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  • Normally Perform Electromechanical A Adjustment

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    When the display changes from [STEP4CPU Adjustment] to [CPU Adjustment Not Available], adjustment cannot be performed.

    A (display condition) is reading the engine speed, its speed is above 850RMP, when the step motor is upshifting and downshifting, if the speed drops by 10RPM after downshifting:

    Cause: The engine speed sensor has not been correctly read.

    Deal with:

    1. After measuring the voltage of the speed sensor and adjusting it, adjust it by line A.

    2. Pull out the sensor wiring plug and take a measurement.

    3. High-speed idling should be above 3V (AC) (the lowest readable voltage of the controller).

    4. When the factory adjustment, tell the idling to be above 4V (AC).

    5. Specified voltage: 1.4~6V (AC).

    6. Resistance value 2.3; 0.2 ohm

    B (display condition) When there is abnormal rotation (offset) on the idling side of the element:

    Cause: The adjustment of the adjustment rod of the progressive motor is poor.


    1. After determining the adjustment link, make an A adjustment.

    2. Adjust the length of the connecting rod: 288mm (SK200-6), 304mm (SK230-6), 198MM (SK320-6).

    3. When the adjustment is still unbalanced, as an emergency treatment method, the buzzer stop switch is pressed once in the offset, and the virtual high-speed idling state can be entered to display [CPU adjustment end].

    two. When [CPUROM Data] is displayed, adjustment cannot be made.

    A (display condition) when an abnormality occurs inside the electromechanical controller.

    Cause: There may be damage inside the electromechanical controller.

    Disposal: When the electromechanical A adjustment is still not possible, the electromechanical controller should be replaced.

    B (display condition) when the electromechanical controller is replaced.

    Reason: No electromechanical A adjustment

    Processing: Perform electromechanical A adjustment

    When the display of [STPE 1 Adjusting Case] ​​cannot enter the display of [STEP 2 Clearance Adjustment], adjustment cannot be performed.

    (Display adjustment) The limit switch signal (ground) in the progress motor can not enter the electromechanical controller.

    Cause: The limit switch in the motor is defective; the motor of the motor is defective or there is a wire break.

    Remedy: Check if the limit switch of the progressive motor is in the ON or OFF position; check the wiring, wiring, etc. for adjustment.

    The above is the reason why the hydraulic machine can not adjust A, for reference only, original information. Do not redistribute without permission

  • Air Conditioning Refrigeration System Failure

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    Use a pressure gauge to check the fault of the air conditioner refrigeration system of the excavator. Generally, the compressor is stopped and operated. After the compressor has stopped running for more than 10h, the high and low pressure of the compressor should be the same value. If the values indicated by the high and low pressure are not equal, it indicates that there is blockage inside the system, and the expansion valve, the liquid storage bottle and the pipeline part should be inspected.
    When the compressor is in operation, the engine speed is controlled at 1500-2000r/min, and the air conditioner is started to operate the compressor. Under normal circumstances, the pressure on the low pressure side is about 150-250 kPa, and the pressure on the high pressure side is about 1400-1600 kPa. If the pressure indication does not match the normal value, the fault diagnosis can be performed as follows.

    The indication of the high and low voltage meter is lower than the normal value at the same time
    This may be due to insufficient refrigerant. When inspecting, it can be found that the high-pressure tube is slightly hot, and the low-pressure tube is slightly cold, but the temperature difference is not large. It can be observed from the sight glass that bubbles appear every 1-2s. At this time, check for leaks and make up the refrigerant after filling the leak.
    Low pressure gauge is much lower than normal
    At this time, the fuzzy mist flow can be seen in the sight glass, and there is no temperature difference between high and low pressure, and the cold air is not cold, indicating that the refrigerant is seriously leaked.
    The low pressure gauge indicates near zero and the high pressure gauge indicates a lower than normal
    At this time, the air conditioning system often shows that the air is not cold, and the pipelines before and after the expansion valve are frosted. The reason may be that the expansion valve is blocked by frost, so that the refrigerant can not be circulated in the system. At this time, the vacuum should be repeatedly applied to re-add the refrigerant; on the other hand, the expansion valve may be damaged by the temperature sensor, resulting in the expansion valve not being Turn on, you should check the temperature package at this time.
    High and low pressure gauge indications are too low
    This could be an internal fault in the compressor, such as a valve plate pad, a broken valve plate, and a need to replace the compressor.
    High and low pressure meters are higher than normal
    The surface temperature of the suction pipe of the compressor is lower than normal, and it is wet and cold (commonly known as sweating). Due to the excessive opening of the expansion valve, the refrigerant in the evaporator is “oversupply”, which affects evaporation and reduces the corresponding heat absorption. , resulting in insufficient air conditioning cooling. At this time, if the opening degree of the expansion valve can be adjusted, the opening degree should be reduced; if it is not adjustable, the expansion valve is replaced.
    High pressure and low pressure on both sides are too high
    This indicates that there are too many refrigerants, and the two hands touch the compressor into and out of the gas pipe, and the high pressure side has a hot hand feeling, the low pressure side can see the frost, the air conditioning system compressor turns off the power supply and stops running, and the rest continues to work, after more than 45s, The mirror is still clear and free of bubbles, and it can be concluded that there is too much refrigerant and excess refrigerant should be discharged.

