- -~

INDEX

STANDARD GRAPHICAL SYMBOLS 1

MANIFOLD CONTROLS 2

CURRENT GALlON GRADER HYDRAULIC SYSTEM 5

HYDRAULIC TANK AND FILTER 5

Dipstick 7
Filter 9

Hydraulic Tank Breather 11

Hydraulic System Lubricant 11
HYDRAULIC PUMP 12
Function of the Hydraulic Pump 13
Tolerance of the Pump 14
FLOW REGULATOR 15
STEERING CIRCUIT 22
Mechanical Power Boosted Steering 22
Hydrostatic Power Steering 29
MANIFOLD CIRCUIT 33
4
Series Flow 33
Galion Control Valves 35
Flow within a Control Valve 36
PAST GRADER HYDRAULIC SYSTEMS 40
Flow Regulators 40
Past Hydraulic Systems 41
HYDRAULIC SYSTEM PRESSURES 48
Manifold Pressure Check 48
Steering Pressure Check 49
TROUBLESHOOTING ——- File E, Section 17 of the Galion Grader Shop Manual
 I

C:
STANDARD GRAPHICAL SYMBOLS

LINES AND LINE FUNCTIONS

LINE, WORKING

LINE, PILOT (L>20W)

LINE, DRAIN (L.c5W) — — — —

LINE, FLEXIBLE

LINE, JOINING

LINE, PASSING

PLUG OR PLUGGED
CONNECTION

VALVES AND BASIC SYMBOLS

VALVE, FLOW DIVIDER

WITH BY-PASS C’

VALVE, MAXIMUM
PRESSURE (RELIEF) J

MOTORS AND CYLINDERS

CYLINDER, DOUBLE ACTING

SINGLE END ROD
 MANIFOLD CONTROLS
C)

C:

1. Left moldboard lift 6. Hydraulic shiftable moldboard

a) Push - left side of moldboard down. a) Push — moldboard shift left.
b) Pull - left side of moldboard up. b) Pull — nioldboard shift right
2. Scarifier or bulldozer (optional) 7. Circle side shift (can be hydraulic!
a) Push scarifier or bulldozer down.
— mechanical or full hydraulic)
b) \Pull scarifier or bulldozer up.
— a) Push - circle side shift left
b) Pull — circle side shift right
3. Circle reverse
a) Push circle rotation counter clockwise 8.
- Leaning wheel
b) Pull circle rotation clockwise
- a) Push — leaning wheel left
b) Pull - leaning wheel right
4. Moldboard power tilt or accessory (optional)
a) Push down- 9. Right nioldboard lift
b) Pull up
— a) Push — right side of nioldboard down.
b) Pull — right side of moldboard up.
5. Steering wheel support block.
10. Optional accessories would be added
the right end of the manifold. Up
3 more controls could be added.

—2—
0

Left Moldboard Lift

Circle Side Scarifier (optional)

Shift
Accessory

Right Moldboanj Lift Steering Cylinder

Hydraulic Shiftable
Moldboard Leaning Wheel

HYDRAULIC SYSTEM
GRADER MANIFOLD AND STEERING CIRCUIT
cJj

Fill.,

-4-.
‘~CURRENT GALlON GRADER HYDRAULIC SYSTEM
Filtered oil from the hydraulic tank is provided to the inlet side of a 30-40
gpm positive displacement pump. As the engine turns, a corresponding displace
ment of fluid exits from the pump. This flow is directed to a flow regulator,
where a priority flow of 8 gpm (5.5 gpm on the 503—L) is diverted to the steer
ing circuit. This provides maximum efficiency at all times to hydraulic steer
ing and power boosted brakes. From the steering circuit, this 8 gpm priority flow
returns to the tank. (See Figure 1)
The excess flow from the flow regulator (above 8 gpm) is directed to the left
side of the hydraulic manifold. Through a series flow system, fluid becomes
available for use by all valves in the manifold. If all manifold controls are
in neutral position, fluid passes through the manifold and back to the tank.
Fluid in the tank is then ready to be recirculated through the system again.
If any one or more controls in the hydraulic manifold are operated, then suc
ceeding controls down stream function with exhausting fluid from double-acting
cylinders upstream. This allows any number or combination of controls to be
operated at one time.
Both hydraulic circuits, steering and manifold, are each protected from overload
pressures by relief valves pre—set at the factory. These valves prevent each
system from damage in the event of, for example, extending a cylinder to its
limit. These valves automatically re-set themselves when an overload condition
ends, and the hydraulic system will again operate normally.

HYDRAULIC TANK& FILTER

The hydraulic tank on Galion graders provides two purposes. It provides a
means of stortng fluid for use by the pump, and a means of filtering the
fluid prior to its recirculating through the system. The hydraulic tank
capacity is approximately 14 gallons at operating level.
The flow of the fluid through the tank occurs at a very rapid rate when the
hydraulic pump is at full output. Return oil lines from both manifold and
steering circuits meet at the return lIne adaptor block mounted directly to
the hydraulic tank. (Circle reverse and mechanical side shift hydt~aulic
motor case drain leakage line(s) would also join with steering and manifold
retUrn oil at this adaptor block.) From the adaptor block oil passes through
port (A) and into compartment (8) of the hydraulic tank. (See Figure 2)
The oil entering compartment (B) will completely fill this chamber. At this
time enough pressure exists (very slight) to cause a flow of oil through the
25 micron filter’(C). Once this oil passes through the filter, it will flow
into compartment (D).

-5—
 G

E
A

D C

fiy.2

If in the event the oil is very cold and too thick for easy flow through
the filter, or, should the filter element be so dirty that the oil cannot
pass through at the required rate, then the differential by-pass valve CE)
will open. This valve opens at approximately 15 psi to provide a by-pass
for the fluid around the filter from compartment (B) to compartment (D)~
When the by-pass valve is opened, some fluid is not being filtered. However,
the pump will always have a sufficient supply of oil and therefore eliminate
the possibility of cavitation (being starved for oil).
When there is a passage of oil through the by-pass valve, a very loud
“hammering” sound will come from inside the tank. This sound is the ball
raising and lowering off its seat to allow the passage of oil through this
valve.

