Manual Cm-760_780 Ingles

CM 760 & CM 780 Training Manual

April 17, 2003

52320207-1

Index General Hydraulic Information---------------------------Chapt. 1 Hydraulic pumps----------------------------------------------Chapt. 2 Cooling and Return circuits-------------------------------Chapt. 3 Pilot Circuits----------------------------------------------------Chapt. 4 Tramming Circuits--------------------------------------------Chapt. 5 Feed Circuit-----------------------------------------------------Chapt. 6 Rotation Circuit------------------------------------------------Chapt. 7 Air Compressor System------------------------------------Chapt. 8 Dust Collector System--------------------------------------Chapt. 9 Rod Changing System--------------------------------------Chapt. 10 Electrical System---------------------------------------------Chapt. 11 Drilling Information------------------------------------------Chapt. 12

Service Training Manual

CM 760/780

Hydraulic symbols Basic building blocks

Working line

Pilot line

Drain line

Arrows indicate variability, adjustability or direction of flow

Spring--an arrow through the spring indicates an adjustment point

Enclosure line Check valve

Check valve-spring loaded

Squares or combinations of squares indicate valves

Circles indicate pumps, gauges or rotary actuators

General Information

Accumulator-gas charged

The diamond shape indicates fluid conditioners

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Hydraulic Symbols

IN

IN

Relief Valve

Pressure reducing valve

Pressure reducing/ relieving valve

Directional Control Valve Three position four way valves

A

B

P

T

Open center Closed port

A

B

A

B

A

B

P

T

T

P

T

P

Open center Open port

A

B

A

B

P

T

P

T

Closed center Closed port

Open center Open port

Open center Closed port

Closed center Open port

Fluid conditioners

Flow control valves IN

Fixed

Cooler

Filter w/ bypass

Variable Orifice

Pressure & temperature compensated

Pressure & temperature compensated Restrictive type flow control with return check valve

Bypass type flow control with return check valve

General Information

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Hydraulic Symbols Pumps

Motors

Fixed displacement undirectional (Gear or Vane or piston)

Fixed displacement unidirectional (Gear or Vane)

Fixed displacement bidirectional (Gear Vane or Piston

Variable displacement unidirectional piston pump Pressure & flow compensated (Load sensing)

Variable displacement bidirectional (piston)

Variable displacement bidirectional piston pump (Hydrastatic pump)

General Information

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Hydraulic Symbols

Vented Reservoir

Pressurized reservoir Line to reservoir above fluid level

Shuttle valve

Double acting cylinder

Manual shutoff valve

Pressure gauge

Line to reservoir below fluid level

Pressure switch

Temperature gauge

Valve operators

Lever

Spring

General Information

Pilot operator

Cam or roller operator

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Solenoid operator

Valve detents (hash mark indicates nuetral)

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DEFINITION OF SYMBOLS 1. Working line: Any line used to carry working fluid. This includes suction lines, pressure lines, and cylinder or motor connections and return lines. 2. Pilot line: Pressure used internally or externally to control valve operation. The dashed line is used to differentiate pilot lines from others on a schematic. 3. Drain line: Drain lines are always connected to the reservoir and are used for pump or motor case lines as well as a case drain connection for certain types of valves. Drain line pressure should typically be less than 5 PSI and be subjected to minimal spiking of the pressure. 4. Enclosure lines: This line will be used on a schematic around more than one component symbol. This indicates that all of the items enclosed on the schematic are located in a single component on the machine. 5. Relief valve: Relief valves are used to limit maximum pressure to protect a circuit. They may be pilot circuit relief valves or full flow system relief valves. Relief valves may be direct acting (spring over a poppet or spool) or pilot operated style (2-stage type). Pilot operated relief valves are more stable with high flows or where flows may vary greatly. The downstream side of any relief valve must be connected to low pressure or to the reservoir. 6. Sequence valve: A pressure operated valve similar to a relief valve, which at its setting, directs flow to a secondary line while holding a predetermined minimum pressure in the primary line. Used in circuits that utilize a single directional valve to operate two functions in sequence. 7. Pressure reducing valve: A valve that limits pressure at its outlet regardless of the inlet pressure. Frequently used to reduce system pressure to a lower PSI to perform a specific function.

General Information

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8. Flow control valve, pressure and temperature compensated, restrictive type. A valve that is used to control the fluid flow through a circuit. The pressure and temperature compensated designation mean that the regulated flow rate passed by the valve will remain constant regardless of system pressure and fluid temperature. A restrictive type valve is used with a variable pump system because the pump can match its output to the flow requirements determined by the flow control valve. 9. Flow control valve, pressure and temperature compensated, bypass type: This valve is also used to control flow through a circuit. The bypass type valve is normally used with a fixed displacement hydraulic pump. Excess flow is bypassed to the reservoir by the valve. 10. Orifice or restriction: An orifice is a restriction used for controlling flow (speed). It can be of fixed size or variable (such as a needle valve). They are the simplest forms of flow control device. 11. Shuttle valve: A valve used to allow the highest of two pressure sources to used downstream to perform a function. An example could be a hydraulic released traction brake system. The pressure developed on the pressure side of the circuit is used to release the brake via the shuttle valve. 12. Check valve: A valve that allows free flow in one direction but blocks flow in the other. They can be equipped with a spring-loaded poppet that increases the cracking (opening) pressure of the valve. Some check valves are pilot operated that means they can be opened with pilot pressure to allow reverse flow. 13. Pumps and motors: The flow arrow pointing outward identifies Pumps. An arrow drawn through the circle at an angle indicates the pump or motor is variable. If the flow arrow points inward the component is a motor. 14. Filters: A diamond shape indicates a fluid conditioning device, the dotted line through the diamond identifies the device as a filter. The bypass is shown as either a spring loaded check valve or a relief valve around the filter. Not all filters are equipped with a bypass. General Information

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15. Cooler or heat exchanger: The diamond shape with arrows pointing outward indicates a cooler or heat exchanger. The symbol can represent a cooler that uses either air or water as the cooling medium. 16. Dual pilot operated check valve: Used as a load holding device normally with a hydraulic cylinder. Utilizes two pilot operated check valves in the same valve housing. Pilot pressure from the inlet side of the valve is used to open the outlet check valve. 17. Counterbalance valve: Also a load holding device but a more sophisticated valve than a pilot operated check valve. Commonly used in a dual configuration so pressure at the inlet of the valve opens the outlet. When lowering a load using a dual counterbalance valve the load cannot free fall. If load attempts to lower faster than the supply of incoming fluid the pressure at the inlet of the valve will drop and the outlet of the valve will begin to close. This creates hydraulic backpressure and slows the descent of the load. Counterbalance valves also can function as a relief valve. If the load is great enough, the valve will open and relieve the excessive pressure.

General Information

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HELPFUL INFORMATION 1. Pascal’s Law: Pressure exerted on a confined fluid is transmitted undiminished in all directions and acts with equal force on all equal areas and at right angles to them. 2. The force in pounds exerted by a hydraulic cylinder can be determined by multiplying the piston area in square inches by the pressure applied (PSI). 3. To determine the volume (cubic inches) required to move a piston a given distance, multiply the piston area in sq. in. (π r) by the stroke length required (inches). Volume = Area x Length. 4. The weight of hydraulic fluid will vary with changes in viscosity. 55 to 58 pounds per cubic ft. covers the viscosity range from 150 SUS to 900 SUS at 100 degrees f. 5. Flow through an orifice or restriction will cause a pressure drop across that restriction. The more flow that attempts to pass through a given restriction the greater the pressure drop. 6. Hydraulic hoses are designated by their nominal inside diameter. With some exceptions, a dash number representing the number of sixteenth inch increments in their inside diameter indicates this. Example:

1.

8/16 or –8

2. 16/16 or -16 7. One horsepower (HP) = 33,000 ft. lbs. per minute. One HP =746 watts. One HP = 42.4 BTU per minute.

General Information

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8. To find the HP required for a given flow rate at a known pressure use the formula: Pump output HP = GPM x PSI x .000583 or, HP = GPM x PSI ÷ 1714 x Efficiency Piston pumps in good condition are normally 90% to 95% efficient. Gear pumps in good condition are normally 80% to 90% efficient. 10. To find the uphole velocity of a drilling application use the formula: 144 x CFM: H2 - H1 = Up Hole Velocity (ft./ minute). H2 = hole diameter H1 = Drill rod or stem diameter 11. To calculate the pressure required to open a pilot operated counterbalance valve use the formula: Pilot Pressure = Relief Setting - Load Pressure ÷ Pilot Ratio 12. The relationship between torque and HP is: Torque (in. lbs.) = 63205 x HP ÷ RPM or, HP = Torque (in. lbs.) x RPM ÷ 63205 13. To find pump volume when displacement (cu. in.) is known, use the formula: Volume = RPM x Displacement ÷ 231 There are 231 cu. in. in one US gallon. 2

14. Area of a circle A = π r or A = .7845 d

2

15. Pressure conversions, 1 bar = 100 kPa = 1.02 kg/cm2 = 14.5 PSI General Information

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DUAL COUNTERBALANCE VALVE Dual counterbalance (CB) valves are commonly used in load holding or load controlling applications. They are rated by PSI and PILOT RATIO. Examples might be 3000 PSI/ 10:1 pilot ratio, 5000 PSI/ 3:1 ratio. They are available in many different variations. The pressure rating of a CB valve is the pressure at which the valve will open when subjected to direct pressure. As an example; if an external load is applied to a hydraulic cylinder and causes the pressure in the cylinder to increase beyond the pressure rating of the CB valve, the valve will function as a relief valve and relieve the excess pressure to the return line. For this relief function to work it is necessary that the valve contain a motor spool which connects the two working ports to the return line when the valve spool is in neutral. The pilot ratio determines the pilot pressure required to open the valve. There is a simple formula for determining pilot pressure: Pilot pressure = Relief Setting - Load Pressure ÷ Pilot Ratio If the values are inserted the formula looks like this: Pilot Pressure = 3000 PSI - 0 PSI (no load) ÷ 10 (pilot ratio) 300 =3000 10 By making this simple calculation we can determine that 300 PSI is the pilot pressure required to open the valve. In a dual CB valve the pressure on the inlet side of the valve is used to pilot the outlet open. In a tram circuit for example, the sequence of events to tram the machine occur as follows: 1. The tram valve lever is moved from the neutral position. 2. The open valve allows fluid to move toward the CB valve and the tram motor. 3. At the same time the pressure created by fluid moving toward the load is diverted to the load sensing porting in the valve. General Information

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4. Pressure begins to build in the load sensing line. This line is connected to the load sensing connection on the main pump. The pressure signals the main pump to come "ON STROKE". As the pump comes on stroke more fluid is delivered by the pump to the tram valve. 5. At the CB valve fluid moves through the free flow check valve and toward the motor. The motor is a positive displacement device that means that fluid entering will cause the motor to attempt to rotate. As the motor tries to rotate any fluid already in the motor must be expelled and it must pass through the counterbalance valve. The outlet side of the CB valve will be closed initially and must be piloted open by pressure from the inlet side of the circuit. In the example used above, the 3000 PSI ÷ 10:1 (the pilot ratio), the pressure at the inlet side of the circuit must be 300 PSI to pilot open the outlet. What this means is that if the motor attempts to rotate faster (as in tramming downhill) than the oil supply coming in at the inlet side of the CB valve, the pressure will drop. As the pressure drops toward 300 PSI, the outlet side of the valve will began to close and create a hydraulic restriction against the motor slowing it down and controlling its speed. This action prevents an overrunning load condition so the machine can be safely be trammed down hills. In a hydraulic cylinder circuit the action described above will prevent free fall of the load as the directional valve is opened. In the tram motor circuit a spring set / hydraulically released static brake is used. The counterbalance valve is equipped with a shuttle valve that directs pressure from the working side of the circuit to release the brake. Usually the pressure required to release the brake is lower than the opening pressure of the CB valve thereby allowing the brake to fully release before the machine is allowed to move.

General Information

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To review: The counterbalance valve has three major functions: 1. It provides load-holding capabilities when the cylinder or motor is in a static condition. 2. The valve protects the machine from overrunning load conditions and prevents free fall of hydraulic cylinders or downhill runaway of a machine. 3. The valve also provides for a specified minimum pressure so that external devices such as a holding brake can be released prior to movement of the load.

General Information

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3000 PSI

Equipped with shuttle valve for brake release

3000 PSI

All counterbalance valve will have a specified pilot ratio. This determines the pilot pressure required to open the outlet port of the valve.

General Information

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

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

Pressure compensator

General Information

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Simplified load sense circuit

SHUTTLE VALVE LS

DUAL CONTROL PUMP (PRESSURE COMPENSATED AND LOAD SENSING)

General Information

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Xb Xa

Load Sensing

B

A

Rotation "B"

Supply to Valve s Ls Lx

Stroking Servo

Xb Xa Destroke Servo

"S"

B

A

B

"X" or Ls

"L1"

A

Feed

Ls Lx

General Information

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MP 18 and MP 22 DIRECTIONAL VALVES These valves are load-sensing pressure compensated proportional valves. They control the volume, direction of flow and maintain a constant flow regardless of changing load conditions. A valve may also have a feature that allows limits the pressure within its circuit to be limited to less than maximum pump pressure. Individual valves within the system may have different maximum flow rates. This is determined by the design of the directional spools as well as the style of compensator spool provided. Different compensator spring rates will also affect maximum flow. Each valve section contains a compensator spool and spring, a primary shuttle valve and a secondary shuttle valve as well as the directional spool. These valves may be manually controlled, electrically controlled or pilot controlled. The valves used for the ECM 720 are pilot controlled. The compensator spool in each valve section regulates the flow. With the main spool in neutral, both the primary and secondary shuttle valves are vented to the return or tank. At the same time, standby pressure from the pump is directed to the bottom of the compensating spool and shifts the spool to the closed position. When the main directional valve spool is operated, the pressure generated by the load is directed via the primary shuttle to the spring end of the pressure-compensating spool. The compensating spool begins to move to the open position. Dependent on the pressure drop between the section compensator and directional spool opening, a specific volume now flows to the function being metered by the compensator spool. The load signal also simultaneously communicates to the secondary shuttle and on to the load-sensing valve on the pump causing the pump to come on stroke to deliver the flow required to satisfy the directional spool opening. Shifting the directional spool open to different positions creates an orifice of different size requiring more or less flow from the pump. The pressure limiting feature of the valve is used control hammer pressure, feed pressure and rotation pressure during rod changing. The valve compensator section can be used as a pressure-limiting device when connected to a pilot relief valve. This allows an individual valve section to operate at a limited pressure level less than the main pump compensator. In the case of the feed circuit the General Information

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pressure is limited by the feed pressure control in the cab. A remote pilot relief valve controls the hammer pressure.