    Low pressure gauge indication is too high, high pressure gauge indication is slightly higher
    This may be due to insufficient cooling of the condenser. If the condenser is cooled with cold water and the pressure of the gauge becomes normal, it can be concluded that the condenser is insufficiently cooled. If there is such a failure, the cooling effect is good when the air conditioner is just turned on, the working time is long, and the cooling effect is poor. If the heat sink of the condenser is clogged, the engine water temperature is too high, and the condenser air volume is insufficient, there may be a problem with the fan or fan belt.
    Low pressure gauge indicates zero or negative pressure, high pressure gauge indicates normal or high
    Cold air is sometimes cold and sometimes normal. This phenomenon indicates that there is moisture in the refrigeration system or the moisture absorption capacity of the dryer is saturated. The water enters the refrigeration cycle system, freezes at the small hole of the expansion valve, and returns to the normal state after melting. At this time, the dryness should be replaced. Bottle or repeatedly vacuum to remove moisture from the system.
    Low pressure gauge indication is low, high pressure gauge indication is too high
    This phenomenon is generally caused by blockage of the refrigeration system. Blockage often occurs at a position where the passage section of the refrigeration system is small. Most of the components that are prone to blockage are on the high pressure side of the refrigeration system, such as a dry filter, an expansion valve screen, etc., and are blocked. The phenomenon is generally caused by moisture, dust, and the like contained in the refrigerant, and the clogging portion often has frost formation. After finding the blocked part, remove the blocked parts for cleaning or replacement. If the blockage is serious, the refrigeration system should be completely disassembled and cleaned in sections.
    The low pressure gauge is too high and the pressure of the high pressure gauge is too low
    This phenomenon often indicates a leak inside the compressor and the compressor should be replaced or repaired.
    The low pressure gauge is slightly higher and the high pressure gauge is slightly lower
    No air-conditioning, there is condensation or a layer of frost on the suction pipe of the compressor. It may be that the expansion valve is damaged. It is necessary to replace the expansion valve and charge the refrigerant.

    Air Conditioning System Fault Repair

    First, fault analysis and diagnosis:
    Before the fault is checked, the vehicle should be parked in a cool place with good ventilation, away from fire and wide terrain. The analysis and diagnosis of faults is generally carried out by combining the visual method of visual inspection, ear hearing and hand feeling with the measurement method of instrument test.

    1. Intuitive method: It is to judge whether there is a fault by intuitive feeling.
      (1) Visual inspection:
      1 Check if the wear of the engine drive belt is serious.
      2 Check if the compressor pulley is positive and the compressor is installed firmly.
      8 Check the condenser fins, it should be neat and tidy, clean and free of blockage.
      4 Check the evaporator, it should be clean, free of obstacles, well ventilated, if necessary, should be cleaned.
      5 Carefully check the refrigerant piping and fittings. It should be clean and free of oil. If there is oil, there may be a leak here.
      6 Check the system piping for scratches, bending pleats, flattening or breaking, and if so, exclude them.
      7 Check whether the connection of the hot water supply pipeline is reliable, and whether the hot water valve is opened and closed freely.
      8 After the machine has been running for a period of time, there is no frost or ice on the external parts.
      9 Observe the flow state of the refrigerant from the sight glass: first start the engine, stabilize it at a certain speed for two minutes, and observe the flow state of the refrigerant from the sight glass. If it is clear, and there is no cold air blowing, it means that the refrigerant has leaked light; if there are bubbles, it means that the refrigerant is insufficient or the refrigerant contains air and moisture, and the refrigerant is insufficient. It can be distinguished by adding refrigerant, such as bubbles. If it is eliminated, it means that the refrigeration pipeline contains air and moisture. The refrigerant should be discharged, and vacuuming, pressure keeping and refrigerant injection should be carried out. If there is oil grain, the refrigerant has leaked light. If there is dirt, the system has been polluted. Need to be cleaned.
      (2) Ear listening: The ear is listening to whether the sound in the fan, compressor and air conditioning system is normal.
      (3) Hand feeling: It is to check the tightness of the belt by hand, and it is required to be elastic. It is possible to press the middle position of the belt with a force of 98 N, so that the pressure can be 7 to 10 ram. In addition, there should be no difference in the temperature at which the liquid storage dryer enters and exits the pipe.
    2. Instrument measurement method: mainly through the manifold pressure gauge, thermometer, multimeter, leak detector, etc. for testing and inspection. (1) Check with manifold pressure gauge: Connect the manifold pressure gauge to the high and low pressure detection interface of the compressor. Under the static and running state of the compressor, the fault can be found according to the reading of the meter. When the ambient temperature is 30 ~ 35 ° C, the compressor speed is 1800 ~ 2000r / min, the cold air switch is at the strongest speed, the maximum speed of the fan, the pressure of the low pressure valve is 0.13 ~ 0.20MPa, the pressure of the high pressure valve is 1.47 ~ 1.67 MPa, indicating that the refrigeration system is normal.
      (2) Check with temperature meter: When the air conditioner works normally, the temperature of the condenser inlet pipe is about 70 °C, the temperature of the condenser outlet pipe is about 50 °C; the liquid storage tank is about 50 °C under normal conditions; the evaporator is at Under the premise of no frost, the outlet temperature is usually around 10 to 14 °C.
      (3) Check with the leak detector: Check the leak of the air conditioning system through the leak detector.
      (4) Check with a multimeter: Use a multimeter to check whether the system circuit is normally on and off, whether the contact is good, and whether the electrical components are working properly.

    Second, system components common faults

    1. Compressor:
      (1) Leakage of compressor leakage includes leakage at the shaft seal, leakage at the inlet and outlet, leakage at the cylinder head, leakage at the oil filler, cracking of the cylinder block, and leakage caused by poor sealing of the O-ring of the front casing.
      (2) Abnormal noise The abnormal noise may be caused by improper air gap adjustment, insufficient refrigerant, deflation valve spring or intake valve spring rupture, clutch slippage, etc.
    2. Clutch:
      (1) With a non-moving compressor, the overloaded meshing surface is slipped, overheated and ablated.
      (2) The fixed coil and the rotating part rub, causing the electromagnetic coil to be damaged. The resistance of the electromagnetic coil is a few ohms. If it is too large or too small, it means abnormal.
      (3) The clutch clearance is incorrect, and the clearance value is generally 0.45 to 0.75 mm.
    3. Condenser and evaporator:
      (1) Common faults are caused by vibrations, etc., and repair welding should be performed.
      (2) The surface is dirty, so that the heat dissipation performance is deteriorated. Brush and water are used for cleaning, but do not use high-pressure water to clean, so as to avoid deformation and distortion of the heat sink and affect heat conduction.
    4. Liquid storage tank:
      (1) The filter tank desiccant filter is damaged and the desiccant is leaked.
      (2) When the temperature and pressure of the system desiccant are too high, the melt plug is easily melted, causing the refrigerant to leak.
    5. Expansion valve: The most common fault of the expansion valve is blockage, which causes the blockage. First, the system is not clean enough. Second, there is moisture in the system. If the inside of the system is contaminated, the system should be cleaned in time; if the water in the system is large, the dryer should be removed and the desiccant replaced.
      1. High and low voltage switch: When the high and low voltage switch is working normally, it is connected. The main fault is that when the system has high voltage or low voltage, the switch will not be disconnected. It should be removed and checked. If it does not meet the requirements, it should be replaced.
        three. Common faults and causes of the system
        Common faults in air conditioning systems can generally be divided into: electrical faults, mechanical faults, faults caused by refrigerants and refrigeration oils. The concentrated performance of these faults is: the system does not cool, the cooling effect is not good, or abnormal noise occurs.

