MOBILE RAILCAR MOVERS SWX ”B” Series Operator’s Manual 4116 Doctor Greaves Rd. Grandview, MO 64030 Ph: (816) 767-0300 Fax: (816) 763-0705 email: info@shuttlewagon.net Table of Contents Table of Contents I. Introduction The Shuttlewagon® in General The Shuttlewagon® Off-Rail The Shuttlewagon® On-Rail II. Safety Mechanical Safety General Operating Safety 1 1 1 2 3 3 4 III. Controls and Indicators Illustration I. Cab Overview Illustration II. Controls and Indicators 1-4 Illustration III. Controls and Indicators 5-12 Illustration IV. Controls and Indicators 13-31 Illustration V. Controls and Indicators 32-48 Illustration VI. Controls and Indicators 49-55 Illustration VII. Controls and Indicators 56-57 Illustration VIII. Controls and Indicators 58-60 Illustration VIII. Controls and Indicators 62-68 Illustration VIII. Controls and Indicators 69-72 Illustration IX. Controls and Indicators 73 Illustration X. Controls and Indicators 74-75 Illustration XI. Controls and Indicators 76 5 5 6 7 8 10 13 15 16 17 18 18 19 19 V. Road Operation Operation (Road Mode) Oil Pressure Air Pressure 25 25 26 26 IV. Pre-Start Pre-Start Walk Around Exterior Check Interior Check Recommended Monthly Inspections Recommended Semi-Annual Inspection 20 20 21 21 23 24 Table of Contents Table of Contents (cont.) VI. Rail Operation Mounting On Rail (400 Series and Single Steer Units) Mounting On Rail (500 Series and Dual Steer Units) Coupling Connecting Railcar Air Brakes Why Use the Train Brake System? Train Rail Brake Control Unhooking From Railcars Dismounting From Rail Towing VII. Railcar Movement Grade in Relation to Travel Railcar Brake Systems (Air and Mechanical) 28 28 29 30 31 32 33 34 34 34 35 35 37 Introduction I. Introduction W elcome to the Shuttlewagon® Operators handbook. This handbook contains information, descriptions and illustrations for the various functions and operations of the Shuttlewagon®, and is intended as a handy reference for operating the Shuttlewagon® only. To obtain comprehensive Shuttlewagon® training contact Central Manufacturing’s Training and Customer Support service at (816) 767-0300. Note: Do not attempt to operate the Shuttlewagon® until you have been properly trained! The Shuttlewagon® in General The Shuttlewagon® is designed as a railcar mover to free up locomotives from switching yard duties. It’s unique design helps eliminate rail yard congestion by being able to move both on rail and off rail by means of hydraulically raised and lowered rail wheels. Under normal conditions the Shuttlewagon® can move freely on asphalt, cement, gravel or dirt roads. Due to the narrow wheel base required for rail operation the Shuttlewagon® should never be operated on an extreme grade or pitch. The Shuttlewagon® utilizes a heavy duty power train and rubber tires to achieve tractive effort. The rubber tires achieve a greater tractive effort than railcar movers that use steel rail wheels for traction. Most components of the Shuttlewagon® are comprised of brand name offthe-shelf parts (i.e. the power train is comprised of either a Caterpillar or Cummins engine, Funk transmission and Rockwell axles) in a factory built frame. Other systems use similar brand name parts with customized layouts. The Shuttlewagon® Off-Rail When the Shuttlewagon® is off-rail, it operates the same as a truck. It has hydrostatic steering, two wheel drive and disc brakes. All pedals, switches and controls conform to normal truck operation and application. The control panels are designed for the operator’s convenience. They are easy to read and within easy reach of the operator. Side view mirrors are located on both sides of the Shuttlewagon® cab for all-round views from the driver’s seat. The driver’s seat is air suspension mounted on a swivel base and is fully adjustable with a lap seat belt. 1 Introduction The Shuttlewagon® On-Rail When the Shuttlewagon® is ready to travel on rail, the rail units are positioned over the rails and lowered, the steering is locked and the rubber tires are used to provide traction for moving the Shuttlewagon® and attached railcars. The front axle is automatically engaged for four wheel drive during rail operation, providing increased traction. Note: The rail wheels do not provide any tractive effort. They are simply engaged to guide the Shuttlewagon® along the track. The vehicle and rail unit suspensions are independent allowing for a smoother ride and increased stability for adverse track conditions. When ice and snow are present on the track, sanders located on both sides of each tire can be used to sand the track during forward or reverse operation. Mirrors at the front and back of the unit help you align the Shuttlewagon® to the track and it’s coupler with rail car couplers. Hydraulic cylinders move the coupler and an air cylinder actuates the coupler opening mechanism. The Shuttlewagon® is equipped with a train air brake valve to activate the air brake mechanisms of the rail cars to provide braking action for the rail cars and the Shuttlewagon® when actively moving railcars. Note: Do not attempt to stop the Shuttlewagon® and railcar consist with the Shuttlewagon® foot brake. Use the train air brake valve to brake both the consist and Shuttlewagon® . The Shuttlewagon®’s foot brake is for use only in stopping the Shuttlewagon® by itself, and may be used for that purpose either on or offrail. 2 Safety T II. Safety he operator of the Shuttlewagon® is entirely responsible for the safe handling of the machine and must take every precaution to assure that the unit is maintained properly and that all systems are in good working order prior to start-up. Like any piece of heavy equipment, if poorly maintained or carelessly and improperly operated, the Shuttlewagon® could cause injury to the user and/or others in the vicinity. Because the Shuttlewagon® utilizes air and hydraulic systems for operation, a cracked hose or improperly tightened fitting can cause a loss of air or hydraulic pressure potentially resulting in loss of braking power or other related mechanical failure. It is imperative that checks of the mechanical systems, exterior features and interior functions be performed daily in order to operate in a safe and efficient manner. Under no circumstances should you, the operator, attempt to use or move the Shuttlewagon® until you are satisfied that everything is in working order and safe to operate. Mechanical Safety As mentioned, the Shuttlewagon® uses air and hydraulic systems for operation. The hydraulic system operates the: rail gear steering system coupler positioner cylinders parking brake • • • • If hydraulic pressure does not build up, the rail wheels cannot be lowered and used to guide the Shuttlewagon® along the rail. • • • • The air system operates the: the Shuttlewagon® brakes the railcar brakes the air adjustable suspension seat the coupler opening mechanism Inadequate air pressure will not allow either the vehicle brakes or the railcar brakes to function properly. It is important that air and hydraulic pressures have built up to the correct pressure before moving the Shuttlewagon®. There are many reasons pressure may not build. Under no circumstances should the Shuttlewagon be moved if pressures do not build to the correct minimum setting. 3 Controls and Indicators T III. Controls and Indicators his section describes and illustrates each control/indicator found on the Shuttlewagon®, and is useful as a quick reference only. A more thorough understanding of the controls/indicators can be obtained by contacting Central Manufacturing’s Training and Customer Support service at (816) 767-0300. The controls/indicators are numbered with an accompanying illustration to aid in identifying it and its location along with a brief description describing its purpose or function. F G I B A D J C E H Illustration I. Cab Overview A. B. C. D. E. F. G. H. I. J. Heater Assembly Dash Panels Driver’s Seat Passenger Seating Rear Throttle and Brake Steering Assembly Defroster Fan Floor Matting Map Lights Windshield Washer Fluid Container 4 Controls and Indicators 1. Turn signal lever Activates the signal lights located on each corner of the frame exterior. 2. Emergency Flasher Pull the control out to activate the emergency flashers. Move the turn signal lever to deactivate the flashers 3. Throttle Pedal (Forward) Regulates engine RPM. Depressing pedal increases engine RPM. 4. Brake Pedal (Forward) Controls Shuttlewagon® brakes. Depressing pedal increases braking action. 5. Engine Oil Pressure Gauge Displays the oil pressure in the engine lubricating system in PSI. 6. Engine Water (Coolant) Temperature Gauge Displays the temperature of the engine coolant in degrees Fahrenheit. 1 2 4 Illustration II. Controls and Indicators 1-4 5 3 Controls and Indicators 7. Voltmeter Measures the voltage capacity being supplied by the alternator to recharge the battery. 8. Fuel Gauge Indicates the amount of fuel (Diesel Oil) available in the fuel tank. 9. Tachometer Displays engine speed in RPM (Revolutions Per Minute) times 100 (RPM x 100). 10. Hourmeter Records a total of engine running time in hours and tenths of hours. 11. Low Oil Pressure Warning Light A warning light for low engine oil pressure. A red light will illuminate and a buzzer will sound if engine oil pressure drops below a predetermined pressure. 12. High Water Temperature Warning Light A warning light for high coolant temperature. A red light will illuminate and a buzzer will sound if the engine coolant temperature exceeds normal limits. Caution: Do not attempt to operate the Shuttlewagon® if either oil or water temperature indicator lamp is lit. Engine damage will occur! 11 5 7 12 9 6 10 8 Illustration III. Controls and Indicators 5-12 6 Controls and Indicators 13. Service Brake Air Pressure Gauge Indicates air pressure in service brake air system in PSI for the Shuttlewagon® air system. Normal reading is approximately 115 PSI. 14. Transmission Oil Temperature Gauge Indicates temperature of oil in the transmission torque converter in degrees Fahrenheit and Centigrade. Normal operating temperature is +180º to 220ºF. 15. Hydraulic Oil Temperature Warning Light A red warning light that will illuminate if the hydraulic oil temperature exceeds normal limits. 