Training Manual FH, FK, NH D350-Slide DEALER X UK

DOZER - D350 - TRAINING MANUAL -
1. Walk-around
2.. Engine
3. Torque converter
4. Transmission
5. Box+Bevel Gear +Brakes
6. Final drive
7. Undercarriage
8. hydraulic system
9. Steering System
10. Cab
11. Electric system
12. Maintenance+ troubleshooting
1 Exit
WALK-AROUND
GENERAL INFORMATION
2 Exit 1. Walk-around
CONFIGURATION FK + RIPPER
CONFIGURATION FK + RIPPER
CONFIGURATION ABU-DHABI-CANOPY
CONFIGURATION-FK-CANOPY
5 Esci 1. Walk-around
ABU-DHABI CONFIGURATION
NEW-HOLLAND CONFIGURATION
WITH RIPPER CONFIGURATION

WITH RIPPER CONFIGURATION

TIEROD ASSY (adjustable)
TILT CYLINDER
MAIN FRAME
FRONT MAIN FRAME REAR TRANSMISS. HOUSING
FRONT CROSS-BAR & CYLINDER SUPPORT CROSS BAR + GREASE NIPPLE
PIVOT-SHAFT SUPPORTING TRACK-FRAME (REAR-SIDE)
TORQUE AT 92 daNm
LOWER SUPPORT ROPS MOUNTING
TORQUE - 100 daNm
CHECK TEMPLATE FOR CAB

SUPPORT ROPS MOUNTING + TIGHTEN AT TORQUE 100 daNm

TORQUE AT 54daNm
RHS - FENDER
HYDRAULIC OIL TANK
+
DIESEL FUEL TANK FILTER ON RETURN
REAR MACHINE CABLE CYLINDER SUPPLY FLEX+ PIPES
BATTERY CABLE
ANTI-SAND GRIDS RADIATORS+SHROUD ASSY HYDRAULIC OIL SECTION
TRANSMISSION OIL ENGINE WATER SECTION

SECTION
KIT ANTISAND X ABU DHABI CONFIGURATION
LOWER GRID ANTISAND
RADIATORS+SHROUD ASSY- KIT STANDARD CONFIGURATION
ANTI-SAND GRIDS
SUUPPORT-STANDARD
KIT PRE FILTER X ABU DHABI CONFIGURATION KIT PRE FILTER STANDARD CONFIGURATION
DISASSEMBLED ASSEMBLED
KIT SOUND SUPPRESSION P/N 76089274

CAMBIERA’ E SARA’ UNICA X LE 2 VERSIONI
GRID STANDARD GRID ON SOUND SUPPRESSION CONFIG.
ACCESSORIES MOUNTING
FOOTBOARD
HOOD BATTERY BOX
UNDERCARRIAGE MOUNTING (SEE-UNDERCARRIAGE-SECT.)
D350 F.K. WITH RIPPER CONFIGURATION

Contents
ENGINE
CUMMINS QSM11
POWER HP 330/KW 246
29 Exit 2. Engine
Engine nomenclature - Turbo side
8
6
7
10
COMPONENTS
1. Turbosupercharger
4 2. Engine oil heat exchanger
5 3. Coolant pump
4. Alternator
5. Exhaust manifold
1
CONNECTIONS
6. Air inlet
7. Exhaust
8. Air delivery to aftercooler
9. Coolant inlet
10. Coolant output
2 3 11. Starter motor
11
30 Exit 2. Engine
Engine nomenclature - Injection side
6 5 5
9 8
COMPONENTS
1. Fuel pump
2. “Shut-off” valve
3. Engine oil dipstick
4. Oil introduction pipe
5. Fuel filters (*)
6. Coolant filter
2 7. ECM570 control unit

7 8. Breather
9. Air inlet FROM aftercooler
1
3 4 TO intake manifold.
Note: (*) The figure shows the standard Cummins fitting out providing the adoption of one Fleetguard
FS1000 filter. In our application the right filter is one Fleetguard FS1003 pre-arranged with the
“water in fuel” sensor.
31 Exit 2. Engine
6 Engine nomenclature - Front
COMPONENTS
1. Damper flywheel (viscostatic type)
2. Equipment control belt
5 3. Alternator pulley
4
4. Fan control belt + alternator
5. Fan belt tensioner + alternator
6. Coolant delivery
1 2
32 Exit 2. Engine
DOZER - D350 - TRAINING
D350-AFTERCOOLER MANUAL
- FAN DRIVE SYSTEM- -
Sequence valve
110 ± 2 bar Hydraulic
30 lt/min. motor
10,8 cc/rev
Pi
Gear pump Back pressure

valve
8 cc/rev 23 ± 1 bar
22 lt/min 30 lt/min.
33 Exit 2. Engine
Engine nomenclature - AfterCooler
34 Exit 2. Engine
Engine nomenclature - AfterCooler
35 Exit 2. Engine
Engine nomenclature - Filters
COMPONENTS
1. Coolant filter
2. Fuel filter (Fleetguard FS1000)
3. Fuel filter (Fleetguard FS1003)

4. “WIF” (Water In Fuel) Sensor
5. Engine oil filter
2 3 4
36 Exit 2. Engine
Engine nomenclature - Lubrication
The engine oil filter is located in a remote position as compared with its original seat
(immediately below the heat exchanger), in order to facilitate replacement operations. In this
way the filter is grouped together with the Diesel fuel filter and the coolant filter.
37 Exit 2. Engine
Engine nomenclature - Control Unit ECM 570
1. OEM 50 pin connector
2. Actuator connectors (OUTPUT signals)
1 3. Sensor connectors (INPUT signals)
2 3
38 Exit 2. Engine
Engine nomenclature - Sensors
Engine oil pressure / temperature combined sensor.

It measures contemporarily lubricating oil temperature and
pressure in the main tunnel. It is powered with 5 volts from the
control unit (pin 45 on the right side connector). As temperature
changes, resistance changes, and the corresponding return signal
is sent to the control unit on pin 42, while as pressure changes,
voltage changes on the return signal to control unit, through 44.
Sensor ground is provided through control unit on pin 43. A low oil
pressure will cause the control unit to detect a serious fault (red
warning light) and so engine self-protection is activated (cut off
within 30 sec. from fault detection)
39 Exit 2. Engine
Engine position Sensor

This is an inductive proximity sensor located in
correspondence with the timing gear. It is tasked with providing
the control unit with the information relating to the instant
position of each cylinder to enable it to define instant by instant
the injection cycle and send in the correct timing the output
signals towards the solenoids set to control the Electro-
injectors.
It is moreover tasked with detecting the engine rotation speed.
A speed off the calibration range entails the automatic cut-off
within 30 seconds.
It is connected to the control unit by means of pins 47 and 50
for positive signals and 48 and 49 for negative signals.
40 Exit 2. Engine
Intake manifold air pressure sensor

It is tasked with measuring air pressure in the intake duct and
transmitting the corresponding signal to the control unit. It is
powered with 5 Volts. As pressure changes (expressed in mm of Hg),
output voltage towards control unit also changes. A faulty sensor
operation, or pressure measured outside the reference values,
activates engine self protection, through the control unit, and causes
a temporary power fall. It is connected to the control unit by means of
pins 37 (5 Volt power supply), 39 (output voltage signal towards
control unit) and 40 (sensor ground).
41 Exit 2. Engine
Intake manifold air temperature sensor

It is tasked with measuring air temperature in the intake
manifold and transmitting the corresponding signal to the
control unit. It operates as a variable resistance: the
resistance diminishes as temperature increases. It receives
an input signal from the control unit (pin 38) and sends a
return signal to the control unit where the difference in
voltage and hence resistance are calculated (pin 40). An
excessive intake air temperature entails activating engine
self-protection (automatic cut-off within 30 sec).
42 Exit 2. Engine
Coolant temperature sensor

