OJSC “BELAZ” – Management Company of Holding

“BELAZ–HOLDING”

MINING DUMP TRUCKS

BELAZ-7513 series:
BELAZ-7513, BELAZ-75131, BELAZ-75135,
BELAZ-75137, BELAZ-75139, BELAZ-7513А,
BELAZ-7513В

OPERATION MANUAL
75131-3902015 OM

Republic of Belarus

18 75131.0232-20
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 This Operation Manual provides detailed description of design and operating
principle of assemblies, units and systems of BELAZ-7513 mining dump trucks.
The Manual presents recommendations for adjusting certain mechanisms and sys-
tems and provides basic operation and maintenance rules.

The Manual is intended for the drivers, technicians and all the persons in-
volved in the operation of BELAZ mining dump trucks.

The manufacturer is continually improving the design of its dump trucks and
reserves the right of making modifications to improve their quality and to prolong their
lifetime.
For the most comprehensive information on all the modifications please visit
the site www.belaz.by.

Please send your comments regarding the design and operation of the dump
truck to the address: OJSC “BELAZ” – Management Company of Holding
“BELAZ–HOLDING”, 40 Let Oktyabrya St., 4 Zhodino, Minsk Region 222160,
Republic of Belarus.

OJSC “BELAZ” – Management Company of Holding “BELAZ–HOLDING”

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CONTENTS
1 GENERAL ..................................................................................................................................................................................1-1
2 SAFETY REQUIREMENTS AND WARNINGS ...........................................................................................................................2-1
2.1 Safety requirements .............................................................................................................................................................2-1
2.2 Fire Safety ...........................................................................................................................................................................2-3
2.3 Warnings .............................................................................................................................................................................2-3
2.4 Safety Rules and Welding Precautions ................................................................................................................................2-6
2.5 Warning Plates ....................................................................................................................................................................2-8
3 SPECIFICATIONS ......................................................................................................................................................................3-1
4 CONTROLS, INSTRUMENTATION AND CAB EQUIPMENT .....................................................................................................4-1
4.1 Controls and Cab Equipment ...............................................................................................................................................4-1
4.2 Instrumentation Panel ..........................................................................................................................................................4-2
4.3 Console with the dump truck controls ...................................................................................................................................4-3
4.4 Panel of the electric traction equipment................................................................................................................................4-5
4.5 Additional instrumentation panel ..........................................................................................................................................4-7
4.6 Control panel of the engine starting preheater......................................................................................................................4-8
5 ENGINE SYSTEMS ....................................................................................................................................................................5-1
5.1 Diesel-Generator Set ...........................................................................................................................................................5-1
5.2 Engine Fuel Feed System ....................................................................................................................................................5-1
5.3 Engine Air Feed System ......................................................................................................................................................5-12
5.4 Cooling System ....................................................................................................................................................................5-14
5.5 Engine Starting Preheating System ......................................................................................................................................5-15
5.6 Engine Pneumatic Starting System ......................................................................................................................................5-17
5.7 Exhaust System ...................................................................................................................................................................5-20
5.8 Maintenance of the Engine Systems ....................................................................................................................................5-25
6 TRACTION ELECTRIC DRIVE ...................................................................................................................................................6-1
6.1 General ................................................................................................................................................................................6-1
6.2 Electric Drive Apparatus.......................................................................................................................................................6-1
6.3 System of Ventilation and Cooling of the Electric Traction Drive ..........................................................................................6-9
6.4 Maintenance of the Traction Electric Drive and System of Ventilation and Cooling of the Traction Electric Drive ..................6-14
7 REAR AXLE ...............................................................................................................................................................................7-1
7.1 Rear axle with the Reduction Gear Manufactured by OJSC “BELAZ” ...................................................................................7-1
7.2 Electric motor-wheel with reduction gear manufactured by OJSC “BELAZ” ..........................................................................7-2
7.3 Reduction gear of the electric motor wheel manufactured by OJSC “BELAZ”.......................................................................7-3
7.4 Maintenance of the Rear axle Manufactured by OJSC “BELAZ” ..........................................................................................7-6
7.5 Rear axle of the GE Complete Electric Transmission (Modifications of the BELAZ-7513 and BELAZ-7513А Trucks) ...........7-9
8 RUNNING GEAR ........................................................................................................................................................................8-1
8.1 Frame ..................................................................................................................................................................................8-1
8.2 Suspension ..........................................................................................................................................................................8-2
8.3 Maintenance of the Suspension ...........................................................................................................................................8-8
8.4 Front Axle ............................................................................................................................................................................8-13
8.5 Maintenance of the Front Axle .............................................................................................................................................8-15
8.6 Wheels and Tyres ................................................................................................................................................................8-16
8.7 Maintenance of the Wheel and Tyres ...................................................................................................................................8-18
8.8 Mounting and Dismantling the Wheels and Tyres.................................................................................................................8-20
8.9 System for Monitoring the Air Pressure in the Tyres .............................................................................................................8-22
9 STEERING CONTROL ...............................................................................................................................................................9-1
9.1 Principle of Operation of the Hydraulic Drive ........................................................................................................................9-1
9.2 Steering Control Units ..........................................................................................................................................................9-3
9.3 Maintenance of the Steering Control ....................................................................................................................................9-12
10 BRAKE SYSTEMS ...................................................................................................................................................................10-1
10.1 General ..............................................................................................................................................................................10-1
10.2 Service Brake System ........................................................................................................................................................10-2
10.3 Parking Brake System........................................................................................................................................................10-10
10.4 Auxiliary Brake System ......................................................................................................................................................10-14
10.5 Rules of Use of the Brake Systems ....................................................................................................................................10-14
10.6 Maintenance of the Brake Systems ....................................................................................................................................10-14
11 PNEUMATIC SYSTEM .............................................................................................................................................................11-1
11.1 Components and Operation of the Pneumatic Apparatus ...................................................................................................11-1
11.2 Pneumatic System Apparatus ............................................................................................................................................11-3
11.3 Maintenance of the Pneumatic System ..............................................................................................................................11-6