16. Hydraulic Oil Pressure Warning Light A red warning light that will illuminate and buzzer sound if the hydraulic oil pressure exceeds normal limits. 17. Transmission Temperature Warning Light A red warning light that will illuminate if the transmission temperature exceeds normal limits. 25 26 21 22 23 24 15 14 13 27 16 29 17 18 19 20 28 Illustration IV. Controls and Indicators 13-31 7 31 30 Controls and Indicators 18. Low Service Air Pressure Warning Light A red warning light that will illuminate if there is insufficient air pressure in the Shuttlewagon®’s service air reservoir. Below 65 PSI a buzzer will sound. 19. Accumulator Light A red warning light that illuminates while the accumulator tank is charging, otherwise not lit when the accumulator tank is fully charged. 20. Park Brake Light A red warning light that illuminates to indicate that the parking brake is engaged. 21. Front Headlight Off/On and Dimmer Switch For front headlights, a three position rocker switch with Low, Off and High beam. A blue indicator light illuminates when the front headlights are switched to high beam. 22. Rear Headlight Off/On and Dimmer Switch For rear headlights, a three position rocker switch with Low, Off and High beam. A blue indicator light illuminates when the rear headlights are switched to high beam. 23. Strobe Light Switch A two position rocker switch with amber indicator light. Position the rocker switch to “On” to turn on the strobe light and “Off” to turn it off. 24. Rail Wheel Lights Switch A two position rocker switch with orange indicator light. The Rail position turns on the rail wheel lights and illuminates the indicator light. 25. Rear Window Wiper Switch A two position rocker switch. Position the rocker switch to “On” to turn on the rear wiper and “Off” to turn it off. 26. Ignition Switch A four position key operated switch. The center(vertical) position is the off position and the key can be removed. Turning the key counterclockwise energizes the accessory circuit; turning the key clockwise from the off position turns the ignition on. The start position (full clockwise) energizes the starter. The switch is spring loaded and must be held in the start position; when released, it returns automatically to the on position. 27. Front Defrost Fan Switch A two position rocker switch. Position the rocker switch to “Front” to turn on the fan and “Off” to turn it off. 8 Controls and Indicators 28. Rear Defrost Fan Switch A two position rocker switch. Position the rocker switch to “Rear” to turn on the fan and “Off” to turn it off. 29. Parking Brake Switch A two position on/off rocker switch. When in the “On” position the park brake light (item 20) will be illuminated and brake set. In the “Off” position the brake will be released. 30. Transmission Indicator/Diagnostic LED An LED display that indicates the gear range selected for the transmission. For information on its use in the diagnostic mode refer to the Funk Transmission manual. 38 33 32 34 40 39 35 45 46 Illustration V. Controls and Indicators 32-48 42 44 43 36 & 37 9 41 47 48 Controls and Indicators 31. Windshield Washer Switch A two position auto off return switch. Press to the “On” position to dispense windshield wiper solvent onto the front windshield. Releasing the switch will automatically return to the “Off” position. 32. Front Rail Pressure Gauge A liquid filled pressure gauge. This gauge displays the hydraulic pressure being applied to the front rail unit in PSI. 33. Rear Rail Pressure Gauge A liquid filled pressure gauge. This gauge displays the hydraulic pressure being applied to the rear rail unit in PSI. 34. Low Front Rail Pressure Warning Light A red warning light that illuminates when the hydraulic pressure applied to the front rail unit drops below 200 PSI. A buzzer will also sound when the light is on. 35. Low Rear Rail Pressure Warning Light A red warning light that illuminates when the hydraulic pressure applied to the rear rail unit drops below 200 PSI. A buzzer will also sound when the light is on. 36. Rail Air Reservoir Gauge This gauge’s red needle measures the amount of air pressure available in the main air tank for pressurizing the train brake system. 37. Rail Air Brake Gauge This gauge’s white needle measures the amount of air pressure being supplied to the train brakes during pressurization. 38. Rail wheels up Switch (Front) A single position rocker switch with automatic off position return. Pressed to the up position will raise the front rail wheels. 39. Rail Wheels Up Switch (Rear) A two position rocker switch with automatic off position return. Pressed to the up position will raise the rear rail wheels. 40. Steering Mode Selector Switch (400 Series option) A two position rocker switch with “Front” for front axle steering only and “Dual” for dual axle steering. 41. Steering Lock Switch A two position rocker switch with indicator light. Steering is unlocked in the “Unlock” position with indicator light off and locked in the “Lock” position with the green indicator light on. 10 Controls and Indicators 42. Dive Mode Switch A two position rocker switch with road mode in the “Road” position and rail mode in the “Rail” position. A green indicator light will illuminate when in rail mode. 43. Wheels Straight Ahead Indicator Front (All models) A green indicator light that remains on when front steer axle wheels are aimed straight ahead and wheels are straight with the vehicle. 44. Wheels Straight Ahead Indicator Rear (400 Series option) A green indicator light that remains on when rear steer axle wheels are aimed straight ahead and wheels are straight with the vehicle. 45. Coupler Positioner Switch (Front) A three position rocker switch with automatic off return position. Moves the front coupler from side to side. 46. Coupler Positioner Switch (Rear) A three position rocker switch with automatic off return position. Moves the rear coupler from side to side. 47. Coupler Release Switch A three position rocker switch with automatic off return position. Pressed to the “Front” position releases the front coupler and “Rear” releases the rear coupler. 48. Rail Sanders Switch A three position rocker switch with automatic off return position. Pressing the switch to “Front” activates the front sanders until the switch is released. Pressing the switch to “Rear” activates the rear sanders. 49. Front Rail Control Valve A two position hydraulic flow control valve. The valve must be in the down marked position to open the flow of hydraulic oil to the rail gear extension cylinders and remain in this position for rail operation. The “Closed” position will shut off the flow of hydraulic oil to the rail gear extension cylinders allowing them to be retracted for road operation. 50. Rear Rail Control Valve A two position hydraulic flow control valve identical in function and operation to the Front Rail Control Valve above that operates the rear rail gear extension cylinders. 11 Controls and Indicators 49 52 51 54 55 53 50 Illustration VI. Controls and Indicators 49-55 Caution: Always bring the vehicle to a full and complete stop before changing directions of travel. Power shifting the transmission with the vehicle under heavy load is not recommended and may shorten the life of the transmission. Never down shift the transmission for braking purposes. Note: A loud warning “beep” will sound repeatedly at short intervals whenever the transmission selector is positioned in reverse”R”. 51. Transmission Selector Lever A three position selector valve consisting of forward, neutral and reverse. Four gear ranges in forward or reverse, with 1st and 2nd only in neutral. The selector must be in “Neutral” position for engine start up, selected gear range will be displayed in the Transmission Gear Indicator/Diagnostic LED (item 30). 12 Controls and Indicators 52. Train Air Brake Control A variable air pressure valve. The “RELEASE”position enables compressed air flow to release the Train Railcar Brakes. The “APPLY” position releases air pressure from the Train Railcar Brakes causing the brakes to engage. This valve may be positioned anywhere between full release to full applied to provide braking power for the rail car consist when operating. The amount of braking action provided by the Train Air Brake Control may be measured by the white hand on the Rail Air Reservoir/Rail Air Brake Gauge (item 37). 53. Train Brake Emergency Valve A red “push/Pull” knob. Pull the knob out to charge or open compressed air flow to the Train Air Brake Control (item 52). Push the knob in to release air pressure in the Train Railcar Brake system. Note: The Train Brake Emergency Valve (item 53) operates in conjunction with the Train Rail Brake Control (item 52) and must be in the up position in order to allow the Train Air Brake Control to charge the Train Railcar Brakes with air to release the brakes. Note: Railroads operate their cars at brake pressures of approximately 90 PSI. 54. Front Rail Pressure Control A variable pressure rotary control knob with locking collar. To change the hydraulic pressure being applied to the rail wheels, loosen the locking collar and turn the control knob; clockwise to increase pressure or counterclockwise to decrease pressure. The pressure being applied to the rail unit will be displayed on Front Rail Pressure Gauge (item 32). 54. Rear Rail Pressure Control Identical purpose and function to the Front Rail Pressure Control (item 54 above), but servicing the rear rail unit. It’s pressure is displayed on (item 33). Caution: 400 Series: Minimum rail pressure 300 PSI maximum 500 PSI 500/600 Series: Minimum rail pressure 400 PSI maximum 600 PSI Failure to operate the Shuttlewagon® within these rail pressures is not recommended. 