  • Special Installation Instructions for A/C Compressor

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    Please read the installation instructions carefully before use. If you do not install correctly according to the requirements of the company, you will lose the right to warranty and claim.

    The compressor is only responsible for gas compression in the entire air conditioning system, and is not responsible for refrigeration.
    As long as the compressor does not leak, no abnormal noise, sufficient pressure, it is a qualified product.
    When installing the compressor, first check whether the four feet and the bracket of the compressor are completely tight and stable. If the bracket is deformed, the individual feet of the machine have a dummy position. Please use the gasket to level it, and shake it firmly to confirm that there is no virtual position. Tighten the screw. If the cylinder is not vertical, it will cause the cylinder to leak and pull the cylinder.
    When replacing the compressor, the miscellaneous product generated by the wear of the former bad compressor is present in the piping system,
    so it is necessary to disassemble and clean the adjacent piping systems (special air conditioning pipeline cleaning fluid), and then dry it with pure
    nitrogen to avoid clogging. Cause high pressure, high temperature damage the compressor again.
    In the air conditioning system, the expansion valve and the drying bottle cannot be cleaned. It must be replaced with new ones. If the blockage
    will cause high-pressure explosion pipes, it will directly threaten the safety of maintenance personnel. Before adding snow, the system should be
    vacuumed to prevent the air from causing the expansion valve to block the ice. phenomenon.
    Check the heat dissipation system, whether the condenser (heat dissipation net) is clean, whether there is any air leakage in the air blocking rubber pad, and whether the electric fan wind is normal. Please clean or replace it, be sure to maintain a good heat dissipation effect, and use the evacuation
    meter for leak detection. Way, do not inflate to prevent air moisture from entering the pipeline.
    The compressor should be filled with pure 134a snow, the amount of filling, double air outlet can not exceed 900 grams of net volume, single air
    outlet can not exceed 700 grams of net volume, engine fixed speed 1500 rpm for fixed speed detection, low pressure 30-40MPa, high pressure 160 -180MPa According to the above parameters, the temperature of the tuyere should be between 8-10 degrees Celsius. If the temperature of the tuyere fails to reach this effect, the radiator system and pipeline circulation should be checked. The compressor of the company has been filled with sufficient freezing capacity according to the system capacity. Oil, it is strictly forbidden to add and replace when using.
    7.Belt Tightness
    After fixing the compressor bracket screw, the belt should be pressed with a force of 1/5. If the belt is too tight, it will cause the shaft seal and the electromagnet to be damaged due to the high temperature of the bearing.

  • These ten items of the engine are easy to "reverse" or "wrong"

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    These ten Items of the Engine are Easy to "Reverse" or "Wrong"

    On the engine, some parts can be installed on both sides, and some are non-positioning parts. If it is slightly sloppy, it is easy to install or reverse. Therefore, it is specifically proposed here that attention should be paid to the repair or replacement of parts.

    1. Cylinder Head Gasket: When assembling, the side with curling should face the cylinder head; if it is installed, it will leak air early and burn the cylinder cushion, which will affect its service life.

    2.Piston: The horseshoe-shaped groove on the top of the piston or the tip of the peach-shaped tip on the top should face upwards; if it is installed, it is not conducive to the mixing of fuel and air. The fuel that has not been burned can not produce secondary eddy current and the combustion is incomplete, resulting in the diesel engine not being able to Not working properly after starting or starting.

    3.Connecting rod & Piston:  The oil hole at the small end of the connecting rod and the horseshoe-shaped groove at the top of the piston or the peach-shaped tip at the top of the piston should be on the same side; otherwise, the small end bushing of the connecting rod and the piston pin cannot be lubricated. Form dry friction.

    4.Connecting Rod & Main Bearings: If it is a newly replaced bearing, it will not be divided into upper and lower; if it is used after the bearing, it should be installed according to the original position, and should not be changed up or down, otherwise it will affect the journal The relationship with the bearing bush.

    5.Connecting Rod Cover & Rod: The big end of the connecting rod and the back of the connecting rod cover part have the assembly mark, and when combined, the marked side should be on the same side. Otherwise, the original machining accuracy of the large-head aperture of the connecting rod cannot be guaranteed, and the correct fit between the tile and the shaft is also destroyed.

    6. Injector Pressure Plate: The pressure plate is flat on one side and circular on the other. The installation should be such that the arc surface faces the injector body to ensure that the injector is centered without being deflected when it is pressed, otherwise it will easily leak the outside of the mounting hole.

    7.Oil Seal: All oil seals, such as crankshaft oil seals, starter shaft oil seals, etc., should have the side with the self-tightening spring facing the body. If installed in reverse, the seal inside the crankcase is not tight, so that the oil leaks.