Drawing above is a typical MP style valve. The color coding indicates the various internal passages. This valve is equipped with a solid compensator and a motor spool. The valve is also pilot operated.

General Information

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This orifice is only used with remote pressure control feature

Remote pressure control connection used on some valves

Pilot connection

P

A

B

1

3

T Lx

2

Ls

Pilot connection 1. Primary shuttle valve 2. Secondary shuttle valve 3. Compensator valve

General Information

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Typical MP valves. Port relief valve

Compensator

Primary Shuttle

Secondary shuttle valve

Manual MP style valve equipped with a hollow compensator. Note the location of the shuttle valve.

circuit relief

Pilot operated MP Style valve equipped with a solid compensator. This example is fitted with a compensator relief valve.

General Information

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Typical MP22 pilot operated valve.

Main valve spool End Cap End Cap Valve compensator section

Remote port

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

General Information

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ECM 710/720 System Pressure Settings Hydraulic System Settings ♦ Hydraulic Pump Compensator (Pump #1) ♦ Load Sense Standby Pressure (Pump #1) ♦ Hydraulic Pump Compensator (Pump #2) ♦ Hydraulic Pump Standby Pressure (Pump #2) ♦ System Relief Valve Setting

3600 PSI (245 Bar)

♦ Hydraulic Pilot Pressure

400 PSI (27 Bar)

♦ Rod Changer Pressure

2500 PSI (172 Bar)

♦ Dust Collector Pressure

2000 PSI (136 Bar)

♦ Maximum Feed Brake Pressure

300 PSI (20 Bar

♦ Rotation Pressure (Rotation pressure in ARC mode)

1900 PSI (131 Bar 1500 PSI (103 Barf)

♦ Cooling Fan Motor Speed (two separate units)

Variable

300 PSI (20 Bar) 3600 PSI (245 Bar) 250 PSI (17 Bar) 4200 PSI (289 Bar)

Air System Settings ♦ Main air system pressure

Max 150 PSI (10.2 Bar)

♦ Service Air Pressure

100 PSI (7.3 Bar)

♦ Grease Pump Pressure

80 PSI (5.5 Bar

♦ Dust collector Pressure

50-60 PSI (4 Bar)

General Information

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Fluid Capacities ♦ Hydraulic reservoir*

128 Gallons (485 Liters)

♦ Fuel Tank

155 Gallons (587 Liters)

♦ Cooling System

17 Gallons (64 Liters)

♦ Compressor

10 Gallons (38 Liters)

♦ Tram Final Drive Planetarys

1.8 to 2 Quarts (1.9 Liters)

♦ Engine Oil

29 Quarts (28 Liters)

*The hydraulic reservoir volume does not include refilling the hydraulic lines on the machine. All the remainder of the capacities listed are for a complete refill.

General Information

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Hydraulic pumps The CM 760/780 units are equipped with 5 hydraulic pumps. They consist of two axial piston, variable displacement pumps and three gear pumps. The piston pumps are of equal size and are mounted on pads at the rear of the engine. Both of these pumps are 5.18 in.3 (85cc). The left-hand pump supplies the left-hand tram circuit and the feed circuit. The right-hand pump supplies the right-hand tram circuit and the rotary head rotation circuit. The pump drives on the rear mounted gear box have a 1.3 : 1 speed increase. The engine operates normally at 1800 RPM during drilling or high speed tramming although engine speed can be lowered through the use of a throttle control in the operator’s cab. The two piston pumps are operating at 1.3 X engine speed. This means that the pumps are turning at 2340 RPM. Maximum pump output is 52 GPM (223 liters). Maximum pump pressure is 3600 PSI (248 Bar). Both of the pump circuits are load sensing circuits. The standby pressure setting of both pumps is 250 PSI (17 Bar). Mounted on the auxiliary drive on the LH side (cab side) of the engine is a double gear pump. The double pumps provide fluid for the two cooler fan motors. The cooler circuits are discussed in chapter 3 of this manual. Just below the double pumps there is a single gear pump. This pump provides fluid for the drill positioning valve bank, rod changer valves and the dust collector. Following is the technical data regarding these pumps: Double gear pumps (each unit) operate at 1.14 X engine speed. 2.54 In3 (41.6cc) Volume @ 1800 RPM---------------22.5 GPM (85 LPM) The single gear pump is mounted directly below the double pump also on the LH side (cab side) of the engine.

Hydraulic Pumps

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Single gear pump 1.37 In3 (22.5cc) Volume @ 1800 RPM---------------15 GPM (57 LPM) Piston pump adjustment procedure NOTE: These or any adjustments should be done with the hydraulic system at normal operating temperature. Left-Hand Pump 1. Install a 5000 PSI (350 Bar) test gauge at the pump outlet test port for the left-hand pump. The pump pressure test ports are located either adjacent to the shuttle valve assembly mounted just above the pumps or on the test panel found in the enclosure access door behind the cab. 2. Disconnect the feed stop solenoid on the mode valve located in the engine enclosure. (See chapter 4 for a description of the mode valve). 3. Place the drill/tram selector switch in the drill mode. 4. Start the machine and observe the test gauge. The reading on the gauge at this time should be standby pressure (250 PSI or 17 Bar). Set this pressure by adjusting the standby pressure control on the pump.

Hydraulic Pumps

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5. Have the operator or assistant place the feed control in the reverse position and depress the fast feed button. This will bring the left-hand pump on stroke at its maximum setting. 6. Adjust the maximum pressure on the maximum pressure adjustment to set the pump pressure. The pressure value is 3600 PSI (248 Bar). Note: The pressure adjustments discussed here can be adjusted with the engine in the idle mode. To prevent the engine from going to high idle, disconnect the load sense pressure switch located directly above the pumps at the back of the engine. Be sure to reconnect the feed stop solenoid after the adjustment to this pump are complete. Right-Hand Pump 1. Install a 5000 PSI (350 Bar) test gauge at the pump outlet test port for the right-hand pump. The pump pressure test ports are located either adjacent to the shuttle valve assembly mounted just above the pumps or on the test panel found in the enclosure access door behind the cab. 2. Place the drill/tram control into the drill position. 3. Use the feed control and position the drill pipe under the rotary head so the breakout fork can be extended to lock the pipe. Loosen the top thread and extend the rod lock over the end of the pipe. 4. Check and adjust the pump standby pressure. 5. Place the rotation control in the cab into the reverse position. This will load the pump at maximum pressure. 6. Adjust the maximum pressure on the maximum pressure adjustment to set the pump pressure. The pressure value is 3600 PSI (248 Bar).

Hydraulic Pumps

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Cross section of variable displacement piston pump used on CM760/780. There is a system protection relief valve located in the inlet section of each of the main valves. To check the setting of this relief valve, it is necessary to follow the same procedures as described above. The maximum pressure setting of the pump must be increased to the pressure setting of the relief valve. The relief valve is set at 4200 PSI (290 Bar). Disconnect the load sense pressure switch to prevent the engine from automatically ramping up to high idle. Load the pump as described in the appropriate section above. Slowly turn in the maximum pressure adjustment screw. Pay close attention to the sound of the engine, when the pump pressure reaches the relief valve setting the engine will start to lug. If this occurs at the proper pressure no adjustment is required to the relief valve. This procedure does not need to be performed each time the pressure is checked

Hydraulic Pumps

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To Pilot PressureReducing Valve

Left-hand Tramming and Feed

Right-hand Tramming and Rotation

1.3:1 speed increase Engine RPM=1800

"B"

1.3:1 speed increase Engine RPM=1800

"B"

Supply to Valve

Supply to Valve

Load sense pressure switch (engine throttle)

Stroking Servo

"S"

5.18 in.3 85 cc

Stroking Servo Destroke Servo

Note: The shaft speed of each pump is 2340 RPM "X"

"L1"

"S"

Destroke Servo

5.18 in.3 85 cc

"L1"

Pressure Compensator 3600 PSI (248 Bar) Standby pressure 250 PSI (17 Bar)

Pressure Compensator 3600 PSI (248 Bar) Standby pressure 250 PSI (17Bar)

Left Hand Pump

Right Hand Pump

Hydraulic Pumps

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

3

1.37 in. (22 cc)

3800 PSI (262 Bar)

3-section valve bank OPEN CENTER 1. Dust hood 2. Centralizers 3. Dust Coll/ARC

1.41:1 7-section valve bank in cab (OPEN CENTER)

Hydraulic Pumps

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Notes:

Hydraulic Pumps

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Cooler Circuits The cooler packages on the CM 760/780 consist of two separate cooler units. They are; the engine radiator, which is mounted at the boom end of the engine enclosure and the hydraulic oil cooler and compressor oil cooler, which is mounted at the rear of the enclosure. A hydraulically powered fan moves air through each cooler. The fans are mounted to the outside of the unit and pulls air through the cooler. This means that outside air is drawn through the power unit enclosure and exhausted by the cooler fan. Each fan circuit is equipped with its own hydraulic pump and motor. A variable fan regulator valve controls fan speed. General description of fan control circuit The fan drive control assembly (FDCA) is an electrically controlled, normally closed proportional solenoid valve that provides a pilot pressure signal to the hydraulic fan drive system. The system consists of an electronic module mounted on an aluminum manifold block containing a proportional solenoid relief valve. The electronic module receives temperature and auxiliary switch input signals and outputs a pulse width modulated signal to the valve producing a pilot signal that is proportional to cooling demand. The pilot pressure provides a signal to the primary flow control device that modulates the fan speed. In this gear pump/gear motor fan drive system, a switch valve is mounted near the motor inlet. The switch valve is normally closed and opens to divert fluid away from the fan motor to the reservoir. When cooling demand is high, the FDCA increases pilot pressure, signaling the switch valve to divert more fluid flow to the fan motor, thus increasing fan speed. As the cooling demand diminishes, the control decreases pilot pressure signaling the switch to “bypass” fluid away from the fan motor, thus decreasing fan speed.

Cooling & Return circuits

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Service Training Manual

CM 760/780

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

Hydraulic Engine Compressor

Crack

Full Open

Shut Down

Fan Start

Full Fan

1400F 600C 1800F 820C 1800F 820C

1600F 710C 2030F 950C 2050F 960C

1800F 820C 2200F 1040C 2480F 1200C

1600F 710C 2050F 960C 2050F 960C

1700F 770C 2120F 1000C 2350F 1100C

Note that the shutdown temperature of each circuit is shown in the chart. Maximum fan speed is approximately 2100 RPM. Because the fan control system will normally operate at less than maximum speed, fan speed tests should be done with the fan motor control module disconnected. Note: Because the control valve used in this circuit is normally closed, the fan will default to its high speed setting in the event of an electrical fault. The control module used in this circuit can only be tested using a computer-based program. In the event of a problem with the fan circuit contact the factory.

Cooling & Return circuits

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Chapter 3

Service Training Manual

CM 760/780

Variable Relief Valve

Pilot control module

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

Cooling & Return circuits

Page 3

Chapter 3

Cooling & Return circuits

Page 4 204 Bar

3000 PSI

1.14:1 speed increase To return manifold Port Rm1 or Rm12

Cooler fan speed control manifold

"PP"

Engine RPM=1800, pump shaft speed 2052 Maximum flow each pump 22 GPM (83 LPM)

Both sections 3 2.54 in. (42 cc)

Fluid supplied to second cooler fan control. Both circuits are identical

"T" Gear Motor 3 2.01 in. 33 cc.