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12 LOW-VOLTAGE ELECTRIC EQUIPMENT .............................................................................................................................. 12-1

12.1 Power Supply System ....................................................................................................................................................... 12-1
12.2 Engine Starting and Stopping System ............................................................................................................................... 12-3
12.3 Audible and Light Alarm System........................................................................................................................................ 12-3
12.4 External and Internal Lighting System ............................................................................................................................... 12-4
12.5 Protection of the Electric Equipment Circuits ..................................................................................................................... 12-4
12.6 Alarm of the Approach to the Overhead Power Transmission Line .................................................................................... 12-4
12.7 Maintenance of the Electric Equipment ............................................................................................................................. 12-4
13 CAB AND BODY ..................................................................................................................................................................... 13-1
13.1 Cab ................................................................................................................................................................................... 13-1
13.2 Body ................................................................................................................................................................................. 13-9
13.3 Maintenance of the Cab and Body .................................................................................................................................... 13-11
14 DUMPING MECHANISM.......................................................................................................................................................... 14-1
14.1 Operating Principle of the Hydraulic Drive ......................................................................................................................... 14-1
14.2 Assemblies of the Dumping Mechanism ............................................................................................................................ 14-3
14.3 Maintenance of the Dumping Mechanism .......................................................................................................................... 14-14
14.4 Diagnostics of the Hydraulic System ................................................................................................................................. 14-15
15 FIRE-EXTINGUISHING SYSTEM............................................................................................................................................. 15-1
15.1 Specification...................................................................................................................................................................... 15-1
15.2 Arrangement and operation mode of Fire-Extinguishing System with Remote Actuation of Powder Line
and Rear Axle Protection ................................................................................................................................................... 15-2
15.3 Arrangement and operating mode of the fire-extinguishing system with engine compartment powder lines
and rear axle automatic actuation....................................................................................................................................... 15-4
15.4 Safety Requirements ......................................................................................................................................................... 15-6
15.5 Maintenance ..................................................................................................................................................................... 15-6
16 PECULIARITIES OF THE OPERATION .................................................................................................................................. 16-1
16.1 Running-in of the Dump Truck ........................................................................................................................................... 16-1
16.2 Starting the Engine............................................................................................................................................................ 16-2
16.3 Starting the Motion, Acceleration and Driving of the Dump Truck ...................................................................................... 16-2
16.4 Braking and Stopping the Dump Truck .............................................................................................................................. 16-3
16.5 Stopping the Engine .......................................................................................................................................................... 16-4
16.6 Towing the Dump Truck .................................................................................................................................................... 16-4
16.7 Unloading the Faulty Truck................................................................................................................................................ 16-5
16.8 Placing the Jacks .............................................................................................................................................................. 16-6
17 MAINTENANCE ....................................................................................................................................................................... 17-1
17.1 Types of maintenance and maintenance intervals ............................................................................................................. 17-1
17.2 Lubrication of the Dump Trucks ......................................................................................................................................... 17-8
17.3 Centralized Automatic Lubrication System ........................................................................................................................ 17-12
17.4 The centralized automatic lubrication system “Lincoln Centromatic” .................................................................................. 17-15
17.5 Installation of refilling centre .............................................................................................................................................. 17-20
18 OPERATIONAL MATERIALS .................................................................................................................................................. 18-1
18.1 General requirements........................................................................................................................................................ 18-1
18.2 Operational materials, drainage and refilling...................................................................................................................... 18-2
18.2.1 Fuel........................................................................................................................................................................ 18-2
18.2.2 The engine lubrication system. ............................................................................................................................... 18-2
18.2.3 The engine cooling system ..................................................................................................................................... 18-2
18.2.4 Reduction gears of motor wheels ........................................................................................................................... 18-3
18.2.5 Suspension cylinders ............................................................................................................................................. 18-3
18.2.6 United hydraulic system ......................................................................................................................................... 18-4
18.2.7 Grease lubricants ................................................................................................................................................... 18-6
18.2.8 Commercial Ethyl Alcohol....................................................................................................................................... 18-7
18.3 Sampling, sampling conditions, equipment and devices for sampling ................................................................................ 18-7
18.4 Refilling center .................................................................................................................................................................. 18-7
19 STORAGE RULES. TRANSPORTATION ................................................................................................................................ 19-1
19.1 Preservation materials....................................................................................................................................................... 19-1
19.2 Preservation and represervation........................................................................................................................................ 19-1
19.3 Storage Rules ................................................................................................................................................................... 19-2
19.4 Depreservation of the dump truck...................................................................................................................................... 19-3
19.5 Transportation ................................................................................................................................................................... 19-3
20 DISPOSAL ............................................................................................................................................................................... 20-1
21 APPENDIСES .......................................................................................................................................................................... 21-1
21.1 APPENDIX А – Error codes (BelAZ-75131 and BelAZ-75139 dump trucks) ...................................................................... 21-1
21.2 APPENDIX B –Tightening torques of he most critical threaded connection ....................................................................... 21-4
21.3 APPENDIX C – Procedure for Analysis of Oil from the Reduction Gears of the Power-Wheels
manufactured by “BELAZ” OJSC ............................................................................................................. 21-6

