Manual Gomaco

The Worldwide Leader in Concrete Paving Technology Commander II Trimmer/Paver Operator/Service Manual Network Controls GOMACO CORPORATION A Division of GODBERSEN-SMITH CONSTRUCTION COMPANY WARRANTY All equipment manufactured by Gomaco Corporation ("GOMACO") and delivered new to the initial purchaser and user, and all parts manufactured by GOMACO and contained in that equipment, and all parts manufactured by GOMACO and delivered new to the initial purchaser are sold under and are subject to the following warranty and limitations: FOR A PERIOD OF SIX MONTHS AFTER DELIVERY TO THE INITIAL PURCHASER AND USER, GOMACO will replace, f.o.b. its factory, any part manufactured by GOMACO (whether contained in equipment manufactured and delivered by GOMACO or delivered separately) having defects in materials or workmanship, all without charge except for shipping and installation costs and transportation expense of those involved in the installation of such parts. GOMACO will make no allowances for repairs or alterations to such equipment or such parts unless the same are authorized in writing by GOMACO. EXCEPT AS MAY BE OTHERWISE AND EXPRESSLY PROVIDED HEREIN, SUCH REPLACEMENT OR REPAIR OF DEFECTIVE PARTS MANUFACTURED BY GOMACO SHALL BE THE EXCLUSIVE REMEDY OF THE INITIAL PURCHASER AND USER AND ANY OTHER PERSON TO WHOM THIS WARRANTY MAY EXTEND. NO AFFIRMATION OF FACT OR PROMISE, AND NO DESCRIPTION, AND NO SAMPLE OR MODEL MADE OR PRESENTED BY ANY PERSON WITH RESPECT TO EQUIPMENT OR PARTS MANUFACTURED BY GOMACO SHALL CONSTITUTE A WARRANTY UNLESS EXPRESSLY AUTHORIZED OR CONFIRMED BY GOMACO IN WRITING. NO STATEMENT BY ANY PERSON SHALL CHANGE THE TERMS OR SCOPE OF THE WARRANTY, LIMITATIONS AND DISCLAIMERS IN THIS INSTRUMENT UNLESS AUTHORIZED OR CONFIRMED IN WRITING BY GOMACO. ALL WARRANTIES PROVIDED HEREUNDER OR OTHERWISE SHALL CEASE TO EXIST UPON (i) THE MAKING OF UNAUTHORIZED REPAIRS OR ALTERATIONS, (ii) IMPROPER OPERATION, (iii) OPERATION IN A MANNER EXCEEDING OPERATING LIMITATIONS, (iv) USE FOR A PURPOSE EXCEEDING CAPABILITIES, (v) OR ABUSE, MISUSE, NEGLIGENCE OR ACCIDENT, AND IN ANY EVENT, (vi) UPON EXPIRATION OF SIX MONTHS AFTER DELIVERY TO INITIAL PURCHASER AND USER. THE WARRANTIES PROVIDED FOR HEREIN SHALL NOT EXTEND TO ANY PERSON, EXCEPT FOR BODILY INJURY, OTHER THAN THE INITIAL PURCHASER AND USER OF EQUIPMENT AND PARTS MANUFACTURED BY GOMACO. EXCEPT FOR THE WARRANTIES EXPRESSLY AND SPECIFICALLY MADE HEREIN, GOMACO MAKES NO OTHER WARRANTIES, EXPRESS OR IMPLIED, AND DISCLAIMS ALL OTHER IMPLIED WARRANTIES OF MERCHANTABILITY AND ALL IMPLIED WARRANTIES OF FITNESS FOR A PARTICULAR PURPOSE FOR WHICH THE EQUIPMENT OR PARTS ARE REQUIRED. Any parts, accessories, subassemblies, engines, motors and other items not manufactured by GOMACO but furnished with or constituting a part of the equipment sold by GOMACO ARE NOT COVERED BY ANY OF THE WARRANTIES HEREIN, AND WITH RESPECT TO ANY SUCH ITEM, GOMACO MAKES NO WARRANTY OF ANY KIND WHATEVER, EXPRESS OR IMPLIED, AND DISCLAIMS ALL IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. No affirmation of fact or promise, and no description, and no sample or model, and no express warranty of any type, has been authorized by GOMACO or by any other person with respect to any such item, and any affirmation, statement or description as to any such item constitutes merely an opinion or commendation. GOMACO SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES FOR, AND DISCLAIMS ANY LIABILITY FOR, ANY INCIDENTAL OR CONSEQUENTIAL DAMAGES, INCLUDING LOST OR DUPLICATED TIME OR EXPENSE, ACCRUING FOR ANY REASON TO THE OWNER OR USER OF ANY PRODUCTS SOLD BY GOMACO, WHETHER CLAIM IS MADE IN CONTRACT OR IN TORT OR UNDER ANY WARRANTY OR IN NEGLIGENCE OR OTHERWISE, AND IN ANY EVENT, GOMACO SHALL NOT BE LIABLE FOR ANY DAMAGES FOR ANY REASON IN EXCESS OF THE PURCHASE PRICE OF THE EQUIPMENT OF THE EQUIPMENT SUBJECT TO THIS WARRANTY. GOMACO reserves the right to make changes in its products without incurring any obligation to incorporate such improvements in any products previously sold or in service. GOMACO CORPORATION G. L. Godbersen PRESIDENT & CEO MACHINE SERIAL NUMBER:__________________________________ ENGINE SERIAL NUMBER: ___________________________________ GOMACO Corporation HIGHWAYS 59 & 175 Ida Grove, Iowa 51445 Telephone: 712-364-3347 Fax: 712-364-3986 Form No. H-62N1004C1 Revision 1.1 Printed in USA Copyright 2004 GOMACO Commander II Trimmer/Paver Operator and Service Manual Network Controls CHAPTER I Commander II TO THE CUSTOMER Your new GOMACO Commander II Trimmer/Slipform Paver was carefully designed and manufactured to give years of dependable service. To keep it running efficiently, read the instructions in this manual thoroughly. It contains detailed descriptions and instructions for the efficient operation and maintenance of your Commander II Trimmer/Slipform Paver. Each section is clearly identified so you can easily find the information that you need. Read the Table of Contents to learn where each section is located. All instructions are recommended procedures only. Throughout this manual you will come across “Caution”, “Warning” or "Danger" statements which will be carried out in bold type and preceded by one of the following symbols. Be certain to carefully read the message that follows to avoid the possibility of personal injury or machine damage. A "Danger"statement is of utmost importance and signals severe injury or high probability of death to the user if proper precautions are not taken. A "Warning" statement is customarily used to indicate a potential hazard which could result in serious personal injury. A "Caution" statement usually indicates a hazard that could result in minor injury, or damage to equipment. You will also come across "Notice" statements which will be carried out in bold type. A "Notice" statement usually indicates a precaution or procedure to take to prevent personnal injury, property damage or an unsatisfactory finished product. Right hand and left hand sides are determined by facing the direction the Commander II Trimmer/Slipform Paver will travel during paving operations. The conveyor end of the Commander II is referred to as the “front” and the engine is located at the “rear”. Record your Commander II Trimmer/Slipform Paver serial numbers in the appropriate spaces provided on the title page. Your GOMACO dealer needs this information to give you prompt, efficient service when you order parts. It pays to rely on an authorized GOMACO Distributor for your service needs. For the location of the Distributor nearest you, contact GOMACO. NOTE: It is GOMACO’s policy to constantly strive to improve GOMACO products. The information, specifications, and illustrations in this publication are based on the information in effect at the time of approval for printing and publishing. GOMACO therefore reserves the right to make changes in design and improvements whenever it is believed the efficiency of the machine will be improved without incurring any obligation to incorporate such improvements in any machine which has been shipped or is in service. It is recommended that users contact an authorized GOMACO Distributor for the latest revisions. CAUTION!! ! ! !DANGER! WARNING!! ! 1-2 To the Customer Commander II 1-3 Table of Contents Table of Contents CHAPTER I To the Customer ..................................................................................................................................... 1-2 Table of Contents ................................................................................................................................... 1-3 Safety Decals .......................................................................................................................................... 1-5 Safety Statements ................................................................................................................................ 1-10 Quick Reference Parts List ................................................................................................................. 1-13 CHAPTER II CONTROL AND GAUGES 01 Content of Chapter ............................................................................................................................ 2-1 02 Engine Controls and Gauges ........................................................................................................... 2-1 03 Hydraulic Controls and Gauges ..................................................................................................... 2-2 04 Network Control System ................................................................................................................. 2-9 Faceplate Controls and Gauges ................................................................................................. 2-9 Service Panel Switches ..............................................................................................................2-11 Displays ..................................................................................................................................... 2-13 Calibrate Displays ..................................................................................................................... 2-15 Operation of System ................................................................................................................. 2-16 Set Displays .............................................................................................................................. 2-18 Service Displays ........................................................................................................................ 2-18 Test Displays ............................................................................................................................. 2-19 System Diagnostics ................................................................................................................... 2-19 05 Moving the Machine ....................................................................................................................... 2-23 CHAPTER III CURB, GUTTER, & SIDEWALK SETUP 01 Content of Chapter ........................................................................................................................... 3-1 02 Curb and Gutter Form Preparation ................................................................................................. 3-1 03 Sidewalk Form Preparation ............................................................................................................. 3-5 04 Trimmerhead Preparation ................................................................................................................ 3-7 05 Mounting the Trimmerhead ............................................................................................................. 3-8 06 Mounting the Hydraulic Trimmerhead Lift Assembly ................................................................... 3-9 07 Mounting the Water Tank............................................................................................................... 3-10 08 Mounting the Conveyor ..................................................................................................................3-11 09 Installing the slipform mold .......................................................................................................... 3-13 Installation of the standard drawbar .......................................................................................... 3-13 Installation of a drawbar extension assembly ........................................................................... 3-14 Installing the offset drawbar extension ...................................................................................... 3-14 10 Attaching golf cart path or sidewalk slipform molds.................................................................. 3-18 11 Mounting the sensors (standard) ................................................................................................. 3-20 12 Mounting the sensors (scab-on) ................................................................................................... 3-23 13 Preliminary Adjustments ............................................................................................................... 3-24 14 Final Adjustments .......................................................................................................................... 3-28 15 Pouring Operations........................................................................................................................ 3-29 Lubrication and Maintenance Service Interval Chart ........................................................ 4-1 CHAPTER IV MAINTENANCE .............................................................................................. 4-3 01 Content of Chapter ........................................................................................................................... 4-3 02 Fuels .................................................................................................................................................. 4-3 03 Lubricants ......................................................................................................................................... 4-3 Engine Lubrication Oil ................................................................................................................. 4-3 Hydraulic Oil ................................................................................................................................ 4-4 Commander II 1-4 Gear Case Oils ............................................................................................................................ 4-4 Grease ........................................................................................................................................ 4-4 04 Ten Hour or Daily Service ................................................................................................................ 4-4 05 Fifty Hour or Weekly Service .......................................................................................................... 4-7 06 150 Hour .......................................................................................................................................... 4-13 07 250 Hour Service ............................................................................................................................ 4-14 08 500 Hour Service ............................................................................................................................ 4-14 09 600 Hour or Annual Service .......................................................................................................... 4-15 10 Servicing Air Cleaner ..................................................................................................................... 4-18 11 Battery Service ............................................................................................................................... 4-19 12 Alternator, Regulator and Starter Service .................................................................................... 4-20 13 Adjusting Servo Valves.................................................................................................................. 4-21 14 Adjusting Pressures ...................................................................................................................... 4-21 Trimmerhead Pressure .............................................................................................................. 4-22 Conveyor Pressure ................................................................................................................... 4-22 Tractive Pressure ...................................................................................................................... 4-23 Counterbalance Valve Pressure ................................................................................................ 4-24 Vibrator Pressure ...................................................................................................................... 4-24 Lift Pressure .............................................................................................................................. 4-25 15 Calibrating the Slope Sensor ........................................................................................................ 4-25 CHAPTER V TROUBLESHOOTING 01 Content of Chapter ........................................................................................................................... 5-1 02 Troubleshooting the Engine ............................................................................................................ 5-1 03 Troubleshooting the Hydraulic Reservoir System ........................................................................ 5-1 04 Conveyor Hydraulic Diagnostics .................................................................................................... 5-4 05 Troubleshooting the Trimmerhead System ................................................................................... 5-7 06 Troubleshooting the Tractive System .......................................................................................... 5-10 Counterbalance Valve Description ............................................................................................. 5-11 Steer Servo Description .............................................................................................................5-11 Track Two-Speed Description ................................................................................................... 5-12 07 Troubleshooting the Vibrator System .......................................................................................... 5-16 08 Slipform Mold Hydraulic System Dianostics ............................................................................... 5-20 09 Troubleshooting Auxiliary Hydraulic Systems ............................................................................ 5-23 Locking Valve Description for early model machines ................................................................ 5-23 10 Troubleshooting the Grade Hydraulic Systems .......................................................................... 5-25 11a Network Electrical Drawing ......................................................................................................... 6-32 11 Network Steer and Grade Electrical Diagnostics ........................................................................ 5-33 Automatic Steer Operation ........................................................................................................ 5-34 Manual Steer Operation ............................................................................................................ 5-35 12 Emergency Stop Electrical Diagnostics ...................................................................................... 5-44 13 Troubleshooting the Engine Electrical System ........................................................................... 5-49 CHAPTER VI STRINGLINE SET-UP 01 Content of Chapter ............................................................................................................................ 6-1 02 Setting Straight Line ......................................................................................................................... 6-1 03 Setting Line for Radii ........................................................................................................................ 6-4 04 Positioning Stringline for Cross Slope Changes ........................................................................... 6-5 05 Setting the Line Under the Machine ............................................................................................... 6-6 Commander II 1-5 Safety Decals Commander II 1-6 Commander II 1-7 Commander II 1-8 NOTICE WARNING! DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND THOROUGHLY UNDERSTAND THE OPERATORS MANUAL. FAILURE TO FOLLOW THIS PROCEDURE MAY RESULT IN INJURY OR DEATH. DANGER! DO NOT ALTER OR MODIFY THIS PRODUCT WITHOUT THE EXPRESS WRITTEN CONSENT OF THE MANUFACTURER. UNAUTHORIZED MODIFICATION MAY RESULT IN SERIOUS INJURY OR DEATH. DCAL-058 Commander II 1-9 GENERAL SAFETY STATEMENTS 1. The C-II should only be operated by responsible persons who have thoroughly read the operators manual and have been properly instructed to do so. Do not allow unnecessary persons on the machine. 2. Be certain all shields and guards are kept in place. 3. Be certain that the trimmerhead or auger is free of debris before engaging the control valve. 4. Keep hands, feet and clothing free of moving parts. Do not wear loose fitting clothing or jewelry that can catch on controls or other parts of the machine. 5. Use steps and hand rail to mount and dismount from the C-II. 6. Be certain that the engine is shut off before performing service or maintenance on the C-II. 7. Stop the trimmer wheel or auger rotation and shut the engine off before removing debris. 8. Be certain that all hydraulic control valves and electrical controls are in the "off" position before starting the engine. 9. Wear a hard hat, protective glasses and other protective equipment as required by job conditions. 10. Report all needed repairs. 1-10 Commander II 1-10 Safety Statements SAFETY SECTION The safety section lists basic safety precautions. In addition, this section identifies the text and locations of warning labels used on the machine. Read and understand the basic precautions listed in the safety section before operating or performing lubrication, maintenance and repair on this equipment. WARNING: DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND THOROUGHLY UNDERSTOOD THE OPERATORS MANUAL. FAILURE TO FOLLOW THIS PROCEDURE MAY RESULT IN INJURY OR DEATH. DANGER: DO NOT ALTER OR MODIFY THIS PRODUCT WITHOUT THE EXPRESS WRITTEN CONSENT OF THE MANUFACTURER. UNAUTHORIZED MODIFICATION MAY RESULT IN SERIOUS INJURY OR DEATH. WARNING SIGNS AND DECALS There are several specific safety signs or decals on your machine. Please take the time to familiarize yourself with the safety signs. Make sure that you can read all safety signs. Clean or replace these if you cannot read the words or see the pictures. When cleaning the labels use a cloth, water and soap. Do not use solvents, gasoline, etc., to clean safety signs. The use of solvents, gasoline, etc., could loosen the sign’s adhesive and cause the sign to fall off. You must replace a label if it is damaged, missing or cannot be read. If a label is on a part that is replaced, make sure a new label is installed on the replaced part. Contact your GOMACO dealer for new labels. HIGH PRESSURE WATER High pressure water can cause personal injury. When using high pressure water for cleaning, wear a protective face shield, protective clothing and protective shoes. Wear eye protection at all times when cleaning the machine. Pressurized water could cause debris and/or water to be blown and result in personal injury. Do not aim the nozzle at any part of the body. FLUID LEAKS Always use a board or cardboard when checking for a leak. Escaping fluid under pressure, even a pin-hole size leak, can penetrate body tissue, causing serious injury, and possible death. If fluid is injected into your skin, it must be treated by a doctor familiar with this type of injury immediately. Do not bend or strike high pressure lines. Do not install bent or damaged lines, tubes or hoses. Repair any loose or damaged fuel and oil lines, tubes and hoses. Leaks can cause fires. Inspect all lines, tubes and hoses carefully. Do not use your bare hands to check for leaks. Tighten all connections securely. Check for the following: -End fittings damaged or leaking. -Outer covering chafed or cut and wire reinforcing exposed. -Outer covering ballooning locally. -Evidence of kinking or crushing of the flexible part of the hose. -End fittings displaced. BURN PREVENTION Do not touch any part of an operating engine. Allow the engine to cool before any repairs are performed on the engine. Do not touch any hydraulic tank, valve or hose when at operating temperature. Allow the hydraulic oil to cool before performing any service on the hydraulic circuits. Relieve all pressure in oil, fuel or cooling systems before any lines, fittings or related items are disconnected or removed. COOLANT At operating temperature, the engine coolant is hot and under pressure. The radiator and all lines to the engine contain hot coolant. When pressure is relieved rapidly, this hot coolant can turn into steam. Any contact with hot coolant or steam can cause severe burns. Check the coolant level only after the engine has been stopped and the filler cap is cool enough to remove with your bare hand. 1-11 Commander II 1-11 Remove the cooling system filler cap slowly to relieve pressure. Cooling system additive contains alkali. To prevent personal injury, avoid contact with the skin and eyes and do not drink. Allow cooling system components to cool before draining. BATTERIES Battery electrolyte contains acid and can cause injury. Avoid contact with the skin and eyes. Wash hands after touching batteries and connectors. Use of gloves is recommended. Batteries give off flammable fumes which can explode. Do not smoke when observing the battery electrolyte levels. Always wear protective glasses when working with batteries. FIRE OR EXPLOSION PREVENTION All fuels, most lubricants and some coolant mixtures are flammable. Diesel fuel is flammable. Gasoline is flammable. The mixture of diesel and gasoline fumes are extremely explosive. Do not smoke in areas where batteries are charged, or where flammable materials are stored. Keep all fuels and lubricants stored in properly marked containers and away from all unauthorized persons. Store all oily rags or other flammable material in a protective container, in a safe place. Do not weld or flame cut the frame, pipes or tubes that contain flammable fluids without prior authorization and instruction from GOMACO or a GOMACO authorized dealer. Do not weld on the machine with the battery connected. Disconnect the battery negative (-) ground cable to prevent damage to the electrical system and /or explosion. Remove all flammable materials such as fuel, oil and other debris before they accumulate on the engine or other components of the machine. Do not expose the engine or hydraulic components to flames if at all possible. Have a fire extinguisher available and know how to use it. Inspect and have it serviced as recommended on the instruction plate. When starting from an external source, always connect the positive (+) jumper cable to the POSITIVE (+) terminal of the battery of the engine to be started. To prevent potential sparks from igniting combustible gases produced by some batteries, attach the negative (-) boost ground cable last, to the starter NEGATIVE (- ) terminal (if equipped) or to the engine block. Clean and tighten all electrical connections. Check daily for loose or frayed electrical wires. Have all loose or frayed electrical wires tightened, repaired or replaced before operating the machine. CRUSHING OR CUTTING PREVENTION Support equipment and attachments properly when working beneath them. Never attempt adjustments while the engine is running unless otherwise specified in this manual. Stay clear of all rotating and moving parts. Guards should be in place whenever maintenance is not being performed. Wear protective glasses when striking objects to avoid injury to your eyes. Chips or other debris can fly off objects when struck. Make sure no one can be injured by flying debris before striking any object. MOUNTING AND DISMOUNTING Do not jump off the machine. Always use steps and handholds when mounting and dismounting. Clean steps, handholds and areas of the machine you will be working on or around. PREPARING TO START THE MACHINE Be sure that all protective guards and covers are installed if the machine must be started to make adjustments or checks. To help prevent an accident caused by parts in rotation, work carefully around them. Inspect the machine for potential hazards. Make sure no one is working on, or close to the machine before starting or moving it. 1-12 Commander II 1-12 Commander II 1-13 Quick Reference Parts List Engine Oil Filter Cummins 4BT3.9 .............................................................................................. 210-46A29 Engine Primary Fuel Filter Cummins 4BT3.9 .............................................................................................. 210-46A30 Engine Secondary Fuel Filter Cummins 4BT3.9 .............................................................................................. 210-46A31 Engine Air Filter Cummins .......................................................................................................... 210-46B41 Hydraulic Main Hydraulic Filter Element ........................................................................... 110-10A88 High Pressure Lift Circuit Filter Element ........................................................... 110-45Q53 Sump Filter ....................................................................................................... 110-46F19 Sump Filter Access Cover Gasket .................................................................... GT62-194 Access Cover Bolt Rubber Seal Washer .......................................................... 420-30A96 Network controller system Grade/Steering Sensor ..................................................................................... 500-46D83 Slope Sensor .................................................................................................... 500-46Y35 Feedback Pot ................................................................................................... 500-46D84 S2X (direct replacement for DC2) .................................................................... 500-49J69 Main Control Panel Module .............................................................................. 500-48L55 Display Switch Assembly (Main Control Panel Module) ........................ B-GT61-555-D Individual Control Meter Module ....................................................................... 500-48L54 Vertical Switch Assembly (Elevation Control) ........................................B-GT61-555-B Horizontal Switch Assembly (Steering Control) ..................................... B-GT61-555-C Sensor Coil Cord (10 ft.) ................................................................................... 520-48D39 Sensor Coil Cord (20 ft.) ................................................................................... 520-48D40 Servo Valve (5 gpm) ......................................................................................... 125-45N30 Servo Valve Mounting O-rings (4 required) ................................................. 160-10F22 Commander II 1-14 Grade Sensor Wand (Complete) ...................................................................... 500-15A77 Sensor Wand (Tube Only) .................................................................... 500-15A80 Thumb Screw for Grade Wand ............................................................. 500-10P87 O-ring for Thumb Screw on Grade Wand ............................................. 500-10P88 Steering Sensor Wand ..................................................................................... 500-15A69 Thumb Screw for Steering Wand ......................................................... 500-10F65 0-3000 psi (0-207 bar) Pressure Gauge ........................................................... 700-35A46 Ignition Key Switch ........................................................................................... 210-46K14 Vibrator .............................................................................................................GT11-046 Relief Cartridges Main Relief Valve Cartridge (RPGC JAN) ........................................................ 125-10B39 Vented Main Relief Valve Cartridge (RVEA LAN) ............................................ 125-10C47 Vibrator Main Relief Valve Cartridge (RPGC JAN) ........................................... 125-10B39 Vibrator Vented Main Relief Valve Cartridge (RVEA LAN) ............................... 125-10C47 Vibrator Variable Relief Valve Cartridge (RVGA LHN) ..................................... 125-45Q87 Lift Lock Check Valve/Thermal Relief (CBCA LHN) ......................................... 125-45N98 Solenoid Valve Vibrator Solenoid Valve Spool and Coil (NC) ................................................... 125-50G58 Emergency Stop Solenoid Valve Spool and Coil (NO) ..................................... 125-50G57 Tractive Brake Solenoid Valve Spool and Coil (NO) ........................................ 125-50G57 Servo Lock Solenoid Valve Assembly (Coil 125-45R94) .................................. 125-45R91 Circuit Breakers 10 Amp ............................................................................................................. 525-10S44 20 Amp ............................................................................................................ 525-10S45 Quick Coupler O-Rings 1/4 inch ............................................................................................................. 160-10Y41 3/8 inch ............................................................................................................. 160-10J99 1/2 inch ............................................................................................................. 160-10K03 3/4 inch ............................................................................................................. 160-10K01 Conveyor Discharge Chute ..............................................................................RC64-028 Trimmer Teeth (Carbide Tip) ............................................................................ 730-45J82 Commander II 2-1 CAUTION!! ! CONTINUOUS EXPOSURE TO ENGINE AND MACHINE NOISE CAN CAUSE HEARING INJURY. DO NOT OPERATE THE MACHINE WITHOUT ADEQUATE HEARING PROTECTION. Throttle: The engine speed can be adjusted with this control in one of two ways. First, by turning the control counterclockwise (out) to increase rpm and clockwise (in) to decrease rpm. Second, by pushing in on the center button and pulling out on the control to increase rpm or pushing in on the control to decrease rpm. Normal engine operating speed is 2150 rpm (maximum). Do not increase engine speed above 1000 rpm until engine oil pressure has increased, especially in turbocharged engines. Ignition Switch: “On/off/start” positions. “Off” position shuts off the electrical power to the electronic controls and stops the engine. “On” position supplies electrical power to the electronic controls and the engine fuel solenoid to open it. “Start” position is used for starting the engine. After the engine starts, allow the switch to return to the “on” position. Turning the ignition switch to the “off” position will stop the engine. Air filter restriction indicator 033-3198 Air Filter Restriction Indicator: Monitors the amount of engine air intake restriction. As the air intake restriction increases, the line will move higher on the indicator. When the engine is stopped, the line will lock in place. When the line shows in the service indicator window, the air filter needs replacing. Push in on the button in the bottom and release it to reset the indicator. CHAPTER II CONTROL AND GAUGES 01 Content of Chapter This chapter gives a description of all engine, hydraulic and electrical controls used on the Commander II. The basic operating procedures for the Commander II are also covered. Read this chapter thoroughly to identify yourself with all controls and operations. Pay particular attention to all safety statements. NOTICE WARNING! DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND THOROUGHLY UNDERSTAND THE OPERATORS MANUAL. FAILURE TO FOLLOW THIS PROCEDURE MAY RESULT IN INJURY OR DEATH. DANGER! DO NOT ALTER OR MODIFY THIS PRODUCT WITHOUT THE EXPRESS WRITTEN CONSENT OF THE MANUFACTURER. UNAUTHORIZED MODIFICATION MAY RESULT IN SERIOUS INJURY OR DEATH. DCAL-058 02 Engine Controls and Gauges Engine controls and gauges 033-3057 Tachometer and Hour Meter: Electrically operated and registers engine rpm and hours of operation. Driven by the alternator. Normal operating speed is 2150 rpm (maximum). Voltage Meter: Indicates voltage in the electrical circuits. Normal indication is a 13-14 volt charge at 2150 rpm. Engine Water Temperature: Indicates operating temperature of the engine coolant. Normal operating temperature is approximately 190-200° (88-93.4° C.) for Cummins engines, depending on ambient air temperature. If the temperature rises above 220° F. (104.4° C.) locate the cause and correct. Engine Oil Pressure: Indicates engine oil pressure. Normal operating pressure is 65 psi (4.5 bar) at 2150 rpm for Cummins engines. Refer to the appropriate engine operators manual for additional instructions. Commander II 2-2 Master disconnect switch 033-3178 Master Disconnect Switch: The master disconnect switch is used to disconnect the ground side of the electrical system from the negative post of the battery. With the switch in the “off” position, ground to all electrical circuits is disconnected and the circuits will not operate. When the switch is turned to the “on” position, a ground is provided to the electrical circuits, allowing them to operate. The switch must be in the “on” position during normal operation. Notice: To minimize the potential of electrical system damage, disconnect the battery cables from the battery before welding any part of this machine. 03 Hydraulic Controls and Gauges Hold over pressure gauge (option) 033-3219a Form Hold-Over Pressure Gauge (Option): Monitors the amount of pressure applied to the hydraulic cylinder holding the rear of the slipform mold over in contact with an existing concrete surface for scab on placement. Track pressure gauges 033-3219g Left Track Pressure Gauge: Monitors the amount of pressure required to operate the left track drive system in forward or reverse. Normal operating pressure range is 650 to 1800 psi (48 to 124 bar). Relief pressure setting for the tractive system is 2150 psi (148 bar). Right Track Pressure Gauge: Monitors the amount of pressure required to operate the right track drive system in forward or reverse. Normal operating pressure range is 700 to 1800 psi (48 to 124 bar). Relief pressure setting for the tractive system is 2150 psi (148 bar). Conveyor pressure gauge 033-3219b Conveyor Pressure Gauge: Monitors the amount of pressure required to operate the charging conveyor. Amount of pressure required will depend on the amount of concrete on the conveyor. Normal operating pressure range is 500 to 1800 psi (34 to 124 bar). Relief pressure setting for the conveyor system is 2150 psi (148 bar). Lift pressure gauge 033-3219c Lift Pressure Gauge: Monitors the amount of hydraulic pressure available for machine grade (elevation) and steering control. Normal lift pressure is 1600 psi (110.3 bar). Note: If lift pressure drops below 1000 psi (69 bar), machine control may become slow. Vibrator pressure gauge 033-3219d Vibrator Pressure Gauge: Monitors the amount of pressure required to operate the vibrator circuit. Amount of pressure required will depend on the Commander II 2-3 number of vibrators being operated and their speed. Normal operating pressure range is 500 to 1500 psi (34 to 103.4 bar). Trimmer pressure gauge 033-3219e Trimmerhead Pressure Gauge: Monitors pressure required to drive the trimmer wheel. Normal operating pressure range is 500 to 1800 psi (34 to 124 bar). Pressure will vary depending on depth of cut, subgrade density and forward travel speed. Hold down pressure gauge 033-3219f Form Hold-Down Pressure Gauge: Monitors the amount of pressure applied to the hydraulic cylinder holding the rear of the slipform mold down in contact with the concrete. Hydraulic oil gauges 033-3218 Hydraulic Oil Temperature Gauge: Monitors the hydraulic oil temperature. Normal operating temperature is 140° to 180° F (60° to 82° C.) depending on the ambient temperature. If the hydraulic oil temperature rises above 195°F (90.5°C), locate the cause of the overheating. Overheating can be caused by excessive load on all systems on a warm day, air flow through the oil cooler restricted and/ or by a system that is constantly exceeding relief pressure. The overheating can be corrected by reducing the load on all systems on a warm day, cleaning the oil cooler fins, and/or by reducing the load on the various systems to maintain pressure below relief setting. Note: Excessive oil temperature may cause serious damage to components. Hydraulic Filter Pressure Gauge: Monitors the amount of pressure required to force the hydraulic oil through the main hydraulic filter. Normal operating pressure is below 25 psi (1.7 bar). During cold weather start-up, the filter pressure may exceed 25 psi (1.7 bar). The filter must be changed when the gauge registers in the replace area with the hydraulic oil at operating temperature. Conveyor control valve 033-3183b WARNING!! ! TO AVOID SERIOUS INJURY, DO NOT STAND ON THE CONVEYOR ANY TIME THAT THE ENGINE IS RUNNING, IN CASE IT IS ACCIDENTALLY STARTED. DO NOT OPERATE THE CONVEYOR WHEN CLEANING THE MACHINE. KEEP HANDS, FEET AND CLOTHING AWAY FROM ROTATING BELT, PULLEYS AND ROLLERS. STOP THE CONVEYOR BEFORE CLEANING THE BELT, PULLEYS OR ROLLERS. Conveyor Directional Control Valve: Controls the direction and speed of the charging conveyor. When the control valve is moved towards the “forward” position, the conveyor runs in a charging direction. The “off” position stops the conveyor. “Reverse” is used mainly for cleaning the belt. The more the control valve is moved from the “off” position, towards “forward” or “reverse”, the faster the conveyor will run. When cleaning the conveyor, clean the visible side of Commander II 2-4 the belt and then turn it 1/2 turn to clean the opposite side. Do not allow the conveyor to run continuously when cleaning. Travel control valve and micro switch 033-3183c WARNING!! ! BE CERTAIN THAT THE AREA IN FRONT OF, AND BEHIND THE MACHINE IS CLEAR BEFORE MOVING THE MACHINE. MOVE THE MACHINE SLOWLY WHEN LOADING OR UNLOADING IT. BE CERTAIN THAT THE AREA AROUND THE MACHINE IS CLEAR BEFORE TURNING. Travel Variable Speed Control Valve: Controls the operating travel speed in either forward or reverse from 0 to 30 fpm (0 to 9 mpm) or 0 to 54 fpm (0 to 16 mpm) in auxiliary travel. Travel of the machine should always be started or stopped with this valve. When the control valve is moved in the decrease direction to the “off” position, the track drive system is stopped. As the control is rotated in the increase direction, the track drive system begins to operate. The more the control valve is moved in the increase direction, the faster the tracks will turn. Micro Switch: Automatically starts and stops all of the vibrators. When the travel variable speed control valve handle is raised clear of the micro switch button, the machine will begin to move and the vibrators will begin to operate simultaneously. When the control valve handle is pushed down, depressing the micro switch button, the vibrators will stop at the same time as the machine stops. Note: The auxiliary travel/vibrator selector valve must be in the “vibrator” position and the vibrator variables must be turned in the increase direction for the vibrators to operate. The micro switch controls output signal to the steer servo valve. When the button is depressed, the output signal to the steering servo valve is broken. When the button is released, steering output to the steer servo valve is restored. The micro switch also acts as an engine start safety switch. The switch button must be depressed to crank the engine. Auxiliary travel/vibrator selector valve 033-3183d Auxiliary Travel/Vibrator Selector Valve: Directs the hydraulic fluid flow from the vibrator pump to the vibrator system when in the “vibrator” position (knob pulled out). Directs the hydraulic fluid flow from the vibrator pump to the tractive system when in the “auxiliary travel” position (knob pushed in). Track directional control valves 033-3184a Commander II 2-5 WARNING!! ! BE CERTAIN THAT THE AREA IN FRONT OF, AND BEHIND THE MACHINE IS CLEAR BEFORE MOVING THE MACHINE. MOVE THE MACHINE SLOWLY WHEN LOADING OR UNLOADING IT. BE CERTAIN THAT THE AREA AROUND THE MACHINE IS CLEAR BEFORE TURNING. Travel Directional Control Valves: Controls the travel direction of each track individually. When the control valve is placed in the “forward” position, the corresponding track will move forward and will move in reverse when the control valve is placed in the “reverse” position. When the control valve is in the “neutral” (center) position, the track will not move. The starting and stopping of the tracks is controlled by the travel variable speed control valve. Track two speed switch 033-3031 Track Two Speed Switch: Used to control high speed (transport travel) and low speed (paving) operation of the track drive motors. By placing the switch in the "off" position, the hydraulic oil supplied to the track drive motors is routed through the motor to operate at high torque and low speed (paving operations). By placing the switch in the "on" position, the hydraulic oil supplied to the track drive motors is routed through the motor to operate at low torque and high speed (transport travel). ! !DANGER! TO PREVENT SERIOUS INJURY, OR DEATH, BE CERTAIN THAT THE TRIMMERHEAD AREA IS CLEAR BEFORE STARTING THE TRIMMERWHEEL. STAY CLEAR OF THE TRIMMERWHEEL AND DISCHARGE AUGER WHEN THE ENGINE IS RUNNING. STOP THE ENGINE BEFORE PERFORMING ANY SERVICE WORK ON THE WHEEL UNLESS OTHERWISE INSTRUCTED. Trimmerhead control valve 033-3184b Trimmerhead Control Valve: Controls the direction of the trimmer wheel rotation. “Forward” position rotates the trimmer wheel in a direction opposed to machine forward travel. “Off” position stops the wheel rotation. “Reverse” position rotates the wheel in a reverse direction to free it of debris. Draw bar lift switch 033-3261 Controls a solenoid valve which operates a hydraulic motor used to raise and lower the slipform mold draw bar. “Up” raises the drawbar and “down” will lower it. The center position will stop the form in a given position, but will not necessarily hold it in that position. Commander II 2-6 Hold over cylinder option 033-3084 Hold over control valves 033-3179 Hold-Over Control Valve: Controls the hydraulic cylinder used to hold the rear of the slipform mold against the existing roadway when pouring against it (scab-on). “Off” will pull the slipform away from the existing roadway and “on” will push the slipform against the roadway. The center position will stop the form in a given position, but will not necessarily hold it there. The valve is used in conjunction with the holdover pressure control valve and must be operated in the “on” position during pouring operations. Note: The holdover is an optional system, however, the main control valve is installed on the machine. Holdover Pressure Control Valve (Optional): Used to adjust the amount of pressure holding the rear of the slipform mold against the existing roadway. Adjustable from 30 to 600 psi (2 to 41 bar) by turning the control knob clockwise to increase pressure and counterclockwise to decrease pressure. Hold down cylinder 033-3081 Hold down control valves 033-3179 Hold-Down Control Valve: Controls the hydraulic cylinder used to hold the rear of the slipform mold down in firm contact with the concrete. “Up” raises the rear of the slipform mold and “down” will lower it onto the concrete. The center position will stop the form in a given position, but will not necessarily hold it in that position. The valve is used in conjunction with the hold-down pressure control valve and must be operated in the “down” position during pouring operations. Hold-Down Pressure Control Valve: Used to adjust the amount of pressure holding the rear of the slipform mold down on the concrete. Adjustable from 30 to 600 psi (2 to 41 bar) by turning the control knob clockwise to increase pressure and counterclockwise to decrease pressure. Commander II 2-7 Trimmerhead shift control valve 033-3179b Trimmerhead Shift Control Valve: Used to laterally move the trimmerhead left or right on the machine frame. Moving the valve to the left position will laterally shift the trimmerhead up to 48 in. (122 cm) to the left for trimming and pouring operations. Moving the valve to the right position will laterally shift the trimmerhead to the right for machine transport or obstacle clearance. The trimmerhead will maintain it’s lateral position when the valve is allowed to return to center. The control is spring centered and will return to the center position when released. Right leg shift control valve 033-3179c Right Leg Control Valve: Controls the lateral positioning of the right leg assembly from fully retracted to the right side of the frame, up to 30 inches (76 cm) to the right. Moving the control valve to the “out” position will cause the leg to extend and moving the control valve to the “in” position will cause the leg to retract. The leg will maintain it’s lateral position when the valve is allowed to return to center. Note: Be certain that the locking bolts in the bottom of the outer guide tube are loosened before shifting the leg. The locking bolts should be tightened when the leg is fully extended. Curb cut out control valve 033-3179d Curb Cut Out Control Valve: Controls the lateral shifting of a driveway blockout blade into the side of the curb section of the slipform mold profile. Moving the control valve to the "in” position will cause the blockout blade to insert into the curb and will retract when the control valve is moved to the "out" position. Vibrator variables 033-3029 Vibrator Variable Control Valves: Used to individually control the vibration output of each hydraulic powered concrete vibrator in the slipform mold. Controls vibrator output from 0 to 10,500 vibrations per minute (vpm). Rotating each control knob counterclockwise increases vibration and clockwise decreases vibration in the corresponding vibrator. Turning the knob all the way clockwise stops the vibrator attached to that circuit. Commander II 2-8 Servo valves 033-3051a Servo Valve Manual Overrides: Used for troubleshooting the steering and grade systems to determine if the problem is electrical or hydraulic. The lever is mounted on top of the valve. By moving the manual control lever on the top of the servo valve, the system controlled by that valve should respond as follows. 