13 Controls and Indicators 56 57 Illustration VII. Controls and Indicators 56-57 56. Brake Pedal (Rear) Controls Shuttlewagon® brakes. Depressing pedal increases braking action. 57. Throttle Pedal (Rear) Regulates engine RPM. Depressing pedal increases engine RPM. 14 Controls and Indicators 60 59 58 Illustration VIII. Controls and Indicators 58-60 58. Front Windshield Wiper Control A variable position rotary knob with “off”/”on”. Rotating knob counterclockwise turns on wipers, further rotation increases wiper speed. 59. Air Horn Pull Chain Pull down on cable to sound air horns. 60. Front Dome Light Switch A two position “off”/”on” toggle switch. Push to right to turn on light, left to turn light off. 61. Rear Dome Light Switch (not shown) Identical to Front Dome Light Switch (item 60). Also controlled by door jam switches and works off both doors when in the on position. 62. Seat Back Control A knurled rotary knob. Rotating the knob clockwise will lean seat back, counterclockwise will lean seat forward. 63. Seat Height Adjustment Lever Raise lever to adjust seat height 15 Controls and Indicators 66 63 68 62 64 66 65 63 67 Illustration VIII. Controls and Indicators 62-68 64. Seat Forward/Back Adjustment Lever Pull lever out and away from seat to slide seat forward or backward. 65. Seat Air Ride Control Pull knob out to release air pressure and lower seat. Push knob in to raise seat height. 66. Seat Safety Belt An adjustable lap-type seat belt with quick release buckle. 67. Seat Rotation Control Pull handle out to disengage lock and rotate seat. 68. Lumbar Adjustment Lever/Knob A five position lever. Move lever clockwise to increase lumbar pressure. 16 Controls and Indicators 72 71 69 & 70 Illustration VIII. Controls and Indicators 69-72 69. Front Railcar Air Supply Shutoff Valve A ball valve air supply for the railcar brakes. Position handle perpendicular to valve to shut off air supply, and parallel to valve to open air supply. 70. Rear Railcar Air Supply Shutoff Valve Identical to Front Railcar Air Supply Shutoff Valve (item 69) on rear of unit. 71. Gladhand Hose A rubber hose with special mating head for hooking to the train railcar air brake system. 72. Coolant Level Sight Gauge A clear plastic (fluid level indicator) mounted on the Coolant Reservoir overflow tank. Normal fluid level is 1/2 full when warm. 73 73. Hydraulic Fluid Level Sight Gauge with Thermometer The sight gauge gives a visual indication of the level of hydraulic oil in the tank. The thermometer indicates the temperature of the oil in degrees Illustration IX. Fahrenheit. Controls and Indicators 73 17 Controls and Indicators 74 75 Illustration X. Controls and Indicators 74-75 74. Transmission Fluid Level Dipstick To obtain an accurate check of the oil level in the transmission, the transmission oil should be warm, the transmission direction selector lever (item 51) placed in neutral “N” and the engine operating at idle. Failure to do so can result in an incorrect level reading. 75. Transmission Oil Filler Tube Located next to the Transmission Fluid Dipstick (item 74) the Transmission Oil Fill Tube is used to add transmission oil. 76. Engine Oil Dipstick (not shown) Located in different positions for various engines and types (ie. Cummins and Caterpillar) refer to the accompanying engine manuals for specific location. Pull the dipstick out and wipe it clean, reinsert the dipstick and check the oil level. The oil level should be between the full and add marks. Check the oil with the engine not running. Full Add Illustration XI. Controls and Indicators 76 18 Pre-Start P IV. Pre-Start re-start inspections give you, the operator, a chance to catch safety hazards before you begin operation. Before you begin, you should be comfortable with the controls, indicators, features and the Shuttlewagon® itself in general. This section will cover a recommended daily check list and pre-start tips. It is important to check everything. Pre-Start Walk Around The best way to learn about your Shuttlewaqgon® is to check the systems daily. Checking the fluids daily is important to the life of the Shuttlewagon®. Running it without hydraulic fluid, coolant, transmission fluid, etc. will cause it harm. Check the following items with unit not running. Exterior Check checking the fluid levels, start in the engine compartment •When with the engine oil dipstick. If needed, replenish with SAE 15/40 motor oil. the rear rail air compressor by the dipstick. If needed replen•Check ish with SAE 30 weight non-detergent oil. checking items in the engine compartment, be sure to check •While drive belts, radiator hoses, cables and linkages. Look for loose fittings or leaks that might have developed. the following items with engine running, parking brake set, •Check and transmission in neutral. the unit and let run for three to five minutes. Check the trans•Start mission oil level in the engine comparment by the dipstick. The oil level should be at the “Full” mark. If low, replenish with Dextron 2 or Dextron 3 automatic transmission fluid. the engine air cleaner indicator. Is the air filter indicator •Check green? If the indicator is red, replace the air filter and reset the indicator. 19 Pre-Start When checking the coolant level, to not check the radiator; always check the coolant recovery tank sight glass. The recommended level is half full when warm. If low replenish with 50/50 mixture of water and aintifreeze. Check the hydraulic oil level by the sight glass on the hydraulic tank. The rail units must be in the full up or raised position. The hydraulic level indicator should have fluid between the high and low marks. Before adding hydraulic fluid, wipe around the neck and the cpa to clean off any dirt that has accumulated. Only add fluid from a clean previously unopened container. Hydraulic fluid and dirt ;make an abrasive that can harm the internal components of the hydraulic system. all eight - sander boxees if equipped. If low, replensih with •Check number two chicken grit or a medium coarse sand. Which ever is used must be dry. all four rail wheels for wear, including flanges, and ensure •Check that bearings are not loose or seized. both front and rear couplers for sagging, broken or missing •Check parts. •Check both front and rear ball valves are closed and operational. both rail air glad-hand hoses and the rubber gasket seals •Check are intact. •Check all four tires for cuts, chips, bulges and correct air pressure. •Check all four wheels for loose or missing lug nuts. •Check for broken, missing parts, or leaks that may have developed. Interior Cab Check •Check that all gauges are working properly with correct readings. service air pressure gauge to ensure proper air pressure has •Check built up for vehicle brakes. •Check rail hydraulic pressures are reading zero. (calibration check) straight ahead indicators are working correctly by steering •Check the axle or axles if so equipped. 20 Pre-Start both low rail hydraulic pressure alarms by locking the steer •Check mode switch to lock with the rail wheels in the up postion and down control valves in the closed position. Will have two red lights and two buzzers if working properly. rail air brake reservoir air pressure, and rail air brake pipe •Check pressure for correct operation. On gauge the red needle represents rail air reservoir, and the white needle represents the brake pipe pressure. •Check all lights, windshield wipers, air horn, and turn signals. for correct readings of RPM at both an idle, and full engine •Check RPM with no load. •Check seat adjustments and seat belt for operation. •Check vehicle brakes for operation. transmission selector forward and reverse. Parking brake •Check must be released, and vehicle brakes engaged by foot valve. Also check gear ranges (first through fourth) in both directions by bumping shifter control left and right. Neutral will allow you to shift to first or second gear only. Check for Back Up Alarm while in reverse. to ensure all headlights, windows, and mirrors are clean and •Check adjusted properly. If any items were identified as a problem during your checkout, get it corrected before you start. Let a maintenance mechanic or supervisor know the problem, and they will determine the nature of the problem, and the actio needed to correct the problem. 21 Recommended Monthly Inspections Pre-Start The following lists are for your benefit when conducting monthly inspections. The checklists are for problems which occur less often but are still very important to watch for. Make sure to complete this check list each month. • • • • Engine Compartment Check List Belt tension - tight, not slipping Cables and linkage - tight, operational Radiator Hoses - soft and clamps tight Cleanliness • • • • • • • Exterior Vehicle Check List Batteries clean and cables tight Visual check of all of the fittings and lines for leaks Couplers in good condition and operating freely, not sagging Rail wheels spin freely, not loose on spindles or seized Torque lug nuts on wheels, 350 ft/lbs. Check brake fluid level Tire pressure correct PSI • • • • • • Interior Cab Check List Seat operational with no broken parts Seat belts operational, they must be in working condition Brake and accelerator pedals working both front and rear Emergency brake lever adjusted properly Hydraulic gauges operational Doors operate properly 22 Pre-Start Recommended Semi-Annual Inspection The following list is for your benefit, when surveying, correcting and maintaining the Shuttlewagon®. Perform the inspection semi-annually along with your daily and monthly inspections. unit thoroughly inside and out including engine compartment, •Clean radiator and transmission cooler. hydraulic hose conditions, no leaks or cracks •Check Check condition - tight, no cracks and change belts annually •nspect belt and transmission mounts for cracks and bolt tightness •Visually engine entire unit for fluid and air leaks •Inspect inspect drive lines or loose/missing bolts •Inspect all cylindersforforbends a bent or bent rods •Inspect all cylinder rod pins for housing •Check hydraulic tank for holes wear •Check sander boxes for hardened sand •Inspect for loose or broken wiring •Check all operation systems including hydraulic, air, brake, etc. •Inspect latter and railing welds and repair all broken ones •Inspect engine air inlet and exhaust for leaks •Check rail gear hydraulic gauges for accuracy •Inspect train brake system for leaks or dirt in lines •Remove rail gear hub caps and inspect bearing lock and nut tightness •Check condition of brake master cylinder and brake lines •Ensure rail gear has free movement •Inspect steering axle for broken parts, worn pins, steering cylinders • tight and tie rod ends good axles and their nuts, bolts and mounts for unusual wear •Check Inspect couplers by removing them from the unit • Did everything check out okay? Are there any problems with the lights, signals, air pressure, etc? If so, fix it now! 23 V. Road Operation Road Operation D o not begin start up until you are convinced your pre-start was satisfactory and that the Shuttlewagon® is in proper working order and that you are thoroughly acquainted with the precautions listed in this manual. Operation (Road Mode) • To start: Check your vehicle’s present movement mode Is it in road mode (see item 42) Are the rail wheels in the up and locked position (check items 38,39 and 49,50) Is the steering properly engaged for road travel (see item 41) • • • the transmission selector lever (item 51) • Place to the neutral position the parking brake (item 29) • Set Ensure rail units are up and locked • Ensure that that the steering wheel is unlocked and ready for road • travel by turning the steering wheel from side to side. It should move freely, not bind or offer stiff resistance. To start, engage the starter (see item 26). The Shuttlewagon®’s ignition system is identical to an automobile’s. The diesel engine should start at once. If the engine fails to start after 30 seconds, let the starter cool for a couple of minutes, then try again. If the engine fails to start after three or four attempts a problem has occurred. Stop, identify and correct the problem before proceeding. 24 Road Operation Oil Pressure Once the engine is started the oil pressure should begin to rise (see item 5). If it does not begin to rise after 15 seconds, shut down the engine and check for the cause. Once the oil pressure starts to build, increase the engine RPM slowly to be sure adequate lubrication is available to the bearings and allow the oil pressure to stabilize. Note: Idle the engine three to five minutes at 1000 RPM before operating under load. Note: If operating in temperatures below+32ºF, oil pressure indication will be higher than normal. Air Pressure Check the air pressure indicator gauges for service air (item 13) and rail air pressure (item 32). Normal air pressure should be 105 PSI to 120 PSI maximum for both gauges. Caution: If air pressure is below 65 PSI, an audible buzzer will sound. DO NOT attempt to move the Shuttlewagon® if this condition persists. Not enough air pressure will be available to properly engage the vehicle brakes. After initial warm-up, operate the engine at 1500 to 1800 RPM until the air pressure indicator gauges (items 13 & 36) show that air pressure has built to operational norms. If both pressure gauges are below 65 PSI,the lower gauge will increase first until both gauges are equal. Both gauges will then increase together. As air pressure increases beyond 65 PSI (the minimum pressure required to activate the vehicle brakes), the audible buzzer will shut off. Once air pressure has built up to 65+ PSI, enough pressure is available to operate the Shuttlewagon®’s vehicle brakes (as indicated on item 13). Air pressure will continue to increase to approximately 105 PSI maximum. Air pressure required to operate the railcar brakes will need to continue to increase to a maximum of 120 PSI (as indicated by item 36). 25 Road Operation Check other gauges; fuel (item 8), battery charge (item 7), tachometer (item 9), etc. If everything is operating properly it is safe to move the Shuttlewagon®. to see no unauthorized passengers are aboard and the • Check vehicle is clear and free to move. any final seat adjustments and fasten seat belt. • Make Apply service brakes. • Releasethethevehicle parking brake. • Select the desired speed. • Release the vehicletransmission service brakes move the Shuttlewagon . • Once rolling test the vehicle servicetobrakes by applying pressure • to the brake pedal. ® Warning: If the vehicle service brakes fail to work, apply the emergency (Parking) brake to stop the Shuttlewagon® and have the brake system checked to determine and correct the cause. If everything is okay, it is safe to continue. 26 Rail Operation VI. Rail Operation Before you start the Shuttlewagon® and begin operation, check the grades, curvature and condition of the track you will be operating on. It is important to know the changes of track grade; even the slightest grade can have a significant effect on pulling power and stopping distance. Track curvature is equally important. Each railcar being pulled through a curve will require extra pulling effort. A combination of grade and curvature occurring together will have a cumulative effect requiring a reserve of extra pulling power to compensate for. If possible try to avoid stopping or starting where these conditions are present. In addition to grade and curvature, what is the condition of the track. Wet, muddy or icy track conditions will further reduce pulling power and stopping distance. Mounting On Rail Select an improved crossing or area fairly flush with the track. • Line Shuttlewagon with the rail, using the rear mirror. • Onceuptherearrearof the rail wheels are aligned with the track, cheange the • Drive Mode Switch (item 42) to the rail position. Lower the rear rail wheels to the rail by turning the Rear Rail Control • Valve (item 50) to the “Down” position. ® For 500 Series and units with Dual Steer: Straighten the rear steering axle by turning the steering • wheel until the Rear Straight Ahead Light (item 44) • illuminates.Note the position and continue turning the steering wheel in the same dirrection until it goes out. Note the position and turn the steering wheel back half the distance to center. Place the Steering Mode Selector Switch (item 40) from “Dual” to “Front”. This will disable the rear axle from the steering circuit, allowing the front axle only to steer. the front rail wheels over the track by backing up and steering •Align the front axle while watching in the front rail mirror. Lower the front rail wheels to the rail by turning the Front Rail • Control Valve (item 49) to the “Down” position. Straighten front steering axle by turning the steering wheel until • the Front the Straight Ahead Light (item 43) illuminates. Note the position and continue turning the steering wheel in the same direction until it goes out. Note the position and turn the steering wheel 27 Rail Operation Place the Steering Lock Switch from UNLOCK into the LOCK posi• tion. This will disable the front axle from the steering circuit. Check the Front and Rear RAil Pressure Gauges (items 32 & 33) • for the both correct rail pressure. back half the distance to center. • • NOTE: 400 Series 300 PSI Minimum - 500 PSI Maximum 500 Series 400 PSI Minimum - 600 PSI Maximum To adjust the rail pressure, loosen the locking collar on the Rail Pressure Control Knobs (items 54 & 55) and turn the knob clockwise to increase or counter clockwise to decrease. Adjust to the desired setting and relock with locking collar. The Shuttlewagon® is installed on the rail. Check and see that you have four green lights on for four wheel steer units, or three green lights on for front wheel steer units. After the rail units have lowered to the rail, the accumulator light (item 19) should go out within two minutes. If it does not, there could be a problem with the hydraulic system. Note: It is very important to have the proper rail pressure for your unit. Operating without proper rail pressure will cause a probem. The correct pressure range is: 400 Series 300 PSI to 500 PSI 500 Series 400 PSI to 600 PSI Note: If accumulator light remains on after two minutes, stop the engine and notify maintenance. 28 Rail Operation Coupling The next step in moving railcars is coupling. To couple the Shuttlewagon® with a railcar use the following procedure: Move the Shuttlewagon® close to the selected railcar and align the coupler by viewing the coupler position in the mirror. To adjust the coupler position use the Coupler Positioning Switch (item 45 or 46) for the appropriate coupler, to swing the coupler from side to side to align with the railcar coupler. Once the couplers are aligned, move the Shuttlewagon® slowly towards the railcar until the couplers join together. They should automatically lock together. Test that the couplers have indeed locked by slowly backing away from the railcar. There should be some noticeable resistance that indicates that the couplers have locked. Place the transmission in neutral “N” (item 51) and set the parking brake (item 29). • • • • • 29 Connecting Railcar Air Brakes Rail Operation together the rail brake hoses. In a vertical position, mate the •Hook hoses together then lower them to lock in the horizontal position. The hoses must be in a vertical position to mate the gladhand hose ends. Close the rear-most air valve of the rear-most car in the railcar consist, and open all other railcar air valves between the rear-most car and the Shuttlewagon®. Open the Shuttlewagon® Air Valve. Make sure all handbrakes are released and all chocking devices are removed. In the cab, pull up the Train Brake Emergency Valve (item 53). This will allow air from the Rail Air Reservoir to flow through the Train Rail Brake Control (item 52) to the hoses and charge the railcar air brake system, releasing the railcar brakes. Move the Train Rail Brake Control (item 52) towards the dash to the release position. • • • • • Note: The red hand on the Rail Air Reservoir Gauge must be above 90 PSI in order to pressurize the train brake system. It will take approximately three to five minutes to air charge the first railcar and about one minute each for every additional attached railcar. Note: The Train Brake Emergency Valve (item 53) when pushed down will dump all air from the train brake system applying the train brakes. Normally this takes only a matter of seconds and is used emergency situations or to permanently exhaust service air from railcars when parking. 