—6—
There are two cases when this ‘hammering’ sound may be heard:
1) During initial start—up on a cold morning this valve will open and
close to allow oil to by—pass the filter. When cool, oil is thicker
than it should be for normal operation. In this case the thick (cold)
oil will travel the path of least resistance and flow through the by
pass valve rather than the filter. As the oil warms to operating tem
perature and thins, the “hammering” sound from the by—pass valve will
cease and the oil will flow freely through the filter element.
2) When the filter becomes so dirty that the required amount of oil can
not pass through it, the by—pass valve will open and close. In this
case the “hammering” sound will continue after the oil is at operating
temperature. The recommended procedure for draining the tank and re
placing the filter should be followed when this condition occurs.
(See page 10)

A small amount of oil also enters compartment (0) from the drain port 03).
Controlled lubrication leakage from the hydraulic manifold enters the tank
at this point. This oil will not be filtered and will join in compartment
(0) the other previously filtered flow of oil. The manifold drain is ported
to the lower compartment of the tank to prevent ahy back—pressure to the mani
fold and control boots. This allows for a simple gravity drain.
Compartment (0) contains a breather (H) to allow atmospheric pressure to be
equalized within this compartment. Atmospheric pressure of 14.7 psi will
then be applied to the top level of the oil in compartment (0). The differ
ence in the pressure above the oil and the very low pressure at the inlet side
of the pump will cause a flow from compartment (D) to the inlet side of the
pump. Oil will exit compartment (D) by way of the port marked (I), fTow to
the pump, and be recirculated throughout the system again.

DIPS TICK

A dipstick is provided in each grader hydraulic tank (optional 503—L) for

checking the hydraulic fluid level. The proper procedure for checking the
oil level is as follows:
Check oil level at 1000 minimum with tholdboard centered, wheels straight,
lift and scarifier cylinders retracted. Shut engine down, remove dipstick,
and wait 15 seconds minimum. Insert dipstick again and screw in. Remove
dipstick again. Oil level should be between HI and LO marks on dipstick.

—7—
 C:

fig.3

Removing the dipstick for 15 seconds when the engine is shut down, allows
sufficient time to equalize the level of fTtiTd in botWcompartments of the
tank. The dipstick is located in a standpipe in the upper compartment. (See
Figure 3). At the bottom of this standpipe is a port to allow oil from the
upper compartment (B) to drain into the lower compartment (D).

There are also two holes at the top and bottom of this standpipe. The top
holes allow air to enter the upper compartment from the dipstick holeand
standpipe. The lower holes allow the oil in the upper comp?rtment to drain
into the lower compartment by way of the port at the bottom of the standpipe.

When the dipstick is installed in the tank and screwed in, an “0” ring at the
tip of the dipstick prevents oil from exiting the upper compartment through
the port in the bottom of the standpipe. Also one should be certain that the
dipstick is ~ecurely screwed in prior to re—starting the engine. Failure to
do so will cause oil to escape from the dipstick hole at the top of the tank.

-8-
FILTER
The filter in the grader hydra~ulic tank is of the replaceable type. The filter
is to be replaced at the end of 100 hours of operation on a new machine, or one
one which has had the hydraulic system repaired. The filter element should be
replaced each 1000 hours of operation thereafter. To service the filter the
following steps should be followed (Refer to Figure 4):

—9-.
 1) Shut down engine
2) Remove dipstick to equalize air pressure within compartments of the
tank.
3) Remove drain plug and drain tank (both compartments) of approximately
14 gallons oil. Properly dispose of oil do not reuse.
4) Loosen bolts on clamping ring “A” and remove cover “W’.
5) Lift filter assembly from tank; filter assembly includes filter, two
container halves, and spring.
6) Remove wing nut (self—locking) from shaft hold assembly halves together.
7) Remove filter from two assembly halves.

8) Filter should be inspected for excessive foreign material which

could indicate additional hydraulic system maintenance. Inspect
filter by cutting off paper cover and checking trapped material in
paper pleats.
9) Thoroughly clean all components of filter assembly. Clean both com
partments of tank interior.
10) Reassemble two halves of filter assembly with new Galion filter. Be
certain not to crush filter during assembly by over tightening wing nut.
11) Install filter assembly in tank making certain that gasket “F’ is in
stalled correctly between upper compartment ledge and bottom halve of
filter assembly.
12) Install drain plug in bottom of tank.
13) Fill tank with reconniended oil. When adding oil, allow time for oil
to pass through filter. Continue to add until level is correctly in
dicated on dipstick. Capacity of tank approximately 14 gallons.
14) Install filter cover spring “C” and cover “B” making certain that stem of
filter assembly pockets into cover properly. Inspect gasket on cover “B”
for damage prior to installation. Be certain gasket is properly seated
during installation.
15) Secure clamping ring “A” over cover “B”.
16) Re—check oil level when motor grader at operating temperature.
It is extremely important when servicing tank or filter that dirt be kept out of
the system. Dirt in any hydraulics system can cause premature component failure.

—10—
HYDRAULIC TANK BREATHER

A breather is employed on the hydraulic tank to allow atmospheric pressure to

enter the lower compartment. This breather contains an element which can be of
either cloth or paper construction. Both types effectively filter the air enter
ing the tank, but there are specific maintenance procedures for each.
The cloth type element should be checked every 50 hours. If dirty, this type of
filter can be cleaned in diesel fuel. This element can be cleaned repeatedly as
long as there is no deterioration of the element. Replace this filter every 500
hours, or sooner if necessary.
The paper type element should be checked every 50 hours also. This element must
be discarded and replaced as conditions require. This element cannot be cleaned.