"P"

Cooler fan motor control module

Service Training Manual CM 760/780

Chapter 3

Service Training Manual

CM 760/780

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

Cooling & Return circuits

Page 5

Chapter 3

Cooling & Return circuits 10 PSI .7 Bar

0

60 C

Page 6

Reservoir

Drain manifold

Case drain from piston pumps

Tank breather & vacuum break

Return manifold

0

140 F

Case drain from hydraulic drifter

5 PSI

Air pressure from compressor

Hydraulic cooler Absolute

Hydraulic system fill pump

Bypass 25 PSI 1.7 Bar

10 Micron

Return filters

Bypass check valve-150 PSI (10 Bar)

Service Training Manual CM 760/780

Chapter 3

Service Training Manual

CM 760/780

Return Manifold

Return filters Cooling & Return circuits

Page 7

Chapter 3

Service Training Manual

CM 760/780

NOTES:

Cooling & Return circuits

Page 8

Chapter 3

Service Training Manual

CM 760/780

Pilot Circuits The drilling and tramming valves used in the CM760/780 are controlled by pilot pressure. Pilot pressure is supplied by either of the main hydraulic pumps through a shuttle valve to the drill/tram selector valve. The selector valve contains a pressure reducing valve that limits the pressure in the pilot circuit to 400 PSI (28 Bar). Incoming pressure from the main pumps may be as low as 250 PSI (17 Bar) or as high as 3600 PSI (248 Bar) under some circumstances. Remember, stroking either of the pumps will supply higher pressure to the valve. Adjustment of the pilot pressure valve: The drill/tram selector valve can be identified as it has two solenoidoperated cartridges and an adjustable cartridge. There is also a large hex plug that exposes a screen filter. There is also a quick connect test port on the valve body. If the machine is running but neither the drill or tram functions are being used, the incoming pressure to the drill/tram selector valve is only 250 PSI (17 Bar). This means that it is necessary to stroke one of the main pumps to bring it on stroke and create a high enough pressure to enable the setting of the pilot pressure cartridge. This is easily accomplished by using the feed to lower the bit to the ground and leaving the feed lever in the forward or down position. Dial in the feed pressure to at least 500 PSI (34 Bar) to be certain that the pump outlet pressure is over 400 PSI (28 Bar). Drill/tram selector valve

DR

DM 4

Test

400 PSI 27 Bar Pilot pressure to tram pilot valve

Supply pressure from shuttle valve at main pumps TC

Pilot Circuits

Pilot pressure to Feed and Rotation pilot valves

P

DC

Page 1

Chapter 4

Service Training Manual

CM 760/780

Tramming: When the tram position is selected, the tram solenoid becomes energized. This opens a flow path for fluid to be directed to the tram joystick control in the cab. When the joystick is operated, pilot pressure is metered to shift the spool in one or both of the tram directional valves. This action directs fluid from the pump to the tram motors. The tram control used in the CM760/780 is a single lever control. Moving the lever straight forward or backward, directs fluid through both tram valves simultaneously so the machine will operate in a straight line. Moving the lever to either side will cause the tracks to counter-rotate turning the machine.

Pilot Circuits

Page 2

Chapter 4

Service Training Manual

Right forward tram

Left reverse tram

CM 760/780

D

C

Left turn poppet Forward travel poppet

T P

Right turn poppet

Left forward tram

Right reverse tram

DM 8

Pilot pressure from drill/tram selector valve Port TC B

A

Reverse travel poppet

Drilling: When the drill position is selected, the drill solenoid is energized. The selector valve opens and directs pilot pressure to the drill control pilot controllers in the cab. There is one controller for the feed circuit and a second controller that operates the rotation circuit. The forward port of the rotation controller is connected to a pressure-reducing valve. This pressure-reducing valve is used to regulate the rotation pilot pressure to the forward control port of the rotation valve. The schematic on the following page shows the feed and rotation pilot circuits.

Pilot Circuits

Page 3

Chapter 4

Service Training Manual

CM 760/780

Rotation speed control in cab

FWD 2

Connection to forward rotation port on valve

T P

Connection to reverse rotation port on valve

REV 1 Rotation control in cab

Pilot pressure from Drill/Tram selector valve

UP 2 T

Connections to feed valve in the engine enclosure

P Down 1 Feed control in cab

Pilot Circuits

Page 4

Chapter 4

Service Training Manual

CM 760/780

Notes:

Pilot Circuits

Page 5

Chapter 4

Service Training Manual

CM 760/780

Tramming circuits The tramming system on the CM 760/780 consists of right and lefthand track drive units. These are planetarys driven by hydraulic piston motors. The tram valves are pilot operated valves and are controlled by a single lever joystick in the operator’s cab. See chapter 4 for information on the pilot circuit. Each tram motor is equipped with a dual counterbalance valve that provides dynamic braking while tramming. The counterbalance valves on this unit are spool type CB valves. Earlier machine models used poppet style valves. The spool type valves allow for smoother starting and stopping of the machine. Each final drive has a brake. The brake is a spring set-hydraulic release unit and serves as a parking brake. This prevents movement of the machine while it is set up for drilling. As the tram valve is shifted the fluid it supplies is directed to the motor through the inlet check valve which is found in the counterbalance valve manifold. Pressure begins to build at the motor inlet port but the motor cannot rotate because the brake is still in the set position. As stated in the previous paragraph the brake is a spring set-hydraulically released static unit. At the same time fluid cannot leave the motor because the outlet of the motor is blocked by the counterbalance valve spool. When the pressure builds high enough the brake will release. The motor still cannot rotate until pilot pressure in the counterbalance valve increases to shift the spool to an open position. It is important to know that the brake release pressure is always lower than the counterbalance valve setting. The brake releases, the counterbalance valve spool shifts to the open position and the machine will begin to move. NOTE: simply stated, pressure building at the inlet of the motor is used to open the outlet of the motor. The counterbalance valve accomplishes this task. The machine is equipped with a drill/tram selector switch. The tram control is a single joystick control. The control joystick is a variable pressure pilot controller. Full speed control of the units is assured by feathering the control lever. Tram Circuits

Page 1

Chapter 5

Service Training Manual

CM 760/780

There is button located in the upper portion of the control lever that operates the horn. When the selector switch is placed in the tram position, pilot pressure at 400 PSI (27 Bar) is supplied to the tram joystick located in the cab. Turning the unit while tramming is accomplished by moving the joystick control either right or left while tramming. Moving the lever forward and to the left will cause the machine to move forward while executing a left turn. Moving the lever forward and to the right will cause the machine to move forward while executing a right turn. Moving the joystick directly to the left or right position will cause the unit to counter rotate in that direction. If the joystick is moved to the rear for reverse tramming and at the same time moved to the side to execute a turn it is important to note that the unit will turn the opposite direction in which the lever is moved. Adjustments: No adjustments should be required to this circuit.

Tram Circuits

Page 2

Chapter 5

Service Training Manual

CM 760/780

Pa

Flow from Left-hand Pump

A

A

B

Left Tram D

C B Backup Alarm Switch

Left tram motor

Final drive 74.3:1 reduction

Pb

Tram Motors 5.05 in.3 /rev. 83.6 cc/rev.

Tram Valves-42 GPM (158 LPM) Maximum flow

A

Pa Right Tram

A

B

A

B Tram pilot valve Pilot pressure fom drill/tram selector

B

400 PSI (27 Bar) Flow from Right-hand Pump

Tram Circuits

Page 3

Pb

Chapter 5

Right tram motor

NOTE: The left-hand tram valve is one section of a two-valve stack that includes the feed valve. The right-hand tram valve is one section of a two-stack valve that includes the rotation valve

Service Training Manual

CM 760/780

Notes:

Tram Circuits

Page 4

Chapter 5

SERVICE TRAINING MANUAL

CM760/780

FEED SYSTEM The feed system contains the following components: 1. Feed control joystick in the operator’s cab. This control is a pilot control valve. Pilot pressure is regulated depending on the position of the control lever. The control lever also is equipped with the push button used to activate fast feed. 2. Feed pressure control located on the drill console in the cab. This control is a pilot relief valve, which sets the maximum feed force applied to the bit. 3. Feed valve located in engine enclosure. 4. Feed motor counterbalance and brake valve. The valve is located adjacent to the feed motor on the drill guide. The manifold contains the counterbalance cartridges and a pressure reducing cartridge valve for limiting the pressure applied to the feed brake. 5. Feed motor and brake assembly. The motor is a radial piston unit with integral brake unit. The feed motor directly drives the feed chain, no intermediate gearing is used. The displacement of the feed motor is 64.3 in.3 (1054 cc). Operation of the feed circuit: When the Drill/Tram selector switch is placed in the drill position, pilot pressure at 400 PSI (27 Bar) is directed by the drill tram selector valve to the joystick controls found on the operators seat arms. The feed joystick is a proportional pilot control valve. Moving the joystick lever forward activates down or forward feed, moving the lever back activates retract or reverse feed. Pilot pressure developed by moving the joystick is directed to the mode valve. When slow feed is being used, pilot pressure passes through the mode valve and shifts the slow feed spool to the appropriate position. When depressing the fast feed button activates fast feed, both of the fast feed solenoid valves located in the mode valve are activated. This directs the pilot pressure generated by the joystick also to the fast feed valve spool. When using fast feed, both

Feed System

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Chapter 6

SERVICE TRAINING MANUAL

CM760/780

feed valves are activated. Control of the fast feed is still proportional due to the ability of the feed joystick to regulate pilot pressure. When drilling, only the slow feed valve supplies the slow feed fluid. From the slow feed valve, fluid is directed to the Stratasense manifold. The operation of the Stratasense manifold is discussed in Chapter 6 of this manual. It is important to remember that the slow feed valve is proportional and is pressure limited by the feed pressure control in the cab. This means that even though the slow feed valve has a 5 GPM (19 LPM) maximum flow rate the flow actually supplied will be only enough to maintain the feed pressure as set in the cab. When fast feed is used, the fluid from the fast feed valve is directed to the feed motor downstream of the Stratasense feed control spool. The last component of the feed circuit is the feed motor and counterbalance valve. These components are mounted as the base of the drill guide. The feed motor is a Poclain 47.3in.3 (775cc) radial piston unit with and integral brake. The Brake is a spring set/hydraulic release unit. The brake is 50% released at 100 PSI (7 Bar) and fully released at 170 PSI (11.5 Bar). The counterbalance valve package includes two (2) cartridge valves set at 3000 PSI (204 Bar). The opening pilot ratio of these valves is 10:1. The purpose of the counterbalance valves is the load-holding capability. The brake valve located in the counterbalance manifold is set at 300 PSI (20 Bar). There is a quick connect test port located on the manifold for checking and adjusting the brake release pressure. It should be noted here that the brake unit on the feed motor is rated for 475 PSI (32 Bar). Operating the feed with a brake valve setting higher than the maximum pressure capability will result in brake housing failure. ADJUSTMENTS-FEED COUNTERBALANCE & BRAKE VALVE The operator has full control of the feed pressure while drilling. The feed pressure adjustment is located on the tram console to the right of the drill/rotation control joystick. The other components that may require adjustment are the feed counterbalance valves and brake valve. To adjust the counterbalance valves:

Feed System

Page 2

Chapter 6

SERVICE TRAINING MANUAL

CM760/780

1. Use the feed lever and lower the drifter to the bit is on the ground or the drifter to the bottom of the drill guide. This is very important so the drifter cannot fall during the adjustment procedure. SERIOUS INJURY UNCONTROLLED.

CAN

RESULT

IF

THE

DRIFTER

FALLS

2. Disconnect the feed motor working lines from the motor and join these two hoses together with a tee fitting. Connect a 1000 PSI (150 Bar) gauge to the open port of the tee. Cap the motor ports to prevent dirt from entering the motor. 3. Start the engine and place the feed valve in the forward position. Observe the test gauge. If the counterbalance valve is properly adjusted, the gauge should indicate 300 PSI (20 Bar). If not, locate the counterbalance valve cartridge opposite the FF (forward feed) port. Remove the dust cap. To lower the pressure, turn the adjustment screw in (clockwise). To increase the pressure, turn the adjustment screw out (counter clockwise). Be sure the retighten the locknut. 4. To adjust the reverse feed counterbalance valve, have an assistant hold the feed lever in the reverse position and repeat the previous paragraph in reverse. If no help is available, the two counterbalance cartridges can be exchanged and use the same procedure as described in paragraph 3. Reconnect the lines To adjust the brake valve, lower the drifter so either the bit is on the ground or the drifter is at the bottom of the drill guide. 1. Remove the brake line from the feed motor brake unit. Install a 1000 PSI (150 Bar) gauge in the end of the hose. Cap the open brake port. The brake valve test port may also be used for this adjustment. 2. With the engine running and the drill / tram selector switch in the drill position, place the feed lever in the down feed position. Check the feed pressure gauge and adjust the feed pressure to 1000 PSI (68 Bar) or higher. Observe the test gauge. It should indicate

Feed System

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Chapter 6

SERVICE TRAINING MANUAL

CM760/780

300 PSI (20 Bar). If it does not, remove the dust cap from the feed brake pressure-reducing valve. Turn the adjustment screw out (CCW) to decrease the pressure or in (CW) to increase the pressure. Retighten the locknut and replace the dust cap. If removed replace the brake hose.

Brake valve

Brake

Counterbalance valves

Feed Motor

Feed Motor, Brake and Counterbalance Valve

Feed System

Page 4

Chapter 6

SERVICE TRAINING MANUAL

CM760/780

Cross section of typical feed motor

Feed System

Page 5

Chapter 6

SERVICE TRAINING MANUAL

CM760/780

300 PSI (20 Bar)

3000 PSI (200 Bar) Spring set-hydraulic release brake

FVb

Feed Motor 3 64.3 in. (1054 cc)

10:1 Pilot Ratio

FVa

1. 2. 3. 4. 5. 6. 7. 8. 9.

Feed up synchronizing valve Feed down synchronizing valve Fast feed solenoid valve Feed travel stop solenoid valve Forward rotation torque limit relief valve Reduced feed pressure up relief valve Solenoid valve that selects reduced up feed or normal up feed Fast feed solenoid for maximum up feed pressure Pilot valve for maximum reverse rotation pressure

Feed counterbalance and brake valve

Feed Circuit

PCV3

CRV

PCV1

CFV

PCV2

8

Up

A

B

XB

A

B

XB

Left Tram

P

Remote

Feed

7

P

9

6

5

4

2500 PSI (172 Bar)

5 GPM Ls 19 LPM

17 GPM 64 LPM

Ls T

T

XA

XA

Down

1

RRP

Mode Control Valve

Feed System

1800 PSI (124 Bar)

Page 6

Chapter 6

R

3

2

F

DT

T

Service Training Manual

ECM 710/720

Port identification (mode valve) Port T is connected to the #1 port of the feed pressure relief valve in the cab Port DT is connected to the drain manifold. Port F is connected to the forward feed pilot port of joystick in the cab. Port R is connected to the reverse feed pilot port of the joystick in the cab. Port RRP is connected to the reverse rotation port of the rotation joystick in the cab. Port PCV3 connects to the reverse pilot port on the rotation valve. Port CRV connects to the remote pressure control port of the rotation valve. Port PCV1 connects to the reverse or up feed pilot port of the feed valve. Port PCV2 connects to the forward or down feed pilot port of the feed valve. Port CFV connects to the remote pressure control port of the feed valve.