1. Left front, left rear, and right grade: By moving the manual control lever forward, the corresponding leg should raise and should lower when the lever is moved to the rear. 2. Steering: By moving the manual control lever forward, the machine should turn left and should turn right when the lever is moved to the rear. The machine must be traveling in forward or reverse to check the manual operation. Note: The main control panel should be in the "standby" mode when checking the operation of the override levers. Conveyor lift control valve 033-3201 Conveyor Lift Control Valve: Controls the vertical movement of the receiving hopper end of the conveyor to allow easier concrete discharge from supply trucks. Moving the control valve to the “up” position will raise the receiving end of the conveyor and moving the control valve to the “down” position will lower the receiving end of the conveyor. Center will hold the conveyor in a given position. Emergency stop button 033-3215 WARNING!! ! A DEFECTIVE EMERGENCY STOP SYSTEM MAY CAUSE SEVERE INJURY OR DEATH. DO NOT OPERATE THE MACHINE WITH AN INOPERATIVE EMERGENCY STOP SYSTEM. CHECK THE EMERGENCY STOP SYSTEM FOR PROPER WORKING ORDER BEFORE BEGINNING PAVING OPERATIONS. Emergency Stop Button: Used to stop the operation of all hydraulic systems except the lift system in emergency situations. Depressing any one of the emergency stop buttons located around the machine will cause a vented relief to open in the trimmer, conveyor, track and vibrator systems. This will dump all oil supply for each of the systems back to the pressure tank. Pull out or turn the button to reset the emergency stop circuit. Commander II 2-9 Emergency stop reset switch 033-3220 WARNING!! ! BE CERTAIN THAT ALL CONTROLS ARE IN THE OFF POSITION BEFORE ACTIVATING THE RELAY. TO PREVENT SERIOUS INJURY, OR DEATH, BE CERTAIN THAT ALL PERSONS ARE CLEAR OF THE TRIMMER/AUGER, CONVEYORS AND TRACKS BEFORE ACTIVATING THE RELAY. Emergency Stop Reset Switch: Used to reset the emergency stop relay when one of the emergency stop buttons has been depressed. The reset switch must be depressed whenever the emergency stop reset indicator light is illuminated. The emergency stop button must be reset to the out position prior to depressing the emergency stop reset switch. Place all hydraulic controls in the “off” or “neutral” position before resetting the emergency stop circuit. Emergency Stop Indicator Light: Used to indicate when the emergency stop relay must be reset or when an emergency stop button has been depressed. When it is illuminated, the emergency stop reset switch must be depressed to energize the emergency stop relay. When the relay has been energized, the light will go out. Note: The emergency stop indicator light will be illuminated after initial start up of the engine as well as whenever an emergency stop button has been depressed. 04 Network Control System Faceplate Controls and Gauges Network control panel NET-0058 The network control panel is designed to provide access to all functions required for normal paving operations. Additional functions are accessed with the switches that are located under the cover at the bottom of the panel. The panel consists of three individual leg modules, a main control module, the smart steer panel, an all jog switch and a warning light. Individual leg module NET-0060 Each leg module consists of a deviation meter and various switches used to control a single elevation loop. The module consists of a deviation meter that is used to display grade sensor position. The deviation meters are also used to show sensitivity settings and automatic/manual status. A single segment indicator (indicator to one side of meter center) shows elevation Commander II 2-10 error. The curved segments to the side indicate elevation. The indicators for the left elevation displays will be pointed to the left and the indicator for the right elevation display will be pointed to the right. Automatic (A) or manual (M) control mode is indicated by segments in the lower corners of the display. If the elevation loop is in manual, the manual (M) segment will be displayed. The automatic (A) segment will be displayed if the control loop is in the automatic mode. Backlighting of the display meter is provided for low light and night viewing. A set of three switches positioned vertically along the side of the deviation meter are used for control of elevation. The auto/manual (A/M) switch will set the elevation loop for manual operation through the use of the jog switches, or automatic operation through the use of the corresponding sensor. The jog switches are used to manually change the elevation of the leg when the control loop is in the manual mode. The jog switches will override the sensor signals when the control loop is in the automatic mode. The jog switches are functional with the main control module in either run or standby. The switches are also used to increase or decrease sensitivity when required. Note: The left front module also contains a deviation meter that is used to display steering sensor position. Main control module NET-0059 The main control module is located in the center of the network control panel. The main control module display is capable of displaying letters (alpha), numbers (numeric) and some special symbols in two lines of up to 24 characters each. The display is used for general system information, as well as various calibration, service and testing information. Backlighting of the display panel is provided for low light and night viewing. The slope setpoint switches are used to change the cross slope of the machine frame. Depressing the switch with the arrow pointing to the left (-), will cause the right side of the machine to raise. The right side of the machine will lower if the switch with the arrow pointing to the right (+) is depressed. By depressing and releasing either switch, the slope command will change in 0.05% increments. By depressing and holding the switch, the slope command will slowly change in 0.05 % increments for approximately two counts, and then rapidly change in 0.2% increments until the switch is released. A small wedge symbol will appear when the slope is changed either direction from 0.0%. If the machine frame is commanded to tilt to the left, the wedge symbol will appear, tilted to the left. If the machine frame is commanded to tilt to the right, the wedge symbol will appear, tilted to the right. The run/standby switch is used to place all control systems in the run mode, or in the standby mode. The mode of the system is shown in the upper left corner of the display by an “S” for standby, or by an “R” for run. To change the mode, depress and release the switch. In the standby mode, all automatic signals to the servo valves are turned off. In the run position, the manual/ automatic selection made at the individual control loops will control the corresponding servo valve. Warning Light: The warning light will provide a visible signal if a problem should occur in the control system. If the main control module is in the “standby” mode, the light will flash. If there is a problem in one or more of the individual control loops with the main control module in the run (R) mode and the individual loop in the automatic (A) mode, the light will remain illuminated. If there is no problem in the system with all functions in the automatic mode, the light will go out. Note: The alarm system must be set to the “lamp” mode for the light to indicate a fault. If the alarm system has been set to the “ignore” mode, the light will not come on. If the alarm system has been set to the “horn & lamp” mode, the horn will sound any time that the light comes on. Refer to the section covering calibration for instructions on how to set the alarm mode. All jog switch 033-3186a All Jog Switch: The all jog switch is used to simultaneously raise or lower all legs. When using the all jog switch, the main control module can be in run (R) or standby (S), and the individual elevation control loops can be in manual (M), or automatic (A). The all Commander II 2-11 jog switch will override the automatic functions. If the main control module is in the standby (S) mode, or the individual elevation loops are in the manual (M) mode, when the all jog switch is released, the legs(s) will hold at the current position. If the main control module is in the run (R) mode when the jog switch is released, the control of the elevation loops that are in the automatic (A) mode will return to the sensors. If the loop in automatic (A) is being controlled by the slope sensor, the corresponding leg will follow the sensor in the normal manner. If the loop in automatic (A) is being controlled by a grade sensor, the leg will follow the sensor in the normal manner, unless the sensor has reached the off line limit. Smart steer controls NET-0058a Smart steer controls: The smart steer panel contains a steering control dial for manually steering the machine, a forward/reverse switch and a manual/ auto switch. The manual/auto switch is used to place the steering control in either the auto, or manual mode. When the switch is in the manual mode, the steering can be controlled by the steering control dial on the control panel. When in the auto mode, the steering is controlled by the sensor following a preset guideline. The forward/reverse switch sets the steering control system for either forward or reverse operation while following the preset guideline. When the switch is in the “forward” position the steering system is set to operate correctly in automatic control while traveling forward. The main display panel will indicate that the system is set for forward. When the travel switch is in the “reverse” position the steering system is set to operate correctly in automatic control while traveling in reverse. The main display panel will indicate that the system is set for reverse. The manual steer dial is used to turn the machine in the manual mode. When the indicator on the dial is centered the machine will travel straight ahead. As the dial is turned either direction from center, the machine will turn accordingly. The more the dial is turned, the faster the machine will turn. The manual steer dial has no affect on the steering when the manual/auto switch is in the “auto” position. Service Panel Switches Service panel switches 031-0149 LAST/NEXT/CLEAR Switches: When the start-up display is active, the LAST and NEXT switches are used to advance or recall the various displays on the main control module. The displays that can be viewed at this time are the main start-up display, the job distance, the total distance, the average distance per minute and the actual slope. The CLEAR switch is used to clear any of the distance displays back to the “0” setting. The CLEAR switch will have no effect on certain functions when they are displayed (such as slope setting). When either the CALIB (calibrate), SERVICE, SET, or TEST switch on the service panel is depressed, the LAST and NEXT switches are used to advance or recall the various displays on the main control module. Read the message on the main control module display and proceed as directed. Note: The ENG (engine) and HYD (hydraulic) switches are currently inactive. The STORE switch is used when in the SET mode. Commander II 2-12 Sensitivity switches 031-0148a Sensitivity Switches: The sensitivity switches are used to activate the sensitivity setting modes. Depressing and releasing the ELEV (elevation) switch will cause the setting for each individual elevation loop to be displayed on the corresponding display. The sensitivity setting is indicated by the number of indicators displayed. Minimum sensitivity is with one indicator showing and maximum is with twenty showing. The sensitivity can be set at any place in between. The sensitivity is typically setting on the elevation control loops is typically with ten (10) to eleven (11) indicators showing. Individual elevation control loop sensitivities can be increased by depressing the up switch, or decreased by depressing the down switch. For each depression of either switch, the sensitivity will change one setting. To exit the elevation sensitivity mode, depress and release the ELEV switch. Depressing and releasing the STEER switch will cause the steering sensitivity setting to be displayed on the main control module display. The sensitivity setting is indicated by a number from one (lowest) to twenty (highest). The sensitivity is typically set at number ten (10) or eleven (11). To change the sensitivity setting of the steering, the slope set switches are used. For each depression of either switch, the sensitivity will change one setting. For optimum performance, it may be necessary to increase or decrease the sensitivity. Sensitivity settings can be made in the standby or run mode. Calibrate Switch 031-0148b Calibrate Switch: The CALIB (calibrate) switch will bring up machine specific configuration displays on the main control module. When in the calibration mode, the LAST and NEXT switches will scroll through the available calibration displays. The + and - slope switches are used to change the various settings. The various displays that can be accessed, and changed, when in the calibration mode are alarm mode selection, English/metric display selection, machine width, grade and steering sensor phasing, and “All Jog” valve drive voltage settings. To exit the calibration mode, depress and release the CALIB (calibrate) switch. Engine, hydraulic and service switches 031-0147 Engine, Hydraulic and Service Switches: The ENG (engine) and HYD (hydraulic) switches are currently inactive. The SERVICE switch will bring up test mode displays on the main control module. When in the service mode, the LAST and NEXT switches will scroll through the available service displays. The various displays that can be accessed, and tested, when in the service mode are switch test and display test. To exit the service mode, depress and release the SERVICE switch. Commander II 2-13 Set and Store Switches 031-0142a Set, Test and Store Switches: The SET switch will bring up reference adjustment displays on the main control module. It is used to change the null position of the slope sensor. When in the set mode, the automatic/manual (A/M) switch or the LAST and NEXT switches may be depressed to display the null position of the appropriate slope sensor on the display panel. By depressing the STORE switch, a new null value will be assigned if the slope sensor is within the null limits. To exit the set mode, depress and release the SET switch. Test Switch 031-0142b The TEST switch will bring up test mode displays on the main control module. When in the test mode, the LAST and NEXT switches will scroll through the available test displays. Depressing the automatic/ manual (A/M) switch on each control loop will also access the available test displays for each loop. The various displays that can be accessed, and tested, when in the test mode will show sensor and valve voltages during active operation of the system. To exit the test mode, depress and release the TEST switch. Displays 033-3341 GT-6200 S0031001 19Apr95 Machine model display 033-3341 When the ignition switch is first turned on, the main control module display will show the power-up screen for approximately five seconds. The machine model and setup configuration will be displayed on the upper line. The program identification number (software number) and the revision date will be displayed on the lower line. During this time the system is self checking the programming for faults. If a fault exists in the programming, the display panel will indicate that a fault is present. 033-3340 R: SLOPE SET = 0.00% Forward STRING 2 TRACK Normal operating display 033-3340 After the program checks are completed, the display panel will change to the normal operating display. The letter “S” or the letter "R" on the left end of the upper line will indicate that the main control module is in the standby mode, or the "run" mode (system will be in "standby" on start-up). The next display on the upper line indicates the slope setting percentage. If the slope setting is adjusted either direction from “0.00%”, a wedge symbol will appear indicating the direction of the slope. The first display in the lower line will indicate the machine direction of travel. The second part of the lower line will indicate how the machine steering is to be controlled. 360293 S: JOB = 511 ft Job display 360293 The LAST/NEXT/CLEAR switches are used to call up displays other than the slope command setting. Depressing the NEXT switch will bring up the job feet (meters) traveled during pouring operations on the lower line of the main control module. The job feet (meters) odometer display can be any part of the total display, or equal to the total display. The job display is intended to display distance traveled on short runs, or for each load of concrete. Depressing the NEXT switch again will bring up the total feet (meters) traveled during pouring operations on the lower line of the main control module. The total feet (meters) is a cumulative total of all feet (meters) Commander II 2-14 poured since the total was last cleared and could include several days of pouring. Note: Once the total is cleared, it cannot be reprogrammed back into the system. When the NEXT switch is depressed again, the display will show average feet (meters) per minute for the job. Depressing the LAST switch will bring up the previous display. The CLEAR switch is used to reset the total, job or average displays back to zero. Depressing the CLEAR switch while in the average feet (meters) per minute mode, will return the average to zero, but will not affect the job or the total. Depressing the CLEAR switch while in the job mode, will return the job display to zero, but will not affect the total. Depressing the CLEAR switch while in the total mode will clear both the total and the job displays. The CLEAR switch has no affect on the slope mode. 033-3343 S: actual slope (%) Fr = 0.20 Rr = 1.00 Actual Slope Display 033-3343 When the NEXT switch is depressed again the display will show actual slope in the machine frame. This display differs from the slope setpoint setting in that actual slope is a reading taken directly from the sensor. It also indicates whether the slope setpoint setting coincides with the sensor position on the frame. 033-3344 S: STEER VALVE > Steer valve signal display 033-3344 When the NEXT switch is depressed again the display will show the steer valve correction signal. This display indicates the percentage of drive signal being sent to the steer servo valve from the network automatic control system. The left or right arrows indicates whether the signal is correcting the machine travel to the left or to the right. When the micro switch under the variable travel control valve is depressed, the steering drive signal is turned off and no drive signal will be displayed. 033-3345 ELEV SENSITIVITY use jogs to adjust Elevation sensitivity displays Depressing and releasing the ELEV (elevation) switch will cause the setting for each individual elevation loop to be displayed on the corresponding display. The sensitivity setting is indicated by the number of indicators displayed. Minimum sensitivity is with one indicator showing and maximum is with twenty showing. The sensitivity can be set at any place in between. The sensitivity is typically setting on the elevation control loops is typically with ten (10) to eleven (11) indicators showing. Individual elevation control loop sensitivities can be increased by depressing the up (↑) switch, or decreased by depressing the down (↓) switch. For each depression of either switch, the sensitivity will change one setting. To exit the elevation sensitivity mode, depress and release the ELEV switch. 033-3346 STEER SENS jog to adjust Steer Gain = 10 Steer sensitivity display 033-3346 Depressing and releasing the STEER switch will cause the steering sensitivity setting to be displayed on the main control module display. The sensitivity setting is indicated by a number from one (lowest) to twenty (highest). The sensitivity is typically set at number ten (10) or eleven (11). To change the sensitivity setting of the steering, the slope set switches are used. For each depression of either switch, the sensitivity will change one setting. For optimum performance, it may be necessary to increase or decrease the sensitivity. Sensitivity settings can be made in the standby or run mode. Commander II 2-15 Calibrate Displays 360294 SYSTEM CALIBRATION LAST or NEXT for more System calibration display 360294 The calibrate mode is used to select various settings needed during setup and operation of the machine. By depressing and releasing the CALIB (calibrate) switch at the bottom of the control panel, the main control module display will indicate that the calibration mode has been entered. Depressing the LAST or NEXT switches will scroll through the individual calibrate settings. 360296 CAL: press +/- to adjust ALARM MODE = LAMP & HORN Alarm display 360296 Depressing and releasing the NEXT switch will select the alarm mode on the main control module display. The alarm system alerts an operator to a malfunction occurring in the monitored systems. The upper line will display “press +/- to adjust” while the lower line will display “ALARM MODE” and the current setting. Use the slope adjust switches (+ or -) to change the mode to scroll through the alarm mode settings available. When the mode displayed is “ALARM MODE = IGNORE” the system will not alert the operator to malfunctions. When the mode displayed is “ALARM MODE = LAMP”, the lamp will illuminate when a malfunction occurs. When the mode displayed is “ALARM MODE = LAMP & HORN”, the lamp will illuminate and the audible alarm will sound when a malfunction occurs. The appropriate setting is selected when it is displayed. Note: When the alarm mode is set for “LAMP & HORN”, the lamp will flash when the main control module is in “standby”, but the audible alarm will not sound. 360297 CAL: press +/- to adjust UNITS = METRIC English/metric display 360297 Depressing and releasing the NEXT switch will select the English/metric units mode on the main control module display. The units mode is used to designate the numerical system used in the distance measurements accumulated in the controller. The upper line will display “press +/- to adjust” while the lower line will display “UNITS” and the current setting. Depressing the +/- switches will scroll through the elevation mode settings available (English, Metric). The appropriate setting is selected when it is displayed. Conversion of any existing measurements is automatic when changing from one numeric system to the other. 033-3342 CAL: press +/- to adjust MACHINE WIDTH = 1005 cm Machine width display 033-3342 Depressing and releasing the NEXT switch will select the machine width mode on the main control module display. The upper line will display “press +/- to adjust” while the lower line will display “MACHINE WIDTH” and the current setting. Depressing and releasing the slope setpoint switch with the + sign will increase the setting in 1 in. (2.5 cm) increments. Depressing and releasing the slope setpoint switch with the - sign will decrease the setting in 1 in. (2.5 cm) increments. Depressing and holding either of the switches will rapidly increase or decrease the setting. Machine width is determined by measuring the distance between the center of the left track(s) and the center of the right track(s). 360298 CAL: press +/- to adjust GRADE WANDS = PULL Grade wand display 360298 Commander II 2-16 Depressing and releasing the NEXT switch will select the grade sensor phasing on the main control module display. Grade sensor phasing allows attachment of the grade sensor wands for pushing or pulling the wands along the stringline. All grade sensors must face the same direction. The upper line will display “press +/- to adjust” while the lower line will display “GRADE WANDS” and the current setting. Depressing the +/- switches will scroll through the grade wand settings available (Push, Pull). The appropriate setting is selected when it is displayed. 360299 CAL: press +/- to adjust STEER WANDS = PUSH Steer wand display 360299 Depressing and releasing the NEXT switch will select the steer sensor phasing on the main control module display. Steer sensor phasing allows attachment of the steer sensor wands for leading or trailing the wands along the stringline. Both sensors must face the same direction. The upper line will display “press +/- to adjust” while the lower line will display “STEER WANDS” and the current setting. Depressing the +/- switches will scroll through the steer wand settings available (Lead, Trail). The appropriate setting is selected when it is displayed. 360306 CAL: press +/- to adjust LF max all jog = 200ma All jog display 360306 Depressing and releasing the NEXT switch will bring up each of the all jog voltage modes on the main control module display. The all jog voltage values to each elevation control loop can be changed to raise all legs at the same speed regardless of weight distribution. The upper line will display “press +/- to adjust” while the lower line will display the control loop position (LF, RF, LR) with “max all jog” and the voltage setting. Depressing the +/- switches will increase or decrease the voltage setting. Setting range is 0 to 250 ma (milliampere) for each of the control loops. To adjust, select the desired leg by scrolling through the displays. Adjust the setting up or down as desired and check the operation with the all jog switch. If the up or down speed is not correct, readjust and recheck. Normal range is from 150 to 250 ma. Note: The all jog voltage setting has no affect on the automatic control output signals. Operation of System 033-3341 GT-6200 S0031001 19Apr95 Start-up display 033-3341 Start-up: When the ignition switch is first turned on, the main control module display panel will show the power-up screen for approximately five seconds. During this time the controller is self checking for faults. 033-3340 R: SLOPE SET = 0.00% Forward STRING 2 TRACK Operating display 033-3340 The normal operating display will indicate the controller status, slope setting, travel direction and steer mode. Control loop in manual mode 033-3217 Manual operation: With no sensors connected, any leg on the machine can be raised or lowered with the main control module in the standby (S) or run (R) mode, or with the control loops in the manual (M) or automatic (A) mode. To raise or lower the leg, depress and hold the up, or down switch on the appropriate control loop. When the machine is at the desired height, release the switch. To manually raise or lower any leg on the machine with the sensors connected, the main control module Commander II 2-17 must be in the standby (S) mode, or the control loop must be in the manual (M) mode (if the main control module is in the run (R) mode). Note: To hold the machine frame level, it is recommended to place the main control module in the run (R) mode, and the slope control loop in the automatic (A) mode. Adjust the slope setpoint to “0.00%”. This will cause the frame to automatically remain level while moving the machine around. It may be necessary to decrease the sensitivity if the machine becomes unstable. All leg elevations on the machine can be controlled through the use of the all jog switch. By moving the all jog switch in the “up” direction, all leg elevations will raise and will lower when the switch is moved in the “down” direction. If the weight distribution on each leg varies, it may be necessary to calibrate the all jog current values to allow each leg to raise the machine frame equally. Refer to the calibrate display section for adjustment procedures. 033-3339 R: SLOPE SET = 0.00% Forward KNOB 2 TRACK Smart steer in manual mode 033-3339 To manually steer the machine using the steering dial (with or without the sensors connected), the main control module must be in the “run” mode and the steer auto/manual switch must be in the “manual” position. Turn the manual steer dial either direction as necessary to turn the machine. The more the dial is turned, the faster the machine will turn. Automatic mode with slope 033-3186 Automatic Operation: For automatic operation, the sensors must be mounted and connected to the machine. To set the control system for automatic control, the machine should be set to the stringline guide, following the instructions in the setup chapter. Check that the main control module is in the standby (S) mode. Place each control loop in the automatic (A) mode by depressing each of the A/M switches. Place the steering auto/manual switch in the “auto” position. Place the forward/reverse switch in the position corresponding to the direction of travel. Depress the run/standby switch to place the main control module in the “run” mode (indicated by “R” in the display). All elevation control loops should drive to the “null” (center) position as indicated by the control loop display indicators. If a grade sensor wand is in the full up or down position, when the system is placed in the run (R) mode, it may cause an “off line” condition and shut down the loop. To correct, move the appropriate sensor wand slightly back towards center. The system will recognize this as a normal operating range, placing the control loop back in the automatic mode and will now react to the sensor wand position. Note: The steering system will not center until machine movement is started. The slope command will return to the last value that it was set at, even if the system has been shut down and restarted. The slope setpoint switches are used to change the cross slope of the machine frame. By depressing and releasing either switch, the slope command will change in 0.05% increments. By depressing and holding the switch, the slope command will slowly change in 0.05% increments for two counts, and then rapidly change in 0.2% increments until the switch is released. Sensitivities on control loop 033-3204 Sensitivity settings can be checked by depressing and releasing either the ELEV (elevation) or STEER sensitivity switches under the service panel. Depressing and releasing the ELEV (elevation) switch will cause the setting for each individual elevation loop to be displayed on the corresponding display. The sensitivity setting is indicated by the number of indicators displayed. Minimum sensitivity is with one indicator showing and maximum is with twenty Commander II 2-18 showing. The sensitivity can be set at any place in between. The sensitivity is typically setting on the elevation control loops is typically with ten (10) to eleven (11) indicators showing. Individual elevation control loop sensitivities can be increased by depressing the up switch, or decreased by depressing the down switch. For each depression of either switch, the sensitivity will change one setting. To exit the elevation sensitivity mode, depress and release the ELEV switch. Depressing and releasing the STEER switch will cause the steering sensitivity setting to be displayed on the main control module display. The sensitivity setting is indicated by a number from one (lowest) to twenty (highest). The sensitivity is typically set at number ten (10) or eleven (11). To change the sensitivity setting of the steering, the slope set switches are used. For each depression of either switch, the sensitivity will change one setting. For optimum performance, it may be necessary to increase or decrease the sensitivity. Sensitivity settings can be made in the standby or run mode. Set Displays The set mode is provided to adjust the slope sensor if it has been replaced or needs readjustment. When the set button is depressed, the message “adjust reference (null)” will be displayed. All control functions can be manually adjusted using the jog switches. All automatic functions are disabled. The centering signals of the slope sensor can be checked in the set mode. As the slope sensor is moved through the range of travel, the centering signal reading should vary from 0.80 volts to 4.25 volts. 2.50 volts is the electrical center of the sensors. 360310 SLOPE=2.55V NULL=2.50V press STORE to null Slope sensor centering signal 360310 Centering the Slope Sensor: Prior to storing a new null point, the machine frame should be leveled from side to side. To center the slope sensor, set the slope command to “0.00%”. Depress and release the SET switch under the service panel. The main control module display will indicate on the upper line “ADJUST REFERENCE (NULL)” while the lower line will indicate “select via A/M switches”. To select the slope control loop, depress the A/M switch on the appropriate control loop. The main control module display will indicate on the upper line the position and type of sensor, the current voltage value and the actual null point of the sensor. The lower line will indicate “press STORE to null” and an arrow symbol will appear if the sensor is not within the null limits. If no arrow symbol appears on the lower line of the main control module display, depress the STORE switch under the service panel to store the new null point. If an arrow symbol pointing up or down appears, it indicates that the actual voltage reading is outside the null limits and the arrow indicates whether the actual voltage should be raised or lowered to be within the null limits. Loosen the sensor mounting screws and rotate the sensor as necessary to move the actual voltage closer to the null voltage reading. Tighten the mounting screws securely. Depress the STORE switch under the service panel. Refer to the Maintenance chapter for more information. Service Displays The service mode is provided to test the control panel displays and switches. By depressing and releasing the SERVICE switch at the bottom of the control panel, the main control module display will indicate the service mode has been entered and depressing the LAST or NEXT switches will scroll through the individual service tests. 033-3338 SWITCH TEST:KNOB REV DIS Switch test display 033-3338 Depressing and releasing the NEXT switch will bring up the switch test on the main control module. The top line will display SWITCH TEST and the current position of the auto/manual steer switch and the forward/reverse switch while the bottom line will display the location, type and function of any switch that is activated on the control panel. If a switch is activated and no function is displayed, the switch is defective and must be replaced. Commander II 2-19 033-3337 DISPLAY TEST: check segments on meters Meter segment display 033-3337 Depressing and releasing the NEXT switch will bring up the meter segment test on the control loops and the main control module. The top line will display “DISPLAY TEST” while the bottom line will display “check segments on meters”. Each of the control loop meters will display all segments in a circular pattern for possible malfunction. Inspect each of the displays for missing segments and replace the display if segments are missing. Test Displays 033-3336 Lt:PWR SNSR FrVLV RrVLV 12.07V 4.98V 0.00V-0.00V 033-3335 LF:FGR Fr ST Rr GR Rr ST 2.50V 2.51V 2.48V 2.49V Test mode displays 033-3336; 033-3335 The test mode is provided as a digital volt meter to test the various sensor signals and the steer dial signal (manual steer mode). Power and sensor supply voltages as well as output signals to the elevation and steer servo valves are indicated on a second display. By depressing and releasing the TEST switch under the service panel, the main control module display will indicate the test mode has been entered and that depressing the LAST or NEXT switches will scroll through the test displays for each leg. The first display for a particular leg will indicate the location of the sensors and the individual output voltage signals from the grade (GR) and steer (ST) sensors. The second display for the same leg will indicate the location of the readings and the power supplied to the individual DC-2 unit (PWR), the voltage supplied to the sensors (SNSR) and the elevation valve (ELVLV) and steer valve (STVLV) drive voltages. The voltage readings may be used in determining whether a signal is being received from, or power is being supplied to the individual control functions of the machine for troubleshooting purposes. These displays may be accessed during automatic operation of the machine. The following table shows the low and high voltage signals that the controller normally operates in. Any signal above or below the normal ranges is an indication of a faulty circuit and should be repaired or replaced as necessary. Circuit Voltage Range Power supply .........................................9.0 to 16.0 Sensor supply ......................................4.75 to 5.25 Sensor output ..........................................1.2 to 3.8 Slope sensor output .............................0.75 to 4.25 Elevation Valve ....................................0.0 to ±4.10 Steer Valve ..........................................0.0 to ±4.10 System Diagnostics The network controller is capable of self and system diagnostics. It will detect the following: 1. Low battery voltage 2. Incorrect sensor signals 3. Opens and shorts in wiring 4. Lost stringline 5. Location of faults 6. Program faults The main control module display will indicate the type of failure and the current voltage reading for the failed circuit. If more than one fault exists, the main control module will alternate between faults, giving an overall view of the problem. The following is a listing of the various fault messages. Refer to the troubleshooting chapter for more diagnostic information. 360319 LF SENSOR POWER FAILURE VALID RANGE = 4.75-5.25V Panel sensor power failure 360319 Commander II 2-20 PANEL SENSOR PWR FAILURE—This message refers to a problem with voltage being provided to the manual steer dial on the control panel as well as sensor power for the emergency bypass system. If sensor voltage drops below 4.75 volts or increases above 5.25 volts the main control module display will alternate the message “panel sensor pwr failure” with the normal operating display. The machine can be operated in the manual mode only. 033-3348 BATTERY VOLTAGE FAILURE = 6.88V RANGE= 9.0-16.0V Battery voltage failure 033-3348 BATTERY VOLTAGE FAILURE—This message refers to a problem with battery voltage being provided to the control panel. If battery voltage drops below 9.0 volts or increases above 16 volts the main control module display will alternate the message “battery voltage failure” and the current voltage reading, with the normal operating display. The machine cannot be operated in the manual or automatic mode. Check for 12 volt power at the circuit breaker. If 12 volts are evident, the cable between the control panel and the circuit breaker is faulty and must be replaced. If 12 volts are not evident at the circuit breaker, the battery or charging system is faulty. Refer to troubleshooting the Miscellaneous Electrical Circuits for more information. 360317 LF GRADE OUT OF RANGE = 0.09V RANGE=1.2-3.8V Grade out of range 360317 SENSOR OUT OF RANGE—If the output voltage signal from a sensor drops below 1.2 volts or increases above 3.8 volts the main control module display will indicate the location and type of sensor. The message “sensor out of range” will alternate with the normal operating display. The display will show the current voltage reading and the “in range” voltage. The output voltage drive to the corresponding servo valve will shut down, holding the appropriate cylinder in position. The appropriate control loop must be in the automatic (A) mode and the main control module must be in the run (R) mode prior to reading a fault of this type. To check, swap the sensor with one known to be good. If the problem is corrected, the sensor is at fault and must be replaced. If the problem is not corrected by swapping the sensor, swap the cord between the sensor and the bulkhead plug. If the problem is not corrected by swapping the cord, disconnect the cable between the bulkhead plugs and the DC2, at the DC2 controller. Swap the cable to one of the other DC2 controllers. If the problem transfers with the cable, the cable is at fault and must be replaced. If the problem remains with the DC2 controller, the DC2 controller is at fault and must be replaced. Note: The working voltage range for the slope sensor is 0.25 to 4.75 volts. Install bypass cable connection 033-3193 & 033-3194 Notice: If the machine is equpped with black S2X controllers, the bypass cable will not function and is not supplied with the machine. If the machine is equipped with blue DC2 controllers, the bypass cable will function as follows. Commander II 2-21 If the DC2 controller has failed, it is possible to temporarily install the bypass cable in the back of the control box to continue operation. To bypass a defective DC2, disconnect the large and small bulkhead plug for the appropriate DC2 on the junction box that is bolted to the rear of the main control box. Connect the cable that is hanging from the main control box labeled “Limp” into the large bulkhead plug on the junction box. The control functions for that individual leg are now transferred to the main control panel for temporary operation. The main panel display will alternate the message "DC2 Not Responding" with the normal operating display when the limp cable has been properly connected. Operation of the machine can be resumed at this time. Note: The bypass cable only allows operation of the machine if one DC2 controller has failed. If more than one has failed it will not be possible to operate the machine until repairs have been accomplished. 360318 LF GRADE OFF STRINGLINE = 1.29V RANGE=1.5-3.5V Off stringline 360318 OFF STRINGLINE—If the output voltage signal from a sensor drops below 1.5 volts or increases above 3.5 volts the main control module display will indicate the location and the type of the sensor. The message “off stringline” and the current voltage reading will alternate with the normal operating display. The output voltage drive to the corresponding servo valve will shut down, holding the appropriate cylinder in position. The appropriate control loop must be in the automatic (A) mode and the main control module must be in the run (R) mode prior to reading a fault of this type. To correct this problem, place the sensor wand(s) back on the stringline guide. 360319 LF SENSOR POWER FAILURE VALID RANGE = 4.75-5.25V Sensor power failure 360319 SENSOR POWER FAILURE—This message refers to a failure of the power supplied to the sensors by the individual DC2 controllers. If sensor voltage drops below 4.75 volts or increases above 5.25 volts the main control module display will indicate the location of the failure. The message “sensor pwr failure” will alternate with the normal operating display. The output voltage drive to the corresponding servo valve will shut down, holding the appropriate cylinder in position. If a power failure occurs in one of the DC2 controllers it is possible to bypass the failed DC2 controller temporarily. Install the bypass cable in the back of the control box. Disconnect each of the cables from the failed DC2 and connect them to the appropriate connector in the bypass cable. The control functions for that individual leg are now transferred to the main control panel for temporary operation. 