller pilot chamber.
In this tramming condition, PS force is higher than HP force + spring force. The valve moves as shown. High pressure
flows to the large chamber of the cylinder.
The motor reduces displacement, the speed increases, torque reduces.

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HYDRAULIC MOTOR
5.3 UPWARD IN AN INCLINE
The operator keeps all controls as previously. Accelerator is still fully down.
15
U B X1 X2 M1
A G T
17
G X3
HYDRAULIC POWER
• incline means, high torque needed by the motor then high tramming pressure.
• engine must be kept at full RPM; the PS pressure is then maximum
HYDRAULIC MOTOR CIRCUIT:

The HP pressure is now increasing. At the control valve 17 the balance of force becomes: HP force + spring force >
(higher than) PS force. The valve moves back to neutral as shown. The large area of the cylinder is vented to tank
through a restrictor for smooth swash plate motion.
The motor moves to maximum displacement, highest torque.If the decline is maximum calling for very high tramming
pressure (300 bar to 350 bar) the Diesel can be overloaded.
To reduce the power demand from the tramming
circuit at maximum HP pressure, the pump
reduces outlet flow to maintain the Diesel closed to
maximum RPM.
REMINDER: IN MAXIMUM INCLINE THE

MOTOR MOVES FIRST TO LARGE
DISPLACEMENT, THE PUMP "DESTROKE"
ITSELF AFTERWARD
MEDIUM PRESSURE
According to the tramming conditions, the motor

can move from full to minimum displacement.
G X3

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HYDRAULIC MOTOR
5.4 LOW RANGE LOCKING DEVICE

X2
• low-range mode, solenoids B01 and B02 are not energized
X1
• forward direction
B A B A
T P B01 T P B02
15
In any tramming condition, the motor will be maintained in maximum
displacement.
U B X1 X2 M1
The solenoid valve plugs PS pressure from the pump in line X1.
Lines X1 and X2 from the motor are both vented to tank.
The circuit selector-valve 15 stays as shown.
The control valve 17 keeps the position shown due to the HP pressure
applied on one side of the spool + the spring.
The large area of the cylinder is maintained released.
The motor stays in maximum displacement, highest torque.
Gauge G shows HP pressure
A G T
BACKWARD TRAMMING
17

• low range mode, solenoids B01 and B02 are not energized
X2
• backward direction
X1
B A B A
T P B01 T P
B02
The solenoid valve B02 plugs PS pressure from the pump in line X2.
Lines X1 and X2 from the motor are both vented to tank.
From forward circuit, valves 15 and 17 stay in the same position.
U B X1 X2 M1
HP is now in line B. Line A get charge pressure.
Therefore the cylinder is now maintain is maximum displacement by the
charge pressure.
Gauge G shows charge pressure.
NOTE: the tramming HP test point located at the tramming compartment
is connected to G port. Due to the low range device, for checking forward
and reverse maximum tramming pressure, the speed selector must be
place in high-speed mode (solenoids B01 & B02 energized).
A G T
! WARNING: For safe tramming, the low range mode must be
selected in decline.

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

BRAKING CIRCUITS
MODULE 6) BRAKING CIRCUITS

6.1 INCHING STEP 1
19
11
M1 P1 M2 P2 M3 P3
T1 T2
Y385 Y386 Y1761 Y1762
2 bar
FR 0.8mm 0.8mm
4 X1 X2 X3 X4
Y1 Y2
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
2mm
632
E 1
P P
1L
1L
12 bar
3 2
2.5mm front rear
2 4
Ub 1
5bar
C 3
631
A BRAKES
Pd 3
Y293
2 1 622
200
Td
B
T
Tramming reservoir
Charge pressure supplies oil to the pedal 19. In neutral, full charge pressure is supplied to the "Forward/backward
solenoid control valve" 11.
When a tramming direction is selected, the servo-control valve 4 is therefore fully operated (here shown in reverse
direction)
While tramming, if the operator wants to reduce speed or stop the machine, he releases the accelerator pedal by
pushing on the pedal 19.
The pilot pressure directed to the servo-control valve 4 through the solenoid valve 11 is reduced.
Less pilot pressure is directed to the servo-cylinder resulting in a reduced flow at the outlet of the pump. The speed
of the machine drops.
If the operator wants to stop the machine, he pushes the pedal fully. Pilot pressure drops to 0. No more pressure is
acting within the servo-cylinder. The pump moves back to neutral. No flow runs through the pump.
Time to stop the machine, the hydraulic motor runs as a pump. The flow from the motor can only circulate through
the HP relief valve until complete stop. (see: paragraph 4.2 page 21).

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

BRAKING CIRCUITS
6.2 INCHING STEP 2 - AUTOMATIC PARK BRAKES
M1 P1 M2 P2 M3 P3
T1 T2
Y385 Y386 Y1761 Y1762
2 bar
FR 0.8mm 0.8mm
X1 X2 X3 X4
Y1 Y2
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
2mm
632
E 1
P P
1L
1L
12 bar
3 2
2.5mm front rear
2 4
Ub 1
5bar
C 3
631
A BRAKES
Pd 3
Y293
2 1 622
200
Td
B
T
Tramming reservoir
By pushing on the pedal, pilot pressure drops.