Chapter 9

Page 7

Feed Circuit

Service Training Manual

ECM 710/720

1. Adjusting the feed counterbalance valve and brake valve. 1. Use the feed lever and lower the drifter to the bit is on the ground or the drifter to the bottom of the drill guide. This is very important so the drifter cannot fall during the adjustment procedure. SEVERE INJURY CAN RESULT IF THE DRIFTER FALLS UNCONTROLLED. 2. Disconnect the feed motor working lines from the motor and join these two hoses together with a tee fitting. Connect a 1000 PSI (150 Bar) gauge to the open port of the tee. Cap the motor ports to prevent dirt from entering the motor. 3. Start the engine and place the feed valve in the forward position. Observe the test gauge. If the counterbalance valve is properly adjusted, the gauge should indicate 300 PSI (20 Bar). If not, locate the counterbalance valve cartridge opposite the FF (forward feed) Chapter 9

Page 8

Feed Circuit

Service Training Manual

ECM 710/720

port. Remove the dust cap. To lower the pressure, turn the adjustment screw in (clockwise). To increase the pressure, turn the adjustment screw out (counter clockwise). Be sure the retighten the locknut. 4. To adjust the reverse feed counterbalance valve, have an assistant hold the feed lever in the reverse position and repeat the previous paragraph in reverse. If no help is available, the two counterbalance cartridges can be exchanged and use the same procedure as described in paragraph 3. Reconnect the lines To adjust the brake valve, lower the drifter so either the bit is on the ground or the drifter is at the bottom of the drill guide. 1. Remove the brake line from the feed motor brake unit. Install a 1000 PSI (150 Bar) gauge in the end of the hose. Cap the open brake port. There is also a test port on the counterbalance valve/brake valve manifold. This can be used to perform this adjustment. 2. With the engine running and the drill / tram selector switch in the drill position, place the feed lever in the down feed position. Check the feed pressure gauge and adjust the feed pressure to 1000 PSI (68 Bar) or higher. Observe the test gauge. It should indicate 300 PSI (20 Bar). If it does not, remove the dust cap from the feed brake pressure-reducing valve. Turn the adjustment screw out (CCW) to decrease the pressure or in (CW) to increase the pressure. Retighten the locknut and replace the dust cap. Replace the brake hose. 2. Adjustments to the feed mode valve.

Chapter 9

Page 9

Feed Circuit

Service Training Manual

Chapter 9

ECM 710/720

Page 10

Feed Circuit

Service Training Manual

CM 760/780

Rotation Circuit One section of a double section MP18 valve (the other section is for right-hand tramming) controls rotary head rotation. During drilling the fluid supplied to the rotation comes from the right-hand hydraulic pump. As covered previously in this manual, the rotation pump is a 5.18 in.3 (85-cc) displacement unit. The pump displacement is variable with load sensing control. This means that the rotation valve is a load-sensing valve. The valve has a maximum flow rate of 33 GPM (125 LPM). The valve also has a pressure compensated flow controlled inlet. Fluid flow to the rotation motor is determined by the position of the main spool in the valve. The main spool is shifted by pilot pressure and by varying the pilot pressure the position of the spool can be changed. Pilot pressure can be adjusted in the cab to regulate rotary head forward rotation speed, which is necessary so that rotation speed always remains the same for drilling. A single lever pilot controller located on the right-hand armrest of the operator seat controls rotation functions. Moving the lever forward activates the forward rotation; this is the normal drilling position. When the control lever is moved to its rear position, reverse rotation is activated. When the rotation lever is moved to the forward position, and drilling is taking place, pilot pressure from the forward rotation poppet is being directed through the speed control pressure-reducing valve. If the rotation lever is all of the way forward, the pilot pressure being delivered to the pressure-reducing valve will be 400 PSI (27 Bar). The pressure-reducing valve lowers the incoming pilot pressure to deliver a lower pressure to the pilot operator port on the rotation valve. This means that the rotation spool only opens proportionally to the level of pilot pressure it receives. When the unit is placed in the pipe changing mode, a solenoid valve opens and bypasses pilot pressure around the pressure-reducing valve directing full pilot pressure to the rotation spool, it opens fully the rotation speed is at its maximum level. By setting the feed speed during pipe changing the coupling and uncoupling can be synchronized to prevent undue wear to the threads on the pipe. The rotation circuit is torque or pressure limited in the forward mode. This pressure is set on the mode valve. Reverse rotation pressure is limited only by the pressure compensator on the right-hand pump.

Rotation Circuit

Page 1

Chapter 7

Service Training Manual

CM 760/780

The rotation valve is equipped with a remote pressure control port. This port is connected to the remote relief valve. During drilling this relief valve is limiting forward rotation pressure. Forward rotation pressure is normally set at 2500 PSI (172 Bar). When the rotation control is placed in reverse, a pilot controlled on/off valve is closed. This action isolates the remote relief valve out of the circuit and the pump compensator then limits the circuit pressure. The pressure compensator is set at 3600 PSI (248 Bar). This means that there is more pressure available for breaking out the pipe thread than that developed during makeup and drilling. Adjustment: To adjust the rotation torque limit valve it will be necessary to stall the rotation. This can be accomplished by closing the centralizer on the bit. Place the drill/tram switch in the drill mode. Move the rotation joystick to the forward position. This action will stall the rotary head and cause the rotation circuit to develop the maximum forward pressure. The standard setting of the rotation is 2500 PSI (172 Bar).

Rotation Circuit

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Chapter 7

Service Training Manual

CM 760/780

Rotation Circuit

CRV

PCV3

PCV1

CFV

PCV2

Rotation torque limit pilot valve

Rotation Torque Limit Relief Valve

1800 PSI (124 Bar)

2500 PSI (172 Bar)

To Rotary Head Xb Xa P

B

A

Remote port

Xb Xa RRP

42 GPM 158 LPM

R

F

DT

T

Mode Control Valve

33 GPM 124 LPM

1

Reverse Rotation

Pilot pressure from Drill/Tram Selector

Ls

2 Forward Rotation

T

Lx

Right-hand Tram Valve

Rotation Circuit

Page 3

Rotation Valve

Chapter 7

Rotation Speed Control

Rotation Control Joystick

Service Training Manual

CM 760/780

Rod Lock Sleeve System To facilitate the pipe handling system on the CM 760/780, the rotary head is equipped with an extendable sleeve that slips over the square end of the drill pipe. This is required when removing the pipe from a drilled hole. At this time, the pipe joint under the rotary head is loosened slightly so the sleeve can be extended of the square end. The breakout fork is extended to engage the lower pipe and the joint is loosened and uncoupled so the pipe can be place back into the carousel. At this time full reverse torque can be applied to the joint through the rod lock sleeve. There is a constant pressure maintained on the sleeve retract side of the sleeve. This pressure is supplied through the auxiliary control valve. This is a manifold valve assembly. The valve is located in the engine enclosure behind the operator’s cab. The rod lock sleeve section of the manifold is essentially separate from the other functions of the manifold. . Pressure is supplied to the rod lock sleeve from the auxiliary pump. This pressure is directed from the outlet of the pump before its connection to the three-section valve. This pressure is directed to a pressure-reducing valve located in the manifold. This valve is normally set at 450 PSI (31 Bar). Because the auxiliary pump circuit always has a residual pressure of 500 PSI (34 Bar), there is always enough pressure to operate the rod lock sleeve. In operation, there is pressure directed to the bottom of the sleeve. The sleeve contains a .030 orifice that constantly bleeds fluid to the top side of the sleeve. During drilling the top of the sleeve is connected to return. This bleed prevents the fluid in the sleeve area from overheating and also maintains constant pressure to keep the sleeve from extending. When the sleeve is extended to remove pipe from the hole, 450 PSI is directed by the control valve to the top of the sleeve. Because of the greater area of the top of the sleeve compared to the bottom of the sleeve the sleeve extends.

Rotation Circuit

Page 4

Chapter 7

Rotation Circuit

Page 5

234 Bar

3400 PSI 450 PSI 31 Bar

EP

RLR1

IP

100 Bar

1500 PSI

RR

A2 Wrench

Chain

Pressure in this line will normally be at least 500 PSI (34 Bar) which is adequate to operate the rod lock sleeve.

B2

Rod Lock

Motor

Rotary

A3

RLR

RLE

D

FR

Carousel Rotation

.030

Air Connection

B3

Rear Jack (opt)

A4

B4

Ground Winch (opt)

A5

T

B5

Rod lock circuit

P

ARC/DC Valve

Pressure from Auxiliary Pump

Service Training Manual CM 760/780

Chapter 7

Service Training Manual

CM 760/780

DDRH Rotary Head (early style) Early CM 760 and CM 780 units were manufactured with the latest version of the DDRH rotary head. This style head is fitted with a top mounted air swivel arrangement. The rotary motor drive system is a direct drive 64 in.3 (1048 cc) radial piston motor. The rotary head uses the breakout sleeve system for pipe thread breakout. The air swivel is fitted with chevron packing. A hand-operated grease gun is required to keep the packing loaded. The grease fitting in the packing housing does not have a built in check valve so excessive grease pressure cannot be applied.

Note: Do not use standard grease fittings in place of the point indicated with the red arrow. Remove the spring and ball from the fitting so excessive grease pressure cannot be applied to the packing.

Rotation Circuit

Page 6

Chapter 7

Service Training Manual

CM 760/780

Spindle adapter The spindle adapter is the replaceable part found in the end of the rotary head hollow shaft. It has 3 1/2 API male thread to engage the spindle and the female thread will either be 2 or 2½ Z thread. Replacing the Spindle Adapter The spindle adapter is a wear part that will require replacement. This can be accomplished with the rotary head at the bottom of the drill guide and the guide vertical. Allow some space below the lowered head for removal of the parts. Blocking should be installed under the rotary head mounting plate for additional safety. Removal and replacement of the spindle adapter requires the removal of the front housing and rod lock sleeve. This will expose the adapter, which is threaded into the end of the rotary head spindle. 1. Vent the air pressure from the hydraulic tank by removing the pressure gauge temporarily. Apply a vacuum to the vent port on the hydraulic tank if available. Remove all of the hydraulic lines from the lower section of the rotary head. Plug, cap and tag all open hoses and connections. Remove the rod lock housing by removing the 12mm socket head screws from the bottom. There are two threaded holes that can be used for drawing the front housing loose. The rod lock sleeve may come out with the lower housing so be careful, as these parts are heavy. With the lower housing and rod lock sleeve removed, the flats on the spindle adapter are now accessible. 2. The rotary head spindle must be locked before the adapter can be removed. Use capscrews from the rod lock housing to install the locking plate (52129111). The locking plate slips over flats machined into the spindle. The spindle may need to be rotated to align the threaded holes in the bearing housing with the locking plate. 3. Attach the appropriately sized “J” wrench to the breakout cylinder to loosen the adapter. The breakout cylinder must be extended to loosen the adapter. The locking plate may need to be indexed

Rotation Circuit

Page 7

Chapter 7

Service Training Manual

CM 760/780

relative to the spindle adapter to allow for maximum torque to be applied to the “J” wrench. Note: It may be necessary to increase the extend pressure for the breakout cylinder to loosen the adapter. 4. After the old adapter has been removed, thoroughly clean the API threads in the end of the spindle as well as on the new adapter. 5. When installing the new adapter, use LOCTITE primer #T747 and coat the threads with LOCTITE #680 (cpn #51948727) thread lock. Install the adapter into the spindle and torque to 4500 lb-ft. (6100 Nm.) If the breakout cylinder is used for the retorque of the spindle adapter, it will be necessary to increase the pressure to the retract side of the cylinder to 2500 PSI. (175 Bar) to develop an adequate amount of torque. Note: the breakout cylinder will deliver maximum torque when it is almost fully retracted. 6. Allow ample curing time for the LOCTITE #680. If the primer is used, the bond will be partially cured in 5 minutes and fully cured in 4 to 6 hours. If the primer is not used the partial cure time is extended to 30 minutes. 7. After the replacement of the spindle adapter is complete, reassemble the rod lock and front housing to the rotary head. Use care during the installation process to prevent damage to the rod lock seals. Reconnect all hydraulic lines. Replacing the Chevron Air Packing To replace the chevron air packing the following steps should be followed: 1. Remove the six (6) socket head 3/8” cap screws that secure the gooseneck to the air swivel. 2. Remove the ten (10) socket head M16 cap screws the secure the base of the air swivel housing to the rotary head. Rotation Circuit

Page 8

Chapter 7

Service Training Manual

CM 760/780

3. The chevron packing can then be removed from the swivel housing. 4. Inspect the washpipe for wear and/or looseness on the threads at the end of the spindle. 5. The thread on the end of the spindle is a left-hand thread. If retightening is required, apply LOCTITE as described on page 14 or page 27 of this section of the manual. A special tool cpn 52291176 is required for this operation. 6. When the LOCTITE is applied, be sure to allow ample curing time to prevent loosening prematurely. 7. Install the new chevron packing as shown on the drawing on page 28 of this section. 8. Reinstall the swivel housing and gooseneck after grease has been applied to the new chevron packing. 9. Grease both grease fittings on the swivel before restarting the unit. Replacing the spindle and/or spindle bearings The drawing on page 11 can be used to identify various parts of the rotary head. 1. Remove the rod lock assembly and swivel housing as described previously in this section. 2. Unthread the washpipe from the end of the spindle. This will require the special tool cpn 52291176. NOTE: The threads in the washpipe are left-handed. Remove the seal plate directly under the washpipe. 3. Remove the twelve (12) M16 socket head capscrews that retain the hydraulic motor assembly to the bearing housing. Set the motor assembly aside being careful to keep the assembly clean.

