ECM720 Train Complete

SERVICE
AND TRAINING MANUAL
ECM-720
Read this instruction manual before operating this equipment.
This manual contains important safety information.

Do not destroy this manual.
This manual must be available to the personnel who operate and maintain this machine.
52320199
Service Training Manual ECM 720
Index
General Hydraulic Information-------------------------------------Chapt. 1
Hydraulic Pumps--------------------------------------------------------Chapt. 2
Cooling & Return Circuits--------------------------------------------Chapt. 3
Pilot Control Circuits--------------------------------------------------Chapt. 4
Tramming Circuits------------------------------------------------------Chapt. 5
Stratasense System----------------------------------------------------Chapt. 6
Drifter Circuit-------------------------------------------------------------Chapt. 7
Rotation Circuit----------------------------------------------------------Chapt. 8
Feed Circuit---------------------------------------------------------------Chapt. 9
Rod Changer Circuit-------------------------------------------------Chapt. 10
Dust Collector Circuit------------------------------------------------Chapt. 11
Electrical Circuit-------------------------------------------------------Chapt. 12
Compressor Circuit---------------------------------------------------Chapt. 13
Drilling Information---------------------------------------------------Chapt. 14
Drifter Information----------------------------------------------------Chapt. 15
Hydraulic symbols
Basic building blocks
Working line
Arrows indicate variability,

adjustability or direction of flow
Pilot line
Drain line Spring--an arrow through the

spring indicates an adjustment
point
Enclosure line
Check valve
Check valve-spring loaded
Squares or combinations
of squares indicate valves
Accumulator-gas charged
Circles indicate pumps, The diamond shape indicates

gauges or rotary actuators fluid conditioners
Chapter 1 Page 1 General Hydraulics

Hydraulic Symbols
IN IN
Relief Pressure reducing Pressure reducing/

Valve valve relieving valve
Directional Control Valve

Three position four way valves
A B A B A B A B
P T P T T P T P
Open center Open center

Closed port Open port
Open center Open center
A B A B
P T P T
Closed center Closed center

Fluid conditioners
Flow control valves

IN
Filter w/ bypass Cooler

Fixed Variable
Orifice
Pressure & Pressure &

temperature temperature
compensated compensated
Bypass type flow Restrictive type flow

control with return control with return
check valve check valve

Hydraulic Symbols
Pumps Motors
Fixed displacement Fixed displacement

unidirectional undirectional
(Gear or Vane) (Gear or Vane or piston)
Variable displacement Fixed displacement

unidirectional piston pump bidirectional
Pressure & flow compensated (Gear Vane or Piston
(Load sensing)
Variable displacement
bidirectional
Variable displacement (piston)
bidirectional piston pump
(Hydrastatic pump)

Hydraulic Symbols
Pressurized
Vented reservoir Line to reservoir
Reservoir below fluid level
Line to reservoir
above fluid level
Manual shutoff Pressure switch

Shuttle valve
valve
Pressure gauge Temperature gauge

Double acting cylinder
Valve operators
Pilot operator Solenoid operator

Lever
Spring Cam or roller Valve detents

operator (hash mark indicates nuetral)

DEFINITION OF SYMBOLS
1. Working line: Any line used to carry working fluid. This includes
suction lines, pressure lines, and cylinder or motor connections and
return lines.
2. Pilot line: Pressure used internally or externally to control valve

operation. The dashed line is used to differentiate pilot lines from
others on a schematic.
3. Drain line: Drain lines are always connected to the reservoir and
are used for pump or motor case lines as well as a case drain
connection for certain types of valves. Drain line pressure should
typically be less than 5 PSI and be subjected to minimal spiking of the
pressure.
4. Enclosure lines: This line will be used on a schematic around

more than one component symbol. This indicates that all of the items
enclosed on the schematic are located in a single component on the
machine.
5. Relief valve: Relief valves are used to limit maximum pressure to

protect a circuit. They may be pilot circuit relief valves or full flow
system relief valves. Relief valves may be direct acting (spring over a
poppet or spool) or pilot operated style (2-stage type). Pilot operated
relief valves are more stable with high flows or where flows may vary
greatly. The downstream side of any relief valve must be connected
to low pressure or to the reservoir.
6. Sequence valve: A pressure operated valve similar to a relief

valve, which at its setting, directs flow to a secondary line while
holding a predetermined minimum pressure in the primary line. Used
in circuits that utilize a single directional valve to operate two
functions in sequence.
7. Pressure reducing valve: A valve that limits pressure at its outlet

regardless of the inlet pressure. Frequently used to reduce system
pressure to a lower PSI to perform a specific function.

8. Flow control valve, pressure and temperature compensated,

restrictive type. A valve that is used to control the fluid flow through
a circuit. The pressure and temperature compensated designation
mean that the regulated flow rate passed by the valve will remain
constant regardless of system pressure and fluid temperature. A
restrictive type valve is used with a variable pump system because
the pump can match its output to the flow requirements determined
by the flow control valve.
9. Flow control valve, pressure and temperature compensated,

bypass type: This valve is also used to control flow through a circuit.
The bypass type valve is normally used with a fixed displacement
hydraulic pump. Excess flow is bypassed to the reservoir by the
valve.
10. Orifice or restriction: An orifice is a restriction used for

controlling flow (speed). It can be of fixed size or variable (such as a
needle valve). They are the simplest forms of flow control device.
11. Shuttle valve: A valve used to allow the highest of two pressure
sources to used downstream to perform a function. An example
could be a hydraulic released traction brake system. The pressure
developed on the pressure side of the circuit is used to release the
brake via the shuttle valve.
12. Check valve: A valve that allows free flow in one direction but
blocks flow in the other. They can be equipped with a spring-loaded
poppet that increases the cracking (opening) pressure of the valve.
Some check valves are pilot operated that means they can be
opened with pilot pressure to allow reverse flow.
13. Pumps and motors: The flow arrow pointing outward identifies
Pumps. An arrow drawn through the circle at an angle indicates the
pump or motor is variable. If the flow arrow points inward the
component is a motor.
14. Filters: A diamond shape indicates a fluid conditioning device,

the dotted line through the diamond identifies the device as a filter.
The bypass is shown as either a spring loaded check valve or a relief
valve around the filter. Not all filters are equipped with a bypass.

15. Cooler or heat exchanger: The diamond shape with arrows

pointing outward indicates a cooler or heat exchanger. The symbol
can represent a cooler that uses either air or water as the cooling
medium.
16. Dual pilot operated check valve: Used as a load holding device
normally with a hydraulic cylinder. Utilizes two pilot operated check
valves in the same valve housing. Pilot pressure from the inlet side
of the valve is used to open the outlet check valve.
17. Counterbalance valve: Also a load holding device but a more

sophisticated valve than a pilot operated check valve. Commonly
used in a dual configuration so pressure at the inlet of the valve
opens the outlet. When lowering a load using a dual counterbalance
valve the load cannot free fall. If load attempts to lower faster than
the supply of incoming fluid the pressure at the inlet of the valve will
drop and the outlet of the valve will begin to close. This creates
hydraulic backpressure and slows the descent of the load.
Counterbalance valves also can function as a relief valve. If the load
is great enough, the valve will open and relieve the excessive
pressure.

HELPFUL INFORMATION
1. Pascal’s Law: Pressure exerted on a confined fluid is transmitted

undiminished in all directions and acts with equal force on all equal
areas and at right angles to them.
2. The force in pounds exerted by a hydraulic cylinder can be

determined by multiplying the piston area in square inches by the
pressure applied (PSI).
3. To determine the volume (cubic inches) required to move a piston

a given distance, multiply the piston area in sq. in. (π r) by the stroke
length required (inches). Volume = Area x Length.
4. The weight of hydraulic fluid will vary with changes in viscosity. 55

to 58 pounds per cubic ft. covers the viscosity range from 150 SUS to
900 SUS at 100 degrees f.
5. Flow through an orifice or restriction will cause a pressure drop

across that restriction. The more flow that attempts to pass through a
given restriction the greater the pressure drop.
6. Hydraulic hoses are designated by their nominal inside diameter.

With some exceptions, a dash number representing the number of
sixteenth inch increments in their inside diameter indicates this.
Example: 1. 8/16 or –8
2. 16/16 or -16
7. One horsepower (HP) = 33,000 ft. lbs. per minute.
One HP =746 watts.
One HP = 42.4 BTU per minute.

8. To find the HP required for a given flow rate at a known pressure

use the formula:
Pump output HP = GPM x PSI x .000583 or,
HP = GPM x PSI ÷ 1714 x Efficiency
Piston pumps in good condition are normally 90% to 95% efficient.

Gear pumps in good condition are normally 80% to 90% efficient.
10. To find the uphole velocity of a drilling application use the

formula:
144 x CFM: H2 - H1 = Up Hole Velocity (ft./ minute).
H2 = hole diameter
H1 = Drill rod or stem diameter
11. To calculate the pressure required to open a pilot operated

counterbalance valve use the formula:
Pilot Pressure = Relief Setting - Load Pressure ÷ Pilot Ratio
12. The relationship between torque and HP is:
Torque (in. lbs.) = 63205 x HP ÷ RPM or,
HP = Torque (in. lbs.) x RPM ÷ 63205
13. To find pump volume when displacement (cu. in.) is known, use
the formula:
Volume = RPM x Displacement ÷ 231
There are 231 cu. in. in one US gallon.

2 2
14. Area of a circle A = π r or A = .7845 d
15. Pressure conversions, 1 bar = 100 kPa = 1.02 kg/cm2 = 14.5 PSI

DUAL COUNTERBALANCE VALVE
Dual counterbalance (CB) valves are commonly used in load holding

or load controlling applications. They are rated by PSI and PILOT
RATIO. Examples might be 3000 PSI/ 10:1 pilot ratio, 5000 PSI/ 3:1
ratio. They are available in many different variations. The pressure
rating of a CB valve is the pressure at which the valve will open when
subjected to direct pressure. As an example; if an external load is
applied to a hydraulic cylinder and causes the pressure in the cylinder
to increase beyond the pressure rating of the CB valve, the valve will
function as a relief valve and relieve the excess pressure to the return
line. For this relief function to work it is necessary that the valve
contain a motor spool which connects the two working ports to the
return line when the valve spool is in neutral. The pilot ratio
determines the pilot pressure required to open the valve. There is a
simple formula for determining pilot pressure:
Pilot pressure = Relief Setting - Load Pressure ÷ Pilot Ratio
If the values are inserted the formula looks like this:
Pilot Pressure = 3000 PSI - 0 PSI (no load) ÷ 10 (pilot ratio)
300 =3000
10
By making this simple calculation we can determine that 300 PSI is
the pilot pressure required to open the valve. In a dual CB valve the
pressure on the inlet side of the valve is used to pilot the outlet open.
In a tram circuit for example, the sequence of events to tram the

machine occur as follows:
1. The tram valve lever is moved from the neutral position.
2. The open valve allows fluid to move toward the CB valve

and the tram motor.
3. At the same time the pressure created by fluid moving

toward the load is diverted to the load sensing porting in the valve.

4. Pressure begins to build in the load sensing line. This line is

connected to the load sensing connection on the main pump. The
pressure signals the main pump to come "ON STROKE". As the
pump comes on stroke more fluid is delivered by the pump to the
tram valve.
5. At the CB valve fluid moves through the free flow check

valve and toward the motor. The motor is a positive displacement
device that means that fluid entering will cause the motor to attempt
to rotate. As the motor tries to rotate any fluid already in the motor
must be expelled and it must pass through the counterbalance valve.
The outlet side of the CB valve will be closed initially and must be
piloted open by pressure from the inlet side of the circuit.
In the example used above, the 3000 PSI ÷ 10:1 (the pilot ratio), the
pressure at the inlet side of the circuit must be 300 PSI to pilot open
the outlet. What this means is that if the motor attempts to rotate
faster (as in tramming downhill) than the oil supply coming in at the
inlet side of the CB valve, the pressure will drop. As the pressure
drops toward 300 PSI, the outlet side of the valve will began to close
and create a hydraulic restriction against the motor slowing it down
and controlling its speed. This action prevents an overrunning load
condition so the machine can be safely be trammed down hills. In a
hydraulic cylinder circuit the action described above will prevent free
fall of the load as the directional valve is opened.
In the tram motor circuit a spring set / hydraulically released static

brake is used. The counterbalance valve is equipped with a shuttle
valve that directs pressure from the working side of the circuit to
release the brake. Usually the pressure required to release the brake
is lower than the opening pressure of the CB valve thereby allowing
the brake to fully release before the machine is allowed to move.

To review: The counterbalance valve has three major functions:
1. It provides load-holding capabilities when the cylinder or

motor is in a static condition.
2. The valve protects the machine from overrunning load

conditions and prevents free fall of hydraulic cylinders or downhill
runaway of a machine.
3. The valve also provides for a specified minimum pressure so

that external devices such as a holding brake can be released prior to
movement of the load.

3000
PSI
Equipped with shuttle valve for brake release
3000
PSI
All counterbalance valve will have a specified pilot ratio.

This determines the pilot pressure required to open the
outlet port of the valve.

LOAD SENSING
The Ingersoll-Rand ECM series crawler drills are equipped with load
sensing hydraulic systems. Load sensing requires piston pumps that
incorporate a dual control system. Dual control means that the pump
can be regulated by either maximum pressure or by load generated
pressure. The pumps used by Ingersoll-Rand are variable
displacement axial piston units. Load sensing is one of the more
efficient means of controlling a hydraulic system. This is because
when no fluid is required to operate a machine function the pump
pressure drops to the standby mode. The standby pressure will vary
with different units. When the machine is in an operational mode, for
example; drilling, the pump is required to operate at only the highest
pressure required plus the standby pressure
In the load sensing system, valves are used that are proportional.
This means that for any given handle position there is a
corresponding flow rate. The drifter and feed circuits are equipped
with controls that also regulate or limit pressure. All of the valves on
the machine are closed center, this means that when a valve is in the
neutral position pump flow is blocked. Internally in each individual
valve section there is porting which directs load pressure (i.e.: actual
pressure created by the load) toward the load sensing port on the
pump control. This is frequently referred to as the signal pressure.
The internal signal of each valve section is directed through a series
of shuttle valves so that only the highest signal pressure reaches the
pump load sense control.
With the unit running but no hydraulic functions being operated the
pressure present at the outlet of the pump will be standby pressure. It
is also important to know that pressure on the load sensing line will
be 0 PSI. This is because when the valves are in neutral the internal
load sensing circuitry is connected to the return or tank side of the
circuit. We will use the rotation circuit to demonstrate circuit
operation. If we mentally slow down the system function for this
exercise it will help to understand the operation of the circuit. First,
the valve lever for the rotation function is operated. This opens a flow
path through the valve toward the rotation motor. When this flow path
opens the first thing that happens is that the standby pressure being
maintained in the high-pressure side of the circuit begins to drop. The

load sensing control on the pump constantly compares the actual

discharge pressure with the pressure signal being received at the
load sensing port. With all valves in neutral the load sensing line
shows 0 PSI so the control only allows the pump to build to standby.
The load sense control can be described as a variable compensator.
As stated previously when the valve is moved the load sensing
control recognizes that the outlet pressure is starting to drop. The
control responds by causing the pump swash plate to come on stroke
(move the swash plate to an angle so fluid is being moved). At this
time fluid moving toward to rotation motor will began to generate
some pressure. This pressure generates a pressure signal in the
load sense signal line. As long as the pressure differential is less
than standby the pump control will continue to increase flow until a
PSI differential equal to the standby pressure is reached between the
pump discharge and the load sense signal port. As an example, let
us assume that the rotation valve is limited to 10 gallons per minute,
as soon as the flow reaches 10 GPM no additional flow is delivered
by the pump because the pressure differential between the pump
outlet and the load is equal to the standby pressure. If the bit were to
stall (become jammed) the pressure would began to climb. If this
increase in pressure was allowed to continue unchecked, something
would break. Because the pump is dual controlled, the pressure
compensator will override the load sensing and limit system pressure
to the maximum allowed which is the maximum pressure setting of
the pump. Each individual circuit works the same as described
above. The feed and drifter circuits have the additional feature of
built in pressure control. This limits the pressure of these circuits to
less than maximum pump pressure.
Load sensing and compensator Pump Control:
Standby
compensator
Pressure
compensator

Notes:

Xb Xa
Load Sensing B
Rotation
"B" Supply to Valve s
Ls
Lx
Stroking B A
Xb Xa
Servo
Destroke
"S" Servo B
"X" or Ls A
"L1"
Feed
Ls
Lx

MP 18 and MP 22 DIRECTIONAL VALVES
These valves are load-sensing pressure compensated proportional

valves. They control the volume, direction of flow and maintain a
constant flow regardless of changing load conditions. A valve may
also have a feature that allows limits the pressure within its circuit to
be limited to less than maximum pump pressure. Individual valves
within the system may have different maximum flow rates. This is
determined by the design of the directional spools as well as the style
of compensator spool provided. Different compensator spring rates
will also affect maximum flow.
Each valve section contains a compensator spool and spring, a

primary shuttle valve and a secondary shuttle valve as well as the
directional spool. These valves may be manually controlled,
electrically controlled or pilot controlled. The valves used for the
ECM 720 are pilot controlled. The compensator spool in each valve
section regulates the flow. With the main spool in neutral, both the
primary and secondary shuttle valves are vented to the return or tank.
At the same time, standby pressure from the pump is directed to the
bottom of the compensating spool and shifts the spool to the closed
position. When the main directional valve spool is operated, the
pressure generated by the load is directed via the primary shuttle to
the spring end of the pressure-compensating spool. The
compensating spool begins to move to the open position. Dependent
on the pressure drop between the section compensator and
directional spool opening, a specific volume now flows to the function
being metered by the compensator spool. The load signal also
simultaneously communicates to the secondary shuttle and on to the
load-sensing valve on the pump causing the pump to come on stroke
to deliver the flow required to satisfy the directional spool opening.
Shifting the directional spool open to different positions creates an
orifice of different size requiring more or less flow from the pump.
The pressure limiting feature of the valve is used control hammer

pressure, feed pressure and rotation pressure during rod changing.
The valve compensator section can be used as a pressure-limiting
device when connected to a pilot relief valve. This allows an
individual valve section to operate at a limited pressure level less
than the main pump compensator. In the case of the feed circuit the

pressure is limited by the feed pressure control in the cab. A remote

pilot relief valve controls the hammer pressure.
Drawing above is a typical MP style valve. The color coding indicates

the various internal passages. This valve is equipped with a solid
compensator and a motor spool. The valve is also pilot operated.