It is located near the engine water output towards the
radiator, as the other temperature sensors it behaves as a
variable resistance on the engine control electronic
circuit, and it operates on an input electric signal (pin 02)
and on an output signal towards control unit (pin 03) by
which it is processed. An excessive temperature
measured by the control unit by means of the sensor
entails the activation of the engine self-protection with
cut-off within 30 sec.
43 Exit 2. Engine
Engine nomenclature - Sensori
“WIF” (Water - In - Fuel) Sensor

It is housed on the bottom of the fuel pre-filter
(Fleetguard FS1003). It is tasked with measuring the
presence of water into Diesel fuel. It receives an input
signal from the control unit (through pin 09), and
transmits to it an output signal through pin 10. In the
presence of Diesel fuel only, the difference in potential
between input and output is fixed to 4 - 4.5 V, while in
the presence of water, difference in potential falls down
to values between 0.5 - 3.0 V. These values are
measured by the control unit on the return signal, which
should there be the presence of water, activates self-
protection (automatic cut-off within 30 sec).
44 Exit 2. Engine
Engine nomenclature - Actuators
Electro-injector solenoid cabling

In a seat obtained from the lower part of the cylinder
head, there is housed a 15 pin bulkhead connector to
which are connected the cables from to the control unit
to the injector solenoids and the other way round.
Connection on the control unit passes through the
central connector, involving pins: 10, 08, 06, 26, 04, 02,
respectively for power supplying the cylinder solenoids
1, 2, 3, 4, 5, 6 and pins 09, 07, 16, 36, 03, 01 respectively
for the grounds to the injector solenoids on cylinders1,
2, 3, 4, 5, 6
45 Exit 2. Engine
Engine nomenclature - Actuators
Connection from control unit to the “fuel shut-off” valve

The “fuel shut-off” valve is assembled immediately above the fuel
pump body. This valve, controlled by a solenoid powered by the
control unit through pin 33 on the central connector, when the
solenoid is energized it remains open and enables fuel to flow
from the tank to the pump. The solenoid is de-energized:
•When the ignition switch is set to the off position;
•Whenever the control unit detects a fault whereby the engine
self-protection is activated with automatic cut-off within 30 sec.
Differing from the other actuators, the shut-off valve solenoid
does not have its own ground line. Grounding which enables the
energized state of the solenoid is decided by the control unit. To
prevent an improper grounding, the power supply eyelet terminal
is mounted on a plastic washer isolating it from the valve body.
46 Exit 2. Engine
Engine nomenclature - OEM* cable Water In Fuel Sensor
*=ORIGINAL EQUIPMENT MANIFACTURER
Engine stop lamp
Engine warning lamp
Decelerator Pedal
Maintenance lamp
Wait to start lamp

Accelerator lever
Pre-setting CAN
BUS system data
transmission.
Diagnostics enabling button
ATTENTION!
Diagnostics incr. button
Detect the correct pin
numbering according to the
key orientation
CONTROL UNIT ECM 570
4 DEUTZ pin connection

for Service Tooling
47 Exit 2. Engine
Engine nomenclature - OEM cable
16
Engine warning lamp
Engine stop lamp
48 Exit 2. Engine
Wait to start lamp 5
Maintenance lamp
49 Exit 2. Engine
Accelerator lever
potentiometer
(in parallel with pedal
potentiometer)
48
47
49
Decelerator
3 pedal
potentiometer
13
10
9
50 Exit 2. Engine
14 14
Diagnostics enabling button 44 44
Diagnostics incr. button
51 Exit 2. Engine
Decelerator lever initialization
• Key “ON” (second tripping)
•Fully operate 3 times the engine throttle lever.
Contents
52 Exit 2. Engine
50 daNm
TOOL FOR ENGINE SUPPORT+TORQUE ENGINE + ACCESSORY
53 Esci 2. Motore
TORQUE
CONVERTER
TWINDISC- 16” MS 480-2
TORQUE RATIO AT STALL: 2,27
54 Exit 3. Converter
ASSEMBLING BEARINGS
TORQUE CONVERTER HOUSING OLDHAM JOINT
THREE GEARS TO PUMPS DRIVEN
ASSEMBLING OF THE CONVERTER
56 ExitASSEMBLING OF THE FLANGE 3. Converter

Pi ASSEMBLING +TIGHTENING TORQUE 3.5 daNm
Pp
Pp
Pi
BRAKE PUMP-Pp+AFTERCOOLER(FDS)- Pi
Pr
Pc
Pr
Pa Pc
Pa
Transmission Pump Pa+Converter

Pc+Scavenge Pr
TIGHTENING TORQUE 7.7 daNm

HOUSING +PUMPS ASSEMLBED
CROWN FLYWHEEL-TORQUE 11 daNm
SPACER
TIGHTENING TORQUE 6.5 daNm
ASSEMBLING +TORQUE ASSEMBLING +TORQUE 24 daNm

OF THE CONVERTER OF THE PUMP PLATE
TIGHTENING TORQUE 60 daNm
VARIABLE DISPLACEMENT HYDRAULIC PUMP

A11LVO 190 LRS/11NSD 12 N00
From tank
Transmission Pump Pa+Converter Pc+Scavenge
Pr
To control valve
Pa
Pc
Pr Ps
Pp
Pi
BRAKE PUMP - Pp + AFTERCOOLER- Pi STEERING PUMP

AND EQUIPMENT -
Ps
Contents
TRANSMISSION
65 Exit 4. Transmission
TORQUE CONVERTER/TRANSMISSION
HYDRAULIC SYSTEM FIRST REVERSE
A.Forward drive clutch - C. Torque converter - Fa. Intake

filter, converter/transmission pump (Pa) and converter
pump (Pc) - Fm.Delivery side filter, pump (Pa)- Fr. Intake
magnetic filter, transmission housing oil scavenge pump
(Pr) - D. transmission control valve unit - I. Reverse drive
clutch - Pa. Converter/transmis. charging pump - Pc.
Converter charging pump - Pr. Scavenge pump - S.
Hydraulic oil radiator - V. Venturi scavenge from
converter - 1. first gear - 2. Second gear 3. Third gear -
4. 3rd gear valve spool - 5. Electropiloting valve - 6. 1st
gear valve spool- 7. Retarder valve piston - 8. 2rd gear
valve spool - 9. Loock valve - 10. Forward drive valve
spool - 11. Transmission oil pressure regulating valve -
12. Gear selector valve spool - 13. Converter by-pass
valve -15. Rod - 16.Filter (Fm) relief valve - 17. Lock
valve ball - 18. Lube oil circuit relief valve - 19. Reverse
drive valve spool - 20. Look valve - 21. Retarder valve
plunger - 22. Non-return trimmer orifice for retarder valve
- 23. Flow reduction trimmer orifice - 24. Quick unlopad
valve - 26. Neutral cut-off valve - 28. Trimmer orifice -
Main oil pressure