Rotation Circuit

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CM 760/780

4. Remove the twelve (12) M16 socket head capscrews that secure the top bearing plate. NOTE: The bearing plate is designed to provide the proper preload on the spindle bearings when tightened down. 5. At the bottom of the bearing housing, remove the eight- (8) M12 capscrews that retain the lower seal plate. Remove the seal plate from the housing. 6. Remove the spindle from the bearing housing. The top bearing cup is a slip fit into the housing. 7. If the bearings (cups and cones) are to be reused, carefully remove the cones from the spindle. These will have to be pressed onto the new spindle. 8. If the bearings are being replaced, the cone for the lower bearing will have to be pressed into place. 9. To reassemble the head, reverse the disassembly procedure. The washpipe and spindle adapter must be installed with LOCTITE. Use LOCTITE primer #T747 and coat the threads with LOCTITE #680 (cpn #51948727). The torque specifications for the fasteners used in the rotary head are as follows: M12 (grade 10.9) (lubricated threads)-------------55 lb-ft or 100 Nm. M16 (grade 10.9) (lubricated threads)-----------138 lb-ft or 250 Nm.

Rotation Circuit

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Rotation Circuit

CM 760/780

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CM 760/780

Air System Compressed air for operation of the down hole hammer as well as the dust collector and thread greasing system is provided by an HR2 compressor in the CM 760 and an HR2.5 in the CM 780. The CM 760 supplies 636 CFM at a maximum pressure of 350 PSI (24 Bar). The CM 780 supplies 855 CFM at a maximum pressure of 350 PSI (24 Bar). The compressor on each of these units is fitted with a normally closed inlet valve. A solenoid valve is used to “load” the compressor. This valve is energized only when the drill/tram mode switch is placed in the drill mode. This means that the compressor will remain at low pressure, 100-120 PSI (6.8-8.3 Bar) during warm up and during tramming. Unloader Components The inlet unloader includes the airflow regulation valve, the antirumble valve, pressure regulation and the blowdown valve within the unloader housing. The inlet valve is also equipped with a high-low pressure feature. Startup The unloader allows the engine to start with the compressor unloaded. This provides for easier starting, especially in cold weather. For the first minute of running, the compressor cannot be loaded. This gives the engine time to achieve stable operation and establish full oil flow through the engine and compressor. Allow several minute of idle run time before operating any system on the machine. This allows the engine to warm up before putting it under load. The engine can only be started with the drill/tram switch in the neutral or center position. The compressor is unloaded at this time. During the warm up time period, the compressor receiver tank will slowly build up to 100 PSI (6.8 Bar) to 120 PSI (8.2 Bar). This normally takes about one minute. Once the receiver tank pressure has reached this level, the compressor can be loaded. If the pressure buildup takes too long, switching the drill/tram selector to the drill position will speed up the process. Air System

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CM 760/780

Running Loaded When the drill/tram selector switch is placed in the drill position, the receiver tank will build up to the maximum pressure setting of the inlet unloader. There is a low-high pressure switch on the left-hand joystick that allows the operator to select either setting. The low pressure setting is 200 PSI (13.7 Bar) and the high-pressure setting is 370 PSI (25.5 Bar). The compressor pressure will build up to the pressure setting that is selected. If the switch in the cab is set for high pressure, it can be switched at any time to the low setting. Receiver tank pressure will then begin to drop to the low-pressure setting. This reduction of pressure may take a minute or more. It may in some cases, be desirable to collar the hole at the low setting to prevent excessive blowout of the top of the hole. Shutting down When the unit is to be shut down, it should be allowed to run for several minutes with the compressor in the low-pressure mode before stopping the engine. In an emergency the unit can be stopped with the compressor in any operating mode. In any shutdown situation, the compressor will blow down through the inlet valve. The noise during blow down is much less noticeable than with older unloader systems so be sure that the pressure has dropped to 0 PSI before disconnecting any lines on the air system. To be absolutely safe, open the manual blowdown on the top of the receiver tank.

Air System

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CM 760/780

Adjustment of the unloader

The illustration above shows the adjustments required to the unloader. High Pressure Adjustment: The high-pressure adjustment screw set the pressure at which the unit will unload on the hi-pressure setting. Run the unit loaded and when warm, turn the screw indicated clockwise to raise the pressure. Set the warm unloaded pressure to 380 to 390 PSI (26-27 Bar). This setting will allow the unit to start unloading at 350 PSI (24 Bar). Lock the screw in position with the nut. New units often need readjustment after the first hours of running,

Air System

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CM 760/780

Low Pressure Adjustment: After the high pressure is set, the low-pressure screw will set the low pressure setting. Place the hi/low switch in the cab to the lowpressure position. Turn the screw clockwise to raise the low pressure setting. The minimum pressure available is 200 PSI (13 Bar). Lock the screw in position with the nut. NOTE: Always set the high pressure prior to setting the low pressure. Unload Stability Adjustment: The Unload Stability Adjustment Screw adjusts the leak rate into the unloader to compensate for different tolerances of the unloader internal parts. This adjustment can solve several annoying problems, such as too much discharge pressure oscillation at idle/unload. A small amount of oscillation is acceptable, for example: cycling between 370 and 390 PSI (25-27 Bar) over a period of about 30 seconds. A good starting point for adjusting this screw is 1.25” (31mm.) between the screw head and the top of the nut. This is the maximum leakage rate position and screwing it out any further will not have any additional effect. Turn the screw in to reduce unloaded cycling. Another potential problem is if the start/unload pressure is less than 100 PSI (6.8 Bar) (unload/run switch is set to the unload position). If this pressure is to low, the unloader will not respond quickly when the unload/switch is switched to run. Screw the stability screw in to raise the start/unload pressure to 100 PSI (6.8 Bar) to obtain proper response. Use this adjustment screw carefully. If the screw is turned in to far, then pressure will build up in the receiver tank during normal unloading when the switch is set to run. This can cause pressure in the receiver tank to climb high enough to pop the safety relief valve. Always check to see that the unloaded pressure is stable during normal unloading after adjusting this screw. Lock the screw in position with the nut after adjustment.

Air System

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CM 760/780

The above picture shows the major components of the unloader valve. Refer to previous 2 pages for adjustment procedures.

Air System

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CM 760/780

High/low Solenoid

Start/Run Solenoid

Inlet valve removed from compressor Operation of inlet valve: As stated previously in this chapter, the inlet valve is a normally closed valve. The inlet valve consists of two main components. First is the check valve that is spring loaded to the closed position. Whenever the unit is “making air”, the inlet valve is pulled open by the airflow. It the airflow stops (for example the engine runs out of fuel), the check valve will close and prevent oil from entering the air cleaner. Second, the inlet valve sleeve that opens and closes to regulate or shut off inlet airflow to the compressor. Control air pressure from the regulation system opens the sleeve valve (see the diagram on the page 12). In this diagram the green represents the pressure signal from the receiver tank, the blue represents control pressure and the light green is connected to atmosphere (airend inlet). When the control pressure is less than 50 PSI (3.4 Bar), the inlet valve is closed (unloaded). From 50 PSI (3.4 Bar) to 120 PSI (8.2 Bar), the inlet sleeve regulates to full open. Above 120 (8.2 Bar), Air System

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CM 760/780

the inlet valve is fully open. Control pressure opens the inlet valve in this system, whereas in most systems, the inlet valve is closed by control pressure. When it is closed there is no control pressure to lift the inlet valve and the compressor does not “make air”. When the engine is running the compressor will slowly build pressure up to about 100 PSI (7 Bar) even when the start/run solenoid is off and the inlet sleeve valve is closed. This brings the system pressure up so the unit is ready to run. When the start/run solenoid is energized, receiver pressure is directed to the air chamber under the regulator spool (bottom of the three ports on the side of the unloader housing). The bottom of this spool has clearance to allow receiver pressure to leak by and become control pressure (the middle of the three ports on the unloader housing). This control pressure opens the inlet valve. When the inlet pressure reaches 200 PSI (13.7 Bar) (high/low valve in the low pressure position), there is enough force on the bottom of the regulator spool to lift it up against the spring to open the vent to the inlet (top of the three ports on the unloader housing). This vents the control pressure back to zero, causing the inlet sleeve valve to fall and close the inlet. When the high/low valve is in the high-pressure position, the top red spool is pushed down so that it compresses the spring. In this case, the lower red spool valve will not lift and vent the control pressure until the compressor discharge pressure reaches 350 PSI (24 Bar). In either case, high discharge pressure or low discharge pressure, the control pressure opens the inlet valve from 50 PSI (3.4 Bar) to 120 PSI (8.2 Bar). The high/low solenoid is a normally off (not energized). This means that pressure on top of the red spool is vented to inlet and cannot build up to compress the spring. When the high/low solenoid is energized (closed), pressure can build up to compress the spring. The unloader assembly also includes an anti-rumble valve. The diagram on page 14 depicts a cross section of this part of the assembly. Whenever the control pressure (middle port) drops below 50 PSI (3.4 Bar) (inlet valve closed), this valve opens and lets a small amount of air enter the airend to keep the rotors from “rumbling”. Air will also vent into the inlet (past the stability screw) to keep the separator tank pressure from building up and popping the safety valve. When the engine is shut down, this valve opens up automatically to blow down the separator tank. This “blowdown” air goes into the airend inlet pipe and comes out of the air filter.

Air System

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CM 760/780

It is important to note that receiver pressure that is directed to the air manifold on the unloader housing is mostly dry air. However, a small amount of wet air (oil mist) is directed through a .030 orifice to lubricate the internal components of the inlet valve.

Air System

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CM 760/780

The drawing above shows the inlet valve open and the compressor delivering air to the receiver tank. The upper red spool is held down by receiver pressure.

Air System

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CM 760/780

When the unit is to be shut down, the high/low switch in the cab should be placed in the low position and the unit allowed to run for several minutes prior to stopping the engine. When the engine is stopped, the inlet valve is closed and air pressure in the compressor unit closes the red check ball. This prevents air and oil from backing up into the inlet filter and into the control circuits. Pressure from the air receiver tank bleeds through the anti-rumble/blow down valve at this time. Always be sure that the pressure in the receiver tank is completely evacuated before opening any line on the unit.

Air System

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Air System

CM 760/780

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CM 760/780

The HR2 & HR2.5 use synthetic fluid in its operating cycle. The unit is shipped with Ingersoll-Rand XHP505 fluid from the factory. Do not use any other fluid that may not be compatible with the recommended fluid. PRINCIPAL OF OPERATION: Up to this point we have discussed the control principals of the HR2 & HR2.5 system. Air is allowed to enter the primary or low-pressure stage of the compressor through the open inlet sleeve valve. The air enters because the rotating compressor rotors create a vacuum at the inlet end of the unit. The primary stage handles a large volume of incoming air. The incoming air is trapped by the rotors and carried forward between the rotors and the compressor housing to the outlet of the primary unit. At this point the air from the primary rotors is supplied to the secondary rotors. The air is compressed further and delivered to the receiver tank. When the machine is drilling, the highpressure air from the receiver tank is supplied to the DHD and other functions requiring air. During this part of the cycle the inter-stage gauge will indicate 90 to 110 PSI (7.5 Bar) if the operating pressure of the DHD is 250 PSI (17 Bar) or higher. The inter-stage indication is the pressure at which air is being supplied to the high pressure or second stage. If the tool being used on the machine operates at lower pressure the inter-stage pressure will be proportionally lower. When no air is required as during pipe changes, the air pressure in the receiver tank increases until it reaches the setting of the pressure regulator. At this point the inlet valve begins to close. When the inlet is closed, air pressure in the inter-stage decreases and the gauge will indicate 0 PSI. It is also important to note that the HR 2 & HR2.5 are equipped with a positive displacement oil pump. During operation, oil is injected into the compressor rotors where it mixes with the air. The oil is injected at the point in the cycle where compression begins. The oil helps seal the clearances between rotors as well as between the rotors and the compressor housing as well as providing lubrication to internal parts and bearings. The oil also helps to take the heat from compression to the compressor oil cooler. The mixture of air and oil is supplied to the air receiver tank. The air/oil mixture enters the air receiver from the compressor through a discharge check valve. This check valve prevents the air pressure in the Air System

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receiver tank from forcing oil backward through the compressor at shutdown. The air receiver tank contains a large filter element that separates the incoming air/oil mixture. Most of the oil drops to the bottom of the tank while the air passes to the inside of the filter. Air from the inside of the filter supplies all of the air demands of the machine. The oil that drops to the bottom of the receiver tank is partially forced by the air pressure and partially drawn by the oil pump from the tank. From the receiver tank the oil is directed to the thermal bypass valve. The temperature of the oil reaching thermal bypass valve determines whether the oil is directed to the oil pump and filter or through the cooler before being directed to the pump. There is also a bypass check valve to protect the cooler from excessive pressure when the oil is cold. A safety relief valve set at 425 PSI protects the air receiver tank. The main air discharge line contains a minimum pressure valve that is set at 140 PSI. If the air pressure in the system drops below the minimum pressure valve setting the valve closes and stops airflow in the main air line. If the air pressure is allowed to drop too low, the oil flow to the cooler and pump will be reduced which can cause compressor overheating. There is another circuit to discuss. That is the scavenge circuit. As the air passes through the receiver filter element a small percentage of oil passes through also. This is called oil carry over. This oil collects in the bottom of the filter element. A small line with a drop tube to within 1/8” of the bottom of the separator/filter scavenges the oil back into a lower pressure area of the rotors. There is a .11 orifice located in the scavenger line near the receiver tank to limit the volume of air passed through the line.