HYDRAULIC SYSTEM LUBRICANT

Present Galion graders use either automatic transmission fluid, ATE, type A,
suffix A identification, or “DEXRON”. Both lubricants are approved for use
in Galion graders. Both Type A, ATF and Dexron are completely compatible.
Type A, ATF can be “topped” or added to with Dexron, and, Dexron can be ‘topped”
with Type A, ATE. Both Dexron and Type A, ATF can be mixed in any amount and
still be compatible.
Hydraulic oil meeting Military Specifications FIlL L— 17672A, Grader 2llOth,
—

can also be used in Galion motor graders. It should be noted that hydraulic
oil used should always be from a reputable supplier and should always be a
premium grade. The following is an example of reputable suppliers:

Rando Oil FIDA Texaco, Inc.

Tellus 927 Shell Oil Co.
Duro Oil 160 Sinclair Refining Co.
Nuto 43 or Nuto H44 Humble Oil & Refining Co.
Sunvis 2llOth Sun Oil Co.
D.T.E. 13 Mobil Oil Co.

In the event that a grader hydraulic system contains hydraulic oil, Dexron or
Type A, ATF, can be added to the hydraulic oil. However, NEVER ADD HYDRAULIC
OIL TO A SYSTEM CONTAINING DEXRON OR TYPE A, ATE.

For further specific information concerning lubricants, consult the machin&s

particular operator’s manual.

—11—
 HYDRAULIC PUMP C:
There are basically two different types of pumps employed with Gallon graders.
Gallon graders with an oil clutch use a hydraulic pump in tandem. This type
of pump consists of a spur gear section for the manifold and steering hydraulic
controls, and, a gerotor section for clutch cooling, transmission lubrication,
and transmission stop brake activation. Although this pump is in tandem, each
section operates a completely separate system. This tandem pump is indirectly
geared to the engine by a shaft connected to the flywheel. This means that as
the engine turns each revolution, the hydraulic pump at the front of the trans
mission will displace a set amount of fluid. One can imagine this pump as act
ually being directly coupled to the engine flywheel.

Galion graders with a power shift transmission and torque converter use a pump
with only one section. This one section pump is a spur gear type and is basi
cally the same as the spur gear section of the tandem pump previously discussed.
Figure 5 shows a pump employed on a power shift model motor grader. This pump
is attached to the torque converter on these models. It is, by indirect means,
connected to the engine. This means that as the engine turns, the pump will
correspondingly turn.
Mother pump, called the torque converter charging pump, is also connected to
the torque converter. This pump is completely separate from the hydraulic
pump mentioned above. The charging pump operates only the converter/transmission
sys tern.

F1L5
C:
—12—
FUNCTION OF THE HYDRAULIC PUMP

A pump produces a flow of oil. This fl ow of oil will then accomplish the
various hydraulic functions throughout the system. In Figure 6 we have a
diagram showing the cross section of a spur gear type pump such as that used
on all Galion graders.

POCKET OF OIL

Fig.6

This type of pump consists of two gears meshing within a housing. There is
a very fine tolerance between the gears themselves and the housing around
them. This means that between each gear tooth and the housing there is a
sealed “pocket” where oil or fluid can be trapped. As the gears in this
pump revolve and mesh, due to the engine driving the pump, oil is displaced
from the left side (inlet side) to the right (exhaust side). Each pocket,
between gear teeth and housing, carries a fixed amount of fluid from inlet
side to exhaust side. Notice that as the fluid is displaced, a void is left
at the inlet side of the pump. This void tends to create a vacuum. This
then allows air pressure within the tank to force flui& from the tank to
the inlet side of the pump. The gear teeth then cause displacement within
the pump.

—13-
The displacement rating of this type of pump- in gallons per minute or gpm,
is determined by the amount of fluid each pocket can contain and how fast
this amount of fluid is carried from one side of the pump to the other. In
this case, if the pump was turned at a faster rpm, then a larger amount of
fluid would be carried or displaced from inlet to exhaust side. Also, if
both gears in this pump were wider in size, then each “pocket” would hold
more fluid. And, as the pump’s gears revolved, more fluid would be displaced
from inlet to exhaust side. This is the basic way in which pump displacement
is increased (or conversely decreased) from one size pump to another. The
difference in flow rating in gpm between two spur gear pumps driven at the
same rpm, is usually determined by the width of the gears in each. For
example, most Galion cranes employ a tandem pump for their hydraulic systems.
This pump contains two spur gear pump sections, one with a displacement of
30 gpm at high idle and the other with a displacement of 50 gpm. The only
difference between each pump section is the larger width of gears in the
50 gpm section. Thus a larger displacement spur gear pump will have wider
gears.

C:
TOLERA NCE OF THE PUMP

The life of the hydraulic pump in Galion graders is directly related to how
clean the entire hydraulic system is kept. The close tolerances within the
pump enable maximum efficiency rated in gpm output. As the tolerance between
gear teeth and housing increases, pump output decreases. In general, the most
common reason for pump failure is dirt or foreign material entering the hydraulic
system. This dirt scores the housing of the pump and the gear teeth thus dis
abling proper displacement of fluid to occur within the pump. For this reason,
it is imperative to keep a hydraulic system free from dirt or foreign material.
It should also be remembered that a hydraulic pump is a precision instrument.
Care should be taken when handling or installing a pump that damage does not
occur. Also pumps should always be protected from rust when storing. Always
thoroughly lubricate interior components prior to prolonged storage.

U
-1 4-
I
FLOW REGULATOR
Current grader flow regulators are mounted on a frame cross—member behind the
operator’s compartment. Some past motor graders have had the flow regulator
mounted on the hydraulic tank and various other locations. The flow regulator
assembly consists of the following:
1) A by-pass type flow regulator (honed assembly).
2) A steering relief valve
3) A by-pass circuit relief valve (manifold relief valve).
4) A housing for the above components.
The function of the flow regulator is to maintain a constant flow of oil to
the regulated steering circuit. Excess flow is by—passed and made available
for use at the manifold.

