SV510 Technical [PDF]

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Service and Operation for SV505/510 How They Work By Gerry Petty Cell 770 712 6168 Email [email protected]



Types T / Pad Foot Drum Used primarily in clay, other cohesive soils



D / Smooth Drum



TF / Combo Drum A pad foot drum with a smooth 2 piece shell bolted on



TB/ Pad Foot with a Blade



Scrapers Below, a double row of T drum scraper bars , this is the only way to run two sets of bars, if these bars are installed behind the drum as they were in the past, dried packed dirt can break the mounting brackets off. Normally only the upper set of bars are needed.



Only D models (smooth drum)should have scrapers mounted here, behind the drum.



Below, D drum scraper bars. It only looks like its touching, allow one half inch of clearance.



A TF drum (combo) comes with both styles of scraper bars. They can be stored on the roller as shown. Scrapers should be adjusted to within one half inch away from the drum.



TF Drums • Sakai Combo drums are a good way to gain more utilization from a single machine. • Over 4000 pounds is added to the drum, this is good for compaction but reduces travel performance on slopes. The larger diameter reduces torque to the ground and conversely increases speed. • To install shell kit, clean / scrape all surfaces down to the paint. The mounting flange should make full contact with the drum. If the shell halves only contact the drum at the shells 4 corners the corners must be trimmed. If the shell is resting on four tiny points (corners) it can’t be pried into bolt hole alignment. • Use best hardware available, only heavy washers. Torque to 220 ft lbs. These can be a Bear to install. Don’t be afraid to trim holes if it’s OK with the owner. I suggest only trimming the shell flange, not the drum.



General maintenance is simple. For details see the operator manual or the Service Chart. Not mentioned in the chart but very important is keeping the cooling system clean.



Access to the oil cooler, CAC and radiator is through the cover behind the seat. All machine functions are hydraulic so its important to keep the coolers clean to promote long life. The trouble you will get from stopped up coolers is generally very expensive and irreversible once it shows up. A single plastic grocery bag sucked over the cooler can cause big problems, always check for obstructions by looking through the top door.



The coolers/ radiator can be inspected from the top cover, behind the seat. Coolant over flow bottle is at the top of the picture.



If the maintenance dash light comes on, drain water from the separator petcock on the bottom of the filter. Then bleed the connection at the main fuel filter. A good practice would be to also drain the tank trap at the same time.



The fuel tank is all metal, keep rental machines full of fuel and drain the trash trap regularly. Older 505 & 510’s with tier 2 Cummins power and tier 1 Isuzu engines also have screens at the fuel filter inlet banjo fittings. Older machines may also have inline trash screens above the fuel tank. Trash in the fuel system is the number one cause of trouble from these machines when rented.



Air filters are two stage, we do not recommend blowing out air filters, there is great opportunity to ruin the engine , never remove the inner filter unless there is a new one to install.



There is no seal at the air filter inlet tube to the filter housing, the filters themselves seal to the inside and outside circumference of the tube inside the housing, a loose fit of this tube to the housing will not allow dirt into the system.



Check security of CAC hose clamps, they have been known to blow off. The machine will be weak and noise made by the leak will be noticeable.



There are only 8 grease fittings, all around the articulation joint. Two are on the slewing ring, two on the trunion bearings and two on each steer cylinder



There are numerous decals on our machines indicating maintenance procedures, here the vibe oil check method is demonstrated. There is a breather on the bearing housing that vents the viberator housing. Misting, dampness around the breather is normal.



Drum drive on left side, one of the gearbox plugs is shown. The drive is a motor gearbox combination, the motor is internal. These front drives rarely give trouble and cannot leak into the vibe cavity.



Rear drive is via Dana limited slip planetary axle. If you ever see only one tire spinning, the non turning side axle is broken. Both wheels are always under power, when one tire needs to go faster the Limited Slip Differential allows it. Loud popping or grinding noise during sharp turns is not normal. You may hear the muffled “bumping” during a turn of the Diff lock slipping as the outside axle must go faster than the inside axle.To fully drain the axle the outboard planetary plugs need to be removed also. To refill place the plug at 3 or 9 O-clock



Without the deck on, the axle oil level plugs are clearly visible, after draining, insure oil is filled up to plug level at the planetarys and the center housing.