Air System

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Air System

.080

.030

Page 14 Dry Air Connection to Air Receiver Tank

.025

.041

Run/Unload Valve

Dry Air Connection to Air Receiver Tank

Connection to wet side of Receiver Tank

Anti-Rumble Blowdown Valve

High/Low Valve

Pressure Regulator

Check Valve

Inlet Valve

To Compressor

.032

Compressor Air Cleaner

Service Training Manual CM 760/780

Chapter 8

Service Training Manual

CM 760/780

DUST COLLECTOR CIRCUIT The dust collector suction fan on the CM 760/780 is operated hydraulically and compressed air is used to keep the filters clean. A fixed displacement gear pump supplies hydraulic fluid. This pump is mounted on the auxiliary drive on the left-hand side of the engine. It is a single gear pump. Pump displacement is 1.37 in.3 (22cc) which means the pump can deliver a maximum flow of 15.47 GPM (58 L/min.). The pump is operating at 2530 RPM (engine RPM X 1.41). Flow from the pump is directed to a 3-section open center directional valve. All three sections are solenoid operated. The third section of the valve is used to supply either the dust collector or the rod changer circuits. A toggle switch located on the left-hand armrest just below the air control lever selects the dust collector or rod changer. For more information about the electrical operation of this circuit, go to the electrical section of this manual. There are two positions of the switch that will energize the solenoid on the directional valve to direct fluid to the dust collector motor. When the dust collector is in the off position, fluid from the pump is directed downstream to the boom control valve located in the cab. If none of the boom functions are in use, the fluid is directed to the return manifold and returned to the reservoir. There is an anti-cavitation check valve that allows for free circulation of hydraulic fluid when the dust collector is initially turned off. The anti-cavitation valve is located near the motor. This allows the motor to slow down without cavitating when the dust collector is turned off. Fan speed is fixed on the dust collector by the flow rate from the pump and the displacement of the fan motor, which is .85 in3 (14cc) on the CM760 and 1.04 in3 (17 cc) on the CM780. This means that fan speed is non-adjustable. Fan speed is 35503750 RPM on the CM 760 and 2750-2900 RPM on the CM 780. The filter purging system is supplied with auxiliary air from the compressor. A pressure regulator is used, set at 60 PSI (4.1 Bar) to prevent over pressurizing the air storage tank of the dust collector. Operating with the purge air set at higher levels may also damage the filters. There are three quick release purge valves on the CM760 and four on the CM780 connected to the tank that are positioned above

Chapter 9

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Dust Collector

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CM 760/780

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

Chapter 9

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Dust Collector

Chapter 9

B3

Page 3

Dust Collector Rod Changer

A3

B2

To Rod Changer Valve

Centralizer

A2

To Boom control valve bank

B1

Dust Hood

A1

3800 PSI 260 Bar

Relief valve

3

15.47 In. 58 LPM

3

3

1.37 in 22cc

Auxiliary pump

Dust collector fan motor

CM 760-.85 In. (14cc) CM 780-1.04 In.3 (17cc)

Anti-cavitation check valve

Service Training Manual CM 760/780

Dust Collector

Service Training Manual

CM 760/780

Anatomy of a Dust Collector Suction Fan

Clean chamber Pulsing valves are located in this chamber

Pulse valve air reservoir may also be found in this chamber

Filters Filter/dirty chamber

Material dump chute

Discharge valve

Chapter 9

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Dust Collector

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CM 760/780

Important information: General Proper installation, operation, and maintenance are essential for the system to operate efficiently. Dust and drill cuttings are collected at the pick-up pot. From the pick-up pot, the material passes through the suction hose to the Pre-skimmer or Cyclone Separator. At this point, 50 to 80 % of the material will drop out. The remaining fine dust will pass through the suction hose to the dust collector cabinet itself. The dust will be filtered out and drop from the drop-out chute. The filters are continually cleaned by the pulsing system. It is necessary to maintain the filters in good condition so the dust collector system can perform its function efficiently. Pick-up Pot The pick-up pot is the first component to handle the material from the hole. The drill cuttings are carried up the hole by air discharged from the bit. The seals in the pick-up pot are designed to interrupt the momentum of the air and cuttings. The pot should be positioned one (1) to two (2) inches (.4-.8 cm.) above the drilling surface. This is important so that two parts of fresh air mix with one part of air and cuttings coming from the hole. This assures adequate velocity of the air and cuttings passing through the suction hoses. If the velocity is too low, plugging of the suction hoses may occur. The dust pot seals must be maintained so this component can perform it task properly. Pre-skimmer/Cyclone Separator The pre-skimmer is the second component in the dust collection chain. 50 to 80 % of the material coming from the drilled hole is discharged here. This component is very efficient and relatively maintenance free. For the pre-skimmer to perform efficiently, it cannot be operated at an angle of more than 150 from the vertical position. A worn suction hose or dump valve at the bottom of the preskimmer will degrade the performance of the unit. Filters

Chapter 9

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CM 760/780

Filter life, with proper care, should be approximately 200 hours. However, operating with wet conditions i.e. the dust collector being used when drilling with wet hole conditions, can ruin the filters. If water is encountered in the hole, the dust collector should be shut off. If the filters are wet, they should be removed and allowed to dry. A worn filter will allow dust to by-pass into the clean chamber of the collector. If dust is observed at the blower discharge, the unit should be shut off and new filters installed. Continuing to operate with dust discharging can damage the fan wheel and fan motor. When replacing the filters, always be sure that the gasket is evenly compressed to approximately 5/16” (8mm) thick. Fan motor The fan motor is a highly efficient fixed displacement gear motor with special bearing designed for fan operation. Keeping the hydraulic fluid clean is a very important factor in long motor life. Follow the maintenance schedule for this unit. The motor must never be operated at a greater speed than 3550-3750 RPM on the CM 760 and 2750-2900 RPM on the CM 780 nor a pressure greater than 2000 PSI. The exact speed should be set with a reed tachometer. These settings should correlate to the manometer readings discussed earlier in this chapter. The manometer can be utilized as a quick field check of the fan speed and filter condition. The fan motor is secured with six- (6) ½”X1-1/2” unc. bolts tightened to a torque of 70 lbs.-ft (95N.m). Use Loctite 242 on the bolt threads. These bolts MUST to checked when the unit is delivered, after 40 hours of usage and every three months thereafter. The mating surface between the motor and the mounting plate must be clean; dirt, oil and paint free to ensure correct seating of the motor. Fan Wheel The fan wheel is mounted to the motor shaft with a single ½”-20 bolt and bevel washer. This bolt must be tightened to a torque of 75 lbs.ft. (102 N.M.). This bolt must be checked after the first 40 hours of operation and every three months thereafter.

Chapter 9

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Dust Collector

Service Training Manual

CM 760/780

Each fan wheel is statically and dynamically balanced at the factor. If the wheel is damaged, altered, or foreign material accumulates on the blades, the balance will be affected and vibration will result. Failure to correct this condition will result in failure of the fan wheel. The motor must be connected so fan wheel rotation is CW viewed from the top of the unit. Electronic Timer On earlier units the timer is located within a sealed timer box on the boom side of the dust collector cabinet. Care should be taken so water is not allowed to enter the box. Water in the timer box will lead to failure of the of the timer card. On later units, the timer was relocated inside of the upper panel cover. On either version, the timer is protected with an in-line 5 amp. fuse. The “On Time” setting is the duration of the pulse jet of cleaning air supplied to each filter. This is factory set at .1 to .2 seconds. The “Off Time” is the time between pulses. This should be set for 5 to 10 seconds depending on the volume of cuttings being generated. L.E.D. indicating lights are provided to visually check power on voltage at each timer station. It is important to note that the pulsing system only pulses one filter at a time in sequence, The timer board is insulated from the cabinet; however, WELDING anywhere on the unit can feed voltage through the ground connection and damage the timer board. The timer board should be disconnected at any time that welding is done on the unit. Pneumatics Air Filter/Regulator: The dust collector is equipped with a combination air filter/regulator assembly. The separator must be drained daily. If 7a small amount of compressor fluid were noted in the discharge from the separator, this would be considered normal. If the amount of fluid observed increases noticeably, this may indicate excessive oil carry-over from the compressor. The air pressure regulator should be set at 60 PSI (2.75 and 4 Bar).

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CM 760/780

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

Chapter 9

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Dust Collector

Service Training Manual

CM 760/780

Rod changing controls The rod changing (ARC) functions are supplied fluid from the auxiliary pump mounted on the PTO on the side of the engine. Fluid from this pump supplies the centralizer, dust hood, dust collector fan motor as well as the rod changer valves. The rod changer requires seven hydraulic functions for its operation. The rod changer control valve that is mounted on the boom includes the rod arm swing, rod clamp, and carousel doors and breakout fork functions. This valve manifold also has an optional section for a guide winch. The auxiliary control valve located in the engine enclosure contains the rod lock sleeve function and carousel rotation functions. This manifold also provides for optional rear jacks and a ground winch. The dust hood and centralizer functions are found in a three-section solenoid valve located on the front panel of the enclosure. 1500 PSI (102 Bar). To Boom control valve bank

To Dust Collector Motor To inlet port of Rod Lock Sleeve pressure reducing valve

To Rod Changer Valves

B3

A3

B2

A2

B1

A1

3

15.47 In. 58 LPM

Auxiliary pump 3

1.37 in 22cc 3800 PSI 260 Bar Dust Collector Rod Changer

Chapter 10

Centralizer

Relief valve

Dust Hood

Page 1

Rod Changer

Service Training Manual

CM 760/780

Note: Because of circuit back pressure, the pressure at the inlet port connection between the auxiliary pump and the rod lock sleeve inlet, the minimum pressure will be approximately 500 PSI (34 Bar).

Chapter 10

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Rod Changer

Service Training Manual

CM 760/780

Air Connection

Pressure from Auxiliary Pump

Carousel Rotation Motor

Rotary Pressure in this line will normally be at least 500 PSI (34 Bar) which is adequate to operate the rod lock sleeve.

RR

FR

Motor

D

RLE

Rod Lock

.030

RLR ARC/DC Valve

EP

RLR1

A2

IP Chain

P

1500 PSI

A3 Carousel Rotation

B3

A4 Rear Jack (opt)

B4

A5

B5

Ground Winch (opt)

100 Bar

3400 PSI 234 Bar

Wrench

B2

450 PSI 31 Bar

T

Auxiliary control valve (rod lock sleeve, carousel rotation)

Chapter 10

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Rod Changer

Service Training Manual

CM 760/780

CAROUSEL ROTATION The third valve in the auxiliary control valve manifold controls carousel rotation. The rotary motor is speed controlled. This is accomplished through the use of a check valve inlet and an adjustable meter out orifice for each direction of the motor. The carousel will rotate in both CW and CCW. The carousel rotation control in the cab is a dual-purpose switch. The push button portion of the switch initiates the rotation of the carousel and the ring portion of the switch controls direction of rotation. Rod Lock Sleeve System To facilitate the pipe handling system on the CM 760/780, the rotary head is equipped with an extendable sleeve that slips over the square end of the drill pipe behind the male thread. This is required when removing the pipe from a drilled hole. At this time, the pipe joint under the rotary head is loosened slightly so the sleeve can be extended over the square end. The breakout fork is extended to engage the lower pipe and the joint is loosened and uncoupled so the pipe can be placed back into the carousel. At this time full reverse torque can be applied to loosen the joint through the rod lock sleeve. There is a constant pressure maintained on the sleeve retract side of the sleeve. This pressure is supplied through the auxiliary control valve. The valve is located in the engine enclosure behind the operator’s cab. The rod lock sleeve section of the manifold is essentially separate from the other functions of the manifold. Pressure is supplied to the rod lock sleeve from the auxiliary pump. This pressure is directed from the outlet of the pump before its connection to the three-section valve. This pressure is directed to a pressure-reducing valve located in the manifold. The pressurereducing valve is set at 450 PSI (31 Bar). This pressure is directed to the bottom of the rod lock sleeve holding it in the retract position. There is a .030 orifice in the sleeve that allows fluid to bleed to the top of the sleeve. This warms the sleeve when the fluid is cold and also prevents overheating of the front of the rotary head during drilling. The pressure on the bottom of the sleeve also prevents the sleeve from drifting down during drilling.

Chapter 10

Page 4

Rod Changer

P

1500 PSI 100 Bar

TP1

Chapter 10

Page 5 Breakout Fork

500 PSI 34 Bar

SB1

SB

SB2

A2

GB

GB1

B2

GB2 SA2

Rod Arm Swing

SA

SA1

GA

A3

GA2

Rod Clamp

GA1

B3

PS

PR SW

D

DB1

B4

Carousel Doors

A4

DA

Sequence Valve

DA1

DB2

Guide Winch

A5

T

B5

Optional Guide Winch

DB

DA2

Service Training Manual CM 760/780

Rod Changer

Service Training Manual

CM 760/780

Breakout fork Extend 500 PSI (34 Bar)

TP1

Pressure reducing Valve 1500 PSI (103 Bar)

Chapter 10

Page 6

Rod Changer

Service Training Manual

CM 760/780

The drawing on the previous page shows the functions controlled by the rod changer control valve. This valve manifold is mounted on the right-hand side of the boom. This manifold has 5 solenoid valves with the last one used for the guide winch option. The auxiliary pump on the side of the engine supplies the manifold. The incoming fluid passes through a pressure-reducing valve. This valve reduces the incoming pressure to 1500 PSI (103 Bar). There is a pressure switch connected to the rod clamp side of the clamp circuit. This pressure switch energizes the carousel door open circuit to automatically open the doors when the clamp is energized. There is also a second manifold mounted at the bottom of the rod changer. This manifold contains several pilot check valves as well as a sequence valve that is used to adjust the proper time of the door opening function. All of the solenoid valves mounted on the manifold are closed center valves (inlet blocked when the valve is in neutral). This means that pump pressure is dead-headed when the rod changer is activated.