Converter oil
Intake or Exhaust oil
Lubrification oil
DESCRIBING THE TRANSMISSION HYDRAULIC DIAGRAM/TORQUE CONVERTER D350
The power shift type countershaft transmission (built by Fiat-Kobelco) provides three forward and three reverse speeds.
Current transmission is conceptually identical to the previous one,(FD 30C); what is substantially changed is the piloting of the
timing rods, which instead of belonging to hydraulic type with manipulator, belongs nowadays to the electric type, and uses
two Vickers (ref 5 solenoid valves (ON-OFF) with two coils each (solenoids) which are used to pilot the control block and not
to directly control the transmission clutches, which remain equal to FD30C.
The electric signals to the solenoid valve coils coming from the buttons placed on the satellite are first processed by the
Rexroth control unit (ref. microcontroller) (which besides performing the control of the steering, has the function of controlling
also the transmission) make it therefore possible for the machine, by pushing a certain button, to upshift or downshift, move
forwards or backwards or to return in neutral.
The circuit is powered by a three-section pump (ref.Pa, Pc, Pr) respectively for controlling the transmission-converter and
scavenger (transmission converter+gear compartment). Sections (ref Pa-Pc) which by sucking oil directly from the transmission
box (common suction) through the filter (if.Fa) successively section Pc keeps transmission operating pressure, by sending it in
circulation after having further cleaned it through filter (ref. Fm) and making it reach the transmission control block input control
(ref. D) which will in turn send it to piloting solenoid valves supply line (ref.5) which depending on the type of energizing through
the control unit (ref.microcontroller) will make it reach the different control block rods (ref. 19) for REVERSE, (ref 10 for
FORWARDS), (ref.6 for 1st gear ), (ref.4 for 3rd gear).
Safety valve (ref. 13) protects the converter and the heat exchanger from casual pressure increases, normally due to cold oil,
by draining the exceeding delivery into the pump intake duct (ref. Pa-Pc).
Oil being output from the converter, passes into the radiator, thereafter it branches out though the manifold into the
transmission clutch lubrication, washing, and cooling ducts. Safety valve (ref.18) governs max. lubrication pressure and it is set
to 4 bar. Moderator valve (ref.7) makes gear engagement progressive by adjusting pressure increase in the control circuit.
Quick exhaust valves (ref.24), one for each speed clutch, have the purpose of enabling direct oil discharge into the gear
compartment, by eliminating the oil centrifugal effect inside the clutch control chamber, which would tend to keep the clutch
engaged.
Inserire schema
idraulicoELETTROV
ALVOLE VICHERS
E’ =AL D180?
Supply
IND
AV
1st
3rd
TRANSMISSION CONTROL BLOCK
PILOTING SOLENOID VALVES
1st - 3rd - FORWARD - REVERSE
To tank
TRANSMISSION PILOTED CONTROL BLOCK
Transmission oil low pressure switch
IND AV
3rd
1st
DIAGNOSTIC PANEL (PRESSURE) - TRANSMISSION + CONVERTER + BRAKE

TRANSMISSION ASSEMBLING ON THE MACHINE
TRANSMISSION
ASSEMBLY
(DISASSEMBLY)
OUTPUT SHAFT
FWD-REV & SPEED SHAFT SHAFT & PISTONS
FWD
3rd
2nd REV
1st
SPEED CLUTCH PACKAGES FWD-REV CLUTCH PACKAGES
200 kg
S (mm)
P (kg) FWD - REV 1st - 2nd - 3rd
200 61,8 ÷ 62,3 49,5 ÷ 49,8
CLUTCH PACKAGES THICKNESS CHECK
ASSEMBLING SPEED CLUTCH PACKAGES
ASSEMBLING FWD-REV CLUTCH PACKAGES
SPEED SHAFT HALF PISTONS WITH QUICK DROP VALVES
1st
ROTARY RETAINING INSERTING ASSEMBLING DISC DRUM 1st SPEED +GEAR
2nd
2nd
1st
1st
ALIGNMENT SINTERETED DISC + ASSEMBLING DISC DRUM 2nd SPEED+GEARS CLUTCH TEST
REV FWD
FWD & REV SHAFT HALF PISTONS FORWARD GEAR CLUTCH

BEARINGS+SPACER
FWD
FWD
ASSEMBLING DISC DRUM FWD SPEED+GEAR ASSEMBLING SAFETY WIRE HALF PISTONS
REV
REV
FWD
FWD
ASSEMBLING REVERSE GEAR CLUTCH WITH GEAR

GEARS CLUTCH TEST ON BENCH
3rd 3rd
3rd
THIRD GEAR CLUTCH COMPONENTS+ ROTARY RETAINING (N.3) INSERTING+ GEARS CLUTCH TEST
HOUSING ON ROTATING SUPPORT+Fa+Fr
DOZER - D350 FILTERS- TRAINING MANUAL -
ASSEMBLING OF THE BEARINGS ON SHAFT HOUSING
GEARS AND CLUTCH HOUSING+
OIL RESERVOIR OF THE GEARBOX+Fa FILTER
RECOVERY OIL COMPARTMENT+Fr FILTER
ASSEMBLING SPEED SHAFT & FWD-REV + MANEUVER TOOL
ASSEMBLING OUTPUT SHAFT + MANEUVER TOOL
BEFORE ASSEMBLING AFTER ASSEMBLING INTERMEDIATE SHAFT

INTERMEDIATE SHAFT
INTERMEDIATE SHAFT
COMPONENTS
MADE READY & ASSEMBLING OF THE TRANSMISSION COVER
MADE READY & ASSEMBLING THIRD GEAR CLUTCH +DRIVEN GEAR THIRD SPEED
APPLICATION LOCTITE 518 + ASSEMBLING THIRD GEAR CLUTCH COVER
ASSEMBLING SEAL COVER+ DRIVE IMPUT SLEEVE CONVERTER-TRANSISSION PROPELLER SHAFT
TRAMSMISSION OUTPUT SHAFT SIDE- BEFORE and AFTER ASSEMBLING DELIVERY COLLECTORS
FWD-REV and 1st - 2nd - 3rd SPEED CLUTCHES
PRESSURE OUTLES ON THE TRAMS.COVER
TRANSMISSION CONTROL VALVE + CONNECTION WITH LUBE OIL +SUPPLY LINES
REV FWD
3rd 1st
ASSEMBLING SOLENOID VALVE (BY VIKERS) + CONNECTION HOSES

FROM SOLENOID BLOCK PORT TO TRANSMISSION CONTROL VALVE
TRANSMISSION HYDRAULIC TEST ON BENCH

TRANSM. BOX
BEVEL GEAR
BRAKE SYSTEM
101 Exit 5. Box+Bevel Gear +Brakes
REAR TRANSMISSION HOUSING

ASSEMBLING OF THE CROWN WHEEL+TOOL ASSEMBLING OF THE SHAFT+TOOL

ASSEMBLING BEARING STOCK BOX

SHAFT SUPPORT APPROACH ROLLING PRE-TEST

POINT A) OF PROCEDURE
0,3 ÷ 0,5
daNm
POINT B) OF PROCEDURE

PREPARING BEVEL PINION BOX ASSEMBLING
125°C
OVEN

CLOSING RING NUT AT TORQUE-POINT 3) OF PROCEDURE
100 ÷ 110 daNm

ADJUSTING REAR TRANSMISSION BOX BEVEL PINION BEARING PRE-LOAD
1) COUPLE THE BEVEL PINION, INCLUDING BEARING (67) TO THE PINION
HOLDER HOUSING, COMPRISING HALFBEARINGS (70) ADD SPACER (68).
0,3 ÷ 0,5
daNm 2) POSITION AND SCREW DOWN GAUGE ON BEVEL PINION, TIGHTEN GAUGE
ON PINION TO A TORQUE OF 0.3 ÷ 0.4 daNm.
BY MEANS OF THE FEELER PIN AND THE DIAL GAUGE, MEASURE SIZE X
THEN DISASSEMBLE GAUGE AND SHIM THE MEASURED X VALUE
OVERSIZED BY 0.07 ÷ 0.1 mm.
MOUNT BEARING (69) AND RING NUT (77)
3) TIGHTEN RING NUT TO A TORQUE OF 100 ÷ 110 daNm
4) CHECK ROLLING TORQUE ON RING NUT 0.3 ÷ 0.5 daNm
5) MOUNT SCREW 78 + LOCK RING NUT.
POINT 4) OF PROCEDURE
109 Exit 5. Box+Bevel Gear Pair+Brakes
Bevel Pinion coupling symbol = crown wheel
ADDING SHIMS + O-RING
BEVEL PINION ASSEMBLING