Hydraulic tank has a sight gauge and there is a 50 micron suction screen inside the tank. It should be removed only in the case of a major failure. To remove the suction screen the deck must be lifted or the tank lowered.



The hydraulic filters are below the deck on the left side, also notice the charge pressure test port and the brake hose both off of the rear filter. This is where the brake solenoid valve receives pressure to release the brakes.



A better look at the fuel/water separator, prime pump, fuel supply and return hoses and the fuel level sending unit.



505 & 510 Tier three machines are 12 volt, before tier 3, both machines were 24 volt.



General operation • Operation, power train and vibration system is the same for the 505 & 510 machine family, the difference is intended use, drum type and tires. • The SV505 and the SV510 differ mainly in a traction control system is added to the 510. • Traction control system on 510 consist of upgraded front drum drive, upgraded rear drive motor and a computer that balances torque in the two drives. • Travel & vibe speeds can be changed at full RPM



Tier three 505 and 510’s use throttle switches instead of levers. Also shown here are the engine trouble lights, Engine stop indicates a critical fault has occurred and the operator should shut down as soon as it is safe. Warning indicates maintenance is required, usually the water separator requires draining, wait to start light indicates the computers pre start check can’t be completed, look for loose connections.



Park brake button is push on, push off Be aware that pulling on the button like a truck air brake valve will cause obvious mechanical failure.



Controls are straight forward. The vibe function now operates only at full throttle, all machines prior to tier three could vibrate at any throttle setting. The switch at the top of the right console controls the two force selections available, referred to as high and low amplitude. Second switch allows manual control (FNR handle button) of vibe function or CONTinuous operation, continuous means vibe stays on unless FNR is in neutral. (a handy diagnostic tool)



The FNR lever grip houses a thumb switch to control vibe manually. A back up and neutral switch operate via movement of the FNR. The FNR is used to control travel speed and stopping via dynamic braking. The machine will creep on a hill if only dynamic braking is applied. Shutting off the machine or setting the park brake will hold the machine securely. There is no brake in the front drum.



Hoods are hinged at the rear for access to engine & hydraulics. Always use the prop rod, the hood is heavy and can cause injury if closed on someone.



Brake operation Brake operation is spring applied, pressure released. The brake valve is operated by either the pedal switch or the dash park on/off button. To apply the brake, charge pressure is diverted by the brake valve to tank and spring force compresses the brakes. To release the brakes, charge pressure is directed against pistons that overcome the spring force, releasing the brakes. Constant charge pressure (about 340 psi) is required to keep the brakes released. The pedal switch is a momentary type switch. Brakes are not proportioning. If you want to know brake condition, pull up on a slope, go to neutral and leave the engine at idle. The machine should creep down hill. Now kill the engine, the springs will set the brakes and you should stop instantly.



Towing the machine may become necessary for various reasons. To move a dead Sakai just remember to find the towing decal, all models have one. The 505 / 510 tow decal is at right side of the operator station. Dragging these machines without opening the tow valve and releasing the brakes has been known to cause hydraulic system damage.



There are 4 brake release screws on the axle, use carefully, the piston tang that the screw pushes against can be broken off by too much torque on the screws. The towing decal contains measurements to safely use the screws.



A tow valve is provided to prevent dynamic braking while under tow. The tow valve is behind the steps on the left side. Before releasing the brakes and tow valve, chock the machine, they will roll like a roller skate down a modest hill. Always check the two valve when the complaint is sudden travel problems.