Carousel door sequence valve

Chapter 10

Page 7

Rod Changer

Service Training Manual

CM 760/780

Rod Arm Swing Hydraulic fluid for the rod arm swing function is directed to the automatic rod changer manifold (ARC). The ARC manifold is located at the base of the rod carousel mount. There is a pair of pilot operated check valves located in the ARC manifold. These check valves prevent the arms from drifting, particularly when the unit is tramming. The manifold also splits fluid flow to supply the top and bottom rod arm swing cylinders. Rod Clamp and Carousel Doors The rod clamp and carousel door circuits are interconnected both electrically and hydraulically. For this reason they will be discussed in the same section of this manual. When the clamp solenoid is energized to the clamp position, fluid is directed from the B3 port of the rod changer control valve to the GA port of the ARC manifold. In the ARC manifold the fluid is split to supply the upper and lower clamp cylinders. The clamp cylinders are extended and tightly grip the rod. Within the ARC manifold, the fluid to the bottom clamp cylinder passes through a pilot operated check valve. This check valve will trap some pressure in the lower cylinder even if the rod clamp control lever is returned to the neutral position. When the control lever is placed in neutral the rod clamps are in the soft clamp position. There is a pressure switch that is preset to shift at 1500 PSI (103 Bar) connected to the B3 port of the rod changer control valve. The pressure switch is a three-wire switch. Voltage is supplied to the common terminal of the switch when the rod changer circuits are activated in the operator’s cab. If at this time, the rod clamps are open or in the neutral position, current is directed to the door close solenoid. The carousel door cylinders will be pressurized to remain closed at this time. When the rod clamps are activated to clamp a pipe, the contacts in the pressure switch shift to direct current to the door open solenoid. Once the carousel doors are open, a drill pipe can be taken out of or placed into the carouse. When the clamp pressure is released, the pressure-switch contacts shift back and the doors close.

Chapter 10

Page 8

Rod Changer

Service Training Manual

CM 760/780

Up to this point we have discussed only the electrical logic of these circuits. Hydraulically, there is a sequence valve located in the ARC manifold that is controlled by pilot pressure from the rod clamp circuit. As the rod is clamped and held by the grippers the pressure which is created in the clamp circuit is used to open the sequence valve which allows fluid to the rod end of the door cylinders. Thus the doors will not open until the rod is gripped tightly. This prevents the accidental loss of a rod out of the carousel. Once the rod is gripped it can be moved out of the carousel and under the rotary head for coupling to the drill string. This is done by moving the carousel clamp control lever to the right that retracts the hydraulic cylinders that control movement of the rod swing arm. A drill rod is returned to the carousel by reversing the procedure. Breakout Fork The breakout fork is used to hold the drill rods in the hole while a rod is being added or taken off. The fork is extended by reduced hydraulic pressure at 500 PSI (34 Bar) and retracted by the normal hydraulic pressure available at the rod changer control valve. There is a proximity switch located at the top of swing arm assembly. When the arms are in the carousel position, the proximity switch is open. This allows the breakout fork to be operated in or out. When the arms are moved out of the carousel, the proximity switch closes and prevents the breakout fork from being withdrawn. This is a safety system to (1) prevent drilling to resume, drilling through the swing arms, or (2) withdrawing the breakout fork without the head connected to the drill pipe, dropping the pipe down the drilled hole. Hydraulic centralizer The valve bank shown on page 1 of this chapter controls the hydraulic centralizer. It is an open center solenoid valve and is controlled by the centralizer switch in the cab. The centralizer has two hydraulic cylinders mounted at the bottom of the drill guide.

Chapter 10

Page 9

Rod Changer

Service Training Manual

CM 760/780

Dust Hood The valve bank on page 1 of this chapter also controls the dust hood. An electric switch in the operator’s cab activates it. Adjustments IMPORTANT: ALL ADJUSTMENTS MUST BE MADE WITH THE MACHINE AT NORMAL OPERATING TEMPERATURE. There are only minimal adjustments required to the rod changer system. The rod changer control valve manifold requires a pressure setting of 1500 PSI (102 Bar). To check and set this pressure install a 3000 PSI (200 Bar) test gauge at the TP1 port of the rod changer control valve manifold (mounted on the right side of the boom). Start the unit and place the switch in the cab in the rod changer position. This will direct fluid to both of the rod changer valve manifolds. The test gauge at TP1 will indicate the setting of the pressure-reducing valve located at the inlet of the manifold. Turn the adjusting screw in (cw) to increase the setting and out (ccw) to decrease the setting. The carousel door sequence valve may require adjustment periodically. Rather than using a pressure setting for this valve it is best to use a trial and error method for adjusting. Have an assistant or the drill operator in the cab to operate the clamp lever, observe the doors. They should not open until the clamp is fully engaged. The sequence valve adjustment is found in the ARC manifold located at the base of the carousel. Turning the adjustment screw in (CW) will delay the door opening and turning it out (CCW) will reduce the delay for opening the doors. The sequence valve should not allow the doors to open until the drill rod is firmly gripped. The carousel rotation motor is also located at the base of the ARC. There is a motor control mounted directly to it. The motor speed is preset at the factory and should not require adjustment.

Chapter 10

Page 10

Rod Changer

Service Training Manual

CM 760/780

Motor control manifold.

Drive motor & valve

Carousel stop proximity switch

Chapter 10

Page 11

Rod Changer

Service Training Manual

CM760/780

Electrical Control Circuits Explained One of the main difference between the electrical control circuit for the 760/780 crawler drilling rigs and that for all previous manufactured IR crawler drilling rigs is the use of the Tie II electronic engine. Engine throttle control and fuel controls are done through the engine ECM (Electronic Control Module) and associated control system. Engine operational parameters are monitored through digital EMS gauge that is linked to the engine ECM through CAT-link bus line. More engine operation information can be obtained through using the gauge than all previously used systems. No external gauges, sensors, fuel solenoid and mechanical throttle control devices are needed for the electronic engine and this is in addition to better fuel efficiency and cleaner emission. No engine oil pressure bypass circuit is needed for starting the engine because it is done through the engine ECM. There are some interlock mechanisms implemented in the electrical system in conjunction with the hydraulic controls. Some of these interlocks have been used for previous crawler models and some of them are unique and new to 760/780 rigs. Most of controls are straightforward by using a switching device to control a solenoid coil or any electrical device and these will not be explained here. Following pages will show some more complicated controls or interlocks used in the electrical control system. Sketches shown are simplified for clarity. Red colored lines represent ‘hot’ wires while blue colored lines represent ground wires.

Chapter 11

Page 1

Electrical systems

Service Training Manual

CM760/780

1. Circuit Protection System A battery switch is used in the circuit to completely disconnect the battery from the system whenever welding job need to be done on any part of the rig. Whenever the rig was parked for an extended period of time, this switch must be turned off to conserve the battery power. A total of 13 fuses and a short piece of fusible link are used for protecting wires and the power source. FS0 is the fusible link which is directly attached to the alternator terminal. This is to protect the power cable that goes into the cab and the alternator from overload damage. FS1 and FS2 are directly connected to the alternator and provide unswitched power to the key switch and the engine ECM. The rest of the fuses can be switched on and off through the main power relay. Details of the circuits that the fuses are protecting can be seen in the electrical schematic. Following sketch shows the simplified circuit protection wiring. NO 15

ON

EN

GND

KEY SWITCH

1

FS1

OFF

L FS2

2 15A

FS6

6

FS7

7

FS8

8

FS9

9

BATTERY DISCONNECT SWITCH

B

ALTERNATOR

GND

15A 5

B

1G S

4

FS5

-

10A

30A FS4

+

50A

ACC 3

BATTERIES

FUSIBLE LINK FS0

GROUND

FS3

+24 VDC

111

129

MAIN POWER RELAY NC IN

N

G START MOTOR

25A

24VDC POWER

15A 15A 15A 10A FS10 10 10A FS11 11 15A FS12

12

FS13

13

10A 20A

Chapter 11

20A

Page 2

Electrical systems

Service Training Manual

CM760/780

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

ON

15 GND

EN

1

FS1 10A

ACC

IN

3

39

NC NO

START

TRAM 40

BATTERY DISCONNECT SWITCH

Start Relay

OFF

30A

+

50A

L 110

B

1G S

ALTERNATOR

B GND

14 EN

DRILL DRILL/TRAM SELECTOR

GND

N

G START MOTOR

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

Chapter 11

Page 3

Electrical systems

GROUND

FS3

KEY SWITCH

129

NO

BATTERIES

FUSIBLE LINK FS0

111

+24 VDC

Service Training Manual

CM760/780

COLD START RELAY

INJECTION SOLENOID

87A FS10

71

10 30

10A ENGINE ECM

87

86

85

INJECTION OVERRIDE

GROUND

+24 VDC

4. Engine ECM Power Requirement Engine ECM is a specialized microprocessor based electronic controller and requires power to make it work. There is a series of sensors and actuators connected to the ECM for monitoring the engine operation and to activate the controls when necessary. These sensors and actuators require electrical power to work. Two power sources are required for the ECM, one is unswitched power and the other is switched power. Both power sources are required for the ECM to operate and to crank the engine. The ground to the ECM is connected through the ECM casing to the engine block and no additional ground wire for the ECM is required. The engine block is grounded to the battery negative terminal through a dedicated grounding cable. If the ECM was not working properly due to improper power supply or any other reason the engine is prevented from cranking and starting. The following sketch shows how the power is supplied to the ECM. NO GND

15 EN

ON

KEY SWITCH

BATTERIES

FUSIBLE LINK FS0

+24 VDC

111

+

50A 1

129

MAIN POWER RELAY NC IN

FS1

BATTERY DISCONNECT SWITCH

10A

ACC

FS2

2

(1)

15A

(31)

B

1G

ALTERNATOR

GROUND

L

OFF

GND

(32) FS4 15A

Chapter 11

Page 4

4

(26)

Electrical systems

Service Training Manual

CM760/780

5. Engine Information System The engine ECM has powerful diagnostic capabilities that can adjust operation parameters such as engine speed or even shut down the engine. Each time the power is turned on, the ECM will conduct a through check of engine parameters and prevent the engine from starting if there are any fatal faults in the system. This is in addition to optimizing engine performance through its sophisticated sensing and control systems. The engine ECM monitors all engine operational parameters and sends them through Caterpillar’s proprietary Catlink bus line. Caterpillar EMS gauges and two LED lamps are used on CM rigs for displaying engine operational parameters and diagnostic information. The EMS gauge will obtain engine information through the Catlink bus and send it to the quad gauge to display the engine operation information. One LED lamp is directly connected to the engine ECM to display diagnostic information (flash code). Another LED lamp is connected to the EMS to display the warning signal if there is any fault in the engine. An SPDT toggle switch is used for scrolling the engine information displayed on the EMS screen. A pressure transducer is also connected to the engine ECM to monitor hydraulic return manifold pressure. The pressure value can be viewed from the EMS screen. Return oil Pressure Transducer

24 VDC POWER

FS12

12

10A

45

(14)

132

B

(33)

55

L

ENGINE ECM

(15)

130

C

DIAGOSTIC LAMP

131

A

(24)

(7)

(6)

20

21

B (20)

CONNECTED TO SERVICE TOOL

H

(14)

(23)

A

(1)

45

QUAD GAUGE

(5) (3) (1) (4) (2)

69 72

74 73

(15) (25) (34) (35)

CATERPILLAR EMS GAUGE

(5)

J

(33) (13)

223 80 79

FWD. SCROLL DISPLAY

REV.