At the outlet of the forward/reverse solenoid valve (port FR) this pilot pressure flows through a selector valve to the
braking block (see sequence valve item C).
When the pilot pressure drops below 5 bars, the sequence valve C shifts back to neutral as shown. Pressure from all
braking actuators is released to thank. The springs apply the brakes.
Parking brakes are slowly applied due to the 2.5mm restrictor.
REMINDER :
To release the parking brakes we must get 3 conditions all together (all 3 valves are connected in series)
• correct charge pressure: higher than 12 bars due to sequence valve E
• forward or backward engaged with braking pedal in neutral due to sequence valve C
• electric button pulled so as to energize solenoid Y293.

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

BRAKING CIRCUITS
6.3 BRAKING WITH PEDAL
M1 P1 M2 P2 M3 P3
T1 T2
Y385 Y386 Y1761 Y1762
0.8mm 0.8mm
X1 X2 X3 X4
2 bar
Y1 Y2
b a
470 bar
DIESEL
470 bar 440
28
bar
bar
2mm 632
E
1
P P
1L
1L
12 bar
3 2
2.5mm front rear
2 4
Ub 1
5bar
C 3
631
A BRAKES
Pd 3
Y293
2 1 622
200
Td
B
T
Tramming reservoir
According to the solenoids energized this schematic shows :

• reverse tramming direction.
• high speed range engaged
• brake pedal fully down brakes are applied
FOOT PEDAL
NEUTRAL ONLY INCHING INCHING + SERVICE BRAKING

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

BRAKING CIRCUITS
BRAKING CIRCUIT
From the pump oil is directed to the unloading valve. Note the safety relief valve set at 200bar on the line from the
pump. When the accumulators are low in pressure, the circuit is as shown. Oil flows through the unloading valve to
both accumulators and to the inlet of the pedal. Note that there is two separate lines for front brakes and rear brakes.
Each one includes their own:
• pilot control unit (within the unloading valve), accumulator, pressure switch, hydraulic control cartridge (within
the pedal)
When both accumulators are fully charged, the flow from the pump is released to the tank by the first spool of the
unloading valve.
MAINTENANCE
Every monthly maintenance, check the accumulator loading cycles.

• Do not use the brakes
• Place a gauge at the outlet line from the pump.
If there is less than 5 minutes in between two charging cycles, accumulators must be inflated or repaired.
Brake actuators. There is one for each wheels.

Tel : (33) 472 45 22 00 Fax : (33) 478 31 79 80

Technical Training Manual Tramming Circuit

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TRAINING MANUAL

TECHNICAL TRAINING MANUAL

SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1/2 OVERALL CIRCUIT 5

1/3 BASIC PRINCIPLE 6

1/4 TRAMMING PUMP 7

2 CHARGE PRESSURE CIRCUIT 9

2/2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC 11

3 SWASH PLATE CONTROL 12

3/2 SERVO-CONTROL OPERATION 14

4/2 MAXIMUM BRAKING CAPABILITY 21

4/3 SAFETY BRAKING CIRCUIT 22

4/4 ACCELERATOR CIRCUIT 23

5/2 FLAT GROUND TRAMMING 25

5/3 UPWARD IN AN INCLINE 26

5/4 LOW RANGE LOCKING DEVICE 27

2 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

6/2 INCHING STEP 2 - AUTOMATIC PARK BRAKES 29

6/3 BRAKING WITH PEDAL 30

SANDVIK TAMROCK SECOMA S.A. 3 ( 31 )

TECHNICAL TRAINING MANUAL

MODULE 1) CLOSED LOOP

! WARNING: DUE TO VERY HIGH PRESSURE INVOLVED IN THIS TYPE OF

4 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1.2 OVERALL CIRCUIT

Diesel engine runs:

ITEM FUNCTION ITEM FUNCTION

SANDVIK TAMROCK SECOMA S.A. 5 ( 31 )

TECHNICAL TRAINING MANUAL

1.3 BASIC PRINCIPLE

1 maximum maxi. 107 cm3/ 76 l/mn up to 440 lowest maximum

6 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

1.4 TRAMMING PUMP

ITEM FUNCTION ITEM FUNCTION

SANDVIK TAMROCK SECOMA S.A. 7 ( 31 )

TECHNICAL TRAINING MANUAL

1.4.1 HYDRAULIC SYMBOL

470 bar 440

ITEM FUNCTION ITEM FUNCTION

8 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

MODULE 2) CHARGE PRESSURE CIRCUIT

SANDVIK TAMROCK SECOMA S.A. 9 ( 31 )

TECHNICAL TRAINING MANUAL

2.1 LUBRICATION FUNCTION

470 bar 440

10 ( 31 ) SANDVIK TAMROCK SECOMA S.A.

TECHNICAL TRAINING MANUAL

2.2 INTERNAL LEAKAGES, SIMPLIFIED SCHEMATIC

470 bar 440

SANDVIK TAMROCK SECOMA S.A. 11 ( 31 )

TECHNICAL TRAINING MANUAL

MODULE 3) SWASH PLATE CONTROL

THE DA VALVE CONTROLS THE PILOT PRESSURE PS

The curve below shows an example of PS pressure according to the