This orifice is only

used with remote
Remote pressure
pressure control
control connection
feature
used on some valves
Pilot connection
B 1
Lx 2
Ls
Pilot connection
1. Primary shuttle valve

2. Secondary shuttle valve
3. Compensator valve

Typical MP valves.
Port relief valve
Compensator
Primary Shuttle
Secondary shuttle valve

Manual MP style valve equipped with a hollow compensator.
Note the location of the shuttle valve.
circuit relief
Pilot operated MP Style valve equipped with a solid

compensator. This example is fitted with a compensator relief
valve.

Typical MP22 pilot operated valve.
Main valve spool

End Cap
End Cap
Valve compensator section
Remote port
The inlet and outlet ports are located on the backside of the
valve. The “LS” load sense port is on the same section as the
inlet and outlet ports.
The “A” and “B” (working) ports are on top of the valve.

ECM 710/720 System Pressure Settings
Hydraulic System Settings
♦ Hydraulic Pump Compensator 3600 PSI (245 Bar)

(Pump #1)
♦ Load Sense Standby Pressure 300 PSI (20 Bar)
(Pump #1)
♦ Hydraulic Pump Compensator 3600 PSI (245 Bar)
(Pump #2)
♦ Hydraulic Pump Standby Pressure 250 PSI (17 Bar)
(Pump #2)
♦ System Relief Valve Setting 4200 PSI (289 Bar)
♦ Hydraulic Pilot Pressure 400 PSI (27 Bar)
♦ Rod Changer Pressure 2500 PSI (172 Bar)
♦ Dust Collector Pressure 2000 PSI (136 Bar)
♦ Maximum Feed Brake Pressure 300 PSI (20 Bar
♦ Rotation Pressure 1900 PSI (131 Bar

(Rotation pressure in ARC mode) 1500 PSI (103 Barf)
♦ Cooling Fan Motor Speed Variable

(two separate units)
Air System Settings
♦ Main air system pressure Max 150 PSI (10.2 Bar)
♦ Service Air Pressure 100 PSI (7.3 Bar)
♦ Grease Pump Pressure 80 PSI (5.5 Bar
♦ Dust collector Pressure 50-60 PSI (4 Bar)

Fluid Capacities
♦ Hydraulic reservoir* 128 Gallons (485 Liters)
♦ Fuel Tank 155 Gallons (587 Liters)
♦ Cooling System 17 Gallons (64 Liters)
♦ Compressor 10 Gallons (38 Liters)
♦ Tram Final Drive Planetarys 1.8 to 2 Quarts (1.9 Liters)
♦ Engine Oil 29 Quarts (28 Liters)
*The hydraulic reservoir volume does not include refilling the

hydraulic lines on the machine.
All the remainder of the capacities listed are for a complete refill.

Hydraulic pumps
The ECM 720 unit is equipped with 5 hydraulic pumps. They consist
of two axial piston, variable displacement pumps and three gear
pumps. The piston pumps are of a different size and are mounted on
pads at the rear of the engine. The larger of these two pumps is a
6.1 in.3 (100cc) unit. The large pump supplies fluid for the HC200A
drifter. The second piston pump is also mounted at the rear of the
engine and is a 3.66 in.3 (60cc) unit. This pump primarily provides the
rotation fluid to the drifter but also provides fluid to the tramming
circuit when tramming is taking place. The two piston pumps are
mounted on a gear box supplied by the engine manufacturer. The
pump drives on the gear box have a 1.3 : 1 speed increase.
The engine is operating at 1800 RPM during drilling or high speed

tramming. The two piston pumps are operating at 1.3 X engine
speed. This means that the pumps are turning at 2340 RPM.
Maximum pump output is as follows:
6.1 in.3 (100cc) -------------------------------------60 GPM (227 L)

3.66 in.3 (60cc)---------------------------------------36 GPM (136 L)
Maximum pump pressure is 3600 PSI (248 Bar).
Both of the pump circuits are load sensing circuits. The standby
pressure setting of larger pump is 300 PSI (20 Bar) and the standby
pressure setting of the smaller pump is 250 PSI (17 Bar). Load
sensing is discussed in chapter 1 of this manual.
Mounted on the auxiliary drive on the LH side (cab side) of the engine
is a double gear pump. These pumps provide fluid for the two cooler
fan motors. The cooler circuits are discussed in chapter 3 of this
manual. Just below the double pumps there is a single gear pump.
This pump provides fluid for the drill positioning valve bank.
Following is the technical data regarding these pumps:
Chapter 2 Page 1 Hydraulic Pumps

Double gear pumps (each unit):
2.54 In3 (41.6cc)

Volume @ 1800 RPM---------------22.5 GPM (85 LPM)
The single gear pump is mounted directly below the double pump
also on the LH side (cab side) of the engine.
Single gear pump
1.37 In3 (21.4cc)

Volume @ 1800 RPM---------------15 GPM (57 LPM)
Piston pump adjustment procedure
Pump adjustment of the two piston pumps must be done with the unit
in the drill mode. Several preliminary steps need to be taken prior to
doing the actual adjustment.
NOTE: These adjustments should be done with the hydraulic system

at normal operating temperature.
Rotation (left hand) pump
1. Locate the rotation torque-limiting valve. This valve is located

directly below the 5 section drill and tram valve in the enclosure
behind the operators’ cab. Disconnect the hose from the port marked
“PG”. Cap the fitting on the valve and plug the hose. This will allow
the rotation to be placed in a stalled condition to compensate the
rotation (small) piston pump. (See the picture on the following page
to locate the “PG” port.
2. Use the feed control and lower the bit so the centralizer can hold
it. Close the centralizer on the bit. If there is no drill steel on the unit,
the forward rotation line can be removed from the drifter and plugged.
Be sure to cap the open fitting on the rotation motor.
3. Install a 5000 PSI (350 Bar) test gauge at the pump outlet test port
of the pump.

Rotation torque limit valve
Start the unit and place the drill/tram switch in the drill position.
Observe the test gauge. At this time the gauge should indicate
standby pressure of 250 PSI (17 Bar). If the standby pressure is not
correct make the adjustment at this time. Locate the load sensing
control on the side of the pump. Turning the adjustment screw in
(cw) will increase the standby pressure, turning the screw out (ccw)
will lower the pressure.
NOTE: The piston pumps may be adjusted with the engine at idle.
The maximum pressure setting of the rotation pump is 3600 PSI (248
Bar). There is also a system protection relief valve in the circuit. This
valve is located in the inlet section of the rotation valve. The pressure
setting of the relief valve is 4200 PSI (290 Bar). To check and set the
main relief valve, the following procedure is required.

1. With the engine running stall the rotation by placing the rotation
control in the forward rotation position. Observe the test gauge at the
pump outlet. It should indicate 3600 PSI (248 Bar) which is maximum
pump pressure.
To check the relief valve, the pressure compensator adjustment on

the pump must be increased. With the engine at idle; slowly turn in
the adjustment screw. Observe the test gauge. As the pressure
approaches 4200 PSI (290 Bar) the relief valve in the rotation valve
should open. The engine should begin to lug. If this occurs, no
adjustment is required to the main relief valve. If the pressure can be
increased, by the compensator adjustment beyond 4200 PSI (290
Bar), the relief valve is set too high. In this case, loosen the lock nut
on the relief valve and slowly turn it out (ccw) until the test gauge
indicates 4200 PSI. Tighten the lock nut and reset the pump
compensator to 3600 PSI (248 Bar). Be sure that all lock nuts are
properly retightened

NOTE: The main relief valves do not need to be checked every time
the pump may require adjustment.
Combining valve that combines the flow from both piston

pumps for tramming.
This valve is mounted at the front center of the engine enclosure near
the roof of the unit.

Notes:

Pilot pressure (400 PSI) from

drill/tram selector valve when
in drill mode
Rotation Valve
To main "P" port To auxiliary "P" port
of drill/tram valve of drill/tram valve
Drill isolation
valve
1.3:1 speed increase 1.3:1 speed increase

Engine RPM=1800 Engine RPM=1800
Pressure supply to
drill/tram selector valve
"B" Supply to Valve "B"

Supply to Valve
Note: The shaft speed of

each pump is 2340 RPM
Stroking Stroking
Servo Servo
Destroke
Destroke Servo
"S" Servo "S"
3 3
*6.10 in. *3.66 in.
100 cc 60 cc
"X"
"X" "L1"
"L1"
Pressure Compensator 3600 PSI (248 Bar) Pressure Compensator 3600 PSI (248 Bar)
Standby pressure 300 PSI (20 Bar) Standby pressure 250 PSI (17Bar)
*with HC200A drifter
Pump #1 provides fluid Maximum volume Pump #2 provides fluid
(w/HC170 drifter-52 GPM [196 LPM]
for Percussion and Tram 36 GPM (136 LPM) for Rotation and Tram
5.18 in.3 85cc

LS signal from
Main Pump Drill/Tram valve
Chapter 2
Connected to main supply
port ("P") of drill/tram
3
6.10 in valve bank
"X" or LS Port
or 100 cc
To Auxiliary "P" port
DM of drill/tram valve bank
Standby
3
3600 PSI (248 Bar) 300 PSI (20 bar)
Service Training Manual
Load sense
selector for drill/tram
Engine throttle
pressure switch
"LX"
Single section rotation X
Page 9
valve (power beyond
"P" "P"
to drill/tram valve)
"LS"
3 Load sense signal

3.66 in.
60 cc pressure from
"X" or LS Port rotation valve
Rotation
pump
Standby 400 PSI (28 Bar) pilot pressure
3600 PSI (248 Bar) 250 PSI (17 Bar) from drill selector solenoid valve
ECM 720
Hydraulic Pumps
Auxiliary pump circuits
As was stated previously in this chapter, the double gear pump

supplies fluid for the two cooler fan circuits. The operation of each
cooler circuit is the same. Because the pumps are positive
displacement pumps, whenever the engine is operating, there is fluid
delivered to each circuit. The operation of these systems is
discussed in chapter 3.
Single Auxiliary Gear Pump
The single section auxiliary pump supplies fluid for the dust hood,
centralizer and dust collector/pipe changing functions as well as fluid
to the positioning valve in the cab. It is a fixed displacement gear
pump that operates a 1.41 X engine speed. Its displacement is 1.37
in.3 (22 cc). Engine speed is 1800 RPM and that means that the
pump is operating at 2538 RPM’s. Pump volume at 1800 engine
RPM’s is 15 GPM (56 LPM).
3-section valve bank

OPEN CENTER
1. Dust hood
2. Centralizers
3800 PSI 3. Dust Coll/ARC
3 (262 Bar)
1.37 in.
(22 cc)
1.41:1
7-section valve bank

in cab (OPEN CENTER)

Cooler Circuits
The cooler packages on the ECM 720 consist of two separate cooler
units. They are; the engine radiator, which is mounted at the boom end
of the engine enclosure and the hydraulic oil cooler and compressor oil
cooler, which is mounted at the rear of the enclosure. A hydraulically
powered fan moves air through each cooler. The fans are mounted to
the outside of the unit and pulls air through the cooler. This means that
outside air is drawn through the power unit enclosure and exhausted by
the cooler fan.
Each fan circuit is equipped with its own hydraulic pump and motor. A
variable fan regulator valve controls fan speed.
General description of fan control circuit
The fan drive control assembly (FDCA) is an electrically controlled,

normally closed proportional solenoid valve that provides a pilot
pressure signal to the hydraulic fan drive system.
The system consists of an electronic module mounted on an aluminum

manifold block containing a proportional solenoid relief valve. The
electronic module receives temperature and auxiliary switch input
signals and outputs a pulse width modulated signal to the valve
producing a pilot signal that is proportional to cooling demand. The pilot
pressure provides a signal to the primary flow control device that
modulates the fan speed.
In this gear pump/gear motor fan drive system, a switch valve is

mounted near the motor inlet. The switch valve is normally closed and
opens to divert fluid away from the fan motor to the reservoir.
When cooling demand is high, the FDCA increases pilot pressure,

signaling the switch valve to divert more fluid flow to the fan motor, thus
increasing fan speed. As the cooling demand diminishes, the control
decreases pilot pressure signaling the switch to “bypass” fluid away from
the fan motor, thus decreasing fan speed.
Chapter 3 Page 1 Cooling and Return Circuits

The regulating switch for the engine cooling fan is located in the engine
block. The switch for the compressor is in the discharge of the
compressor. The switch for the hydraulic system is located in the
hydraulic return manifold. These switches are variable resistance type
switches. As the temperature of the fluid passing across the switch
increases, the resistance across the switch decreases. This results in a
higher output signal from the fan control module. The highest output is
applied to the fan motor control valve. This results in a higher fan speed
as the temperature increases.
Each of the temperature switches has a different control range. They

are as follows:
Crack Full Open Shut Down Fan Start Full Fan
Hydraulic 1400F 1600F 1800F 1510F 1700F

600C 710C 820C 660C 770C
Engine 1800F 2030F 2200F 1900F 2120F
820C 950C 1040C 880C 1000C
Compressor 1800F 2050F 2480F 1990F 2350F
820C 960C 1200C 930C 1100C
Note that the shutdown temperature of each circuit is shown in the

chart.
Maximum fan speed is approximately 2100 RPM. Because the fan

control system will normally operate at less than maximum speed,
fan speed tests should be done with the fan motor control module
disconnected.
Note: Because the control valve used in this circuit is normally

closed, the fan will default to its high speed setting in the event of
an electrical fault.
The control module used in this circuit can only be tested using a
computer-based program. In the event of a problem with the fan circuit
contact the factory.

Variable Relief Valve
Fan control module
Shown on the following page is the hydraulic schematic for one fan
control circuit. The circuit is the same on both of the cooler packages.

Cooler fan motor
Fluid supplied to second
control module
cooler fan control. Both
Chapter 3
circuits are identical
"PP" "P"
3000 PSI
Page 4
204 Bar
Cooler fan speed "T"

control manifold Gear Motor
3
2.01 in.
33 cc.
Both sections 1.14:1 speed increase
3
2.54 in. (42 cc) To return manifold
Port Rm1 or Rm12
Engine RPM=1800, pump shaft speed 2052

Maximum flow each pump 22 GPM (83 LPM)
ECM 720
Cooling and Return Circuits

Return Circuit
The return circuit consists of the plumbing and components that are
involved in returning the working fluid back to the reservoir. It is made
up of the following:
1. Hydraulic reservoir
2. Return filters (dual canister with bypass)
3. Hydraulic oil cooler
4. Return manifold
5. Drain manifold
There are no adjustments required to the return circuit.

0 Bypass check valve-150 PSI (10 Bar)
140 F
Chapter 3
Return manifold
0
60 C
Hydraulic cooler
10 PSI
.7 Bar
10 Micron Absolute
Page 6
Bypass
Tank breather & vacuum break
25 PSI
Air pressure 1.7 Bar
from compressor
5 PSI
Case drain from
piston pumps Return filters
Case drain from

hydraulic drifter
Drain
manifold Hydraulic system
Reservoir fill pump
ECM 720
Cooling and Return Circuits


NOTES:

Pilot Circuits
The drilling and tramming valves used in the ECM710/720 are

controlled by pilot pressure. Pilot pressure is supplied by either of the
main hydraulic pumps through a shuttle valve to the drill/tram selector
valve. The selector valve contains a pressure reducing valve that
limits the pressure in the pilot circuit to 400 PSI (28 Bar). Incoming
pressure from the main pumps may be as high a 3600 PSI (248 Bar)
under some circumstances.
When the tram position is selected, the tram solenoid becomes

energized. This opens a flow path for fluid to be directed to the tram
joystick control in the cab. When the joystick is operated, pilot
pressure is metered to shift the spool in one or both of the tram
directional valves. This action directs fluid from the pump to the tram
motors. The tram control used in the ECM710/720 is a single lever
control. Moving the lever straight forward or backward, directs fluid
through both tram valves simultaneously so the machine will operate in
a straight line. Moving the lever to either side will cause the tracks to
counter-rotate turning the machine.
Chapter 4 Page 1 Pilot Control Circuits

D
Right forward tram
C
Left reverse tram
Left turn
poppet
Forward travel
poppet
T DM
8
P
Right turn
poppet
Pilot pressure from
drill/tram selector
valve Port TC
Left forward tram
B
Right reverse tram

A
Reverse travel
poppet
When the drill position is selected, the drill solenoid is energized. The
selector valve opens and directs pilot pressure to the drill control pilot
controllers in the cab. There is one controller for the feed circuit and a
second controller that operates the impact and rotation circuits.
Drilling
Moving the feed control and drifter/rotation controls to the forward

position directs pilot pressure to the mode valve port “DL”. In the mode
valve, pilot pressure encounters two shuttle valves. One shuttle directs
pilot pressure to the rotation speed control in the cab. This valve is low
pressure-pressure reducing valve. The operator can set the speed of
the rotation with this adjustable valve. Since the main valves are
proportional valves, the pilot pressure applied to the rotation valve is
reduced and the rotation valve spool only opens partially, limiting the
speed of the drifter rotation.

At the same time this is occurring, pilot pressure passes through the
second (drifter) shuttle valve and is directed to the pilot connection on
the drifter valve. The drifter valve shifts open and the drifter begins to
operate. There is a switch in the cab that determines whether the
system is operating in the manual or automatic drill mode. If the blow
air is turned on and the feed lever placed in its forward position, the
drifter will begin to penetrate the rock..
Rattling
When the drifter has drilled to the bottom of the drill guide, it is either
retracted with reverse feed (in the case of single pass drilling) or the
coupling joint must be loosened so the next piece of steel can be
added. Moving the lever to the left position will activate the “rattle”
circuit. Pilot pressure is directed to the mode valve where it passes
through the drifter shuttle valve from the opposite end. This end of the
shuttle is connected to an external pressure switch that, when closed by
pilot pressure, energizes the PAJ (Stratasense) on/off valve. This is a
normally open valve that closes when energized. This action disables
the drilling automatics, thereby allowing the impact mechanism to
operate at full pressure.
Full impact power is required to facilitate the loosening of the coupling

connection of the drill steels. Pilot pressure is directed through the
shuttle valve to shift the drifter valve to the open position. At the same
time, pressure is directed to a pressure-reducing valve located within
the mode valve manifold. This valve directs pilot pressure at a reduced
rate to the rotation pilot directional valve. This valve directs pilot
pressure to shift the main rotation valve to either the forward or reverse
position. If the reverse rotation button (located on the joystick) is
depressed while rattling, low pressure pilot fluid is directed to slightly
open the rotation spool to the reverse position. This causes the drifter
to rotate slightly in reverse while rattling. This action may help in
loosening the drill steel connections.