30 Railcar Movement Railcar Brake Systems (Air and Mechanical) The rail brakes are a very important safety factor in the movement of railcars. For optimum safety, you should always hook up the air brake system before moving railcars. This rule applies whether moving loaded or empty cars. The principle of all rail air brake systems is Air Pressure Reduction through a combination service and emergency valves. When the Shuttlewagon® is coupled to a rail car and the car brake system is “aired” or “charged”, the car brakes are held “released” by air pressure. As long as the required air pressure charges the car system, the car brakes remain “released”. If a pressure reduction occurs in the care brake system (as when the Shuttlewagon® Train Air Brake Control (item 52) is moved), the car brakes are applied. The purpose of a Pressure Reduction system is to provide emergency braking to railcars in the event a car becomes uncoupled or an air line ruptures. Should this occur, the car brakes will be applied automatically from the air reserve tank on each car. This system is of standard design on all AAR railcars in the United States, Canada and Mexico. Specially built cars for intra-plant movement may be equipped with this same brake system, a differently designed brake system, or more commonly, no brakes at all. Note: Surplus, wrecked or damaged AAR cars, purchased for intra-plant movement, may still have the rail brake hoses and mechanism in place, but caution should be taken to determine whether or not they function properly before depending on them to stop a load. Note: Be sure the railcar brakes are fully “aired” or “charged” before moving, otherwise the system will not function properly. Railcars also have mechanically set hand brakes. The hand brake device is located at one end of the railcar. To apply this brake, turn brake wheel to tighten chain and set the brakes. To release this brake, release ratchet lock on hand brake body or turn the brake wheel to release the brakes. Before moving railcars, make sure all hand brakes are released. Make sure all safety chocks, or other obstructions placed under the wheels are removed. 31 Rail Operation Train Air Brake Control Using the Train Air Brake Control will do three things for the Shuttlewagon®. increase tire life •ItIt will will vehicle brake life •It will extend • stop the Shuttlewagon when pulling railcars ® The operator will have to use his/her judgement on the amount of braking power for different situations. Down hill situations will call for more braking power and a slight dragging effect. Using more braking power allows the operator to keep better control of the railcars. During upgrade situations, the operator is not likely to use any braking power and will have the Train Air Brake Control in the full “Release” position. This allows less drag and more power with less effort. During operation on level rail, the operator may run with a slight application of the Train Air Brake Control depending on travel distance. Even the slightest down grade can cause the railcars to build up momentum and get out of control. Always be aware of the stopping distance and grade of track. You do not want to go past where you want to stop, but leave yourself plenty of room. You always want be in control of the railcars. The Train Air Brake Control is a variable air flow control valve. In the full “Release” position the valve is completely open allowing compressed air from the Rail Air Reservoir to be applied to the train brakes keeping them open. In the full “Applied” position it vents air from the train brakes as well as stopping any air flow from the Railcar Air Reservoir allowing the brakes to fully close and apply maximum (50%) braking power. The red Train Brake Emergency Valve which must be pulled out in order to allow the Train Air Brake Control to operate is an emergency air bypass. If pushed in as in an emergency stop situation it will cut off air flow from the Rail Air Reservoir as well as vent air from the train brake system allowing the train brakes to apply (100%) braking. It reacts much faster than the Train Air Brake Control, and will cause the train brakes to fully apply in a matter of seconds if needed. 32 Railcar Movement VII. Railcar Movement Grade in Relation to Travel Are you going to move up a grade, down a grade, or level? Don’t guess, rail grade is not always visible to the naked eye. As little as 1/2% grade can affect starting and stopping. As the Shuttlewagon® operator, you should be aware of the grade throughout your facility. When starting a load, heavy loads may be eased in OPPOSITE DIRECTION of intended pull, to allow slack between the couplers. You can gain as much as 6 to 8 inches of Free travel for each coupled car. Using this technique, the Shuttlewagon® starts pulling one car at a time and the momentum of the moving cars helps start the remaining cars. Maintain a steady increase of power so as not to lose the momentum gained. The Shuttlewagon® power train is geared very low through the transmission, differential and planetaries. As a result tremendous torque develops quickly in first and second gears. A quickly applied throttle in the low gears could cause spin-out of the tires. Maximum drawbar pull is achieved in first gear and should be used when maximum drawbar pull is going to be required to start the load. When starting, apply the throttle steadily and smoothly to maintain maximum traction. The operator should learn to feel the difference between tire “creep” and tire “spin”. Maximum traction will be achieved at 1400 RPM in first gear just prior to tires creeping. and diminishes quickly once tires start spinning. Take full advantage of coupler slack when maximum pulls involve more than one car. The Shuttlewagon® is equipped with a full powershift transmission, and the ratio variance between gear settings is substantial. Down shifting is not recommended. Should it be necessary to up-shift on the rail while under way, do so with a 50% RETARDED throttle then press gradually on the throttle after the shift is complete, to maintain desired speed. Move the cars at a safe speed, 5-7 mph. Plan stops in advance so the entire operation runs smoothly. Be sure you understand how both the Shuttlewagon® and railcar air brakes operate. Know in advance what is expected of the Shuttlewagon®. Know how many cars are to be switched and where they are to be switched. Know if additional cars are to be picked up and switched. Should a HEAVY (meaning maximum or near maximum load for the Shuttlewagon®) car or train be required to move through a tight curve (caution should start at 22º or more), PULL rather than push the car or consist, if possible. 33 Railcar Movement When pulling, the couplers continue to follow the center line of pull. When pushing maximum or near maximum loads around tight curves, the coupler in the Shuttlewagon® and attached car will tend to pivot opposite to the direction of the curve until stopped by the coupler housing. At this point, the line of push is not following the center line of the vehicle. The Shuttlewagon® weighing less than the load, is now pushing the load with couplers angled. This situation is more prevalent when a curve and upgrade occur together, rather than on level or downgrade curve where the car momentum might not require the Shuttlewagon® to apply maximum push. An experienced operator will recognize this situation and be able to apply the right technique. G LLIN PU Coupler reaction when pulling. LER COUP E FORC PUSHING Coupler reaction when pushing heavy loads on tight curves. 34 Rail Operation Unhooking From Railcars Before uncoupling the Shuttlewagon® from the rail cars, be conscious of whether or not the cars are on a grade. If the rail cars are fully “aired” or “charged”, bring the cars to a full stop. Apply railcar brake using the Train Rail Brake Control (item 52). Use chocks and hand brakes to secure the railcars. Release the couplers by using the coupler release switch. Pulling away slowly from the railcars, the gladhands will automatically disconnect. Warning: Never manually disconnect the hoses, trapped air pressure can be dangerous! Caution: For safety, ALWAYS apply railcar hand brake and place chocks under the railcar wheels before pulling away from the railcar. Dismounting From Rail When you are ready to move off rail, select an improved crossing area or an area level to the track. Bring the vehicle to a complete stop. Place the Transmission Selector Lever (item 51) in the neutral “N” position and disengage the Steering Lock Switch (item 41). Move the Drive Mode Switch (item 47) from rail to road, this allows the accumulator to discharge. The Rail Pressure Gauges (items 32 and 33) will then show zero pressure; this does not mean the rail units are raised. Turn both Rail Control Valves (items 49 & 50) to the closed position. Use the Rail Unit control switches (items 38 & 39) to raise the rail units. You are now ready to move off the track. Towing If it is necessary to tow the Shuttlewagon®, have the engine running to make sure the transmission clutches are lubricated. If unable to run engine, the maximum towing distance is one mile at 3 mph. If it is necessary to tow the Shuttlewagon® further than one mile without the engine running, disconnect the drive lines. The Shuttlewagon® should never be towed on rail without the engine running. 