Cummins QSB4.5 • • •



• • •



These engines have proven very reliable. Unless you are a Cummins authorized service provider you should not make an attempt to do warranty work on the engine. This includes starter, alternator, oil pan, seals and fuel system after the priming pump. Sakai will pay for service calls to determine the nature of engine problems. To determine if the problem is Sakai or Cummins, first check for fault codes. Make sure common start problems are resolved (dead batteries, bad key switch, out of fuel). Then insure fuel is flowing to the engine. Verify no physical damage has occurred. If the engine trouble is not caused by a Sakai fault then call the local Cummins dealer and arrange a service call. With the engine SN they will open a repair order and file a claim for warranty repairs. You may be billed if the diagnosis is incorrect, so be sure. I can help during the service call via cell phone, call if necessary. When working on the engine always collect data plate information. Never break common rail fuel lines lose without having a new one to replace it with. There’s a limit to what can be done to these engines without proper training and equipment. They can however suffer from common problems shared by less sophisticated engines of the past. They may not crank or run with a broken fan belt. I found one machine that would barely run, the problem was a locked up alternator. After long storage look for damage to small hoses and harnesses from rodents. Some codes indicate only broken connections, check all plugs and exposed connections. These engines need extra clean fuel free of water. Drain the tank and separator water traps often.



Diagnostic Switches, below steering column next to fuses.



Finding Fault Codes



Check / Stop Engine lights



Finding Trouble Codes



Cummins Diagnostic Connector location. Communication difficulty between a laptop and the engine usually means the 1 amp fuse has blown. This fuse should be replaced with a 10 amp fuse.



Machine Fuses in the Battery Box There are fuses in two places, under the steering wheel next to the diagnostic switches and here in the rear left side of the machine, next to the batteries.



You should always hear the battery relay kick in when the key switch is turned on.



Also in the battery area are the main grounds. The small black wire is ground for the Cummins ECM, there is another ground (braided strap) at the ECM, it grounds to the block. A loose ground will keep the engine form running.



Vibe Solenoid Grounds



The Drum



The main shaft, 23, runs in 90 Wt oil and is driven by motor, 14. Hydraulic oil can enter the drum from the vibe motor but it is rare. Oil from the drive gearbox/motor, 3, has no path to leak into the vibe cavity. Excess oil in the vibe will contact the weights, slow vibe speed and overheat the hydraulic system. Lube of the vibe bearings is by gravity and requires the drum to be rolling. Static vibration for testing should be brief. The odd rectangle shapes at the four corners of the vibe cavity are paddles that collect & pour oil on the bearings. The vibe can be ran static for testing but it should be kept to less than a minute, then shut off the vibe and roll two revolutions to re lube the shaft bearings before continuing. With normal care the bearings will rarely fail, a recent failure at 2600 hours revealed one perfect vibe bearing and one burnt and seized. This happened due to rolling side ways on a gentle hill. The high side bearing had no oil. Always roll hills up & down not side to side.



Here’s the vibe shaft, it is supported by two large dual row roller bearings and spun by a two speed & reversible hydraulic system. This picture shows the shaft in high amplitude, this is achieved by spinning the shaft counter clockwise, the pins stop the two center movable weights inline with the four fixed weights generating maximum force.



By reversing the shaft’s rotation, the movable weights rotate half way around the shaft, hit the stop pins and assume low amplitude position. This happens fast and will cause loud clanging from the drum. As long a drum noise last only a second, occurs during starting, stopping or amplitude change, it is normal. When running the vibrator the drum makes little noise other than hitting the ground. The shaft spins faster in Low amplitude, 2200 RPMS. In High amplitude the speed is limited to 1650.



Vibe bearings are large, double row barrel roller bearings



If these bearings become mis-aligned do not force realignment, they can be damaged. The roller cage is a lose fit, once outside of the race the rollers can drop just a bit until caught by the cage.



To get the rollers back inside the race press up on the two or three rollers that are interfering with realignment.