Rotation (for hole sweeping)
Moving the drill/rotation lever to the rear position activates forward

rotation for the purpose of sweeping or cleaning the hole. Reverse
rotation is not operative at this time.
Rod changing
When the drill/rotation lever is moved to the right, the rod changer
(ARC) circuit is activated. Pilot pressure is directed to the mode valve.
In the mode valve, pilot pressure is directed to the rotation pilot shuttle
valve. It is also direct to an externally mounted pressure switch. Pilot
pressure closes the pressure switch. This action energizes the ARC
relay and power is supplied to the rod changer circuits. When the ARC
relay is energized, power is also supplied to the synchronization
solenoid valves on the Stratasense manifold. These valves are
adjusted to regulate slow feed flow (speed) to synchronize with
maximum rotation speed. Note that when in the rod changing mode
the rotation speed control in the cab is not active in the rotation pilot
circuit.

Drill pilot circuits

Feed
From full reverse

feed valve
Rotation
Rotation speed & feed

pressure control in cab DM
UP 4
PR
SW 2
Drill/tram selector valve
SA SB Rat HC RC1 DL RC2 TARC ARC T
P
Down
Rod Changer
Mode ON 1
valve Feed control in cab
400 PSI
27 Bar
Rattling
TC P DC DR
2
DM
Pilot pressure to
6
tram pilot valve
Drill mode T DM
RA
X 1 7
SA1 FA D SB1 FB DFT PS1 TRA RB
Rod changer mode-4
P
DM
PR PR
5 SW SW
Drill automatics Drifter hour

To slow To slow feed
off meter Rotation Pilot pressure used to
feed up down
close the flow
3
Reverse combining valve
To fast To drifter Forward
To fast feed
feed up rotation Rotation Drifter & rotation
down valve
control in the cab

The mode valve also contains pressure switches for Rod Changer
activation, drifter hour meter and PAJ off used during rattling of the
drill steel.

Tramming circuits
The tramming system on the ECM 720 consists of right and left-hand
track drive units. These are planetarys driven by hydraulic piston
motors. The tram valves are pilot operated valves and are controlled
by a single lever joystick in the operator’s cab. See chapter 4 for
information on the pilot circuit.
Each tram motor is equipped with a dual counterbalance valve that

provides dynamic braking while tramming. The counterbalance
valves on this unit are spool type CB valves. Earlier machine models
used poppet style valves. The spool type valves allow for smoother
starting and stopping of the machine. Each final drive has a brake.
The brake is a spring set-hydraulic release unit and serves as a
parking brake. This prevents movement of the machine while it is set
up for drilling.
As the tram valve is shifted the fluid it supplies is directed to the

motor through the inlet check valve which is found in the
counterbalance valve manifold. Pressure begins to build at the motor
inlet port but the motor cannot rotate because the brake is still in the
set position. As stated in the previous paragraph the brake is a
spring set-hydraulically released static unit. At the same time fluid
cannot leave the motor because the outlet of the motor is blocked by
the counterbalance valve spool. When the pressure builds high
enough the brake will release. The motor still cannot rotate until pilot
pressure in the counterbalance valve increases to shift the spool to
an open position. It is important to know that the brake release
pressure is always lower than the counterbalance valve setting. The
brake releases, the counterbalance valve spool shifts to the open
position and the machine will begin to move.
NOTE: simply stated, pressure building at the inlet of the motor

is used to open the outlet of the motor. The counterbalance
valve accomplishes this task.
The machine is equipped with a drill/tram selector switch. The tram

control is a single joystick control. The control joystick is a variable
pressure pilot controller. Full speed control of the units is assured by
feathering the control lever.
Chapter 5 Page 1 Tram Circuit

There is button located in the upper portion of the control lever that
operates the horn. When the selector switch is placed in the tram
position, pilot pressure at 400 PSI (27 Bar) is supplied to the tram
joystick located in the cab.
Fluid from both piston pumps is combined and supplied to the

drill/tram/feed valve bank. Supply fluid from the small (rotation) pump
passes through the rotation valve, through the drill isolation valve
(also called the tram combining valve) and to the auxiliary “P” port on
the 5 bank valve. This means that there is a total theoretical flow of
97 GPM (367 LPM) available for the tramming circuits. Both tram
valves are MP22 size valve capable of passing 42 GPM (158 LPM).
Turning the unit while tramming is accomplished by moving the

joystick control either right or left while tramming. Moving the lever
forward and to the left will cause the machine to move forward while
executing a left turn. Moving the lever forward and to the right will
cause the machine to move forward while executing a right turn.
Moving the joystick directly to the left or right position will cause the
unit to counter rotate in that direction. If the joystick is moved to the
rear for reverse tramming and at the same time moved to the side to
execute a turn it is important to note that the unit will turn the opposite
direction in which the lever is moved.
Adjustments: No adjustments should be required to this circuit.

Flow from #1 Pump Pa A B A
Left Tram
B Left tram motor

Backup
Alarm
Final drive Tram Motors
Switch
74.3:1 reduction 5.05 in.3 /rev.
Pb
83.6 cc/rev.
Tram Valves-42 GPM (158 LPM) Maximum flow
A Pa A B A
Right Tram
1.
Tram pilot valve
Pilot pressure fom

drill/tram selector B Right tram motor
400 PSI (27 Bar)
Fluid supplied from
1. X
#2 (rotation pump)
Pb Pilot pressure from
only when in the
tramming mode
drill selector solenoid
when in the drill mode
Note: Flow from both piston pumps
is combined when in the tram mode Tram combining Valve Flow from #2 Pump
(Drill isolation valve)

Notes:

Strata-Sense CONTROL MANIFOLD
Automatic Drilling System
The Strata-Sense system is standard on model ECM 710 and ECM

720 hydraulic drilling rigs. This system regulates drifter pressure and
feed rate during drilling to minimize stuck steels and maximize the life
of the drill string components. The system allows drilling to be done
in areas that are very difficult to drill with other drilling packages. The
ECM 710 is equipped with the HC170 drifter and the ECM 720 uses
the HC200A drifter. The drifter will be discussed in a later section of
this manual.
The heart of the system is the Strata-Sense control manifold, which

controls the power level of the drifter and provides the progressive
anti-jam functions during drilling.
The following is a description of how the Strata-Sense system

functions:
During hole collaring the drifter percussion will operate at a reduced

power level until the bit encounters solid rock. At that time the power
level of drifter percussion will increase to its maximum preset
pressure. The increase in the percussion pressure will be
progressive, related directly to the increase in feed pressure. Most
previous collaring circuits are related to the feed pressure rising to a
preset level at which time the percussion power immediately rises
from its lower setting to its higher setting. Once the hole is collared
and solid rock encountered, all drilling functions are operating just as
they would on any other hydraulic drill.
There are several situations that may arise during the drilling of the
hole:
1. The bit may encounter seams, cracks or broken ground.
2. The bit may drill into a void.
3. The bit may become plugged.
Chapter 6 Page 1 Strata-Sense System

Descriptions of these situations follows:
1. If the bit drills into bad ground, the first function to sense this will
be the rotation circuit. Since the rotation pressure during drilling is
the result of bit size and type and feed pressure, the rotation gauge
will indicate a normal pressure reading during good drilling. When
bad conditions are encountered the bit may began to bind or lock up
in the hole. When this occurs with the Strata-Sense system, the
increase in rotation pressure immediately signals the feed system to
began reducing thrust (feed force). This will be discussed in detail
later in this section. Reducing the feed force will allow the bit to
rotate with less resistance and allow it to “feel” its way through the
bad area. As the feed force is reduced, drifter pressure will also be
reduced which prevents the percussion from “driving” the bit into the
bad area and applying full percussion power to the loose drill string.
The feed and percussion will respond progressively, that is their
pressure will modulate up and down to drill through the bad ground.
If, during this modulation of feed force and percussion pressure, the
pressure in the rotation continues to increase, the anti-jam feature will
activate. This will retract the bit from the problem area until the
rotation pressure reduces to normal. At this time, percussion
pressure will have been reduced to collaring pressure and the feed
direction will return to normal (down feeding). The automatics will
recollar the hole in the bad material and attempt once again to drill
through it to competent ground. The operator can manually retract
the bit from the hole whenever he wishes.
2. In some drilling applications, voids in the formation are

encountered. With the standard hydraulic drilling system the feed
speed will increase and depending on the type of system, percussion
pressure may be somewhat reduced. In almost all cases, this will
cause severe loose rattling of the drill string until competent rock is
once again encountered. This loose rattling of the drill string will lead
to premature thread wear and perhaps failure of shanks, couplings or
drill steels. In some cases the bit may even be loosened and lost in
the hole. The Strata-Sense system handles this type of occurrence
much differently. When the bit encounters the void, feed speed will
increase, but only slightly above the normal feed rate. This feed rate
has been preset on the Strata-Sense manifold. At the same time,
feed force drops to near zero because there is no resistance to the

advance of the bit. The loss of feed pressure is a signal to the

percussion control valve to drop percussion pressure to a very low
level. The percussion pressure at this time will be 1400 to 1500 PSI
(95 to 105 Bar). This will allow the bit to advance through the void
without excessive percussion being applied to the drill string,
preventing loose rattling and damage to the string. When the bit once
again encounters hard ground, the system progressively recollars the
hole and drilling resumes.
3. While drilling, the bit may encounter clay seams or other material
that plugs the blowing holes in the bit. When this occurs with Strata-
Sense, the feed system immediately reverses and the percussion
pressure is lowered to 1400 to 1500 PSI (95 to 105 Bar). If the blow
air is accidentally turned off the same sequence will occur. This
function of the system is referred to as Air Sensing. Air sensing will
be discussed later in this chapter.
Reverse percussion
The drifter (HC200A or HC170) used on both of these machine

models (ECM 710 &ECM 720) is equipped with reverse percussion.
The reverse percussion in both drifters is active. This means that
whenever the percussion is operating, the reverse percussion piston
is activated. If the percussion is being operated and the feed control
is reversed, the reverse percussion is in operation. To maximize the
effect of the reverse percussion, the drill automatic/manual switch
must be placed in the manual position. This brings the percussion
pressure to its normal drilling pressure. The reverse percussion will
automatically come into play whenever the anti-jam function of the
Strata-Sense is operating.

Strata-Sense control manifold
The manifold is made up of five (5) separate sections. From left to

right as mounted in the unit, they are:
1. Percussion pressure control valves.
2. Common section that contains the percussion pressure relief

(not operational in the current version Strata-Sense of the
valve) and the feed speed control valve.
3. Feed and rotation synchronization section that contains the

solenoid valves and speed adjustments to synchronize the feed
speed with the rotation for drill steel changing.
4. The feed control valve and anti-jam components. Note:

This section contains a specially designed orifice that passes
forward rotation oil and maintains a constant pressure drop
regardless of rotation flow.
5. Connections for slow feed fluid and forward rotation fluid.
1. This section contains the percussion control valves as well as the

V3 valve. The V3 valve regulates drifter pressure relative to feed
pressure. The adjustment of these valves will be discussed in the
adjustment section of this chapter. See the diagrams starting on
page 6 that show the operation of the drifter control system.
2. This section contains the maximum percussion relief valve. This

valve has been tightened completely at the factory and should not be
adjusted.
3. Located in this section is the feed up and feed down speed

adjustment (flow control valves) that are required to regulate feed
flow in the rod changing mode. These valves are adjusted to
synchronize the feed speed to rotation speed for easy coupling and
uncoupling of the drill rods during rod changing. Also located here
are the two solenoid valves that are activated for rod changing.

When these solenoids are activated, slow feed fluid must pass
through the flow control valves to supply the feed motor.
4. This section contains the feed control valve, which is the primary
control unit of the Strata-Sense system. The modulation of the feed
valve generates the pilot signal pressure, which is used in controlling
the percussion valve. The feed valve also provides the anti-jam
function which reverses the feed motor when the system cannot clear
the bit and full retract is required to prevent sticking the bit. Also
located here is the rotation torque limiting valve (V4) that is used
for setting the sensitivity of the automatic system, a pilot operated
sequence valve which is activated by pilot pressure in the automatic
mode. This section also contains the special rotation orifice that by
design creates a fixed pressure drop in the forward rotation circuit.
This orifice is an important part of the progressive action of the feed
circuit.
5. This is the other end section and it contains the porting for the
slow feed inlets. The port marked A1C is for slow feed down and
A2C is for slow feed up. R11 is the inlet for forward rotation to direct
forward rotation flow through the special rotation orifice and R12 is
the outlet port for directing flow to the drifter rotation motor. There is
a forward rotation test port (R1TP) that is connected to the rotation
gauges.

Note: The pressures indicated within the white circles on the diagram
are in Bar. To convert to PSI multiply by 14.5.
Description of valve components:
1. Pilot operated on/off valve cartridges. Black #1 activates the

drifter control circuit. Red #1 activates the drifter controls for drilling
automatics.
2. Relief valve (R2 mini) sets minimum drifter pressure. Item 2 on

the diagram.
3. Pressure reducing valve (R2 maxi) sets maximum drifter pressure.

Item 3 on the diagram.
4. V3 sets drifter regulation for automatic drilling.

5. Number 4 on the diagram is a variable relief valve used to limit the

pressure of the drifter valve.
It is important to note that the #1 cartridge on the right hand side of

the diagram “turns on” the drifter control section. The #1 cartridge on
the left-hand side determines whether the drilling system is in
“automatic or manual mode”. This valve is referred to at the PAJ
on/off valve.
This diagram shows the conditions within the drifter control section
when the drifter valve is in the neutral or off position. All of the green
colored passages are connected to tank at this time. The red line
connected between the drill pump and the black #1 poppet valve
represents pump standby pressure. Standby pressure is 300 PSI (20
Bar). The PIL1 port is connected to the pilot line that is pressurized
to shift the drifter valve spool. This means that when the drifter valve
is activated, the same pilot pressure opens the pilot operated valve
and connects pump pressure to the R2 maxi valve. The PIL3 line is
the load sense signal line connected to the load sense port of the
main pump. In the neutral condition as shown, there is no signal
pressure to the main pump as the signal line is connected to tank. It
is important to note that the red and blue lines connected to the feed
motor represent the feed up and feed down pilot connections to the
V3 valve.

The diagram above indicates drilling in competent ground in the

automatic mode. There is no reaction taking place within the
Stratasense manifold. In this case drifter pressure is being regulated
by the R2 Maxi valve (pressure reducing valve) that is sending a signal
to the pump via the PIL3 signal line. At the same time pilot pressure,
400 PSI (27 Bar), is directed to the PIL2 port. This shifts the spool in
the red #1 PAJ on/off valve to block signal pressure from the R2 Maxi
but open the other two ports. R2 Maxi signal pressure is internally
directed to the V3 control. Down feed pressure shifts the spool in the
V3 valve directing signal pressure to the PAJ on/off valve. The R2
pressure signal is directed to the PAJ on/off valve where it is directed
to the spring chamber of the variable relief valve. This raises the
setting of this valve to 5 bar (72 PSI) above the signal being directed to
the pump load sense control. At this time, the drifter pressure is being
regulated by the load sense control on the drill pump. If the drilling
conditions become more difficult, that is, rotation pressure begins to
increase above the setting of the V4 (rotation torque limit) the following

events occur. The down feed pressure is reduced and at the same
time pressure on the feed up side of the circuit is increased. Since
both sides of the V3 spool are exposed to pressure signal from the
feed circuit, the V3 spool will begin to shift. As it shifts, the signal from
the V3 that is communicated to the variable relief valve is lowered.
When is drops below the R2 Maxi pressure signal, the variable relief
(connected to the drifter valve remote port) assumes control of drifter
pressure by lowering the operating pressure of the drifter valve. As the
V3 spool is shifted farther to the right the pressure signal is reduced
even farther. This action lowers the setting of the variable relief valve
reducing pressure even farther. If is important to understand that
maximum drifter pressure is controlled at the pump as a result of the
setting of the R2 Maxi valve but in conditions when the automatics are
calling for reduced drifter pressure it is regulated by the variable relief
valve (#4 on the diagram). The R2 Mini relief valve regulates minimum
drifter pressure. The R2 Mini relief valve is communicated to the drifter
valve remote port only when the feed system is in the reverse mode.
At this time, the V3 spool is shifted to the left communicating the spring
chamber of the variable relief valve through PAJ on/off valve, the V3
valve and to the R2 Mini (minimum drifter) valve.

The above diagram indicates the drifter control functions when drilling
is being done in the manual mode. PIL1 receives pilot pressure when
the drifter valve is shifted on. The opens the drifter on/off valve
directing main pump pressure to the R2 Maxi pressure-reducing
cartridge. In the manual mode there is no pilot pressure directed to
shift the PAJ on/off valve hence any pressure signal from the V3 valve
is blocked and has no effect on the operation of the variable relief
valve connected to the drifter valve. This means that the drifter
pressure is only controlled by R2 Maxi and does not change with
drilling conditions.

The above diagram shows the function of the drifter control system
when collaring is occurring. During collaring the down feed circuit is
operating at a reduced pressure. This means that R2 maxi pressure
is being modulated by the V3 spool. V3 pressure passing through the
PAJ on/off valve is lower than the setting of the R2 maxi valve. The
lower pressure in the variable relief spring chamber lowers the
pressure value of the valve. This allows the signal pressure from the
drifter valve can than pass through the variable relief valve to tank at
a lower pressure value and drifter pressure is reduced. Drifter
pressure will modulate up and down depending on the pressure of
the V3 signal. Once the down feed pressure has stabilized at its
normal level, drifter pressure is controlled by the R2 maxi valve at its
preset level.
During normal drilling drifter pressure is controlled by the pump as a

result of the R2 maxi signal. In collaring or when the automatics are
operating, drifter pressure is controlled by the drifter valve.

Strata-Sense On/Off Valve (Automatic Drilling)
The Strata-Sense on/off valve is a solenoid operated two-way valve.