35 SWX “B” Series Lubrication and Service Manual Central Manufacturing 4116 Dr. Greaves Road Grandview, MO 64030 Phone: (816) 767-0300 Fax: (816) 763-0705 Introduction Table of Contents Table of Contents I. Lubrication and Servicing Lubrication Engine Oil and Filter Replacement Illustration I-I. Cummins Oil and Filter Change Illustration I-II. Caterpillar Oil and Filter Change Cummins Fuel Filter and Fuel-Water Separator (B Series) Illustration I-IV. B Series Cummins Fuel-Water Separator and Fuel Filter Cummins Fuel Filter and Fuel-Water Separator (C Series) Illustration I-V. C Series Cummins Fuel-Water Separator and Fuel Filter Caterpillar Fuel Filter and Fuel Water Separator Illustration I-VI. Caterpillar Fuel-Water Separator and Fuel Filter Air Filter Illustration I-VII. Air Filter Replacement Transmission Oil and Filter Illustration I-VIII. Transmission Filters Axle and Hub Illustration I-IX. Axle and Hub Lubrication Hydraulic Return Filter Illustration I-X. Hydraulic Return Filter Hydraulic Oil Change Illustration I-XI. Hydraulic Tank Drain System Hydraulic Pressure Filter Illustration I-XII. Hydraulic Pressure Filter Illustration I-XIII. Lubrication Points 37CFM Compressor Illustration I-XIV. 37 CFM Compressor II. Operational Adjustment Hydraulic Pump Pressure Standby Pressure Illustrations II-I. and II-II. Main Relief Pressure Check Illustration II-III. Table of Contents Table of Contents II. Operational Adjustment (cont.) Main Pump Pressure Train Rail Air Brake Illustration II-IV. Train Rail Air Brake Valve Rail Unit Rail Gauge Check Illustration II-V. Hydraulic Accumulator Checking Pre-Charge Illustration II-VI. III. Trouble Shooting Operation Service Rail Units Railcar Moving and Stopping IV. Lubricants Table IV-I Lubricants V. Capacities Table V-I Engine Capacities VI. Maintenance Schedule Table VI-I Maintenance Schedule Introduction W Introduction elcome to the Shuttlewagon® Service and Maintenance Handbook. Within, you will find information for servicing the different components of the Shuttlewagon®, a chassis lubrication chart, a trouble shooting guide, a recommended maintenance chart, explanations on system adjustments and the accumulator system. Lubrication and Servicing I. Lubrication and Servicing T his section contains the maintenance and lubrication procedures. Also included are service specifications, adjustments, lubrication capacities and filter elements. Lubrication Lubrication of the various components of the Shuttlewagon should be done at regular intervals. Refer to the charts in the Service Illustrations section for service intervals, lubrication points and the type of lubricant to be used. Instructions for lubrication and servicing of the more complicated systems are contained in the paragraphs pertaining to those particular items. Engine Oil and Filter Replacement The following oil and filter replacement instructions are for both Cummins and Caterpillar engines. Refer to Illustrations I-I and I-II. Always change the engine oil when the oil is warm and do not over tighten filters and drain plugs. Refer to the engine manual for more detailed specifications. Run the engine until the water temperature reaches +140ºF (+60ºC) then shut down engine. Remove the drain plug from the oil pan. Visually check the condition of the used oil. Clean around the filter head (item 1), and remove the oil filter (item 2). • • • • • • Note: Thin, black oil indicates fuel dilution. Milky discoloration indicates coolant dilution. Clean the gasket surface on the bottom of the filter head. Fill the replacement filter with clean lubricating oil before installation. Note: The O-ring or fragments of the O-ring can stick to the filter head. Make sure all are removed. • • • • • • Lubrication and Servicing Apply a light film of lubricating oil to the O-ring (item 3). Caution: Mechanical over tightening may distort the threads or damage the O-ring. Install the oil filter (item 2) as specified by the filter manufacturer. Clean around the oil pan drain hole and the drain plug as well. Install the drain plug then fill the crankcase with the required amount of oil. Operate the engine at idle and inspect for leaks. Shut off engine, wait 5 minutes then check oil level with dipstick. 1 3 2 1. Filter Head 2. OIl Filter 3. O-ring Illustration I-I. Cummins Oil and Filter Change. Lubrication and Servicing 1 Illustration I-II. Caterpillar Oil and Filter Change. 3 2 1. Filter Head 2. OIl Filter 3. O-ring Lubrication and Servicing Cummins Fuel Filter and Fuel Water Separator (B Series) The following instructions are for Cummins B Series engines. Remember, do not over tighten filter and drain plugs. Refer to engine manual for more detailed specifications. • • • • • • • • To remove water from fuel water separator: Open the drain valve (item 1) on the bottom of the fuel-water separator (item 2) by turning the knob clockwise. When clean fuel is visible, close the valve (item 1) by turning the knob counterclockwise. To service and replace filters: Unscrew the fuel-water separator (item 2) and fuel filter (item 3), from the filter head (item 4). Clean the area around the filter head and clean the gasket surfaces on the bottom of the filter head (item 4). Fill each of the new filters with clean fuel and lubricate the O-ring seals (item 5) with clean lubricating oil. Install the filters as specified by the filter manufacturer. Remove worm clamps (item 6) on in-line filter (item 7). Remove old in-line filter, replace and reattach worm clamps. 7 4 1. 2. 3. 4. 5. 6. 7. 5 5 Drain Valve Fuel Water Separator Fuel Filter Filter Head O-ring Seal Worm Clamp In-line Fuel Filter 6 3 2 1 Illustration I-IV. B Series Cummins Fuel-Water Separator and Fuel Filter. Lubrication and Servicing Cummins Fuel Filter and Fuel Water Separator (C Series) The following instructions are for Cummins C Series engines. Remember, do not over tighten filter and drain plugs. Refer to engine manual for more detailed specifications. • • • • • • • • To remove water from fuel water separator: Open the drain valve (item 1) on the bottom of the fuel-water separator (item 2) by turning the knob clockwise. When clean fuel is visible, close the valve (item 1) by turning the knob counterclockwise. To service and replace filters: Unscrew the fuel-water separator (item 2) from the filter head (item 3). Clean the area around the filter head and clean the gasket surfaces on the bottom of the filter head (item 3). Fill the new filter with clean fuel and lubricate the O-ring seal (item 4) with clean lubricating oil. Install the filter as specified by the filter manufacturer. Remove worm clamps (item 5) on in-line filter (item 6). Remove old in-line filter, replace and reattach worm clamps. 1. 2. 3. 4. 5. 6. Drain Valve Fuel Water Separator Filter Head O-ring Seal Worm Clamp In-line Fuel Filter 5 6 3 4 2 Illustration I-V. C Series Cummins Fuel-Water Separator and Fuel Filter. 1 Lubrication and Servicing Caterpillar Fuel Filter and Fuel Water Separator The following instructions are for Caterpillar engines 3116T and 3116TA. Follow the instructions carefully and refer to Illustration I-IV. Remember, do not over tighten filters and drain plugs. Refer to engine manual for more detailed specifications. Open the drain cock (item 1) to empty the fuel filter water separator (item 2). Once drained, close drain cock. Unscrew filter bowl (item 3) from filter (item 2). Unscrew filter from filter head (item 4) and discard old filter and O-ring (item 5). Clean filter head and remove any parts of the old O-ring still left. Replace with new filter. (hand tighten only) Screw filter bowl back on. (hand tighten only) • • • • • • 4 5 2 3 1 Illustration I-VI. Caterpillar Fuel-Water Separator and Fuel Filter. Lubrication and Servicing Air Filter • • • • • • • • Perform the following procedures to remove and replace the air filter element. Refer to Illustration I-VI. Remove filter cap (Item 1). Loosen lower filter band clamp (item 2). Release filter clamps (item 3). Replace filter unit (item 4)). Attach lower filter band clamp (item 2). Position filter and clamp in place with filter clamps (item 3). Replace filter cap (item 1). Press reset button on the air indicator (item 5) to reset. 1 Item 4 Replacement Filter 011-037736 4 3 2 5 Illustration I-VII. Air Filter Replacement. 1. 2. 3. 4. 5. Filter cap Filter band clamp Filter clamps Filter cartridge Air flow indicator Lubrication and Servicing Transmission Oil and Filter The Lubricant and filter should be changed after the first 20 hours of transmission operation. After the initial lubricant and filter change, it is recommended the filter be changed every 200 hours of operation and the lubricant be changed every 600 hours of operation. Refer to Illustration I-VII. • • • • • • • • • • • • • • Remove the drain plug (item 1) to drain the transmission. Remove the oil strainer cover (item 2) and strainer (item 3) from the transmission housing. Clean the strainer by agitating it in solvent and dry the strainer with compressed air. Remover the filter (item 4) from the filter head (item 8). Fill the replacement filter with fresh transmission oil. Lubricate seal (item 5) with oil then install filter. Tighten 3/4 turn after seal contacts filter head. Check the inside of the transmission through the drain hole for accumulation of sludge. Any accumulation should be removed by flushing with transmission oil. Remove the transmission breather filler cap (item 6) and clean by agitating the filler cap in solvent until vent is clear and dry with compressed air. Reinstall the strainer (item 3), strainer cover (item 2), drain plug (item 1). Fill transmission with 5 gallons of transmission fluid. Start engine and run at idle speed to fill the transmission cooler and lines with transmission fluid, and add transmission fluid as necessary to keep the fluid level at the “Full” mark (item 7). Allow engine to run 10 to 15 minutes or until it reaches normal operating temperature. Once warm, shift the transmission through all speed ranges, forward and reverse to ensure that all areas of the transmission are lubricated. With the transmission in neutral “N”, recheck the oil level and add oil as necessary to bring oil level to “Full” mark on dip stick. Reinstall breather filler cap. Caution: Do not overfill the transmission or allow it to operate with insufficient fluid. Lubrication and Servicing Item 4 Replacement Filter 028-043700 8 5 4 6 7 1. 