360320 LF BATTERY POWER FAILURE VALID RANGE = 9.0-16.0V Battery power failure 360320 BATTERY POWER FAILURE—This message refers to a failure of the power supplied to the individual DC2 controller. If battery voltage drops below 9 volts or increases above 16 volts the main control module display will indicate the location of the failure. The message “battery pwr failure” will alternate with the normal operating display. The output voltage drives to the corresponding servo valves will shut down, holding the appropriate cylinder in position. The machine can be operated in the manual mode only. If a battery power failure occurs to one of the DC2 controllers, it will be necessary to disconnect the power cable and check for 12 volts. If voltage is low, check for 12 volts at the circuit breaker. If 12 volts are apparent, the cable is defective and must be replaced. It is also possible to temporarily install the bypass cable in the back of the control box to continue operation. Disconnect each of the cables from the failed DC2 and connect them into the appropriate connector in the bypass cable. The controls for that individual leg are now transferred to the main control panel for temporary operation. Replace the defective DC2 controller or wiring as necessary. Note: The bypass cable only allows operation of the machine if one DC2 controller has failed. If more than one has failed it will not be possible to operate the machine until repairs have been accomplished. Commander II 2-22 360321 LF ELEV SERVO SHORT VALID RANGE = 5-25 ohms Elevation servo short 360321 SERVO SHORT—If a short occurs in the wiring or the valve, the main control module display will indicate the location and the type of the servo valve. The message “servo short” will alternate with the normal operating display. The output voltage drive to the corresponding servo valve will shut down, holding the appropriate cylinder in position. Normal servo valve coil resistance range is 5 ohms to 25 ohms. A short occurs when resistance is below 5 ohms. To check, disconnect the polarized plug from the suspect servo valve. Connect the plug from the DC2 controller to a servo valve known to be good. If the fault message clears, the suspect valve is defective and must be replaced. If the fault message remains, the servo valve is good and the problem is in the wiring or the DC2 controller. If the DC2 controller has failed, it is possible to temporarily install the bypass cable in the back of the control box to continue operation. To bypass a defective DC2, disconnect the large and small bulkhead plug for the appropriate DC2 on the junction box that is bolted to the rear of the main control box. Connect the cable that is hanging from the main control box labeled “Limp” into the large bulkhead plug on the junction box. The control functions for that individual leg are now transferred to the main control panel for temporary operation. The main panel display will alternate the message "DC2 Not Responding" with the normal operating display when the limp cable has been properly connected. Operation of the machine can be resumed at this time. Note: The bypass cable only allows operation of the machine if one DC2 controller has failed. If more than one has failed it will not be possible to operate the machine until repairs have been accomplished. 033-3347 STEER SERVO OPEN VALID RANGE = 5-25 ohms Steer servo open 033-3347 SERVO OPEN—If an open occurs in the wiring or the valve, the main control module display will indicate the location and the type of the servo valve. The message “servo open” will alternate with the normal operating display. The output voltage drive to the corresponding servo valve will shut down, holding the appropriate cylinder in position. Normal servo valve coil resistance is 5 ohms to 25 ohms. An open occurs when resistance is above 25 ohms. To check, disconnect the polarized plug from the suspect servo valve. Connect the plug from the DC2 controller to a servo valve known to be good. If the fault message clears, the suspect valve is defective and must be replaced. If the fault message remains, the servo valve is good and the problem is in the wiring or the DC2 controller. If the DC2 controller has failed, it is possible to temporarily install the bypass cable in the back of the control box to continue operation. To bypass a defective DC2, disconnect the large and small bulkhead plug for the appropriate DC2 on the junction box that is bolted to the rear of the main control box. Connect the cable that is hanging from the main control box labeled “Limp” into the large bulkhead plug on the junction box. The control functions for that individual leg are now transferred to the main control panel for temporary operation. The main panel display will alternate the message "DC2 Not Responding" with the normal operating display when the limp cable has been properly connected. Operation of the machine can be resumed at this time. Note: The bypass cable only allows operation of the machine if one DC2 controller has failed. If more than one has failed it will not be possible to operate the machine until repairs have been accomplished. 360323 LF DC2 NOT RESPONDING DC2 controller not responding 360323 DC2 CONTROLLER NOT RESPONDING—If DC2 controller failure occurs, the main control module display will indicate the location of the DC2. The message “DC2 controller not responding” will alternate with the normal operating display. This message occurs when a DC2 controller is not communicating with the main control panel. To check, swap the DC2 controller with one known to be good. If the problem is corrected the DC2 controller is at fault and must be Commander II 2-23 replaced. If the problem is not corrected by swapping DC2 controllers, swap the cable between the main control panel and the affected DC2 controller with one known to be good. If the problem is corrected the cable is defective and must be replaced. If the DC2 controller has failed, it is possible to temporarily install the bypass cable in the back of the control box to continue operation. To bypass a defective DC2, disconnect the large and small bulkhead plug for the appropriate DC2 on the junction box that is bolted to the rear of the main control box. Connect the cable that is hanging from the main control box labeled “Limp” into the large bulkhead plug on the junction box. The control functions for that individual leg are now transferred to the main control panel for temporary operation. The main panel display will alternate the message "DC2 Not Responding" with the normal operating display when the limp cable has been properly connected. Operation of the machine can be resumed at this time. Note: The bypass cable only allows operation of the machine if one DC2 controller has failed. If more than one has failed it will not be possible to operate the machine until repairs have been accomplished. 05 Moving the Machine Before starting the engine, all oil and coolant levels should be checked. The machine should also be greased as specified in the Maintenance chapter. Position all hydraulic control levers in the “neutral” or “off” position. Engine controls 033-3057 To start the engine, turn the throttle open (counterclockwise) three or four turns. Be certain the travel variable control valve is in the “off” position. Turn the ignition key to the “start” position until the engine “fires”. Release the key and allow it to return to the “on” position. After the engine starts, do not increase speed above 1000 rpm for one minute to allow engine oil pressure to increase, especially on turbocharged engines. Notice: Do not operate starter longer than 30 seconds at a time or damage may result. Allow starter to cool for 2 to 3 minutes between starting attempts. Depress micro switch button to crank engine 033-3183e Note: The variable travel control lever must be depressing the micro switch button or the engine will not crank. When the engine starts, the ignition switch must remain in the “on” position for the electronic controls to function. CAUTION!! ! CONTINUOUS EXPOSURE TO ENGINE AND MACHINE NOISE CAN CAUSE HEARING INJURY. DO NOT OPERATE THE MACHINE WITHOUT ADEQUATE HEARING PROTECTION. Increase engine speed to 1500 rpm and allow the engine to “warm up” for 10 to 15 minutes before activating any function. Raise machine with all jog switch 033-3186a To move the machine, or to load or unload it, increase engine speed to 2150 rpm (maximum). Using the all jog switch, raise the machine high enough to clear obstacles. Commander II 2-24 Automatic slope operation 033-3186c Note: To hold the machine frame level, place the slope control loop in the automatic (A) mode and the main control module in the run (R) mode. Adjust the slope dial to “0.0%” of slope by depressing the +/- switches in the desired direction. By doing this, the machine frame will automatically remain level, from side to side, while moving the machine. It may be necessary to adjust the sensitivity if the machine reacts erratically. Manual steer selector NET-0063 Place the manual steer selector switch in the manual steer position and the main control module in the run (R) mode. Steer the tracks to the desired direction by rotating the manual steer knob while moving the machine. If the machine must be turned rapidly, move one of the control valves to the “neutral” position. The machine can be turned by placing one valve in the “forward” position and the other in “reverse”. WARNING!! ! BE CERTAIN THAT THE AREA IN FRONT OF, AND BEHIND THE MACHINE IS CLEAR BEFORE MOVING THE MACHINE. MOVE THE MACHINE SLOWLY WHEN LOADING OR UNLOADING IT. USE CAUTION WHEN TRAVELING DOWN EMBANKMENTS TO AVOID TIP-OVER. BE CERTAIN THAT THE AREA AROUND THE MACHINE IS CLEAR BEFORE TURNING. Travel controls set for forward travel 033-3058a Place the track directional control valves in either “forward” or “reverse” for the desired direction of machine travel. To start the machine in motion, slowly move the travel variable speed control valve clockwise in the “increase” direction. The more the control valve is moved in the “increase” direction, the faster the machine will move. To stop the machine travel, move the travel variable speed control valve counterclockwise in the "decrease" direction and depress the micro switch button. If travel direction must be changed, stop the machine travel with the travel variable speed control valve, then change the position of the travel directional control valves. Resume machine travel in the desired direction using the travel variable speed control valve. Banded to the conveyor are several parts necessary for assembling the machine. Cut the bands and lay all parts off to one side for installation later. Remove the sensors, steering wands, grade wands and any miscellaneous parts from the tool box under the seat. Lay them off to one side, out of the way until needed. Commander II 3-1 Place a 4 feet (1.2 m) straight edge from the rear of the stainless trowel section, up into the main form. Adjust the rear of the stainless until there is an 1/8 inch (3 mm) gap between the rear edge of the main form and the straight edge Tighten the adjustment nuts securely. Straight edge in top of curb 001-1758 Place the straight edge in the top of the curb profile. Adjust the rear of the curb profile until there is an 1/8 inch (3 mm) gap between the rear edge of the main form and the straight edge. Tighten the adjustment nuts securely. Check the sides of the curb profile to be certain that the leading edge of the stainless is not protruding inside the dimensions of the main form. If so, slightly bend the leading edge of stainless trowel as necessary. Adjusting the stainless trowel section in this manner assures that as concrete slips from the main form, the leading edge of the stainless will not catch and tear the surface. It also assures that the rear of the stainless will push down slightly on the concrete to give it a troweled surface. Note: When adjusting the stainless trowel section on curb and gutter forms, it is normally easier to roll the form over on its top. CHAPTER III CURB, GUTTER, & SIDEWALK SETUP 01 Content of Chapter This chapter covers instructions for the preparation of the machine, trimmerhead and the various slipform molds used for standard types of pouring. Also covered are instructions for mounting the attachments to the machine and pouring operations. At the end of the chapter are instructions for cleaning the machine at the end of the pour. Some procedures pertain to machines that are being assembled for the first time, while others pertain to machines that may have been in service for some time. All adjustments are recommended procedures only. Pay particular attention to all safety statements! NOTICE WARNING! DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND THOROUGHLY UNDERSTAND THE OPERATORS MANUAL. FAILURE TO FOLLOW THIS PROCEDURE MAY RESULT IN INJURY OR DEATH. DANGER! DO NOT ALTER OR MODIFY THIS PRODUCT WITHOUT THE EXPRESS WRITTEN CONSENT OF THE MANUFACTURER. UNAUTHORIZED MODIFICATION MAY RESULT IN SERIOUS INJURY OR DEATH. DCAL-058 02 Curb and Gutter Form Preparation Adjust stainless section 001-1756 Stainless Trowel Adjustment: Adjust the stainless trowel section of the slipform mold so the leading edge is approximately 1/8 inch (3 mm) above the rear edge of the main pan. Make the adjustment at both sides of the mold. Tighten the adjustment bolts securely. Commander II 3-2 Curved vibrators in barrier curb 001-1759 Vibrator Installation: Vibrator placement in a barrier type curb (no gutter section) is with the lower vibrator in an underslung (horizontal) position, centered in the curb. The tip should be 6 inches (15 cm) above the bottom of the form. The top vibrator should be in an overslung (vertical) position, centered in the curb opening and tipped back slightly. The tip should be 6 to 8 inches (15 to 20 cm) below the top of the opening. Tighten the vibrator attaching bolts and setscrews securely. Tighten the adjustable vibrator mount assemblies securely in position. Straight vibrators in barrier curb form 033-3245 When installing a straight vibrator into the barrier type curb (no gutter section), position it so the tip is 6 to 8 inches (150 to 200 mm) below the opening. Be certain the wedge plate is between the vibrator mount and the rear of the form hopper so the tip is tilted back slightly. Tighten the mounting bolt securely. Note: It may be necessary to position the vibrators to one side of the recommended position to allow steel bars to be fed into the form. Straight vibrators in curb and gutter form 033-3059 When installing straight vibrators in a standard curb and gutter form, place one vibrator centered in front of the curb opening and 6 to 8 inches (150 to 200 mm) below the top of the opening. Install the gutter vibrator approximately 4 to 6 inches (100 to 150 mm) from the outer edge of the gutter with the tip approximately 2 inches (50 mm) above the grade. Install the wedge plates between the vibrator mounts and the rear of the form hopper so the tips of the vibrators are tilted back slightly. Tighten the mounting bolt securely. Curved vibrators in curb & gutter form 001-1761 When installing vibrators in a standard curb and gutter form, place one vibrator in the overslung (vertical) position, centered in front of the curb opening. The tip should be tilted back slightly and 6 to 8 inches (150 to 200 mm) below the top of the opening. The gutter vibrator should be underslung (horizontal) approximately 4 to 6 inches (100 to 150 mm) from the outer edge of the gutter with the tip centered in the concrete thickness. Tighten the vibrator attaching bolts and setscrews securely. Tighten the adjustable vibrator mount assemblies securely in position. To install vibrators in a drive-over type or a valley type curb and gutter form, position both vibrators in the Commander II 3-3 underslung (horizontal) position, approximately 4 to 6 inches (100 to 150 mm) in from each edge. The tip should be centered in the concrete thickness. Tighten the vibrator attaching bolts and setscrews securely. Tighten the adjustable vibrator mount assemblies securely in position. Note: It may be necessary to position the vibrators to one side of the recommended position to allow steel bars to be fed into any of the forms previously described. On forms of 3 feet (0.91 m) wide or over, it may be necessary to add an additional vibrator in the center of the form. Install driveway cutter 001-1767 Driveway Cutter Installation: Set the driveway cutter assembly in place on the square tubes at the top of the form. Insert the mounting bolts and tighten securely. Extend the cylinder to the maximum, making certain the blade enters the slot in the top of the gutter profile. Check the gum rubber hose seals on each side of the blade to be certain they are snug to prevent grout from leaking out. Note: If a slot has not been cut in top of curb profile, order GOMACO brochure number H-0476-02 for complete installation instructions. Look under the slipform mold and note the angle of the bottom edge of the blade. It may be necessary to cut the bottom of the blade to get the desired angle. Note: If blade angle is to be changed, do not remove an excess of material. Remove material in small amounts and check performance after each such removal. Install sideplate 001-1770 Installing Sideplate: On forms that are designed to be used for pouring against the edge of the existing roadway (scab-on), a removable sideplate is available. The sideplate may be installed so that the form may be used for pouring free standing curb and gutter. Bolt the sideplate to the side of the form and tighten the attaching bolts securely. When the form is used for scab on operations, the plate is removed and the guide plates are installed in its place. Change stainless trowel section 314-3600 The stainless trowel section must be changed to match the type of pour. Loosen the adjustment nuts on the four stainless adjustment bolts. Remove the cotter keys and pins from the adjustment bolt clevis and remove the stainless section. Insert the proper stainless section into place and install the pins and cotter keys. Adjust the stainless trowel as previously described. Commander II 3-4 Adjustable sideplates 001-2560 Adjustable Sideplates: On forms equipped with adjustable sideplates, it will be necessary to adjust the sideplates for the proper height. Raise the form off the ground. Measure from the bottom of the sideplate to the top of the curb form just ahead of the stainless section. This measurement should be 5/8 inch more than the actual height of the curb to allow for slump. Raise or lower the sideplate as necessary with the adjustment bolt and tighten securely. It may be necessary to loosen each of the clamp plates on the sideplate guide tubes. Measure from the bottom of the sideplate to the top of the gutter face just ahead of the stainless section. This measurement should be 3/8 inch more than the actual height of the gutter to allow for slump. Raise or lower the sideplate as necessary with the adjustment bolt and tighten securely. It may be necessary to loosen each of the clamp plates on the sideplate guide tubes. Measure from the top of the sideplate to the bottom of the angle iron on the side of the form, in line with the rear adjustment bolt. Measure from the top of the sideplate to the bottom of the angle iron on the side of the form, in line with the front adjustment bolt. Adjust the front of the sideplate until the measurement is the same as the rear. Adjust the front of the sideplate in the same manner on both sides of the form. Note: Sideplate measurements may vary depending on the height of the curb and concrete mix designs. Hydraulic adjusted sideplates 001-2559 Hydraulic Sideplates: An optional pressure compensated sideplate assembly can be installed on the form. Hydraulic pressure is used to hold the sideplates down in firm contact with the grade. Hang the control box in an accessible position on the machine. Connect the pressure and return hoses from the control valve to the quick couplers hanging down under the control console of the machine frame. Route the hoses from the sideplate cylinders over the top of the slipform mold to the control valve box. Connect the hoses from the cylinder to the respective hoses in the control box. Be certain to place the protective covers over/in the quick couplers when they are disconnected to keep dirt from entering the hydraulic system. During pouring operations, place the control valve handles in the “down” position and adjust the pressure holding the front and rear of each sideplate on the grade to approximately 300 psi (20 bar). To adjust the pressure, loosen the jam nut on the adjusting screw and turn the screw in to increase pressure, or out to decrease pressure. Before raising the slipform mold, place the control valves in the center (neutral) position. Move the valve handles to the “up” position to raise the sideplates. Note: It may be necessary to operate the two front sideplate cylinders in the “neutral” position if running on soft subbase to prevent the sideplate from digging into the subbase material. Commander II 3-5 03 Sidewalk Form Preparation Sectional Form 001-2683 Changing Sectional Form Widths: When changing the width of the sectional sidewalk mold, it should be removed from the machine. Place adequate support blocking under the form on each side of the joint where the form is to be split. Note: If a section is to be removed, place blocking to each side of, but not under the section. Remove Bolts Between Sections 001-2688 Remove the bolts from the adjoining ends of the stainless trowel section. Remove the bolts from the back of the form and the hopper where it is to be split. Remove the bolts from either end of the hopper auger. If an insert section is to be removed, remove the bolts at each side of the section and lift the section clear. Remove the auger and install the appropriate section in its place. Push the sections together and insert the bolts previously removed. If a section is to be added, use a suitable lifting device and lift one side of the form away from the other section enough to insert the section of desired width. Insert the bolts through each end of the added section. Do not tighten bolts at this point. Note: If the width of the sidewalk exceeds 6 feet (1.83 m), an auger must be installed in the form hopper. Straighten Bottom of Form 001-2374 Using a suitable lift device, align the bottom edge of the form where the section(s) adjoin. Place a straight edge across the front and the rear of the main form to check for flatness. If the profile needs adjusting, it may be necessary to shim the insert sections of the main form. Tighten all bolts securely. Adjust sidewalk stainless 001-1765 Stainless Trowel Adjustment: Adjust the stainless trowel section of the slipform mold so the leading edge is approximately 1/8 inch (3 mm) above the rear edge of the main pan. Make the adjustment at both edges and at each center adjustment location. Tighten the adjustment nuts securely. Place a 4 feet (1.2 m) straight edge from the rear of the stainless trowel section, up into the main form. Adjust the rear of the stainless, at each adjustment location, until there is 1/8 inch (3 mm) gap between the rear edge of the main form and the straight edge. Tighten the adjustment nuts securely. Commander II 3-6 Adjust stainless for flatness 001-1870 Place a straight edge across the rear edge of the stainless trowel to check for flatness. If the profile needs adjusting, it may be necessary to adjust the center rear of the main form also. Install sidewalk blockout 001-1763 Blockout Installation: If the width of the sidewalk form must be made smaller, it will be necessary to install an optional blockout assembly. Tilt the form up until it is resting on the front of the hopper. Hold the bottom portion of the blockout in place and secure it with the bolts, nuts and lock washers provided. If holes are not provided in the main form, it will be necessary to drill holes. Secure the blockout in the desired location and mark the holes. Drill 3/8 inch (10 mm) holes at each marked location and then install blockout. Bolt the edger into place on the stainless trowel section. Place a straight edge along the side of the blockout and adjust the front of the edger so it is 1/8 inch (3 mm) outside the rear of the blockout. Adjust the rear of the edger in, or out, so there is a 1/8 inch (3 mm) gap between the rear edge of the blockout and the straight edge. Tighten the attaching bolts securely. Note: If holes are not in the stainless trowel section, position edger in proper location and mark holes. Drill a 3/8 inch (10 mm) hole at each of the marked locations and attach the edger. Install hopper false end 001-1766 Install the rear half of the false end into the slipform hopper and secure in to the rear of the hopper. Install the front half and secure it to the front of the hopper. Fasten the two halves together in the center. Attach both halves to the bottom of the blockout and tighten all mounting bolts securely. If holes are not present in the hopper, mark and drill 3/8 inch (10 mm) holes. Install vibrators in sidewalk form 001-1764 Vibrator Installation: The vibrators are installed 4 to 6 inches (100 to 150 mm) in from each edge in the underslung (horizontal) position. The top of the vibrator tip should be even with the bottom of the form pan. On 3 to 5 feet (0.9 to 1.5 m) wide forms, a third vibrator should be positioned in the center of the form. On forms wider than 5 feet (1.5 m) a fourth vibrator should be installed. The center two should be evenly spaced. The center vibrator(s) should be installed in the underslung (horizontal) position, with the top(s) even with the bottom of the form pan. Commander II 3-7 Install depth extensions 001-1760 Installing Depth Extensions: If the thickness of the sidewalk must be increased, bolt on extensions are available for the bottom of the form sides. Bolt the extensions into place and tighten securely. If no holes are provided in the bottom angles of the form, clamp the extensions in place and mark the location of the holes. Drill the holes, using a 3/8 inch (13 mm) drill bit. Fasten the extensions in place and tighten the mounting bolts securely. 04 Trimmerhead Preparation Remove end plate from trimmerhead 001-1774 Changing Straight Grade Widths: The width of the trimmerhead is adjustable by the installation or removal of bolt in sections. Standard inserts are available in 12 inch (300 mm) and 18 inch (460 mm) widths (optional widths are available; consult GOMACO). Minimum trimming width is 30 inches (762 mm) and maximum width should not exceed 60 inches (1.52 m). It is recommended that the trimmer width be at least 6 inches (150 mm) wider than the pouring width. To change the width of the trimmerhead, it must be removed from the machine. Lay the trimmerhead over on its’ back. Remove the eight cap screws securing the flanged idler shaft to the end of the trimmer wheel. Remove the eleven bolts securing the end plate to the trimmer shroud and remove the end plate and shaft assembly. Use blocking between the trimmer shroud and the wheel to support the end of the wheel. If the trimmerhead is to be shortened, locate the joint that will shorten the trimmer to the desired length. Remove the eight bolts from the trimmer wheel flange and the fifteen bolts from the shroud. Lift the section(s) away. For minimum trimming width, the 30 inch (762 mm) drive section is the only section necessary. WARNING!! ! WHEN LIFTING A SECTION IN OR OUT OF THE TRIMMERHEAD, DO NOT GET UNDER THE LIFTING DEVICE, OR THE SECTION. DO NOT PLACE FINGERS IN HOLES TO CHECK FOR ALIGNMENT. SEVERE INJURY, OR AMPUTATION, COULD OCCUR IF THE SECTION WERE TO FALL. Install insert and end sections 001-1769 If the width of the trimmer is to be changed, determine which section(s) will be necessary. Position the insert shroud(s) next to the main trimmer and attach with fifteen bolts and tighten securely. With the tooth mounts forming a continuous spiral, connect the trimmer wheel insert(s) to the main trimmer wheel and tighten the bolts securely. Move the end plate into place and attach to the trimmer shroud. Tighten bolts securely. Attach the flanged idler shaft to the end of the trimmer wheel and tighten the bolts securely. Set the trimmer upright. Refer to the Maintenance chapter for instructions on adjusting wheel height. Commander II 3-8 05 Mounting the Trimmerhead Machine positioned behind trimmerhead 033-3206 ! !DANGER! TO PREVENT SERIOUS INJURY, OR DEATH, BE CERTAIN THAT THE TRIMMERHEAD AREA IS CLEAR BEFORE STARTING THE TRIMMERWHEEL. STAY CLEAR OF THE TRIMMERWHEEL WHEN THE ENGINE IS RUNNING. STOP THE ENGINE BEFORE PERFORMING ANY SERVICE WORK ON THE TRIMMERWHEEL UNLESS OTHERWISE INSTRUCTED. It is normally advised to position the trimmerhead on a relatively flat area when mounting it to the machine. Move the machine into position to the rear of the trimmerhead. Lower the machine until the mounting plates on the front of the machine frame are aligned and slightly lower than the quick attach mounting plates on the trimmerhead. It may be advisable to keep the rear of the machine frame slightly higher than the front, as the trimmer tilts a small amount when it is removed. Slowly move the machine forward until the mounting plates contact one another. Raise the machine under the quick attach mounts as necessary to align the bolt holes. Install the four 3/4 inch x 2 1/2 inch (19mm x 57 mm) bolts, lockwashers and nuts and tighten securely. Connect trimmer drive hoses 033-3062 Route the trimmer drive motor hoses through the support tube on the front of the trimmerhead. Thoroughly clean the quick couplers on the drive hoses on the trimmerhead and on the machine to prevent dirt from entering the hydraulic system. Connect the trimmerhead drive motor hoses to their respective hoses on the machine. Whenever the trimmerhead is removed, always place the protective covers over/in the quick couplers to prevent dirt from entering the hydraulic system. Note: It is recommended to connect the trimmer drive hoses on the machine together when the trimmerhead is removed. Connect trimmer case drain line 033-3063 Clean all dirt from the case drain line fittings. Connect the case drain line from the trimmer to the machine case drain line. Whenever the trimmerhead is removed, always place the protective covers over/in the case drain line connections to prevent dirt from entering the hydraulic system. Commander II 3-9 Using a suitable lifting device, lift the trimmerhead mount assembly into position as shown. Attach with four bolts, lock washers and nuts and tighten securely. Mount the trimmerwheel to the hydraulic lift assembly as previously described in section 04. Connect fittings to hold over valve 033-3349 Left Trimmer Lift Cylinder Right Trimmer Lift Cylinder 1 2 3 4 Trimmer lift hydraulic plumbing 033-3349 The hold over control valve is used to operate the vertical lift cylinders. Disconnect any existing hoses from the rear of the hold over valve fittings and place plugs in the hoses to prevent debris from entering the hydraulic system. Connect the swivel tee fittings provided with the kit to the fittings on the hold over valve and tighten securely. If present, connect any existing hoses to the 90° fitting on each swivel tee and tighten securely. If not, place caps over the 90° fittings and tighten securely. Connect two 48 inch (1.22 M) hoses (number 1 in previous drawing) with flare swivel fittings on both ends to the swivel tee fitting on the hold over valve and tighten securely. Connect male 6-6-6 tee fittings (number 2) to the end of the hoses labeled number 1 in the previous drawing and tighten securely. Connect two 66 inch (1. M) hoses (number 3 in previous drawing) to the tee fitting (number 2) as shown and tighten securely. Apply pipe thread sealer to the hose fitting and attach a male and female quick coupler to the end of each hose, tightening securely. Connect two 36 inch (0.91 M) hoses (number 4 in previous drawing) to the tee fitting (number 2) as shown and tighten securely. Apply pipe thread sealer to the hose fitting and attach a male and female quick coupler to the end of each hose, tightening securely. Notice: Do not place quick couplers in the case drain line. Excessive back pressure caused by quick couplers may cause trimmer gearbox seal failure. Connect trimmer shift hoses 033-3064 Connect the trimmerhead shift drive motor hoses to the appropriate hoses from the trimmerhead shift control valve. Clean all dirt from the quick couplers before connecting them. Whenever the trimmerhead is removed, always place the protective covers over/in the quick couplers to prevent dirt from entering the hydraulic system. 06 Mounting the Hydraulic Trimmerhead Lift Assembly Trimmer Lift assembly 033-3310 The hydraulic vertical lift height of the mount is 12 inches (300 mm). To mount the assembly will require the removal of the trimmerhead from the front of the machine frame. Commander II 3-10 07 Mounting the Water Tank Install water tank on rear of machine 033-3415 Use a suitable lifting device to lift the water tank into place on the rear of the machine frame. Slide the tank mount bars into the brackets on either side of the machine frame until fully inserted. Tighten the setscrews to secure the tank to the machine frame. Install water hose to pump 033-3066 Connect the water hose to the outlet of the pump and tighten securely. Attach the hose nozzle to the opposite end of the hose. Coil the hose around the hanger bracket on the top of the tank for storage. Connect water pump drive hoses to vibrator circuit 033-3067 The water pump is powered by a vibrator circuit. To operate the pump, connect the drive motor hoses to the quick couplers of a vibrator circuit (usually # 4). Rotate the corresponding vibrator variable control to the maximum position (full counterclockwise). Place the “auxiliary travel/vibrator” selector to the “vibrator” position. Run the engine at maximum speed and rotate the “travel variable control” lever until contact is broken with the micro switch. Connect high pressure washer hoses to vibrator circuits 033-3180 The high pressure washer is powered by two vibrator circuits. To operate the pump, connect the pressure washer drive hoses to the quick couplers of two vibrator circuits (usually number 3 and 4 vibrators). Rotate the corresponding vibrator variable controls to the maximum position (full counterclockwise). Place the auxiliary travel/vibrator selector valve to the "vibrator" position. Run the engine at maximum speed and rotate the travel variable speed control valve until contact is broken with the micro switch. Commander II 3-11 08 Mounting the Conveyor Install conveyor pivot mast assembly 033-3174 Using suitable lifting equipment, install the conveyor pivot mast assembly into position on the left front corner of the machine frame. Install each locking clamp with a 3/4 inch x 1 1/2 inch bolt, lock washer and flat washer and tighten finger tight. Set the conveyor boom assembly down over the pivot mast. Swing the boom assembly towards the front of the machine. Connect conveyor lift hoses 033-3387 Connect the pressure and return hoses for the conveyor lift. Thoroughly clean the quick couplers on the hoses from the control valve and on the hoses from the machine. Connect the valve hoses to their respective hoses on the machine. If the conveyor boom assembly is removed from the machine, always place the protective covers over/in the quick couplers to prevent dirt from entering the hydraulic system. Note: Do not connect the conveyor lift hoses on the machine together if the conveyor boom assembly is removed. Install conveyor pivot arm 033-3394a Install the conveyor pivot arm to the pivot mast assembly. Attach using two bolts with lock washers and nuts and tighten securely. Note: The pivot arm may be rotated to facilitate the placement of concrete in a variety of slipform mold hoppers. Attach the pivot arm spacer 033-3395 Slide a pivot arm spacer on to the conveyor pivot arm. Measure and adjust the distance as shown to 8-1/2 inches (216 mm) between the spacer and the pivot arm riser. Tighten the spacer set screw securely. Commander II 3-12 Install the conveyor 033-3408 Using a suitable lifting device, raise the conveyor and slide the conveyor on to the end of the pivot arm. The conveyor pivot arm mount should contact the pivot arm spacer. Attach pivot arm spacer 033-3407 Attach the pivot arm spacer to the end of the pivot arm. The pivot arm should be in a flush position with the outside edge of the spacer. If not, reposition the inside pivot arm spacer and slide the conveyor on to the pivot arm to allow the proper positioning. Tighten the pivot arm spacer set screw securely. Install conveyor hanger bracket 033-3404a Install the conveyor hanger bracket by inserting the pin through the holes in the bracket and the holes in the side of the conveyor frame. Secure the pin in place by inserting the hair pins through the holes at each end of the pin. Connect lift chain to boom 033-3405 Lower the conveyor boom and insert the chain on the hanger bracket into the hole in the end of the boom. Secure the chain in the slot. Commander II 3-13 Connect conveyor drive hoses Connect the conveyor drive motor hoses to the hoses on the machine. Thoroughly clean the quick couplers before connecting them. Connect the hoses from the drive motor to their respective hoses on the machine. Connect the case drain line to the conveyor drive motor. Whenever the conveyor is removed from the machine, always place protective covers over/in the quick couplers to prevent dirt from entering the hydraulic system. Note: Early model conveyor drive motors are not equipped with a case drain line. Install discharge shield on conveyor 033-3071 Install the deflector chute belt by hooking the pins on the brackets on each end of the belt into the holes on each side of the upper end of the conveyor frame. Secure the belt in place by installing the hair pins through the holes in the pins on the brackets. 09 Installing the slipform mold Installation of the standard drawbar Connect drawbar to adjustable mount plate 033-3246 Remove the pin from the sliding drawbar mount plate. Lift the drawbar into place on the mount plate and insert the pin through the second hole from the bottom, into the drawbar. Secure the pin in place with two hair pins. Install drawbar adjustment turnbuckle 033-3247 Install the turnbuckle assembly between the clip on the drawbar and the upper hole in the sliding mount. Secure both ends with pins and hair pins. After the turnbuckle is in place, adjust the drawbar until it is parallel to the machine frame. Commander II 3-14 Install drawbar extension 033-3073 Installation of a drawbar extension assembly If slipform molds of over 3 feet (91 cm) in width are to be used, it is recommended to install the optional drawbar extension. Lift the extension into place on the outer end of the drawbar and secure with three 3/4 inch x 2 1/4 inch bolts through the horizontal holes and two 3/4 inch x 1 3/4 inch bolts through the vertical holes. Install a lock washer and nut on each bolt and tighten securely. Tighten the vertical bolts first and then the horizontal bolts. Install vertical turnbuckle 033-3076 Remove the turnbuckle from the drawbar and replace it with the shorter of the two turnbuckles supplied with the drawbar extension. Connect the turnbuckle between the lug on the drawbar extension and the upper hole on the sliding mount plate. Secure both ends with pins and hair pins. After the turnbuckle is in place, adjust the drawbar until it is parallel to the machine frame. Install the long turnbuckle supplied with the drawbar extension between the lug on the outer end of the drawbar extension and the lug on the front, outside edge of the rear leg. Secure both ends with pins and hair pins. After the turnbuckle is in place, adjust the turnbuckle to push forward slightly on the outer end of the drawbar. Install longer hold down mount 033-3074 Remove the hold down assembly from the hold down mount on the rear of the machine. Remove the position lock bolt from the hold down mount. Remove the pivot pin and remove the hold down mount. Install the longer hold down mount supplied with the drawbar extension in place of the standard mount, by reversing the removal procedures. Install the hold down assembly. Installing the offset drawbar extension Install conveyor mount extension beam 033-3075 When pouring sidewalk adjacent to the back of the curb (scab-on), with the machine on the street side of the curb, it will be necessary to install the offset drawbar extension assembly. Remove the standard drawbar and turnbuckle from the sliding mount plate. Remove the conveyor from the machine. Remove the Commander II 3-15 conveyor mast and boom assembly. Weld the mounting plate for the conveyor support extension to the side of the machine frame, and the sensor mount tubes to the frame, following the instructions on drawing # GT90-076. After the mount plate is welded to the frame, install the conveyor mount extension with four bolts, lock washers and nuts. Tighten securely. Install the conveyor mast, boom assembly and conveyor as described in section 06, Mounting the conveyor. Install offset drawbar 033-3076 Lift the drawbar into place on the mount plate and insert the pin through the second hole from the bottom, into the drawbar. Secure the pin in place with two hair pins. Install the short turnbuckle assembly, supplied with the offset drawbar assembly, between the clip on the drawbar and the upper hole in the sliding mount. Secure both ends with pins and hair pins. After the turnbuckle is in place, adjust the drawbar until it is parallel to the machine frame. Install the long turnbuckle supplied with the offset drawbar extension between the lug on the outer end of the drawbar extension and the lug on the front, outside edge of the rear leg. Secure both ends with pins and hair pins. After the turnbuckle is in place, adjust the turnbuckle to push forward slightly on the outer end of the drawbar. Install offset hold down mount 033-3077 Insert the extension in the hoses to the hold-down cylinder one at a time. Remove the hold-down assembly from the hold-down mount on the rear of the machine. Remove the position lock bolt from the hold- down mount. Remove the pivot pin and remove the hold-down mount. Install the longer offset hold-down mount supplied with the offset drawbar extension in place of the standard mount, by reversing the removal procedures. Install the hold-down assembly. It will be necessary to install the extension hoses on the two vibrators farthest from the machine. Install them one at a time. Machine in position along side of form 001-1761 Place the slipform mold on a relatively flat spot. Coil the vibrator hoses and place them into the mold hopper. Move the machine into position along side of the form. Commander II 3-16 Drawbars meshing 033-3079 Lower the machine far enough to align the machine drawbar with the drawbar on the back of the mold hopper. It may be necessary to lower the machine drawbar if the trimmerhead prevents lowering the machine enough. Slowly drive the machine forward and make certain the machine drawbar slips in between the plates on the form drawbar. The lateral positioning of the form will be determined by the width of the form, and also by whether or not any radius work will be encountered. If radius work is to be encountered, the form must be positioned far enough from the machine frame to allow the form freedom to pivot. Insert drawbar pin 033-3080 Align the hole in the drawbar on the mold with the appropriate hole in the drawbar on the machine. Insert the drawbar pin. Hold down trolley in place 033-3081 Using the form hold-down control valve, extend (lower) the hold-down cylinder until the trolley wheels contact the hold-down bar on the rear of the form. Place the locking latches under the hold-down bar and secure them in place with the pins and cotter keys. It may be necessary to turn the adjustment nuts on the hold- down limiting rods to the end of the rods to allow the cylinder to extend enough. Lower hold down cylinder mount 033-3082 If the hold-down cylinder will not extend far enough to contact the hold-down, it may be necessary to lower the hold-down assembly on the mount. The cylinder trunnion mount can also be lowered in the assembly. The hold-down cylinder should be adjusted so that it is near mid stroke during pouring operations. Commander II 3-17 Install hold over frame 033-3083 It will be necessary to install the holdover assembly when pouring against the existing roadway (scab-on). Normally the frame mount should be clamped to the left side of the hold-down assembly. However, if the hold-down assembly is mounted to far to the left, the holdover may be mounted to the right of the hold- down. The lower end of the mount should be 2 to 6 inches (5 to 15 cm) above the hold-down bar when the form is in the pouring position. Install hold over cylinder 033-3084 Attach the cylinder mount to the right (inner) square hold-down tube on the form with the lug to the left if the holdover mount is to the left of the hold-down assembly. Attach the cylinder mount to the left (outer) square hold-down tube on the form with the lug to the right if the holdover mount is to the right of the hold- down assembly. Connect the rod end of the holdover cylinder to the mount on the tube and secure with the clevis pin and hair pins. Extend the cylinder 3 inches (7.6 cm) (half stroke). Connect the barrel end of the cylinder to the lug on the anchor plate. Make certain that the side of the form is parallel to the side of the machine frame. Attach the anchor plate to the bottom of the frame mount in the holes that match the closest. Tighten the bolts securely. The frame mount may be slid left or right as necessary to properly position the form. Connect the holdover cylinder hoses to the holdover quick couplers on the machine. Move the holdover control valve to the “out” position and observe the cylinder movement. It should move to force the rear of the form against the edge of the existing roadway. If not, reverse the hoses on the holdover cylinder. Connect vibrators 033-3085 Thoroughly clean the quick couplers on the vibrator drive hoses and on the machine to prevent dirt from entering the hydraulic system. Connect the vibrator drive hoses to the vibrator outlet quick couplers. It is recommended that the vibrators be connected in a consecutive order beginning with number 1 on the left or curb side. Any vibrator that does not have a vibrator attached to it, must have the loop hose connected. When the vibrators are disconnected, place the protective covers over/in the quick couplers, or connect the couplers together to keep dirt from entering the hydraulic system. Commander II 3-18 Connect driveway cutter hoses 033-3086 Connect the driveway cutter or depressor to the hoses from the machine. Clean all dirt from the quick couplers before connecting them to prevent dirt from entering the hydraulic system. When the driveway cutter or depressor hoses are disconnected, place the protective covers over/in the quick couplers, or connect the couplers together to keep dirt from entering the hydraulic system. 