It is a normally open valve. When the auto/manual-drilling switch in
the cab is in the auto drill position, the valve remains open. This
allows pilot pressure (400 PSI or 28 Bar) to be directed to the Strata-
Sense manifold where it opens the PAJ on/off valve. When the
switch in the cab is place in the “manual” position, power is directed
to the PAJ off pressure switch that is located in the mode valve
manifold. When the percussion is activated, pilot pressure is directed
through the mode valve, the pressure switch is closed and the PAJ
solenoid is energized, closing the PAJ on/off valve. When no pilot
pressure is directed to the Strata-Sense manifold the drilling
automatic features are not operational.
1. When drilling begins Pilot pressure up to 400 PSI (27 Bar)* is

directed to the mode valve. The mode valve directs pilot pressure to
shift the spool in the drifter valve. When this occurs, fluid is directed
from the #1 pump to the drifter valve. Fluid from the drifter valve is
directed to the P2A port of the Strata-Sense control manifold.
2. When in the automatic drill mode, system pilot pressure of 400

PSI (27 Bar) from the drill/tram selector manifold is directed through
the PAJ on/off valve to the “PR” port of the Strata-Sense manifold.
This supply of pilot pressure is utilized by the Strata-Sense manifold
in the regulation (V3) of drifter pressure. Pilot pressure is also
directed to shift the V4 pilot port. In this case, the V4 (feed) functions
of the Strata-Sense manifold are activated.
3. Pilot pressure is also directed to the hour meter pressure switch.

This activates the hour meter and accurately registers drilling hours.
*It is important to note that drifter pressure can be metered or

regulated by retarding the position of the drifter control lever in the
cab.

Manual Drilling & Reverse Percussion
Manual drilling (no drilling automatic functions) can be done when

desired. In this case, the drill automatic switch in the cab is placed in
the manual position. When this mode is selected the PAJ on/off
solenoid valve is energized and there is no pilot pressure available to
the Strata-Sensemanifold and the drilling automatics remain
inactive. When reverse percussion is required to free a stuck steel,
the same procedure is used as when manual drilling.
When drilling in homogeneous ground the bit is pushed by the

hydraulic feed motor. The maximum possible feed speed of the

hyraulic motor is lower than the maximum possible feed if free

feeding. If for example, the feed rate during drilling is 1.3 GPM (5
LPM) and the feed speed control is set for a flow of 1.8 GPM (6.8
LPM) return fluid from the feed motor would pass through the feed
speed control with no pressure drop (drawing A). If the bit were to
softer material or a cavity in the rock, more fluid would be required by
the feed motor to maintain feed pressure. If the flow needed were to
exceed 1.8 GPM (6.8 LPM) the feed speed control would begin to
cause a pressure drop (drawing B). This would create a certain
amount of back pressure on the outlet of the feed motor. This back
pressure would tend to increase relative to the feed speed. The
pressure signal from the return pressure created at the feed motor
outlet is directed to the V3 valve causing it to shift. As the V3 is
shifted the pressure signal directed to the PAJ on/off valve is reduced
which in turn reduces the pressure in the spring cavity of the variable
relief valve. Drifter pressure is reduced by the drifter valve until the
bit once again encounters solid material.

From Fast Feed From remote port

Valve (feed up) on drifter valve To "HP" port on air
Drifter
Pressure sensing valve
400 PSI (27 Bar)
System pilot pressure
Feed Up
Gauge
Feed
Down
LS signal to
drifter pump P1L2 LS 2 LS PAJ on/off valve
To Feed Motor
(feed down)
To full reverse
V6 test
feed valve From Fast Feed
(feed down) Valve
P1L3 1 4
A1LS A1V A1F
R11
3 G
PPA1
A1C
1 D V4
V3
C A2C
PPA2
2 B
To feed motor F E A
(feed up) A2
Tank
From outlet R12
of drifter pump HP
R2
Pilot pressure
when drifter is on To full reversefeed valve
PIL1 QV6B

Port identification for schematic on previous page:
R11----------------------Forward rotation “in” port

R12----------------------Forward rotation “out” port
A1C---------------------Feed down port (from feed valve)
A2C---------------------Feed up port (from feed valve)
A1V---------------------To feed down port of feed motor
A1F---------------------Fast feed port (from fast feed valve)
A2-----------------------To feed up port of feed motor
Component identification
A------------------------Special rotation orifice

B------------------------PAJ (Strata-Sense) on/off pilot valve
C------------------------Feed anti-jam valve
D------------------------Feed down synchronizing valve (rod changing)
E------------------------Feed up synchronizing valve (rod changing)
F------------------------PAJ feed pressure regulator (not functional in this
application
G-----------------------Drifter relief valve (not functional in this application)

3 2
DM
2
PAJ on/off Circuit
PAJ on/off valve

Located in access door
behind the operators cab

Chapter 6 Page 17 Strata-Sense Controls
Synchronization
V4
Feed spool
V3
Drifter Pressure
Regulation
Operation of the Strata-Sense system:
08 12
02 03
05 09
04
07 06 11 10
Feed control
01

ANTI JAMMING DESCRIPTION

• 1 Supply fluid for drifter rotation pressure
• 2 Supply fluid on the anti jamming spool large section (linked
to rotation pressure)
• 3 Supply fluid on the anti jamming spool reduced section
(linked to rotation pressure)
• 4 Supply oil for anti jamming adjustment (spool annular
section)
• 5 Anti jamming spool
• 6 Forward port going to hydraulic feed motor
• 7 Backward port going to hydraulic feed motor
• 8 Feed hydraulic motor
• 9 Spring that creates force in opposition to rotation pressure
• 10 Torque limit valve (V4) adjustment
• 11 Tank outlet
• 12 Drifter rotation motor
A B
Rotation Torque limit valve (V4)

ANTI JAMMING PRESSURE REDUCING VALVE

• The HP line supply pressure in the line A
– The oil goes through the annular way in the line B
– The oil goes in the chamber on the bottom of the piston
– The piston move up and reduces the annular way
depending on the spring force adjusted by the screw and
the pressure decrease between A and B
– In this way we could adjust the pressure which goes in
the anti jamming system
– This pressure is the anti jamming sensibility adjustment
• In case of too high pressure the spool could move upper and
the pressure will drop to the drain
Anti Jamming condition of feed valve
12
08
02 03
05 09
04
07 06 11 10
01
• 1. Normal drilling, the bit is not jamming, rotation pressure is

normal. The spool 5 is pushed on the left by the pressure rotation
3 the spring 9 and the pressure 4. The flow for the forward
movement of the feed motor comes in 6 goes trough the motor 8
to the tank in 7

12
08
02 03
05 09
04
07 06 11 10
01
• 2. The bit is jamming, drifter rotation pressure 1 increases,

the force in the chamber 2 increases and pushes the anti
jamming spool 5 against the spring 9, the pressure 4 and the
force of the rotation pressure on the small section, the spool 5
move right and closed the line 6 and 7. The drifter is stopped
until the jamming disappears
12
08
02 03
05 09
04
07 06 11 10
01

• 3. If the air is missing worn compressor or the bit plugged (clay)

the air security valve open the circuit 3 to the tank. The spool is
totally pressed against the spring, the inlet and outlet of the
motor are inverted. The drifter reverses until the bit is unplugged
or the compressor fitted.

Air Sensing System
The air sensing system incorporated into the Strata-Sense system

uses a spring loaded check valve mounted just down stream of the
compressor air manifold. The air manifold is found directly above the
air compressor. Airflow to the bit during drilling passes through the
check valve. The airflow creates a drop in the air pressure passing
through it. This drop in pressure is used to close a small spring-
loaded valve in the air-sensing diaphragm valve. There are two air
connections to the check valve, one on the inlet side of the valve and
the other on the outlet side. When drilling with normal airflow to the
bit, the pressure drop across the check valve keeps the diaphragm
valve in the closed position. If the airflow becomes blocked, as when
the bit is plugged, air pressure equalizes in the entire air circuit. This
causes an imbalance on the diaphragm valve spool and the spool
shifts open. Hydraulically, the diaphragm valve is connected to
internal pilot pressure within the Strata-Sense manifold. This pilot
pressure keeps the feed spool in the normal drilling position. The
spool opening vents the pilot pressure and the feed spool in the
Strata-Sense manifold shifts into the full reverse position. There are
two important factors to remember:
1. To override the air sensing system, drilling can be done in the

manual drill mode.
2. If the blow air is not activated (turned on), the bit cannot be
advanced into the hole when the percussion is also on.

Air Flow Sensing Valve
Air Supplied from

Flushing Air to Bit
Reciever Reservoir
"Out" "Hp" "In"
Diaghragm Valve "Lp" or Tank

(pancake valve)
Connection from V5 Port

of Stratasense Manifold

04
03
OUT IN
3.5 4 4.5 3.5 4 4.5

3 3
2.5 5 2.5 5
2 5.5 2 5.5
1.5 6 1.5 6
1 6.5 1 6.5
0.5 7 0.5 7
0 7.5 0 7.5
8 8
02 01
Cross Section of Air Sensing valve (see following page)

SECURITY AIR FLOW VALVE SENSOR

• During flushing from the compressor to the bit the air goes
through this valve
• The air goes in pushes the valve 3, goes through the annular
way and goes out.
• When the air pass into the ring-shape it looses 0.5 bar
pressure this is the normal functioning
• If out is plugged (clay in the bit) the loss of pressure decreases
and the pressure in 2 increase and this air line which is linked
to the actuating air valve pilot this valve
• A little hole 4 drilled in the valve 3 defines the minimum air flow
below the system will react

ACTUATING AIR SECURITY

01 SYSTEM
• The air is coming in the chamber
1 from the inlet of the air sensor
valve
• The air is coming in the chamber
2 from the outlet of the air
sensor valve
• When the air pass normally in
the air sensor the pressure in
chamber 1 is higher than in
03 chamber 2, the pin-valve is
closed
• When the bit begin to plug the
pressure increases in the outlet
of the air sensor valve so as to
open this needle valve when
the pressure reach is maximum
in the chamber 2
• When the pin 3 is open the
pressure which pilot the anti
jamming spool decrease, the
anti jamming spool is reversed
and the drifter goes backward
02

• CONTROLS ADJUSTMENTS LOCATION

• PRESETTING BEFORE DRILLING
• THRUST PRESSURE ADJUSTMENT
• PERCUSSION PRESSURE ADJUSTMENT & ROCK
• PERCUSSION POWER ADJUSTMENT
• FEED SPEED AND POWER PERCUSSION
• ANTI-JAMMING ADJUSTMENT
05
01
02
03
04
PRESETTING BEFORE DRILLING
1. Fully tighten the anti jamming (V4) screw [1]

2. Screw out power percussion screw [2] until the internal spring
becomes free.( Screw 2 is in free rotation)
3. Open the flow regulator to division ten (Fully open) [5]
4. Start the engine
Settings without drilling in the ground
Minimum percussion pressure adjustment screw [3]

In automatic mode, Move the feed in reverse until the drifter is
stalled at the top of the guide. Keep the control in position, start the
drifter and set the value of the minimum percussion pressure.
Maximum percussion pressure adjustment screw [4]

In manual mode, Move the feed forward until the drifter is stopped
at the bottom of the guide. Keep the control in position, start the
drifter and set the value of the maximum percussion pressure.

THRUST PRESSURE ADJUSTMENT ON FEED FORWARD MOVEMENT
Final setting is made at full percussion power while drilling in the

hardest, most homogeneous rock possible.
1)Start drilling in homogeneous rock with the drifter control in manual

position and feed control in drilling position
2) Check coupling vibration.
Decrease the feed pressure until the coupling vibrates one or two
centimetres
Then increase the feed pressure until the coupling vibrates less than 5 mm
3) Check coupling temperature.
Temperature has to be less than 212° F (100° C) (with air flushing).

If temperature is above this limit, although coupling vibration is correct,
reduce percussion pressure in 100 PSI increments until the coupling
temperature is less than 212° F (100° C)
After each new setting, check coupling vibration, coupling temperature
4) Switch the drifter control to “automatic drilling”position. The pressures

have to stay at the same values

PERCUSSION PRESSURE ADJUSTMENT & ROCK
03
04
Maximum allowed drifter pressure is not always advantageous for

drilling and will wear out bits, drill steel and drifter without providing
more production.
Pre-set adjustments have to be finalized according to the ground

conditions. In soft ground: When you have a high drilling rate,
decrease the percussion pressure (screw out 4) and check that the
drilling speed has not changed. Screw out until the drilling rate starts
to decrease and screw it in until the previous rate is resumed.
In very hard rock: the same phenomenon may occur (energy is not
utilized to crack the rock). For the same drilling rate the percussion
pressure may be decreased ,as same as for soft ground, to limit bit
consumption and protect the drifter
In any case, never set percussion pressure at a higher value than

specified by the manufacturer

PERCUSSION POWER ADJUSTMENT
02
1 STEP 2 STEP 3 STEP
10 10 10
8 12 8 12 8 12
60 14 60 14 60 14
0 0 0
40 16 40 16 40 16
0 0 0
20 18 20 18 20 18
0 0 0
0 20 0 20 0 20
1st step Percussion pressure is adjusted while drilling
2nd step During drilling in good conditions screw in (2) to find the
point where the percussion pressure drops.
3rd step Then screw out (2) until the initial percussion pressure is
recovered and add an additional 1/2 turn.
After adjustment: During drilling you have to check that in auto

mode or manual mode, the percussion pressure remains stable.
When the system is re-acting the percussion pressure drops to the

minimum percussion pressure adjusted in pre-setting before
drilling (adjust as required).

FEED SPEED AND PERCUSSION POWER ADJUSTMENT SIGNAL
Drill in a homogeneous ground,

restrict the flow until
percussion pressure starts
dropping.
At this stage turn the knob
back approximately 5 to 10
small divisions.
10 10 10
8 12 8 12 8 12
60 14 60 14 60 14
0 0 0
40 16 40 16 40 16
0 0 0
20 18 20 18 20 18
0 0 0
0 20 0 20 0 20
Beginning of drilling Close the knob: After the drop, open for 5
the knob is fully open percussion gaps, the pressure comes
pressure will drop back at the first value
5 5 5
4 6 4 6 4 6
3 7 3 7 3 7
2 8 2 8 2 8
1 9 1 9 1 9
0 1 0 1 0 1

V4
V4 Screw in: Anti jamming looses sensitivity

V4 Screw out: Anti jamming becomes more sensitive
The anti jamming signal is the result of the rotation pressure that
drives the bit. If the bit becomes jammed in a slip or fault, the rotation
pressure and rotation torque increase. When the rotation pressure
becomes too high, the anti jamming system detects it and stops the
forward movement of the drifter.
In homogeneous ground turn the V4 screw in reducing the sensitivity.

Preferably on the last rod (bottom of the hole) began turning the
adjustment V4 screw out (CCW) until the reverse pressure gauge
begins to indicate a small amount of pressure. At this point, slowly
turn the adjustment screw in until the reverse feed gauge drops back
to 0. When this point is reached turn the screw in 1 to 1 ½ additional
turns. Observe the drilling and fine tune the V4 screw accordingly.

Synchronization of feed speed and rotation for rod changing
To fully utilize the rod changing speed of the ECM 710 or 720 it is
important to properly adjust the synchronizing system. When the rod
changer is activated, the rotation speed control is bypassed. This
means that rotation speed is at its maximum during the rod changing
process. To synchronize the coupling and uncoupling of the drill rods
the feed speed has to be timed to fast rotation. This is accomplished
by adjusting the two flow controls located on the Strata-Sense
manifold. The steps required are as follows:
1. Place the dust collector/rod changer switch on the drill console in

the rod changing position.
2. Place a coupling of the proper thread style and size in the

centralizer. Drilling down the rod connected to the drifter can also do
this. Hold the coupling by closing the centralizers.
3. Use the slow feed control and lower the drifter until the end of the
shank or striking bar is a short distance above the clamped coupling.
Rod changing on these units is accomplished by using the feed
control lever. The lever is equipped with a button for forward rotation
and another button for reverse rotation. The button on the back of
the lever is for forward rotation and the lever on the front is for
reverse rotation. Note the free play that is visible at the front end of
the drifter. As the shank threads into the coupling, the protrusion of
the shank from the front of the drifter should remain constant. If the
free play or protrusion reduces as the shank threads in, the feed
speed is too fast. If the coupling moves upward in the centralizer the
feed speed is too slow.
Adjust the cartridge indicated on the picture on page the following

page. Turn the adjustment screw in (cw) to slow the feed and out
(ccw) to increase the feed speed.
4. The same procedure is followed to adjust unthreading. The feed

speed reverse adjustment is also identified on the drawing on the
following page.

Synchronization for down feed
Synchronization for up feed
5. While drilling and removing rods from the hole, closely observe the
removal of the rod from the lower coupling. Fine-tuning may be
required to the feed up adjustment at this time.

Notes:

Drifter circuit
The drifter and rotation are controlled from the cab by a single
joystick. The joystick is a pilot control valve with 4 individual
positions. Moving the joystick forward activates the drifter and
rotation circuits. Moving the joystick to left activates the drifter at full
power for rattling the drill steel joints loose. If the joystick is moved to
the rear position, forward rotation is activated to use for sweeping the
hole. The left position is the rod changer activation position. The
control is detented in all but the rattle position. On the left-hand
armrest of the operators seat there is a switch that selects automatic
or manual drill mode. At the top rear of the joystick are four push
buttons. The orange buttons operate the centralizer and the blue
buttons operate the dust hood.
The drifter circuit is supplied by the larger of the two pumps found at
the rear of the engine. In the drill mode, fluid is supplied to the drifter
valve that is the second section of the 5 section valve bank found in
the enclosure directly behind the operators cab (viewed from the
enclosure door). The entire valve bank is a load-sensing unit. At the
inside end of the valve bank are found the slow and fast feed valves.
Found on either side of the drifter valve section are the left and right
hand tram valves.
The drifter valve is equipped with a remote pressure control port.

This port is connected to the LS port on the Stratasense II manifold.
The drifter valve as well as the other four valves in this bank are pilot
operated. The drifter valve is only pilot controlled in one direction. All
fluid used to operate the drifter is directed from Port “A”. The “B” port
is blocked. The drawing on the following page shows the valve
layout. When drilling, fluid passes directly from the valve to the inlet
of the drifter. The drifter section of the Stratasense II manifold
controls drifter pressure.
Chapter 7 Page 1 Drifter Circuit

Cross-section of Drifter Valve
Adjustments: There are no adjustments required to this valve.