MANIFOLD RELIEF
00 a a

TO MANIFOLD
TO TANK
I
I

I FROM PUMP

aa

STEERING RELIEF 8 gpm ORIFCE

TO STEERING

—15—
The flow regulator assembly has four different flow conditions C
1. PUMP OUTPUT 8 gpm OR LESS

S — S

I
I

I
I FROM PUMP
C

L~ a-i

TO STEERING

When the pump output is 8 gpni or less, flow from the pump goes to the flow
regulator, passes through the 8 gpm orifice and goes to the steering valve.
This 8 gprn or less flow will circulate through the steering and power boosted
brake circuit and return to the tank. This condition will happen only with
a badly worn pump and extremely low engine idle speed setting. Under this
condition you will have steering but no manifold controls functioning. The
following cross-section drawing shows exactly what configuration the 8 gpm
orifice of the honed assembly is in for the above condition:
C:
-16—
 TO STEERING

t
FROM PUMP
2. PUMP OUTPUT 8 gpm OR MORE

C
e S a a

I I
I TO MANIFOLD

I
I
1 FROM PUMP

Laa aaJ C
TO STEERING

When pump output is above 8 gpm, the flow from the pump again goes to the flow.
regulator. Here the first 8 gpm flows out to the steering valve, and the excess
flow is by—passed to the manifold. Thus at full pump output, both steering and
manifold circuits are receiving their maximum flow.
The following cross—section drawing shows the configuration of the honed assembly
when over 8 gpm flow is introduced. Notice that the orifice at the bottom of
the spool in the honed assembly can only handle a maximum flow of 8 gpm. (This
rating is determined by the size of this orifice hole.) If the flow of oil in
troduced to the orifice is less than 8 gpm then the previous cross—section draw
ing would hold true. For 8 gpm or less flow, the oil simply flows through the
orifice with no resistance and continues out to steering.
However, when more than 8 gpm flow is introduced to the honed assembly, a resis
tance to flow is met at the 8 gpm orifice. This resistance to flow causes a
pressure beneath the sliding spool of the honed assembly. The pressure (when
flow above 8 gpm) works against the lower surface of the spool causing it to
rise against the spring tension above the spool. As this spool rises, it exposes
ports where the excess flow above 8 gpm can exit. From these ports the excess
C
flow of oil travels to the manifold for use.

-18-
 8 gpm
TO STEERING

FROM PUMP
TO MANIFOLD
 3. MANIFOLD RELIEF OPENS DUE TO EXCESSIVE PRESSURE BUILD-UP IN MANIFOLD
CIRCUIT. C

IF__es S —

x
TO TANK
I

I FROM PUMP C

TO STEER tIC

Should a cylinder in the manifold circuit be extended to its limit, then there
will be an excessive pressure build—up within the circuit. Should this pressure
exceed the systems relief valve setting, the flow of oil for the manifold circuit
will be vented back to the tank. Should the above condition cease to exist, the
relief valve will automatically reset itself and the system will function normally
again.
I
It should be noted that the manifold relief valve is located in the aluminum body
of the flow regulator. çmis valve is pre—set at the factory and should never be
adjusted. Tanipering with this valve cwt only cause component damage.) If the
relief valve cartridge is faulty, it is a i~thove and replace item only. C
—20-
 4. STEERING RELIEF VALVE OPENS DUE TO EXCESSIVE PRESSURE BUILD-UP IN
THE STEERING CIRCUIT.

I__se a a —

I I
I TO MAN IFOI.D
TO TANK
I
I

I i FROM PUMP

a-i
x

The steering relief valve will open in only one event. Should the steering
cylinder not be extended or retracted fully in one direction or the other,
and the wheels are steered into a stationary obstruction, then enough pressure
build—up could occur to open the steering relief valve. This relief valve will
not open in the event the machine is steered fully in one direction; by—pass
thick valves are incorporated in the steering cylinder to prevent this. (This
is true only with current model graders).
This relief valve functions rarely if ever, but is incorporated as a safety
device for such a rare occurence as that above. This relief valve, and all
other Galion relief valves are pre—set at the factory. Never attempt to adjust
a Ccclion rel-Lef valve.

—21—
 STEERING CIRCUIT C
There are two basic types of steering systems employed on Galion graders. One
system contains a mechanical power boosted steering gear with by—pass check
valves incorporated in the steering cylinder. The other system contains full
hydrostatic power steering. When a grader is equipped with hydrostatic steer
ing, there are no by-pass check valves in the steering cylinder, but, steering
relief is vented to the power boosted brake unit before returning to the tank.
Each of these two types of systems warrant separate study.

MECHANICAL POWER BOOSTED STEERING

The schematic drawing on page 4 refers to a typical hydraulic system employing
this type of steering circuit. From the flow regulator, a priority flow of 8 gpm
travels to a mechanical power boosted steering gear.

The combined mechanical and hydraulic sections of the steering gear are located
above the head block of the grader frame. The steering linkage is then connected
to the lower portion of the gear box. Activation of this unit occurs when the
steering wheel and connecting shaft are rotated.
The hydraulic actuating unit of the steering gear contains the following com
ponents:
1) A sliding spool which directs fluid to the proper port(s) for
steering.
2) Triggering linkage which moves the spool in the corresponding direction.
3) An actuating collar connected to the worm in the mechanical linkage
which actuates the triggering linkage.
4) Centering springs to indirectly center the spool (whenever the steering
wheel is not being rotated.
5) A housing with ports to contain the above items.
This hydraulic unit accomplishes two basic functions. First, when the steering
wheel is not rotated, the spool valve will be in the neutral position. In this
case the valve will act asa holding device for the steering cylinder. Second,
when rotating the steering wheel in the appropriate direction for travel, the
spool will slide within the housing to expose ports. By exposing these ports,
fluid will flow to the corresponding side of the steering cylinder thus provid
ing hydraulic actuation of the steering linkage. The following cross—section —

drawings show the various flow conditions within the hydraulic unit.

—22—
 1. STEERLNG WHEEL NOT ROTATED —. SPOOL IN NEUTRAL POSITION.