10 Attaching golf cart path or sidewalk slipform molds Remove the trimmer wheel 033-3206 WARNING!! ! WHEN REMOVING THE TRIMMER WHEEL, DO NOT MOVE THE MACHINE DOWN A STEEP RAMP OR EMBANKMENT IN REVERSE DIRECTION OF TRAVEL. THE MACHINE CAN TIP OVER ON TO THE WATER TANK. TIPPING CAN OCCUR WHEN THE TRIMMER WHEEL OR COUNTERWEIGHT IS REMOVED FROM THE FRONT OF THE MACHINE FRAME. The trimmer wheel will need to be removed for attachment of the center mount draw bar and counter weight beam. On a level area, lower the trimmer wheel to remove the weight from the mount brackets. Stop the engine. Place blocking under the left front corner of the trimmer wheel for support when removing the trimmer wheel. Disconnect the drive hoses, case drain line and the trimmer shift cylinder hoses. Remove the attaching bolts. Start the engine and lower the front of the machine frame to disengage the trimmer wheel. Move the machine in reverse, away from the trimmer wheel. Install the right leg frame extension tube 033-3305 If a slipform mold wider than 6 feet (1.83 m) is to be center mounted between the tracks, an extension tube will be required to widen the area between the tracks. Extend the right track away from the machine frame and place blocking under the right side of the machine frame using adequate blocking to support the weight of the machine. Lower the machine frame on to the blocking to remove the weight from the right leg. Attach a suitable lifting device to support the right leg and remove the bolts from the mounting flange. Retract the hydraulic extension and insert the frame tube extension using a suitable lift device. Insert all bolts and tighten securely. Commander II 3-19 Attach counterweight and drawbar assembly 033-0052 Using a suitable lifting device, attach the drawbar and counterweight beam to the trimmer mount brackets on the front of the machine frame. Insert the bolts, nuts and lock washers and tighten securely. Hold down mount brackets 033-3273 & 033-3274 Hold down mount tube attached to machine frame 033-0053 Attach the rear mounting tube for the hold down turnbuckles to the mount brackets on the rear of the machine frame. Insert the inside extension tube and extend it to the right to align with the turnbuckle mounting hole in the mount bar on the rear of the slipform mold. Attach the slipform mold Lower the machine far enough to align the machine drawbar with the drawbar on the back of the mold hopper. Slowly drive the machine forward and make certain the machine drawbar slips in between the plates on the form drawbar. Align the holes in the drawbar on the mold with the appropriate holes in the drawbar on the machine. Insert two drawbar pins. Install hold down turnbuckles 033-0050 Install the turnbuckles between the hold down mount tube and the hold down bar on the rear of the slipform mold. Adjust the turnbuckles so that the sidewalk/golf cart path slipform mold has a slight downdraft at the rear of the form. Measure the vertical distance between the front of the machine frame and the top of the slipform mold pan. Record this measurement. Measure the vertical distance between the rear of the machine frame and the top of the slipform mold pan. The rear measurement should be 1/8 inch (3 mm) longer at the rear of the slipform mold so that the concrete is slightly depressed as it passes under the form. Note: Make certain the machine frame measuring points are on the same plane with each other. Commander II 3-20 Auxiliary vibrator bank 001-2733 If additional vibrators are required, an auxiliary vibrator bank can be added as needed. Position the auxiliary vibrator bank near the operator station. Connect primary pressure and return hoses from the auxiliary manifold into the trimmer hydraulic system. Wiring for the on/off control of the auxiliary vibrator manifold is supplied and should be spliced into the existing wiring on the standard vibrator manifold. 11 Mounting the sensors (standard) Install sensor mount arms 033-3087 Remove the 3/4 inch x 7 inch (19.05 X 177 mm) bolt from the bracket on the outer front corner of the rear leg. Install a sensor mount arm in between the brackets with the tube up, and reinstall the bolt. Remove the 3/4 inch x 7 inch (19.05 X 177 mm) bolt from the bracket on the rear outer corner of the hydraulic surge tank. Place the large hole of one brace over the tube on the end of the other sensor mount arm and install the arm in between the brackets. Reinstall the bolt. Install sensor pivot mounts and braces 033-3088 Slide a sensor pivot mount approximately half way onto each of the mount arms with the pivot down. Tighten the setscrews securely. Connect the slotted end of the second brace to the hole in the outer end of the front mount arm. Connect the end of the brace attached to the inner end of the front mount arm, along with the end of the brace attached to the outer end of the front arm, to the outer end of the rear arm. Tighten the bolts securely. Note: The mounts can be installed with the pivots up for higher stringline. Install sensor arm pivots 033-3089 Install a sensor arm pivot to the pivot mounts and tighten securely. It is normally advisable to have the long end of the pivot out towards the sensor arm assembly for added stability. Do the same front and rear. Commander II 3-21 Install sensor arms 033-3090 Slide a sensor arm assembly into the front pivot mount. Align the end of the sensor arm with the front edge of the slipform hopper. Slide the sensor arm in or out until the end of the arm is near the final offset distance from the side of the form. Tighten the setscrews in the pivot securely. Slide a sensor arm assembly into the rear pivot mount. Align the end of the sensor arm with the leading edge of the stainless trowel section on the slipform mold. Slide the sensor arm in or out until the end of the arm is near the final offset distance from the side of the form. Tighten the setscrews in the pivot securely. Mount sensors and wands 001-2635 Network Sensor Installation: Mount a sensor for elevation control to the mount on the adjustable grade jack with the mounting bolt facing forward and the sensor hub away from the side of the machine. Mount the sensor so the top of it is level and tighten the mounting bolt securely. The front and rear grade sensors are mounted in the same manner. 32DWG10 Rear Grade Sensor #2 Front Grade Sensor (Optional) #1 Front Grade Sensor Rear Grade Sensor #2 Front Grade Sensor (Optional) #1 Front Grade Sensor Rear Grade Sensor #2 Front Grade Sensor (Optional) #1 Front Grade Sensor Rear Grade Sensor #2 Front Grade Sensor (Optional) #1 Front Grade Sensor Fr Pull/Rr Push Fr Push/Rr Pull Fr Push/Rr Push Fr Pull/Rr Pull Grade sensor wand mount positions 33DWG10 The grade sensor wand is mounted so that the round tube is towards either the front of the machine (same side as mounting bolt) and pointing away from the side of the machine or; toward the rear of the machine (same side as the cord ) and pointing away from the side of the machine. The wand should be attached, so that when the stop pin in the sensor shaft is centered between the stops on the sensor, the wand is parallel to the mounting bolt (horizontal). Tighten the attaching “thumbscrew” securely. Note: All grade sensors and wands must be installed in the same manner. If one sensor or wand is facing the wrong direction according to the calibrate settings in the Network controller, it will operate the machine in the wrong direction (see later). 32DWG11 #2 Steer Sensor #1 Steer Sensor #2 Steer Sensor #1 Steer Sensor Lead Trail Forward Travel Forward Travel Steer sensor wand mount positions 32DWG11 Mount a sensor for steering control to the square tube mount with the mounting bolt facing away (out) from the machine frame and the sensor hub towards either the front or the rear. Mount the sensor so the top of it is level and tighten the mounting bolt securely. The front and rear steering sensors are mounted in the same manner. Commander II 3-22 The steering sensor wand should be attached to the sensor hub, so that when the stop pin in the sensor shaft is centered between the stops on the sensor, the wand is at a 90° angle to the mounting bolt (vertical). Tighten the attaching “thumbscrew” securely. Note: All steer sensors and wands must be installed in the same manner. If one sensor or wand is facing the wrong direction according to the calibrate settings in the Network controller, it will operate the machine in the wrong direction (see later). Adjust spring tension 001-2117 Adjust the spring tension on the sensor hubs to hold the wand firmly in contact with the guideline, but not tight enough to deflect the line. Check for correct spring tension after the machine has been adjusted to the line. Note the position of the line on the grade wand. Pull the steering wand away from the line and note the movement of the line on the grade wand. If the movement exceeds 1/8 inch (3 mm), the steering sensor spring tension is too tight. Loosen the tension slightly. Note the position of the line on the steering wand. Pull the grade sensor wand down, away from the line and note the movement of the line on the steering wand. If the movement exceeds 1/8 inch (3 mm), the grade sensor spring tension is too tight. Loosen the tension slightly. Pull the line away from both sensor wands. The steering sensor wand should move out, towards the line until the stop pin in the sensor hub contacts the stop pin in the side of the sensor. If not, tighten the spring slightly. The grade sensor wand should move up towards the line until the stop pin in the sensor hub contacts the stop pin in the side of the sensor. If not, tighten the spring slightly. If the sensor wands deflect the line more than 1/8 inch (3 mm), but the stop pins will not contact one another when the line is pulled away, suspect that the line is inadequately tensioned. Adjust the line as necessary. Note: When checking the sensor wand spring tension, it should be done half way between stations, so that the line holders do not interfere. Connect sensors to bulkhead connectors 033-3030 Connect the sensors to their respective electrical connectors on the rear of the vibrator console. The front sensors are connected to the top plugs, and the rear sensors are connected to the bottom plugs. Connect the steering sensors to the “steer” plugs and the grade sensors to the “grade” plug. CAUTION!! ! WHEN THE SENSORS ARE DISCONNECTED, PLACE THE DUST CAPS OVER THE ELECTRICAL PLUGS TO KEEP MOISTURE AND DIRT OUT. 003-0079 CAL: press +/- to adjust GRADE WANDS = PULL Grade sensor mode selection NET-0043 Depress the calibrate switch on the service panel and use the NEXT switch to scroll forward to the grade sensor mode. Use the slope adjust switches (+ or -) to change the mode to “GRADE WANDS =PULL” if the round tube of the grade wand is on the same side as the cord. If the round tube of the grade wand is on the same side as the mounting bolt, change the mode to “GRADE WANDS = PUSH”. Commander II 3-23 003-0080 CAL: press +/- to adjust STEER WANDS = LEAD Steer sensor mode selection NET-0001 Using the NEXT switch, scroll forward to the steer sensor mode. Use the slope adjust switches (+ or -) to change the mode to “STEER WANDS =LEAD” if the round tube of the steer wand is facing forward. If the round tube of the grade wand is facing towards the rear of the machine, change the mode to “STEER WANDS = TRAIL”. 003-0101 CAL: press +/- to adjust ELEV MODE = L GR/R SLOPE Network panel for left grade, right slope NET-0037 To operate the machine with left hand grade control, and right side slope control, depress the calibrate switch. Scroll through the various displays until the elevation mode is displayed. Use the slope adjust switches (+ or -) to change the mode to “L GR/R SLOPE”. After the appropriate grade and steering mode settings are selected, depress the calibrate switch to return to the main control panel display. Adjust the desired amount of cross slope with the appropriate switch on the main control panel. Refer to the Preliminary Adjustments section for final adjustment procedures. The left front leg elevation is controlled by the front grade sensor connected to the left front grade plug, and the left front elevation control loop. The rear leg elevation is controlled by the rear grade sensor, connected to the left rear grade plug, and the rear elevation control loop. The right front leg elevation is controlled by the slope sensor, located in the battery box, and the right front elevation control loop. The steering of both front tracks is controlled by the front steer sensor connected to the front steer plug and the front steer control loops. The steering of the rear tracks is controlled by the rear steer sensor connected to the rear steer plug and the rear steer control loop. 12 Mounting the sensors (scab-on) CAUTION!! ! WHEN SERVICING THE ELECTRICAL SYSTEM OR WELDING ON THE MACHINE, ALWAYS DISCONNECT THE GROUND STRAP FROM THE BATTERY(S) TO PREVENT DAMAGE TO THE MACHINE ELECTRICAL SYSTEMS. Attach sensor arm for scab on operation 033-3094 To mount the sensor for scab-on operation, the mounts must be welded to the machine frame, following the instructions on drawing # GT90-076. Slide the grade sensor arm into the mount and tighten the setscrews. Remove the L-shaped bracket from the bottom of the grade jack and slide it out of the standard sensor arm assembly. Slide the jack into the scab-on sensor mount and reinstall the L-shaped bracket. Mount a grade sensor to each of the grade jacks Mount a sensor for elevation control to the mount on the adjustable grade jack with the mounting bolt facing forward and the sensor hub towards the side of the machine. Mount the sensor so the top of it is level and tighten the mounting bolt securely. The front and rear grade sensors are mounted in the same manner. Tighten the mounting bolt securely, so that the top of the sensor is level. The grade sensor wand is mounted so that the round tube is towards either the front of the machine (same side as mounting bolt) and pointing towards the side of the machine or; toward the rear of the machine (same side as the cord ) and pointing towards the side of the machine. The wand should be attached, so that when the stop pin in the sensor shaft is centered between the stops on the sensor, the wand is parallel to the mounting bolt (horizontal). Tighten the attaching Commander II 3-24 “thumbscrew” securely. The grade wand is placed on the track yoke for “lock to grade” operation. Note: All grade sensors and wands must be installed in the same manner. If one sensor or wand is facing the wrong direction according to the calibrate settings in the Network controller, it will work backwards (see later). Grade ski 360548 To trace grade from the existing curb, the round tube may be removed from the grade wand and the skate (part # 500-15B25) and ski (part # 500-15B26) assembly installed in its’ place. To install the skate, remove the round tube from the grade sensor wand arm. Attach the skate assembly with the skate away from the sensor. Tighten the nut securely. Clip the ski assembly to the blade of the skate. Attach the grade arm assembly to the hub of the grade sensor so that when the stop pin in the sensor shaft is centered between the stops on the sensor, the wand is angled downward 45°. The skate/ski assembly should be on the cord side of the sensor. Attach the grade sensor to the grade jack so that the mounting bolt is facing forward travel and the sensor is mounted in a level position. When using the skate/ski assembly be certain the running surface is clean and free of imperfections. Any imperfections in the running surface may be transferred into the finished product. Keep the grade sensor as close to the edge of the slab as possible. Note: A grade skate/ski should always be dragged by the sensor to prevent damage to the sensor if the skate/ski should catch on any obstacle. 13 Preliminary Adjustments Right leg shift clamps 033-3374 While moving the machine in either forward or reverse, extend the right leg to the maximum out position, using the right leg shift valve. After the leg is extended, tighten the locking bolts in the bottom of the outer tube. CAUTION!! ! LOOSEN THE BOLTS IN THE BOTTOM OF THE TUBE BEFORE REPOSITIONING THE LEG. Trimmerhead extended past left edge of form 033-3095 Using the trimmerhead shift control valve, shift the trimmerhead to the left. The left edge of the trimmerhead should protrude out past the outer edge of the slipform mold by approximately 3 inches (76 mm). Commander II 3-25 Machine positioned parallel to guideline 033-3096 Move the machine into position along the guideline. Steer the machine left or right as necessary until the machine frame is parallel to the line. The machine should be positioned so the offset distance between the slipform mold and the guideline is approximately correct. Machine positioned vertically to guideline 033-3097 Place the slope control circuit in "automatic" and adjust the slope setting to the required amount of slope. Lower the machine using the front and rear grade jog switches until the trimmerhead is resting on the grade. Be certain that the machine frame is approximately the same distance above the guideline at the front and at the rear. Stop the engine and turn the ignition switch to the “on” position. Note: The trimmerhead should be resting on grade at least 1/2 inch (13 mm) high, to prevent undercutting when moving the machine forward. Adjust sensors to guideline 033-3231 It is advisable to screw the steering adjustment crank in the end of the sensor arm assembly out (clockwise) 3 to 4 inches (76 to 100 mm) before making sensor adjustments. Adjust the grade jack out the same amount. This will allow for minor adjustments if needed. Place the grade sensor wands under the guideline and the steering sensor wands on the machine side of the line. Turn the L-shaped mount bracket until the shaft through each of the grade sensors is at a 90° right angle to the guideline, and the shaft through each of the steering sensors is parallel to the guideline. Adjust the front steering sensor left or right (in or out) until the deviation meter needle on the steering system is centered. Place the individual control loop for the steer sensor in "A" automatic by placing the auto/manual steer select switch in the "auto" position. If a large amount of adjustment, 1 inch (25 mm) or more, is necessary to center the deviation meter needle, loosen the setscrews in the sensor pivot mount and adjust the sensor arm assembly in or out as needed (save crank adjustment for final adjustment). Tighten the setscrews securely. To adjust the rear steering sensor, place the “forward/ reverse” steer switch in the “reverse” position and repeat the procedure. Adjust the front and rear grade sensors (using the grade sensor jacks) up or down until the corresponding deviation meter needle is centered. Place the individual control loops for the grade sensors in "A" automatic by depressing the corresponding "A/M" switch. If a large amount of adjustment is necessary to center the needles, loosen the setscrews in the grade sensor jack brackets and raise or lower the jacks as needed. Tighten the setscrews securely. Loosen the L-shaped clamp bolt in the grade jack bracket and slide the jack left or right until the grade sensor wand is centered beneath the guideline. Tighten the clamp bolt securely. Loosen the setscrew in the steering sensor square tube mount and adjust Commander II 3-26 the sensor assembly up or down until the guideline is 10 to 12 inches (250 to 300 mm) below the sensor housing. Tighten the setscrews securely. The sensor mounts should be adjusted until there is no less than 1/4 inch (6 mm) and no more than 1-1/2 inches (38 mm) between the sensor wands. Adjust sensor spring tension 001-2117 Adjust the spring tension on the sensor hubs to hold the wands firmly in contact with the guideline, but not tight enough to deflect the line. Check for correct spring tension after the machine has been adjusted to the line. Note the position of the line on the grade sensor wand. Push the steering wand away from the line and note the movement of the line on the grade wand. If the movement exceeds 1/8 in. (3 mm), the steering sensor spring tension is too tight. Loosen tension slightly. Note the position of the line on the steering wand. Pull the grade sensor wand down, away from the line and note the movement of the line on the steering wand. If the movement exceeds 1/8 in. (3 mm), the grade sensor spring tension is too tight. Loosen the tension slightly. Pull the line away from both sensor wands. The steering sensor wand should move out towards the line until the stop pin in the sensor hub contacts the stop pin in the side of the sensor. If not, tighten the spring slightly. The grade sensor wand should move up towards the line, until the stop pin in the sensor hub contacts the stop pin in the side of the sensor. If not, tighten the spring slightly. If the sensor wands deflect the line more than 1/8 in. (3 mm), but the stop pins in the sensor and hub will not contact one another when the line is pulled away, suspect that the line is inadequately tensioned. Adjust the line as necessary. Note: When checking sensor wand spring tension, it should be done half way between guideline stations so line holders do not interfere. The control system should be in the “standby” mode when checking the sensor spring tension. Scab on sensors 360548 When pouring against an existing roadway, or curb (scab-on), with no guideline, the front steering sensor wand is adjusted to run against the edge of the roadway, or curb. It may be necessary to wind the spring on the sensor hub in reverse to hold the wand against the roadway, or curb. Adjust the vertical position of the steering sensor wand so the wand does not catch on the grade, or on protruding tie bars. Note: It is advisable to place a 6 inch (150 mm) piece of hose over the end of the wand to protect it from wear. Place the grade sensor wands on the track yokes, or place the ski and skate assemblies on the surface of the existing slab, or curb. Adjust the grade sensors up or down until the corresponding deviation meter needle is centered. The adjustment procedures for scab-on setup are basically the same as for standard setup. The only difference is that all references are made from the roadway, or curb, instead of the guideline. Keep the grade ski and skate assembly as close to the edge of the existing slab as possible. Commander II 3-27 Controls set for operation 033-3377 Start the engine and place the control system in "automatic". Depress the emergency stop reset switch (if equipped) to set the emergency stop system for operation Place the “forward/reverse” steer switch in the “forward” position. Slide the trimmerhead to the left so that it extends at least 3 inches (76 mm) past the left side of the slipform mold and move the trimmerhead control valve to the “forward” position (if the trimmerhead is installed). Increase engine speed to maximum. Slowly move the travel variable speed control valve in the “increase” direction to start machine movement. Move the machine forward 20 to 30 feet (6 to 9 m) and stop the machine. Straight edge under front of frame 033-3100 Hold a straight edge under the machine frame just under the drawbar. Extend the straight edge over the guideline and measure the distance between the machine side of the straight edge and the guideline. Record this measurement. Note: When setting the machine parallel to the guideline, it should be performed in an area where the guideline is straight (not in a radius). Straight edge under rear of frame 033-3101 Place the straight edge under the frame just to the front of the rear leg. Extend the straight edge over the guideline and measure the distance between the machine side of the straight edge and the guideline. This measurement must be within 1/4 inch (6 mm) of the front measurement. If not, adjust the grade sensors up, or down, as necessary and recheck the measurement. Note: It is advisable to raise the low end of the machine, rather than lower the high end to prevent the trimmerhead from undercutting the grade. Adjust the drawbar 033-3102 Move the hold-down control valve to the “down” position and adjust the hold-down pressure control valve to the minimum (counterclockwise) position. With the machine slowly moving forward, adjust the drawbar up or down with the adjustment bolt, until the bottom of the slipform mold is lightly riding on the trimmed grade. If the bottom of the form is not riding on the grade evenly on both sides, adjust the turnbuckle to tilt the drawbar one way or the other, and readjust the drawbar up or down as necessary. After Commander II 3-28 the form has been adjusted to the grade, lock the adjustment bolt and the turnbuckle with the lock nuts. Note: If the trimmerhead is not cutting any grade, lower the machine evenly, front and rear, until it is cutting. The form should be set to a trimmed grade. Make certain that the grade is not under cut. Center hold down assembly 033-3104 Check the position of the hold down cylinder on the rear of the slipform mold. With the slipform mold parallel to the grade, the hold down cylinder should be extended no less than 4 inches (100 mm), or no more than 8 inches (200 mm). If the cylinder is extended less than 4 inches (100 mm), move the mount up on the frame. If the cylinder is extended more than 8 inches (200 mm), move the mount down on the frame. With the side of the form parallel to the side of the machine, the hold down trolley assembly should be centered on the hold down bar on the rear of the form. If not, slide the hold down cylinder left or right as necessary. Tighten the mounting bolts securely. 14 Final Adjustments Check gutter slope 001-1868 Place a level in the gutter portion of the slipform mold at the rear of the main form. Raise the lower end of the level until it is plumb. Measure the distance between the form side of the level and the top of the form to determine the amount of slope. If the slope is incorrect, adjust the slope dial on the machine until the desired amount of slope is attained. Note: When checking the slope on a curb and gutter form, be certain to allow for edge slump, which may be 1/4 to 3/8 inch (6 to 9 mm). When checking the cross slope of a sidewalk form, place a level across the rear of the main form. Raise the lower end of the level until it is plumb. Measure the distance between the level and the top of the form. If the amount of slope is incorrect, adjust the slope dial on the machine until the desired amount of slope is attained. Check preliminary grade 001-1871 ! !DANGER! CONTACT WITH MOVING TRACKS OR TRIMMERWHEEL CAN CAUSE SERIOUS INJURY OR DEATH. BE CERTAIN THAT NO ONE IS NEAR THE TRIMMERWHEEL BEFORE ENGAGING THE CONTROL VALVE. BE CERTAIN THAT NO ONE IS NEAR THE TRACKS BEFORE MOVING THE MACHINE. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS TO PREVENT SEVERE PERSONAL INJURY. Hold a level, plumbed horizontally, above or below the guideline and extended over the trimmed grade. Measure from the guideline side of the level down to the trimmed grade directly below the reference point (top of back of curb, gutter line, etc.). If the measurement is incorrect, adjust both grade sensors evenly as required. Moving the sensors up, lowers the grade, and moving the sensors down, raises the Commander II 3-29 grade. One turn of the grade jack crank changes the grade approximately 1/8 inch (3 mm). After a grade change has been made, move the machine forward 20 to 30 feet (6 to 9 m) and recheck the grade. Readjust as necessary. Note: If the grade must be lowered, it will be necessary to have the machine moving forward slowly. When adjusting the grade for pouring against an existing roadway, or curb, raise or lower the machine until the edge of the slipform mold is even with the roadway, or curb. If the product is being poured on an untrimmed grade, the grade is normally adjusted so that the bottom of the form clears any high spots in the grade by at least 1/8 inch (3 mm). Adjust the grade sensors up or down as necessary. Be certain that the bottom of the form is parallel to the machine frame when changing grade. Check preliminary offset 033-3106 Set a level, plumbed vertically, against the guideline in line with the machine drawbar. Measure the distance between the guideline side of the level and the reference point (top of back of curb, gutter line, etc.) on the slipform mold. This measurement should be the required offset distance. If not, adjust the steering sensor in or out as necessary. Moving the sensor towards the guideline, increases the distance between the line and the form. Moving the sensor away from the line, decreases the distance between the line and the form. After each adjustment, move the machine forward 20 to 30 feet (6 to 9 m) and recheck the offset. Note: Make certain that the form is parallel to the side of the machine before checking the offset. When adjusting the offset for pouring against an existing roadway, or curb, adjust the steering until the lip on the edge of the form (if so equipped) is approximately 1/8 inch (3 mm) from the roadway, or curb, edge. 15 Pouring Operations 033-3335 LF:FGR Fr ST Rr GR Rr ST 2.50V 2.51V 2.48V 2.49V Center the rear steer sensor 033-3335 After the machine has been set to line and grade, it will be necessary to move it back to the start of the pour. Set the forward/reverse steer switch to the “reverse” position and raise the travel variable control valve handle slightly to break contact with the micro switch button. Adjust the rear steering sensor in or out until the steering deviation meter needle is centered. The test mode may also be used to center the rear steering sensor to 2.50 volts. Depress the run/standby switch to place the control system in the “run” mode. Place the two travel directional control valves in the “reverse” position. Depress the A/M switches on the front and rear grade control loops to operate in the manual “M” mode and place the hold down control lever in the center (neutral) position. Using the jog switches on the front and rear grade control loops, raise the machine high enough so that the trimmerhead and the slipform mold will clear all obstacles. Start backing the machine to the start of the pour. While moving the machine, raise or lower the front and/or rear of the machine as necessary to keep the steering wand from coming off of the guideline, or to keep the trimmerhead or slipform mold from striking an obstacle. GOMACO Tip: Loosen the setscrew in the steering sensor square tube mount and lower the steering sensor. The machine then can be raised higher for backing to the start of the pour. Mark the tube location before lowering it so that it can be returned to the same position. Note: It may be necessary to manually steer the machine to the start of the pour, when pouring scab-on. Commander II 3-30 ! !DANGER! CONTACT WITH MOVING TRACKS OR TRIMMERWHEEL CAN CAUSE SERIOUS INJURY OR DEATH. BE CERTAIN THAT NO ONE IS NEAR THE TRIMMERWHEEL BEFORE ENGAGING THE CONTROL VALVE. BE CERTAIN THAT NO ONE IS NEAR THE TRACKS BEFORE MOVING THE MACHINE. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS TO PREVENT SEVERE PERSONAL INJURY. Back the machine approximately 15 to 20 feet (4.6 to 6 m) beyond the starting point of the pour, if possible and stop the machine. Place the forward/reverse steer switch in the “forward” position. Place both travel directional control valves in the “forward” position. Using the jog switches on the front and rear grade control loops, lower the machine until the trimmerhead and slipform mold are lightly resting on the grade. Place the grade sensor wands under the guideline and the steering sensor wand on the machine side of the guideline. Place the “steering assist” switch on current machines in the “straight” position if pouring straight sections. Place the switch in the “radius” position if pouring around radii. Move the trimmerhead control valve to the “forward” position. Notice the position of the deviation meter needles on the front and rear grade control loops. If either, or both, of the needles are centered or above center, place the corresponding A/M switch in the auto “A” position. If either, or both of the needles are below center, start the machine moving slowly forward. Using the jog switch on the front grade control loop, slowly lower the front of the machine until the front grade deviation meter needle centers, or goes above center. Place the run/standby switch in the “run” position. Repeat the procedure with the rear grade. Move the machine forward until the starting point of the pour is lined up with a point approximately 2 feet (600 mm) to the rear of the slipform mold hopper. Using the hold-down control valve, adjust the rear of the slipform mold up or down, until the bottom of it is parallel to the guideline. Pivot the rear of the form left or right so that the side of it is parallel to the side of the guideline. CAUTION!! ! DO NOT ALLOW THE ENTIRE WEIGHT OF THE MACHINE TO REST ON THE SLIPFORM MOLD AS IT COULD BE DAMAGED. Pour started from existing curb 001-1874 If the pour is to start from and existing curb and gutter, or sidewalk, it will first be necessary to be certain that the grade at the end of the existing product is correct. The grade at the end of the existing product to a point at least 10 feet (3.05 m) beyond the end must be at grade to 1/2 inch (13 mm) low. Back the machine to the start of the pour, as previously described, until the rear of the slipform mold is against the existing product. Note: The slipform mold will not fit over the product that was poured with it at a previous time. Concrete slump causes the product to expand wider than the slipform profile. Starting pour 033-3110 CAUTION!! ! DO NOT PLACE OIL ON THE OPERATORS PLATFORM, OR THE BOARDING LADDER, AS IT MAY CAUSE THEM TO BECOME VERY SLIPPERY. INJURY MAY RESULT IF SLIPPAGE OCCURS. It is advisable to coat the inside and outside of the form and the trimmerhead assembly below the conveyor with form oil. The conveyor frame, receiving hopper and the discharge hopper should also be Commander II 3-31 coated. Avoid placing oil on the inside surface of the belt as it could cause slippage. GOMACO TIP: Place plastic or burlap over the trimmerhead assembly directly below the conveyor to aid in cleanup at the end of the day. Move the conveyor directional control valve to the “forward” position, and pull the vibrator/auxiliary travel selector out to the “vibrator” position. Rotate each vibrator variable control valve, that has a vibrator attached, counterclockwise to the maximum position. On current production machine, place the vibrator override switch in the “off” position. Discharge concrete onto the conveyor belt from the supply truck and fill the slipform hopper at least 75% full. Move the variable speed control valve in the “increase” direction just enough to start the vibrators without moving the machine. Allow the vibrators to force the concrete back into the form, until they can force no more into it. Keep the slipform hopper at least 75% full by starting and stopping the conveyor as necessary. GOMACO TIP: By spraying the underside of the form and the grade with water, before dumping concrete into the form, it may be possible to fill the form more fully. It may also help to spray a small amount of water onto the first small amount of concrete in the hopper to help it slip into the form more easily. Adjust the hold down pressure 3110 When the form is completely full, move the variable speed control valve in the “increase” direction to position number 2 or above to start the machine forward movement. As soon as the concrete begins to slip from the rear of the form, move the hold-down control valve to the “down” position. Adjust the hold- down pressure by turning the hold-down pressure control valve clockwise to increase pressure, or counterclockwise to decrease pressure, to hold the form in firm contact with the concrete. If the hold-down pressure is too high, the top surfaces will appear to “puff up” as the concrete slips from under the form. If the hold-down pressure is too low, the stainless troweling section will appear to leave the concrete, causing the top surface to appear streaked. Adjust the travel speed and the vibration as required. Check cross slope of product 3111 After pouring 15 to 20 feet (4.6 to 6 m), check the finished product for proper slope, grade and line. If adjustments are needed, make them in small increments over a great distance. For example, if the grade requires a change of 1/4 inch (6 mm), adjust it 1/8 inch (3 mm) every 5 feet (1.5 m) or more. To check the cross slope, place a level in the gutter section, or across the surface of a sidewalk and raise the lower end until the level is plumb. Measure from the bottom of the level to the top surface of the concrete. Adjust the slope of the machine with the slope dial as necessary. Check grade of product 033-3111 Commander II 3-32 To check the grade, place a level above, or below the guideline and plumb it out over the edge of the finished product. Measure from the guideline side of the level down to the reference point on the concrete (top of back of curb, gutter line, etc.). Adjust the front and rear grade sensors up or down evenly, to get the proper measurement. If the grade must be raised, lower the sensors. If the grade must be lowered, raise the sensors. Note: When checking the grade to the top of the curb, be certain that the curb has not slumped down too far by measuring the back side of the curb for the correct measurement. Check for proper steering offset 033-3112 To check the offset, plumb the level vertically along the side of the line. Measure the distance between the guideline side of the level and the concrete reference point (top of back of curb, gutter line, etc.). Adjust the steering sensor left or right as necessary. If the concrete line must be moved away from the line, move the sensors towards the line. If the concrete line must move closer to the line, move the sensors away from the line. Adjust the hold down limit nuts Adjust the hold-down limiting bolts to carry the rear of the slipform mold, should any low grade be encountered. With concrete under the slipform mold, turn the adjustment nuts until they just contact the support plate. Lock the adjustment nuts in place with the locking nuts. Note: Loosen the adjustment nuts to be certain that the form is in firm contact with the concrete, before making adjustments. Good product 3114 Production rate (or travel speed) is determined by many factors, of which a few are: 1. Delivery rate of the concrete mix. If the concrete mix cannot be readily discharged from the supply truck, the production rate will be lowered. The size of the slipform mold will have a direct affect on how far each load of concrete will go. 2. Amount of pressure required to turn the trimmer- head. The pressure required will be affected by the type of material being trimmed, the depth of cut and the forward travel speed. Ideally the Commander II 3-33 subgrade to be trimmed during pouring opera- tions should be 1/2 to 1 inch (13 to 25 mm) high. 3. How wet or dry the concrete mix is (slump). With high slump (wet) concrete, the travel speed can be increased, which in turn will increase production rate. With low slump (dry) concrete, the travel speed must be decreased, reducing the production rate. The recommended con- crete slump for curb and gutter, or for sidewalk is 1 1/2 to 2 inches (38 to 50 mm). 4. Amount of hand work to be done behind the machine. If pouring a curb which requires the cutting of many driveway openings, it is impor- tant that the machine not get too far ahead. If the machine were to get too far ahead, it would allow the concrete to begin to set, making the cutting of each driveway opening progressively more difficult. Wet concrete 001-1883 When the concrete mix becomes too wet (high slump), it may be necessary to increase travel speed and/or decrease vibration to avoid a “puffy” surface. If the concrete is extremely wet, the edges or the curb may slump excessively, or may even fall over. The solution would be to get the concrete mix drier, or refuse to accept it. Dry concrete 001-1884 When the concrete mix becomes too dry (low slump), it may be necessary to decrease travel speed and/or increase vibration to eliminate “voids” in the concrete surface. If the concrete is extremely dry, large “voids” may appear in the surface, or the concrete may pull apart completely. The solution would be to add water to the concrete mix, or if necessary, refuse to accept it. Hump caused by running vibrators 3117 During paving operations, it occasionally becomes necessary to stop and start the machine travel. When stopping, rapidly move the variable speed control valve in the “decrease” direction to the stop, depressing the micro switch button. This causes the vibrators to stop at the same instance as the machine travel ceases. When starting the machine travel, rapidly move the variable travel control valve in the increase direction to position number 2 or above. This will start the vibrators at the same instance as the machine travel begins. After the machine is moving, adjust the travel speed as necessary. Commander II 3-34 Hump caused by bumping line 3118 During pouring operations, it is important that nothing, or no one, comes in contact with the guideline. Be certain that there is no debris against the guideline which could become entangled in the sensor wands. Be certain that persons working around the machine do not come in contact with the line. Trimming excessive grade 3119 ! !DANGER! IF THE TRIMMER WHEEL IS FULL OF MATERIAL THAT MUST BE CLEARED BY HAND OR MATERIAL MUST BE REMOVED FROM THE SUBGRADE, THE TRIMMER WHEEL MUST BE STOPPED AND THE ENGINE MUST BE SHUT OFF BEFORE CLEARING THE MATERIAL OR SERIOUS INJURY, OR DEATH, CAN RESULT. FOR ADDITIONAL SAFETY, REMOVE THE KEY FROM THE IGNITION SWITCH. BE CERTAIN THAT PERSONNEL ARE CLEAR OF THE TRIMMER WHEEL BEFORE STARTING THE ENGINE. KEEP HANDS, FEET AND LOOSE CLOTHING CLEAR OF TRIMMER WHEEL WHILE IN OPERATION. During trimming and pouring operations, it is normally recommended to trim no more than 1 to 1 1/2 inches (25 to 38 mm). If more than 2 inches (51 mm) of material must be removed, it is best to remove it with a motorized blade or scraper. If an attempt is made to remove an excessive amount of material with the trimmerhead during pouring operations, it may cause frequent stalling of the trimmer wheel, causing the machine to pull to the left. This will cause damage to the curb and also reduce the production rate. Note: If a motorized blade or scraper is not available, the grade can be pre-trimmed by raising the machine 1 inch (25 mm). After the grade is pre-trimmed, back the machine to the start of the pour, lower it the 1 inch (25 mm) and begin pouring operations. The windrow from pre- trimming should be removed in some manner. Low grade boil out 3120 If low spots are present in the subgrade, it is advisable to fill them with fill material prior to pouring operations. Enough fill should be added so that when it is compacted, the grade is 1/2 to 1 inch (13 to 25 mm) high. Low areas in the subgrade can also cause the top line of the finished product to sag, especially if the hold-down limiters are not used. It is recommended to spot check the entire job for high and low grade spots. Pouring on low grade can cause severe loss of concrete yield. For example, with the grade 1/2 inch (0.01 m) low over a width of 3 feet (0.91 m), an additional cubic yard (0.764 m3) would be required for every 216 feet (65.8 m) poured. Commander II 3-35 Low sensitivity 033-3115 It is important that the sensitivity on the control loops be set as sensitive as possible, that the spring tension on the sensor wands not be too tight, and that the stringline guide be kept adequately tensioned. Figure 3101 shows the gradual swales that can be caused by a low sensitivity setting, incorrect sensor wand spring tension or loose stringline. Curb drop form 052-0134 Occasionally, it becomes necessary to install a driveway opening in the curb. If attached, insert the curb cutout blade using the rear shift control valve at the beginning of the driveway opening and retract the blade at the end fo the driveway opening. Place adequate froms of the proper height behind the curb and stake securely. Place a from of the proper height in the gutter section and remove the top of the curb (if no blade is attached). After the top of the curb has been removed, finish the concrete to produce a smooth transition from the full curb to the cut curb. Moving sensors past obstacles 001-2608 Occasionally obstacles are situated between the guideline and the finished product. It will be necessary to swing the sensor arms, or remove them to clear the obstacle. When the front sensors get to the obstacle, stop the machine. Depress the front grade control loop A/M switch in the manual “M” mode. Place the steering auto/manual selector switch in the “manual” position. Mark the position of the sensor pivot mount and swing the sensor arm out of the way. If the sensor arm cannot be swung out of the way, it may be necessary to remove it. Mark the sensor arm position in the pivot mount and loosen the setscrews. Disconnect the sensor plugs at the bulkhead connectors and remove the sensor arm. ! !DANGER! CONTACT WITH MOVING TRACKS, TRIMMER WHEEL OR CONVEYOR CAN CAUSE SERIOUS INJURY OR DEATH. BE CERTAIN THAT NO ONE IS NEAR THE TRIMMER WHEEL OR CONVEYOR BEFORE ENGAGING THE CONTROL VALVE. BE CERTAIN THAT NO ONE IS NEAR THE TRACKS BEFORE MOVING THE MACHINE. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS TO PREVENT SEVERE PERSONAL INJURY. Move the machine forward until the obstacle is past the sensor arm position. Swing the assembly back into position until the marks are aligned, or slide the sensor arm back into the mount until the mark is aligned. Reconnect the sensors. Place the grade wand under the guideline and the steering wand on the machine side of the guideline. Depress the A/M switch on the front grade control loop and the steering auto/manual selector switch in the “auto” position. Continue to pour forward until the rear sensors are to Commander II 3-36 the obstacle. Repeat the procedures for the rear sensors. Note: It is not necessary to place the steering auto/manual selector switch in the “manual” position when moving the rear steer sensor, as the rear steer sensor is not being used when travelling forward. Ending the Pour If the end of the pour is up against an existing curb and gutter, or sidewalk, stop the machine forward travel when the trimmerhead is up against the end of the existing product. If possible shift the trimmerhead all the way to the right. Remove the excess material left by the trimmerhead and continue to pour forward, until the front of the form hopper is against the end of the existing product. Place the hold-down control valve in the center (neutral) position and the trimmerhead control and the conveyor control valves in their “off” position. Place the vibrator override switch (on current machines) in the “on” position, or push the auxiliary travel/vibrator selector valve in to the “auxiliary travel” position. Depress the front and rear grade control loop A/M switches and the steering auto/ manual selector switch to select the manual "M" mode. Raise the machine using the all jog switch and move the machine to an area where it can be cleaned. If the pour is to be stopped in an open area, it is advisable to trim forward an additional 20 to 30 feet (6 to 9 m) past the stopping point. By doing this, when the pour is continued, the subgrade is already trimmed for machine setup. To continue trimming past the end of the pour, stop the conveyor and vibrators. Place the hold-down control valve in the center (neutral) position, and continue to trim forward the desired amount. When the desired amount has been trimmed, raise the machine and move it to an area to be cleaned as previously described. Mark Sensors 033-3286 The sensors should be removed before washing the machine. It is advisable to mark the sensor location on the mounts prior to their removal. This will speed setup time if the pour is to be continued at a later date. Be certain to place protective dust caps over/in the electrical plugs to keep moisture and dirt out. Clean machine 033-3123 The machine should be cleaned as soon as possible after pouring operations have ended. It is advisable to fill the water tank on the machine at the start of the pour, so water for cleaning purposes is available at the end of the pour. Connect the pump drive hoses to a vibrator circuit. Rotate the vibrator variables which have vibrators attached to them, to the off (clockwise) position, and the variable for the water pump to the maximum (counterclockwise) position. Pull the vibrator/auxiliary travel selector valve out to the “vibrator” position. Place the vibrator override switch (current machines) in the “off” position and lift the travel variable control valve off of the micro switch. Run the engine at maximum speed. Commander II 3-37 Uncoil the hose from the hose hanger on the top of the water tank and wash the concrete off of the machine. The underside of the form should be washed off first. Clean the underside of the form thoroughly, as any concrete left to dry on the underside will affect the final concrete finish when the pour is resumed. ! !DANGER! BE CERTAIN THAT THE TRIMMERHEAD CONTROL VALVE IS IN THE “OFF” POSITION WHILE CLEANING THE MACHINE. USE CARE WHEN CLEANING AROUND THE TRIMMERHEAD TO AVOID BECOMING ENTANGLED, SHOULD THE TRIMMER BE ACCIDENTALLY STARTED. DO NOT STAND ON THE CONVEYOR IN CASE IT IS ACCIDENTALLY STARTED. Commander II 4-1 Lubrication and Maintenance Service Interval Chart Item 10 Hour 50 Hour 250 Hour 500 Hour 600 Hour Check E-stop operations • Check engine oil level • Grease auger bearings • Clean engine compartment • Check hydraulic fluid level • Check air filter restriction indicator • Fill fuel tank • Grease trimmer gearbox • Check engine coolant level • Clean power washer pump inlet screen • Check power washer gearcase oil level • Grease trimmer bearing • Grease conveyor bearings • Adjust auger drive chain • Lubricate auger drive chain • Grease left track center pivot pin • Check track drive gearbox oil level • Check pump drive gearbox oil level • Check conveyor drive gearbox oil level • Check battery electrolytes • Check alternator and fan belts • Adjust conveyor belt tension • Replace conveyor belt wipers • Adjust trimmer wheel height • Check trimmer teeth for replacement • Service or replace engine air filter • • Check engine air intake fittings • Commander II 4-2 Grease hold down trolley • Grease conveyor pivot mount • Check tension of wear pads • Grease track yoke pivot pin • Replace engine oil filter • Replace fuel filters • Drain power washer gearcase oil * • Replace lift suction filter * • Replace hydraulic oil filter * • Replace high pressure lift filter * • Clean sump filters * • Change oil in torque hub gearbox * • Change oil in pump drive gearbox * • Change oil in conveyor drive gearbox * • Check oil in track rollers • Check wear pads for replacement • Clean battery cable connections • • Adjust servo pilot valves • Adjust trimmerhead pressure • Adjust conveyor pressure • Adjust track pressure • Adjust vibrator pressure • Adjust lift pressure • Calibrate the slope sensor • * Indicates a one time service interval after the first 50 hours of machine operation Commander II 4-3 03 Lubricants Effective use of the proper lubricating oils and grease is perhaps the most important step towards low upkeep cost, long machine life and satisfactory service. Use only lubricants specified in this section. Apply them at the intervals and according to the instructions in this chapter. Engine Lubrication Oil Cummins Engine recommends the use of multigrade oils in their engines, using the following requirements: 1. Use of 15W40 or 20W40 in temperatures above 14° F (-10° C). 2. Use of 10W30 in temperatures below 14° F (-10° C). 3. The lubricant shall meet the performance requirements shown in service classifications CC/CD (equivalent to MIL-L-45199B). 4. A maximum sulfated ash content of 1.85% by weight. Refer to the Cummins engine operators manual for further information. CHAPTER IV MAINTENANCE 01 Content of Chapter This chapter contains detailed instructions for the lubrication and adjustments necessary for trouble free operation of the Commander II. The services listed for the engine is basic services only. Refer to the engine service manual for more detailed instructions. It is advisable to perform all lubrication checks and services prior to initial machine setup. Instructions for the servicing of the battery, charging system, fuel system, engine cooling system, engine lubrication system and the machine hydraulic systems are included in this chapter. Also included are instructions for adjusting the pressures of the various hydraulic circuits and instructions for adjusting the steering and slope systems. Pay particular attention to all safety statements. NOTICE WARNING! DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND THOROUGHLY UNDERSTAND THE OPERATORS MANUAL. FAILURE TO FOLLOW THIS PROCEDURE MAY RESULT IN INJURY OR DEATH. DANGER! DO NOT ALTER OR MODIFY THIS PRODUCT WITHOUT THE EXPRESS WRITTEN CONSENT OF THE MANUFACTURER. UNAUTHORIZED MODIFICATION MAY RESULT IN SERIOUS INJURY OR DEATH. DCAL-058 02 Fuels The quality of fuel oil used for high speed diesel engine operation is a very important factor in obtaining satisfactory engine performance, long engine life and acceptable exhaust. Fuel oil should be kept clean and free of contamination. Storage tanks should be inspected regularly for dirt, water or water emulsion sludge and cleaned if contaminated. Storage instability of the fuel can lead to the formation of varnish or sludge in the tank. To keep the fuel system in its most efficient condition, keep all dirt, water and other foreign matter out of the fuel and avoid storing fuel for a long period of time. Refer to the engine manual for further information and specifications. Commander II 4-4 ����� ����� �� �� � �� �� ��� ���� � ���� ���� �� �� ������� �� � � �� �� ������ ������� ������ �� ���� ������ ����� � � �� �� ����� ���� �� �� � ������ ���� ���� ��� �� ���� ��� �� ��� ��� ������ � �� �� ��� �� �� �� �������� �� ����! ��������� �" ��� ������ ��� ������ "�# �� ������ ����� �� �� �� ����� �� ���� �� �� � ������ �� � �� � � ����������� � ���� �� �� ���������� ����� Hydraulic oil chart Hydraulic Oil GOMACO recommends any anti-wear hydraulic oil with an I.S.O. viscosity rating of 215 at 100° F (37.8° C) such as Arco Duro AW-46, which is installed in the machine at the factory. The oil is non-foaming and has anti-wear additives in it. Refer to the chart for equivalent oils. Gear Case Oils Use SAE 90 gear oil with EP additives in the various gear drives unless otherwise instructed. Use of other types of oils will not give satisfactory service and may result in eventual damage. Grease Use any multipurpose lithium soap grease for all grease fittings. Application of grease as instructed in this chapter will provide proper lubrication and will keep contamination out of bearings. Notice: Use only high grade lubricants which have been stored in clean containers. Wipe away all grease and dirt before removing filler caps or plugs. Wipe grease fittings clean before lubricating. 04 Ten Hour or Daily Service WARNING!! ! A DEFECTIVE EMERGENCY STOP SYSTEM MAY CAUSE SEVERE INJURY OR DEATH. DO NOT OPERATE THE MACHINE WITH AN INOPERATIVE EMERGENCY STOP SYSTEM. CHECK THE EMERGENCY STOP SYSTEM FOR PROPER WORKING ORDER BEFORE BEGINNING PAVING OPERATIONS. Check E-stop light 033-3236 Check the operation of each emergency stop button every day before beginning operation. Make certain that all emergency stop buttons are pulled out and that the check E-stop light on the panel is out. Depress each emergency stop button, one at a time. Depressing any one emergency stop button should cause the check E-stop light to illuminate. If the check E-stop light does not illuminate after depressing any certain emergency stop button, check the system for faults and correct before operating the machine. Check engine oil level 033-3125 Commander II 4-5 Check engine crankcase oil level with the bayonet gauge. Do not operate the engine with oil level below the bottom mark. Check the oil level ten minutes after stopping the engine. If the oil level is low, add the proper grade of oil through the oil fill opening until the oil level is to the full mark on the bayonet gauge. Grease auger bearings (sidewalk form) 001-2012 Grease the bearings on each end of the slipform mold cross auger (if so equipped) until resistance is felt against the grease gun handle (1 or 2 pumps). Do not over grease as seal damage could result. Clean engine compartment 001-2167 Check and clean the engine compartment, radiator core and oil cooler core if necessary. The engine compartment should be cleaned by blowing it out with compressed air or by washing it out with a pressure washer (maximum pressure 100 psi; 6.9 bar). Allow the engine to cool before washing the compartment. The radiator and oil cooler cores can also be cleaned with compressed air or a pressure washer (maximum pressure 100 psi; 6.9 bar). The cores should be cleaned from the outside to the inside. Check hydraulic fluid level 033-3126 Check the hydraulic oil level by observing the oil level in the reservoir sight glass. Oil level should be to the full mark with the oil cold. Do not operate the machine when oil is not visible in the sight glass. Fill to the full mark with the proper grade of hydraulic oil. Oil needs to be changed only if contaminated. Check air filter restriction indicator 033-3198 Check the air filter restriction indicator. If the red line is in the window, the air filter element must be replaced. Refer to the air filter service section for replacement instructions. To reset the restriction indicator, push in on the button on the bottom of the indicator and release it. Commander II 4-6 Fill fuel tank 033-3127 WARNING!! ! DIESEL FUEL IS FLAMMABLE. WHEN REFUELING THE MACHINE, STOP THE ENGINE. DO NOT SMOKE WITHIN 50 FT. (15 M) OF THE MACHINE. DO NOT ALLOW ANY HOT OR BURNING MATERIALS NEAR THE FUEL FILL LOCATION. SEVERE BURNS MAY OCCUR IF THE FUEL WERE TO IGNITE. Refill the fuel tank at the end of each day with clean, fresh fuel. Keeping the fuel tank full, reduces condensation to a minimum. Grease trimmer gearbox 033-3264 DANGER!! ! TO PREVENT SERIOUS INJURY, OR DEATH, KEEP HANDS, FEET AND CLOTHING CLEAR OF ROTATING TRIMMERWHEEL. IT IS RECOMMENDED TO HAVE SOMEONE AT THE OPERATORS STATION TO STOP THE TRIMMERWHEEL IN CASE OF EMERGENCY. With the engine idling and the trimmer wheel rotating slowly, inject grease into the fitting next to the drive motor, until grease is expelled from around the large trimmerhead gearbox mounting flange seal (approximately 20 pumps). It is recommended that a multipurpose, high temperature grease be used in this location. Note: Under dry, dusty or sandy conditions, it is recommended to grease the fitting next to the drive motor more frequently (2 or 4 times a day). Check engine coolant level 001-2017 WARNING!! ! IF NECESSARY TO ADD COOLANT TO THE SYSTEM WHEN THE ENGINE IS HOT AND/OR HAS OVERHEATED, USE CARE TO AVOID BEING SCALDED. ALLOW THE ENGINE TO COOL BEFORE REMOVING THE RADIATOR CAP. PLACE A RAG OVER THE RADIATOR CAP AND TURN IT SLOWLY TO THE FIRST STOP, WHICH ALLOWS STEAM TO ESCAPE THROUGH THE OVERFLOW TUBE. Check the coolant level in the engine radiator. Open the access door to reach the radiator cap. The coolant level should be no more than 1 in. (25 mm) down from the bottom of the filler neck. See the appropriate engine manual for further coolant system instructions. Commander II 4-7 Clean water pump inlet screen 033-3233 If the flow from the wash nozzle slows down, it may be necessary to remove the filter from the inlet side of the pump and clean it. Remove the retainer nut and remove the filter. Wash the filter in water and blow dry. Inspect the filter and replace it if damaged. Insert the clean filter into the opening and replace the retainer nut. Drain the water tank 033-3182 If the machine is to be used in an area that freezing temperatures will be encountered, open the drain plug in the bottom of the tank and drain all water. Drain water pump and lines 001-2505 CAUTION!! ! SEVERE DAMAGE WILL RESULT TO THE PUMP IF IT IS ALLOWED TO FREEZE. BE CERTAIN TO COMPLETELY DRAIN IT IN FREEZING WEATHER. IF THE PUMP IS TO REMAIN IN FREEZING WEATHER, RUN A SMALL AMOUNT OF ANTIFREEZE THROUGH IT FOR PROTECTION. Remove the inlet and outlet lines from the pump and allow all water to drain from the pump and hoses. It is recommended to remove the water pump from the machine and store it in a warm place. Check gearcase oil level 033-3181 Remove the filler plug in the top of the gearcase and check the oil level with the bayonet gauge. If the oil level is low, add 30 weight engine oil through the oil fill opening until the oil level is to the full mark on the bayonet gauge. The oil needs to be changed whenever it is contaminated. 05 Fifty Hour or Weekly Service Perform all ten hour lubrication and periodic services. Commander II 4-8 Grease trimmer discharge bearing 001-2007 DANGER!! ! TO PREVENT SERIOUS INJURY, OR DEATH, DO NOT ATTEMPT TO GREASE THE BEARING ON THE DISCHARGE END OF THE TRIMMERWHEEL WITH THE WHEEL ROTATING. STOP THE WHEEL AND SHUT OFF THE ENGINE BEFORE GREASING. With the trimmerwheel stopped, grease the bearing on the auger shaft end of the trimmerhead until resistance is felt against the grease gun handle (1 or 2 pumps). Do not over grease as seal damage could result. Note: Under dry, dusty or sandy conditions, it may be necessary to grease the trimmer auger shaft bearing more frequently. Grease conveyor bearings 033-3034 WARNING!! ! TO PREVENT SERIOUS INJURY, DO NOT ATTEMPT TO GREASE THE BEARINGS ON THE CONVEYOR WITH THE CONVEYOR OPERATING. STOP THE CONVEYOR AND STOP THE ENGINE BEFORE GREASING. Grease the conveyor drive pulley (upper end) bearing, on the side opposite of the drive motor, until resistance is felt against the grease gun handle (1 or 2 pumps). Do not over grease as seal damage could result. Grease conveyor idler pulley bearings 033-3191 Grease bearings on each side of the conveyor idler pulley (lower end) until resistance is felt against the grease gun handle (1 or 2 pumps). Do not over grease as seal damage could result. Adjust auger drive chain (sidewalk) 001-2029 Commander II 4-9 WARNING!! ! TO PREVENT SERIOUS INJURY, DO NOT ATTEMPT TO GREASE THE BEARINGS ON THE AUGER OR ADJUST THE CHAIN TENSION WITH THE AUGER OPERATING. CONTACT WITH MOVING CHAIN OR SPROCKETS CAN CAUSE SERIOUS INJURY. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS TO PREVENT SEVERE INJURY. DO NOT OPERATE THE SLIPFORM MOLD AUGER WITH THE ACCESS COVER REMOVED. STOP THE AUGER AND SHUT OFF THE ENGINE BEFORE GREASING OR ADJUSTING THE CHAIN. Check the tension of the auger drive chain by removing the access cover from the side of the form. Adjust the chain tension by loosening the motor mount bolts and turning the nut on the adjustment bolt. Proper tension is with approximately 1/4 in. (6 mm) deflection between the sprockets. Tighten all mounting bolts securely. Lubricate the chain with a graphite chain lubricant. Grease track center pivot pin 033-3171 Grease the center pivot pin on the left track until grease is expelled from either end of the pin (5 to 6 pumps). Grease yoke pins 033-3221 Grease the track pivot yoke pins until grease is expelled from between the guide tube and the yoke. Check track drive gearbox oil level 071-0025 WARNING!! ! MOVING TRACKS CAN CAUSE SERIOUS INJURY. BE CERTAIN THAT NO ONE IS NEAR THE TRACKS BEFORE MOVING THE MACHINE. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS. Check the gear oil level in the track drive gearboxes. Rotate the box until the fill/drain plug is on the top. Remove the check plug from the center of the gearbox. Gear oil should flow from the opening. If not, add EP-90 gear oil until it begins to flow from the check plug opening. Note: If hydraulic oil flows from the check plug hole, suspect that the shaft seal on the hydraulic drive motor has failed. It will be necessary to remove the drive motor and replace the seal. Commander II 4-10 Check pump drive gearbox oil level 033-3176 Check the gear oil level in the pump drive gearbox on the rear of the engine. Gear oil should be visible in the sight gauge. If not, add EP-90 through the filler hole on top of the gearbox until oil is visible in the sight gauge. Note: If the gear oil level is above the top of the sight gauge, or oil is being expelled from the breather, suspect that the shaft seal on one of the hydraulic pumps has failed. It will be necessary to remove one, or possibly all, of the pumps to find and replace the defective seal. Conveyor drive gearbox check plug 360030 WARNING!! ! KEEP HANDS, FEET, TOOLS AND CLOTHING AWAY FROM MOVING CONVEYOR BELT AND ROLLERS. SERIOUS INJURY OR DEATH MAY RESULT IF ENTANGLED. Check the gear oil level in the conveyor drive gearbox. Gear oil should flow from the check opening when the plug is removed. If not, add EP-90 gear oil through the top fill plug opening, until it begins to flow from the check plug opening. Note: If hydraulic oil flows from the check plug hole, suspect that the shaft seal on the hydraulic drive motor has failed. It will be necessary to remove the drive motor and replace the seal. Check battery electrolyte level 001-2018 CAUTION!! ! BATTERIES CONTAIN SULFURIC ACID AND NORMALLY PRODUCE EXPLOSIVE GASES WHICH CAN CAUSE SERIOUS INJURY. THEREFORE, DO NOT ALLOW FLAMES OR SPARKS TO COME NEAR THE BATTERY. WHEN CHARGING OR WORKING NEAR A BATTERY, ALWAYS SHIELD YOUR FACE AND PROTECT YOUR EYES. IN CASE OF ACID CONTACT WITH SKIN OR EYES, FLUSH IMMEDIATELY WITH WATER FOR A MINIMUM OF 15 MINUTES AND GET PROMPT MEDICAL ATTENTION. IF ACID IS SWALLOWED, CALL A PHYSICIAN IMMEDIATELY. Check the level of the electrolyte (acid and water solution) in each of the cells of the battery. Use distilled water or any clean water that is fit to drink and does not have a high mineral content to fill the cells to the bottom of the filler necks. Note: Do not add water in freezing weather unless the engine is to be ran two or three hours, or the battery is to be charged for a minimum of one hour, to thoroughly mix the water and electrolyte. Commander II 4-11 Check alternator and fan belts 001-2075 WARNING!! ! DO NOT ATTEMPT TO CHECK THE BELTS WITH THE ENGINE RUNNING. SEVERE INJURY WILL OCCUR IF CAUGHT IN MOVING BELTS. Check the belts for any sign of wear. Replace belts that are cracked or frayed Refer to the engine manual for further instructions. Adjust conveyor belt tension 033-3199 WARNING!! ! KEEP HANDS, FEET, TOOLS AND CLOTHING AWAY FROM MOVING CONVEYOR BELT AND ROLLERS. SERIOUS INJURY OR DEATH MAY RESULT IF ENTANGLED. Check the conveyor belt tension and alignment. If the belt tension is insufficient (apparent by drive pulley slippage), tighten the belt by adjusting the position of the drive pulley evenly on both sides. Adjust idler pulley for belt alignment 033-3191a To align the belt, start the engine and allow it to run at 1000 rpm. Move the conveyor directional control valve to the “forward” position and allow the belt to rotate. Observe the belt to see which side it is running to. Turn the idler pulley adjuster nut, in small increments, on the side the belt is running to. Allow the belt to rotate five or six complete revolutions before making more adjustments to allow time for belt to center itself. Secure adjuster nut with jam nut. Note: If belt will not stay properly aligned, check troughing rollers for squareness to frame and adjust if necessary. Replace belt wiper 033-3212 Inspect the belt wipers on the underside of the conveyor just inside of the discharge hopper. If the wipers are damaged or are worn out, they will need to be replaced. Release the spring tension on the wiper assembly. Remove the lock nut and the retainer plate on each wiper assembly. Remove and replace the wipers. Reinstall the retainer plates and the locking nuts, and tighten securely. Tension the wipers against the conveyor belt until there is enough tension to wipe the belt clean. Note: The belt wiper must be thoroughly cleaned at the end of each day to maintain its' effectiveness. Commander II 4-12 Adjust trimmer wheel height 001-2030 DANGER!! ! TO PREVENT SERIOUS INJURY, OR DEATH, KEEP HANDS, FEET AND CLOTHING CLEAR OF ROTATING TRIMMERWHEEL. IT IS RECOMMENDED TO HAVE SOMEONE AT THE OPERATORS STATION TO STOP THE TRIMMERWHEEL IN CASE OF EMERGENCY. The trimmer wheel is properly adjusted when the teeth are 1/4 in. to 3/8 in. (6 to 10 mm) below the cutting edge of the moldboard. One way to adjust the trimmer wheel is to position the machine on a flat, level, concrete or asphalt surface. Place a 6 in. x 6 in. x 3/8 in. (150 mm x 150 mm x 10 mm) steel plate under each end of the trimmerhead moldboard. Lower the machine until the moldboard rests on the plate. Make certain the machine frame is parallel to the surface it is setting on. Allow the engine to run at the lowest speed and move the trimmerhead control valve to the “forward” position. If the trimmerwheel teeth do not strike the surface, it will be necessary to adjust the trimmerwheel down. Place the trimmerhead control valve in the “neutral” position and stop the engine. Slightly loosen the cap screws securing the guide plates at each end of the trimmerhead. Adjust the trimmer wheel up or down with the adjusting bolts until the teeth lightly strike the concrete or asphalt surface. Tighten all cap screws and setscrews securely. Tooth marks in grade 001-2032 DANGER!! ! TO PREVENT SERIOUS INJURY, OR DEATH, KEEP HANDS, FEET AND CLOTHING CLEAR OF ROTATING TRIMMERWHEEL. IT IS RECOMMENDED TO HAVE SOMEONE AT THE OPERATORS STATION TO STOP THE TRIMMERWHEEL IN CASE OF EMERGENCY. The trimmer wheel can also be adjusted during trimming operations by observing the finished grade behind the machine. When trimming, teeth marks should be slightly visible in the subgrade. If teeth are set more than 3/8 in. (10 mm) below the moldboard, excessive loose material will be left on the subgrade. If the teeth are set above the moldboard, increased tractive pressure will result as well as a poorly finished subgrade. If the teeth are set above the moldboard, it can cause the machine to “kick” sideways, creating steering problems. Trimmer wheel adjustment must be made to compensate for tooth wear. Adjust the trimmer wheel height as previously described. Replace trimmer teeth 001-2035 Commander II 4-13 DANGER!! ! TO PREVENT SERIOUS INJURY, OR DEATH, BE CERTAIN THAT THE ENGINE IS STOPPED BEFORE WORKING ON THE TRIMMERWHEEL. IT IS RECOMMENDED TO REMOVE THE KEY FROM THE IGNITION SWITCH TO KEEP THE ENGINE FROM BEING ACCIDENTALLY STARTED. WEAR EYE PROTECTION WHEN REMOVING AND REPLACING THE TEETH. If the carbide tip breaks off of the tooth, it will allow the remaining portion to wear off rapidly. It will be necessary to replace the tooth to prevent the holder from wearing also. Stop the engine. Place a punch against the rear of the tooth shank and drive it out from the rear. Set a new tooth in place in the holder and place the special driver tool (GOMACO part # GT80- 119) over the tip. Tap the new tooth into place. Be certain the flat area on the shank of the tooth is on the same side as the flat area on the holder before driving the tooth in place. 06 150 Hour Perform all 10 and 50 hour lubrication and periodic services. Grease hold-down trolley 033-3143 Grease each of the trolley wheels on the hold down assembly until grease is expelled from between the shaft and the wheel. Grease conveyor pivot mount 033-3175 Grease the conveyor pivot mount until grease is expelled from the top of the pivot mount weldment. Check tension of wear pads 033-3041 Check the individual wear pads on all elevation legs for excessive wear and replace as necessary. If the wear pad is damaged or metal to metal contact is possible, the wear pad must be replaced. If the inner leg tube of an elevation leg has excessive movement inside the outer support tube, it will be necessary to tension the individual wear pads to remove the excessive movement. Loosen the locking nut and tighten each set screw using a torque wrench to a torque setting of 50 inch pounds (5.6 Nm). Do not over tension the wear pads. Excessive wear pad tension produces too much friction and prevents the elevation leg from moving up or down. Commander II 4-14 07 250 Hour Service Drain engine oil 001-2039 WARNING!! ! USE CARE WHEN REMOVING THE DRAIN PLUG TO PREVENT CONTACT WITH THE HOT OIL. HOT OIL CAN CAUSE SEVERE BURNS. Change the engine oil by removing the drain plug from the end of the drain line, extending from the engine crankcase, and allowing the oil to drain into a container. The oil should be drained at the end of a work day while it is still warm. This will allow the oil to drain faster and all contamination suspended in the oil will drain with it. Replace oil filter 001-2041 Remove the engine oil filter element and discard the oil filter and the oil properly. Make certain that all of the old gasket is removed and clean any dirt from the filter base. When installing the new engine oil filter, coat the gasket with a light coat of engine oil. Fill the filter with clean engine oil and install it. Hand tighten the filter element 3/4 turn after the gasket contacts the base. Fill engine with oil 033-3213a Replace the drain plug and refill the engine with the proper grade of oil in accordance with the instructions given in the lubricating oil specification section of the appropriate engine manual. Start the engine and inspect the oil filter canister for leaks. 08 500 Hour Service Perform all 10, 50, 150 and 250 hour lubrication and periodic services. Replace fuel filters 033-3213b Remove the engine fuel filter elements as well as the in-line fuel filter and discard the fuel filters properly. Make certain that all of the old gasket is removed and clean any dirt from the filter bases. Fill the new elements with clean fuel and reinstall them. Tighten the filter elements 3/4 of a turn after the gasket contacts the base. Refer to the Cummins Diesel Engine Manual for further fuel system service. Commander II 4-15 Manual fuel pump 033-3226b A manual fuel pump is available if the fuel filters are not changed properly. Follow the instructions in the appropriate engine manual for bleeding air from the fuel system. Drain water from fuel filter 033-3213c Note: Drain the water from the bottom of the front fuel filter at least once a week. Turn the drain plug out approximately 2 turns and allow a small amount of fuel and any water to drain. Tighten the drain fitting securely. Refer to the Cummins engine manual for further instructions. Notice: The in-line fuel filter may require servicing more often depending upon fuel quality and working conditions. 09 600 Hour or Annual Service Perform all 10 hour, 50 hour, 150 hour and 300 hour lubrication and periodic services. Replace lift suction filter 033-3192 Change the lift suction filter. Unscrew the element and discard. Be certain the old o-ring is removed and new one is in place. Fill a new element (part #110-10B01) with clean hydraulic oil and screw it into place. Turn element 3/4 to 1 turn after the o-ring seal makes contact with the filter base. Notice: Do not use a paper filter element in the lift suction line as it will greatly restrict the oil supply to the lift pump. Use only a 100 wire mesh filter element. Remove filter canister drain plug 033-3149a To replace the main hydraulic filter element, remove the door on the backside of the control console. The oil in the filter canister should be drained by removing the plug at the bottom of the canister. Commander II 4-16 Main hydraulic filter assembly 033-3150a Remove the four bolts in the filter canister head to allow the canister to be removed. Remove the two filters and separate them, saving the coupler that is between them. The old filters should be discarded and the coupler placed between the two new filters (part #110-10A88). Install the new filters with the hole of the filter assembly at the top of the canister. Replace the canister in its original position. Replace and tighten the four bolts and be certain the drain plug is closed tight. Note: The main filter element should initially be replaced after the first 50 hours of operation. The main filter element should also be replaced when the filter pressure indicator is in the red with the hydraulic oil at operating temperature. Replace high pressure lift filter 033-3173 Replace the high pressure lift filter. Unscrew the filter canister from the base and discard the old filter element properly. Clean the inside of the filter canister thoroughly. Install a new filter element in the canister and replace the assembly. Tighten the canister securely. High pressure lift filter element 001-2059 Note: The high pressure lift filter element should be replaced after the first 50 hours of operation and then annually, or whenever the filter pressure indicator on the filter head is popped up with the hydraulic oil at operating temperature. Remove sump filter access cover 033-3152 Remove and clean the sump filters. Drain the hydraulic oil level down as previously described. Remove the access cover from the rear of the surge tank. Reach down into the tank and unscrew the sump filters and remove them. Remove all gasket material from the sump tank opening and from the access cover. Commander II 4-17 Remove sump filters 001-2063 After the filter elements are removed, wash the elements in clean solvent or diesel fuel. Blow the elements dry and reinstall the filters. Hand tighten the elements only. Replace the access cover gasket (part #GT62-194) and reinstall the cover. Replace the rubber seal washers (part #420-30A96) on the cover cap screws if damaged. Replace the hydraulic oil which was drained from the system if no other filters are to be replaced. Note: The sump filters should be cleaned any time that the main filter elements are replaced. The sump filters need to be replaced only if damaged. Hydraulic oil drain plugs 033-3243 The hydraulic oil needs to be changed only if it is contaminated. The oil is contaminated when the main filters need frequent changing, or when water or diesel fuel has gotten into the system. To drain, remove the drain plugs from the bottom of each tank (4 locations). Wash the magnetic drain plugs off and place sealer on the threads before replacing the plugs. Discard the hydraulic oil properly. Refill the hydraulic system with the proper hydraulic oil. Note: It is recommended that a hydraulic oil sample should be taken at least once a year to check for contamination. Send the sample to an accredited laboratory for testing. It may be necessary to take samples more than once a year for better accuracy in testing. Change oil in torque hub gearbox 071-0025 WARNING!! ! MOVING TRACKS CAN CAUSE SERIOUS INJURY. BE CERTAIN THAT NO ONE IS NEAR THE TRACK BEFORE MOVING IT. KEEP HANDS, FEET AND LOOSE CLOTHING AWAY FROM MOVING PARTS. Drain the gear oil from the track drive gearboxes and discard the oil properly. Refill with clean new EP-90 gear oil. To drain the oil, rotate the fill plug to the bottom. Change oil in pump drive gearbox 033-3177 Drain the gear oil from the pump drive gearbox on the rear of the engine and discard the oil properly. Refill Commander II 4-18 with clean new EP-90 gear oil. To drain, remove the drain plug located in the bottom of the gearbox. Conveyor drive gearbox drain plug 360030 Drain the gear oil from the conveyor drive gearbox and refill with clean new EP-90 gear oil. Note: The conveyor drive gear oil should be changed after the first 50 hours of operation. Check oil level in track rollers 001-2066 Check the oil level of the lower track idler rollers. Remove the rock guard from the outside of the track assembly. Rotate the rollers until the check plug is in the horizontal position and remove the plug. Oil should flow from the check opening. If not, inject EP- 90 gear oil into the roller with a pump type oil can until the oil flows from the check opening. Replace the plug. Do all the rollers the same on each track. Note: The check plugs require a 6 mm hex wrench to remove them. Notice: Some track idler rollers may be equipped with a sealed bearing. Check oil level in track idler 001-2067 Check the oil level of the front track idler roller. Rotate the front idler roller until the check plug is to the front and in the horizontal position and remove the plug. Oil should flow from the check opening. If not, inject EP- 90 gear oil into the roller with a pump type oil can until oil flows from the check opening. Replace the plug. Do the front idler on all tracks the same. Note: The check plug requires a 6 mm hex wrench to remove it. Notice: Some track idler rollers may be equipped with a sealed bearing. 10 Servicing Air Cleaner Remove the air filter 033-3135 To remove the air cleaner filter element, remove the access cover from the engine console (if so equipped). Loosen the clamp ring screw and remove the air cleaner cover. Remove the filter retaining screw and pull the element from the filter canister. When servicing the air cleaner, check all connections from Commander II 4-19 the air cleaner to the engine. Connections should be air tight at all times. When the element must be serviced in the field, pat the side of the element gently near the end with the palm of the hand while rotating the element. Do not tap the element against a hard surface as this may dent or rupture the element. Clean element with air 001-2069 The element may be cleaned with compressed air by using an air nozzle and blowing air through the element from the inside to the outside. Do not blow air from the outside to the inside. Keep the nozzle at least 1 in. (25 mm) from the pleated paper. Maximum air pressure to use to prevent damage to the element is 30 psi (207 kPa). Do not remove the plastic fin assembly. Blowing the element out with compressed air will remove dust from beneath the fin assembly. Inspect filter element with light 001-2070 To inspect the air filter element, place a bright light inside of the element and slowly rotate the element. If any holes or ruptures are discovered, replace the element. The filter element should be replaced after being cleaned six times or annually, whichever comes first. Inspect the gasket on the end of the element. Do not use the element if the gasket is damaged. Wipe out the inside of the air cleaner shell before installing the element. Install the element and secure with the wing nut and the seal washer. Install the dust collector cap with the rubber unloading valve down and tighten the clamp ring screw finger tight. Install the engine console access cover (if so equipped). 11 Battery Service Batteries 001-2073 WARNING!! ! BATTERIES CONTAIN SULFURIC ACID AND NORMALLY PRODUCE EXPLOSIVE GASES WHICH CAN CAUSE SERIOUS INJURY. THEREFORE, DO NOT ALLOW FLAMES OR SPARKS TO COME NEAR THE BATTERY(S). WHEN CHARGING OR WORKING NEAR A BATTERY, ALWAYS SHIELD YOUR FACE AND PROTECT YOUR EYES. IN CASE OF ACID CONTACT WITH SKIN OR EYES, FLUSH IMMEDIATELY WITH WATER FOR A MINIMUM OF 15 MINUTES AND GET PROMPT MEDICAL ATTENTION. IF ACID IS SWALLOWED, CALL A PHYSICIAN IMMEDIATELY. The paver electrical system is a 12 volt negative ground system. Refer to the specification chapter for battery size. Keep sparks and flames away from the battery as electrolyte gas is highly flammable. The battery is located under the access door below the operator’s seat. When replacing the battery, discard the old battery properly. Commander II 4-20 Badly pitted battery terminal 052-0226 CAUTION!! ! WHEN SERVICING THE ELECTRICAL SYSTEM OR WELDING ON THE MACHINE, ALWAYS DISCONNECT THE GROUND STRAP FROM THE BATTERY(S) TO PREVENT DAMAGE TO THE MACHINE ELECTRICAL SYSTEMS. Before connecting the battery, make certain all electrical switches and accessories are turned off. Be certain that the terminals and battery posts are thoroughly cleaned and that the battery cable terminals are tight, as dirty or loose connections can create high electrical resistance and permit arcing, which will quickly burn and pit terminals and posts. Note: The electrical system is a negative ground system. Connect the starter cable to the positive (+) post of the battery. Connect the ground cable to the negative (-) post of the battery. It is advisable to disconnect the negative cable first and connect it last. Reversed polarity can damage the electrical system. Use a battery hydrometer to check the specific gravity of the electrolyte in each battery cell. A fully charged battery will have a specific gravity of 1.260. Charge the battery if the reading is below 1.215. Keep the battery clean by washing it off whenever dirt build up is excessive. If corrosion is present around terminal connections, remove them and wash with ammonia solution or a solution consisting of 1/4 lb. (0.11 kg) baking soda added to one quart of warm water. Make certain the vent caps are tight to prevent solution from entering the cells. After cleaning, pour clean water over the battery and surrounding area to wash the solution away. Check vent cap breather openings to make sure they are open. Be sure to keep the battery filled and fully charged during cold weather to keep it from freezing. Freezing weather has little affect on a fully charged battery. WARNING!! ! DO NOT ATTACH THE END OF THE NEGATIVE (-) CABLE OPPOSITE THE BOOSTER BATTERY TO THE NEGATIVE (-) POST OF THE DEAD BATTERY. A SPARK COULD OCCUR AND CAUSE AN EXPLOSION OF GASES NORMALLY PRESENT AROUND THE BATTERY. When connecting a booster battery, if necessary for cold weather starting, connect one end of the first jumper cable to the positive (+) terminal of the dead battery and the other end to the positive (+) terminal of the booster battery. Connect one end of the second jumper cable to the negative (-) terminal of the booster battery and the other end to the frame of the machine with the dead battery. 12 Alternator, Regulator and Starter Service Alternator 001-2075 The alternator supplies electrical current for charging the battery and ample electrical power to the electronic controls. The built-in regulator in the alternator controls the voltage output. If for any reason the wires must be disconnected from the alternator, mark them so that they can be reconnected properly. Use the following precautions to prevent damage to the alternator and/or regulator: 1. An alternator is never to be polarized. Never ground any alternator terminals or circuits. 2. Always disconnect the battery before discon- necting or connecting the alternator. Never disconnect the alternator with it operating. Be Commander II 4-21 certain the wiring is properly connected before connecting the battery. 3. Always connect a booster battery in the proper polarity. Negative to negative and positive to positive. Starter 033-3187 The starter is used to crank the engine. If for any reason the wires must be disconnected from the starter, mark them so that they can be reconnected properly. 13 Adjusting Servo Valves Adjust servo pilot valves 033-3154a The grade servo pilot valves need only be adjusted if the grade cylinders slowly “creep” up or down with the engine running and the system in the “manual” mode. The steering servo pilot valves need only be adjusted if the tracks slowly “drift” left or right with the system in the “manual” mode. The hydraulic oil should be at operating temperature before adjusting the servos. Proceed as follows: 1. Place the circuit to be adjusted in the manual mode. Run the engine at 1500 rpm. Remove the access plug to gain access to the adjustment screw. 2. Turn the servo centering screw on the proper servo valve until the corresponding cylinder stops moving in one direction and begins to move in the opposite direction. Mark the position of the adjusting hex wrench on the servo valve. 3. Turn the servo centering screw back the oppo- site direction until the cylinder begins to move in the original direction. Mark the position of the adjusting hex wrench on the servo valve. Turn the centering screw to the center position between the two marks. 14 Adjusting Pressures Trimmer relief valve (without emergency stop) 033-3159 Trimmer relief valve (with emergency stop) 033-3225 Commander II 4-22 Trimmerhead Pressure CAUTION!! ! DO NOT STALL A SYSTEM WITH AN UNKNOWN RELIEF PRESSURE SETTING. IF THE PRESSURE SETTING IS TOO HIGH, SERIOUS MACHINE DAMAGE MAY OCCUR. WHEN CHECKING A RELIEF PRESSURE SETTING, TURN THE ADJUSTMENT SCREW OUT 3 OR 4 TURNS BEFORE STALLING THE SYSTEM. To adjust the trimmerhead pressure, disconnect the trimmer drive motor hoses at the bulkhead quick couplers. It is recommended to turn the pressure adjustment screw on the relief valve out 3 or 4 turns before checking the pressure. Start the engine, run it at 1000 rpm and depress the emergency stop reset (if so equipped). Slowly move the trimmerhead control valve towards the “forward” position and note the increasing pressure on the corresponding pressure gauge. If the pressure continues to increase above 2500 psi (172 bar), immediately move the control valve back to the center position. Turn the pressure relief adjustment screw out an additional 3 or 4 turns and recheck. If the pressure does not increase above 2500 psi (172 bar), engage the valve the maximum amount and increase the engine speed to maximum. If adjustment is necessary, locate the trimmerhead relief valve on the engine console. Remove the acorn nut (if present) and loosen the jam nut. Turn the adjusting screw in to increase pressure or out to decrease pressure. Tighten the jam nut and replace the acorn nut (if so equipped). Note: Be certain to replace the aluminum seal washer between the acorn nut and the jam nut if so equipped. Conveyor Pressure Conveyor relief (withemergency stop) 033-3263 CAUTION!! ! DO NOT STALL A SYSTEM WITH AN UNKNOWN RELIEF PRESSURE SETTING. IF THE PRESSURE SETTING IS TOO HIGH, SERIOUS MACHINE DAMAGE MAY OCCUR. WHEN CHECKING A RELIEF PRESSURE SETTING, TURN THE ADJUSTMENT SCREW OUT 3 OR 4 TURNS BEFORE STALLING THE SYSTEM. To adjust the pressure of the conveyor, uncouple the appropriate quick couplers. It is recommended to turn the pressure adjustment screw on the appropriate relief valve out 3 or 4 turns before checking the pressure. Start the engine, run it at 1000 rpm and depress the emergency stop reset switch (if so equipped). Slowly move the conveyor directional control valve towards the “forward” position. Note the increasing pressure on the pressure gauge. If the pressure continues to increase above 2150 psi (148 bar), immediately move the control valve back to the center position. Turn the pressure relief adjustment screw out an additional 3 or 4 turns and recheck. If the pressure does not increase above 2150 psi (148 bar), engage the valve the maximum amount and increase the engine speed to maximum. If adjustment is necessary, locate the appropriate relief valve on the engine console. Remove the acorn nut (if present) and loosen the jam nut. Turn the adjusting screw in to increase pressure or out to decrease pressure. Tighten jam nut and replace the acorn nut (if so equipped). Commander II 4-23 Note: Be certain to replace the aluminum seal washer between the acorn nut and the jam nut if so equipped. Tractive Pressure Swapping track and conveyor relief cartridges 033-3160 Track relief (with emergency stop) 033-3254 CAUTION!! ! DO NOT STALL A SYSTEM WITH AN UNKNOWN RELIEF PRESSURE SETTING. IF THE PRESSURE SETTING IS TOO HIGH, SERIOUS MACHINE DAMAGE MAY OCCUR. WHEN CHECKING A RELIEF PRESSURE SETTING, TURN THE ADJUSTMENT SCREW OUT 3 OR 4 TURNS BEFORE STALLING THE SYSTEM. One way to adjust the tractive pressure is to swap the tractive relief cartridge with the conveyor relief cartridge. Adjust the conveyor relief cartridge to 2350 psi (162 bar) as described previously. Shut off the engine and remove the filler cap on the hydraulic reservoir to release air pressure. Remove the relief cartridge from the tractive system and interchange it with the cartridge from the conveyor system. Adjust the cartridge from the tractive system in the conveyor system as necessary. A second method to use when setting the tractive pressure, is by turning the adjustment screws on the counterbalance valves out 4 or 5 turns (increase pressure). Place the travel directional control valves in the “neutral” position and the auxiliary travel/vibrator valve in the “vibrator” position. Start the engine, run it at 1000 rpm and depress the emergency stop reset switch (if so equipped). Rotate the variable speed lever in the increase direction to the maximum position. Note the increasing tractive pressure on the proper gauges. If the pressure continues to increase above 2350 psi (162 bar), immediately rotate the variable speed lever in the decrease “off” position. Turn the pressure relief adjustment screws on the counterbalance valves out an additional 3 or 4 turns and recheck. If the pressure does not increase above 2350 psi (162 bar), increase the engine speed to maximum. If adjustment is necessary to adjust the pressure to 2350 psi (162 bar), remove the acorn nut (if present) from the adjusting screw and loosen the jam nut. Turn the adjusting screw in to increase pressure, or out to decrease pressure. Tighten the jam nut and replace the acorn nut (if so equipped). After the main pressure has been adjusted, readjust the counterbalance valve pressure as described later. Note: If the main pressure cannot be increased sufficiently, turn the counterbalance valve adjuster screws out 3 or 4 turns more. Adjust counterbalance valves 033-3214 Commander II 4-24 Counterbalance Valve Pressure To adjust the track counterbalance valves, place both travel directional control valves in the "neutral" (center) position. Place the auxiliary travel/vibrator selector valve in the "vibrator position. Place the network control system in "standby" by depressing the run/ standby switch. Start the engine, run it at 1000 rpm and depress the emergency stop reset switch (if so equipped). Rotate the variable speed lever in the increase direction to the maximum position. Note the increasing tractive pressure on the left and right track pressure gauges. The pressure gauge for the left track should read 650 pis (44.8 bar), and the gauge for the right track should read 700 psi (48.3 bar). If the pressure continues to increase above 700 psi (48.3 bar) for either track, immediately move the variable speed control lever to the off position. Turn the counterbalance valve adjustment screws in an additional 3 or 4 turns and recheck. If the pressure does not increase above 700 psi (48.3 bar), increase the engine speed to maximum. If adjustment is necessary, loosen the jam nut and turn the adjusting screw out to increase pressure, or in to decrease pressure. Tighten the jam nut securely. Vibrator Pressure Adjust main vibrator pressure 001-2084 Vibrator relief (with emergency stop) 033-3253 CAUTION!! ! DO NOT STALL A SYSTEM WITH AN UNKNOWN RELIEF PRESSURE SETTING. IF THE PRESSURE SETTING IS TOO HIGH, SERIOUS MACHINE DAMAGE MAY OCCUR. WHEN CHECKING A RELIEF PRESSURE SETTING, TURN THE ADJUSTMENT SCREW OUT 3 OR 4 TURNS BEFORE STALLING THE SYSTEM. To adjust the main vibrator relief, turn the relief valve on the vibrator variable manifold in, 3 to 4 turns. Disconnect one vibrator or loop hose. Start the engine, run it at 1000 rpm and depress the emergency stop reset switch (if so equipped). It is recommended to turn the pressure adjustment screw on the main vibrator relief valve out 3 or 4 turns before checking the pressure. Place the vibrator override switch in the “off” position. Turn the circuit selector gauge to the “vibrator” position. Rotate the variable control valve that corresponds to the disconnected circuit to the full increase position (full counterclockwise). Rotate the variable travel control valve in the “increase” direction a small amount to break contact with the micro switch button and note the increasing pressure on the corresponding pressure gauge. If the pressure continues to increase above 2150 psi (148 bar), immediately move the variable control lever to the off position, depressing the micro switch button. Turn the pressure relief adjustment screw on the main vibrator relief out an additional 3 or 4 turns and recheck. If the pressure does not increase above 2150 psi (148 bar) with the micro switch button released, increase the engine speed to maximum. If adjustment is necessary to increase the pressure to 2150 psi (148 bar), loosen the jam nut on the main relief valve adjusting screw. Commander II 4-25 Turn the adjusting screw in to increase, or out to decrease the pressure. Tighten the jam nut and install the acorn nut (if so equipped). Note: Be certain to replace the aluminum seal washer between the acorn nut and the jam nut if so equipped. Adjust vibrator variable relief 033-3161 To adjust the vibrator variable relief, first adjust the main relief as described previously. Using the same procedure, adjust the variable relief by turning the adjusting screw in to increase pressure or out to decrease pressure until the pressure is at 1850 psi (128 bar). Tighten the jam nut securely. Adjust lift pressure 033-3151 Lift Pressure To adjust the lift pressure, run the engine at 2100 rpm (maximum). Place the servo lock switch in the “on” position. Place the hold-down and holdover control valves in the “neutral” or center position. Observe the pressure reading on the lift pressure gauge. The reading should be 1600 psi (11040 kPa). If adjustment is necessary, turn the adjuster on the pump in to increase or out to decrease pressure. 