Vibe system Operation and Trouble Shooting • • •



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We use a very reliable & simple system. The shaft is spun inside the drum by the vibe motor causing powerful vibrations that are directed into the ground for compaction purposes. A bi-directional two speed pump is coupled internally to the travel pump and driven by the engine. Flow is to a fixed, bi-directional motor at the drum, coupled to the eccentric shaft. With the vibe turned off, the pump swash plate is zeroed by springs and no flow or vibration occurs. When the amplitude switch is turned to low amplitude the solenoid control valve sends oil to one of the 2 vibe pump servos. This establishes the direction of shaft rotation (amplitude) and flow rate (shaft rpm) Servo stops determine the shaft speed in each direction. Since we vary the force by shifting the weights we also vary the speed to prevent over stressing the drum. In hi amplitude the shaft turns at 1650 RPMs. In low amplitude the shaft turns at 2200 RPMs due to servo stop adjustment. The vibe pump control solenoid and the amplitude switch can be mis-wired or the hoses to the vibe motor can be swapped and the shaft will turn at 2200 in the wrong direction, making high amplitude at high speed. This extreme force can destroy the drum, use care when making these connections. Just remember, high force never goes with high speed. Correct equations is high amplitude requires low speed, low amplitude requires high speed. This is true in all variable amplitude Sakai machines. To test vibe operation the actual shaft speed must be confirmed, this is done with a vibrotach.



There are pressure test ports on the vibe pump, they can determine if the relief pressures are correct. Relief is set to 3500 psi. To check, cap off the work ports and test with a 6000 psi gauge. Since the shaft is supported by bearings with no way to stall the shaft, working vibe pressure is difficult to evaluate. The best way to verify proper vibe operation is to measure shaft speed. For that, get a vibro-tach, it can convert vibrations into RPMs.



These can be purchased at small engine distributors, a common use is to measure rpms of small engines. Check local Briggs & Stratton dealer. To check low amplitude (high speed) start by setting the dial to 2200 as shown.



Practice using one of these before you try in front of a customer! Best way to practice is measure vpm on a known source. Electric motors, single cylinder engines or a new roller.



If the tach isn’t in resonance with the shaft the movement of the wire will be erratic. Once resonance is found the pattern made by the moving wire will settle and become consistant, then read the value indicated by the pointer.



Two speed, reversible vibration pump main components



If the vibe function will not work, the manual over-ride is useful to determine if the fault is in the hydraulic or the control system. Use a small tool and depress the pin shown. This moves the spool and the shaft will spin, you can do this on the shop floor at idle. Check in both directions , if the vibrator turns the fault is not in the hydraulic system.



Oil leaving the top work port spins the shaft clock wise at 1650 rpms for high amplitude. This speed is set by the motors capacity and the displacement setting of the vibe pump servo screw. When oil flows from the bottom work port the shaft spins counter clock wise. This changes the shape of the shaft and a separate displacement set screw sets the speed to 2200 rpms for low amplitude. You should never need to adjust vibe pump displacement set screws.



A quick test of the switches can help determine a fault with the FNR switch. Place Grip / CONT switch (middle switch) in CONT. Set throttle to full and drive forward or reverse. Vibration should occur whenever the FNR leaves neutral. If the vibe starts in this mode then the grip switch or its wiring is the fault.



Below is the vibrator electric circuit, experience has shown most common fault is grip switch or it’s wiring.



Travel Hydraulic System To remove, take the pump off with the bell housing cover attached.



SV505 Travel System • Travel control is by mechanical cable controlling a manual displacement valve built into the travel pump. • Travel pump is variable and reversible. This allows direction change and travel speed variation both via the FNR lever. • Travel system is Parallel Circuit. • Travel relief valves (2) are housed in the pump. This makes it possible to isolate and test the travel pump alone. • A Rabbit Turtle switch changes displacement of only the rear motor to give two speed ranges. Rabbit is for transport and flat ground operation, turtle allows better performance on slopes. • Rabbit / Turtle speed can be switched on the go.