REAR TRANSMISSION HOUSING BEVEL GEAR ADJUSTMENT PROCEDURE
A) SHIM BY MEANS OF RINGS (92)AND (102) IN ORDER TO OBTAIN A ROLLING TORQUE ON
÷
THE CROWN SHAFT (with disassembled pinion) EQUAL TO 0.3 0.5 daNm
B) AFTER PRELOADING CROWN SHAFT BEARING ACCORDING TO NOTE (A) POSITION

THE PINION HOUSING (70) BY MEANS OF SHIMS (84) UNTIL A CONTACT BETWEEN
PINION/CROWN TEETH IS OBTAINED AS SHOWN IN PARTICULAR ”W".
C) AFTER ACHIEVING THE CONTACT SPECIFIED IN NOTE (B) APPORTION SHIMS (92)
BETWEEN THE TWO BEARING HOLDER HOUSINGS (91) AND (101) UNTIL A CLEARANCE
BETWEEN THE PINION/CROWN TEETH SIDES EQUAL TO 0,25 ÷ 0.33 mm, IS OBTAINED.
CHECK AGAIN WHETHER CONTACT BETWEEN TEETH AND BEVEL SHAFT BEARINGS
FALL WITHIN THE SPECIFICATIONS IN NOTES (A) AND (B).
D) CHECK WHETHER OVERALL ROLLING TORQUE MEASURED ON PINION IS EQUAL

÷
TO 0.5 0.8 daNm. PARTICULAR ”W"
111 Exit 5. Box+Bevel Gear Pair+Brakes

POINT C) OF PROCEDURE
0,25÷ 0,33mm

POINT D) OF PROCEDURE
0,5 ÷ 0,8
daNm

TAPERED (BEARINGS) RACE+Stop Ring
SPACER- Left side only Crown retainer Snap Ring

PRESSURE AND LUBRICATION HOLES

EPICYCLOIDAL ASSEMBLY

EPICYCLOIDAL ASSEMBLY- DISASSEMBLED

SPIDER + SOLAR

PLANETARY+BEARING
Brake module assembling tool
approach

RH solar approach to RH steering Gear RH solar coupling to RH steering Gear

LH solar approach to LH LH solar coupling to LH steering
steering differential crown gear differential crown gear

Tightening torque 12 daNm Confirming closure to torque

FITTINGS + BRAKE UNIT INSIDE AND OUTSIDE PIPES

BRAKE HYDRAULIC DIAGRAM + FAN DRIVE SYSTEM

Pump Pp Brake valve
Feeding
assembly
Brake delivery filter
Ai m
odu
li fre
no 20 b
ar
Filtro aspirazione freni
Flow stream brake system - rear transmission

125 Esci 5. Scatola+Coppia conica+freni
D350 BRAKE SYSTEM DESCRIPTION (REF. PREVIOUS DIA BRAKE HYDRAULIC DIAGRAM)
The brake hydraulic system is completely separate from the steering circuit and it mainly comprises :
- One 25 cc and 65 liter/minute brake circuit supply gear pump (ref.1 ) keyed on the converter;
- One intake oil filter (ref.,10) (metal) and one delivery filter (paper) (ref. 2);
- One feed valve block (ref 3 );
- One brake pedal valve (ref.4 ) together with quick brake decompression solenoid valve (rif 14)
- One rear transmission box (ref. 8 ).
The supply pump (ref.1) sucks oil from the transmission box (ref.8) though the metal net filter (ref. 10) and sends it to gate P
of the supply block (ref.3) through filter (ref.2 ).
Pressure adjustment valve (ref. 6) keeps into circuit a pressure of 25±2 bar upstream the brake pedal valve (ref.4), while the
accumulator (ref.5) guarantees pressure in the circuit (limited) in case of failure of the thermal engine.
The brake pedal valve (ref.4) directly driven by the operator in the cabin by means of his central pedal, directly acts on the
brake modules (ref.9), causing pressure drop in the brake system to fall down rapidly, which being of the NEGATIVE type
immediately operate brakes.
The real news as compared with current dozers is the presence of a brakes QUICK DECOMPRESSION SOLENOID
VALVE (ref.14), which in the case of emergency (operation of one or both the safety levers) are tasked with by-passing the
brake pedal valve by directly setting to drainage the oil present in the brake module pistons, thus operating brakes
immediately.
The rear transmission box (ref.8) comprises a bevel gear, (receiving motion directly from transmission) from the brake
modules (in oil bath) and from the steering differential unit (comprising a steering pinion+a double bevel crown+steering
gear).
The transmission box operates as an oil collecting tank and it is used both for piloting the brake modules, and for lubricating
all the box organs.
The diagram in the previous slide also shows the FAN DRIVE SYSTEM operation by indicating items (ref.12 and 13), for
its operation see the aftercooler of the thermal engine.

BRAKE DISK DRUM SEATING

OF THE 8 SINTERED DISK
BRAKE DISK HUB SEATING BRAKE PISTON + 16 SPRINGS

OF THE 7 TEEL DISK

Contents

FINAL DRIVE
129 Exit 6. FINAL DRIVE

FINAL DRIVE SECTION
FINAL DRIVE- RH FINAL RATIO-15,6:1

RHS REDUCER BOX O-RING + PETROLATUM

17.4 daNm
ASSEMBLING OF THE WHEEL SUPPORT + DRIVING OF THE BEARING PINION

DRIVEN GEAR + BEARING+PLANER DRIVEN GEAR + BEARINGS READY FOR OVEN

130°C
DRIVING TAPERED(BEARINGS) RACE

DRIVEN GEAR + BEARINGS INSIDE OVEN
ON THE OUTSIDE HUB (WITH PLANER)

SPIDER ASSEMBLED
SPIDER COMPONENTS
PLANETARY ASSEMBLY ON SPIDER
TO ROTATE THE GR.+ASSEMBLING FOR TAPERED(BEARINGS) RACE+ BEARINGS AFTER OVEN
ASSEMBLING OF THE DRIVEN GEAR AFTER OVEN

ASSEMBLING OF THE CROWN SUPPORT
ASSEMBLING HUB ASSY ON THE FINAL DRIVE

11 daNm
ASSEMBLING + LOCKING SPLINED HUB+ TIGHTEN PLATE SCREWS AT TORQUE 11 daNm

11 daNm
ASSEMBLING OF THE COVER TIGHTEN COVER 14 SCREWS AT TORQUE 11daNm

PREPARATION AND DRIVING FOR PINION ASSY

CHECK AND MOUNTING OF THE SHIMS FOR BEARINGS PRELOAD

FINAL ROLLING TORQUE DISASSEMBLING OUTSIDE HUB FOR

1.2 ÷1.5 Nm AFTER SHIMS MOUNTING HUB SEAL

1a
2a
ASSEMBLING OF THE DUAL-SEAL (N. 2 PATELEC)

12 daNm
COUPLING CROWN-CROWN SUPPORT ASSEMBLING RETAINING RING

+FINAL TORQUE AT 12 daNm
30 daNm
ASSEMBLING CROWN ON HUB HOUSING FINAL TORQUE 30 daNm ON RETAINING FLANGE

ASSEMBLING OF THE SOLAR SHAFT

CHECK WITH DIAL GAUGE CLEARANCE (1.9mm) FOR SHIMS BETWEEN SOLAR SHAFT AND SPIDER ASSY

SHIM MISURED WITH TOOL AND DIAL GAUGE FOR
FINAL CLEARANCE (1.9mm) BETWEEN SHAFT AND SPIDER
MEASURE CLEARANCE FOR SHIMS ON SPIDER ASSY

30 daNm
PREPARATION, MOUNTING AND FINAL TORQUE OF THE SPIDER ASSY

DRAINAGE AND FILLING PLUGS SEALING TEST FOR 5 MINUTES

60 daNm
ASSEMBLING OF THE FINAL DRIVE

FINAL TORQUE AT 60daNm
FINAL DRIVE ASSEMBLY Indice
151 Esci 6. Riduttori laterali

UNDERCARRIAGE
152 Exit 7. Undercarriage

TRACK FRAME-PREPARATION AND ASSEMBLING ON THE BENCH

TRACK RELEASE MECHANISM COMPONENTS: spring, spring seat plate, piston..