15 Calibrating the Slope Sensor The slope sensor should be checked for proper adjustment in relation to the machine frame at least once a year. Prior to storing a new null (center position) point, the machine frame should be leveled from side to side. Level the machine frame 033-3165 To level the machine frame, place a level on the front cross frame in front of the operator station. Use the jog switch for the right elevation to raise or lower the right leg until the machine frame is level. Stop the engine, but leave the ignition switch on. 033-3350 R: SLOPE SET = 0.00% Forward STEER DISABLE Slope setpoint at 0.00% 033-3350 To center the slope sensor(s), set the slope command to “0.00%”. 360310 SLOPE=2.55V NULL=2.50V press STORE to null Slope sensor centering signal 360310 Depress and release the SET switch under the service panel. The main control module display will indicate on the upper line “ADJUST REFERENCE (NULL)” Commander II 4-26 while the lower line will indicate “select via A/M switches”. To select a slope control loop, depress the A/M switch on the appropriate control loop. The main control module display will indicate on the upper line the position and type of sensor, the current voltage value and the previous null setting of the sensor. The lower line will indicate “press STORE to null” and an arrow symbol will appear if the sensor is not within the null limits of ±0.07 volts. If an arrow symbol does not appear on the lower line of the main control module display, depress the STORE switch under the service panel to store the new null point. 033-3351 SLOPE=2.65V NULL=2.50V press STORE to null Slope sensor in battery box 033-3168 If an arrow symbol pointing up or down appears, it indicates that the current voltage reading is outside the null limits and the arrow indicates whether the current voltage should be raised or lowered to be within the null limits. Loosen the sensor mounting screws and rotate the sensor as necessary to move the current voltage within ±0.07 volts of 2.50 volts. Tighten the mounting screws securely. Depress the STORE switch under the service panel. The current voltage and null voltage readings should now be the same. Note: The new null voltage cannot be recorded until the sensor voltage is within the null limit voltage range and the arrow indicator has disappeared from the main panel display. Commander II 5-1 CHAPTER V TROUBLESHOOTING 01 Content of Chapter This chapter gives procedures to follow in the event of a machine failure. Determine which system is at fault and refer to the corresponding section for troubleshooting procedures. 02 Troubleshooting the Engine For troubleshooting procedures on the engine, refer to the appropriate engine manual, or contact your nearest Detroit Diesel or Cummins engine dealer. 03 Troubleshooting the Hydraulic Reservoir System Pressure Tank Reservoir Reservoir Sump Tank Conveyor pump Vibrator variable control manifold Vibrator main relief Lift pump High pressure lift filter Servo manifold Hydraulic oil cooler Lift suction filter Main pump Front Main hydraulic filter Sump filters Main relief manifold Hydraulic Reservoir CII-001 High pressure Return oil Dump or Drain Charge pressure The hydraulic reservoirs are contained within the Commander II main frame structure. Beginning at the tank on the left rear side, the oil flow is routed through the various main hydraulic pumps. From the pumps, the oil is forced into the various circuits that power the machine functions. Each circuit contains an individual main relief set to bypass at a specific pressure. If a circuit were to stall, causing the corresponding relief Commander II 5-2 valve to open, the bypassed oil is routed back to the pressure tank. The opening of one relief valve in no way affects the operation of the other valves. From the relief manifold, the oil is routed out to the various circuits. The return oil from these circuits is then dumped back into the pressure tank on the right side of the machine. The right tank is a sealed tank. The oil must flow through the main hydraulic filter to exit the tank. The amount of pressure in the pressure tank will depend on the amount of pressure required to force the hydraulic oil through the main filter. This pressure is indicated on the filter pressure gauge. If the pressure reaches 25 psi (1.7 bar), the filter relief valve will open, allowing unfiltered oil to be dumped into the system. From the main filter, the oil flows through the front tank and into the left tank to the sump filters, where the cycle is repeated (the hydraulic tank after the main filter is referred to as the reservoir, or low pressure tank). The right tank is internally baffled to keep all the oil flowing to eliminate dead spots and to keep the oil in contact with the outer edges of the tank to aid in dissipating heat. The hydraulic oil reservoir capacity is 85 U.S. gallons (323 L). Symptom High main filter pressure. Corrective Measures 1. Clogged filter. Remove and replace the main filter element as instructed in the Maintenance chapter. 2. Contaminated oil. If the filter must be replaced frequently, the oil may need to be changed. If water or diesel fuel has gotten in to the hydraulic oil, it must be changed. Refer to the Maintenance chapter for oil changing instructions. 3. Cold oil. If the hydraulic oil is extremely cold, it may cause high pressure. Allow the oil to warm up and recheck pressure. Symptom Main pump cavitates. Corrective measures 1. Low hydraulic oil level. Add the proper hydraulic oil to bring the level up to the full mark, with the oil cold. If a sight gauge is not present, add oil until it is 8 inches (200 mm) down from the top of the filler neck. 2. Sump filters clogged. Remove and clean the filters following the instructions given in the Maintenance chapter. Loose connection suction connections 033-3173 3. Loose connections between the pump and hydraulic reservoir. Tighten all fittings and hose clamps. It may be necessary to remove the pipe fittings and couplings and reseal the threads. Symptom Oil flowing from breather cap. Corrective measures The hydraulic reservoir oil level is too high. The oil level should be at the full mark on the sight gauge, or 8 inches (200 mm) down from the top of the filler neck, with the oil cold. Symptom Hydraulic oil overheats. Corrective measures 1. Air flow through the hydraulic oil cooler restricted. Clean the fins of the oil cooler. Check fan belt tension. If the air flow through the oil cooler is restricted, the engine coolant temperature will also increase. Commander II 5-3 In-line check valve 033-3161a 2. The in-line check valve between the oil cooler and the trimmer control valve is stuck open, allowing the hydraulic oil to pass directly to the pressure tank, instead of passing through the cooler. To check, remove both hoses from the “tee” fitting on top of the check valve and connect them together. Plug the open end of the “tee”. If the oil temperature is now corrected, the check valve is defective and must be replaced. Note: This procedure is only possible on early model machines equipped with an external check valve. 3. Relief valve open. If a hydraulic system is constantly stalling out, causing a relief valve to open under high pressure, excessive heat is generated. Reduce the load on the system to keep it from stalling. If a circuit is not being used, be certain the control valve is in the “off” (neutral) position, or the loop hoses are attached. 4. Excessive loading with high ambient (outside) temperature. Reduce the work load on all systems if the ambient temperature is excessive. Commander II 5-4 04 Conveyor Hydraulic Diagnostics Return to Trimmer Valve Outlet–– See Trimmer Hydraulic Quick Couplers Conveyor Pressure Gauge Conveyor Pump Conveyor Drive Motor To Reservoir Conveyor Control Valve Emergency stop return manifold Emergency stop relief manifold set at 2150 psi (148 bar) Conveyor Hydraulic System 033-3352 Pressure Return Tank Case Drain Suction Sump Tank To Pressure Tank One-way Check Valve The oil flow for the conveyor circuit begins at the cam driven pump, which delivers 13 gpm (49 lpm) at 2250 rpm. The oil for the cam pump is supplied from the pressure tank. From the pump the oil is routed through the solenoid controlled emergency stop relief manifold past a relief valve set to bypass at 2150 psi (148 bar). Machines equipped with an emergency stop system will route oil through the vented relief valve and back to the pressure tank. Energizing the emergency stop solenoid valve will close the pilot line to the vented relief valve causing the relief to close, routing oil to the control valve. With the valve in the “off” (center) position, the oil is routed through the valve where it is combined with the trimmer hydraulic return oil before going through the oil cooler and back to the pressure tank. As the valve is moved in the “forward” direction, the oil flow is routed out a work port through a set of bulkhead mounted quick couplers and into one of the inlet ports on the conveyor drive motor, causing it to turn. As the motor shaft turns, the conveyor belt will move, bringing material up the conveyor to charge the slipform mold hopper. Return oil from the motor flows out the opposite motor port through the bulkhead quick couplers to the control valve work port. The oil is routed through the valve to the outlet port, and back to the pressure tank. The current motor is equipped with a case drain line which returns internal motor leakage to the reservoir through a one-way check valve. A line tapped into the inlet port of the control valve is connected to the pressure gauge, through which the system pressure is checked. When the control valve is moved in the “reverse” direction, the oil flow through the valve work ports and the conveyor drive motor is reversed, which causes the conveyor belt to travel in reverse. The more the Commander II 5-5 control valve is moved from “off”, towards “forward” or “reverse”, the faster the conveyor belt will travel. Symptom Conveyor belt will not travel. Normal pressure indicated. Corrective measures 1. Insufficient belt tension, allowing the drive pulley to slip. Adjust the belt tension as instructed in the Maintenance chapter. Motor shaft 2. Key in the motor drive shaft is defective. Remove the conveyor drive motor and inspect the motor shaft and key. Replace as necessary. It will first be necessary to loosen the conveyor belt tension as the drive pulley is supported by the motor bearings on the motor side. Symptom Conveyor belt will not remain trained (centered). Corrective measures Concrete build up 033-3278 1. Concrete build up on drive or idler pulleys, or on troughing or return rollers. Inspect and clean as necessary. 2. Troughing rollers, return rollers, or drive pulley out of alignment. Rollers and drive pulley must be at a 90 degree angle to the conveyor frame. To adjust, place a framing square against the rollers or pulley and adjust as necessary. 3. Faulty belt splice. Check belt splice for straightness. Splice should be at a 90° angle to the belt edge. Check with a framing square and replace or repair the belt or splice as needed. Symptom Conveyor stalls at low pressure. Corrective measures 1. Main relief valve not maintaining 2150 psi (148 bar) relief pressure. Refer to the Maintenance chapter for instructions on how to adjust the pressure. 2. Hydraulic drive motor allowing oil to leak past the rotor internally, relieving system pressure. Disconnect both drive motor hoses at the quick couplers. Activate the control valve with the engine running. If the proper pressure is indicated on the pressure gauge, the motor is defective and must be replaced. Symptom Conveyor runs slower than normal. Stalls at proper pressure. Corrective measures A defective pump can cause the conveyor to run slower, but stall at the proper pressure. The pump output should be checked with a flow meter if available. A good indication of a defective pump is to compare relief pressure to engine speed. To check, disconnect the conveyor drive hoses at the quick couplers. Engage the control valve with the engine operating at maximum speed and note the indicated pressure. Gradually reduce the engine speed. A damaged pump will not maintain relief pressure as engine speed decreases; pressure will drop rapidly. A good pump will maintain approximately the same pressure as the engine speed decreases. Symptom Conveyor stalls at high pressure. Corrective measures 1. Conveyor belt stuck. Inspect drive and idler pulleys for concrete build up, or other debris and clean as necessary. Commander II 5-6 Check quick couplers 033-3070 2. Quick couplers not fully connected, or defective. If both are fully connected, disconnect them and check for debris. Check for a defective quick coupler by bypassing the coupler using a pipe coupling, or a different set of quick couplers. Note: A defective or disconnected quick coupler may cause the motor shaft seal to rupture. If shaft seal leakage is evident, repair or replace the motor. 3. Drive motor is frozen. Remove the cap screws securing the motor in the drive pulley and withdraw the motor. Apply pressure to the motor. If it will not turn, repair or replace it as necessary. It will first be necessary to loosen the conveyor belt tension as the drive pulley is supported by the motor bearings on the motor side. Commander II 5-7 05 Troubleshooting the Trimmerhead System Trimmer Hydraulic System Gear Pump Front Stage 37 gpm (140 lpm) at 2250 rpm Pressure Return Dump or Tank Suction From Conveyor Valve From Conveyor Emergency Stop Relief Manifold To Tank To Tank To Tank To Tank Emergency Stop Relief Manifold set at 2350 psi Trimmer Pressure Gauge Trimmer Drive Motor 5 psi One-Way Check Valve 142 psi One-Way Check Valve HydraulicOil Cooler and Radiator Dump Manifold 033-3355.eps Control Valve Sequence Valve To Tank The oil flow for the trimmerhead circuit begins at the front stage of the main pump, which delivers 37 gpm (140 lpm) at 2250 rpm. From the pump the oil is routed through the solenoid controlled emergency stop relief manifold past a relief valve set to bypass at 2350 psi (162 bar). Machines equipped with an emergency stop system will route oil through the vented relief valve and back to the pressure tank. Energizing the emergency stop solenoid valve will close the pilot line to the vented relief valve causing the relief to close, routing oil to the control valve. As the oil exits the emergency stop relief manifold, it is routed to the inlet of the sequence valve. When inlet pressure overcomes the opposing force of the sequence valve spring, the valve opens permitting flow from the outlet port. The sequence valve is set at approximately 300 psi. A dump line will bleed off any case pressure in the sequence manifold. The sequence valve acts as a safety valve to force all oil through the emergency stop manifold when the emergency stop system is activated. When the control valve is in the “off” (center) position, the inlet oil is routed directly through the valve to the outlet port. If the control valve is moved to the “forward” position, the inlet oil is routed through a valve work port to a set of quick couplers and into one of the trimmer drive motor ports. As the oil flows through the trimmer motor, it causes the motor shaft to turn, in a forward direction. Return oil from the trimmer drive motor flows through the opposite quick couplers to the opposite work port of the control valve and is routed to the valve outlet. When the control valve is moved to the “reverse” position, oil flows through the valve work ports and the trimmer drive motor is reversed, causing the trimmer wheel to turn in the reverse direction. Normal trimming pressure is 500 to 2100 psi (34.5 to 145 bar). Commander II 5-8 From the outlet of the control valve, the oil is routed past an in-line one-way check valve to the inlet of the hydraulic oil cooler, which is located in front of the engine. As the oil flows through the oil cooler, heat is transferred from it to the atmosphere. The cooled oil then flows out the outlet of the oil cooler back into the pressure tank. The trimmerhead and conveyor return oil is routed through the oil cooler, regardless of the control valve position. The purpose of the cooler in-line check valve is to protect the oil cooler from extreme pressure during cold weather operation. If the pressure required to force the hydraulic oil through the oil cooler exceeds 142 psi (9.8 bar), the check valve will open and dump the oil directly back to the pressure tank. As the hydraulic oil warms and the pressure drops below 142 psi (9.8 bar), the check valve closes, routing the oil through the cooler. The trimmerhead gearbox is lubricated by internal leakage from the drive motor draining into the gearbox (no shaft seal on motor). When the gearbox is filled, excess oil is drained out through a case drain line. The oil passes through a 5 psi (0.34 bar) one-way check valve and back into the reservoir tank. The one-way check valve is used to retain the hydraulic oil in the reservoir if the line is disconnected. Symptom Trimmer wheel, tracks, conveyor and vibrators do not operate. Corrective measures 1. Emergency stop button is depressed. Check the emergency stop reset light. If illuminated, locate and pull the depressed button out and depress the reset switch on the console. 2. Defective emergency stop system. Refer to Emergency Stop Diagnostics for more information. Symptom Trimmer wheel stalls at low pressure. Corrective measures 1. Main relief valve not maintaining 2350 psi (162 bar) relief pressure. Refer to the Maintenance chapter for instructions on how to adjust pressure. 2. Hydraulic motor allowing oil to leak past rotor internally, relieving system pressure. To check for excessive internal wear, disconnect the case drain line. With the trimmer wheel rotating freely at maximum speed, oil draining from the case drain line should not exceed 1/2 gpm (1.9 lpm). If the amount of drain oil is excessive, replace the motor. ! !DANGER! KEEP HANDS, FEET AND CLOTHING CLEAR OF ROTATING TRIMMER WHEEL TO PREVENT SEVERE PERSONAL INJURY, OR DEATH. Symptom Trimmer wheel runs slower than normal. Stalls at proper pressure. Corrective measures A defective pump can cause the trimmer wheel to run slower and stall at the proper pressure. The pump output should be checked with a flow meter if available. A good indication of a defective pump is to compare relief pressure to engine speed. To check, disconnect the trimmer drive hoses at the quick couplers. Engage the control valve with the engine operating at maximum speed and note the indicated pressure. Gradually reduce the engine speed. A damaged pump will not maintain relief pressure as engine speed decreases; pressure will drop rapidly. A good pump will maintain approximately the same pressure as the engine speed decreases. Replace the pump if defective. Symptom Trimmer wheel stalls at high pressure. Corrective measures 1. Trimming an excessive amount at a high rate of travel. Reduce the amount being trimmed and/ or reduce the travel speed. 2. Trimmer teeth worn or missing creating excessive trimmer wheel drag. Replace the teeth as instructed in the Maintenance chapter. Commander II 5-9 ! !DANGER! SEVERE INJURY OR DEATH CAN OCCUR IF PERSONNEL ARE CAUGHT IN THE TRIMMER WHEEL DURING OPERATION. STOP THE ENGINE BEFORE REMOVING DEBRIS. 3. Debris lodged between the trimmer wheel and shroud. Inspect the area between the wheel and shroud or end plates for debris and clean as necessary. 4. Quick couplers not fully connected or defective. If both are fully connected, disconnect and check for debris. Check for a defective quick coupler by switching the suspect coupler with one known to be good. 5. Drive motor is frozen. Remove the motor from the gearbox and apply pressure. Repair or replace the motor if it will not turn. 6. Damaged gearbox. When a gearbox is internally damaged it becomes noisy before it stops functioning. Remove the gearbox from the trimmer wheel and examine the internal gears and bearings. Repair or replace the gearbox if damage is evident. Refer to the GT17-019 gearbox repair manual for more information. Symptom Oil leak at gearbox. Corrective measures Remove the gearbox and replace the ruptured seal. Before replacing the gearbox, inspect the one way check valve located in the case drain line. A defective check valve can cause excessive pressure in the gearbox, rupturing the seal. Check the case drain line from the gearbox to the hydraulic tank to be certain that it is not restricting the free flow of oil to the tank. Replace the hydraulic line if damaged. Note: Do not install quick couplers in the case drain line. Excessive back pressure may cause the gearbox seal to rupture. Commander II 5-10 06 Troubleshooting the Tractive System To Left Track Tension To Right Track Tension Two Speed Solenoid Valve Right Track Pressure Gauge Left Track Pressure Gauge Left Track Drive Motor Right Track Drive Motor Right Track Control Valve Left Track Control Valve Two-Stage Flow Divider Lift Pressure Manifold Servo Valves Gear Pump 17 gpm (64 lpm) at 2250 rpm Emergency Stop Relief and Solenoid set at 2150 psi (148 Bar) From Auxiliary Travel/Vibrator Valve To Tank To Tank To Tank To Tank Variable Speed Control Valve Track Hydraulic Circuit Pressure Return Regulated Dump or Tank Suction Static Flow 033-3354.eps The oil flow for the tractive circuit begins at the rear stage of the main pump, which delivers 17 gpm (64 lpm) at 2250 rpm. From the pump the oil is routed through the solenoid controlled emergency stop relief manifold past a relief valve set to bypass at 2150 psi (148 bar). Note: See following drawing for two-speed drive motor operation. Machines equipped with an emergency stop system will route oil through the vented relief valve and back to the pressure tank. Energizing the emergency stop solenoid valve will close the pilot line to the vented relief valve causing the relief to close, routing oil to the inlet of the variable travel control valve. A line from the vibrator/auxiliary travel selector valve is also connected to the inlet port of the variable travel control valve. With the valve in the “off” (decrease) position, the oil is routed through the valve to the outlet port and back to the pressure tank. As the valve handle is moved in the “increase” direction, a regulated amount of oil is routed out the work port of the valve to the inlet of the two stage flow divider. The gear type flow divider divides the incoming oil into two equal parts. From the output ports of the flow divider, the oil flows to the inlet of the directional control valves. The explanation for the left or right track drive is the same. With the control valve in the neutral” (center) position the oil is routed through the valve to the outlet port and the counterbalance valve. See the explanation for the counterbalance valve operation following the next paragraphs. When the control valve is moved to the “forward” position, the incoming oil is routed out one of the work ports on the valve into one of the ports on the track drive motor causing the shaft to rotate. As the motor shaft turns the gearbox, the track is driven in a forward Commander II 5-11 direction. Oil from the opposite motor port is routed back to the control valve and out the outlet port. When the control valve is moved to the “reverse” position, the oil flow to the track drive motor is reversed, causing the track to move in the reserve direction. Normal track operating pressure is from 700 to 1800 psi (48 to 124 bar). Counterbalance Valve Description From the outlet of each control valve, the oil is routed to the corresponding counterbalance valve. The counterbalance valve maintains a constant minimum back pressure of 650 psi (45 bar) against the left track drive motor and 700 psi (48.3 bar) against the right track drive motor to aid in turning the machine and to prevent “free wheeling” down embankments or off of trailers. A pilot line is connected between the inlet of the control valve and the counterbalance valve. The pressure in this line controls the opening and closing of the counterbalance valve. When the pilot line pressure is below the minimum pressure required, the counterbalance valve closes, blocking the return flow of oil from the track drive motor to the pressure tank. As the pressure increases in the system, the pilot line senses this pressure increase and directs it to the counterbalance valve. When the pressure increases above the minimum setting, the counterbalance valve opens to allow oil to flow to the pressure tank. A pressure gauge connected to the pilot line will monitor the amount of system pressure operating the valve. The pressure indicated will be approximately the same as the pressure required to turn the tracks. Steer Servo Description A line from each side of the flow divider is connected to the work ports on the steering servo valve. When the servo valve is in the centered position, both work ports are blocked, causing the machine to travel straight. When a steering correction is called for the servo valve spool shifts. Oil from one track drive system is allowed to “bleed off” to the reservoir tank, while oil is injected into the opposite side. This causes one track to slow and the opposite track to increase speed. The more the servo valve spool is shifted, the faster the machine will turn. When the machine travel is stopped and the micro switch button is depressed, the electrical signal to the servo valve is blocked and the servo valve returns to the center position. If the automated steering control system were calling for a correction when the machine was stopped and the oil flow to the servo valve were not blocked, oil would be injected into one track, causing it to move. The servo valve draws its oil from the lift pump and has a maximum flow of 5 gpm (19 lpm). Commander II 5-12 To Left Track Tension To Right Track Tension Two Speed Solenoid Valve Right Track Pressure Gauge Left Track Pressure Gauge Left Track Drive Motor Right Track Drive Motor Right Track Control Valve Left Track Control Valve Two-Stage Flow Divider Lift Pressure Manifold Dump Manifold Servo Valves Gear Pump 17 gpm (64 lpm) at 2250 rpm Emergency Stop Relief and Solenoid set at 2150 psi (148 Bar) From Auxiliary Travel/Vibrator Valve To Tank To Tank To Tank To Tank To Tank Variable Speed Control Valve Track Hydraulic Circuit with Two-Speed Circuit Pressure Return Regulated Dump or Tank Suction Static Flow 033-3353.eps Track Two-Speed Description The two-speed motor circuit consists of a 3-way 2-position solenoid valve and a 4-way 2-position spool valve in the drive motor. The lift hydraulic system provides pressure oil to the lift pressure manifold which is connected to the two-speed solenoid valve. When the solenoid valve is de-energized, the pressure line from the lift system is blocked and the line between the drive motor and the solenoid valve is connected to the drain line at the solenoid valve which returns to the hydraulic reservoir. The spool valve in the motor is spring loaded to route the hydraulic fluid in parallel through the motor power elements for low speed high torque operation. When the two-speed solenoid valve is energized, pressure oil is routed to the spool valve in the drive motor causing it to shift against the spring tension. The hydraulic oil is routed in series through the motor power elements for high speed low torque operation. Symptom Track chain frequently breaks or comes off of sprocket or idler. Corrective measures 1. Debris in track chain. Clean track chain thoroughly and check the links for hardened concrete. 2. Incorrect chain tension. Refer to the Maintenance chapter for instructions on the proper adjustment of the track chain. 3. Incorrect alignment of the front idler sprocket or rear drive sprocket. Add or subtract shims to the yoke on Berco “Series One” tracks until the idler roller is parallel to the track chain. Check and tighten the track drive gearbox mounting bolts and setscrews. Commander II 5-13 Symptom Both tracks stall with low pressure indicated. Corrective measures Main relief valve not maintaining 2150 psi (148 bar) relief pressure. Refer to the Maintenance chapter for instructions on how to adjust pressure. Symptom Tracks runs slower than normal, but stall at correct pressure. Corrective measures A defective pump can cause the tracks to run slower, but stall at the proper relief pressure. The pump output should be checked with a flow meter if available. A good indication of a defective pump is to compare relief pressure to engine speed. To check the flow, or the pressure drop, disconnect the line between the travel variable control valve and the flow divider. Connect the inlet line from the flow meter to the valve to check the flow, or plug the fitting to the check the pressure drop. Move the variable in the “increase” direction the maximum amount with the engine at maximum speed. To check the pressure drop, note the indicated pressure and then gradually reduce the engine speed. A damaged pump will not maintain relief pressure; pressure will drop rapidly as engine speed is decreased. A good pump will maintain approximately the same pressure regardless of engine speed. Repair or replace the pump if found to be defective. Symptom Both tracks stall with high pressure indicated. Corrective measures 1. Inspect the tracks for excessive tension, or a build up of debris in the chain. Clean the chain as necessary, or adjust the track tension as described in the Maintenance chapter. 2. Defective flow divider. If the flow divider is defective or stuck, high pressure will be indicated on the tractive pressure gauge, but will not be indicated on the counterbalance valve gauges. Repair or replace the flow divider as necessary. Symptom Machine drifts left or right; will not properly turn a radius or one track stalls. Corrective measures 1. Servo valve out of center. Refer to the Maintenance chapter for centering instructions. 2. Counterbalance valve stuck or damaged causing high, or low, back pressure against one track circuit. Refer to the Maintenance chapter for instructions on how to check the counterbalance valves. If a counterbalance valve is thought to be defective, swap it with the valve from the opposite side. If the problem transfers, replace the counterbalance valve cartridge. 3. Defective flow divider. To check, swap the hoses on the flow divider. If the problem transfers, the flow divider is defective and must be repaired or replaced. 4. Defective track drive motor. To check, swap the track drive motors from side to side. If the problem transfers, the motor is defective and must be repaired or replaced. 5. Defective track drive gearbox. If after swapping the motors, and the hoses on the flow divider, the problem remains on the same track, suspect the track drive gearbox. Remove the gearbox and disassemble it. Inspect the gears and bearings and replace as necessary. Symptom One track continues to move when the machine is stopped. Commander II 5-14 Corrective measures Defective micro switch 033-3183c 1. With the machine stopped and the micro switch depressed, move the sensor wand. If track rotation is evident, the signal to the servo valve has not been shut off. Make certain that the micro switch button is fully depressed. Replace the micro switch if necessary. 2. If the sensor wand is centered and the deviation meter indicates a centered position, but one track continues to move when the machine is stopped, suspect that the servo valve is out of center. Adjust the centering of the servo valve as described in the maintenance chapter. Symptom Steering injection system will not work. Corrective measures To check the operation of the steering injection system, place the steering override switch in the “auto” position on earlier production machines. Place both travel directional control valves in the “forward” position and move the variable travel control valve lever in the “increase” direction just enough to break contact with the micro switch button, but not enough to move the machine. Place the run-standby switch in the “standby” position. Depress the left “jog” switch. The right track should begin to move. Depress the right “jog” switch. The left track should begin to move. If the systems do not respond as described, isolate the problem, hydraulic versus electrical. If the system will not respond to the jog switch, check the system operation by pushing the override lever on the servo valve. If the system will respond to the override system, the problem is in the electrical system. Refer to Troubleshooting the Steering Control Electrical System. If the system will not respond with the override lever, the problem is in the hydraulic system. The possible hydraulic problems are as follows: 1. Low lift pressure. Refer to Troubleshooting the Grade Hydraulic System (section 12) for procedures to follow. 2. Micro switch button depressed. Move the travel variable control valve lever in the “increase” direction to break contact with the micro switch. 3. Steering override switch in the “on” position. Place the switch in the “auto” position. (Early production machines). (Fig. 1x18/6200-513) 4. Steering override switch defective. Connect the two wires on the back of the switch together. If the system now works properly, the switch is defective and must be replaced. (Early production machines). 5. Solenoid valve coil defective. Check for 12 volts to the coil with the override switch in the “auto” position, the micro switch button released and the ignition switch “on”. If 12 volts are available, remove the coil from the valve shaft. Insert a metal object into the center of the coil. The coil should attract the metal object. If not, the coil is defective and must be replaced. The coil can be checked with an ohms meter. Check for 8 ohms of resistance between the two leads to the coil (wires disconnected). Replace the coil if the resistance is more or less (Early production machines). (Fig. 1x18/6200-514) 6. Solenoid valve stuck or not functioning. Remove the coil from the valve, then remove the valve from the servo manifold (use a 1-1/8 inch deep socket to remove the valve). Wash the valve in clean solvent or diesel fuel. Inspect the o-rings and replace as necessary. Attempt to depress the internal plunger in the end of the valve. If the plunger cannot be depressed, or if it sticks open when released, replace the valve. If the plunger operates freely, reinstall the valve and coil and check the operation. If the system still will not operate, the valve is defective and must be replaced (Early production machines). Commander II 5-15 Symptom Machine will not move in “auxiliary travel” Corrective measures Vibrator on-off system not functioning properly. Place the vibrator/auxiliary travel selector valve in the “vibrator” position. If the machine now moves, the problem is in the vibrator on-off system. Refer to Troubleshooting the Vibrator System (section 07 or 08) for procedures to follow. Commander II 5-16 07 Troubleshooting the Vibrator System Gear Pump Front Stage 22.5 gpm (85 lpm) at 2250 rpm To Tank To Tank Pressure Gauge To Track Circuit Vibrator Variable Control Manifold Relief set at 1850 psi Auxiliary Travel Vibrator Selector Valve Emergency Stop Relief Manifold Relief set at 2150 psi Vibrator Hydraulic System Pressure Return Dump or Tank Suction Static Flow Vibrator 033-3356.eps The oil flow for the vibrator system begins at the center stage of the main pump which delivers 22.5 gpm (85 lpm) at 2250 rpm. From the pump the oil is routed to the vibrator-auxiliary travel selector valve. Teed into this line is an emergency stop relief valve manifold set to bypass at 2150 psi (148 bar). The relief valve is necessary to protect the pump from pressure spikes when the selector valve position is changed. With the selector valve shifted to the “auxiliary travel” position (valve in), oil is routed out a work port to the inlet of the travel variable control valve, resulting in increased travel speed. When the selector is set to the “vibrator” position (valve out), the oil flows out a work port to the inlet of the vibrator variable manifold. With the vibrator variables all in the off position, pressure begins to build in the system. This pressure increase is directed against one end of the pressure differential spool (through a small orifice), causing it to shift against spring tension to an unload position. The oil from the pump is dumped back to tank at approximately 75 psi (6 bar). When a vibrator variable is rotated in the increase direction, pressure begins to increase between the variable and the attached vibrator. This pressure increase is directed against the spring loaded end of the pressure differential spool (through a small orifice) causing it to shift in the direction of the spring tension. As the valve spool shifts, it begins to block off the free flow of the oil back to the tank causing the pressure in the system to increase sufficiently to operate the vibrator at the preset speed. The unused oil is returned to the tank at a pressure approximately 75 psi (5.2 bar) higher than the pressure required to operate the vibrator. If the vibrator variable is rotated more in the increase direction, or another vibrator is turned on, there is a pressure drop in the system. This causes the pressure differential spool to shift to block the flow of oil to tank, increasing the pressure sufficiently to operate the vibrator at a higher speed or to operate additional vibrators. Any unused oil will be returned to tank. The entire vibrator system will operate at the highest pressure required by any one of the vibrators. Commander II 5-17 If a vibrator should stall, pressure will increase against the pressure differential valve spool causing it to shift to block the free flow of oil to the tank, increasing the pressure in the system. When the pressure reaches 1750 psi (120.7 bar), the relief valve in the pilot line will open. This will allow the pressure differential valve to dump any unused oil (including that from the stalled vibrator) back to the tank at approximately 1825 psi (126 bar). All other vibrators will continue to operate at normal speed and pressure. A flow control valve on the output side of each variable regulates the maximum output for each vibrator to 4 gpm (15.2 lpm). A solenoid valve in the pilot line is used to automatically start and stop the vibrators. When the micro switch button is depressed, the solenoid is energized to the open position, draining the pressure oil from the spring loaded (pilot) side of the pressure differential valve. This will allow the valve spool to shift against spring tension, dumping all oil back to the pressure tank at approximately 75 psi (5.2 bar). When the micro switch button is released, the solenoid is de- energized to the closed position blocking the flow of oil from the pilot port. This causes pressure to increase on the spring loaded side of the pressure differential valve, causing it to shift to block the flow of oil back to the tank, forcing the vibrators to operate. An override switch is provided for stopping the vibrators while moving from one place to another. By placing the switch in the “on” position the solenoid is held in the energized position, preventing the vibrators from operating, regardless of the micro switch position. When the switch is in the “off” position, the starting and stopping of the vibrators is controlled by the micro switch. Symptom All vibrators operate at low speed. Corrective measures 1. Low main relief valve setting. Check and adjust the main relief valve pressure as described in the Maintenance chapter. 2. Defective pump stage. The pump should be checked with a flow meter if available. Another good indication of a defective pump is to compare relief pressure to engine speed. To check, disconnect all vibrators or loop hoses at the quick couplers. Place the vibrator/auxiliary travel selector valve in the “vibrator” position, the vibrator override switch in the “off” position, rotate all vibrator variable controls to the maximum speed and raise the travel variable control valve lever off of the micro switch button. Note the indicated pressure on the circuit selector gauge. Gradually reduce the engine speed. A damaged pump will not maintain relief pressure; pressure will drop rapidly as engine speed is reduced. A good pump will maintain approximately the same pressure as the engine speed decreases. Replace or repair the pump if found to be defective. 3. Engine speed too low. Increase engine speed to maximum. 4. Vibrator relief valve pressure setting low. Check and adjust the vibrator relief valve pressure as described in the Maintenance chapter. Symptom One vibrator runs at low speed or not at all. All other vibrators operate properly. High pressure indicated. Corrective measures 1. Defective vibrator. Interchange the suspected vibrator with one known to be good. Replace or repair the vibrator following the instructions in the appropriate Vibrator Overhaul & Parts Manual. Use GOMACO form number (I-075610- D) for Minnich vibrators and form number (WYCO111097C1) for Wyco vibrators. 2. Quick couplers defective or not fully connected. Check quick couplers by replacing with quick couplers known to be good. Replace coupler if defective. Note: If a faulty quick coupler is in the return line, it could cause the shaft seal in the hydraulic motor to rupture. Replace the seal if necessary. Symptom All vibrators will not operate. Low pressure indicated. Corrective measures 1. Selector valve in the “auxiliary travel” position. Place the selector in the “vibrator” position. 2. Vibrator variables off (fully clockwise). Rotate the variable controls in the increase direction to start the vibrators operating. 