HYDRAULIC PORTS
TO POWER CYLINDER

OUTLET PORT INLET PORT

FLUID FROM PUMP

DISPLACED FLUID FROM CYLINDER

When the sliding spool valve is in the neutral position, oil flows freely
past the two ports leading to the steering cylinder, and exits the valve
downstream to the rest of the steering circuit. This free flow through the
valve Causes very minimal pressure. And, although both ports are exposed to
the oil flow, there is very little pressure in the valve to cause any acti
vation of the steering cylinder.
It is important to remember that since both ports are equally exposed to the
oil flow, no movement will occur in the steering cylinder. The oil is just
“by—passing” through the valve and downstream.

—23—
2. STEERING WHEEL ROTATED LEFT

DER

SPOOL MOVED
IN DIRECTION
SHOWN
L

When the steering wheel is rotated to the left, a force is applied to the
centering springs. As these springs are overcome, the triggering linkage
is activated causing the sliding spool to shift in the valve body as shown.
The maximum travel of the spool within the body is approximately sixty—five
thousandths of an inch. As the spool shifts its position, one port is closed
to the oil flow while the other is still exposed. This causes an immediate
pressure differential between ports.
When the spool has shifted as above, oil can flow to the proper side of the
cylinder to actuate the piston. At the same time, the return port in the
valve has enlarged in such a manner as to allow passage of the discharging
oil form the cylinder through the valve and then to other downstream func
tions. The slightest movement of the .steering wheel will activate this valve.
The end result of the activation of this valve is hydraulic power assisting
the steering linkage. C
-24-
3. STEERING WHEEL ROTATED RIGHT

FROM CYLINDER TO CYLINDER

p
I
SPOOL MOVED
IN DIRECTION
SHOWN

Rotating the wheel to the right activates the valve causing hydraulic power
to assist in making a right turn. A similar sequence of events occurs as
before only in this case, the spooi will shift in the opposite direction.
Whenever the effort at the steering wheel is released, the spool will return
to the neutral position by the action of the centering springs.

Compensation for shock loading

If the wheels are subjected to shock loading, then the spool in the valve will
automatically shift in the appropriate direction thus directing the fluid to
the proper side of the piston to resist the shock forces. This compensating
action prevents kickbacks at the steering wheel.

—25—
r

STEERING CYLINDER

The steering cylinder incorporated on current Balion graders with mechanical

power boosted steering are equipped with poppet type by—pass check valves..
These valves enable a downstream flow to the power boosted brake unit at all
times. Even if the piston is extended (or retracted) to its limit, there
still will be a flow of oil available downstream; the steering relief valve
will not open in this case.

PISTON ROD EXTENDED TO LIMIT:

If the machine is steered completel,~ to the right, then the piston rod of the
steering cylinder will be completely extended. If the steering cylinder is
maintained in the bottomed position, the flow within the cylinder will be as
shown in Figure 7.

When the piston rod is completely extended, the by-pass check valve is exposed.
The flow of oil enters the cylinder, raises the ball against the spring tension,
and exits out the line leading back to the steering valve. This means a contin
uous flow of oil will be provided downstream to the power boosted brake unit
even when the machine is steered to its limit. During this condition, the steer— ~
ing relief valve will not open.
If the machine is steered completely in the opposite direction (left), the piston
rod will be retracted and bottomed. In this event, the other by—pass check valve
will be exposed and allow a continuous downstream flow in a similar manner as
mentioned before.
PISTON ROD EXTENDED AND FLOW INTRODUCED TO RETRACT:

When the piston rod is in the configuration of Figure 8 and flow is intro
duced to retract, then oil pressure will work against the small surface marked
(A). At this time, the check ball is seated tighter against its port due to
the pressure above and the spring tension. As the piston retracts, the entire
surface of the piston plate will be exposed to fluid pressure while the by—pass
check valve remains closed.
Exhausting fluid from the other side of the piston can exit the cylinder by
either the by-pass check valve port or the line port.

FLOW WITHIN CYLINDER WHEN PISTON PLATE IS BETWEEN BY—PASS CHECK VALVES:

When the piston plate is between by-pass check valves, the flow within the
cylinder is much like any other cylinder.

—26—
 BY-PASS CHECK VALVES

~‘L1
 BY-PASS CHECK VALVES

Fig.8

0 0
POWER BOOSTED BRAKES

Directly downstream from the steering valve is a power boosted brake unit.
When the service brake is applied, approximately 290 psi is needed to attain
full braking capability with this unit. Whenever the pressure within this
unit exceeds 290 psi, oil is vent?d through a relief valve incorporated in
the unit, downstream and back to the tank. If the service brake is not
applied, oil flows freely through the brake unit and back to the tank.

TO TANK

— — a
RELIEF
VALVE

FROM -J
BRAKE

STEEREI C
I
I
— —
CV I..
I

The power brake unit is located on the right side frame channel beneath the
operator’s compartment.
It should be noted that a flow of oil will always be available to the power
boosted brake unit at all times due to the by—pass check valves incorporated
in the steering cylinder. This means that power boosted brakes are always
available even when the steering is “bottomed”.

HYDROSTATIC POWER STEERING

The schematic drawing on page 30 refers to a typical hydraulic system employing
this type of steering circuit. From the flow regulator, a priority flow of
8 gpm travels to a hydrostatic steering valve. In this system there are no
by—pass check valves on the steering cylinder, but, steering relief is vented
to the power boosted brake unit prior to returning to the tank.

—29—
GRADER MANIFOLD AND STEERING CIRCUIT _

Ct

—30—
HYDROSTATIC STEERING VALVE

In this type of system, hydraulic lines take the place of the mechanical flear
box linkage of the,previous type system. One can think of this control unit
containing only a hydraulic steering valve.
The combined hydrostatic steering unit contains three (3) separate sections
each producing a separate function. Each of these sections are shown below.