    8. Piston Sleeve in the Fuel Injection Pump: the plunger with the crescent-shaped hole should be on the same side as the plunger sleeve positioning screw hole on the pump casing to ensure that the end of the positioning screw is screwed into the crescent-shaped groove to make the column The plug cannot rotate. If the reverse is installed (that is, the installation is rotated 180 degrees), it is possible that the positioning screw will block the oil return hole, and the oil supply will be out of control and cause the flying.

    9. Two Small Washers on the Fuel Injection Pump: the washer on the plunger sleeve set screw is a copper washer, and the washer on the tappet guide screw is a spring washer. The two are not interchangeable or misplaced; otherwise, it will cause spray The diesel in the oil pump chamber leaks into the oil sump or leaks to the outside.

    10. Respirator on the Gear Chamber Cover: When installing the middle reed assembly of the respirator, the reed should be outward to ensure that the respirator only exhales and does not inhale.

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  • Nine reasons why the engine piston ring is broken!

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    Piston ring breakage is one of the common forms of damage to piston rings. Generally, the first and second-pass piston rings are easily broken, and the fractured parts are mostly near the lap. The piston ring can be broken into several segments, or it can be shattered or even missing. The piston ring breaks and the cylinder wear is intensified. The broken ring of the two-stroke diesel engine may be blown into the exhaust pipe or the scavenging air box, or even blown into the turbocharger turbine end to damage the turbine blades, causing serious accidents.

    Common causes of piston ring break

    1.When the gap of the lap is smaller than the assembly gap, the temperature of the piston ring is increased during operation, so that there is not enough room for the metal expansion at the lap, and the ends of the lap are bent to the top and are broken near the lap.

    2.Poor combustion, excessive heating of the cylinder wall, oxidation or burning of the lubricating oil will cause serious carbon accumulation in the cylinder. When the carbon deposit is severe, the ring activity is blocked, the ring and the cylinder wall act strongly, the scraped oil and the metal scrap mix, and a local hard deposit is formed on the lower end surface of the ring groove under the action of the leaking gas. There is a localized hard carbon deposit under the piston ring, which is subjected to cyclic gas pressure to cause the piston ring to bend and fatigue.

    3.The long-term relative movement of the piston assembly and the cylinder liner causes the cylinder liner to wear and the grinding table appears in the upper portion of the cylinder liner. When the piston ascends to the top dead center, the first piston ring collides with the grinding table and is broken by the impact.

    4.The lower end surface of the ring groove is inclined after being excessively worn (trumpet shape). When the piston is near the top dead center, the gas pressure acts to make the ring close to the lower end surface of the inclined ring groove, the piston ring is twisted and deformed, and the piston ring groove is excessively worn and fatigue is broken.

    5.Two-stroke diesel engines often have piston rings that hang on the sweep and exhaust ports to break the ring. Because the tension of the opening part of the piston ring is the largest, the heat deformation is large, and the rib between the air ports on the cylinder sleeve is easily deformed by heat. When the piston moves, the ring meets the air port, and as long as the ring opening slightly catches the air port, the ring will be broken.

    6.When the piston ring is insufficiently elastic or the cylinder liner is excessively worn, the piston ring and the cylinder wall cannot be closely attached, that is, the airtightness cannot be maintained, so that the high pressure gas leaks and the ring is pressed into the ring groove. When the piston descends, the gas pressure in the cylinder decreases, and the piston ring pops out from the ring groove, and the piston ring continuously expands and contracts in a radial direction to cause fatigue to break.

    Excessive wear of the piston ring makes the strength of the ring not meet the requirements and the ring is broken.

    The current piston ring materials are mostly brittle materials such as gray cast iron, alloy cast iron, ductile cast iron, etc., and the internal structure may have pores, cracks or segregation of components during the casting process, causing local strength to decrease or stress concentration at the cracks, causing impact during work. Fracture or fatigue fracture.

    7.In the upper and lower dead center positions, the stepped wear causes the shoulder, and when the big end of the connecting rod is worn out or the original end of the connecting rod is repaired, the position of the original dead point changes, and the impact ring is caused by the inertial force. .

    8.From the nature of the fuel, some fuels contain higher sulfur, so there are more SO2 and SO3 produced when the fuel is burned. While SO2 and SO3 are in a gaseous state at high temperatures, direct action with metals can cause gas corrosion. It also promotes the hardening of carbon deposits and colloidal deposits, which increases the wear of cylinder liners and piston rings. If the main engine does not use the cylinder oil matched with the fuel or the oil instead of the cylinder oil during operation, the acidity generated by the neutralization and combustion of the lubricating oil is reduced, causing the corrosion of the piston and the piston ring by the acidic substance to be more serious, resulting in frequent occurrence. Piston ring fracture phenomenon.

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  • Listening to the sound of the diesel engine mean

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    Listening to the sound of the diesel engine mean and knowing the fault

    The operators who often run excavators are familiar with the sound of diesel engines. The old driver can judge the general working condition of the machine through the sound of the engine, and can also detect some small problems of the engine through the sound. The maintenance master must try the car before repairing the car. The experienced master can judge the fault by the sound.

    Engine soonparts

    Today we will talk about the abnormal sound of the engine that the excavator often encounters during use, and the corresponding cause of the fault behind the sound.
    1. When the throttle is loose, the top of the cylinder emits a sound of “Dang”, “Dang” and “Dang”.
    The specific performance is that when the diesel engine is lowered from high speed to low speed, the top of the cylinder has obvious "Dang", "Dang" and "Dand" impact sounds. This phenomenon is more common. The main reason is that the gap between the piston pin and the connecting rod bushing is too large, and the sudden drop of the rotating speed will produce a lateral dynamic imbalance, causing the piston pin to swing to the left and right, and the striking of the connecting rod bushing. At this time, the piston pin and the connecting rod bushing should be replaced in time to avoid unnecessary waste and loss.
    2. When idling, there is a sound of “bar da” and “bar da” near the valve cover.
    This kind of sound is mainly caused by the excessive valve clearance of the engine, resulting in the collision of the valve and the rocker arm. When the valve clearance is too large, the displacement between the rocker arm and the valve will be too large, and the impact will produce a metal knocking sound of "bar da" and "bar da". This situation generally occurs after the diesel engine has been working for a long time, indicating that the engine should adjust the valve clearance.