130 daNm
41.000 Kg
TRACK RELEASE MECHANISM WITH CYLINDER PRESS+TIGHTENING PLATE SCREWS AT TORQUE

TRACK BOTTOM ROLLERS ASSEMBLING
AND LOCATION ON TRACK FRAME
1= DOUBLE FLANGE ROLLERS

2 = SINGLE FLANGE ROLLERS
TIGHTEN SCREWS -4-

AT TORQUE 85 daNm

SHIMMING GUIDE TRACK IDLER WITH

Z MASTER GAUGE

YOKE ASSEMBLING + COVER SCRAPE OF MUD

TRACK IDLER ASSEMBLING WITH DOWEL PINS

TRACK FRAME ASSEMBLY
DOUBLE ECCENTRIC SHAFT + COVER

DISTANCE BETWEEN PIVOT SHAFT-FIFTH WHEEEL CHECKING AND ASSEMBLING OF SHIMS

EX. 2.2 mm - 1.5 mm = 0.75 mm 0.75 ÷ 1.00 mm

28 daNm
54 daNm
TIGHTEN PLATE SCREWS AT TORQUE TIGHTEN PIVOT SHAFT SCREWS AT TORQUE

100 daNm
SECTORS ASSEMBLING + SPROCKET ALIGNMENT
163 Esci 7. Undercarriage

54 daNm
TRACK IDLER INSTALLED + TORQUE+ ALIGNMENT

100 daNm
ASSEMBLING ALIGNMENT+TIGHTEN PIVOT SHAFT AT TORQUE x TRACK CHAIN SUPPORT ROLLERS

100 daNm
TRACK CHAIN ASSEMBLING + CLOSED SHOE +FINAL TORQUE

TRACK CHAIN
ADJUSTMENT
CYLINDER LUBE FITTING
TRACK TENSIONER DEVICE+FITTING
PRESSURE RELIF VALVE

Contents
TRACK FRAME ASSEMBLED - STANDARD & ANTI-SAND CONFIGURATION (ABU-DHABI)

EQUIPMENT
HYDRAULIC SYSTEM
169 Exit 8. Equip. Hydraulic Syst.

Steering levers
Display
Hydraulic
motor
M7 22
Control Block
HYDRAULIC SYSTEM-LOGIC DIAGRAM

EQUIPMENT HYDRAULIC DIAGRAM D350

D350 HYDRAULIC CIRCUIT DESCRIPTION AND OPERATION
The equipment hydraulic system is common to the steering system due to the sharing of some units to the hydraulic oil itself, but
they respectively have separate circuits and operating pressures:
Equipment system with operating system of 170 ± 5 bar;
Steering system with operating pressure of 350 ± 5 bar.
The equipment hydraulic system shown in the previous slide, is featured by being fitted with a variable displacement piston
pump (ref. P), having a max.flow rate of 363 liters/min, fitted with three regulators : LS (ref.11) CUT-OFF(ref.12) and POWER
REGULATOR (ref. 13) supplying contemporarily (after sucking oil from the 145 liter tank (ref. S):
-a control block M7-22 (ref.D) Load Sensing-flow sharing “Closed Center” with pressure compensator (ref.24);
-a feed block (ref.Va), which through gate Pr lets oil at 35 bar reach the equipment steering piloting block (ref.Vp), which in
turn, lacking operations combined with steering, feeds always at 35 bar, the two equipment manipulators (ref.Ma) and the
Ripper (ref.Mr). From these pressure reducers piloting signals (0 to 30 bar) depart to the respective user drawers: BLADE-TILT-
RIPPER.
Two solenoid valves and relevant fittings feature the D350 hydraulic system with respect to the traditional FK dozers, in
particular :
1) The piloting solenoid valve of the FLOAT (ref.27) operated by the button on the equipment manipulator (ref.Ma) which
together with the FLOAT pressure switch, rated to 15 bar, (ref.28) enable adding this function. Herefore the condition for adding
the float is that of having at the same time, the button depressed on the manipulator (Ma) and the pressure value on the
piloting line to 15 bar.
2) The piloting solenoid valve of the RIPPER PITCH (rif. 26), which after being ENERGIZED by means of the relevant button
on the ripper manipulator (ref.Mr) enables supplying the two PITCH cylinders through the supply line β by means of the
deviation valve (ref.25), while when the solenoid valve is de-energized (in normal operating conditions) through line α always
by means of the deviation valve to supply the other two cylinders relating to the ripper lowering and lifting.
On the bottoms of the BLADE lifting cylinders, the fast lowering valves (anti-cavitation valve) are always available, which
intervene in the blade fast lowering stage setting to short-circuit the oil going to drainage, and preventing the pump to go into
cavitation.
The blade TILT hydraulic control, is achieved by moving side-ways the equipment manipulator lever (ref.Ma, the is supplied at
100 liters/min thanks to the adjustment system of the rod stroke available on the section.
LOAD SENSING M7-22 - REXROTH DISTRIBUTOR DRAWERS

A11VLO 190 LRS/TR-NSD EQUIPMENT/STEERING PUMP

1. 3-regulator variable displacement pump.
2. Displacement control servopiston.
3. Cut-off regulator (380 bar).
4. Flow regulator LS (21 bar).
5. Power regulator (170 Kw a 2100 RPM)
4
21 bar
3 1
380 bar
5
2
170 Kw at
2100 RPM
1 AXIAL PISTON PUMP
2 4
5
3

LOAD SENSING-REXROTH -M7-1213-20/4M7-22

EQUIPMENT CONTROL VALVE
The D350 EQUIPMENT/STEERING control block is a high

pressure closed center, capable of satisfying the requirements of
2 systems, which even if separate, share some main hydraulic
components.
STEERING Control block M7-22 comprises 4 spool respectively supplying :
the 1st drawer controls the blade, with a flow rate of 300/350 liters
the 2nd drawer controls tilt, with a flow rate of 100 liters;
the 3rd drawer controls the ripper with a flow rate of 300/350 liters;
the 4th drawer controls the hydraulic steering engine with 400
liters.
RIPPER A 2-stage valve with 170/350 bar controls the feed pressures of
the equipment/steering systems.
A selection valve present on the Vp piloting unit circuit, in the case
of the contemporary use of steering/equipment, gives the priority
TILT to the steering, by switching over at the same time to the 350 bar
second stage the main 2-stage main safety valve.
The first 3 spools are provided with safety valves set to 210±5 bar,
BLADE the same are not available on the 4th hydraulic engine spool
because they are directly located on the hydraulic engine.
In the distributor there is also available an unloading valve, 37
bar-and 38 liters/min (at max RPM). This guarantees different
functions in the D350 steering/equipment hydraulic circuit with the
manipulator in neutral.
Finally gate LS is located always on the distributor body, in direct
connection with pump gate X.
Gates -b1-b2-b3-b4- LIFTING
Gates -a1-a2-a3-a4- LOWERING T
QUICK CONNECTIONS X CAB TILT

FLOAT ELECTROVALVE + FLOAT PRESSURE SWITCH (15 bar)