CONTROL
COLUMN

— MOUNTING
SURFACE

CONTROL
SECTION

METERING
SECTION

The control column is connected to the steering wheel by a shaft. Whenever

the steering wheel is turned in the appropriate direction, the control column
is also rotated. Connected to this control column is the control section.
Inside the control section are two spools inside each other with centering
springs to locate each in neutral position. This section functions basically
the same as the hydraulic actuating unit on the mechanical power boosted steer
ing gear box. It accomplishes a free flow downstream when in neutral , and,
directs a flow to the respective side of the steering cyltnder when steering.
Exhausted fluid from the cylinder when steering returns through the steering
valve and downstream.
In conjunction with the control section is a metering section. The metering
section consists of a gerotor type housing and metering gear. The metering
gear is connected to the control section and indirectly to the steering wheel.
As the steering wheel is turned, the control section designates the proper
flow direction for steering and the metering gear regulates the displacement
flow out to the cylinder. In this way a controlled actuation of, hydrostatic
steering is accomplished.

-31—
In the event of engine failure or stall, the hydrostatic steering unit auto—
matically reverts to a manual steering control. In this condition, the fluid
metering section becomes a rotary pump and directs fluid to move the cylinder
in either direction when the steering wheel is manually rotated. A check valve
within the unit allows a closed circuit for the fluid between this steering
unit and the cylinder.

STEERING CYLINDER

The steering cylinder, on graders with a hydrostatic steering unit, are not
equipped with by—pass check valves. If the steering cylinder with hyaFostatic
steering had by-pass check valves, then the steering wheel could continually
be rotated after the steering cylinder was “bottomed”. To prevent this, by
pass check valves have been eliminated from steering cylinders used with hydro
static steering.
However, without by—pass check valves, a downstream flow to the power boosted
brake unit would be eliminated whenever steering is “bottomed”, but, a relief
valve has been installed in the steering line. This relief valve has been
installed between the flow regulator and the hydrostatic steering unit. This
relief valve has a setting 50 psi less than the steering relief valve located
in the flow regulator. In the event the machine is steered to its limit, pres
sure will build to this relief valve setting, and oil will be vented to the
power boosted brake unit. Actually this relief valve allows a “by—pass” around
the hydrostatic steering unit to the boosted brake unit whenever the steering
is “bottomed”.

This means that machines equipped with hydrostatic steering will always have a
flow of oil available to the boosted brake unit at all times, including when
steering is bottomed. (The 503 A & L both do not have power boosted brakes).

POWER BOOSTED BRAKES WITH HYDROSTATIC STEERING

The power brake unit for hydrostatic steering models is located on the right
side frame channel beneath the operator’s compartment. Flow to this unit is
received from downstream steering, or, from the previously mentioned relief
valve. This brake unit is the same in all respects as the brake unit dis
cussed previously with mechanically power boosted steering.

—32—
 MANIFOLD CIRCUIT
From the flow regulator, the excess flow above 8 gpm travels to the left side
of the control manifold. Oil enters the manifold and, if all controls are in
neutral, travels through the manifold and back to the tank. If one or more
controls are activated, oil travels through the manifold in series flow. This
allows the capability of one or more controls operating at one time.
The manifold circuit is protected from overload pressures by a manifold relief
valve located in the flow regulator. Should a cylinder be “bottomed’ in the
manifold circuit, excessive pressure will build and cause this relief valve to
open. Oil will then be vented back to the tank as long as this condition exists.

MANIFOLD AND CONTROL VALVES

Galion designs and manufactures its own control valves. The standard manifold on
all current Galion graders (except 503L) consists of six (6) controls with an op
tional five (5) controls which can be added. The picture on page 2 shows a typical
manifold on a Galion grader.

SERIES FLOW

When all controls in the manifold are in neutral position, the flow of oil enters
the left side of the manifold, passes through each control valve, and exits at
the right. In this case, oil is flowing through the manifold with very little
resistance, and in turn very little pressure. The figure below shows this con
dition:

—33—
Whenever a control is activated, however, the flow of oil is diverted at the
respective control valve. Oil then flows out from this control valve to the
particular cylinder (or motor). Since the hydraulic cylinders employed on
CD
Galion graders are double—acting type, the exhausting oil will return back to
the manifold. It will then resume its travel downstream in the manifold, exit
at the right, and travel back to the tank. The figure below shows this con
dition:

a—

C..
Whenever more than one control is activated, succeeding controls downstream
operate on exhausted fluid from double—acting cylinders upstream. This pro—
vides the ability to use several controls at one time. The figure below
shows this condition:

4-
a
0

-34-
GALlON CONTROL VALVES

The control valves employed on Galion graders are precision products which
should be handled as such. Each control valve contains the following com
ponents:
1) An open center sliding spool
2) A valve body to contain the spool
3) A centering spring connected to the spool to locate neutral position
4) A lower cover plate
5) An upper cover plate with a sealing boot and actuating lever

Manufacture of this assembly is extremely accurate. First, the spool is

ground round, to within one ten—thousandth inch taper end to end. The spool
is then sized with an air gauge and coded within a range of one thousandth
inch; within this range of one thousandth inch, each code represents one sub
division to an accuracy of one ten—thousandth of an inch. Precision must be
maintained during this entire operation.
Second, the valve body bore is honed round, also to within one ten—thousandth
of an inch taper end to end. It is then sized and coded in a similar manner
as the spools. Each code represents a bore size within one ten—thousandth
inch. Precision is also maintained during this honing operation.
When a large quantity of spools and valve bodies have been produced, they are
matched for size with their corresponding codes. When any one spool and body
are mated, there is only 4 to 6 ten-thousandths clearance between the two com
ponents. This type of production provides excellent tolerances between any
mated set of spool and valve body.
The close tolerance of 4 to 6 ten—thousandths inch between spool and body assures
each control valve the capability of 3’locking” the oil between the valve and cy
linder. This prevents oil from escaping a cylinder when the control valve is in
neutral.
The slight clearance between spool and body does provide, however, enough oil
for lubrication to pass between each. This controlled lubrication is very
minimal but is necessary to allow easy sliding of the spool. Each control
valve has two holes bored within the body to allow this lubrication flow to
drain back to the tank.
Another machining operation is performed on the valve body prior to assembly.
Both side surfaces must be machined flat to a fine tolerance also. This pro
vides a tight fit between valve bodies when oil flows through the manifold.
Each control valve is then assembled in the proper sequence for the particular
manifold. An “0” ring is installed between each control valve to prevent leak
age. Also .005 inch shims are placed between each control valve on the three
tie-bolts holding the manifold together. These shims must be used to permit
a small amount of flexibility in the manifold. If a grader flexes in any way,
a small amount of movement is desirable so a “racking” effect will not take place.