    Engine Vale soonparts

    The method of adjusting the valve clearance of the engine:
    (1) Open the valve chamber cover.
    (2) Rotating the crankshaft to place the piston at the compression top dead center of the cylinder.
    (3) Insert the thickness gauge into the gap between the rocker head and the valve, loosen the bolt of the rocker arm to one or two buckles, and adjust the screw with a screwdriver. When the gauge is smooth, the resistance is not met. It is appropriate when it is big.
    (4) Make adjustments in the prescribed order.
    (5) Continue to drive to the compression top dead center of the six cylinders and adjust other valve clearances in the specified order.

    3. During normal operation, the upper part of the cylinder has a crisp sound of the piston striking the cylinder block, that is, "knocking the cylinder"
    This is a common fault of diesel engines. The fundamental reason is that the fuel injection advance angle of the diesel engine is too small. In order to make the mixture form normally and burn efficiently, the diesel engine is designed with a certain fuel injection advance angle, so that the diesel fuel is injected into the cylinder and air in advance. If the fuel injection advance angle is too small, the fuel and air injected into the cylinder are not uniformly mixed, resulting in unstable combustion, and the piston is likely to be laterally cheap and collide with the pen contact in the ascending stage, thereby generating a knocking sound.
    There are many ways to adjust the injection advance angle. Masters often use a simpler method:
    (1) Connect the high and low pressure oil pipes, put the throttle lever in the maximum oil supply position, and supply oil with the oil pump to remove the air in the fuel system.
    (2) Remove the high pressure oil pipe of the first cylinder and install the timing pipe.
    (3) Rotate the crankshaft clockwise to remove the air in the timing tube. When some of the fuel flows out when the timing tube is shaken, so that the liquid level in the oil pipe is clearly visible, slowly rotate the crankshaft while observing the oil level in the timing tube. At the moment when the oil level rises, the crankshaft is immediately stopped, and a line is drawn on the outer surface of the crankshaft pulley against the gear chamber cover mark.
    (4) Continue to rotate the crankshaft clockwise until the mark on the crank pulley is aligned with the mark on the gear chamber cover, and stop the cranking (the piston is at the top end of one cylinder compression).
    (5) Measure the arc length between the piston top dead center and the pulley scribe line on the pulley, and calculate the fuel supply advance angle at this time.
    (6) Calculate the difference between the measured fuel supply advance angle and the specified advance angle, loosen the fastening bolt of the fuel injection pump, turn the fuel injection pump camshaft clockwise, and finally tighten the bolt.
    When the fuel injection advance angle is correct, the sound is eliminated and the diesel engine can work normally and exert its original working efficiency.

    4. When the diesel engine is working at high load, there is a heavy, dull and mute knocking sound in the lower part of the collective.This sound is due to the excessive clearance between the crankshaft and the crankshaft bearing, causing friction between the crankshaft bearing and the main journal. If the sound can be heard, the spindle neck and the crankshaft bearing are excessively worn and the engine should be extinguished immediately. If you ignore it, it will be very likely that "holding the tile" and "burning the shaft" will occur when you wear it for a long time.
    crankshaft soonpartsThe maintenance method is generally to remove the engine crankshaft, check the clearance between the crankshaft, the spindle bearing, the main bearing bush and the wear condition, and repair or replace it if necessary.
    5. The diesel engine suddenly changes its load, and there is a dull and mute knocking sound near the body.This situation is mainly due to the fact that the gap between the connecting rod journal and the connecting rod is too large, the connecting rod is partially beaten, and then the knocking sound is generated. In this case, the engine should be stopped immediately, then the connecting rods and connecting rods should be removed to check for wear and clearance.
    6. During operation, the front cover of the diesel engine has a clear “beep” sound.This is generally the case because the meshing gears inside the front cover of the diesel engine are excessively worn, and the sound cannot be generated by the normal meshing state of the gears.
    The repair method is to disassemble the front cover of the engine, check the gear engagement with fuel or paint, and then replace or adjust the gear.
    7. During operation, there is a small hammer tapping the sound of the anvil along the upper and lower sides of the cylinder.The main reason for this situation is that the gap between the piston ring and the ring groove is too large, and the piston ring collides with the piston during the up and down movement. When you hear this sound, you should stop the engine work immediately, and find a repairman to replace the new piston ring.
    piston and piston rod soonparts8. During operation, a low knocking sound can be heard on the cylinder stroke.In this case, the gap between the piston and the cylinder is generally too large. When the piston is ascending or descending, the piston moves laterally inside the cylinder, causing severe friction on the cylinder wall, emitting low friction sound, and the diesel engine running at low speed or rotating speed. The mutation is more significant.When this kind of sound occurs, stop working as soon as possible, find a professional maintenance master to identify the engine cylinder liner and piston, and replace the piston or cylinder liner if necessary.

  • Oil Change Steps and Precautions of Excavator Hydraulic System

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    Oil Change Steps and Precautions of Excavator Hydraulic System

    Hydraulic excavators usually need to change hydraulic oil after 2000 hours of operation, otherwise the system will be polluted and the hydraulic system of the excavator will be faulty. According to the statistics, about 90% of the faults in the hydraulic system of the excavator are caused by system pollution. This article describes the process steps and precautions for excavator oil change.

    1. Preparation
    (l) Familiar with the working principle, operation rules, maintenance and use requirements of the hydraulic system of the excavator, so that you can know what is in your mind and not blindly.
    (2) Prepare new oil according to the oil specified in the instruction manual. The new oil should be precipitated for more than 48 hours before use.
    (3) Prepare tools for disassembling each pipe joint, oil filter for new oil, hydraulic system filter, etc.
    (4) Prepare a cleaning solution, a brush, a silk cloth for wiping, and the like.
    (5) Prepare oil drums for waste oil.
    (6) Select a flat and solid site to ensure that the excavator can turn unobstructed under the condition that the bucket and the arm are fully abducted. The boom will not touch any obstacles after being lifted completely, and the distance from the wire should be greater than 2m or more.
    (7) Prepare 4 sleepers so that the crawler can be blocked from front to back
    (8) The operator must have at least 4 persons, including: the driver, one on-site commander, and two oil changers.