3. Vibrator override switch in the “on” position. Place the switch in the “off” position. Commander II 5-18 Vibrator main relief 033-3316 4. Main relief valve stuck open. Replace the main relief valve cartridge with the relief valve cartridge from the conveyor circuit. If the vibrators now operate, the relief valve cartridge is defective and must be replaced. (Fig. 1x12/6200-523) 5. Vibrator relief valve stuck in the open position. Remove the relief valve cartridge and clean it in clean solvent. Inspect the valve and o-rings for damage or contamination. Replace as necessary. Using a small screwdriver, attempt to depress the inner valve assembly (opposite of the adjustment nut) against spring pressure. If the valve sticks in, or is stuck in the open position, the valve is defective and must be replaced. Vibrator solenoid valve 002-2706 6. Solenoid valve stuck open. Remove the valve cartridge and clean it in clean solvent. Inspect the valve and o-rings for damage or contamination. Replace as necessary. Using a small screwdriver, attempt to depress the inner valve assembly (opposite the coil end) against spring pressure. If the valve sticks in, or is stuck in the open position, the valve is defective and must be replaced. Symptom Vibrators will not stop. Corrective measures Solenoid valve not operating properly. Place the “vibrator override” switch in the “on” position. If the vibrators stop, the micro switch is defective and must be replaced. If the vibrators still will not stop, remove the coil from the valve and insert a metal object into the center of it. The coil should attract the object when the micro switch button is depressed, or when the “vibrator override” switch is placed in the “on” position. If not, suspect the coil, wiring, override switch or micro switch. Check for 12 volts through the micro switch terminals with the switch button depressed. If no voltage is present, suspect a bad micro switch and replace as necessary. If 12 volts are evident, suspect the wiring or coil. The coil can be tested with an ohms meter. Check for 8 ohms of resistance in the coil with the power leads disconnected. If the resistance is more or less than 8 ohms, replace the coil. If the coil will attract the metal object, suspect the valve itself. Remove, clean and inspect the valve. Reinstall the valve and check the operation. If it still won’t operate, replace the valve. Symptom Vibrators operate at high (relief) pressure. Corrective measures Orifice fitting 002-2707 Orifice fitting in the vibrator variable control manifold is plugged causing pressure to build against the pressure Commander II 5-19 differential valve, holding it in a closed position. Remove the small plug from the side of the vibrator variable control manifold located between the solenoid valve and the pressure differential valve. Measure and note the distance from the top of the opening to the top of the orifice fitting inside. Use a hex wrench to remove the orifice fitting and clean thoroughly. Insert the orifice fitting until it reaches the same depth as previously noted. Insert and tighten the plug securely. Commander II 5-20 08 Slipform Mold Hydraulic System Diagnostics Lift Suction Filter High Pressure Lift Filter Drawbar Lift Motor Hold Down Cylinder Pressure Reducing/Relieving Valve Hold Down Pressure Gauge Control Valve Drawbar Lift Solenoid Valve Lift Pump 12.5 gpm (47 lpm) at 2250 rpm Drawbar Lift and Hold Down Hydraulic System To Tank To Tank To Tank To Tank 033-3357.eps Hold Over Cylinder Pressure Reducing/Relieving Valve Hold Over Pressure Gauge To Tank The slipform mold hydraulic systems consist of the drawbar lift, hold down and hold over circuits. Since the hold over and hold down systems are similar, the description of one system is the same for both. Hydraulic oil for the hold down circuit is supplied by the lift pump. With the control valve in the center (neutral) position, the oil flow is blocked by the closed center valve spool. Moving the valve to the “down” position, directs oil through the valve, out a work port, to the inlet of the reducing-relieving valve. The reducing-relieving valve reduces the incoming pressure of 1600 psi (110 bar), down to an operator setting of between 30 and 600 psi (2 and 41 bar). The oil is routed through the reducing- relieving valve to the piston end of the hold-down cylinder causing it to extend. As the cylinder begins to press down on the rear of the slipform mold, pressure begins to build up in the line between the hold-down cylinder and the reducing-relieving valve. When the adjusted pressure is reached, the flow of oil to the hold-down cylinder is halted. Oil from the rod end of the hold-down cylinder returns through the opposite work port of the control valve to the pressure tank. A pressure gauge is connected to the line between the reducing-relieving valve and the hold-down cylinder to monitor hold-down pressure. If the rear of the machine should move down, the pressure in the line between the hold-down cylinder and the reducing-relieving valve will begin to increase. The reducing-relieving valve senses the increased pressure and relieves the excess pressure to the pressure tank, thus maintaining the preset pressure. As the rear of the machine begins to raise, the pressure in the line between the hold-down cylinder and the reducing-relieving valve begins to decrease. The reducing-relieving valve senses the pressure decrease and opens to add oil to the line to maintain the adjusted pressure. When the control valve is moved to the “up” position, oil is routed through the control valve, out a work port Commander II 5-21 to the rod end of the hold-down cylinder, causing it to retract. The oil from the piston end is forced back through the reducing-relieving valve to the pressure tank. The drawbar lift hydraulic system consists of a solenoid valve and drive motor. If the switch is depressed in the “up” position, a solenoid coil is energized causing the valve spool to shift routing oil to the drive motor. Return oil is routed through the opposite work port of the solenoid valve and returned to the pressure tank. If the switch is depressed in the “down” position, the opposite solenoid coil is energized causing the valve spool to shift routing oil to the drive motor and turning it in the opposite direction. Return oil is routed through the opposite work port of the solenoid valve and returned to the pressure tank. Symptom Hold down or hold over cylinder will retract, but will not extend. Corrective measures Pressure control valve set too low. Turn the control valve knob clockwise to increase pressure enough to extend the cylinder. Symptom Cannot maintain constant hold down pressure. Corrective measures Inspect pressure control valve 6028 1. Hold-down pressure control valve dirty or defective. Remove the pressure adjustment cartridge and clean. Inspect and replace as necessary. Check for internal leakage 6029 2. Defective hold-down cylinder. To check, completely extend the hold-down cylinder. Disconnect the hose from the fitting on the rod end of the cylinder. Apply pressure to the piston end (hold-down valve in “down” position). If hydraulic fluid escapes from the open fitting on the rod end of the cylinder, the internal piston packing is leaking. Repair or replace the cylinder as necessary. Symptom Hold-down cylinder will not raise or lower. Corrective measures 1. Hold-down control valve in the center (neutral) position. Move the control valve to the proper position. 2. Low pressure in the lift circuit. Check the indicated pressure on the lift circuit pressure gauge. Adjust the lift pressure to 1600 psi (110 bar) if necessary, following the instructions given in the Maintenance chapter. Note: If the lift pressure is low, the grade systems and the steering injection system will also be affected. Symptom Drawbar will not raise or lower. Motor will not turn. Corrective measures 1. Drive sprocket and threaded rod are seized. Disassemble and lubricate the threaded rod and sprocket. Replace any damaged parts. 2. Slipform mold is too heavy or is causing the drawbar to jam in the drawbar guide assembly. Check setup of slipform mold to correct any cause for jamming. Look for visible signs of damage and repair as necessary. Call you local Commander II 5-22 GOMACO distributor or GOMACO for slipform mold weight information. 3. Drive motor is defective. Remove the drive motor from the drawbar assembly. Operate the drive motor. Replace the drive motor if pressure is applied and the motor shaft does not turn. Commander II 5-23 09 Troubleshooting Auxiliary Hydraulic Systems Lift Suction Filter High Pressure Lift Filter Lift Pump 12.5 gpm (47 lpm) at 2250 rpm To Tank To Tank To Tank To Tank Trimmer Shift Cylinder Driveway Cut Out Cylinder Telescoping Frame Cylinder Conveyor Lift Cylinder Auxiliary Lift Hydraulic Systems 033-3359.eps Pressure Return Tank Suction Track Tension Cylinders Hydraulic Side Plate Connection The auxiliary circuits consist of the conveyor lift, right telescoping frame, trimmer shift, track tension and curb cutout systems. The operation of the circuits are basically the same. The oil for the auxiliary circuits is supplied by the lift pump. When the control valve is in the “neutral” (center) position, the oil flow is blocked by the valve spool. When the valve is moved to the extend position, the oil flow is routed through a work port of the valve to the piston end of the cylinder causing it to extend. As the cylinder extends, return oil is routed through the opposite work port of the control valve and to the tank. When the valve is moved to the retract position, the oil flow is routed through a work port of the valve to the rod end of the cylinder causing it to retract. As the cylinder retracts, return oil is routed from the opposite work port of the control valve to the tank. Note: Current model control valves are assembled for low internal leakage and do not require double acting lock valves. Locking Valve Description for early model machines The oil forces a check valve off its seat as it passes through the double acting lock valve (on the rear of the control valve) and then out to one end of the corresponding cylinder. Since a check valve in the double acting lock valve is blocking the oil flow back to the control valve from the opposite end of the cylinder, pressure will begin to build between the valve and the cylinder. This pressure increase acts against a shuttle piston in the locking valve, which shifts, lifting the check valve on the return side off its seat, thus allowing the return oil to pass through the control valve and back to the pressure tank. When the control valve is shifted in the opposite direction, the oil flow through the double acting check valve and the cylinder is Commander II 5-24 reversed. The purpose of the double acting check valve is to prevent the corresponding cylinder from shifting, The conveyor lift system does not have a double acting locking valve. The troubleshooting procedures for all of the auxiliary circuits are basically the same. Symptom Right extend cylinder will move in one direction, but not the other, the trimmerhead will shift in one direction but not the other, or the curb cutter will shift in one direction but not the other. Corrective measures Locking valve 001-0139 1. Locking valves not releasing in one direction. Check by reversing the hoses on the rear of the valve. If the cylinder will now move in the opposite direction, the locking valve is defective and must be repaired or replaced. 2. Defective quick coupler. Inspect quick couplers by bypassing couplers with a pipe coupling, or with a set of couplers known to be good. Symptom Right leg, trimmerhead or curb-cut out will not move. Corrective measures 1. Locking valve not releasing in one direction. If the right leg is completely extended, or retracted, or the trimmerhead is shifted full left or right, or the curb cutout is in or out, and the locking valve shuttle piston is stuck, it will appear to not release in either direction. Reverse the hoses on the rear of the valve. If the leg, trimmerhead, or curb cutout, will now move in the opposite direction, the locking valve is defective and must be repaired or replaced. 2. Low lift pressure. Check the indicated pressure on the “lift pressure” gauge. Adjust the lift pressure to 1600 psi (110 bar) if necessary, following the instructions given in the Maintenance chapter. If the lift pressure is low, the grade, steering injection, hold-down and holdover circuits will also be affected. Right leg shift clamps 033-3374 3. Locking bolts tight in the bottom of the right extend tube. This will affect the right extend circuit only. Loosen the bolts to extend or retract the right leg. Tighten the bolts when the right leg is extended. Symptom Cylinder or motor will not hold position. Corrective measures 1. Locking valve not holding. Remove the lines from the defective valve and swap them with the lines from a good valve. If the system that was not holding, now holds position, the valve is defective and must be repaired or replaced. 2. Cylinder or motor leaking internally. If swapping the lines as previously described does not stop the cylinder or motor from creeping, suspect internal leakage. Repair or replace the cylinder or motor as necessary Commander II 5-25 10 Troubleshooting the Grade Hydraulic Systems Lift Suction Filter High Pressure Lift Filter Lift Pump 12.5 gpm (47 lpm) at 2250 rpm To Tank To Tank Grade Hydraulic Systems 033-3359.eps Pressure Return Tank Suction To Auxiliary Control Valve Left Front Left Rear Right Servo Valve Manifold Pressure Manifold Pressure Gauge Pressure Manifold The oil flow for the lift circuit begins at the pressure tank, where the oil is forced through the 100 wire mesh lift suction filter. From the outlet of the filter the oil flow is routed to the inlet of the pressure compensated lift circuit pump. A case drain line protects the pump case from extreme pressures by draining excess oil from the case back to the reservoir. Maximum output flow from the lift circuit pump is 12.5 gpm (47 lpm) at 2250 rpm. The grade hydraulic and auxiliary hydraulic circuits drawing oil supply from the lift pump are closed center systems. This means there is a standby pressure in the system of 1600 psi (110 bar) without oil flow until a circuit is activated. When the circuits are not activated, the pressure in the system builds until a sensing device in the pump senses the pressure is at 1600 psi (110 bar), thus causing the pump to stop pumping. As soon as the pressure in the system drops, the pump will begin to pump again, until the pressure returns to the preset pressure. From the lift pump, the oil is routed through the high pressure filter to the inlet of the pressure manifold. A line connected to the manifold is routed to the lift pressure gauge to monitor system pressure. From the manifold, oil is routed to the inlet of the servo manifold and the inlet of each servo valve. When the twin valve spools in each servo valve are in the center position, the oil flow is blocked. All three grade circuits operate the same hydraulically, so the explanation of one is the same for all three. When the servo valve receives an “up” signal from the electronic control system, the twin spools in the servo valve shift a proportional amount. Pressure oil is routed from one of the spools through a working port in the manifold to the locking valve on the appropriate lift cylinder. The oil forces the internal check valve off its seat (in the locking valve) and flows into the piston (top) end of the lift cylinder, causing it to extend and raising the machine. The return oil from the rod (bottom) end of the cylinder flows back to the opposite Commander II 5-26 manifold working port through the opposite servo valve spool and to the reservoir. When the servo spool returns to center, the check valve in the locking valve returns to its seat, locking the oil in the piston (top) end of the cylinder to hold the cylinder in position. When the servo valve receives a “down” signal from the electronic control system, the twin spools are shifted in the opposite direction a proportional amount. Pressure oil is routed out through the opposite manifold port, to the rod (bottom) end of the lift cylinder. Since the check valve (in the locking valve) on the piston (top) end of the cylinder is on its seat, the cylinder cannot retract. Pressure begins to increase in the line between the rod (bottom) end of the cylinder and the servo valve. A small port in the locking valve directs this pressure increase to a small shuttle piston in the valve, which shifts, lifting the check valve off its seat. This allows oil from the piston (top) end of the cylinder to return to the servo manifold, through the servo valve and out to the reservoir. The purpose of the locking valve is to prevent the cylinder from drifting down during operation and; overnight when the engine is stopped. A minimum pressure of 1000 psi (69 bar) is required to extend or retract the cylinder (because of locking valve). Maximum output of the grade servo valves is 5 gpm (19 lpm). The troubleshooting of one grade hydraulic system is the same for all three. Symptom One grade cylinder inoperative or slow to respond. Corrective measures Isolate the problem; hydraulic versus electrical. If the system will not respond with the jog switch, check the system operation by using the manual override lever on the servo valve cover. If the system will respond to the override, the problem is in the electrical system. Refer to section 13, Network Steer and Grade Electrical Diagnostics. If the system will not respond when using the override, the problem is in the hydraulic system. The possible problems are as follows: Locking Valve in Cylinder 637 WARNING!! ! BE CERTAIN TO COMPLETELY LOWER THE MACHINE, OR REMOVE ALL WEIGHT FROM THE LEG, BEFORE REMOVING THE LOCKING CARTRIDGE. IF THE CARTRIDGE IS REMOVED WITH THE MACHINE UP, HYDRAULIC OIL WILL BE EXPELLED RAPIDLY FROM THE CYLINDER AND THE MACHINE WILL DROP. SEVERE INJURY CAN OCCUR IF CONTACT IS MADE WITH FLUID ESCAPING UNDER HIGH PRESSURE. 1. Faulty lift check valve. If the machine will raise, but not lower, suspect that the shuttle piston in the check valve is defective. Lower the machine and stop the engine. Swap the suspected valve with a valve that is operating properly. If the fault moves to the opposite system, the valve is defective and must be replaced. 2. Inner and outer guide tube binding. Raise the machine to the maximum and check for binding. Adjust the wear plates on the bottom of the legs as instructed in the Maintenance chapter. Grease the inner guide tube. Symptom All grade circuits inoperative, or slow to respond. Corrective measures Isolate the problem; hydraulic versus electrical. If the system will not respond with the jog switch, check the system operation by using the manual override lever on the servo valve cover. If the system will respond to the override, the problem is in the electrical system. Refer to section 13, Network Steer and Grade Electrical Diagnostics. If the system will not respond when using the override, the problem is in the hydraulic system. The possible problems are as follows: Commander II 5-27 1. Low lift pressure. Check and adjust the pressure as described in the Maintenance chapter. 2. Defective lift pump. Check the pump output with a flow meter if available. A good indication of a defective pump is to compare system pressure to engine rpm. A damaged pump will not hold pressure as engine rpm decreases; pressure will drop rapidly. A good pump will maintain pressure as engine rpm is decreased. To check the pump pressure drop, place all three lift lock switches in the “on” position. Place the auxiliary valves in the center (neutral) position. Run the engine at maximum speed and observe the lift pressure gauge. If the lift pressure decreases as the engine rpm is decreased, the pump is defective and must be replaced. Clogged suction filter 033-3322 3. Clogged lift suction filter. Replace the 100 wire mesh filter element. Do not use a paper type element as it will greatly restrict the flow of oil to the pump. Clogged high pressure filter 033-3173 4. Plugged high pressure lift circuit filter. If the indicator on the top of the high pressure filter is extended, it may be necessary to replace the filter. The filter is of the non-bypass type. If it becomes completely clogged, it will not pass any oil. 5. Excessive internal leakage past servo valve spools, or auxiliary valve spools. Place the servo lock switch in the “on” position. If the lift pressure does not increase, disconnect and cap the pressure line between the lift manifold and the auxiliary valve bank. If the pressure increases, a high pressure internal leak exists inside one or more of the auxiliary valves. It is recommended to replace the valve bank as a unit. If the lift pressure increases when the servo lock switch is placed in the “on” position, suspect one or more of the servo valves. It may be necessary to replace the servo valves one at a time to check. Note: It is possible that the amount of leakage in any one valve is not sufficient to affect the lift pressure, but the combination of two or more will affect it. It may be necessary to replace more than one valve. 6. Hoses from the holdover valve (if so equipped) coupled together and valve engaged. If the holdover system is not being used, do not couple the hoses together at the quick couplers and engage the control valve. This creates a direct path for the oil to flow to the pressure tank. Sideplate hoses connected 033-3149 7. Hoses for hydraulic controlled sideplates connected together. This creates a direct path Commander II 5-28 for the oil to flow to the pressure tank. Disconnect the hoses from one another. 8. Hoses for hydraulic conveyor lift connected together. If the conveyor is removed from the machine, do not connect the control valve pressure and return lines together. This creates a direct path for the oil to flow to the pressure tank. Disconnect the hoses from one another. Symptom Lift cylinder drifts up or down during operation. Corrective measures This is a good indication that the servo valve requires centering adjustment. Adjust the servo centering screw with a hex wrench as described in the Maintenance chapter. Symptom Grade cylinder drifts down overnight or with the engine running. Corrective measures Locking valve in cylinder 637 1. Locking valve not holding. Raise the machine and stop the engine. Loosen the hose on the left side of the cylinder cap (facing the hose side of cylinder). If a steady stream of oil flows from the loosened line, suspect that the locking valve is not holding. Swap the defective valve cartridge with a valve cartridge known to be good. If the problem transfers, the locking valve is defective and must be replaced. CAUTION!! ! REMOVE ALL WEIGHT FROM THE LIFT CYLINDER OR LOWER IT TO THE LOWEST POSITION BEFORE REMOVING THE LOCKING VALVE CARTRIDGE. IF THE CARTRIDGE IS REMOVED UNDER PRESSURE, HYDRAULIC OIL WILL BE EXPELLED RAPIDLY FROM THE CYLINDER AND THE MACHINE WILL DROP. 2. Cylinder piston packing leaking. Loosen the line to the piston end of the cylinder. If oil does not flow from the loosened line or the problem remains on the same cylinder after swapping the locking valve cartridge, the problem is in the grade cylinder. Remove the cylinder and repair or replace it. Symptom Gradual swales in grade. Corrective measures 1. A sticky servo valve can cause this type of symptom. Sticky valve spools are caused by dirty oil. Frequently, sticky valve spools can be freed by rapidly moving the manual override control on the servo valve. This throws the valve spool from one extreme to the other and the particles causing the spool to stick tend to wash out, thus freeing the spool. A sticky spool can be detected on the meter if the needle overshoots when it approaches center from an offset or if it tends to hang to one side of center. This will tend to happen when approaching center from either side. It shows that a small amount of electrical signal to the valve doesn’t have enough physical power to overcome the resistance of the sticky valve. Note: The servo valve being out of adjustment will also cause the needle to hang to one side of center during operation. The adjustment of the servo valve usually does not affect the ability of the system to hold grade during automatic operation. 2. Other causes may be loose stringline, incorrect tension on the sensor hub spring or the sensitivity is set too low on the amplifier. Refer to the proper chapter for adjustment procedures. TB1 1 2 3 4 5 6 STATUS POWER Network Controller Panel Connections Power Limp Counter Signal Input Vibrator Signal CAN J 3 Power and Ground See Miscellaneous Electrical Power and Ground See Miscellaneous Electrical To Vibrator Override Switch See Miscellaneous Electrical Micro Counter Switch (MS) 1 2 3 4 1 2 3 4 TB6 1 2 3 4 5 6 TB5 BD 16C TB 6-3 BD 16A BD 11C BD 11B BD 11A GRD BD 10A BD 10B TB 5-1 TB 5-3 TB 5-5 TB 6-3 TB 6-1 Ground Screw (GRD) Junction Box 1 2 3 4 5 6 TB3 BD 20C TB 6-3 BD 20A BD 2A BD 7A BD 2C BD 7C BD21A BD 21C 6200 Network Electrical System Slope Sensor Left Front Grade SensorLeft Front Steer Sensor A B CD E F Left Rear Grade Sensor Left Rear Steer Sensor A B C D E F G H I J K L M N P R S T U V W X STATUS POWER A B CD E F A B CD E F Left Rear Grade Right Grade Steer Left Front Grade A B CD E F Connection for Right Grade Sensor Option 033-3362.eps BD 1A BD 4A BD 9A BD 12A BD 1C BD 4C BD 9C BD 12C BD17C A B C D E F A B C D E FA B CD E F A B CD E F A B CD E F BD 17N BD 21N BD 17M BD 21M BD 17O BD 21O BD 17L BD 21L TB 1-4 TB 3-4 TB 6-4 BD 17P BD 21P TB 3-1 BD 20G TB 3-4 TB 3-1 BD 20D TB 3-4 Travel Micro Switch4 3 2 1 8 7 6 5 NO NC A >B >C >D >E >F > BD 7 A >B >C >D >E >F > BD 2 A >B >C >D >E >F >G >H >I >J > A < B < C < D < E < F < G < H < I < J < BD 16L BD 16M BD 20L BD 20M BD 20J BD 20K BD 16J BD 16K A < B < C < D < E < F < BD 1 A < B < C < D < E < F < BD 9 A < B < C < D < E < F < BD 12 A < B < C < D < E < F < BD 4 TB 1-1 BD16-D TB 1-4 TB 1-1 BD16-E TB 1-4 A < B < C < D < E < BD 10 A < B < C < D < E < F < G < H < I < J < K < L < M < N < P < R < S < T < U < V < W < X < BD 16 A >B >C >D >E >F >G >H >I >J >K >L >M >N >P >R >S >T >U >V >W >X > BD 20 TB 3-1 TB 3-6 BD 2B BD 7B BD 14E BD 14F BD 14C BD 14D TB 3-5 TB 3-6 TB 5-5 TB 5-1 TB 6-1 TB 5-3 GRD BD 14 A >B >C >D >E >F >G >H >I >J >K >L >M >N >O >P > BD 21 A < B < C < D < E < F < G < H < I < J < K < L < M < N < O < P < BD 17 TB 1-6 TB 5-5 TB 5-1 TB 6-1 TB 5-3 GRD TB 1-1 BD 9B TB 1-6 BD 1B BD 4B BD 12B BD 14G BD 14H BD 14A BD 14B TB 1-2 BD 16B TB 1-5 TB 1-2 BD 16G TB 1-5 J7 A < B < C < D < E < F < A < B < C < D < E < F < J5 A < B < C < D < E < J2 J4 J3 J6 A< B < C < D < E < F < G < H < I < J < BD 11 A < B < C < D < A B C D E FA B CD E F 11a Network Electrical Drawing 5-30 Commander II 5-31Network 06/02/04 11 Network Steer and Grade Electrical Diagnostics The grade control systems are responsible for maintaining the correct elevation on the left side of the machine frame. Each grade system consists of a sensor and a control loop on a S2X controller which is networked to the other S2X controller on the machine, including the control box. The side of the machine controlled by the grade sensors is determined by the location the sensors are plugged into and by the setup parameters determined by the machine's operator. To set the parameters, the operator must depress the CALIB switch under the service panel of the main control box. Depressing and releasing the NEXT switch will select the elevation mode on the main control module display. The elevation mode is used to designate the type of sensor control the machine will be using for a particular job situation. Depressing and releasing the +/- switches will scroll through the elevation mode settings available (left grade/right slope and dual grade). The appropriate setting is selected when it is displayed. The slope control system is responsible for maintaining the correct elevation on the right side of the machine frame. The slope system consists of a slope sensor and a control loop on a S2X controller which is networked to the other S2X controller on the machine, including the control box. The side of the machine controlled by the slope sensor is opposite of the side that the grade sensors are plugged into and is determined by the setup parameters. The steer control system is responsible for maintaining the correct distance between the finished product and the guideline. The steering system consists of a forward steer and a reverse steer sensor, a servo valve and a control loop on a S2X controller which is networked to the other S2X controller on the machine, including the control box. The left side of the machine will be controlled by the steer sensors. Grade or Dual Grade Operation: When the system is being operated with grade control on the left side or with grade control on both sides (dual grade), the operation of all grade systems is identical. The main panel display must be in the “run” mode to operate the grade control circuit in the automatic mode. From the individual S2X controllers, common power (+5 volts) is supplied to the appropriate sensors through pin “A” and a ground is supplied through pin “C” in the appropriate bulkhead plugs. The sensor has a wand attached to its’ shaft, which is held against the guideline by spring tension. As the machine frame moves up or down, in relation to the guideline, the wand causes the sensor shaft to rotate. As the shaft rotates, a corrective signal is sent to the corresponding S2X control loop. The sensor works within a voltage range of 1.2 volts to 3.8 volts. With the sensor in the center position, a 2.5 volt signal (center) is sent to the S2X through pin “B” in the bulkhead plug. When the sensor wand position, in the Calibrate display, is selected as "push" and the sensor wand is rotated upward, the voltage signal to the S2X will decrease (from 2.5 volts), indicating that the machine must go up. As the sensor wand is rotated downward, the voltage signal to the S2X will increase (from 2.5 volts), indicating that the machine must go down. When the sensor wand position, in the Calibrate display, is selected as "pull" and the sensor wand is rotated upward, the voltage signal to the S2X will increase (from 2.5 volts), indicating that the machine must go up. As the sensor wand is rotated downward, the voltage signal to the S2X will decrease (from 2.5 volts), indicating that the machine must go down. The normal working range of the sensor (1.2 volts to 3.8 volts) is reduced to approximately 1.5 volts to 3.5 volts for diagnostic purposes. If the sensor output voltage should read between 1.2 volts to 1.5 volts, or between 3.5 volts to 3.8 volts, it will cause the “off stringline” feature to activate. When the “off stringline” feature is activated, the drive to the corresponding servo valve is shut down and the servo valve spool returns to center, holding the machine elevation in position when the feature was activated. The system can still be operated with the jog switches. Slope Operation: The slope sensor mounted near the center of the frame (in the battery box), will control the right side of the machine. The main panel display must be in the “run” mode to operate the slope control circuit in the automatic mode. From the right S2X controller, power (+5 volts) is supplied to the slope sensor through pin “A” and a ground is supplied through pin “C” in the appropriate bulkhead plug. The shaft in the center of the slope sensor is held stationary by a pendulum weight. As the grade controlled side of the machine moves up or down, the slope sensor rotates as the machine tilts. As the sensor rotates, a corrective signal is sent to the corresponding S2X control loop. The sensor works on a voltage range of 0.75 volts to 4.25 volts. With the sensor in the center position (machine frame level), a 2.5 volt signal (center) is sent to the S2X through pin “B” in the appropriate bulkhead plug. As the sensor is rotated clockwise (viewed from the rear), the voltage signal to the S2X will decrease (from 2.5 volts), indicating that the right side of the machine must go up. As the sensor is rotated counterclockwise, the voltage signal to the S2X will increase (from 2.5 volts), Commander II 5-32Network 06/02/04 indicating that the right side of the machine must go down. The slope setpoint switches are connected to the slope control loop to provide a means of adjusting the cross slope of the machine frame. With the slope setting at “0.0%” slope, a signal is sent to the slope control loop, indicating that the machine frame must be level. The control loop receives a signal from the slope sensor indicating the level of the machine frame. If the signal from the slope sensor does not match the slope setting signal, the appropriate S2X control loop sends a corrective signal to the proper servo valve, causing the slope controlled side of the machine to raise or lower until the slope sensor signal matches the slope setting signal in the control loop. The machine frame should be level, from side to side, at this point. If the slope setting is adjusted to 2% of slope (or to what is necessary), a signal is sent to the slope control loop indicating a change is required. The control loop receives a signal from the slope sensor and if it does not match the slope setting signal, the S2X control loop sends a signal to the servo valve to raise or lower the slope side of the machine until the two signals match. The frame should now be at the desired 2% (or what is necessary) of slope. The steering control system is responsible for maintaining the correct distance between the finished product and the guideline. The automatic steering system consists of a sensor on the front for forward steering, a sensor on the rear for reverse steering, a servo valve and a control loop on a S2X controller which is networked to the other S2X controllers on the machine, including the control box. A forward/reverse steer switch, an auto/manual switch and a manual steer dial are located on the control box. The output drive to the steering servo valve is supplied from the controller inside of the control box. The steering sensors can be plugged into either side of the machine. The output signal to the steering servo valve is turned on and off by the position of the travel micro switch located under the travel variable control lever on the control console. When the travel micro switch button is depressed, the valve drive signal is turned off and the servo valve spool returns to center. This is done so that if the sensor wand is moved, or the manual steer dial is turned, with the machine stopped, the servo valve spool will not shift. If the servo valve spool were to shift with the machine stopped, pressure oil would be added to one track, causing it to turn, moving the machine. When the micro switch button is released, the system returns to normal operation. Automatic Steer Operation When the auto/manual steer switch is in the “auto” position, the front or rear steering sensor is used to steer the machine. The main control module must be in the “run” mode to operate the steering control circuits in the manual or the automatic mode. From the front S2X controller, power (+5 volts) is supplied to the front steer sensor (on either sides) through pin “A” and a ground is supplied through pin “C” in the appropriate bulkhead plugs. From the rear S2X controller, power (+5 volts) is supplied to the rear steer sensor (on either side) through pin “A” and a ground is supplied through pin “C” in the appropriate bulkhead plugs. The sensor has a wand attached to its’ shaft, which is held against the guideline by spring tension. As the machine frame moves left or right, in relation to the guideline, the wand causes the sensor shaft to rotate. As the shaft rotates, a corrective signal is sent to the corresponding control loop. The steering sensor works within a voltage range of 1.2 volts to 3.8 volts. With the sensor in the center position, a 2.50 volt signal (center) is sent to the control loop through pin “B” in the bulkhead plug. When the “lead” mode is selected (steering sensor lead/trail selection in the calibrate mode) and the sensor wand is rotated left, the voltage signal to the S2X will decrease (from 2.50 volts), indicating that the machine must turn left. As the sensor wand is rotated right, the voltage signal to the S2X will increase (from 2.50 volts), indicating that the machine must turn right. When the “trail” mode is selected (steering sensor lead/trail selection in the calibrate mode) and the sensor wand is rotated left, the voltage signal to the S2X will increase (from 2.50 volts), indicating that the machine must turn left. As the sensor wand is rotated right, the voltage signal to the S2X will decrease (from 2.50 volts), indicating that the machine must turn right. Note: The off stringline diagnostic display will not affect steering operation of the machine. The main control module must be in the “run” mode and the auto/manual switch must be in the “auto” position to operate the steering control circuit in the automatic mode. When the forward/reverse switch is placed in the “forward” position, the steering sensor connected to the front steer bulkhead will be activated to control the steering of the machine. The sensor connected to the rear steer bulkhead will be turned off. When the forward/reverse switch is placed in the “reverse” position, the steering sensor connected to the rear steer bulkhead will be turned on to control the steering Commander II 5-33Network 06/02/04 of the machine. The sensor connected to the front steer bulkhead will be turned off. 033-3346 STEER SENS jog to adjust Steer Gain = 10 Steering sensor sensitivity display 033-3346 When the steering system is operating in the automatic mode, the network system measures the amount and direction of the signal from the sensor and conveys a corrective signal to the servo valve. The amount of servo valve spool movement is in proportion to the amount of corrective signal. The sensitivity setting for the control loop will change the amount of valve spool movement in relation to the amount of sensor movement. For example, with the sensitivity adjustment set with five (5) indicators showing, moving the sensor off electrical center 0.1 volt in either direction, will cause an approximate 1.0 volt signal to the servo valve in the corresponding direction. However, with the sensitivity adjustment set with fifteen (15) indicators showing, moving the sensor off electrical center 0.1 volt in either direction, will cause an approximate 2.5 volt signal to the servo valve in the corresponding direction. The more voltage that the servo valve receives, the faster the system will respond. The sensitivity has no affect on the manual operation of the system. 033-3344 S: STEER VALVE > Steer valve drive % 033-3344 When the NEXT switch is depressed a sufficient number of times, the display will show the percentage of drive signal to the steering servo valve in either manual, or automatic. The main control module must be in the “run” mode for the display to appear. If the forward/reverse switch is in the “forward” position, the display will be positive (+). If the switch is in the “reverse” position, the display will be negative (-). With the machine moving, two arrows pointing in each direction will indicate that a steering correction is not required. If a steering correction is required, two arrows will point in the corresponding direction and the percentage of valve drive in that direction will be displayed. If the micro switch button is depressed, or if the main control module is in “standby”, the valve drive is not activated. The display will show two arrows pointing in each direction to indicate the valve drive is not active. When the servo valve receives a corrective signal from the control loop, the spool in the servo valve will shift. The amount of servo valve spool movement will depend on the amount of corrective signal from the sensor and the sensitivity setting. When the spool shifts, pressure oil is routed to one track drive motor, causing its’ speed to increase, and oil is allowed to drain back to the reservoir from the opposite track, causing its’ speed to decrease. This will cause the machine to turn in the appropriate direction. The more the valve spool is shifted, the faster the machine will turn. When the necessary correction has been made, the sensor signal is electrically centered, or “nulled” and a signal is sent to the control loop indicating the correction has been made. The control loop signals the servo valve, which causes the spool to shift to the center position, causing the machine to travel straight ahead. If the necessary correction is not made, the machine will continue to turn while the machine is in motion. Manual Steer Operation When the auto/manual steer switch is in the “manual” position, the manual steer dial on the control panel is used to steer the machine. The main control module must be in the “run” mode to steer the machine in the manual mode. With the manual steer control dial in the center position, a 2.50 volt signal is sent to the network control, causing the machine to travel straight. To turn the machine slowly to the right, the steer control dial is slightly turned to the right from center, increasing the voltage signal (from 2.50 volts) to the network. The servo valve spool will move slightly, causing the right track speed to decrease slightly and the left track speed to increase slightly. To turn the machine slowly to the left, the steer control dial is slightly turned to the left from center, decreasing the voltage signal (from 2.50 volts) to the network. The servo valve spool will move slightly, causing the left track speed to decrease slightly and the right track speed to increase slightly. The more the manual steer dial is turned left, or right from center, the faster the machine will turn in the corresponding direction. The sensitivity setting for steering has no affect on the manual steering operation. Commander II 5-34Network 06/02/04 033-3335 LF:FGR Fr ST Rr GR Rr ST 2.50V 2.51V 2.48V 2.49V Steer sensor test reading 033-3335 When the test switch is depressed, the main control module display will indicate the test mode has been entered and that depressing the LAST or NEXT switches will scroll through the test displays. The main control module display will change to reflect the voltage from the various sensors, or output voltage to the various servo valves. With the sensor voltage displayed, the reading will vary around a centered voltage reading of 2.50 volts as the steering sensor wand is moved, or the manual steer dial is rotated. With the steering servo valve drive output voltages displayed, the readings will vary from 0.0 to ± 4.10 volts as the sensor is moved, or the manual steer dial is rotated. The following table indicates the normal voltage range of each circuit displayed in the test mode: Circuit ........................... Voltage Range Power supply ................ 9.0 to 16.0 Sensor supply ............... 4.75 to 5.25 Steering sensor output . 1.20 to 3.80 Steering valve ............... 0.0 to ± 4.10 If the sensor is not connected, the sensor (SN) reading will show approximately “0.00V”. To exit the test mode, depress the test switch under the service panel. The system will return to the normal operating display. Notice: To prevent damage to the network control system, a grounding strap should be connected between the machine frame and the person working on the system. The distance counter micro switch is used to measure traveled distance. It is mounted on a wheel that runs on the top of one of the tracks. When the distance mode is set for “English”, the system will add one foot of distance each time the micro switch is activated. If the mode is set for “Metric”, the unit will count one meter of distance for 3 activations of the micro switch, one meter for 3 activations, then one meter for 4 activations (10 activations equal 3 meters; i.e. 3,3,4- 3,3,4-etc.). When the vibrator override switch is placed in the “off” position, a signal is sent to the network panel to cease distance counting. When the tamper bar off/auto switch is placed in the “auto” position, the counter will resume distance counting. Deviation meters 033-3217 The deviation meter needle on the control loop will indicate the amount and direction of the signal from the sensor. When the needle is centered, it indicates that no correction is necessary to the system. When the needle is off center, it indicates a correction is required and it will remain off center until the necessary correction is made. The more the needle goes off center, the faster the system will respond. If the necessary correction is not made, the machine will continue to react until the cylinder is completely extended or retracted or until the "off stringline" feature is activated. When a jog switch is used for manual control, the servo valve spool shifts the full amount and remains there until the switch is released and allowed to return to center. The jog switches will not affect the deviation meter. From the control loop, the corrective signal is sent out to the corresponding servo valve. Symptom: The main display panel or one of the individual meter displays is fogged under the screen. Corrective measures: Meter replacement 001-2654 Commander II 5-35Network 06/02/04 Although this does not hinder the operation of the network system, the display should be replaced to prevent moisture from entering the control box. To replace the display, remove the screws from the front face of the defective display unit. Carefully pry the display from the front panel. Carefully peel the silicone from the connections on the back of the display and disconnect the wiring. Reconnect the wiring to the new display and seal the connections with clear silicone. Apply a thin bead of silicone around the perimeter of the display seal and insert in the control box opening. Replace and tighten the display panel retaining screws with 8 in/lbs of torque. Symptom: One or all of the switches in a switch package does not operate. Corrective measures: Depress the service switch under the service panel. Depress the NEXT/LAST switches to scroll to the switch test mode. Depress the defective switches. If a switch is activated and no function is displayed, the switch may be defective. Open the control panel and check for any pinched wiring to the switch package. If no pinched wiring is visible, the switch package is defective and must be replaced. To replace the switch package, remove the screws from the front face of the control panel. Carefully remove the control panel from the front face of the control box and disconnect the wiring from the rear of the defective switch package. Using a flat blade screw driver, place the screwdriver in the hole behind the switch package to be removed. Strike forcefully to dislodge the switch package from the control panel. Peel the protective backing from the rear of the new switch package and press the switch package firmly into position. Connect the wiring to the switch package and carefully place the control panel on the front of the control box, being careful not to pinch any wiring. Replace and tighten the control panel retaining screws securely. Symptom: 360318 LF GRADE OFF STRINGLINE = 1.29V RANGE=1.5-3.5V "Grade Off Stringline" is displayed on the main panel display. Corrective measures: Determine which sensor is affected by the following abbreviations preceding the display message: LF (Left Front), RF (Right Front) or LR (Left Rear). Grade sensor wand is off the stringline. Place the wand under the stringline. If the wand is within the 1.5 to 3.5 volt operating range, the sensor will center the machine at 2.5 volts. When the sensor voltage reading is between 1.2 to 1.5 volts or 3.5 to 3.8 volts, the off stringline message is displayed and the network controller will not send a servo valve drive signal to the appropriate servo valve. Symptom: 360317 LF GRADE OUT OF RANGE = 0.09V RANGE=1.2-3.8V Steer or Grade “Out of Range" is displayed on the main panel display. Corrective measures: Determine which sensor is affected by the following abbreviations preceding the display message: LF (Left Front), RF (Right Front) or LR (Left Rear). 1. Sensor not connected. If the appropriate sensor is not connected when the system is placed in the automatic mode, the display “Out of Range” for the corresponding system will appear on the main control module display. Connect the sensor to the appropriate bulkhead plug. 2. Defective sensor. If the sensor is connected and the display “Out of Range” for the corresponding system is displayed on the main control module display, the sensor may be defective. Disconnect the cord from the sensor Commander II 5-36Network 06/02/04 and connect it to a different sensor. If the system will now operate, the sensor is defective and must be replaced. 