To gate P
in gr. Vp PITCH RIPPER SOLENOID VALVE + CONNECTIONS
Vp
To gate Pr
in l gr. Va
Va
To ripper To tank
deviaton valve
PITCH-RIPPER SOLENOID VALVE
Vp

RIPPER + CONNECTIONS VALVE
Lifting gate -b2-
Lowering gate-a2-

CONFIGURATION WITHOUT RIPPER

- Va - POWER SUPPLY UNIT

-Vp- STEERING PILOTING UNIT

BLADE RAISE CYLINDER GREASE NIPLES

Contents

STEERING
SYSTEM
187 Exit 9. Steering
D350 POWERLINE & D.S.D.
188 Esci 9. Steering

CONTROL FOR STEERING
MECHANICAL
MECHANICALTRAVEL
TRAVELDRIVE
DRIVEWITH
WITH
HYDROSTATIC DIFFERENTIAL STEERING
HYDROSTATIC DIFFERENTIAL STEERING BB3 FAULT INDICATION

STEERING HYDRAULIC DIAGRAM D350

STEERING HYDRAULIC CIRCUIT DIAGRAM
The Steering circuit and that of the EQUIPMENT are only one hydraulic circuit and use the same oil (HI-TECH 46). Although the
two circuits have parts of the system in common, they operate at separate operating pressures, and precisely:
- max. steering circuit pressure 350 ± 5 bar
- max. equipment circuit pressure 170 ± 5 bar
The steering circuit mainly comprises :
- A 190 cc variable displacement AXIAL PISTON PUMP for steering/equipment circuits (ref. P hydraulic diagram in the previous
slide);
- A hydraulic engine for the for the steering functions (ref. M)
- A Control Block (load sensing closed center) controlling the steering/equipment (ref. D)
- A steering piloting valve block (ref. Vp)
- A supply valve block with accumulator (ref. Va)
- Two steering levers, (ref. L) available on the steering/transmission control satellite
- A control unit - Microcontroller (ref. C)
D350 is provided with a steering differential enabling the dozer to transmit power to both tracks (even differently) in a bend,
changing their speed at tracks, and then to push and steering at the same time.
When operator pull one of the two steering levers (L) the variation of the lever angle is converted into an electric signal, which
after being processed by the control unit, (C) reaches the steering piloting valve block (Vp) which let a piloting signal directly pass
to the 4th spool control block (D) actuating the hydraulic engine (M). Inside the piloting unit (Vp) the presence (besides the 2
electro-proportional valves (3) of a selector valve (16) through the priority valve (4) rated to 40 bar, enable system to give priority
to the steering system with respect to the equipment only in the blade lifting condition, and to use contemporarily the two
circuits.(steering+equipment).
By acting individually on the steering levers, but with the transmission in neutral and without touching the equipment, the pump
hydraulic flow rate will flow into the hydraulic engine (M), the latter, through a steering bevel pair+a transmission shaft+a gear
will enable tracks to move at the same speed, but in opposite direction, causing the machine to countertun. When the
transmission is engaged (machine moving) there is a summation of the effects, i.e. the translation speed (coming from the
bevel gear) is summated to the differential effect which is entered instead through the hydraulic engine.

STEERING BEVEL GEAR COMPONENTS AND ASSEMBLY
Bevel Pinion coupling symbols = crown wheel

ASSEMBLING CROWNS
TIGHTENING RING NUT AT TORQUE 100 ÷ 110 daNm
ADJUSTING STEERING BEVEL PINION BEARING PRE-LOAD
1) COUPLE THE BEVEL PINION, INCLUDING BEARING (169) TO THE PINION
HOLDER HOUSING, COMPRISING HALFBEARINGS (198) ADD SPACER (182).
2) POSITION AND SCREW DOWN GAUGE ON BEVEL PINION, TIGHTEN

GAUGE M23 389222 ON PINION TO A TORQUE OF 0.08 TO 0.1 daNm.
BY MEANS OF THE FEELER PIN AND THE DIAL GAUGE, MEASURE SIZE
X THEN DISASSEMBLE GAUGE AND SHIM THE MEASURED X VALUE
OVERSIZED BY 0.07 TO 0.1 mm.
MOUNT BEARING (195) AND RING NUT (183)
3) TIGHTEN RING NUT TO A TORQUE OF 100 TO 110 daNm 0.08 ÷ 0.1 daNm
4) CHECK ROLLING TORQUE ON RING NUT 0,08 TO 0.1 daNm
5) LOCK RING NUT.

PART "A"
GAUGE
GAUGE FEELER PIN
Housing plane
Spacer plane
SPACER
N° C 120

ADJUSTING STEERING BEVEL
A) SHIM BY MEANS OF RINGS (165) AND (173) IN ORDER TO OBTAIN A ROLLING TORQUE ON THE
CROWN SHAFT (with disassembled pinion) EQUAL TO 0.05 TO 0.07 daNm
PAIR+ TEETH CLEARANCE B) AFTER PRELOADING CROWN SHAFT BEARINGS ACCORDING TO NOTE (A) POSITION THE
PINION HOUSING (198) BY MEANS OF SHIMS (202) UNTIL A CONTACT BETWEEN PINION/
CROWN TEETH IS OBTAINED AS SHOWN IN PARTICULAR ”W".
C) AFTER ACHIEVING THE CONTACT SPECIFIED IN NOTE (B) APPORTION SHIMS (175) AND (157)
BETWEEN THE TWO BEARING HOLDER HOUSINGS (156) AND (172) UNTIL A CLEARANCE
BETWEEN THE PINION/ CROWN TEETH SIDES EQUAL TO 0,25 TO 0.33 mm, IS OBTAINED.
CHECK AGAIN WHETHER CONTACT BETWEEN TEETH AND BEVEL SHAFT BEARINGS FALL
WITHIN THE SPECIFICATIONS IN NOTES (A) AND (B).
D) CHECK WHETHER OVERALL ROLLING TORQUE MEASURED ON PINION IS EQUAL

TO 0.13 TO 0.17 daNm.
PARTICULAR ”W"
N° C 121

0,05 ÷ 0,07 daNm
POINT A) OF PROCEDURE

CONTACT SINGLE CROWN CONTACT DOUBLE CROWN CONTACT OF THE TWO CROWNS
POINT B) OF PROCEDURE
2°
1°
0,25 0,33mm
0,25 ÷ 0,33mm
POINT C) OF PROCEDURE
0,13 ÷ 0,17 daNm
POINT D) OF PROCEDURE TIGHTENING to

RICONTROLLO torque
POINT C) 12 daNm

ASSEMBLING OF THE STEERING DIFFERENTIAL UNIT (PINION AND BEVEL GEAR)

PLATE TIGHTENING - 12 daNm PIPE TIGHTENING- 3 daNm

ASSEMBLING RH STEERING DIFFERENTIAL UNIT

INSERTING STEERING GEAR CONNECTION SHAFT
ASSEMBLING RH STEERING DIFFERENTIAL UNIT
PLATE TIGHTENING 12 daNm

Rexroth A2FE 180/61W-VAL181-SK
steering hydraulic motor

Steering Hydraulic Motor-ASSEMBLING

FILLING THE HYDRAULIC MOTOR WITH OIL HI-TECH 46
1,0 Kg
MOTOR-TIGHTENING SCREWS 54 daNm

CONNECTION GATES Connection pipes to A and B gates control block

T
B A
T
S
Supercharging 5 bar TO TANK Contents

CAB
209 Exit 10. Cab

ROPS CAB - D350

210 Exit 10. Cab
WINDOW + DOOR -HANDLE AND HOOCK TO OPEN

211 Exit 10. Cab
ROPS CANOPY-D350
ANTI VANDAL
PROTECTION
212 Exit 10. Cab

EQUIPMENT SAFETY LEVER STEERING-BRAKE SAFETY LEVER
213 Exit 10. Cab

CAB CONFIGUTATION CANOPY CONFIGUTATION
214 Exit 10. Cab

BLADE+RIPPER CONTROL LEVER
215 Exit 10. Cab

GEARSHIFTING GROUP+STEERING CONTROL LEVERS

216 Exit 10. Cab
VENTILATION&CLIMATE
FITTINGS+CONTROLS
217 Exit 10. Cab

VENTILATION DUCT UPPER
218 Exit 10. Cab

ACCELERATOR LEVER POTENTIOMETER
(in parallel with pedal potentiometer)
DECELERATOR PEDAL POTENTIOMETER