    2,Method and Steps
    (l) Place the excavator boom parallel to the direction of the track and stop after turning 45° to the left, so that the piston rod of the excavator bucket cylinder is fully extended, and the piston rod of the excavator arm cylinder is fully retracted. Drop the boom to place the bucket on the ground, then turn off the engine, open the tank bleed valve, pull the operating handles back and forth several times to release the system residual pressure caused by its own weight.
    (2) Thoroughly clean the joints of the pipe joints, the pump and the motor, the drain plug, the fuel filler cap at the top of the fuel tank and the bottom drain plug at and around the gasoline.
    (3) Open the drain valve and the drain plug at the bottom of the tank to allow all the old oil to flow into the oil drum of the waste oil.
    (4) Open the fuel filler cap of the fuel tank, take out the fuel filter, and check whether the residual oil in the bottom of the tank and its edges and corners contains metal powder or other impurities. Thoroughly clean the fuel tank, first clean it with diesel oil, then blow dry the inside of the tank with compressed air. Check for residual sludge, impurities, etc. at the inner corners until they are cleaned, and then rinse again with fresh oil.
    (5) Disassemble the following tubing:
    1 Remove the oil pipes in the return line, such as the main control valve to the full-flow filter, the oil return filter, the filter to the oil tank between the oil tank and the oil cooler.
    2 Disassemble the rotary control valve to the oil return pipe of the filter and the fuel supply pipe of the swing motor.
    3 Remove the oil supply line of the hydraulic pump.
    4 Disassemble the pilot system to return the oil pipe.
    5 Disassemble the drain pipe of the main pump and motor. Thoroughly clean the tubing. The steel tube was cleaned twice with diesel oil, and the hose was washed twice with a cleaning solution, then blown dry with compressed air, and then rinsed again with fresh oil. The joints are blocked with nylon plugs, caps, or used for a net plastic cloth to prevent dust, moisture, etc. from entering and contaminating the system.
    (6) Remove the filter element of all the filters in the system. When replacing the filter element, carefully check the filter for metal powder or other impurities to understand the wear of the parts in the system.
    (7) Discharge the old oil from the main hydraulic pump, the swing motor, and the travel motor cavity, and fill it with new oil.
    (8) Install the oil pipe that has been removed. Before installing each oil pipe, be sure to re-clean the pipe joints and wipe them clean with a silk cloth. It is strictly forbidden to wipe the pipe joints with cotton fabrics such as cotton yarn and towels. Sealing tape should be used when installing threaded joints, and should be applied in the opposite direction to the direction of rotation of the threads. The pipe joints shall be installed and connected in order according to the specified torque.
    (9) Fill the fuel tank from the fuel filler. First install the fuel filter, then open the new oil drum, use the oil filter to fill the oil into the tank, add the oil to the upper limit of the oil mark, and cover the fuel cap.
    (10) Replace the old oil in each of the following operating circuits. Before changing the oil in each circuit, the machine should be in the three states of the bucket cylinder piston rod fully extended, the arm cylinder rod fully retracted and the bucket freely placed on the ground.
    1 pilot control system loop. Disassemble the control oil pipe joint of the left and right travel motor parking brakes, so that the selector valve is in the neutral position, use the starter motor to drive the engine to idle several times, so that the old oil in the pilot system supply line is discharged, and then the pipe joint is cleaned and then The connection is good; start the engine, idle for 5 minutes, then loosen the pilot oil pipe joints on the control valve separately, and operate each action back and forth until the new oil is discharged, then clean the pipe joints and connect them.
    2 boom circuit. Place the bucket on the ground, pull the handles back and forth several times, disassemble the oil pipe joint of the boom cylinder without rod cavity, release the old oil in the rodless cavity of the hydraulic cylinder, and then operate the boom handle to move slowly. Slowly move the handle until the joint discharges new oil, then clean the pipe joint and connect it; loosen the oil pipe joint of the boom cylinder with the rod cavity, operate the boom handle, and slowly move the handle to the landing direction until the tubing Before discharging new oil; operate the boom handle, slowly pull the handle in the lifting direction to discharge the old oil in the rod cavity, clean the pipe joint and connect; operate the boom to raise and descend several times to discharge The air in the system.
    3 bucket circuit. Loosen the oil pipe of the bucket cylinder with the rod cavity, operate the handle, slowly pull the handle toward the outer direction of the bucket, until the pipe joint discharges new oil, clean the pipe joint and connect it; disassemble the rodless cavity oil pipe joint, Slowly raise the boom to make the bucket about 1.5m off the ground, then slowly operate the bucket handle to make the outside turn to the top, drop the boom, and let the bucket touch the ground; operate the bucket handle, the shovel Slowly move the handle in the direction of the bucket to discharge the old oil in the oil pipe, clean the pipe joint and connect it; lift the boom to make the bucket 2.5m off the ground, turn the bucket inward and outward several times, To discharge the air remaining in the loop
    4 stick circuit. Disassemble the oil pipe joint of the armless cavity of the arm cylinder, operate the handle, slowly pull the handle toward the inner direction of the stick, and discharge the old oil in the oil pipe until the new oil flows out, clean the pipe joint and connect it; The rod cylinder has a rod cavity joint, which discharges the old oil in the rod cavity, slowly pulls the handle toward the outer direction of the stick, and ejects the old oil in the tube until the new oil is discharged, and cleans the pipe joint and connects Lift the boom and turn the stick to the inner and outer forces several times.
    5 swing system. Disassemble the right (rear) end oil pipe joint on the rotary control valve, operate the rotary handle, and make it slowly turn to the right one turn and then insert the rotary lock pin. When no old oil is discharged, clean the pipe joint and connect it. The same method is used to discharge the old oil in the left swing buffer brake valve,
    6 walking system. To support the left track on one side, touch the ground with the round surface of the bucket and make the angle between the boom and the bull's pole 90°~110°; disassemble the front oil pipe joint on the left travel control valve, step on Move the pedal to the left and let the left track slowly move forward until the pipe joint discharges new oil, clean the pipe joint and connect it. The old oil in the right travel line is discharged in the same way.
    (11) When all the oil is replaced and the joints are connected, the residual air in the system must be discharged again, because the residual air will cause poor lubrication, vibration, noise and performance degradation. Therefore, after changing the oil, the engine should be operated for at least 5 minutes, and then the boom, the stick, the bucket and the swinging motion should be operated slowly several times. If the walking system is in the state of unilaterally supporting the crawler, the hydraulic oil can be filled. Throughout the system, the remaining air is automatically discharged through the fuel tank after being moved. Finally close the bleed valve.
    (12) Check the fuel tank oil level. Fully extend the bucket cylinder piston rod, the arm cylinder piston rod is fully retracted, and lower the boom to make the bucket land; check whether the fuel tank oil level is between the upper and lower limits of the oil level gauge, if the oil level is lower than the lower limit, ), oil should be added until the oil level is close to the upper limit.