3. Defective sensor cable. If the system will not work after swapping the sensor, suspect the cable between the sensor and the bulkhead plug. Swap the cable between the sensor and the bulkhead plug with the cable from another sensor. If the system will work, the cable is defective and must be repaired or replaced. If the system will not work after swapping the coil cable, disconnect the sensor frame cable from the rear of the junction box and connect the sensor and coil cable directly into the junction box. If the sensor will work, repair or replace the sensor frame cable. 4. Defective wiring inside the junction box. Disconnect the appropriate 22 pin input/output plug (No. 16 or No. 20) from the rear of the junction box. Test the continuity of the wiring by checking from the pins in the plug to the pins in the sensor bulkhead plug on the rear of the junction box following the list that follows. If the problem is with the left front grade, check the connections from the left S2X as follows: BD 16 pin A .................. BD 1 pin A BD 16 pin D .................. BD 1 pin B BD 16 pin C .................. BD 1 pin C If the problem is with the front steer, check the connections from the left S2X as follows: BD 16 pin A .................. BD 4 pin A BD 16 pin E .................. BD 4 pin B BD 16 pin C .................. BD 4 pin C If the problem is with the left rear grade, check the connections from the left S2X as follows: BD 16 pin A .................. BD 9 pin A BD 16 pin B .................. BD 9 pin B BD 16 pin C .................. BD 9 pin C If the problem is with the rear steer, check the connections from the left S2X as follows: BD 16 pin A .................. BD 12 pin A BD 16 pin G .................. BD 12 pin B BD 16 pin C .................. BD 12 pin C If the problem is with the slope, check the connections from the right S2X as follows: BD 20 pin A .................. BD 7 pin A BD 20 pin G .................. BD 7 pin B BD 20 pin C .................. BD 7 pin C Continuity should not exist between pins, or from any pin to ground with the plug disconnected from the rear of the junction box. If the readings are incorrect, it may be caused by faulty wiring in the junction box. Open the junction box and tighten all screws on the terminal bars securely. Recheck the readings as previously described. If the wiring is still defective, repair or replace the wiring as necessary. 6. Defective wiring between the junction box and the S2X. Swap the 22 pin cable (No. 16 or No. 20) between the junction box and the S2X with a cable from the other S2X. If the S2X now responds, repair or replace the cable. 18 and 30 pin packard connectors 360369 7. Defective S2X. Turn the ignition key off. Disconnect the appropriate 30 pin packard tower connector (cables No. 16 or No. 20) from the S2X controller. Disconnect the appropriate 18 pin packard tower connector (cables No. 17 or No. 21) from the S2X controllers. Swap the left and right S2X controllers and reconnect the packard tower connectors. Restart the network controller. If the display indicates that the Commander II 5-37Network 06/02/04 problem still exists in the same system the S2X is good and the wiring is defective. Refer to the previous corrective measures to eliminate the problem. If the display indicates the problem has switched to a different system, replace the S2X controller. Note: Early network controller systems were equipped with a DC2 distinguished by a blue outer case versus the black outer case of a S2X controller. A limp cable is installed on the early machines and is not compatible with the S2X controllers . The machine may be operated temporarily with the limp cable installed until a replacement DC2 is available. Refer to chapter 2 for limp cable installation information. The network controller will display "DC2 not responding" when the limp cable is installed as a reminder to replace the defective unit. Operation will not be affected while this fault is displayed. Symptom: 360319 LF SENSOR POWER FAILURE VALID RANGE = 4.75-5.25V "Sensor Power Failure" is displayed on the main panel display. Corrective Measures: If the sensor supply voltage drops below 4.75 volts or increases above 5.25 volts the "Sensor Power Failure" display will appear on the main panel display. A power short to ground can cause the power supply to drop below 4.75 volts. Common power is supplied to each of the sensors from the corresponding S2X controller. It will be necessary to locate the shorted sensor or cable as follows. To quickly determine the location of the power short, disconnect all sensor cables from rear of the junction box. If the display indicates that all sensors are “Out of Range” and the “Sensor Power Failure” display is no longer indicated, the short is in one of the disconnected sensors or cables. If the “Sensor Power Failure” display remains, disconnect the 30 pin packard tower connector from the S2X controller. If the “Sensor Power Failure” display remains, replace the S2X controller. If not, repair or replace the junction box wiring. Reconnect each sensor cable to the junction box and view the display after each is connected. When the display “Sensor Power Failure” returns, the short is located in the sensor or cables last connected. Reconnect any remaining cables to the junction box. Disconnect the sensor coil cable at the bulkhead connector for the sensor frame cable on the defective system. Recheck the display. If “Sensor Power Failure” display remains, replace the frame cable. If not, reconnect the sensor coil cable at the frame bulkhead and disconnect the coil cable from the sensor. If “Sensor Power Failure” display remains, replace the sensor coil cable. If not, replace the sensor. Symptom: 360321 LF ELEV SERVO SHORT VALID RANGE = 5-25 ohms "Servo Open" or "Servo Short" is displayed on the main panel display. No manual or automatic operation of servo valve. Corrective Measures: Determine which servo is affected by the following abbreviations preceding the display message: Steer, LF (Left Front), RF (Right Front) or LR (Left Rear). Isolate the problem, hydraulic versus electrical. The grade and steer servos are equipped with a manual override lever on the valve cover. Move the override lever both directions from center. If the machine does not respond to the override lever, the problem is in the hydraulic system. Refer to Grade Hydraulic System diagnostics for procedures to follow. Depress one of the jog switches on the control loop of the affected system. If the message “Servo Open”, or “Servo Short” appears on the main display panel, it is an indication of a bad coil on the servo valve, defective wiring between the control box and the valve, or defective wiring or components inside of the junction box. Proceed as follows. 1. Depress the Service Switch under the Service panel and depress the NEXT/LAST switches until the main display shows "switch test". Depress the appropriate switches for the defective system. If the appropriate indication for the switch is shown on the main display Commander II 5-38Network 06/02/04 panel, the switches are working. If not, replace the switches by removing the attaching screws from the front cover of the main control panel. Very carefully remove the front cover while preventing the cover from sliding downward onto the wiring connections for the service panel switches. Disconnect the wiring connection from the rear of the defective switch package. Using a screw driver, insert the blade of the screwdriver in the access hole behind the defective switch package. Strike forcefully, being careful not to damage the surrounding controls, to disengage the glued surface of the switch package from the front cover. Note: When ordering a new switch package, make certain that the decals on the switch package is correct for the placement position in the main control panel. Remove the protective backing from the rear of the switch package to expose the glue sealer. Insert the new switch package into the front of the control box panel and firmly press into place. Reconnect the wiring plug to the rear of the new switch package. Carefully place the front cover back into position, making certain that none of the wiring is caught between the front cover and the control box. Insert and tighten the attaching screws securely. 2. Bad coil in the servo valve. Disconnect the leads from the suspected servo valve and connect them to one of the other servo valves. Depress the jog switch for the suspected system and observe the message on the main panel display. If the system operates and the message “Elevation Servo Open, or Short” does not appear, the valve coil is defective. The valve coil can be checked with an ohms meter. Check at the valve terminals (with the leads disconnected) for 15.5 ohms on the primary coil and 19.5 ohms on the secondary coil. To determine which coil is which, look at the point where the wires exit the valve (manual override lever up). The wires on the right are for the primary coil and the wires on the left are for the secondary coil. If the resistance readings are incorrect, the servo valve must be replaced. Note: The leads for automatic grade control connected to the primary coil may be connected to the secondary coil to continue operation. Notice: In October 1995, the GOMACO Engineering Department changed the primary coil from the 19.5 ohm coil to the 15.5 ohm coil. 3. Defective wiring between the bulkhead plug on the rear of the junction box and the connectors on the servo valve. Disconnect the bulkhead plug (plug No. 14) from the rear of the junction box and check the continuity of the wiring between the plug and the grade servos following the list that follows. Repair or replace the wiring as necessary. BD14 pin A ................... Left Front Grade Pin A BD14 pin B ................... Left Front Grade Pin B BD 14 pin C .................. Steer Pin A BD 14 pin D .................. Steer Pin B BD14 pin G ................... Right Front Grade Pin A BD14 pin H ................... Right Front Grade Pin B BD14 pin I ..................... Right Rear Grade Pin A BD14 pin J .................... Right Rear Grade Pin B 4.Defective wiring inside the junction box. Disconnect the appropriate 22 pin input/output plug (No. 16 or No. 20) from the rear of the junction box. Test the continuity of the wiring by checking from the pins in the 22 pin plug to the pins in the bulkhead plug No. 14 on the rear of the junction box following the list that follows. If the problem is with the left front grade, check the connections as follows: BD16 pin L .................... BD14 pin A BD16 pin M................... BD14 pin B If the problem is with the right grade, check the connections as follows: BD16 pin J .................... BD14 pin G BD16 pin k .................... BD14 pin H If the problem is with the left rear grade, check the connections as follows: BD20 pin J .................... BD14 pin E BD20 pin K ................... BD14 pin F If the problem is with the steer, check the connections as follows: Commander II 5-39Network 06/02/04 BD20 pin L .................... BD14 pin C BD20 pin M................... BD14 pin D Continuity should not exist between any of the pins, or from any pin to ground with the plug disconnected from the rear of the junction box. If the readings are incorrect, repair or replace the faulty wiring in the junction box 5. Defective wiring between the junction box and the S2X. Swap the suspect 22 pin cable (No. 16 or No. 20) between the junction box and the S2X with a cable from another S2X. If the S2X now responds, repair or replace the cable. 6. Defective S2X. Turn the ignition key off. Disconnect the appropriate 30 pin packard tower connector (cables No. 16 or No. 20) from the S2X controller. Disconnect the appropriate 18 pin packard tower connector (cables No. 17 or No. 21) from the S2X controllers. Swap the left and right S2X controllers and reconnect the packard tower connectors. Restart the network controller. If the display indicates that the problem still exists in the same system the S2X is good and the wiring is defective. Refer to the previous corrective measures to eliminate the problem. If the display indicates the problem has switched to a different system, replace the S2X controller. Note: Early network controller systems were equipped with a DC2 distinguished by a blue outer case versus the black outer case of a S2X controller. A limp cable is installed on the early machines and is not compatible with the S2X controllers . The machine may be operated temporarily with the limp cable installed until a replacement DC2 is available. Refer to chapter 2 for limp cable installation information. The network controller will display "DC2 not responding" when the limp cable is installed as a reminder to replace the defective unit. Operation will not be affected while this fault is displayed. Symptom: No Automatic Operation. Corrective measures: Determine if the problem affects both the manual control as well as the automatic control by checking the operation of the system in the “manual” mode. If the system will not respond in the manual mode, refer to the preceding symptom. If the system will respond in manual, but not in automatic, proceed as follows. 1. Control loop in the “manual” mode. Place the loop in the “auto” mode by depressing the A/M switch. 2. Main control module display in “standby”. Depress the run/standby switch to place the display in the “run” mode. 3. The elevation mode is not selected properly for the current sensor setup of the machine. Depress the CALIB (calibrate) switch under the service panel. Depress the NEXT/LAST switches until the elevation mode is selected on the main control module display. Select the appropriate mode for the current setup configuration of the sensors (L Grade/R Slope, L Slope/R Grade, L Steer/Dual Grade or Dual Grade/R Steer). Symptom: 360320 LF BATTERY POWER FAILURE VALID RANGE = 9.0-16.0V "Battery Power Failure" is displayed on the main panel display. Corrective measures: Disconnect Bulkhead plug No. 10 from the rear of the junction box and check for +12 volts between pins A and B in the plug. If +12 volts is not present, Refer to Troubleshooting the Miscellaneous Electrical Systems. 1. If +12 volts are present in plug No. 10, reconnect the plug to the rear of the junction box. Disconnect the following bulkhead plugs and check for +12 volts between the bulkhead pins listed. Pin N is +12 volts and Pin P is Ground provided to each DC2. BD17 pin N ................... BD17 pin P BD19 pin N ................... BD19 pin P BD21 pin N ................... BD21 pin P BD23 pin N ................... BD23 pin P If +12 volts are not present, repair or replace the defective wiring inside the junction box. Commander II 5-40Network 06/02/04 2. Defective wiring between the junction box and the S2X. Swap the 16 pin cable (No. 17 or No. 21) between the junction box and the S2X with a cable from another S2X. If the S2X now responds, repair or replace the cable. 3. Defective S2X. Turn the ignition key off. Disconnect the appropriate 30 pin packard tower connector (cables No. 16 or No. 20) from the S2X controller. Disconnect the appropriate 18 pin packard tower connector (cables No. 17 or No. 21) from the S2X controllers. Swap the left and right S2X controllers and reconnect the packard tower connectors. Restart the network controller. If the display indicates that the problem still exists in the same system the S2X is good and the wiring is defective. Refer to the previous corrective measures to eliminate the problem. If the display indicates the problem has switched to a different system, replace the S2X controller. Note: Early network controller systems were equipped with a DC2 distinguished by a blue outer case versus the black outer case of a S2X controller. A limp cable is installed on the early machines and is not compatible with the S2X controllers . The machine may be operated temporarily with the limp cable installed until a replacement DC2 is available. Refer to chapter 2 for limp cable installation information. The network controller will display "DC2 not responding" when the limp cable is installed as a reminder to replace the defective unit. Operation will not be affected while this fault is displayed. Symptom: 033-3348 BATTERY VOLTAGE FAILURE = 6.88V RANGE= 9.0-16.0V "Battery Power Failure" is displayed on the main panel display. Corrective measures: Disconnect Bulkhead plug J2 from the rear of the network control box and check for +12 volts between pins A and B in the plug. If +12 volts is not present, Refer to Troubleshooting the Miscellaneous Electrical Systems. If +12 volts are present, repair or replace the network control box. Symptom: "Panel Sensor Pwr Failure" is displayed on the main panel display. Corrective measures: This problem refers to the power being provided to the manual steer dial on the main control panel and to bulkhead J3 (Limp cable) for operation of sensors when the limp cable is in use (connected in place of a defective DC2). Open the front cover of the control panel and check the wiring connected to the rear of the steer dial with a volt meter. Turn the ignition key on. If 5 volts is not present between the red and black wires, the DC2 is defective. Repair or replace the control box. Symptom: 360323 LF DC2 NOT RESPONDING "DC2 Not Responding" is displayed on the main panel display. Corrective measures: If a DC2 or S2X controller fails to operate, determine which system is affected by the following abbreviations preceding the display message: LT (Left) or RT (Right). 1. No power provided to the S2X. Refer to the preceding symptom "Battery Power Failure" for troubleshooting procedures. 2. Defective wiring between the junction box and the S2X. Swap the 16 pin cable (No. 17 or No. 21) between the junction box and the S2X with a cable from another S2X. If the S2X now responds, the cable is defective and must be repaired or replaced. 3. Defective wiring in the junction box. Disconnect bulkhead plug No. 11 from the rear of the junction box. Disconnect the appropriate 16 pin plug (No. 17 or No. 21) for the defective system. Check continuity in the appropriate wiring as follows: Commander II 5-41Network 06/02/04 BD11 pin A ................... BD17 pin M BD11 pin A ................... BD21 pin M BD11 pin B ................... BD17 pin O BD11 pin B ................... BD21 pin O BD11 pin C ................... BD17 pin L BD11 pin C ................... BD21 pin L Continuity should not exist between any of the pins, or from any pin to ground with the plug disconnected from the rear of the junction box. Open the junction box and tighten all screws on the terminal bars securely. Recheck the readings as previously described. If the wiring is still defective, repair or replace the wiring as necessary. 4. Defective S2X. Turn the ignition key off. Disconnect the appropriate 30 pin packard tower connector (cables No. 16 or No. 20) from the S2X controller. Disconnect the appropriate 18 pin packard tower connector (cables No. 17 or No. 21) from the S2X controllers. Swap the left and right S2X controllers and reconnect the packard tower connectors. Restart the network controller. If the display indicates that the problem still exists in the same system the S2X is good and the wiring is defective. Refer to the previous corrective measures to eliminate the problem. If the display indicates the problem has switched to a different system, replace the S2X controller. Note: Early network controller systems were equipped with a DC2 distinguished by a blue outer case versus the black outer case of a S2X controller. A limp cable is installed on the early machines and is not compatible with the S2X controllers . The machine may be operated temporarily with the limp cable installed until a replacement DC2 is available. Refer to chapter 2 for limp cable installation information. The network controller will display "DC2 not responding" when the limp cable is installed as a reminder to replace the defective unit. Operation will not be affected while this fault is displayed. Commander II 4-42Network 06/02/04 12 Emergency Stop Electrical Diagnostics Right E-Stop Bulkhead Left E-Stop Bulkhead A >B >C >D > A < B < C < D < A >B >C >D > A < B < C < D < 1 ––– 2 ––– 2 ––– 1 ––– Left E-Stop Button Right E-stop Button 1 ––– 2 ––– Console E-Stop Button 3 4 6 5 1 ––– 8 ––– E-Stop Relay K1 27 54 Ω 1B 2B 3B 4B 5B 6B 1A 2A 3A 4A 5A 6A B2 B3 Trimmer emergency stop solenoid coil Conveyor emergency stop solenoid coil Vibrator emergency stop solenoid coil E-stop Reset Switch E-stop Lamp 2 ––– 1 ––– Emergency Stop Electrical System Terminal Bar 033-3363.eps See Engine Electrical Schematic for more information Track emergency stop solenoid coil A B15A Miscellaneous Circuit Breaker 2 To Vibrator Override Switch 1 8 72 4 5 63 K1 relay base terminal location The emergency stop electrical system is responsible for stopping the operation of the major hydraulic systems (vibrator, conveyor, trimmer and tracks). When an emergency stop button is depressed, all hydraulic systems will cease operation. The system must be energized before operation of the hydraulic systems is possible. Power for the emergency stop system is supplied from the ignition switch to the miscellaneous circuit breaker. With the ignition switch turned “on”, power is routed from the circuit breaker to terminals 1 and 8 on the emergency stop relay (K1) and to terminal 2 on the emergency stop reset switch. Upon initial start up of the engine, the e-stop lamp will be illuminated. Power is supplied to the lamp from e-stop relay K1 inside the control box. When the relay is de-energized, terminals 1 and 4 are connected which supplies power to the lamp. When the lamp is illuminated, the e-stop solenoid coil on each relief manifold is de-energized. Since the e-stop solenoid valve is normally open the hydraulic oil for the trimmer, track and vibrator systems will dump to tank through the vented relief valves at low pressure. When the reset switch is depressed, power (+12 volts) is routed through the reset switch to the terminal bar where it is routed to terminal 2 on the console emergency stop button. With the button pulled out, contact is made between terminal 1 and 2 and power is routed back to the terminal bar. From the terminal bar, power is routed through pin A in bulkhead B2 to terminal 1 on the right e-stop button. With the right e-stop button pulled out, contact is made between terminal 1 and 2 and power is routed through pin B in bulkhead B2 to the terminal bar. From the terminal bar, power is routed through pin B in bulkhead B3 to terminal 2 on the left e-stop button. With the left e-stop button pulled out, contact is made between terminal 1 and 2 and power is routed through pin A in bulkhead B3 to the terminal bar. From the terminal bar, power is routed to terminal 2 on the e-stop relay (K1), causing it to energize. When the relay is energized the contact points change. Terminal 1 is connected through the relay to terminal 3 supplying power to the e-stop buttons so the e-stop reset switch may be released. Power is continuously supplied to the relay in this manner for continued Commander II 5-43Network 06/02/04 operation of the hydraulic systems. Terminal 8 is connected through the relay to terminal 6 supplying power to the vibrator, trimmer and track relief solenoid coils. This causes the solenoid valves to close and the hydraulic systems are ready for operation. If an emergency stop button is depressed during operation of the machine, the electrical circuit is broken and the emergency stop relay is de-energized. The emergency stop lamp will illuminate and the emergency stop solenoid coils will de-energize, causing the trimmer, track and vibrator hydraulic systems to cease operation. Symptom: Machine controls will not operate. Emergency stop reset light is illuminated. Corrective Measures: 1. Emergency stop system not reset. Depress the emergency stop reset switch to reset the system. 2. Emergency stop button depressed. Release each depressed button to the out position before depressing the emergency stop reset switch. Jumper wire on E-stop switch 3. Defective E-stop switch. If one of the E-stop switches is defective, the system cannot be reset. Connect a jumper wire between the terminals on the console emergency stop button. Replace the console emergency stop button if the system can now be reset by depressing the emergency stop reset switch. If the system does not reset, place a jumper between the terminals on the right emergency stop button. Replace the right emergency stop button if the system can now be reset by depressing the emergency stop reset switch. If the system does not reset, place a jumper between the terminals on the left emergency stop button. Replace the left emergency stop button if the system can now be reset by depressing the emergency stop reset switch. The buttons and cables may also be checked for continuity. Disconnect the cable from the bulkhead and check between pin A and pin B with a volt-ohm meter for continuity. If continuity is present, the button cable are good. If continuity is not present, place the jumper wire between the terminals on the button and test for continuity again. Replace the button if continuity is present in the cable. Replace the cable if continuity is not present with the jumper wire installed. 4. Defective wiring to one of the emergency stop buttons. Make certain that all screws on the terminal bar are securely tightened before proceeding. The sequence of power supply is as follows: K1 relay terminal 3 to pin 2 console stop button; pin 1 console emergency stop button to pin A right emergency stop button; pin B right emergency stop button to pin B left emergency stop button; pin A left emergency stop button to relay K1 terminal 2. Using a voltage meter or 12 volt test light, depress and hold the reset switch while testing the wiring. Check for 12 volts on both terminals on the rear of the reset switch. Replace the switch if 12 volts are present on the center terminal but not on terminal 1. While depressing the reset switch, check for 12 volts on terminals 1 and 2 on the rear of the console emergency stop button with the button pulled out. Replace the wiring between the reset switch and the console emergency stop button if 12 volts are not present on either terminal. Replace the button if 12 volts are present on one terminal but not the other. Disconnect the right emergency stop button at the frame cable bulkhead. While depressing the reset switch, check for 12 volt power supply on Commander II 5-44Network 06/02/04 pin A in the frame bulkhead. Replace the wiring between the bulkhead and the terminal bar if 12 volts are not indicated on pin A in the bulkhead. Reconnect the button if tests are good. Disconnect the left emergency stop button at the frame cable bulkhead. While depressing the reset switch, check for 12 volt power supply on pin B in the frame bulkhead. Replace the wiring between the bulkhead and the terminal bar if 12 volts are not indicated on pin B in the bulkhead. Swap K1 relay 003-0019 5. Defective K1 relay coil. Swap the K1 relay with one known to be good. Depress the emergency stop reset switch. If the emergency stop reset light will stop illuminating after swapping has occurred, replace the defective relay. Symptom: Machine controls will not operate. Emergency stop lamp is not illuminated. Corrective Measures: Tripped miscellaneous circuit breaker caused by a short circuit in the wiring. Refer to the engine electrical schematic for other electrical systems connected to the miscellaneous circuit breaker. Disconnect the wires from the auxiliary side of the miscellaneous circuit breaker. Check both sides of the circuit breaker for 12 volts. If 12 bolts are present on the battery side of the breaker, but not the auxiliary side, replace the circuit breaker. If 12 volts are present on both sides, reconnect the wires individually to the auxiliary terminal of the circuit breaker. If the circuit breaker now trips, trace the wiring to its electrical system. Disconnect the wires from the relay or switch and check for 12 volts from the circuit breaker. Repair or replace the wiring between the circuit breaker and the relay or switch if the circuit breaker trips. If not, reattach the wires exiting the switch or relay. Replace the solenoid coil if the circuit breaker trips. Symptom: One of the hydraulic systems does not operate when the emergency stop lamp is not illuminated. Corrective Measures: 1. Loose wiring. Make certain the wiring is connected between the solenoid coil and the emergency stop relay K1. Also make certain the ground connection for the relay coil is clean and firmly connected to the machine frame. 2. Defective solenoid coil on the relief manifold. Check the solenoid coil for ohms of resistance by removing the wires from the coil. The coil should read approximately 8 ohms of resistance. 3. Defective pump. Refer to the appropriate troubleshooting chapter for the defective hydraulic system. Com m ander II 4-45 N etw ork 06/02/04 Cold Hot Vibrator Solenoid Coil C NO P Oil Pressure IS L3 G Water Temperature IS L3 G Volt Meter IS L3 G Tachometer IS L2 G Engine Oil Sender Temperature Sender Oil Pressure Switch Engine Electrical Schematic-Cummins 4BT Elite Fuel Relay Cold Hot Starter Coil Starter Relay Hold in Coil-Red Pull in Coil-Wht Ground-Blk Fuel Stop Actuator Starter Motor Battery + - Alternator ON Master Disconnect Switch OFF A B C Engine Gauge Panel Travel Micro Switch 4 3 2 1 8 7 6 5 See Network Electrical Drawing for more See Emergency Stop Electrical Drawing for more See Network Electrical Drawing for more See Network Electrical Drawing for more Vibrator Override Switch 2 3 1 5 6 4 ON OFF 033-3364.eps 50 30 75 15 NO NC A B20A Main Circuit Breaker 1 B A15A Miscellaneous Circuit Breaker 2 B A10A Network Circuit Breaker 3 Acc Off Run StartIgnition Switch Cold Hot M 8Ω G Diode Com m ander II 4-46 N etw ork 06/02/04 Cold Hot Vibrator Solenoid Coil C NO P Oil Pressure IS L3 G Water Temperature IS L3 G Volt Meter IS L3 G Tachometer IS L2 G Engine Oil Sender Temperature Sender Oil Pressure Switch Engine Electrical Schematic-Cummins B4.5 Tier II Cold Hot Starter Solenoid Starter Relay Starter Motor Battery + - Alternator ON Master Disconnect Switch OFF Engine Gauge Panel Travel Micro Switch 4 3 2 1 8 7 6 5 See Network Electrical Drawing for more See Emergency Stop Electrical Drawing for more See Network Electrical Drawing for more See Network Electrical Drawing for more Vibrator Override Switch 2 3 1 5 6 4 ON OFF 033-3410.eps 50 30 75 15 NO NC A B20A Main Circuit Breaker 1 B A15A Miscellaneous Circuit Breaker 2 B A10A Network Circuit Breaker 3 Acc Off Run StartIgnition Switch M 8Ω G Diode Fuel Stop Solenoid Commander II 5-47Network 06/02/04 13 Troubleshooting the Engine Electrical System The engine electrical circuits receive +12 volt power from the "hot" starter post and is routed to the battery side of the 20 amp main circuit breaker. The battery also supplies power to the hot terminals on the starter relay and the fuel relay. The master disconnect switch must be in the “on” position before power is available to the electrical system. Power is routed from the auxiliary side of the main circuit breaker to the battery terminal on the ignition switch labeled “15”. When the ignition switch is in the “off” position, power is not provided to the electronic systems on the machine. When the key is rotated to the “start” position, power is routed from terminal “15” through the ignition switch to terminal “30” and terminal “50”. From terminal “50” power is routed to terminal 7 in the micro switch. The micro switch acts as a safety start switch and must be depressed to connect terminal 7 and terminal 8. From terminal 8, power is routed to energize the starter relay and the fuel relay coils, causing the engine to crank and activating the fuel stop actuator pull-in coil. From terminal “30” power is routed to the miscellaneous circuit breaker as well as the fuel stop actuator to energize the hold-in coil. When the pull-in coil and the hold-in coil are energized, the fuel actuator is opened to allow fuel flow to the engine for operation. When the ignition switch is returned to the “on” position, power supplied to the starter relay and fuel relay is broken and the engine will no longer crank. Power continues to be supplied from terminal “30” to the hold-in coil on the fuel stop actuator so the engine will remain running. Power is supplied to the network controller 10 amp circuit breaker from the auxiliary terminal (terminal 75) of the ignition switch. After starting the engine, power is supplied to the oil pressure switch by the alternator. When engine oil pressure is high enough to close the pressure switch, power is supplied to the engine gauges. The alternator also charges the battery through a connection at the “hot” terminal on the starter relay. The vibrator override switch receives power on terminal 3 from the auxiliary side of the miscellaneous 20 amp circuit breaker. Power is also supplied to the emergency stop electrical system form the miscellaneous circuit breaker (see Emergency Stop Electrical Diagnostics for more information). The vibrator system is controlled by the micro switch and the vibrator override switch. Power is routed from terminal 3 on the override switch to terminal 3 on the micro switch. If the micro switch is not depressed, contact is broken between terminals 3 and 4. Since the vibrator variable manifold solenoid valve is normally closed, the vibrators will operate. If the micro switch button is depressed, contact is made between terminals 3 and 4 routing power to terminal 1 of the override switch. If the vibrator override switch is in the “off” position, terminals 1 and 2 are connected and power energizes the vibrator solenoid causing the vibrators to stop operation. With the vibrator override switch is in the “on” position, the micro switch is bypassed. Terminals 2 and 3 are connected on the vibrator override switch and power energizes the vibrator solenoid, causing the vibrators to stop operation. Symptom All electronic controls inoperative. Corrective Measures 1. Battery discharged. Recharge as necessary. 30 7515 50 Rear View of Ignition Switch Red Blue Green Black Black To fuel solenoid To circuit breaker To Network Circuit BreakerTo Micro Switch 951324.eps +12 volts Terminals on ignition switch 951324 2. Defective ignition switch. Connect a jumper wire between terminal “15” and terminal “30” on the rear of the switch. If the controls now respond, the switch is defective and must be replaced. Symptom Track, trimmer and vibrator systems do not operate. Emergency stop lamp is not illuminated. Corrective Measures This indicates that the emergency stop system is not working and power is not available to reset the system. A tripped miscellaneous 20 amp circuit breaker could be the cause of this symptom. Place the vibrator override switch in the “off” position and rotate the Commander II 5-48Network 06/02/04 travel variable speed control valve away from the micro switch. Check both sides of the circuit breaker for 12 volts. If 12 volts are not present on the battery side, refer to the symptom, all electronic controls inoperative. If 12 volts are present on the battery side of the circuit breaker, but not on the auxiliary side, disconnect the wires from the auxiliary side and recheck for 12 volts. If 12 volt power is not present, the circuit breaker is defective and must be replaced. If 12 volts are present on both sides of the circuit breaker, proceed as follows. 1. Place the vibrator override switch in the “on” position. If the circuit breaker trips, the wiring between the override switch and the vibrator solenoid valve coil may be defective or the solenoid coil may be defective. Disconnect the power wire at the vibrator solenoid coil. If the circuit breaker trips, replace the wiring between the override switch and the solenoid coil. If the circuit breaker does not trip, replace the vibrator solenoid coil. The vibrator solenoid coil can be checked with an ohm meter for 8 ohms of resistance with the wires removed from the switch and the ground lug. Remove the diode spliced between the wires. Replace the coil if the reading is not correct. If the reading is correct, check the diode with an ohm meter. An ohm reading will be evident in one direction through the diode, but when reversing the leads an ohm reading should not be evident. If an ohm reading is evident in both directions, replace the diode. The black wire in the diode is attached to the power wire while the white wire is attached to the ground wire. If the circuit breaker did not trip with the override switch in the “on” position, place switch in the “off” position and depress the micro switch button. If the circuit breaker trips, the micro switch is defective and must be replaced. 2. Defective emergency stop system. Refer to troubleshooting the emergency stop system for more information. Symptom Vibrators operate continuously. Corrective Measures 1. Micro switch is defective. Place the vibrator override switch in the “on” position. If the vibrators stop operating, the micro switch or the wiring between the micro switch and the vibrator override switch is defective. Perform a continuity check as follows to determine which to replace. Continuity check 033-3367 The micro switch may be checked using a volt meter. Remove the front cover from the micro switch and locate terminals 3 and 4. With the ignition switch turned to the “off” position and the micro switch button depressed, check for continuity between terminals 3 and 4. If continuity is not present, replace the micro switch. 2. Solenoid coil is defective. The coil can be checked with an ohm meter for 8 ohms of resistance with the wires removed from the switch and the ground lug. Remove the diode spliced between the wires. Replace the coil if the reading is not correct. Note: The diode must be inserted between the power and ground wires to prevent electrical feedback interference with the network controller. The black wire in the diode is connected to power and the white wire is connected to ground. 3. Vibrator override switch is defective. Check for 12 volts on terminal 2 and 3 with the switch in the “off” position. Replace the switch if 12 volts are present on terminal 3 but not terminal 2. Check for 12 volts on terminal 1 and 2 with the switch in the “on” position and the micro switch button depressed. Replace the switch if 12 volts are present on terminal 1 but not terminal 2. Commander II 5-49Network 06/02/04 4. 20 amp circuit breaker is tripped. Refer to the previous symptom. Symptom No manual and/or automatic control of grade or steering. Corrective Measures Network circuit breaker 033-3248 Tripped 10 amp circuit breaker caused by a short in one of the automated control systems on the machine. Locate and disconnect all the wires from the auxiliary side of the 10 amp network circuit breaker. Check both sides of the circuit breaker for 12 volts. If 12 volts are present on the battery side of the breaker, but not the auxiliary side, replace the circuit breaker. If 12 volts are present on both sides, reconnect the wire from the junction box to the auxiliary side of the circuit breaker. If the circuit breaker does not trip, proceed to the last paragraph. If the circuit breaker trips, disconnect bulkhead plug number 10 providing power to the junction box. Turn the ignition key to the “on” position. Replace the cable between the circuit breaker and the junction box if the circuit breaker trips. If it does not trip, disconnect bulkhead plug number 17 and 21 from the junction box and turn the ignition switch “on”. Repair or replace the junction box if the circuit breaker trips. If it does not trip, reconnect bulkhead plug number 17 to the junction box and turn the ignition switch “on”. If the circuit breaker trips, disconnect the 18 pin packard tower connector from the bottom of the S2X controller and turn the ignition switch “on”. Replace the cable between the junction box and the S2X if the circuit breaker trips. Replace the S2X if the circuit breaker does not trip. Repeat the previous procedures when reconnecting bulkhead plug number 21. Reconnect the wire from bulkhead plug J2 to the auxiliary side of the circuit breaker. If the circuit breaker trips turn the ignition key off and disconnect the main control box at bulkhead plug J2. Replace the cable connection to bulkhead J2 if the circuit breaker continues to trip. Replace the main control box if the circuit breaker does not trip. Symptom Network controller does not operate. Corrective Measures 1. Tripped circuit breaker. Refer to the symptom, no manual and/or automatic control of grade or steering. 2. 12 volts is not present on the battery side of the circuit breaker. Refer to the symptom, all electronic controls inoperable. Symptom Engine will not crank. Corrective Measures 1. Micro switch button not depressed. Depress the micro switch button. 2. Battery discharged. Recharge as necessary. 3. Defective micro switch. Remove the cover from the front of the micro switch. Place a jumper wire between terminals 7 and 8. If the engine will crank, replace the micro switch. Commander II 5-50Network 06/02/04 Continuity check 033-3365 The micro switch may be checked using a volt meter. Remove the front cover from the micro switch and locate terminals 7 and 8. With the ignition switch turned to the “off” position and the micro switch button depressed, check for continuity between terminals 7 and 8. If continuity is not present, replace the micro switch. 3. Defective ignition switch. Momentarily connect a jumper wire between terminal “15” and terminal “50” on the rear of the ignition switch. If the engine cranks, the switch is defective and must be replaced. 4. Defective wiring between the ignition switch and the starter. Momentarily connect a jumper wire between the “+” terminal on the starter solenoid and the terminal on the starter relay which has the blue wire attached. If the starter engages, the wiring is defective and must be repaired or replaced. 5. Defective starter relay. Momentarily touch a jumper wire between the positive “+” terminal on the starter solenoid and the small terminal on the top of the solenoid. If the starter engages, the starter relay is defective and must be replaced. 6. Defective starter. Remove the starter and have it checked by a qualified service center. Symptom Engine gauges will not work. Corrective Measures Jumper wires on oil pressure switch 360531 Oil pressure switch not closing to supply 12 volts to the gauges. Refer to the Cummins Engine Manual for procedures used to check the engine oil pressure. Connect the wires on the oil pressure switch together. Replace the oil pressure switch if the gauges respond. Symptom Engine cranks but will not start or engine stops in middle of pour. Corrective Measures 1. Low fuel level. Fill fuel tank and prime the engine. 2. Contaminated fuel filters. Replace fuel filters as indicated in the maintenance chapter. Check resistance of fuel stop actuator solenoids 071-0698 Commander II 5-51Network 06/02/04 a Check resistance of fuel stop solenoid 071-0506 3. Defective fuel stop system. The Cummins Elite engine is equipped with a dual coil fuel stop actuator that can be measured for ohms of resistance. Locate and disconnect the packard connector. Place the common (-) lead on the black wire (ground) in the connector. Place the (+) lead on the red or white wire in the connector. Each coil should read 14.5 ohms of resistance. Call your nearest authorized Cummins dealer for replacement information if the reading is incorrect. The Cummins B4.5 Tier II engine is equipped with a fuel stop solenoid that can be measured for ohms of resistance. Remove the wiring from the solenoid coil and check the coil for 8.0 ohms of resistance. Replace the coil if the reading is incorrect. Symptom Tachometer indicated engine overspeed at maximum throttle. Corrective Measures This is an indication that the tachometer may require adjustment. Run engine at maximum speed. Insert a small screwdriver through the adjustment hole in the rear of the tachometer. Turn the adjustment screw until the tachometer registers the same as the factory adjustment for maximum rpm listed on the engine data tag. For most accurate adjustment, check the engine speed with a strobe or mechanical tachometer and adjust the machine tachometer accordingly. Note: Loose fan/alternator drive belts or a defective alternator can cause faulty tachometer readings. Adjust the belts as described in the Maintenance chapter. Remove the alternator and have it checked and repaired by a qualified service center if necessary. CHAPTER I INTRODUCTION TO THE CUSTOMER Table of Contents Safety Decals GENERAL SAFETY STATEMENTS SAFETY SECTION Quick Reference Parts List CHAPTER II CONTROL AND GAUGES 01 Content of Chapter 02 Engine Controls and Gauges 03 Hydraulic Controls and Gauges 04 Network Control System Faceplate Controls and Gauges Service Panel Switches Displays Calibrate Displays Operation of System Set Displays Service Displays Test Displays System Diagnostics 05 Moving the Machine CHAPTER III CURB, GUTTER, & SIDEWALK SETUP 01 Content of Chapter 02 Curb and Gutter Form Preparation 03 Sidewalk Form Preparation 04 Trimmerhead Preparation 05 Mounting the Trimmerhead 06 Mounting the Hydraulic Trimmerhead Lift Assembly 07 Mounting the Water Tank 08 Mounting the Conveyor 09 Installing the slipform mold Installation of the standard drawbar Installation of a drawbar extension assembly 10 Attaching golf cart path or sidewalk slipform molds 11 Mounting the sensors (standard) 12 Mounting the sensors (scab-on) 13 Preliminary Adjustments 14 Final Adjustments 15 Pouring Operations CHAPTER IV MAINTENANCE Lubrication and Maintenance Service Interval Chart 01 Content of Chapter 02 Fuels 03 Lubricants Engine Lubrication Oil Hydraulic Oil Gear Case Oils Grease 04 Ten Hour or Daily Service 05 Fifty Hour or Weekly Service 06 150 Hour 07 250 Hour Service 08 500 Hour Service 09 600 Hour or Annual Service 10 Servicing Air Cleaner 11 Battery Service 12 Alternator, Regulator and Starter Service 13 Adjusting Servo Valves 14 Adjusting Pressures Trimmerhead Pressure Conveyor Pressure Tractive Pressure Counterbalance Valve Pressure Vibrator Pressure Lift Pressure 15 Calibrating the Slope Sensor CHAPTER V TROUBLESHOOTING 01 Content of Chapter 02 Troubleshooting the Engine 03 Troubleshooting the Hydraulic Reservoir System 04 Conveyor Hydraulic Diagnostics 05 Troubleshooting the Trimmerhead System 06 Troubleshooting the Tractive System Counterbalance Valve Description Steer Servo Description Track Two-Speed Description 07 Troubleshooting the Vibrator System 08 Slipform Mold Hydraulic System Diagnostics 09 Troubleshooting Auxiliary Hydraulic Systems 10 Troubleshooting the Grade Hydraulic Systems 11 Network Steer and Grade Electrical Diagnostics 6200 Network Electrical System Drawing Automatic Steer Operation Manual Steer Operation 12 Emergency Stop Electrical Diagnostics 13 Troubleshooting the Engine Electrical System Engine Electrical Schematic-Cummins 4BT Elite Drawing Engine Electrical Schematic-Cummins B4.5 Tier II Drawing