219 Exit 10. Cab
SUN SINEWS
220 Exit 10. Cab

CAB MOUNTING UPPER SUPPORT ROPS MOUNTING
TORQUE 92 daNm
TORQUE 60 daNm
Contents
221 Exit 10. Cab
ELECTRIC
SYSTEM
222 Exit 11. Electric System
ELECTRICAL
SYSTEM -1st-
STARTING
and
SAFETY (area)

ELECTRICAL
SYSTEM-2nd-
CONTROLS (area)

ELECTRICAL
SYSTEM-3rd-
MONITORING
(area)

ELECTRICAL SYSTEM-4th-
SERVICES
Light (area)
226 Exit Wiper
11. Electric (area)
System
SERVICES
Ventilation-Climate+ Radio (area)

-ECM- (area)
Electronic controls module

on QSM11 ENGINE

DESCRIPTION AND OPERATION OF THE D350 PRINCIPLE ELECTRIC DIAGRAM
The D350 electric system can be considered as being made up of :
a) one part integrated with SIAC supply cab;
b) a second part integrated with the rest of the machine, (including the engine cable) built and assembled by F.K.
Cab components are: Control unit, Rexroth (micro-controller) transmission/steering control Satellite, Monitor, Safety levers,
Fuse unit.
Machine components are: Steering solenoid valves, transmission control block piloting solenoid valves, Equipment and
Brake supply unit solenoid valves, Float solenoid valve, Ripper PITCH solenoid valve, Relay+Diode unit.
The principle electric diagram comprises both the cab diagram, with the relevant parts coded by supplier,(white color cables
with the cable number printed) and the diagram of the part referring to the machine, coded by F.K. (with grey color cabled with
cable number printed).The above diagram, (to simplify its reading) can be split into five micro areas, in particular:
1) the first area, controls START-UP and SAFETY circuits; (key-safety lever batteries and relays)
2) the second macro area which is represented by CONTROLS; (control unit and control parts)
3) the third area is represented by the MONITORING unit; (monitor+sensors)
4) the fourth area is represented by SERVICES ; (lighting - wiping-electric ventilation service and conditioning - radio)
5) the fifth area is represented by the ENGINE CONTROL UNIT relating to the O.E.M. part (control of accelerator lever-
decelerator pedal-W.I.F.-small panel with enabling buttons and diagnostic increase).
SYSTEM OPERATION.
D350 start-up condition is to have two safety levers (On the electric diagram (ref. Operator safety) in emergency
conditions, (raised levers), this means having the three solenoid valves (ref. brake / implement and Quick brake safety
solenoid valve) of the units supplying the output of the oil under pressure (brake-equipment-quick brake discharge) de-
energized, and at the same time on the control unit PIN 53 (ref.micro-controller) 0 Volt. Under these conditions the
transmission and steering functions are inhibited, and hence the machine is in start-up condition.
Start-up can be performed because, having energized the relay, (ref. Start safety relay) by means of cable 164 and the
successive closure of contact it will be enabled (when operator will switch over the key to start) the key start condition, which
will transit on cable 868 and this will enable in turn energizing the relay (ref. Starting relay-90A) which closing its contact will
enable the battery voltage to energize the starter motor solenoid valve (ref. Starter Motor) which will start the thermal engine.
With the engine running, to enable all the machine operating functions, it will just be necessary to lower the two safety levers,
which by de-energizing the operator safety relay will provide a 24V voltage both to the control unit PIN 53, and to the the
three above described solenoids of the three solenoid valves.

PRIMARY DIAGNOSTIC CODES

DEFECT CODE
LEFT STEERING SOLENOID VALVE SHORT CIRCUIT OR INTERRUPTION E001
RIGHT STEERING SOLENOID VALVE SHORT CIRCUIT OR INTERRUPTION E002
FORWARD SOLENOID CONNECTION SHORT CIRCUIT OR INTERRUPTION E004
REVERSE SOLENOID CONNECTION SHORT CIRCUIT OR INTERRUPTION E008
FIRST GEAR SOLENOID CONNECTION SHORT CIRCUIT OR INTERRUPTION E016
THIRD GEAR SOLENOID CONNECTION SHORT CIRCUIT OR INTERRUPTION E032
LEFT STEERING LEVER POTENTIOMETER CONNECTION SHORT CIRCUIT OR INTERRUPTION E064
RIGHT STEERING LEVER POTENTIOMETER CONNECTION SHORT CIRCUIT OR INTERRUPTION E128

SECONDARY DIAGNOSTIC CODES

E001 E002 E004 E008 E016 E032 E064 E128
E001 E001 E003 E005 E009 E017 E033 E065 E129
E002 E002 E006 E010 E018 E034 E066 E130
E004 E004 E012 E020 E036 E068 E132
E008 E008 E024 E040 E072 E136
E016 E016 E048 E080 E144
E032 E032 E096 E160
E064 E064 E192
E128 E128
MASTER SWITCH
KEY IGNITION SWITCH

DIAGNOSTICS ENABLING BUTTON
PLUG CONNECTOR 12 WAY X BB3
DIAGNOSTIC INCREMENT BUTTON

MICROCONTROLLER
POSITION MICROCONTROLLER POSITION
IN CAB CONFIGURATION IN CANOPY CONFIGURATION

ALTERNATOR 80 Amp MACHINE 50 Amp.
BOX FUSE ON STANDARD CAB
LINK FUSES

TRANSMISSION OIL LOW PRESSURE SWITCH
TRANSMISSION OIL TEMPERATURE SENSOR

BACK-UP ALARM HORN

CAVO 637 SU “I”
+ B
+ B
773
774
000 777
000
STARTER MOTOR
ALTERNATOR- 24V - 70A
ENGINE OIL LOW PRESSURE SWITCH

ENGINE COOLANT TEMPERATURE SWITCH
528
503
552

BRAKE SAFETY SOLENOID VALVE
QUICK BRAKE PRESSURE DISCHARG SOLENOID
BREAK OILLOW PRESSURE SWITCH- 11.5 bar

ELECTRO-PROPORTIONAL VALVE
PITCH RIPPER SOLENOID VALVE
IMPLEMENT SUPPLY SOLENOID
FLOAT PRESSURE SWITCH (15 bar)

+
FLOAT ELECTROVALVE

BOX RELAY+DIODES+…...

PLUG CONNECTOR x BB3
TRANSMISSION AUTOMATIC CONTROL DASHBOARD+FUSE
(AS) AUTO/SHIFT BUTTON ROPS CANOPY CONFIGURATION
AS

ELECTRICAL CONNECTION MANIPOLATORS

OPERATOR SAFETY PROXIMITY SWITCH

AIR VENTILATION AND CLIMATE CONTROL

MAIN CONNECTORS - MACHINE-CAB INTERFACE
THE 4 BAYONETS ROUND CONNECTORS AT 31-
23-21-19 PIN TO ALLOW THE CONNECTION
BETWEEN CABE WIRES AND MACHINE WIRES.
IN PARTICULAR:
24-31 = ENGINE WIRE
24-23 = MACHINE WIRE
24-21 = MACHINE WIRE
24-19 = EXTENSION WIRE (X ELETTRICAL BOX)
FOR MORE INFORMATION, PLEASE SEE THE
PRINCIPLE ELECTRICAL DIAGRAM.