    (l) During the oil change process, it is strictly forbidden to start the engine when the fuel tank is not filled and the hydraulic pump and motor chamber are not filled with oil.
    (2) During the oil change process, the stopper must be placed before and after the crawler, and the lock mechanism should be inserted into the lock pin; when the bucket, the stick and the boom are in motion, it is strictly forbidden to stand underneath or within the range of motion.
    (3) When disassembling each pipe joint, be sure to place the system freely on the ground and confirm that the pipe is free of pressure before it can be removed. When disassembling, people should try to avoid the direction of draining the joint; wear protective glasses when working.
    (4) When the upper part of the excavator is turning or walking, the driver must press the horn to make a warning. It is strictly forbidden for the upper station, as well as the station members in the track and swing range.
    (5) When disassembling, do not damage the joint surface and thread of each pipe joint of the hydraulic system.
    (6) At the job site, smoking and open fire are strictly prohibited.
    (7) When changing oil, it is best to finish it on the same day, not overnight, because at night or when cooling, the moisture in the air will form water vapor and condense into water droplets or frost, and enter the system to rust the metal parts, causing hidden troubles.

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  • Common Faults & Causes of the Engine

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    Please email Joey@soonparts.com

    Common Faults & Causes of the Engine

    1, The Engine Smokes White Smoke
    The white smoke of the engine may be caused by the following reasons:
    ① The first cylinder of the engine and the injection pump timing (advance angle) are not properly adjusted.
    ② The worm gear is stuck at the maximum or minimum opening value.
    ③The pre-stroke sensor is short-circuited or open circuit (such as poor contact of the terminal).
    ④The throttle sensor is shorted or open.
    ⑤ The pre-stroke sensor is connected to the other sensor lines on the engine.
    ⑥MAP burned MAP does not match this model.

    2, The Engine Smokes Blue Smoke
    ①The advance angle is too large.
    ②Worm gears are issued.
    ③The sensor is shorted or broken.
    ④The sensor harness is incorrect.
    ⑤The MAP burned by the ECU does not match the model.

    3, The Engine Smokes Black Smoke
    The smoke limiter is not properly adjusted.
    The nozzle is poorly atomized.
    Timing advance angle is incorrect (coupling slips).

    4, Engine Start Failure
    The worm gear is stuck in the maximum position.
    Due to the problem of the sensor harness, the worm is straight to the maximum due to the stroke.
    The pump is faulty or the filter is faulty.
    The advance angle is wrong.
    The smoke limiter has no air and the amount of oil is too small.

    5, Lack of Power
    The advance angle is incorrect.
    The deformation of the intake pipe of the smoke limiter causes the near air to be poor.
    The worm gear issuance or control program calibration error, which causes the worm gear to not reach the working opening value set by MAP.
    The ECU burned out and the motor could not be controlled.

    6, High Fuel Consumption
    ①The advance angle is not adjusted properly.
    ② The air intake is blocked or not nearly smooth.
    ③ The nozzle is poorly atomized.
    ④ The hand pump is not tightened after the oil is pressed, resulting in leakage of diesel.
    ⑤ End oil seal or “O” seal damages diesel fuel.
    ⑥ The axial or radial clearance of the worm leads to the reaction time lag step.

    Remove the transition sleeve on the control lever assembly (1), apply even oil to the small outer circumference of the two ends of the control rod, and then insert it from the transmission end.The control rod penetrates into the end disc of the governor end, and the adjusting arm on the control rod should all penetrate into the sliding sleeve on the plunger pair, and the rotating control rod is flexible.Install the bearing end plate part (2), pull the lever out a little, and install the original transition sleeve with the original taper screw (transition sleeve, screw, control)The rods should be paired and not interchangeable.) Use the aid FD-ZH-0021 to tighten the taper screws, then rotate the lever, the lever should be flexible.Use two hexagon socket screws (3) and spring washers (4) to lock the end plate.

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  • The daily maintenance skills of the excavator

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    Please email Joey@soonparts.com

    The purpose of the excavator maintenance work is to extend the service life and avoid accidental wear and tear. Therefore, maintenance work must be carried out throughout the daily production work and become an important part of production.
    The maintenance of the excavator includes three specific contents: inspection, cleaning and lubrication. Next, let's take a look at the details of several operations of excavator maintenance.