To drifter
Chapter 7
supply port
Pilot signal from

mode valve
Variable relief valve
Remote
in Stratasense II
port B
manifold Pa A
Mp22 valve
P
Page 3
Main Pump
(Pump #1) Note: Drifter valve is
3
5.18 in. second section of
3
or 6.10 in.
5 section valve bank
85 cc
55 GPM
or 100 cc
208 LPM
Standby
3600 PSI (248 Bar) 300 PSI (20 bar) T
Pb
Drifter Valve
ECM 720
Drifter Circuit
Notes:

Rotation Circuit
A single section MP18 valve controls drifter rotation. During drilling

the fluid supplied to the rotation comes from the #2 hydraulic pump.
As covered previously in this manual, the rotation pump is a 3.66 in.3
(60 cc) displacement unit. The pump displacement is variable with
load sensing control. This means that the valve is a load-sensing
valve. The valve has a maximum flow rate of 33 GPM (125 LPM).
The valve also has a pressure compensated flow controlled inlet.
Fluid flow to the rotation motor is determined by the position of the
main spool in the valve. The main spool is shifted by pilot pressure
and by varying the pilot pressure the position of the spool can be
changed. Pilot pressure can be adjusted in the cab to regulate drifter
rotation speed, which is necessary so that rotation speed always
remains the same for drilling. A single lever pilot controller located on
the right hand armrest of the operator seat controls percussion and
rotation functions. Moving the lever forward activates the percussion
and forward rotation simultaneously; this is the normal drilling
position. When the control lever is placed in its rear position, forward
rotation is activated. Reverse rotation is inoperative at this time.
Moving the control lever to the right activates the rod changing
function. A pressure switch connected to the ARC circuit in the mode
valve closes. When the switch is closed, 24V is directed to the
rotation synchronization valves on the Stratasense manifold. These
valves are used to set slow feed speed to synchronize it to maximum
rotation speed. It is important to note that in the rod-changing mode,
rotation speed is always at its maximum level. The control lever in
the cab is equipped with two push buttons that are used at this time
to select forward or reverse rotation. These push button switches
activate the solenoid valve mounted on the mode valve manifold. If
the control lever is moved to the left or rattle position (loosening the
coupling joints on the drill steel), depressing the reverse rotation
button will direct a small amount of flow to the rotation motor (see the
picture on page 5 of this section). This function can be used to assist
in loosening the coupling joints. It is also important to know that a
pressure-reducing cartridge located on the mode valve allows for
adjustment of the reverse rotation when breaking out the drill steels.
Chapter 8 Page 1 Rotation Circuit

ARC
Rotation pilot Rotation pilot
1500 PSI
pressure when pressure when 103 Bar
Chapter 8
in drill mode in ARC mode
Drill
1900 PSI
Rotation
131 Bar torque
Supply from
limit valve
#2 Pump
Reverse
Forward
Xb Xa B A R11 Port on
Stratasense manifold
Rotation Valve
33 GPM
125 LPM To Drill/Tram
valve bank
Page 2
Tram combining
valve
Pilot pressure shifts this

valve to close when in the
drill mode
Ls
Lx
Rotation pilot These components

signal when are in the mode Load sense signal
Load sense signal
in rattle mode control valve to #1 pump when in
to #2 pump
tram mode
Rotation Circuit
ECM 720
Rotation pump
Relief valve
The rotation valve is mounted just to the inside of the 5-section

drill/tram/feed valve assembly.
Other than the system relief valve shown in the above drawing, there
is no further adjustment required to this valve

Rotation Torque limit valve.
Adjustment:
To adjust the rotation torque limit valve it will be necessary to stall the
rotation. This can be accomplished by closing the centralizer on the
bit. Place the drill/tram switch in the drill mode. Move the
drifter/rotation joystick to the rear position. This action will allow the
rotation circuit to develop the maximum pressure limited by the top
cartridge in the torque limit valve. Set the pressure to 1900 PSI (131
Bar). Rotation pressure during rod changing is limited by the lower
relief valve located in the torque limit manifold. This pressure should
be 1500 PSI (103 Bar). Place the drifter/rotation joystick into the right
hand position. This will engage the rod changing circuit. With the
rotation still in a stalled condition, observe the rotation pressure
gauge. Adjust the lower relief valve as required.

Mode valve showing reverse rotation-rattling adjustment:
Adjustment:
This adjustment is set based on the amount of reverse rotation

imparted to the drill steel by pushing the reverse rotation button while
rattling. This valve cartridge is a pressure-reducing valve that applies
a small amount of pilot pressure to slightly open the reverse rotation
valve spool. Turning the adjustment in will increase the pilot pressure
increasing the speed of the rotation. Turning out will reduce the pilot
pressure and reduce the rotation speed.

Notes:

SERVICE TRAINING MANUAL ECM720
FEED SYSTEM
The feed system contains the following components:
1. Feed control joystick in the operator’s cab. This control

is a pilot control valve. Pilot pressure is regulated depending
on the position of the control lever. The control lever also is
equipped with the push button used to activate the fast feed
valve.
2. Feed pressure control located on the drill console in the

cab. This control is a pilot relief valve, which sets the maximum
feed force applied to the bit.
3. Slow Feed valve. The slow feed valve is a pilot operated

Rexroth MP18 valve, which is proportional and has internal
pressure control capabilities. The spool in the slow feed valve
responds directly to the movement of the control joystick in the
cab. The maximum flow rate of the feed valve is 5 GPM (18
LPM).
4. Fast feed valve. The fast feed valve is also a Rexroth

MP18 valve. Depressing the push button on the feed control
lever energizes the fast feed solenoid valves located in the
mode control valve. This directs pilot pressure to shift the spool
in the fast feed valve. The valve is also proportional. The
maximum flow rate of the valve is 17 GPM (64 LPM).
5. Feed control section of the Stratasense manifold. This

component regulates down feed pressure dependent on
pressure (torque) increases in the rotation circuit. The feed
valve also provides the anti-jamming function.
6. Feed motor counterbalance and brake valve. The valve

is located adjacent to the feed motor on the drill guide. The
manifold contains the counterbalance cartridges and a
pressure reducing cartridge valve for limiting the pressure
applied to the feed brake.
Chapter 9 Page 1 Feed Circuit

7. Feed motor and brake assembly. The motor is a radial

piston unit with integral brake unit. The feed motor directly
drives the feed chain, no intermediate gearing is used. The
displacement of the feed motor is 47.3 in.3 (775cc).
Operation of the feed circuit:
When the Drill/Tram selector switch is placed in the drill position, pilot
pressure at 400 PSI (27 Bar) is directed by the drill tram selector
valve to the joystick controls found on the operators seat arms. The
feed joystick is a proportional pilot control valve. Moving the joystick
lever forward activates down or forward feed, moving the lever back
activates retract or reverse feed. Pilot pressure developed by moving
the joystick is directed to the mode valve. When slow feed is being
used, pilot pressure passes through the mode valve and shifts the
slow feed spool to the appropriate position. When depressing the
fast feed button activates fast feed, both of the fast feed solenoid
valves located in the mode valve are activated. This directs the pilot
pressure generated by the joystick also to the fast feed valve spool.
When using fast feed, both feed valves are activated. Control of the
fast feed is still proportional due to the ability of the feed joystick to
regulate pilot pressure.
When drilling, only the slow feed valve supplies the slow feed fluid.
From the slow feed valve, fluid is directed to the Stratasense
manifold. The operation of the Stratasense manifold is discussed in
Chapter 6 of this manual. It is important to remember that the slow
feed valve is proportional and is pressure limited by the feed pressure
control in the cab. This means that even though the slow feed valve
has a 5 GPM (19 LPM) maximum flow rate the flow actually supplied
will be only enough to maintain the feed pressure as set in the cab.
When fast feed is used, the fluid from the fast feed valve is directed to
the feed motor downstream of the Stratasense feed control spool.
The last component of the feed circuit is the feed motor and
counterbalance valve. These components are mounted as the base
of the drill guide. The feed motor is a Poclain 47.3in.3 (775cc) radial
piston unit with and integral brake. The Brake is a spring
set/hydraulic release unit. The brake is 50% released at 100 PSI (7
Bar) and fully released at 170 PSI (11.5 Bar).

The counterbalance valve package includes two (2) cartridge valves

set at 3000 PSI (204 Bar). The opening pilot ratio of these valves is
10:1. The purpose of the counterbalance valves is the load-holding
capability. The brake valve located in the counterbalance manifold is
set at 300 PSI (20 Bar). There is a quick connect test port located on
the manifold for checking and adjusting the brake release pressure.
It should be noted here that the brake unit on the feed motor is rated
for 475 PSI (32 Bar). Operating the feed with a brake valve setting
higher than the maximum pressure capability will result in brake
housing failure.
ADJUSTMENTS-FEED COUNTERBALANCE & BRAKE VALVE
The operator has full control of the feed pressure while drilling. The
feed pressure adjustment is located on the tram console to the right
of the drill/rotation control joystick. The other components that may
require adjustment are the feed counterbalance valves and brake
valve. To adjust the counterbalance valves:
1. Use the feed lever and lower the drifter to the bit is on the
ground or the drifter to the bottom of the drill guide. This is very
important so the drifter cannot fall during the adjustment
procedure.
SERIOUS INJURY CAN RESULT IF THE DRIFTER FALLS

UNCONTROLLED.
2. Disconnect the feed motor working lines from the motor and join
these two hoses together with a tee fitting. Connect a 1000 PSI (150
Bar) gauge to the open port of the tee. Cap the motor ports to
prevent dirt from entering the motor.
3. Start the engine and place the feed valve in the forward position.
Observe the test gauge. If the counterbalance valve is properly
adjusted, the gauge should indicate 300 PSI (20 Bar). If not, locate
the counterbalance valve cartridge opposite the FF (forward feed)
port. Remove the dust cap. To lower the pressure, turn the
adjustment screw in (clockwise). To increase the pressure, turn the
adjustment screw out (counter clockwise). Be sure the retighten the
locknut.

4. To adjust the reverse feed counterbalance valve, have an

assistant hold the feed lever in the reverse position and repeat the
previous paragraph in reverse. If no help is available, the two
counterbalance cartridges can be exchanged and use the same
procedure as described in paragraph 3. Reconnect the lines
To adjust the brake valve, lower the drifter so either the bit is on
the ground or the drifter is at the bottom of the drill guide.
1. Remove the brake line from the feed motor brake unit. Install a
1000 PSI (150 Bar) gauge in the end of the hose. Cap the open
brake port. The brake valve test port may also be used for this
adjustment.
2. With the engine running and the drill / tram selector switch in the
drill position, place the feed lever in the down feed position. Check
the feed pressure gauge and adjust the feed pressure to 1000 PSI
(68 Bar) or higher. Observe the test gauge. It should indicate
300 PSI (20 Bar). If it does not, remove the dust cap from the feed
brake pressure-reducing valve. Turn the adjustment screw out
(CCW) to decrease the pressure or in (CW) to increase the pressure.
Retighten the locknut and replace the dust cap. If removed replace
the brake hose.

Brake valve
Brake
Counterbalance valves
Feed Motor
Feed Motor, Brake and Counterbalance Valve

Notes:

300 PSI
Feed Circuit (20 Bar)
3000 PSI
(200 Bar)
FVb
A2
A2C
The connections from
Stratasense the fast feed valve are
10:1 Pilot Ratio
manifold connected to bypass the
A1C Stratasense feed spool
A1F
FVa
Feed motor
Feed counterbalance 47.3 in 3 (775 cc)
and brake valve Spring set-hydraulic
release brake
A B Pb Remote A B Pb
Slow feed Fast feed

P
Sb1
Slow feed & fast feed

Fb
are 2 sections of the drill
& tram valve bank Mode Valve
5 GPM 17 GPM Fa
19 LPM 64 LPM Ls Sa1
Pa Pa

Service Training Manual ECM 710/720
This picture shows the relationship of the feed valves to the drifter
valve in the main valve bank. The two feed valves are MP18 valves.

Service Training Manual ECM 710/720
The mode valve shown on the previous page is found to the lower left
of the five-section valve bank.

The single gear pump mounted on the side of the engine supplies
fluid for the rod changer circuit. This pump supplies fluid to a 3-
section solenoid controlled valve bank. This valve bank contains the
directional valves for the dust hood and centralizer. It also contains
the valve section that delivers fluid to the dust collector or the rod
changer circuits.
All ECM720 units are equipped with a carousel type rod changer.
The rod-changer is designed to minimize the number of steps
required to add or remove rods. The carousel can handle 51mm or
60mm rods. Rods can be either 12 or 14 feet long. The carousel can
handle 6 drill rods.
Drill rods are moved directly in and out of the carousel by the swing
arms. A hydraulic actuator rotates the carousel. The actuator is
capable of 2700 of rotation. The carousel automatically indexes for
each rod position. This allows for easy manipulation of the rods. The
carousel also is equipped with a hydraulically actuated locking device
to eliminate stress on the hydraulic actuator during tramming and in
angle or toe hole drilling. An electric joystick in the cab controls the
swing arm and clamping function.
Front of machine
Swing into Swing into

carousel carousel
Hard Clamp Open Clamp

Soft Clamp
Swing under Swing under

drifter drifter
The above diagram shows the operational characteristics of the rod
changer joystick. The soft clamp position can only be achieved when
shifted out of the hard clamp position.
Chapter 10 Page 1 Rod Changer Circuit

There is also a selector switch that allows for the independent

operation of the clamp jaws. In one position, the switch activates only
the bottom clamp, in the other position, the clamps operate jointly.
This feature is used when a drill rod and coupling are incorporated. If
using male/female rod only the joint position is required.
Carousel rotation (function): a push button switch located to the

right of the ARC joystick controls the rotation of the carousel. The
switch is a dual function switch. A rotating ring that surrounds the
push button determines the rotation direction of the carousel.
Pushing the button down momentarily starts the rotation cycle. The
position of the ring determines the rotation direction. The carousel
will continue to rotate until it reaches the next index position. At that
time it will stop. The electrical operation of this circuit will be
discussed later in this chapter.
Safety interlock circuits
The rod changer has safety interlocks built in. They are as follows:
1. The carousel cannot be rotated unless the clamps are in the open
position. There is a normally open pressure switch on the upper
clamp open circuit that closes when clamp open pressure reaches
1500 PSI (100 Bar). There is also a proximity switch that senses
that the swing arms are in position in the carousel. When both of
these switches are closed, the carousel rotation can be rotated.
2. When the carousel rotation button is depressed, two functions

occur. The small solenoid shown on the schematic is energized,
which interrupts the pilot pressure used to extend the lock, and the
extend end of the index lock cylinder is connected to tank. The
pressure in the rotation circuit rises. This rising pressure retracts
the locking pin that is engaged whenever the carousel is stopped.
It is important to remember that the carousel cannot rotate until

both criteria described in #l above are met.

Carousel Rotation Circuit
Hydraulically, the carousel rotates simply by energizing a solenoid

valve in the direction desired for CW or CCW movement. Electrically,
however, there is more involved. A full discussion of the carousel
operation is found on page 6 of this chapter.

Upper Clamp Lower Clamp Carousel Rotation
Lower Swing Upper Swing
Rod Changer Circuit

ECM 720
Index Lock
Cylinder
E R E R E R E R
E
V1 V2 .030
R
2 4
ELC LA UA UJA UJB RC RD
3
IL
E SA A B C D
Page 4
From "P" port on
C1 C2
drill/tram selector
valve
Test
V1 V2
IP A2 B2 A3 B3 A4 B4 A5 B5
Swing .125 Clamp Rotate

P 1500
500 PSI
PSI
2500 Pressure switch closes
100
PSI with clamp open to allow
Bar
170 rotation of the carousel
Chapter 10
34
Bar
Bar
T
To RM 1
CD
CENTRALIZER AND DUST HOOD CIRCUIT
The centralizer and dust hood are controlled electrically from the
operator’s cab. On the drill/rotation joystick are two orange buttons
and two blue buttons. The orange buttons open and close the
centralizers and the blue buttons operate the dust hood. The
solenoid valve is found in the engine compartment directly behind the
operators’ cab. As stated previously, the valve has three sections
with the third section supplying fluid to either the dust collector or the
rod changer circuits. The valve is open center, which means that if all
of the spools are in neutral, fluid from the pump passes through the
valve and on to the boom control valve bank.
ADJUSTMENTS: There are no hydraulic adjustments required on

these circuits.
V1 C1 E R
To Dust Collector
Fan Motor
To Boom control valve bank
V2 C2 E R
To Rod
Changer
Valve Dual pilot operated
Centralizer cylinders
check valves
V1 C1 E
V2 C2 R
B3 A3 B2 A2 B1 A1
Dust hood cylinder
Fluid from
single gear
pump
Dust Collector Centralizer Dust Hood

Rod Changer

Notes:

1 4
5 8
10 11 34 NOTE: The colors shown on

this schematic do not represent
9 12
Reset
actual wire colors on the machine
13 Set 14
Latching Relay 33
Carousel rotation
125 button in the cab 37
1
38
5
328A
9
CCW CW
13 14 5
Carousel rotation valve
6
1
on ARC manifold
4 3 2
Reset Relay Diode
7 8
1
35
5
36
9
105
13 14
68
Index Relay
Carousel index 500 PSI (34 Bar)
proximity switch 104 upper clamp open
1
215 Centralizer open switch pressure switch
5
70
9 24V
90 10 Amp fuse
13 14
64 Engine shutdown system
Centralizer Relay 67
24V
1
9 10 Amp fuse
Lower swing arm Proximity
5 108 switch. (Energized when the
102 lower arm is in the carousel)
9
To guide
13 14 electrical box
42
24V from Drill/Tram Engine RPM
Drill Relay 58
Selector Valve Relay To power terminal
Load Sense on ARC joystick
91 RP Opt.
126 Pressure Switch
57
1
77
5
ARC Mode Pressure Switch
9 (located on mode valve) Rod Changer
Solenoid valve
13 14
78 66A
48 Blow air/Dust collector switch in cab
ARC Relay
46 Rod grease foot switch

Electrical operation
Understanding the operation of the electrical control system of the rod

changing system is important in troubleshooting the system. As
shown on the previous page, there are several relays that come into
play when using the rod changer. The swing arm and rod clamping
functions are relatively straightforward. Operation of these functions
is described on page one of this section.
Electrical operation of the carousel is as follows:
The drill relay is energized to close when the drill/tram selector switch
in the cab is placed in the drill position. This supplies 24V from pole
#5 to pole #9 in the relay. When this contact is made, 24V is supplied
to the ARC mode pressure switch that is found on the mode control
valve. The operation of the ARC mode switch will be discussed in
more detail later in this chapter. Power is also supplied from pole #9
of the drill relay to pole #5 of the ARC relay through wire #126. From
this point power is supplied to a number of functions including the
load sense pressure switch that control raises the engine RPM when
drilling. When the drill/rotation joystick is placed in the ARC position,
pilot pressure is directed to the mode valve. The ARC mode
pressure is connected to this incoming pilot pressure. The mode
switch closes sending 24V to the coil of the ARC relay closing the
contacts. Power is now delivered to pole #9 of the ARC relay
energizing the solenoid on the ARC/Dust collector valve to the ARC
position. Hydraulic fluid is now being supplied to the rod changer
valve located on the RH side of the boom.
With the drill relay energized, power is also delivered through wire
#108 to the lower swing arm proximity switch as well as the carousel
index proximity switch. Both of these switches are located on the rod
changer assembly. If the lower swing arm is in position in the
carousel, the swing arm proximity switch is energized and closed.
This delivers power to the coil of the centralizer relay. With the coil
energized, the contact between pole #9 and #5 is closed. This sends
power to the centralizer open switch (wire #78) allowing the operator
to open the centralizers as will. If the swing arm is moved out of the
carousel, the swing arm proximity switch de-energizes (opens)
causing the centralizer relay to de-energize.