Contents

MAINTENANCE
GENERAL INFORMATION
&
TROUBLESHOOTING
250 Exit 12. Maintenance/troubleshoot.

Fuel tank drainage

Hydraulic oil tank drainage plate

SCHEDULED
MAINTENANCE
EVERY 250 HOURS
PLUG AND DRAINAGE PIPE OIL FROM ENGINE

3,5 ÷ 5,0 bar
Sostituire
3÷ foto con
4 ba
r tubo
collegato
20 bar
AV 1° 14 ÷ 16 bar
2° IND 3°

REPLACING FAN BELT-STANDARD CONFIGURATION-

SCHEDULED
MAINTENANCE
EVERY 1000 HOURS
TRANSMISSION/CONVERTER OIL REPLACEMENT+ FILTER CLEANING

BREATHER
OIL DIPSTICK
+
TRANSMISSION BREATHER
OIL DIPSTICK REAR
TRANSMISSION BOX

Dia senza riquadro

MAINTENANCE
WHEN REQUIRED

CALIBRATION OF STEERING LEVERS
The calibration procedure is carried

out on the machine prior to any
replacement or repair intervention
CABLE BB3
involving the steering or the
transmission/steering electronic unit.
The calibration on the machine shall
possible in two different mode :
- to use the setting box cable for Palm
BB3 P/N 75301716
- to use the PALM BB3 P/N
CABLE BB3
753012589. SETTING
From functionality point view, the BOX
procedures are same, but the BB3 CAB
procedure it is more complete, for to
display, check .change all parameters
on the machines.
CONNECTION SCHEMA BB3
1.Plate on the cab- 2.Cup - 3. Plug

connector 12 way - 4.Setting box cable
for BB3 -A. calibration switch-
B.DSD/BASE selection switch.
262
CALIBRATION OF THE STEERING LEVERS UNIT WITH SETTING BOX CABLE ONLY-P/N 75301716
For the connection the setting box cable, follow the schema illustrated in the previous slide to continue advancing as
indicated here below:
Remove plate (1) from the cab front post and extract cup (2) installed on the pre-arranged electrical connector
(3).Connect connector (4) of the setting box cable.
1. Position the two switches on the setting box, as follows:
-Switch A in position “CAL”
- Switch B in position “DSD”
2. To lower the two security levers
3. Position the starter Key switch in “ON” (secon click of the key) and “0” appears on the dispay
4. Press neutral button “N”on the armrest on the display will appears “CAL0”
Starter Key
STARTER Switch
Key Switch DISPLAY
5. Press again neutral button “N” and “00” will appears on the dispay (with this function, the control unit recognises
the ZERO od the levers);
6. Press again neutral button “N” and “CAL1” will appears on the dispay (calibration levers at full stroke);
7. Actuate , at the same time, both levers to full stroke. Staying in this position, press neutral button “N” and “FF”
will appears on the display, subsequently the dispay shows “0”;
8. Release the levers at neutral position (END of calibration levers at full stroke);
9. Reposition the starter key into “OFF”, remove cable (4) from connector (3).
10. Reinstall cup (2) on the connector (3) and reinstall the plate (1) on the cab post.
The calibration of the steering levers of the machine is completed.
CALIBRATION OF THE STEERING LEVERS UNIT WITH PALM BB3 -P/N 75301589
For the connection of the strumentation, follow the schema illustrated on
previous slide and on side pictures:
1. Connect connector (4) of the setting box cable, at plug connector 12 way
(3);
2. Position the Starter Key Switch in “ON” (secon click of the key);
3. After the check on the Monitor (first 8 second), position the two
switches, on the setting box, as follows:
- Switch “A” in position “CAL”
- Switch “B” in position “DSD”
4. Press F1 button on PALM BB3;
5. Subsequently on the BB3 display will appears “GO ON ENTER”;
6. Press “ENTER” button on PALM BB3(this is the ZERO of the levers);
7. Subsequently on the BB3 display will appears PUT T1 & T2 MAX
START → ENTER;
8. Actuate , at the same time, both levers to full stroke. Staying in this
position, press “ENTER” button on the PALM BB3;
9.”ADJUSTED” appears on the display, and subsequently MANNESMAN
REXROTH, then release the levers at neutral position; (END of
calibration levers at full stroke);
10. Reinstall cup (2) on the connector (3) and reinstall the plate (1) on the
cab post.
The
264calibration of the steering levers 12. Maintenance/troubleshoot.
Exit of the machine is completed.
END OF THE PRESENTATION

Training Manual FH, FK, NH D350-Slide DEALER X UK

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DOZER - D350 - TRAINING MANUAL -

5. Box+Bevel Gear +Brakes

11. Electric system

12. Maintenance+ troubleshooting

WITH RIPPER CONFIGURATION

WITH RIPPER CONFIGURATION

TIEROD ASSY (adjustable)

FRONT MAIN FRAME REAR TRANSMISS. HOUSING

FRONT CROSS-BAR & CYLINDER SUPPORT CROSS BAR + GREASE NIPPLE

LOWER SUPPORT ROPS MOUNTING

TORQUE - 100 daNm

CHECK TEMPLATE FOR CAB

SUPPORT ROPS MOUNTING + TIGHTEN AT TORQUE 100 daNm

REAR MACHINE CABLE CYLINDER SUPPLY FLEX+ PIPES

TRANSMISSION OIL ENGINE WATER SECTION

KIT ANTISAND X ABU DHABI CONFIGURATION

LOWER GRID ANTISAND

KIT SOUND SUPPRESSION P/N 76089274

CAMBIERA’ E SARA’ UNICA X LE 2 VERSIONI

GRID STANDARD GRID ON SOUND SUPPRESSION CONFIG.

HOOD BATTERY BOX

D350 F.K. WITH RIPPER CONFIGURATION

3. Engine oil dipstick

4. Oil introduction pipe

5. Fuel filters (*)

2 7. ECM570 control unit

2. Equipment control belt

5. Fan belt tensioner + alternator

Gear pump Back pressure

2. Fuel filter (Fleetguard FS1000)

3. Fuel filter (Fleetguard FS1003)

5. Engine oil filter

1. OEM 50 pin connector

2. Actuator connectors (OUTPUT signals)

1 3. Sensor connectors (INPUT signals)

Engine oil pressure / temperature combined sensor.

Engine position Sensor

Intake manifold air pressure sensor

Intake manifold air temperature sensor

Coolant temperature sensor

“WIF” (Water - In - Fuel) Sensor

Electro-injector solenoid cabling

Connection from control unit to the “fuel shut-off” valve

*=ORIGINAL EQUIPMENT MANIFACTURER

Engine stop lamp

Engine warning lamp

Wait to start lamp

Diagnostics enabling button

CONTROL UNIT ECM 570

4 DEUTZ pin connection

Engine stop lamp

Wait to start lamp 5

Diagnostics enabling button 44 44

Diagnostics incr. button

• Key “ON” (second tripping)

•Fully operate 3 times the engine throttle lever.

TOOL FOR ENGINE SUPPORT+TORQUE ENGINE + ACCESSORY

ASSEMBLING OF THE CONVERTER

56 ExitASSEMBLING OF THE FLANGE 3. Converter

Transmission Pump Pa+Converter

TIGHTENING TORQUE 7.7 daNm

ASSEMBLING +TORQUE ASSEMBLING +TORQUE 24 daNm

TIGHTENING TORQUE 60 daNm