SV505 Axle & motor



Common mistakes that are not problems • • • • • • • • •



A high percentage of travel complaints result in no fault being found. Watch for these false indicators of travel problems. When I push down on the blade, the front drum spins and the tires stop. When I back up a hill or truck ramps the tires spin and the drum won’t pull. When going forward up a steep slope the machine just stops, no load on the engine. Yesterday it pulled great, now it won’t move. I am noticing sluggish travel performance, gets worse when hot. It looks like the drum is trying to turn but the tires seem to be stuck. I have a 505D, I get stuck in the mud all the time because my tires are not pulling.



• See below for explanation of these issues.



Propulsion • •



• •



When I push down on the blade, the front drum spins and the tires stop. SV505’s use a single pump driving two motors, one at the axle and one at the left side of the drum. Each motor is capable of digesting full pump flow. With this system if too much down pressure is placed on the blade, the drum looses traction from loss of weight / friction. Since blade down pressure puts more weight on the axle the imbalance becomes greater. Oil will follow the path of least resistance, the drum spins until the blade is picked up enough to bring weight back to the drum. This is Normal When I back up a hill or truck ramps, the tires spin and the drum won’t pull. Same thing, different direction. Backing up a hill does the same thing too much blade down pressure does, causing an imbalance in traction between the two drives. When backing up a slope the machine center of gravity shift’s toward the bottom of the hill. This shifts weight from the tires to the drum. When the tires loose enough weight / friction they will slip and it’s the path of least resistance rule again, tires spin and the drum stops. This is Normal



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When going forward up a steep slope the machine just stops and the engine goes to nearly high idle. Sakai uses multifunction relief valves in the travel pump. In Turtle mode when travel relief is reached (6000PSI) the valve automatically reduces pump displacement. A balance is reached where minimum flow is produced yet relief pressure is met. This keeps the engine RPMS up, and passed less oil over the relief valve while maintaining relief pressure in the circuit. Don’t be fooled by the engine not pulling down, when it hits relief the engine will unload go to high idle and the machine will stop , this is normal. It’s because the pump is only stroked enough to maintain relief pressure with virtually no flow. A stall does not always occur, if flow is high when relief is reached the engine often will die. Yesterday it pulled great, now it won’t move. I am noticing sluggish travel performance, gets worse when hot. Both of these could be an open tow valve, first case it’s wide open. Second example it’s only cracked open.



• Always check tow valve first on any travel problem.



It looks like the drum is trying to turn but the tires seem to be stuck. Possibly the brakes are set. There is a micro switch that operates off of the brake pedal linkage. If the brake gets used and the switch doesn’t return to its normal position the brakes may be on. The pedal switch doesn’t light up the dash park indicator light. Not normal but easy to check, remember, there’s no brake in the drum.



Examine the diagram below, it’s a basic representation of the 505 travel system. Clearly, you can see there is nothing in the circuit to influence the path of travel oil flow. That is accomplished only by the ground. If either drive depicted below loses traction, it will spin and the other drive will lose all power / torque and the machine will stop.



If either travel motor looses enough traction (it’s torque becomes greater than it’s friction to the ground) that drive will spin. Once that starts it’s speed increases and momentum insures all travel oil flow will pass through this motor while oil in the motor with traction is static. Most rollers on the market work this way, and on level ground this system works well. When faced with traction complaints knowing how it works will keep you from making an expensive mistake. This knowledge is meant to prevent unnecessary troubleshooting / tear down when a customer complains of these symptoms.



Measuring Travel Performance •



• • • • • • • •



The best way to diagnose travel performance is not with gauges or flow raters but by measuring the speed. Spec top travel speed is 6 mph. To find travel speed measure & mark off 88 feet. With a driver to help, time the 505 through the 88 foot trap. Make sure travel through the trap is at full speed, not accelerating but at full speed when he enters and leaves the trap. Record the time in seconds. Now divide 60 by the seconds required. Example: Time thru 88 foot trap = 12 seconds 12 into 60 = 5 mph. This means there is a problem, time thru trap should be 10 seconds. Perform the test a few times to verify consistency. Perform test with hot oil. To determine if the problem is pump or motors, cap the pump and pressure test at idle, if relief pressure (6000 psi) is reached then the problem is in one of the motors. Perform leak test on motors, both should be less than 1.5 GPM. For further help, call me, 770 712 6168, by the way, this will work on anything if you have the travel speed spec.