In this case the operator cannot open the centralizers. This helps to
prevent accidentally resuming drilling after a drill rod is added before
the swing arms are returned to their position within the carousel.
When the centralizer relay is energized (contacts closed), Power is
also delivered through wire #104 to the upper clamp open pressure
switch. (Wire #104 is continuation of wire #78). This pressure switch
is normally open and connected to the hydraulic supply to the upper
clamp open function. Whenever the clamps are open, the pressure
switch is closed. The closed clamp open pressure switch completes
the circuit to pole #9 of the index relay. The coil in the Index Relay is
connected to the signal of the carousel index proximity switch. When
the carousel is stopped, the proximity switch is activated. This action
powers the Index Relay coil through wire # 68 and the contacts are
shifted to connect pole #9 to pole #5. This completes the circuit
through the push button switch to the reset coil (wire #36 & wire #33)
in the latching relay. This means that when the carousel is in the
stopped position, 24V is directed to the reset coil closing the contact
in the Latching Relay. This completes the circuit to the #7 pole in the
push button switch through wire #34 making 24V available for the
next operation of the push button switch. When the push button
switch is depressed, power is directed through the rotary switch to
either the CW (wire #37) or CCW (wire #38) rotation solenoid. This
starts the rotation of the carousel. As the carousel rotates, the index
proximity switch opens because it no longer “sees its target”. This
causes the Index Relay to de-energize. When the Index Relay is de-
energized 24V is directed to the coil in the Reset Relay. Energizing
the Reset Relay closes the contact between pole #9 and pole #5
directing power to the set coil in the Latching Relay. This opens the
contacts between pole #10 and pole #1 in the Latching Relay
eliminating power from wire #34. The carousel will continue to rotate
until it reaches the next target (spoke on the bottom of the rod
carrier). During this portion of the cycle, 24V is supplied through the
diode on wire #35 to the #8 terminal on the rotation switch. When the
index proximity switch “sees the next target” the switch once again
closes. This re-energizes the Index Relay opening the connection
between pole #9 and pole #1. This action eliminates power from the
rotation switch stopping the carousel. At the same time pole #9 is
reconnected to pole #5. This energizes the reset coil in the Latching
Relay reconnecting pole #10 to pole #1 powering the #34 wire.

Notes:

DUST COLLECTOR CIRCUIT
The dust collector suction fan on the ECM 720 is operated

hydraulically and compressed air is used to keep the filters clean. A
fixed displacement gear pump supplies hydraulic fluid. This pump is
mounted on the auxiliary drive on the left-hand side of the engine. It
is a single gear pump. Pump displacement is 1.37 in.3 (22cc) which
means the pump can deliver a maximum flow of 15.47 GPM (58
L/min.). The pump is operating at 2530 RPM (engine speed X 1.41).
Flow from the pump is directed to a 3-section open center directional
valve. All three sections are solenoid operated. The third section of
the valve is used to supply either the dust collector or the rod changer
circuits.
A four-position switch located on the left-hand armrest of the

operator’s seat controls the dust collector and the blow air. For more
information about the electrical operation of this circuit, go to the
electrical section (Chapt. 12) of this manual. There are two positions
of the switch that will energize the solenoid on the directional valve to
direct fluid to the dust collector motor. When the dust collector is in
the off position, fluid from the pump is directed downstream to the
boom control valve located in the cab. If none of the boom functions
are in use, the fluid is directed to the return manifold and returned to
the reservoir. There is an anti-cavitation check valve that allows for
free circulation of hydraulic fluid when the dust collector is initially
turned off. The anti-cavitation valve is located near the motor. This
allows the motor to slow down without cavitating when the dust
collector is turned off. Fan speed is fixed on this dust collector by the
flow rate from the pump and the displacement of the fan motor, which
is .85 in3 (14cc). This means that fan speed is non-adjustable. Fan
speed is 3550 to 3700 RPM.
The filter purging system is supplied with air from the compressor. A
pressure regulator is used, set at 60 PSI (4.1 Bar) to prevent over
pressurizing the air storage tank of the dust collector. Operating with
the purge air set at higher levels may also damage the filters. There
are three quick release purge valves connected to the tank that are
positioned above each filter. The valves are normally open. When
the air compressor is operating, pressure is directed into the quick
release valves to close them. Each quick release valve is connected
Chapter 11 Page 1 Dust Collector Circuit

to a small air solenoid valve found in the electrical control panel.

chamber of the dust collector. Also located in the electrical panel are
3 small solenoid valves and a solid state timer. When these solenoid
valves are energized sequentially by the timer, they vent air from the
diaphragm chamber of the quick release valves. When the
diaphragm chamber is vented the quick release valve is opened by a
spring and an air pulse is directed downward to the inside of the filter
located beneath it. The solid state timer can be adjusted to set the
interval between pulses and set the duration of each pulse. The
pulse interval is adjustable upwards from 5 sec. The pulse duration
is adjustable from .05 sec. to .35 sec. There is a water drain on the
air tank that should be opened periodically to drain water that may
collect.
ADJUSTMENT PROCEDURES
There are no hydraulic adjustments required for the dust collector fan
unit. Pulse interval (time between pulses) can be adjusted. In hard
rock when the penetration rate is slower the interval may be
lengthened. If softer formations, the pulse rate may shortened due
the volume of material entering the dust collector cabinet.

To Boom control valve bank 3
.85 in
14cc
Chapter 11
Anti-cavitation
check valve
Dust collector
fan motor
To Rod
Changer
Valve
B3 A3 B2 A2 B1 A1
Page 3
Auxiliary pump
3
1.37 in
22cc
3800 PSI Relief valve
260 Bar
ECM 720
Dust Collector Circuit

Dust Collector Centralizer Dust Hood
Rod Changer
Anatomy of a Dust Collector
Suction Fan Clean chamber

Pulsing valves
are located in
this chamber
Pulse valve air

reservoir may also
be found in this
chamber
Filters
Filter/dirty
chamber
Material
dump chute
Discharge valve

Important information:
General
Proper installation, operation, and maintenance are essential for the

system to operate efficiently. Dust and drill cuttings are collected at the
pick-up pot. From the pick-up pot, the material passes through the suction
hose to the Pre-skimmer or Cyclone Separator. At this point, 50 to 80 %
of the material will drop out. The remaining fine dust will pass through the
suction hose to the dust collector cabinet itself. The dust will be filtered
out and drop from the drop-out chute. The filters are continually cleaned
by the pulsing system. It is necessary to maintain the filters in good
condition so the dust collector system can perform its function efficiently.
Pick-up Pot
The pick-up pot is the first component to handle the material from the
hole. The drill cuttings are carried up the hole by air discharged from
the bit. The seals in the pick-up pot are designed to interrupt the
momentum of the air and cuttings. The pot should be positioned one
(1) to two (2) inches (.4-.8 cm.) above the drilling surface. This is
important so that two parts of fresh air mix with one part of air and
cuttings coming from the hole. This assures adequate velocity of the
air and cuttings passing through the suction hoses. If the velocity is
too low, plugging of the suction hoses may occur. The dust pot seals
must be maintained so this component can perform it task properly.
Pre-skimmer/Cyclone Separator
The pre-skimmer is the second component in the dust collection

chain. 50 to 80 % of the material coming from the drilled hole is
discharged here. This component is very efficient and relatively
maintenance free. For the pre-skimmer to perform efficiently, it
cannot be operated at an angle of more than 150 from the vertical
position. A worn suction hose or dump valve at the bottom of the pre-
skimmer will degrade the performance of the unit.
Filters

Filter life, with proper care, should be approximately 200 hours.

However, operating with wet conditions i.e. the dust collector being
used when drilling with wet hole conditions, can ruin the filters. If
water is encountered in the hole, the dust collector should be shut off.
If the filters are wet, they should be removed and allowed to dry. A
worn filter will allow dust to by-pass into the clean chamber of the
collector. If dust is observed at the blower discharge, the unit should
be shut off and new filters installed. Continuing to operate with dust
discharging can damage the fan wheel and fan motor. When
replacing the filters, always be sure that the gasket is evenly
compressed to approximately 5/16” (8mm) thick.
Fan motor
The fan motor is a highly efficient fixed displacement gear motor with
special bearing designed for fan operation. Keeping the hydraulic
fluid clean is a very important factor in long motor life. Follow the
maintenance schedule for this unit. The motor must never be
operated at a greater speed than 3550-3750 RPM nor a pressure
greater than 2000 PSI. The exact speed should be set with a reed
tachometer. These settings should correlate to the manometer
readings discussed earlier in this chapter. The manometer can be
utilized as a quick field check of the fan speed and filter condition.
The fan motor is secured with six- (6) ½”X1-1/2” unc. bolts tightened
to a torque of 70 lbs.-ft (95N.m). Use Loctite 242 on the bolt threads.
These bolts MUST to checked when the unit is delivered, after 40
hours of usage and every three months thereafter. The mating
surface between the motor and the mounting plate must be clean;
dirt, oil and paint free to ensure correct seating of the motor.
Fan Wheel
The fan wheel is mounted to the motor shaft with a single ½”-20 bolt
and bevel washer. This bolt must be tightened to a torque of 75 lbs.-
ft. (102 N.M.). This bolt must be checked after the first 40 hours
of operation and every three months thereafter.
Each fan wheel is statically and dynamically balanced at the factor. If

the wheel is damaged, altered, or foreign material accumulates on

the blades, the balance will be affected and vibration will result.
Failure to correct this condition will result in failure of the fan wheel.
The motor must be connected so fan wheel rotation is CW
viewed from the top of the unit.
Electronic Timer
On earlier units the timer is located within a sealed timer box on the
boom side of the dust collector cabinet. Care should be taken so
water is not allowed to enter the box. Water in the timer box will lead
to failure of the of the timer card. On later units, the timer was
relocated inside of the upper panel cover. On either version, the
timer is protected with an in-line 5 amp. fuse.
The “On Time” setting is the duration of the pulse jet of cleaning air
supplied to each filter. This is factory set at .1 to .2 seconds. The
“Off Time” is the time between pulses. This should be set for 5 to 10
seconds depending on the volume of cuttings being generated.
L.E.D. indicating lights are provided to visually check power on
voltage at each timer station. It is important to note that the pulsing
system only pulses one filter at a time in sequence,
The timer board is insulated from the cabinet; however, WELDING

anywhere on the unit can feed voltage through the ground connection
and damage the timer board. The timer board should be
disconnected at any time that welding is done on the unit.
Pneumatics
Air Filter/Regulator: The dust collector is equipped with a combination

air filter/regulator assembly. The separator must be drained daily. If
7a small amount of compressor fluid were noted in the discharge
from the separator, this would be considered normal. If the amount of
fluid observed increases noticeably, this may indicate excessive oil
carry-over from the compressor. The air pressure regulator should
be set at 60 PSI (2.75 and 4 Bar).
There is also a drain petcock located in the dust collector cabinet

directly behind the air regulator. This drains condensate from the

internal air reservoir of the unit. This petcock should be opened and
drained daily.
Impulse air valve
Inside of the upper (clean) chamber of the dust collector cabinet are
found the quick release (dump) air valves. There is a valve for each
filter. These valves are attached to the air manifold. When one of the
valves is activated, air is discharged into the inside cavity of the filter.
The valves are opened in sequence by the timer board relays. A
damaged quick release valve can cause loss of air from the reservoir
continually and result in poor dust collector operation.
Solenoid Valve
The timer board energizes the solenoid valves. When energized, the
solenoid valve opens and vents pilot air pressure from the diaphragm
chamber of the quick release valve. When this occurs, air is release
from the air receiver tank and into the filter. This action dislodges
dust and particles from the filter, which fall to the bottom of the dust
collector cabinet.
Relief Valve
All of the dust collector units have a relief valve attached to the
separator/regulator. This relief valve is preset at 75 PSI (5 Bar) and
is used to protect the regulator and internal air reservoir from damage
by excessive air pressure. This relief valve should not be tampered
with nor exchanged for a valve rated for higher pressure. The relief
valve should be replaced immediately if it becomes defective.

Electrical Control Circuits Explained
One of the main difference between the electrical control circuit for
the 720 crawler drilling rigs and that for all previous manufactured IR
crawler drilling rigs is the use of the Tie II electronic engine. Engine
throttle control and fuel controls are done through the engine ECM
(Electronic Control Module) and associated control system. Engine
operational parameters are monitored through digital EMS gauge that
is linked to the engine ECM through CAT-link bus line. More engine
operation information can be obtained through using the gauge than
all previously used systems. No external gauges, sensors, fuel
solenoid and mechanical throttle control devices are needed for the
electronic engine and this is in addition to better fuel efficiency and
cleaner emission. No engine oil pressure bypass circuit needed for
starting the engine because it is done through the engine ECM.
There are some interlock mechanisms implemented in the electrical

system in conjunction with the hydraulic controls. Some of these
interlocks have been used for previous crawler models and some of
them are unique and new to 720 rigs. Most of controls are
straightforward by using a switching device to control a solenoid coil
or any electrical device and these will not be explained here.
Following pages will show some more complicated controls or
interlocks used in the electrical control system. Sketches shown are
simplified for clarity. Red colored lines represent ‘hot’ wires while blue
colored lines represent ground wires.
Chapter 12 Page 1 Electrical System

1. Circuit Protection System

A battery switch is used in the circuit to completely disconnect the
battery from the system whenever welding job need to be done on
any part of the rig. Whenever the rig was parked for an extended
period of time, this switch must be turned off to conserve the battery
power. A total of 13 fuses and a short piece of fusible link are used
for protecting wires and the power source. FS0 is the fusible link
which is directly attached to the alternator terminal. This is to protect
the power cable that goes into the cab and the alternator from
overload damage. FS1 and FS2 are directly connected to the
alternator and provide unswitched power to the key switch and the
engine ECM. The rest of the fuses can be switched on and off
through the main power relay. Details of the circuits that the fuses are
protecting can be seen in the electrical schematic. Following sketch
shows the simplified circuit protection wiring.
MAIN POWER RELAY
NC FUSIBLE LINK BATTERIES
IN 111 +24 VDC FS0 -
+
NO 50A
KEY BATTERY
SWITCH DISCONNECT
15 ON
129
1 FS1 SWITCH
GND EN
ACC 10A
GROUND
OFF
B
FS3 3 2 FS2 ALTERNATOR
1G
30A 15A
S B
FS4 4
GND
15A N G
FS5 5
START
25A MOTOR
FS6 6
15A
FS7 7
24VDC POWER
15A
FS8 8
15A
FS9 9
10A
FS10 10
10A
FS11 11
15A
FS12 12
10A
FS13 13
20A 20A

2. Engine Start
A relay is used to provide the high current needed by the engine

starter. The drill/tram selector switch has to be in the neutral position
to crank or start the engine. This is to make sure the engine can only
be started without load. Before current can be supplied to the engine
starter, fuses FS0, FS1 and FS3 must be intact, the key switch turned
on, main power relay activated and dill/tram switch in neutral position.
To start the engine, the emergency shut down circuit must not be
activated. Another precondition for a successful engine start is that
the engine ECM must be working properly and no faults were
detected by its diagnostic system. If all above conditions were met,
pressing start push button will start the engine if fuel is available. If
the emergency shut down circuit is activated, the engine will only
crank but not start. The details of the emergency shut down circuit
will be explained later. Following sketch shows the engine start
circuit.
MAIN POWER RELAY

IN +24 VDC 111 FS0 + -
NO 50A BATTERY
KEY
DISCONNECT
15 ON SWITCH
129
1 FS1 SWITCH
GND EN
ACC 10A
Start Relay
L
GROUND
OFF NC B
FS3 3 IN ALTERNATOR
110 1G
30A START NO
TRAM S B
GND
40 39 14
N G
EN GND
START
DRILL MOTOR
DRILL/TRAM
SELECTOR
3. Cold start
Cold started is controlled by the engine ECM which monitors ambient

temperature and determines if the cold start aid needs to be
activated. A relay is used in the circuit because the engine ECM can
not provide the high level current required from the ether injection
solenoid. A toggle switch is also used in the circuit for manually
turning off the ether injection circuit. The ether injection circuit can
not be manually turned on.
See the electrical diagram on the following page.