2. 3. 4. 5. 6. 7. 8. 9. 9 Drain Plug Strainer Cover Strainer Filter Seal Filler Cap Dipstick Filter Head Transmission Axle and Hub • • • • • • • • • 3 1 2 Illustration I-VIII. Transmission Filters The following section includes detailed instructions on the lubrication and service of the axle and hub assemblies. Refer to Illustration I-VIII . Remove the drain plug (item 1). When the oil has drained completely, reinstall the drain plug. Remove the breather (item 2). Clean the breather in solvent and dry with compressed air. Reinstall the breather. Remove the fill plug (item 3). Fill the axle with oil until oil starts to flow from the fill plug hole. Reinstall the fill plug. Maneuver the Shuttlewagon® to position one of the hubs with the drain/fill plug (item 4) at the bottom of the hub (inset Drain). Lubrication and Servicing • • • • Remove the drain fill plug (item 4) and allow all hub oil to drain. Once drained, rotate the wheel 90º to bring the drain/fill port to the fill position (inset Fill). Add the correct oil slowly until the oil starts to flow back out of the drain/fill port then reinstall the drain plug. Repeat the above steps for the three remaining hubs. Caution; Do not overfill hubs. Seal damage may result. Note! Recheck rear differential after refilling hubs for correct oil level. (Rear-Floating Axles) 3 2 Drain Position 1 4 Fill Position Illustration I-IX. Axle and Hub Lubrication Lubrication and Servicing Hydraulic Return Filter • • • • • The following are instructions for servicing the hydraulic return filtration system located in the top of the hydraulic tank. Unscrew the filter cap (item 1). Remove the filter (item 2). Remove the worm clamp (item 3) and extension hose (item 4), and install onto new filter. Fill the replacement filter with fresh transmission oil, and insert into hydraulic tank. Replace the filter cap and hand tighten. Item 2 Use Element Kit P/N 265-042858 1 2 3 4 Illustration I-X. Hydraulic Return Filter Lubrication and Servicing Hydraulic Oil Change • • The following are instructions for changing the hydraulic oil. Refer to Illustration I-X and I-XI. Remove the drain plug (item 1) located on the drain line (item 2) in the rear coupler housing well. Open the ball valve (item 3) to drain oil. (Note: the hydraulic tank contains approximately 30 gallons of oil. It may be necessary shut off the oil flow several times while draining the tank to empty the waste oil container.) When the hydraulic tank is empty close the ball valve (item 3) and reinsert the hose end drain plug (item 1). Remove the hydraulic filler cap and clean all dirt and debris from around the hole, and refill with 30 gallons of hydraulic oil. Start and idle engine till it reaches normal operating temperature to warm the oil, and check oil level in the temperature/sight gauge(item 4). Oil level should be between the “high” and “low” marks when the oil is warm. Always check oil level in road condition. • • • • • 4 Illustration I-XI. Hydraulic Tank Drain System 3 2 1 Lubrication and Servicing Hydraulic Pressure Filter • • • • • The following instructions are for changing the hydraulic pressure filter. Close the Pump Case Drain Valve (item 1) and the Pump Supply valve (item 2). Unscrew the Hydraulic Pressure Filter housing (item 3). Remove and replace the filter element (item 4). Reopen the Pump Case Drain Valve and Pump Supply valves. Recheck hydraulic oil level. Item 4 Use Element Kit P/N 265-042857 1 Illustration I-XII. Hydraulic Pressure Filter 4 3 2 Lubrication and Servicing Rail Wheels (1) Drain and Refill Oil Filled Hubs (4) Wear Plate (2) Coupler Box Pivot Pin (2) Rail Unit Cylinders (6) Drain and Refill Axle Housings (4) Drive Shaft U-Joints (3) Illustration I-XIII. Lubrication Points Constant Velocity Drive U-Joints Shaft (400 Series U-Joints Steer (3) Axles) (5) Refer to illustrations on next page for exact locations Steer Cylinder Ends (7) Rail Arms (8) Straight Ahead (7) King Pins (top and bottom) (5) Grease under Coupler Housing Boxes (2) Lubrication and Servicing 1. under plate 3. CV U-Joint 4. Pin 7. 6. 5. Pin Pin 8. 2. Lubrication and Servicing 37 CFM Compressor • • The following instructions are for servicing the 37CFM air compressor air and oil filters. To check lubricant in the compressor use the compressor dipstick (item 1) to check the oil level in the case. To replace lubricant, unscrew the case plug (item 2) and drain crank case. 2 • • • • • 1 5 4 3 Illustration I-XIV. 37 CFM Compressor Replace case plug and fill crank case with 30 W non-detergent oil. Remove breather wing nut (item 3), and remove breather cover (item 4). Remove old air filter and insert replacement (item 5). Reassemble breather cover and wing nut. Repeat above steps to replace second air filter. Welding Observe the following precaution when performing welding operations on the Shuttlewagon®. Attach welding ground cable to a structural steel member of the frame. Do not attach ground cable to rail wheels or any other component that is supported by bearings. Failure to comply could result in damage to bearings and premature bearing failure. Operational Adjustment Operational Adjustment T his section contains the procedures for adjusting hydraulic pressure, rail air brake pressure, hydraulic oil flow for the 37cfm compressor and rail unit gauge. If you have questions, contact your local dealer or the manufacturer. (816) 767-0300 Hydraulic Pump Pressure The following directions are for adjusting the standby and main pressure for the hydraulic pump. Note: Standby pressure should be checked and set first. Standby Pressure 1. 2. 3. 4. 5. Connect a 0-3000 PSI test gauge to the quick disconnect fitting (item 1) on the PTP port on the main hydraulic block. Start engine and warm hydraulic oil to normal operating temperature. Disconnect a wire from the pressure switch on the rail air tank to disable the compressor. Position all rail switches to the “up“ and switch to “Road Mode”. Turn all other hydraulic components off. This places the pump in “standby “ mode. Illustration II-I. Illustration II-II. PTP 1 2 3 Operational Adjustment Remove the upper acorn head cap on the hydraulic pump (item 2). The standby adjuster is an allen head screw under the cap. 7. Normal standby pressure is between 260-600 PSI. 8. Turn adjuster to increase or decrease pressure as needed. 9. After adjusting, reconnect the wire to the switch and allow the compressor to run till it shuts off. 10. Repeat steps 5 through 8 until desired setting is achieved. 11. The optimum standby pressure will be achieved when the compressor functions smoothly until shut-off without bogging down. 12. Once the correct pressure is achieved, reinstall allen head cap, and perform the main pressure check. 6. • • Main Relief Pressure Check • Hold the “Rail Gear” switch in the up position. Check the relief valve pressure by unscrewing the lower acorn cap (ITEM 3 Illustration II-II) and adjusting the allen head screw in until the gauge stop moving. This indicates the setting for the pressure relief valve. If the gauge indicates a pressure other than 2850, the main pressure relief valve will need to be adjusted up. Caution: Do not exceed 3000 PSI before adjusting the pressure relief valve down. • • To adjust the main pressure relief, loosen the locking nut on the pressure main relief valve marked RDFA 2850 (item 5), and adjust the pressure by turning the allen headed shaft, until the gauge stabilizes at 2850 PSI. Once the pressure is set, retighten the locking nut. 5 Illustration II-III. • Operational Adjustment Main Pump Pressure With the Rail Wheels “up” switches still activated, adjust lower allen set screw (item 3 Illustration II-II) till pressure indicates 2600 PSI, and replace acorn cap. Train Rail Air Brake The Train Rail Air Brake Valve is preset at the factory at 90 PSI. If the pressure needs to be reset do the following: • • • • Close the air supply valves at both ends of the Shuttlewagon®. Loosen the acorn cap nut (item 1) and move the handle towards the release position until the white hand on the Rail Brake Air Gauge indicates 90 PSI. Tighten the acorn cap nut. The opposing acorn cap nut (item 2) may be loosened to adjust the throw of the brake lever. It is usually adjusted to allow the brake lever to return to the lowest position. 1 2 Illustration II-IV. Train Rail Air Brake Valve Rail Unit Rail Gauge Check Rail gauges on both front and rear rail units are 53-7/16” plus or minus 1/16”. To measure gauge, measure from inside flange on rail wheel to inside flange on opposite rail wheel with the rail unit in the down position on the surface of the rail, or on floor if the unit is not on rail. 53-7/16” + 1/16” Illustration II-V. Operational Adjustment Hydraulic Accumulator T he Shuttlewagon® is equipped with a hydraulic accumulator, which is capable of producing high pressure and could cause injury if not released properly. • • • • • 1. 2. 3. 4. 5. 6. 7. 