SV510 Travel with traction control



How it works •



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•



In the previous slide, key drive system components are described. The 510 drum was up graded with a variable motor and fitted to a Fairfield gear box. Both front & rear 510 motors are the same torque & displacement. The drum gearbox now has the same gear ratio as the axle. This gives the exact same torque capability at both drives. You will again notice there are no orifices / flow dividers to influence flow. The motors however can change their displacement form 85 to 16 cc per revolution under load. This ability is used to influence pump flow. The traction control system simply adjust torque at the drives to prevent slippage where traction is weak and apply all available torque where traction is strong. We do this by assigning a master drive and a slave drive depending on direction of travel. The slave drive is always the one with less traction. The computer prevents slippage in the slave drive by reducing it’s displacement, making it weak. Forward travel assigns the axle as the master drive, this means the computer will not allow the slave drive to go faster than the master drive. As the roller starts up a slope its center of gravity shifts down hill. This is proportional to the degree of slope, in forward on a 30 degrees slope, 75% of the machines weight rest on the tires, only 25% rest on the drum. If the speed sensors “see“ the slave drive (drum) begin to out run the master, then the slave drive displacement is reduced by the computer until its speed is the same as the master. This effectively applies torque only where it is useful, avoiding the path of least resistance.



How it works • When backing the drum becomes master, because that places the drum in the position of greatest traction. • Notice in the drawing a connection from the FNR / back up alarm switch. The back up alarm switch is used to determine master drive. If the back up alarm isn’t engaged the system assumes travel is forward. Alarm sounding equals travel in reverse. • Both motors have speed sensors and are connected to a Plus 1 Sauer Danfoss controller. The computer controls speed of the slave to match speed of the master. If the slave motor begins to lose traction and spins faster than the master drive, the computer decreases the slave motor displacement further. At first this counter intuitive. By decreasing motor displacement normally you increase it’s speed. But because the slave drive is in contact with the ground the drive can’t increased its speed, it just gets too weak to break lose, exactly the result we wanted. This allows full system pressure to build in both drives.



Traction Controller



With key on and no faults, a green led will glow.



With key on, if there is a fault with the traction control system the red led will glow also.



Fault codes • • •



When the key is turned on the red led flashes briefly then goes off and the green led is lit steady. This indicates no faults, system normal. Look for 2 digit codes, slow flashes followed by fast flashes. Common faults are broken connection (wiring or connectors) or speed sensors.



SV510 traction Concept



Why it works •



•



The lower drive doesn’t spin out because it’s carrying 75% of the machines weight thus has good traction. The drive at the top of the hill can’t spin because even though it may be getting 6000 psi and only carrying 25% of the load, the computer has adjusted the motor displacement so low (so it becomes weak) that it can’t break lose from the limited traction at the top of the hill. The system adjust both motor displacements hundreds of times per minute and works seamlessly. There is no synchronization of the drives required, the parallel hydraulic circuit does that naturally. The system is capable of 27 to 30 degree slope work in forward or reverse depending on conditions. To get best performance with an combo drum remove the shell kit. The extra weight and drum diameter will reduce slope performance.



Conclusion • • • • • • • • • • •



We’ve covered the basics of the SV505 & 510. Always keep in mind when troubleshooting Sakai machines these basic rules. 1 There might be nothing wrong, I see this often. 2 Verify all the basic stuff first, you will find the problem 90% of the time by doing so. 3 Remember, soil conditions must be right for compaction, too much or little moisture and soil will not compact. 4 There are many informational decals on the machine, mainly service & towing info. 5 Vibrator circuit connections are critical, hooking up backwards can cause major damage. 6 Brake pedal is for emergency only. 7 Keeping the cooling system clean is critical to long life. 8 Keep fuel traps cleaned out and tank full for storage.



Keep my cell number in your phone, Gerry Petty 770 712 6168.