COLD START
INJECTION
RELAY
SOLENOID
87A
+24 VDC FS10 10 71
10A 30 87
ENGINE
GROUND
ECM 85 86
INJECTION
OVERRIDE
4. Engine ECM Power Requirement
Engine ECM is a specialized microprocessor based electronic

controller and requires power to make it work. There is a series of
sensors and actuators connected to the ECM for monitoring the
engine operation and to activate the controls when necessary. These
sensors and actuators require electrical power to work. Two power
sources are required for the ECM, one is unswitched power and the
other is switched power. Both power sources are required for the
ECM to operate and to crank the engine. The ground to the ECM is
connected through the ECM casing to the engine block and no
additional ground wire for the ECM is required. The engine block is
grounded to the battery negative terminal through a dedicated
grounding cable. If the ECM was not working properly due to
improper power supply or any other reason the engine is prevented
from cranking and starting. The following sketch shows how the
power is supplied to the ECM.
MAIN POWER RELAY
IN 111 +24 VDC FS0 + -
NO 50A BATTERY
KEY
DISCONNECT
GND 15 ON SWITCH
129
1 FS1 SWITCH
EN
ACC 10A
L
GROUND
OFF B
ALTERNATOR
FS2 1G
2
(1)
15A
(31) GND
(32)
FS4 4
(26)
15A

5. Engine Information System
The engine ECM has powerful diagnostic capabilities that can adjust
operation parameters such as engine speed or even shut down the
engine. Each time the power is turned on, the ECM will conduct a
through check of engine parameters and prevent the engine from
starting if there are any fatal faults in the system. This is in addition
to optimizing engine performance through its sophisticated sensing
and control systems. The engine ECM monitors all engine
operational parameters and sends them through Caterpillar’s
proprietary Catlink bus line. Caterpillar EMS gauges and two LED
lamps are used on 720 rigs for displaying engine operational
parameters and diagnostic information. The EMS gauge will obtain
engine information through the Catlink bus and send it to the quad
gauge to display the engine operation information. One LED lamp is
directly connected to the engine ECM to display diagnostic
information (flash code). Another LED lamp is connected to the EMS
to display the warning signal if there is any fault in the engine. An
SPDT toggle switch is used for scrolling the engine information
displayed on the EMS screen. A pressure transducer is also
connected to the engine ECM to monitor hydraulic return manifold
pressure. The pressure value can be viewed from the EMS screen.
ENGINE
131
A (14) ECM
Return oil
24 VDC 132
Pressure B (15)
POWER Transducer 130
C (33) 20
(7)
FS12 12 45 DIAGOSTIC 55 21
L (24) (6)
10A LAMP
223
J (5) (20)
H (14) 80
CONNECTED TO (23) FWD. SCROLL
CATERPILLAR
EMS GAUGE
SERVICE TOOL A (1) 79 DISPLAY

(33) REV.
69
(5) (15)
45 QUAD 74 81 WARNING
(3) (25) (13) L
GAUGE 72 LAMP
(1) (34)
73
(4) (35) (2)
(2)
(22)
GND

6. Engine Speed Control
The engine ECM sets engine high and low RPM’s by using
Caterpillar’s ET program. For the Caterpillar C10 engine used in the
ECM720 rigs, the ECM is set to use PTO ramp control. Pin #29 on
the ECM 40-pin connector has to be grounded to enable the PTO
control to operate. Grounding pin #30 will ramp up the engine to a
preset high idle speed and grounding pin #39 will ramp down the
engine to a preset low idle speed. A relay, toggle switch and two
pressure switches are used in the throttle control system. Here is how
the system works;
Pin #29 on the engine ECM is permanently grounded on ECM720

rigs. Pin #39 on the ECM is grounded through the toggle switch and
then the terminal 1 and terminal 9 of the relay. When the toggle
switch shifted to the high idle position, pin #30 on the ECM is
grounded through the toggle switch and then to terminal 4 and
terminal 12 of the relay. When the toggle switch is in low idle
position, and either the main drilling hydraulic functions are activated
or the flushing air is tuned on, the engine RPM relay coil will be
energized through the corresponding pressure switch. This connects
pin #30 to ground through the relay contacts and causes the engine
to ramp up to high idle. The engine can operate at the low idle speed
only when all hydraulic functions and air are deactivated and the
throttle control toggle switch is in the low idle position. It is preferred
practice to place the throttle control toggle switch in the low idle
position when starting the engine and before shutting down the
engine.
ENGINE ECM
PTO ENABLE
(29)
ENGINE
RPM RELAY 1 17 RAMP DOWN
RAMP DOWN 9
(39) 18
5
RAMP UP
4
GROUND
RAMP UP 12
(30)
8
2
1 14 13
3 58A
24 VDC 1
1 LOAD SENSE PRESSURE SWITCH
2
2
2 FLUSHING AIR PRESSURE SWITCH
3 58
1

7. Emergency Shut Down System
The difference between the previous engine shut down system and
the current electronic engine is the use of an ECM that shuts down
the engine while the non-electronic engines use the fuel solenoid to
cut off the fuel supply to shut down the engine. Grounding pin #27 on
the engine ECM will shut down the engine, for the engine to run, pin
#27 must be isolated from ground. As with previous units, the
shutdown system consists of the hydraulic fluid temperature switch,
compressor high temperature shutdown, separator reservoir
shutdown but does not include an engine oil pressure shutdown
switch. These switches are all normally closed. The engine ECM
monitors the engine oil pressure directly. The emergency stop rope
switch on the drill guide is also in series with the shutdown switches.
In addition to the shutdown circuits, there are three emergency stop
switches. They are two e-stops in the engine enclosure and one e-
stop in the operator’s cab. The e-stop switches are normally open.
KEY
24 VDC 63 E-STOP IN CAB
SWITCH ECM (27)
ON
1 FS1 40 TRAM E-STOP IN
10A ACC ENCLOSURE
START 39
E-STOP IN
14 13
GROUND
OFF ENCLOSURE
DRILL
1
DRILL/TRAM DRILL RELAY
SELECTOR 9
FS9 9 5 TO DRILL
10A FUNCTIONS 5
9
180o F 1
o
o
82 C 248 F
120o C 14 13
FS11 11 SHUTDOWN
15A HYDRAULIC FLUID COMPRESSOR HIGH SEPARATOR E-STOP ON RELAY
TEMPERATURE TEMPERATURE TANK THERMAL DRILL GUIDE
SWITCH SWITCH SWITCH
If any of the e-stop switches, except for the rope switch on the drill
guide, are closed #27 on the ECM is grounded and the engine stops.
If any of the NO shutdown switches open, the shutdown relay
contacts open connecting #27 on the ECM to ground and the engine
shuts down.

8. Air Conditioning System Control
Below is a schematic of the air conditioner electrical circuit.

87A CONDENSER FAN
FS8 8 30 87
15A
M
151
24 VDC
85 86
CONDENSER RELAY
MOTOR BLOWER MOTOR
FS5 5 VALVE CONTROL DRIVE 152 245
25A
A/C CLUTCH
GROUND
BLOWER SOLENOID
A/C PRESSURE
M MOTOR L SWITCH
9. Centralizer Open and Carousel Rotation Interlock
The centralizer open function is interlocked by an arm retract

proximity sensor. This proximity sensor is energized when the rod
changer swing arms are stowed in the carousel. The centralizer can
only be opened if the swing arms are in this position. This prevents
the accidental opening of the centralizers while pulling steel and
dropping the string down the hole. Another function of this interlock is
to prevent the rod changer carousel from rotating when the swing
arms are positioned under the drifter. This prevents the accidental
rotation of the carousel thereby dropping the next drill rod.
FS11 11
10A 70 TO CAROUSEL ROTATION
FS9 9 JAW OPEN

10A PRESSURE SWITCH
1 104 89
24 VDC
1 ARM RETRACT
5
CENTRALIZER CENTRALIZER
GROUND
PROXIMITY SENSOR
5 OPEN OPEN
9 SWITCH SOLENOID
108 67
9 14 13
42
13 14 CENTRALIZER
DRILL RELAY
RELAY
Wire # 42 at the Drill relay

comes from the drill/tram
selector switch in cab

10. Flushing Air and Dust Collector Control
Flushing air and dust collector control for ECM720 is done through a
two axis joystick and 5 diodes. When switched to collaring air/dust
collector off, the power is supplied only to low blow solenoid while
diodes D1 and D3 block current to the two solenoids. When switched
to full air/dust collector on, current will be supplied to all solenoids
through D1, D2 and D3. When switched to full air/dust collector off,
current is supplied directly to high blow and low blow solenoids.
Diodes D3 and D4 is blocking the current to the dust collector
solenoid. When switched to collaring air/dust collector on, current will
be supplied to the low blow solenoid and the dust collector through
D4 and D5. D3 blocks the current to the high blow solenoid.
COLLARING AIR/DC OFF
24 VDC
FULL AIR/DC ON HIGH BLOW
GROUND
FULL AIR/DC OFF
COLLARING AIR/DC ON LOW BLOW
LOW BLOW ONLY DUST

COLLECTOR

24 VDC
GROUND
FULL AIR/DC OFF
HIGH BLOW/DC ON DUST

COLLECTOR

24 VDC

GROUND
FULL AIR/DC OFF
HIGH BLOW/DC OFF DUST

COLLECTOR

24 VDC

GROUND
FULL AIR/DC OFF
LOW BLOW/DC ON DUST

COLLECTOR

11. Fast Feed up Stop Control
Fast feed stop control is used for preventing the drifter mounting plate
hitting top of the drill guide at fast speed and causing damage. This is
done through using a proximity sensor and a relay. The fast feed
solenoid is supplied power through the fast feed push button and the
normally closed contact of the feed stop relay. When drifter travels
up to the position of the proximity sensor, the proximity sensor will
closes its contact and energizes the fast feed stop relay. The contacts
in the relay will then open and the current to the fast feed solenoid will
be interrupted.
82
108 FAST FEED DOWN
FAST FEED 1 76
24 VDC
SWITCH
5 FAST FEED UP
83
GROUND
9
108 73
14 13
FEED STOP
FEED STOP
PROXIMITY SWITCH
RELAY
12. Reduced Rotation Pressure Rod Changer Mode & Drilling
To protect the drifter rotation mechanism when percussion is on, the

maximum rotation torque has to be reduced. The drill pressure
switch and the rod changer relay activate the rotation pressure
reducing solenoid (actually a remote relief valve). When in rod
changer mode, the rotation pressure-reducing valve is activated
along with the other components in the rod changer circuit. When
percussion is activated, the drill pressure switch contacts will close
and energize to the rotation pressure-reducing valve through a diode.
When in rod changer mode, hydraulic pressure will activate the rod
changer pressure switch that will in turn energize the rod changer
relay. The rod changer relay will supply power to synchronization
valves, rod changer selector valve and rotation pressure reducing
valve as seen in following sketch.

Drill only
1
77 SYNCHRONIZE UP
5
GROUND
66 9 77 SYNCHRONIZE DOWN
78
14 13
ROD CHANGER
ROD CHANGER RELAY 315 ARC CAB CONTROL
PRESSURE SWITCH
24 VDC
135 ROTATION TORQUE LIMIT
66B 137
DRILL HOUR METER
DRILL-PRESSURE
SWITCH
Drill (RP) and ARC
1
77 SYNCHRONIZE UP
5
GROUND
66 9 77 SYNCHRONIZE DOWN
78
14 13
ROD CHANGER
ROD CHANGER RELAY 315 ARC CAB CONTROL
PRESSURE SWITCH
24 VDC
135 ROTATION TORQUE LIMIT
66B 137
DRILL HOUR METER
DRILL-PRESSURE
SWITCH

13. PAJ Controls
The PAJ (Stratasense II) system can be disabled by the drill operator
if so desired. A manual/automatic drill switch is located on the left
hand side of the operator’s seat. If the switch is placed in the manual
position, the solenoid operated PAJ on/off valve is energized. When
this valve is energized, it closes. This blocks pilot pressure that is
used to activate the automatic drilling functions on the PAJ manifold.
When in the automatic mode pilot pressure passes through the PAJ
on/off valve to the PAJ manifold and the automatic drilling functions
are active. The electrical circuit is shown on the following page as
schematic #1.
Schematic #2 shows the PAJ on/off circuit in the automatic mode.

Note that the PAJ on/off valve is not energized. This causes pilot
pressure to be directed to the PAJ manifold and the automatic
functions are active.
Schematic #3 depicts the circuit when rattling is taking place. Note

that the Rattle pressure switch is shifted to direct current to the PAJ
on/off valve, closing it. This means that drifter pressure will be at its
maximum level for rattling. Note also that the rotation buttons on the
feed joystick have current directed to them. This allows the rotation
to be used in reverse to aid in loosening the rod joints. When in the
rattle mode, pilot pressure for the rotation is directed in the mode
valve through a pressure reducing valve. This allows for setting the
rotation pilot pressure at a low level to facilitate only very slow
rotation in rattle.
The 4th schematic shows the circuit when in the rod changer mode.
At this time the rod changer pressure on the mode valve is closed.
This directs current to the PAJ on/off valve closing it and also
supplies current to the rotation buttons. In rod changing mode, the
pressure reducing valve discussed in the previous paragraph is not in
the circuit. This means that during rod changing full rotation is
available using the buttons on the feed joystick.

MANUAL DRILL MODE A 86 REV. ROTATE
1.
GROUND
85 FWD. ROTATE
RATTLE PRESSURE
SWITCH
24 VDC
MANUAL PAJ
48
66 54 53 PAJ OFF
AUTOMATIC PAJ IF ENERGIZED
A FORWARD AND REVERSE
ROTATION BUTTONS ON THE
66 FEED CONTROL LEVER
ROD CHANGER
PRESSURE SWITCH
AUTOMATIC DRILL MODE 86 REV. ROTATE
2.
GROUND
85 FWD. ROTATE
RATTLE PRESSURE
SWITCH
24 VDC
MANUAL PAJ
48
66 54 53 PAJ OFF
66
ROD CHANGER
PRESSURE SWITCH
86 REV. ROTATE
AUTOMATIC DRILL MODE (RATTLING)
3.
GROUND
85 FWD. ROTATE
RATTLE PRESSURE
SWITCH
24 VDC
MANUAL PAJ
48
66 54 53 PAJ OFF
66
ROD CHANGER
PRESSURE SWITCH
86 REV. ROTATE
AUTOMATIC DRILL MODE (ROD CHANGING)
GROUND
4. RATTLE PRESSURE
85 FWD. ROTATE
SWITCH
24 VDC
MANUAL PAJ
48
66 54 53 PAJ OFF
66
ROD CHANGER
PRESSURE SWITCH

14. Carousel Rotation Control
Carousel rotation system is comprised of one proximity sensor, two

SPDT relays, one SPDT latching relay, one diode and a special
rotary-push button switch. They are connected as show in the
diagram on the following page. When the carousel is at rest position,
the index proximity sensor senses the index point and closes its
contact, the index relay is energized and the latching relay is in the
reset mode. The index proximity sensor is found at the bottom of the
carousel mechanism. At this time no current is directed to either of
the carousel rotation solenoids or the index unlock solenoid. When
the push-button is depressed, terminal 7 and 8 on the switch make
contact and current is then directed to the selected carousel rotation
(CW or CCW) solenoid and the index unlock solenoid. The carousel
will then begin to rotate. When the index point is rotated away from
the index proximity sensor, the proximity sensor contact will open and
the index relay will be de-energized. Current is supplied through the
contacts of the index relay to the reset relay. In turn the contacts in
the reset relay close sending current to set the latching relay. This
breaks the contact between its terminals 1 and 10. Power to the
carousel rotation solenoids is supplied through terminal 9 and 1 on
the index relay and the diode. When the push button is released at
this time, power will be supplied continuously to the carousel rotation
solenoid without interruption. When the carousel rotates to another
index point, the index proximity sensor will close its contact again and
energize the index relay that in turn breaks the contact between its
terminal 9 and 1. The current going to the carousel rotation solenoid
is interrupted. Power supplied to the reset relay is also interrupted.
Power is supplied to the reset terminal of the latching relay and the
relay is reset. If the push button is not released before the carousel
rotates to the next index point, the index relay will interrupt the current
to the carousel rotation solenoid. The latching relay is not reset. To
reset the latching relay, the push button must be released.

CAROUSEL STOPPED AT
INDEX POINT-ROD CLAMP OPEN 10
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
14 13 LATCHING UNLOCK
104 105
36
GROUND
RELAY
24 VDC
33
JAW OPEN 2 1 CAROUSEL
1
PRESSURE SWITCH 7 8 ROTATE CW
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
9 6 5 ROTATION PUSH BUTTON SWITCH DIRECTION
108 68
14 13
ROD INDEX INDEX
PROXIMITY SENSOR RELAY
CAROUSEL STARTED BY
DEPRESSING ROTATION BUTTON 10
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
104 105
36
GROUND
RELAY
24 VDC
33

1
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
108 68
14 13
ROD INDEX INDEX
CAROUSEL ROTATING AND

PROX SWITCH DE-ENERGIZED
10
5
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
104 105
36
GROUND
RELAY
24 VDC
33

1
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
108 68
14 13
ROD INDEX INDEX

CAROUSEL ROTATING AND

PROX SWITCH DE-ENERGIZED
10
ROTATION BUTTON RELEASED
5
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
104 105
36
GROUND
RELAY
24 VDC
33
1
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
108 68
14 13
ROD INDEX INDEX
CAROUSEL ROTATED TO
NEXT INDEX POSITION
PROXIMITY SENSON RE-ENERGIZED 10
ROTATE BUTTON RELEASED
5
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
104 105
36
GROUND
RELAY
24 VDC
33

1
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
108 68
14 13
ROD INDEX INDEX
CAROUSEL ROTATED TO
NEXT INDEX POSITION
PROXIMITY SENSON RE-ENERGIZED 10
ROTATE BUTTON STILL DEPRESSED
5
34
1 1
125 SET
5
RESET 14 13
RESET 12 9
RELAY 9
124 INDEX
104 105
36 RELAY
24 VDC
33

1
5 DIODE
35 4 4 CAROUSEL
ROTATION ROTATE CCW
108 68
14 13
ROD INDEX INDEX

Air compressor system
The air compressor on the ECM 720 units is equipped with a piston
style inlet valve. An internal air cylinder is used to control the
movement of the inlet valve. A description of the operation of the
compressor is found later in this chapter.
Anti-rumble
Valve
Regulator
Pressure
Bleed orifice
.052
Blowdown Muffler
Incoming air from air cleaner
Valve
Inlet
Blowdown Valve
Compressor
Load Valve
Air/oil Separator
Reservoir
Diagram of compressor regulation system
Chapter 13 Page 1 Air System


COMPRESSOR OIL CIRCUIT
The compressor oil circuit serves two purposes, to cool the

compressor oil and filter it. In a rotary screw compressor, oil is
injected into the rotation group, which lubricates internal compressor
parts and helps seal to the clearances between the rotors and
between the rotors and the compressor housing. This means that a
mixture of air and oil is delivered to the air/oil separator reservoir. As
the rotors are compressing the incoming air, heat is generated. The
compressor oil carries this heat, to a large extent, to the cooler. The
cooler circuit is equipped with a thermostatic valve. When the oil is
cool, i.e. below 1300 F (540 C) the thermostatic valve diverts the oil
through the filter and back to the rotors bypassing the cooler. As the
oil warms, the thermostatic valve begins to shift and the oil is directed
to the cooler.
Oil flow is constantly modulated by the thermostatic valve to regulate

compressor temperature. The thermostatic valve is integrated with
the filter and bypass valve. The bypass valve has a rating of 50 PSI
which protects the cooler from over pressure is the oil in the cooler is
cold and viscous. The filter also contains a bypass check valve that
opens when the oil becomes contaminated. The filter bypass is rated
at 25 PSI.
NOTE: It is extremely important that the filter be changed at the

proper intervals to prevent premature wear and damage to the
compressor unit.
ADJUSTMENTS: There are no adjustments required to the

compressor oil circuit.