81 WARNING LAMP

L

(2) (22)

GND

Chapter 11

Page 5

Electrical systems

Service Training Manual

CM760/780

6. Engine Speed Control for CM760D & CM780D rigs use a different scheme for controlling engine speed because continuous speed adjustment is required for this type of machine. A throttle control knob (throttle position sensor) is used in conjunction with a toggle switch, a hydraulic pressure switch and an air control signal in the system. The software (Caterpillar ET program) is used to preset low and high idle speed. Intermediate idle speed need to be set at same as low idle speed for this rig. PTO control is not enabled that pin #29 of the engine ECM is not grounded in this system. The throttle position sensor requires 24V dc power and ground and will provide a signal to pin #10 on the engine ECM. The intermediate speed control is done through ground pin #28 on the engine ECM. Here is how this system works; when the idle speed control toggle switch was at high idle position, the throttle position sensor can continuously adjust the engine speed from low idle to high idle speed. Turning the idle speed control toggle switch will ground pin #28 on the Engine ECM through terminal 4 and terminal 12 of the relay if no air or hydraulic functions were activated. The engine will then run at preset intermediate speed that is the same as the low idle speed. When either any hydraulic functions was activated or air was turned on, the relay will be energized and the contact between terminal 12 and terminal 4 of the relay will be open. The engine will run at whatever speed set by the throttle position sensor. There are two set crews on the throttle position sensor and they can be used to mechanically limit the low and high idle speed. A hydraulic pressure switch with normally open contact is installed in the hydraulic load sensing line and is same as on the CM760/780 rigs. The air control signal is accomplished by using the air control switch signal through a diode. The air control signal is primarily used for activate the air on/off solenoid and controlling a drill hour gauge. A diode is used to prevent the hydraulic pressure switch signal turning on the air and the drill hour gauge. See drawing on the following page:

Chapter 11

Page 6

Electrical systems

Service Training Manual 24 VDC

10A

FS12

CM760/780

12

A B

(10)

Throttle Position Sensor

ENGINE ECM

C RAMP DOWN 5

RAMP UP

(28)

Intermediate Idle Speed

12 8

2

24 VDC from Drill Relay

24 VDC

14

58A 3 1 Pump Loading Pressure Switch

GROUND

24 VDC

4

13

Throttle Control Relay Drill Hour Meter

Air off

Air on Solenoid

Air on

7. Emergency Shut Down System The difference between the previous engine shut down system and the current electronic engine is the use of an ECM that shuts down the engine while the non-electronic engines use the fuel solenoid to cut off the fuel supply to shut down the engine. Grounding pin #27 on the engine ECM will shut down the engine, for the engine to run, pin #27 must be isolated from ground. As with previous units, the shutdown system consists of the hydraulic fluid temperature switch, compressor high temperature shutdown, separator reservoir shutdown but does not include an engine oil pressure shutdown switch. These switches are all normally closed. The engine ECM monitors the engine oil pressure directly. The emergency stop rope switch on the drill guide is also in series with the shutdown switches. In addition to the shutdown circuits, there are three emergency stop switches. They are two e-stops in the engine enclosure and one estop in the operator’s cab. The e-stop switches are normally open. See drawing on the following page:

Chapter 11

Page 7

Electrical systems

Service Training Manual

KEY SWITCH

24 VDC 1

FS1

40

10A

CM760/780

ECM

ON

E-STOP IN CAB E-STOP IN ENCLOSURE

START 39 DRILL DRILL/TRAM SELECTOR

9

E-STOP IN ENCLOSURE

13 1

DRILL RELAY 5

10A

9

180o F o 82 C

9

TO DRILL FUNCTIONS

5

1

o

248 F 120o C

13 14 SHUTDOWN RELAY

11

15A

HYDRAULIC FLUID TEMPERATURE SWITCH

COMPRESSOR HIGH TEMPERATURE SWITCH

GROUND

14

OFF

FS11

63

TRAM

ACC

FS9

(27)

SEPARATOR TANK THERMAL SWITCH

E-STOP ON DRILL GUIDE

If any of the e-stop switches, except for the rope switch on the drill guide, are closed #27 on the ECM is grounded and the engine stops. If any of the NO shutdown switches close, the shutdown relay contacts open connecting #27 on the ECM to ground and the engine shuts down. 8. Air Conditioning System Control Below is a schematic of the air conditioner electrical circuit. 87A CONDENSER FAN FS8

30

8

87

M

15A 24 VDC

151 85 86 CONDENSER RELAY FS5

5

MOTOR VALVE

BLOWER CONTROL

MOTOR DRIVE

152

245

M

Chapter 11

BLOWER MOTOR

Page 8

L

A/C PRESSURE SWITCH

A/C CLUTCH SOLENOID

GROUND

25A

Electrical systems

Service Training Manual

CM760/780

9. Breakout fork Extend and Carousel Swing Arm Interlock The breakout fork used to hold the pipe during pipe changes interlocks with the swing arms of the pipe changer. FS11 11 FS9

9

215

10A

Breakout fork extend switch 1

Carousel Swing Arm Proximity Switch 1

42

13 14 Breakout Fork* Relay

9

14

89 Breakout fork extend solenoid

9

67

5 108

70

5

GROUND

24 VDC

10A

DRILL RELAY

13

*This relay is referred to on the machine schematic as the centralizer relay

Wire # 42 at the Drill relay comes from the drill/tram selector switch in cab

10. Fast Feed up Stop Control The fast feed circuit used on the 760/780 also incorporates a fast feed stop feature. When fast feed up is being used, and the rotary head energizes the proximity switch at the top of the drill guide, the feed stop solenoid is energized. This hydraulically blocks incoming pilot pressure to the feed valve and vents pressure in the line to the valve to tank. This effectively stops the travel of the rotary head before it can strike the top of the guide. 210 82

FAST FEED SWITCH

FEED STOP PROXIMITY SWITCH

Chapter 11

FAST FEED UP

5 73

108

FAST FEED STOP 76

1

9 14

13 FEED STOP RELAY

Page 9

GROUND

24 VDC

108

Electrical systems

Service Training Manual

CM760/780

11. Flushing Air Control The compressor requires considerable horsepower from the engine when making high-pressure air. To prevent the compressor from making high-pressure air when not needed especially when in rod change mode, the high pressure air control switch is connected to the solenoid through the normally closed contact of the rod changer relay. When rod changer/ dust collector switch is switched to rod changer mode, the rod changer relay is energized and the power goes to the high air pressure solenoid is cut off. The compressor will stop making high-pressure air and so reduce the engine load. 321/85 High Air Switch

High Air Solenoid

1

ROD CHANGER

78

5 9 14

324K

GROUND

85/232/77

13

ROD CHANGER RELAY

DUST COLLECTOR

13. Carousel Rotation Control Carousel rotation system is comprised of one proximity sensor, two SPDT relays, one SPDT latching relay, one diode and a special rotary-push button switch. They are connected as show in the diagram on the following page. When the carousel is at rest position, the index proximity sensor senses the index point and closes its contact, the index relay is energized and the latching relay is in the reset mode. The index proximity sensor is found at the bottom of the carousel mechanism. At this time no current is directed to either of the carousel rotation solenoids or the index unlock solenoid. When the push-button is depressed, terminal 7 and 8 on the switch make contact and current is then directed to the selected carousel rotation (CW or CCW) solenoid and the index unlock solenoid. The carousel will then begin to rotate. When the index point is rotated away from the index proximity sensor, the proximity sensor contact will open and

Chapter 11

Page 10

Electrical systems

Service Training Manual

CM760/780

the index relay will be de-energized. Current is supplied through the contacts of the index relay to the reset relay. In turn the contacts in the reset relay close sending current to set the latching relay. This breaks the contact between its terminals 1 and 10. Power to the carousel rotation solenoids is supplied through terminal 9 and 1 on the index relay and the diode. When the push button is released at this time, power will be supplied continuously to the carousel rotation solenoid without interruption. When the carousel rotates to another index point, the index proximity sensor will close its contact again and energize the index relay that in turn breaks the contact between its terminal 9 and 1. The current going to the carousel rotation solenoid is interrupted. Power supplied to the reset relay is also interrupted. Power is supplied to the reset terminal of the latching relay and the relay is reset. If the push button is not released before the carousel rotates to the next index point, the index relay will interrupt the current to the carousel rotation solenoid. The latching relay is not reset. To reset the latching relay, the push button must be released.

Chapter 11

Page 11

Electrical systems

Service Training Manual

CM760/780

CAROUSEL STOPPED AT INDEX POINT-ROD CLAMP OPEN

10

5 124 36

JAW OPEN PRESSURE SWITCH

13 9

9 13

14

INDEX UNLOCK

LATCHING RELAY

1

6

9

68

14

ROD INDEX PROXIMITY SENSOR

7

DIODE

5 108

1

12

33

24 VDC

105

SET

RESET 14

INDEX RELAY

5

8

35

2

1

CAROUSEL ROTATE CW

4

4

CAROUSEL ROTATE CCW

ROTATION DIRECTION

ROTATION PUSH BUTTON SWITCH

GROUND

104

RESET RELAY

125

34

5 1

13

CAROUSEL STARTED BY DEPRESSING ROTATION BUTTON

10

1 5 124

JAW OPEN PRESSURE SWITCH

13

12

9

9 13

14

36

INDEX UNLOCK

LATCHING RELAY

1

6

9

68

14

ROD INDEX PROXIMITY SENSOR

7

DIODE

5 108

1

RESET 14

33

24 VDC

105

SET

INDEX RELAY

5

8

35

2

1

CAROUSEL ROTATE CW

4

4

CAROUSEL ROTATE CCW

ROTATION DIRECTION

ROTATION PUSH BUTTON SWITCH

GROUND

104

RESET RELAY

125

34

5

13

CAROUSEL ROTATING AND PROX SWITCH DE-ENERGIZED

10

1 5

24 VDC

105

36

JAW OPEN PRESSURE SWITCH

13

14

1 13

12

9 INDEX UNLOCK

LATCHING RELAY

1 DIODE

5 108

SET

RESET 14

68

9

6

5

ROTATION PUSH BUTTON SWITCH

7 35

8

2

1

CAROUSEL ROTATE CW

4

4

CAROUSEL ROTATE CCW

ROTATION DIRECTION

14 13 INDEX ROD INDEX RELAY PROXIMITY SENSOR

Chapter 11

Page 12

Electrical systems

GROUND

104

9

33

124

RESET RELAY

125

34

5

Service Training Manual

CM760/780

CAROUSEL ROTATING AND PROX SWITCH DE-ENERGIZED ROTATION BUTTON RELEASED

10

1 5 124

JAW OPEN PRESSURE SWITCH

13 9

9 13

14

36 1

6 INDEX RELAY

5

125

SET

13

12

9

9 13

14

33

6 INDEX RELAY

5

125

9 13

14

33

24 VDC

RESET RELAY

36

SET

4

4

CAROUSEL ROTATE CCW

34

1

RESET 14

13

12

9 INDEX UNLOCK

LATCHING RELAY

DIODE

5 6

9

ROD INDEX PROXIMITY SENSOR

CAROUSEL ROTATE CW

ROTATION DIRECTION

1

14

1

5

124

Chapter 11

35

2

10

5

68

8

13

1

108

7

ROTATION PUSH BUTTON SWITCH

CAROUSEL ROTATED TO NEXT INDEX POSITION PROXIMITY SENSON RE-ENERGIZED ROTATE BUTTON STILL DEPRESSED

JAW OPEN PRESSURE SWITCH

CAROUSEL ROTATE CCW

INDEX UNLOCK

DIODE

9

105

4

LATCHING RELAY

5

104

1

RESET 14

1

ROD INDEX PROXIMITY SENSOR

4

ROTATION DIRECTION

INDEX RELAY

5

ROTATION PUSH BUTTON SWITCH

7 35

8

2

1

CAROUSEL ROTATE CW

4

4

CAROUSEL ROTATE CCW

ROTATION DIRECTION

13

Page 13

Electrical systems

GROUND

24 VDC

RESET RELAY

36

14

CAROUSEL ROTATE CW

5

124

68

1

10

5

108

2

13

1

JAW OPEN PRESSURE SWITCH

35

ROTATION PUSH BUTTON SWITCH

CAROUSEL ROTATED TO NEXT INDEX POSITION PROXIMITY SENSON RE-ENERGIZED ROTATE BUTTON RELEASED

105

8

34

ROD INDEX PROXIMITY SENSOR

7

DIODE

9

68

14

104

INDEX UNLOCK

LATCHING RELAY

5 108

1

12

33

24 VDC

105

SET

RESET 14

GROUND

104

RESET RELAY

125

34

5

Service Training Manual

CM760/780

DHD DRILLING BASIC RULES FOR OPTIMUM DRILLING 1. Be sure that the drill guide (mast) is well supported on the ground with sufficient weight to prevent the drill guide from lifting when feed pressure is applied. A floating drill guide foot will lead to hole misalignment. 2. Collar (start) the hole carefully with the centralizer closed around the hammer. This helps a great deal in obtaining a straight hole. Close the centralizer around the drill pipe as soon as the DHD passes through. 3. If the material being drilled is soft or broken on top the rotation can be operated in the 90 to 120 rpm range. This will frequently help in drilling down to harder and more competent material. As soon as solid rock is encountered the rotation speed should be reduced appropriately for the type of material being drilled. Rotation will normally be in the 40 to 80 RPM range with softer rock being drilled with the higher rotation speed. CAUTION: Over rotating the hammer will cause premature wear to the bit buttons. Always adjust the feed and rotation to obtain the smoothest operation of the drill string. 4. The feed control allows full control of the feed speed. Use this control to allow the bit to find its way through the soft and broken ground. Never use fast feed when drilling; the fast feed function does not have controlled pressure and bending or breaking of the drill pipe could be the result. 5. Use the low air pressure position for drilling through overburden and broken ground. This will help in holding the side walls of the hole. Water injection with drilling foam is also very helpful in holding the side wall of the hole. 6. Feed pressure is actually determined by the amount of weight applied to the bit. A general rule is that 400 to 500 Lbs. of weight be applied for each 1” of bit diameter. Remember that the rotary head, starter rod and hammer will weigh approximately 500 Lbs. This must Chapter 12

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Drilling Information

Service Training Manual

CM760/780

be considered when determining the feed force. The CM 695 feed develops 300 Lbs. of force for each 100 PSI of pressure on the feed gauge. Using the guidelines noted above, a five-inch bit would require 500 to 660 PSI of feed pressure. Example: 5” bit X 400 Lbs. of force=2000 Lbs. of force required on the bit - 500 Lbs. (weight of the rotary head, starter pipe and hammer) = 1500 Lbs. of weight required. 1500 ÷ 300 (Lbs. of force per 100 PSI on feed pressure gauge) = 500 PSI. Always set the feed pressure and rotation speed to obtain smooth operation of the drill string. Excessive rotation speed and feed pressure result in premature bit wear and undo wear and tear on the drill pipe and hammer.

Chapter 12

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Drilling Information