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75131-3902015 OM

1 GENERAL
The BELAZ-75135 mining dump truck (hereinafter referred to as the truck) with the payload capacity of
110 tonnes and the BELAZ-7513, BELAZ-75131, BELAZ-75139, BELAZ-75137, BELAZ-7513А and
BELAZ-7513В dump trucks with the carrying capacity of 130 – 136 tonnes are intended for carrying the over-
burdens and minerals of various densities at quarries as well as soil and other bulked materials at the con-
struction sites.
o
The trucks are designed for operation on specially equipped roads having longitudinal slopes 100 /oo
(10%).
AC/AC traction electric drive (dump trucks BELAZ-7513, BELAZ-75139, BELAZ-7513A, BELAZ-7513B)
o
allows to provide operation of trucks on the slope of 100 /oo (10 %) for a long time.
For dump trucks equipped with AC/DC traction electric drive (dump trucks BELAZ-75131,
o
BELAZ-75135, BELAZ-75137) when operating on roads with long longitudinal slopes exceeding 80 /oo (8%),
o
the inserts with reduced longitudinal slopes of up to 20 /oo (2%) or horizontal sections with the length of at least
50 m after every 600 m of the road with continuous slope shall be provided for.
The roads shall be designed for passing the vehicles with the axle weight of at least 170000 kg.
The roads as well as the grounds for loading and unloading the truck shall comply with the requirements
of the Code of Practice (СНиП) 2.05.07, to requirements and rules in the area of safety production in the state
of operation.
The pavement surface of the quarry roads shall be smooth. The smoothness of the roads as determined
by the clearance under a rod with the length of (3 + 0.05) m shall comply with the requirements of the Code of
Practice (СНиП) 3.06.03 with the assessment criteria of “good” (the clearance shall not exceed 2.5 cm).
Should the road section with the length equal to the truck base contain up to five irregularities with the
depth of 3 to 5 cm or one irregularity with the depth of up to 10 cm, the dimensions of which in plane exceed
the tyre flat spot, the speed of the trucks on such sections shall not exceed 25 km/h. Should there be more ir-
regularities, the speed shall be maintained within the range of 15 to 20 km/h.
Driving the dump trucks on roads with the irregularities having the depth of more than 10 cm or 20 cm in
quarry faces and dumps and dimensions as specified above shall be prohibited.
The trucks are manufactured in the climatic versions N1, NF1, F1 and T1 according to the State Stan-
dard 15150. The climatic version is to be specified in the delivery contract.
The trucks are designed for operation in regions situated at the altitude of up to 2000 m above sea with
the respective modification of the tractive and dynamic characteristics.
It is recommended to operate the dump trucks in a complex with the excavators having the bucket ca-
3 3
pacity of 12.5 m to 20.0 m . The height of dropping the load to the platform floor shall not exceed 3 m, and the
weight of pieces of overburdens and minerals shall not exceed 4,5 tons.
The overall dimensions of the dump truck BELAZ-7513 in the basic grade with body of rated geometric
3 3
capacity of 46м (heaped 2:1 – 71м ) are shown in Figure 1.1.