—35—
When all components of the manifold are in place, nuts and lock washers are
C.
installed on the tie-bolts. These tie—bolt nuts are then torqued to 17—25 ft.
pounds. Over torquing can cause the control valve spools to stick in the body.
The manifold is then ready to be installed on the grader.

IN SUMMARY:

It should be noted that the control valve spools are each designed for a parti
cular function. Never attempt to interchange the function of control valves.
The valve spool of any one control can have particular size holes, lands or
grooves, and diameter than any other valve in the manifold.
Never attempt to interchange valve spools within a manifold. Since each con
trol consists of a mated spool and body, switching cannot guarantee a 4—6 ten
thousandths inch clearance. Whenever a control is ordered for a manifold, the
spooi and body are received as a mated set. Switching spools within a manifold
can only cause serious problems.

FLOW WITHINA CONTROL VALVE

Activation of the control lever causes the sliding spool to either raise or
lower in the control valve body. When this is done, the flow of oil passing
through the manifold can be diverted either partially or fully, depending on
the design characteristics of the spooi. The following three (3) conditions
of flow can occur within a control valve:

C
—36—
1. CONTROL LEVER PULLED:
When the control lever is pulled, the open center sliding spool is raised in
the control valve body. As this is done, the four large center holes of the
spool are exposed to the mainstream flow of the manifold. The oil will then
enter the open center section of the spool and flow out the bottom set of
holes.
The oil will then exit the control valve at the lower port and flow to the
corresponding cylinder (or motor).
The exhausting oil from the double-acting cylinder will enter the top port of
the control valve. The oil then flows around the “lands” or grooves of the
spool and then exits the control valve at the opposite side from the initially
intaking oil. The exhausting oil from this control valve (and cylinder) is
now made available for use by the next downstream control valve. Figure 9
shows the above flow condition through the control valve.
a

—37—
2. CONTROL LEVER PUSHED:
When the control lever is pushed, the open center sliding spool is lowered
in the control valve body. The four large center holes of the spool are
exposed again to the mainstream flow. Oil then flows through the center of
the spool and out the top holes to the cylinder.
Returning oil from the cylinder then travels around the lower land and is
made available to the next control valve. Figure 10 shows this flow condition.

Fig. 10

C
—38-.
3. CONTROL LEVER IN NEUTRAL POSITION

When the control is not pushed or pulled, oil enters at the left port of the
control valve, flows freely with little resistance around the lands of the
spool, and out the opposite side of the control valve. During this condition
oil is locked in the cylinder preventing movement.
Controlled lubrication between the spool and body is occurring during all
three of the above conditions. This slight lubrication flow is vented back
to the tank through two rifle drilled holes marked (A) and (B) below. These
rifle drilled holes join at a 3/8” drain line which carries the lubrication
oil back to the lower compartment of the hydraulic tank.
The figure below shows the neutral position flow condition of the control valve.

-.39-
PAST GRADER HYDRAULIC SYSTEMS
Several changes in component design of the Gal ion grader hydraulic system have
been made in past years. The following information can be used to determine the
particular components of any past hydraulic system. Since components within a
hydraulic system can vary in design, visual identification of components is nec
essary to determine the type of hydraulic system. Refer to the pertinent parts
book for further information concerning a particular system.

FLOW BEGULA TUBS

Flow regulators used on Galion graders can vary widely in design. However, there
are two basic designs which one should look for old style and new style.
—

OLD STYLE

nit

C
I
6g94

Visual identification of components by:

1. Steering relief valve:
a) Valve is located on top of flow regulator and marked REG.
b) Relief valve is piston plunger type.
2. Manifold relief valve:
a) Valve is located on top of flow regulator and marked BP.
b) Relief valve recessed lower in body than steering relief
valve.
c) Relief valve is piston plunger type.
3. Cover on honed assembly:

4.
a) Cover has plain smooth surface
Spool in honed assembly:
C
a) Top of the honed assembly spool valve has plain straight hole
in the center.
-40-
1) —. 1•• •‘•~ I.- .4 ~

NEW STYLE

r
Visual identification of components by:
1. Steering relief valve:
a) Valve is located on top of flow regulator beside honed
assembly cover and is marked REG.
b) Relief valve is piston plunger type.
2. Manifold relief valve:
a) Valve is located on the side of flow regulator and is
marked BP.
b) Relief valve is pilot operated type. Small holes on the
relief valve body denote this.
3. Cover on honed assembly:
a) Cover ñas 1/2” hex plug located in the center.
4. Spool in honed assembly:
a) Honed assembly spool valve has washer type “one-way”
check valve located on the top of the spool (“flapper
valve”).
Refer to the respective grader parts book for specific component parts
of any particular flow regulator.