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  • Komatsu excavator PC200-8 fault code

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    Please email Joey@soonparts.com

     Komatsu Excavator PC200-8 Fault Code

    Model PC200-8 engines, the user code PC200-6 and PC200-7 are quite different.
    Model PC200-8 user code:

    E02 PC-the EPC system; CA553, the common rail pressure is too high failure;
    E03, Swing parking brake system; CA559, the common rail pressure is too low failure;
    E10, the engine controller power failure, 
    the engine control drive system circuit malfunction (this engine stall;
    CA689, the engine speed sensor fault;
    E11, the engine control system failure 
    (decrease of output power, in order to protect the engine);
    CA731, spare engine speed sensor signal phase failure;
    E14, the feedback system abnormalities; CA757, all data is lost;
    E15, engine sensors (temperature, fuel pressure, oil pressure) fault; CA778, spare engine speed sensor fault;
    EOE, a network failure. CA633, the data transmission to suspend failure;
    The fault code: the 989L00 the engine controller lock warning (mode 1). CA2185, the throttle plate supply voltage is too high failure;
    989M00, the engine controller to lock warning (mode 2). CA2186, the throttle plate supply voltage is too low failure;
    989N00, the engine controller to lock warning (mode 3). CA2249, the common rail pressure is too low failure;
    AA10NX air filter clogging. CA2311, IMV, solenoid valve failure;
    AB00KE charging voltage is too low. CA2555, preheat the intake is too high voltage fault;
    B @ BAZG, low oil pressure. CA2556, preheat the intake low voltage fault;
    B @ BAZK, the oil level is too low. D19JKZ personalized code conversion exception;
    B @ BCNS, engine coolant overheating. D862KA GPS antenna circuit;
    The @ B BCZK the coolant level is too low. DA22KK pump solenoid valve power supply voltage is too low failure;
    B @ the HANS, the hydraulic oil from overheating. DA25KP 5V sensor supply abnormalities;
    CA111, the engine controller internal fault. DA29KQ, abnormal mode selection;
    CA115, the engine speed sensor and backup speed sensor failure. DA2RMC, CAN open circuit (display);
    CA122, the intake air pressure sensor feedback voltage is too high failure. DGH2KB, hydraulic oil temperature sensor short circuit;
    CA123, the intake air pressure sensor feedback voltage is too low failure. DHPAMA, before the pump pressure sensor is abnormal;
    CA131, the throttle plate sensor feedback voltage failure. DHPBMA, after the pump pressure sensor is abnormal;
    CA132 throttle plate sensor feedback voltage and low failure. DHS3MA Stick to recover PPC abnormal pressure sensor;
    CA144, high coolant temperature sensor feedback voltage fault 145,
      the coolant temperature sensor feedback voltage is too low failure;
    DHS4MA bucket involved in PPC abnormal pressure sensor;
    CA153, intake air temperature sensor feedback voltage is too high failure; DHS8MA boom enhance PPC abnormal pressure sensor;
    CA154, intake air temperature sensor feedback voltage is too low failure; DHSAMA, turn to the right PPC pressure sensor is abnormal;
    CA155, the intake air temperature is too high (over limit); DHSBMA, abnormal left turn PPC pressure sensor;
    CA187, sensor power supply voltage is too high failure; DHSDMA bucket to open the PPC abnormal pressure sensor;
    CA221, the ambient pressure sensor feedback voltage is too high failure; DHX1MA, abnormal load sensor;
    CA222, the ambient pressure sensor feedback voltage is too low failure; DW43KA, walking high and low speed converter solenoid valve circuit;
    CA227, sensor power supply voltage is too high failure; DW43KB, walking high and low speed conversion solenoid valve short circuit;
    CA234, engine overspeed; DW45KA rotation to keep the solenoid valve open circuit;
    CA238, the power supply voltage of the speed sensor failure; DW45KB rotation to keep the solenoid valve short circuit;
    CA271, IMV/PCV1 short circuit; DW91KA, two overflow solenoid valve circuit;
    CA272, IMV/PCV1 circuit; DW91KB walk convergence of short-circuit of the solenoid valve;
    CA322, the nozzle an open circuit, short circuit fault; DWA2KA, spare solenoid valve circuit;
    CA323, nozzle, open circuit, short circuit fault; DWA2KB, spare solenoid valve short circuit;
    CA324, nozzle, open circuit, short circuit fault; DWK0KA, two overflow solenoid valve circuit;
    CA325, nozzle, open circuit, short circuit fault; DWK0KB, two overflow solenoid valve short circuit;
    CA331, the nozzle open circuit, short circuit fault; DXA8KA former pump PC-EPC solenoid valve circuit;
    CA332, nozzle, open circuit, short circuit fault; DXA8KB former pump PC-EPC solenoid valve short circuit;
    CA342, the correction code is not correct; DXA9KA, after the pump PC-EPC solenoid valve circuit;
    CA351, jet drive circuit failure; DXA9KB, after the pump PC-EPC solenoid valve short circuit;
    CA352, the sensor supply voltage is too low failure; DXE0KA, the LS-EPC solenoid valve circuit;
    CA386, the sensor supply voltage is too high failure; DXE0KB, the LS-EPC solenoid valve short circuit;
    CA428, fuel moisture sensor feedback voltage is too high failure; DXE4KA, emergency EPC circuit breaker;
    CA429, the fuel moisture sensor feedback voltage is too low failure; DXE4KB, emergency EPC short circuit;
    CA435, engine oil pressure switch failure; DXE5KA pump confluence / shunt the main solenoid valve open circuit;
    CA441, the battery voltage is too low failure; DXE5KB pump confluence / diversion of the main solenoid valve short circuit;
    CA442, the battery voltage is too high failure; DXE6KA pump confluence / shunt LS electromagnetic valve open circuit;
    CA449, the common rail pressure is too high failure; DXE6KB pump confluence / shunt LS electromagnetic valve short circuit;
    CA451, the common rail pressure sensor feedback value is too high failure; DY20KA wiper not working properly. , DY20MA wiper parking exception;
    CA452, the common rail pressure sensor feedback value is too low failure; DY2CKA washers motor circuit;
    CA488, the intake air temperature is too high (torque decrease); DY2CKB washers motor short circuit.

    (This article reprints the network)

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