8. Warning: Never use oxygen or shop air! This will void all warranties and can be dangerous. Pre-charge with DRY NITROGEN GAS ONLY! Never operate accumulator without proper nitrogen gas pre-charge. Release all system hydraulic pressure before attempting any maintenance or service. Use only approved charging and gauging equipment for precharging and pressure check. Follow all instructions below: a) If accumulator is installed, turn off all power to system (all dash panel switches set to “off”), remove all hydraulic pressure from accumulator. b.) If accumulator is not yet installed, place a small amount of fluid inside the unit for lubrication. Remove the protective cap (gas valve guard) and the valve cap (if there is one). Attach the gland & nut portion (items 8, 11) of the charging assembly to a dry nitrogen gas bottle, tighten securely. If this gland & nut do not fit, you are using the wrong gas! Attach the air chuck portion (item 2) of the charging assembly to the accumulator bladder gas valve by hand tightening its swivel hex connection. Turn the air chuck “T” handle clockwise until it stops. This opens the valve core. NOTE: (5000 PSI accumulators do not have a valve core. The gas valve must be manually opened by turning its top hex, counter clockwise). Set nitrogen bottle gas regulator (if attached) to 25 psig. (The use of a nitrogen gas regulator is strongly recommended!) Open nitrogen bottle gas valve. (If you are not using a nitrogen gas regulator care should be taken to only “crack” the valve open.) With a regulator, valve can be opened fully. Pre-charge slowly (25 psig) using the dry nitrogen gas until bladder is fully inflated. Operational Adjustment Warning: Initial pre-charging at a rate above 25 psig can cause bladder to burst. 9. Continue pre-charging to desired pressure (Maximum 600 psi) by increasing gas flow slowly. 10. Remove charging assembly. Check for gas leakage. (The use of gas leak detection fluid is recommended.) 11. TIghten hex jam nut and lock nut fully. 12. Replace the valve cap and valve guard. Tighten, hand tight. 13. Install accumulator on system. CHECK FOR LEAKAGE. 14. Pressurize system. Warning: Operation of accumulator without sufficient pre-charge (minimum of 25% of maximum working pressure) can cause bladder “pick-out”. Checking Pre-charge 1. 2. 3. 4. 5. 6. Release system pressure. Not gas pre-charge. Remove gas valve guard (protective cap) and valve cap. Install gauging device on gas valve stem. Screw down air chuck “T” handle, check pressure. Add additional dry nitrogen gas, if necessary, using the above procedure. To release excess nitrogen gas (if any) open up bleeder valve (item 9), located at bottom of gauging device, until desired pressure is achieved (maximum 600 psi). Gas Safety Cap The plastic safety cap, located at the top of the valve guard (protective cap), is designed to “blow-off” if there is a valve stem gas leak. If cap is missing, check pre-charge immediately! Operational Adjustment 1 15 3 5 13 4 2 10 9 6 7 TYPE 1 2 1. 2. 3. 4. 5. 6. 7. 8. 12 11 14 AI-CG3-000SS 3000psi WP Max. 2200 psi, N2 3000 psi gauge AI-CG5-000SS 3000psi WP Max. 2200 psi, N2 5000 psi gauge Pressure gauge Air Chuck Adapter Block Swivel Connector Tank Valve Coupling Hose Nipple (Gland) 9. Bleed Valve 10. Copper Washer 11. Nut 12. Head Assembly 13. Gauging & Head Assy. 14. Hose Assy. 15. Valve Core Illustration II-VI. 8 Trouble Shooting I Trouble Shooting f you develop a problem with the Shuttlewagon® during operation, refer to the problems and possible causes listed below. If a problem should occur check for the simplest cause first. You may wish to contact the nearest Shuttlewagon dealer for assistance or contact the manufacturer’s service department. Problem/Possible Cause: Problems During Operation Premature Tire Wear Excessive tire spin Load too heavy Railcar hand brakes not released Contaminates on rail Rail pressure controls pressure incorrect Railcar air brakes not fully charged Incorrect tire pressure Foot valve sticking Shuttlewagon® Brakes Will Not Apply Low air pressure Air leaks Air in brake lines Low brake fluid level in master cylinder Axle seals leaking oil on brake pads Moisture in air tanks Foot valve bypassing Shuttlewagon® Will Not Steer Steering lockout in rail position Low hydraulic oil level Straight ahead assembly not lubricated Steering cylinders bypassing Low hydraulic pump pressure settings Hydraulic pump failure Shuttlewagon® Will Not Move Parking brake switch not released Low hydraulic brake release pressure Transmission shift control malfunction Transmission ECU malfunction Transmission oil low Trouble Shooting Shuttlewagon® Will Not Move (cont.) Transmission solenoid malfunction Derailing (general) Steering tires not locked straight with vehicle Excessive vehicle speed Rail pressure gauges out of calibration Hydraulic pump pressure too low Moving more than vehicle rated capacity Bad track and or conditions Rail wheel flanges too thin Rail wheel gauge improperly set Rail wheels loose on spindles Rail arm bushings seized/frozen Rail Guide Wheels Flanging To One Side Steering tires not locked straight with vehicle Low tire pressure Vehicle brakes partially applied Track leaning to one side Oscillating brackets out of adjustment Hydraulic cylinder bypassing Rail gear out of alignment Service Problems Front Axle Will Not Engage Fuse blown Wire disconnected Solenoid malfunction Switch defective Transmission Overheating Low transmission oil Speed range too high Cooler hoses blocked Oil filter clogged Oil strainer clogged Wrong transmission oil Transmission oil burned Moving more than rated vehicle capacity Railcar hand brakes not released Railcar air brakes not released Hydraulic Pump Noise Hydraulic oil cold Hydraulic oil contaminated Hydraulic oil strainer clogged Hydraulic return filter clogged Tank shutoff valve closed Hydraulic oil level low Hydraulic oil too hot Hydraulic pump malfunction Rail Unit Problems Trouble Shooting Rail Cylinder Will Not Hold Pressure Drive mode switch not in rail position Rail control valve not in down position Regulating valves adjusted too low Rail cylinder leaking internally Hydraulic pump pressure setting out of adjustment Rail Cylinders Won’t Raise or Lower Smoothly or Evenly Hydraulic oil level low Air in hydraulic system Cylinder leaking internally Hydraulic pressure settings low Regulating valve malfunction Rail arm bushings not lubricated Rail arm bushings binding Slow Rail Cylinder Movement Cylinder leaking internally Oil level too low Pump not delivering sufficient oil Rail arm bushings not lubricated Rail arm bushings binding Railcar Moving and Stopping Will Not Pull Cars Front axle not engaged Railcar hand brakes not released Railcar air brakes not fully charged Rail pressure regulating valves adjusted too high Railcar brake shoes frozen to wheels Trouble Shooting Will Not Pull Cars (cont.) Moving more than rated vehicle capacity Track conditions slippery Railcar Brakes Will Not Release Railcar air brakes not fully charged Railcar air shutoff valve closed Rail air reservoir air pressure too low Railcar hand brakes not released Rear rail air compressor switch out of adjustment Train brake air regulating valve set too low Train brake control handle out of adjustment Moisture in air reservoirs Insufficient time to release railcar air brake system Railcar Brakes Will Not Apply Rail air brake system not fully charged Air hoses and valves not connected correctly Train brake control handle adjusted too high Moisture in air reservoirs Shutoff valves not open between cars Railcar brakes defective Railcar Braking and Release Time Too Long Incorrect use of train brake control handle Air leak in system or railcars Rail air reservoir air supply too low Note: Normal time to release railcar air brakes is three to five minutes for the first railcar and one minute for each additional railcar in the consist. Note: For engine and transmission trouble shooting, refer to manufacturer’s service manuals supplied with the Shuttlewagon. Lubricants Lubricants Table IV-I. Lubricants Component Lubricant Viscosity Temperature SAE 15/40W Year Round Cummins B Series API CG-4 & CH4 SAE 15/40W Caterpillar 3116 API CG-4 & CH4 SAE 15/40W Cummins C Series Caterpillar 3126 Transmission DF 150/250 Hydraulic System API CG-4 & CH4 API CG-4 & CH4 Dextron III ISO No. 32 Axle Gear Oil Rockwell Axles API Class GL-5 Master Cylinder Dot 3 Brake Fluid Grease Fittings Wheel Bearings 37 CFM Compressor Radiator / Cooling System Multi-purpose Lithium Compressor Oil 50% Water 50% Anti-freeze SAE 15/40W SAE10W SAE30W 10W 30W 75/140W 85/140W Year Round Year Round Year Round Below 32ºF Above 32ºF Below 32ºF Above 32ºF Below 32ºF Above 32ºF No. 1 Year Round SAE J1703 Year Round SAE30W Year Round Year Round Note: The above specifications are subject to change without notification by the manufacturer. Refer to accompanying manufacturer’s literature for more complete information. Component Table IV-II. Engine Capacities Cummins 4BTA3.9C 130HP SWX405B 6BT5.9 152HP SWX415B 6BTA5.9 200HP SWX455B 6BTA5.9 6CT8.3 174HP SWX435B 215HP SWX525B 6CTA8.3 250HP SWX565B 6CTA8.3 230HP 6CTA8.3 260HP CATERPILLAR 3116DIT 155HP 3116DIT 170HP 3116DITA 190HP 3116DITA 210HP 3126DITA 240HP 3126DITA 260HP 3126ATAAC 300HP Transmission DF150 SWX545B SWX605B Oil & Filter 11.6 Qts 17.3 Qts 17.3 Qts 17.3 Qts 24 Qts 24 Qts 24 Qts 24 Qts Capacities Capacities Engine Radiator 15 Qts 10.5 Qts 15 Qts 14.5 Qts 10 Qts 15 Qts 20 Qts 20 Qts 20 Qts 20 Qts 9.7 Qts 14.5 Qts 10.6 Qts 13 Qts 13 Qts 13 Qts SWX415B 21 Qts 19.6 Qts 14 Qts SWX455B 21 Qts 19.6 Qts 14 Qts SWX435B SWX525B 21 Qts 21 Qts SWX545B 33.8 Qts SWX605B 33.8 Qts SWX565B Transmission DF250 Rockwell Axles 400 Series Rockwell Axles 500/600 Series 33.8 Qts 19.6 Qts 19.6 Qts 14 Qts 14 Qts N/A 17.6 Qts N/A 17.6 Qts N/A 17.6 Qts Refer to accompanying manufacturer’s literature Note: The above specifications are subject to change without notification by the manufacturer. Refer to accompanying manufacturer’s literature for more complete information. 200 250 300 400 500 600 750 800 900 1000 1200 1250 1400 1500 1600 1750 1800 2000 2100 2200 2250 2400 2500 2600 2700 2750 2800 3000 3200 3250 3300 HOURS Engine Oil Oil Filter Fuel Filter * First Transmission Oil change at 50 hours and every 1000 hours thereafter. * Trans. Oil Trans. Filter Axles Hyd. Oil Table VI-I. Maintenance Schedule Coolant Coolant Filter Hyd. Filters Air Air Air Air Filter Comp. Comp. Comp. Element Oil Filter Air Filter Oil Air/Oil Sep. Filter Maintenance Schedule