PAST HYDRAULIC SYSTEMS

The following circuit diagrams can be used to identify components of past
grader hydraulic systems

-41-
 T-400 A, 503-A, 503-L, standard TANK

2-Wheel brakes
STEERING
RETURN

ORSITROL
VALVE

p
U
N
p

STEERING
CYLINDER

FLOW
REGULATOR

To MANIFOLD

Visual identification of components by:

1) Hydrostatic steering
2) No by-pass check valves on steering cylinder
3) 2—wheel brakes — not power boosted.

n KTh (r~)
 ) -- H

T-400 A, 4-Wheel brakes

A
N
flAKE K
BOOSTER

ORBITROL
VALVE

p
U
M
p

STEERING
0Th INDfl

F
L R
0 E
w 0
U
L
A
STEERING T
RELIEF 0
VALVE A

Visual identification of components by:

1) Hydrostatic steering
2) No by—pass check valves on steering cylinder
3) Power boosted brakes
a) Brake unit located downstream from hydrostatic
steering unit.
 - —. .~.. ç ~ .. ~~~lWiiiqj

OLD STYLE 2-WHEEL BRAKES

RETURN

ROSS
P
U
M
p

CYLINDER

r
L
0 p
w E
G
U
L.
A
T
0
R
MANIFOLD STEERING
RELIEF

Visual identification of components by:

1) Mechanical power boosted steering unit.
2) 5/8° O.D. diameter steering lines
3) No by—pass check valves on steering cylinder.

n /
fl
 In 0 K

T
NEW STYLE 2-WHEEL BRAKES

STEERING RETURN

ROSS
P
U
M
P

-p STEERING
01 CYLINDER

F
L
0 R
w E
G
U
L
A
T
0
R

Visual identification of components by:

1 Mechanical power boosted steering unit.
2 3/4” O.D. diameter steering lines
3) By—pass check valves on steering cylinder
4) Brakes not power boosted.
 T
OLD STYLE 4-WHEEL BRAKES A
N
K

LINE

ROSS
p

STEERING
CYLINDER

F
I
0 P
RELIEF w E
G
U
L.
A
•1•
0
P

Visual identification of components by:

1) Mechanical power boosted steering unit.
2) 5/8” O.D. diameter steering lines
3) No by-pass check valves on steering cylinder
4 Power boosted brake unit upstream from steering unit.
5 Steering relief valve located on brake unit.

fl n
 • .

C
NEW STYLE 4-WHEEL BRAKES

BRAKE
BOOSTER T
A
N
K

RETURN LINE
T
E
E
R
IE
NT
Gu
R
N
ROSS
P
U

~.1
CYLINDER

F
L
OR
WE
G
U
L
A
T
0
R

Visual identification of components by:

1) Mechanical power boosted steering unit.
2) 3/4” 0.0. diameter steering lines.
3) By-pass check valves on steering cylinder.
4) Power boosted brake unit downstream from steering unit.
5) Steering relief valve on flow regulator.

Refer to the respective grader parts book for specific component

parts of each system.
 HYDRA UL IC SYSTEM PRESSURES
MODEL SERIAL NO. STEERING MANIFOLD ci:
503—A & L 05101 & Up 1200 ± 50 1200 ± 50

303—A 26888 & Up 1100 ± 50 1200 ± 50

104—B & C 07601 — 09950 1100 ± 50 1200 ± 50
09951 & Up 1100 ± 50 1050 ± 50
104H-B & C 07619 — 09954 1100 ± 50 1200 ± 50
09950 & Up 1100 ± 50 1050 ± 50
118-B & C 07614 - 09652 1100 ± 50 1200 ± 50
09653 — 09765 1100 ± 50 1050 ± 50
09766 — 09938 1100 ± 50 1200 ± 50
09939 & Up . 1100 ± 50 1050 ± 50

160-B & C 02111 — 02517 1100 ± 50 1200 ± 50

02518 & Up 1100 ± 50 1050 ± 50

160—L 02101 — 02514 1100 ± 50 1200 ± 50

02515 & Up 1100 ± 50 1050 ± 50
T400-A 01001 & Up 1100 ± 50 1050 ± 50

T500-A 02601 - 03314 1100 ± 50 1200 ± 50

03315 & Up 1100 ± 50 1050 ± 50

T500-L 03286 — 03314 1100 ± 50 1200 ± 50

03315 & Up 1100 ± 50 1050 ± 50

T600-B 01501 — 01744 1100 ± 50 1200 ± 50

01745 & Up 1100 ± 50 1050 ± 50

pressures at engine high idle (Limited high idle on power shift

(All
models)

MANIFOLD PRESSURE CHECK

Install a reliable 1500 PSI gage in the 1/8” NPT port
on the left-hand end of the control manifold, with oil
at operating temperature, set engine at high idle.
Bottom (deadhead) leaning wheel control in either
direction and record pressure.
NOTE: On 503—A or L grader, disconnect hose on the
piston rod side of the leaning wheel cylinder. Adapt
a reliable 1500 PSI gage to this hose. Lean wheel to
the RIGHT (pull control lever) and record pressure.
W NOT ATTEfr~T TO LEAN WHEELS TO THE LEFT AT THIS TIME.

-48-. /
 STEERING PRESSURE CHECK
To check steering pressure, the hydraulic oil mustbe at oper
ating temperature. Disconnect the front hose on the steering
cylinder (except on the 503-A & L and the T—400-A). Connect a
reliable 1500 psi gage directly into the end of the hose.
Start engine and turn the steering wheel to the LEFT. Raise
engine speed to maximum RPM and take pressure reading.

CAUTION: DO NOT ATTEMPT TO TURN STEERING TO THE RIGHT

DUPING THIS OPERATION.

To check the steering pressure on the 503—A & L grader, disconnect

the hose on the piston rod side of the steering cylinder. Adapt a
reliable 1500 psi gage directly into this hose. Start engine and
turn steering wheel to the RIGHT. Raise engine speed to maximum
RPM and take reading.
CAUTION: DO NOT ATTEMPT TO STEER LEFT DURING THIS OPERATION.

To check the steering pressure on the T-400—A grader, disconnect

the hose on the piston rod side of the steering cylinder. Adapt
a reliable 1500 psi gage directly into this hose. Start engine
and turn steering wheel to the LEFT. Raise engine speed to
maximum RPM and take reading.

CAUTION: DO NOT ATTEMPT TO STEER MACHINE TO THE RIGHT DURING

THIS OPERATION.

TROUBLESHOO TING

For troubleshooting of the grader hydraulic system, refer to File E, Section

17 of the Gallon Grader Shop Manual.
For troubleshooting of the Galion crane hydraulics, refer to File E, Section
15 of the Galion Crane Shop Manual.

-49-
0