Compressor Oil Circuit

Cooled Fluid Returned
to Compressor
25 PSI
50 PSI
Air/oil Separator
Filterstat
Cooler Reservoir
Air compressor operation:
The compressor used on this machine is a single stage unit. A

normally closed inlet unloader assembly controls air volume and
pressure. This unloader is mounted on the top of the compressor.
The unloader contains a disk that serves as the valve. A light spring
keeps the valve closed when the engine is stopped. The typical
operational sequence beginning with starting the engine follows:
As the engine is started, the rotors of the compressor begin to rotate.

The rotating rotors create a partial vacuum beneath the inlet valve
disk. As this partial vacuum increases, atmospheric pressure opens
the inlet valve against spring pressure and air is allowed to enter the
compression chamber of the compressor. The shape of the rotors is
such that the incoming air is forced toward the discharge end of the
compressor. Oil is injected into the rotor chamber at the same time
so this means that a mixture of air and oil enters the discharge pipe
where it is directed into the air/oil receiver reservoir. Inside of the
receiver there is an air/oil separator (filter) element. The purpose of
this filter is to separate the air from the oil.

The oil drops to the bottom of the tank and the air passes to the
inside (dry side) of the element. Pressure begins to build up in the
receiver reservoir. This pressure is directed to the start/run valve in
the cab. This valve is normally open so the pressure passes through
on to the inlet unloader valve. This line is connected to the piston
chamber in the unloader valve. The piston chamber pressurizes, the
piston moves upward closing the inlet valve against the seat. This is
considered the warm-up mode. The receiver pressure at this time
should be 50 to 70 PSI (3.4-4.8 Bar). There is a bleed orifice
connected in parallel with the inlet unloader. It should be passing air
at this time.
When maximum air is desired, the start/run button on the valve is

depressed. This action blocks the air from the receiver allowing the
air being applied to the inlet unloader to bleed off through the bleed
orifice. As this occurs, the piston in the unloader move down allowing
the inlet valve to reopen and the compressor once again begin to
build air pressure. Since the start/run valve is now closed, pressure
will increase until it is sufficient to open the pressure regulator and
once again apply pressure to the inlet unloader piston and close the
valve.
Opening the main air valve allows receiver pressure to pass through
the air line to the bit. As this occurs, the receiver pressure begins to
drop. As it drops the pressure entering the air pressure regulator also
drops. When the drop in pressure reaches 20 to 30 PSI, the
regulator closes and the air pressure being applied to the unloader
piston bleeds off through the bleed orifice. The inlet unloader valve
reopens and the compressor once again delivers air to the system.
Anti-Rumble system:
All Ingersoll-Rand Company rotary screw compressors have an anti-

rumble system. When the compressor is operating, and the inlet
unloader is closed, because there is no air to compress, the load on
the rotors is minimal. Under this condition, the rotors will tend to
“rattle”. This causes undo noise as well and possibly damaging the
rotors. To prevent this, a small amount of air is recycled through the
compressor to create a load on the rotors. The anti-rumble circuit
accomplishes this. A small normally closed air pilot valve is used.

Air pressure is used to control the inlet unloader; the same pressure
is directed to open the pilot valve. The pilot valve is connected to the
dry side of the air receiver reservoir. This means that when the pilot
valve is open, air from the reservoir is cycled through the rotating
rotors. In operation, the anti-rumble valve is open when the inlet
unloader is closed and closed when the inlet unloader is open.
Scavenging system:
Remember that the compressor discharge is a mixture of air and oil.

The separator element in the air receiver reservoir separates the oil
from the air and returns the oil through the cooler and filter before it is
recycled once again through the compressor. A small amount of oil
passes through the separator element and tends to collect inside of
the element. This oil must be removed to prevent it from being
discharged into the dry air line.
The scavenging tube extends through the top of the reservoir cover to
1/8” of the bottom of the element. There is an orifice; small filter and
check valve in the scavenging line as it leaves the reservoir. The line
then is connected to the compressor return filter. The pressure in the
receiver reservoir is higher than the pressure in the return filter. This
difference in pressure assures a positive oil flow from the receiver
element to the filter.
Troubleshooting tips:
1. Remember that air pressure is used to close the inlet and the lack
of air pressure allows the inlet unloader to open.
2. Oil carryover (excessive oil in the air discharge) can be caused by

a ruptured separator element, plugged or broken scavenger tube or
overfilling the air separator reservoir.
3. The following can cause compressor overheating:
A. Plugged cooling fins in the compressor oil cooler.

B. Improper cooling fan speed. (See the cooling circuit chapter

in this manual for specifications).
C. Faulty thermostatic valve in the compressor return system.
D. Using the wrong compressor fluid. (Only Ingersoll-Rand

Protec fluid is recommended). Non-approved fluids may cause
excessive foaming meaning that aerated fluid is being passed
through the cooler.
E. Fluid level in compressor is too low.
F. Worn bearing at the discharge end of the compressor unit.

This type of failure is extremely rare and will usually result in
“lock up” of the compressor rotors.

Drifter Lubrication Circuit (later units)
The lubrication system used on the ECM 720 is a full time system.
The drifter receives lubrication oil even when tramming the unit.
There is a regulator connected just on the upstream side of the
lubricator to limit the air pressure to the lube system at 35 PSI (2.5
Bar). Maintaining the lubricator is extremely important to achieve the
maximum life out of the drifter rotation mechanism. There is a small
adjustment screw located on the top of the lubricator.
Turning the screw in (CW) will decrease the flow and turning it
out (CCW) will increase the flow. The lubricator should be set
for a minimum of 15-20 drops of oil per minute. Remember: Too
little oil can severely damage the drifter whereas, too much only
makes the drill guide messy.
To Drifter
Fronthead
35 PSI Drip Lubricator

2.5 Bar
Water trap and regulator

Blow Air system
The blow air is controlled from the operator’s cab by the selector
joystick on the left-hand armrest. This control allows the operator to
use low or high blow independently of the dust collector or in concert
with the dust collector. The electrical operation of this control is
discussed in the electrical chapter of this manual. The blow air valve
is located at the rear of the engine enclosure just inside of the access
door to the compressor. It is solenoid operated. In the high or full
blow setting the valve is fully open and allows the passage of full
compressor output. In the low blow or collaring position air volume is
substantially reduced. The volume allowed through the valve is
adjustable.

To Drifter
To PAJ "pancake" Valve air out

"Air Sensing"
check valve
To PAJ "pancake" Valve air in
1
Engine RPM
Pressure Switch
2
Low blow control
Low blow High blow

solenoid solenoid
Blow Air Valve
Air from compressor
1 To Blow Air Gauge in Cab
2 To Vaposol Pilot Valve
When low blow or collaring is selected in the cab, only the low blow
solenoid is energized. When high blow is selected, both solenoids
are energized.

DRILLING and DRIFTER Information
DRIFTER DRILLING
BASIC RULES FOR OPTIMUM DRILLING
1. Position the unit at the hole and position the drill guide to the
desired angle.
2. Make sure that the drill guide is well supported (stung) on the
ground. Extend the drill guide until the front of the tracks are slightly
clear of the ground. This should apply sufficient weight to the drill
guide to keep it positively positioned for maintaining hole alignment.
It is important that the drill guide not be allowed to lift from the ground
when feed pressure is applied.
3. Collar (start) the hole carefully with the centralizers closed around
the drill steel. This will help a great deal in starting and maintaining a
straight hole.
4. Drifter rotation should be adjusted with a combination of

penetration rate and optimum bit wear being used as the primary
consideration. Rotation speed can be in a range from 40 to 120
RPM.
5. The control capability of the feed system allows maximum control

for collaring the hole. Do not force the bit into the ground while
starting the hole, feather or hold back on the feed control. When solid
rock is encountered the feed lever should be placed in the detented
drilling position. Feed pressure should be adjusted to a level that
keeps the drill steel and couplings tight and free of excessive heat.
The feed pressure can be in a range from 800 to 1500 PSI (55 –105
Bar). Even though a slightly higher penetration rate may be
achieved, it is unwise to operate the unit with excessive feed
pressure. Shortened life of rotation components and drilling
accessories will result.
6. Restrict the blowing air to the bit while collaring holes or drilling
through overburden to avoid disturbing the walls of the hole.
Chapter 14 Page 1 Drilling Information

7. Use the Vaposol system to add water to the blow air for collaring.
In many cases a small amount of water may be added during normal
drilling to aid in cooling the drill rods and couplings. If this is done, be
careful not to add to much water that may cause the dust collector
filters to plug. A small amount of drilling foam added to the vaposol
system will help greatly in holding the sidewalls of the hole. This will
also aid in hole cleaning. Many operators drill with a slight amount of
water while the dust collector is also operating. This cools the drill
steel couplings and extends their life. A volume of water must be
kept low to prevent plugging the dust collector filters.
8. Do not continue to drill a badly misaligned hole. Reposition the

drill guide to improve alignment or start a new hole.
9. Adjust the rotation speed to achieve maximum performance. This

is not necessarily just the penetration rate, maximizing the life of the
bit and drilling accessories should also be considered. Over or under
rotating the bit may cause premature wear on the buttons and bit
body.
10. Drifter pressure may also require adjustment. In most situations,

when the rock is hard, the specified drifter pressure may be required.
In soft rock conditions, overall performance may be better at a
somewhat lower drifter pressure.
11. In multiple rod drilling take care not to rattle excessively on the
loosening drill string. This can cause excessive heat in the coupling
that may lead to galling of the threads. Thread galling can lead to
premature breakage of the affected thread.
The important thing to remember is that component life as well as the

penetration rate of the unit measures overall performance of a drilling
machine.

BASIC DRIFTER OPERATING PRINCIPLES:
1.) DRILL PISTON OSCILLATION
All Ingersoll-Rand Company hydraulic drifters are valved hydraulic

units. The valve cylinder assembly and cylinder liner convert
hydraulic power into efficient piston action. The piston within the
cylinder liner provides the impact force, which is transmitted to the
drill steel through the shankpiece. The valve alternately switches
pressure from supply to exhaust. This action produces a high
frequency oscillating action of approximately 2100 cycles per minute.
The piston strikes the shankpiece on each forward (power) stroke,
and through the drill steel, transfer the energy (shockwave) to the
buttons on the bit. As the shockwave is dissipated through the
buttons, the rock is chipped or broken. This action advances the bit
in the hole.
2.) DRILL STEEL ROTATION
The drifters used on the ECM 720 class machines series are
designed with independently controlled hydraulic-powered rotation
motors. The motor provides continuous drill steel rotation in either
forward or reverse. The motor converts hydraulic power into
mechanical rotary power and transmits the rotation power to a rotor
gear in the front end of the drifter. The motor is rotated by hydraulic
fluid, which in turn rotates intermediate gearing that imparts rotary
motion to the ring gear of the chuck driver assembly. The shankpiece
is inserted into the chuck driver and turns as a result. Ultimately, the
rotary action of the hydraulic rotation motor turns the drill steel and bit
in the hole.
3.) OPERATING CONTROLS
The operating controls used in the ECM720 are either pilot controls or
electrical switches. The right hand control lever operates the impact
and rotation as well as having a rod changing position. The operation
of each of these circuits is covered in the appropriate chapter of this
manual.

4.) CHARGING THE ACCUMULATORS
The HC200A provides a low-pressure accumulator and a larger high-

pressure accumulator. Read the enclosed information about
accumulator charging to determine the proper charge in your
application. Charging kits are supplied with all hydraulic crawlers.
THE FOLLOWING SAFETY CONCERNS MUST BE OBSERVED

WHEN CHARGING THE DRIFTER ACCUMULATORS:
DANGER
DRY NITROGEN IS THE ONLY GAS TO BE USED TO CHARGE
THE DRILL ACCUMULATORS. NEVER USE OXYGEN OR ANY
OTHER GASES FOR CHARGING THE ACCUMULATORS.
NITROGEN IS AN INERT GAS WHICH MEANS THAT IT WILL NOT
SUPPORT COMBUSTION, THE USE OF ANY OTHER GAS COULD
RESULT IN AN EXPLOSION WHICH COULD CAUSE SEVERE
INJURY OR DEATH
DANGER
MAKE SURE THAT THE ACCUMULATORS ARE IN GOOD
CONDITION. SPECIFICALLY, CHECK THE ACCUMULATOR AND
COVER FOR CRACKS AND EXCESSIVE WEAR. REPLACE
SUSPECT PARTS. WHEN PRESSURIZED, A DAMAGED OR
WORN ACCUMULATOR COULD BURST SCATTERING METAL
FRAGMENTS THROUGHOUT THE AREA.THESE FRAGMENTS
COULD CAUSE SEVERE INJURY OR DEATH.

6. DRILLING PROCEDURES
To insure maximum operating efficiency, the following suggestions

should be observed.
Never strike the drifter, drill steel, coupling or bit with tools.
Make repairs to the drifter in a repair shop whenever possible. If the

drifter must be opened at the job site extreme care must be taken to
eliminate the possibility of contaminating the internal parts of the
drifter.
Extreme care must be taken to keep dust and dirt from entering the
drifter. Keeping the drifter clean inside will pay dividends in improved
performance and low down time and operating cost.
Always insure that the drifter is properly lubricated. Adjust the

lubricator so a film of rock drill oil is always visible on the shankpiece.
Visually check the line oiler several times a day to insure that it has
sufficient oil to provide drifter lubrication. Always use an approved
rock drill lubricant.
Always drill with good alignment of the drill steel and the hole. This
assures that the holes will be straight and improves performance of
the drifter. Straight holes also much easier to “break out” the joints
and remove the rods from the hole when the hole is completed.
7.) DRILL STEEL CARE
Drill steel and couplings are machined and heat treated to specific
standards and should be handled properly. It is very important that
the threads be properly lubricated and cared for at all times. Drill
steel and couplings that have worn threads, cracks or severe galling
should be discarded. During drilling, care should be taken to avoid
bending of the steel and galling of the threads.
Drilling with bent steel produces unnecessary stresses and

accelerates wear on drifter front-end components. Bent steels and
severe thread galling can be avoided if the following steps are taken:

Be sure that the threaded end of the drill steel is bottomed out in the
couplings and bit. Using components from different manufacturers
can lead to serious mismatch of the threaded components.
All threads must be in good condition and well greased.
Always drill with sharp bits (no more than 1/8” flat worn on the
carbides). Dull bits cause excessive pounding and unnecessary
stresses on the threads and drifter front-end parts.
Start the bit (collar the hole) at reduced feed pressure. Once the
collared bit encounters good rock, full feed pressure can be applied.
Always keep sufficient feed pressure on the drill string. Insufficient

feed pressure will cause coupling joints to loosen and the thread will
be damaged.
8.) BIT CARE
For maximum bit life the following steps should also be taken:
Never allow the bit to become plugged with loose cuttings, blow the
hole continuously.
Never force the bit into the hole.
“Rattle” the bit loose by using drifter percussion action and light feed
pressure with no rotation. Never strike the bit with a hammer.
Caution: removing a bit with the bare hands can cause a severe
burn.
Bit carbides should never be allow to flatten any greater than1/8”

before resharpening.

Chapter 15 Drifter Information

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ECM720 Train Complete

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ECM720 Train Complete

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SERVICE

AND TRAINING MANUAL

Read this instruction manual before operating this equipment.

This manual contains important safety information.

General Hydraulic Information-------------------------------------Chapt. 1

Cooling & Return Circuits--------------------------------------------Chapt. 3

Pilot Control Circuits--------------------------------------------------Chapt. 4

Rod Changer Circuit-------------------------------------------------Chapt. 10

Dust Collector Circuit------------------------------------------------Chapt. 11

Arrows indicate variability,

Drain line Spring--an arrow through the

Check valve-spring loaded

Circles indicate pumps, The diamond shape indicates

Chapter 1 Page 1 General Hydraulics

Relief Pressure reducing Pressure reducing/

Directional Control Valve

Open center Open center

Closed center Closed center

Flow control valves

Filter w/ bypass Cooler

Pressure & Pressure &

Bypass type flow Restrictive type flow

Chapter 1 Page 2 General Hydraulics

Fixed displacement Fixed displacement

Variable displacement Fixed displacement

Chapter 1 Page 3 General Hydraulics

Manual shutoff Pressure switch

Pressure gauge Temperature gauge

Pilot operator Solenoid operator

Spring Cam or roller Valve detents

Chapter 1 Page 4 General Hydraulics

2. Pilot line: Pressure used internally or externally to control valve

4. Enclosure lines: This line will be used on a schematic around

5. Relief valve: Relief valves are used to limit maximum pressure to

6. Sequence valve: A pressure operated valve similar to a relief

7. Pressure reducing valve: A valve that limits pressure at its outlet

Chapter 1 Page 5 General Hydraulics

8. Flow control valve, pressure and temperature compensated,

9. Flow control valve, pressure and temperature compensated,

10. Orifice or restriction: An orifice is a restriction used for

14. Filters: A diamond shape indicates a fluid conditioning device,

Chapter 1 Page 6 General Hydraulics

15. Cooler or heat exchanger: The diamond shape with arrows

17. Counterbalance valve: Also a load holding device but a more

Chapter 1 Page 7 General Hydraulics

1. Pascal’s Law: Pressure exerted on a confined fluid is transmitted

2. The force in pounds exerted by a hydraulic cylinder can be

3. To determine the volume (cubic inches) required to move a piston

4. The weight of hydraulic fluid will vary with changes in viscosity. 55

5. Flow through an orifice or restriction will cause a pressure drop

6. Hydraulic hoses are designated by their nominal inside diameter.

7. One horsepower (HP) = 33,000 ft. lbs. per minute.

One HP =746 watts.

One HP = 42.4 BTU per minute.

Chapter 1 Page 8 General Hydraulics

8. To find the HP required for a given flow rate at a known pressure

Pump output HP = GPM x PSI x .000583 or,

HP = GPM x PSI ÷ 1714 x Efficiency