3 3
Figure 1.1 – Overall dimensions of the trucks BELAZ-7513 (with body of 46м /71м capacity)

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For carrying coil and other bulk cargoes with low specific density, the dump trucks with the platform hav-
ing the larger capacity are manufactured on the chassis identical completely with that basic version. The plat-
form capacity is to be determined by the terms and conditions of the contract and can be selected from a se-
ries of standard sizes offered by the manufacturer.
The overall dimensions of the dump truck BELAZ-75131 for carrying coal with the platform having the
3 3
rated geometric volume of 104 m and rated capacity (heaped 2:1 of 135 m ) are shown in Figure 1.2.

Figure 1.2 – Dump truck for carrying coal. Overall dimensions

In addition to this Manual, the requirements stated in the complete set of documentation for the engine,
electric traction drive and others units and systems installed in the truck shall be observed. The above docu-
mentation is included in the scope of delivery when shipping the truck.
Following strictly the recommendations for operation, application of the lubricants, maintenance intervals
ans correct performance of operations will ensure the most economical as well as reliable and failure-free op-
eration of the truck.
The identification number of the product is impact stamped on the right side of the bumper as seen in
the direction of the truck movement.
Places of location of the basic marking, nameplate and identification plates of the FOPS and
ROPS devices.
The identification number is a horizontal series of 17 characters confined by correction marks without
spaces between the characters. It only contains the information required for unambiguous and correct identifi-
cation of the product.
The first three symbols (1, 2 and 3) determine the world manufacturer’s code and the following five sym-
bols (4, 5, 6, 7 and 8) determine the product index. The symbol 9 is the control letter, the symbol 10 is the year
of manufacture of the product in accordance with Table 1.1 and the symbols from 11 to 17 designate the serial
number of the product.
The identification plates of the FOPS and ROPS devices are located on the left outer side of the cab.

Table 1.1 – Designation of the year of manufacture

Year Designation Year Designation

2018 J 2020 L
2019 K 2021 M

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2 SAFETY REQUIREMENTS AND WARNINGS

2.1 Safety requirements
Prior to assembling, operation, maintenance and repair of the dump truck, the drivers and service per-
sonnel shall be given the obligatory instruction in safety engineering and safe methods and ways of performing
the works as well as observance of the general safety requirements for the motor vehicles.
Here it is also necessary to adhere the following documentation: “Safety Regulations for Open-Cast Min-
ing Works and for Solid Mineral Deposits Processing Operations”, “Operating Rules for Consumers’ Electrical
Installations”, “Safety Rules for Operating the Consumers’ Electrical Installations”, Rules for Design and Safe
Operation of Pressure Vessels”, “Operation Manual for mining and industrial tires of radial and bias design”.
The drivers and servicing personnel shall be provided with protective clothes, safe footwear, protective
helmets, goggles and other personal protection equipment.
The enterprises operating the dump trucks shall ensure the safe labour conditions and develop the instruc-
tions for performing the maintenance and repair works which would provide for the written permit to work with in-
creased safety requirements as well as the works related to the maintenance of the fire extinguishing system.
BESIDES, IT IS NECESSARY TO OBSERVE THE BELOW STATED REQUIREMENTS CONDITIONED BY THE
DUMP TRUCK DESIGN – AS IGNORING SUCH REQUIREMENTS CAUSE DANGER FOR SERVICE PERSONNEL OR
RISK OF DUMP TRUCK DAMAGE:
2.1.1 Prior to servicing and/or repair of the dump truck, apply the parking brake and put the chocks un-
der the wheels. The maintenance and repair works shall be only performed with the engine stopped except for
the works for adjusting the electric drive as provided in the respective documentation.
2.1.2 In case of stop of the truck on a slope, take measures to exclude its spontaneous movement: ap-
ply the parking brake, stop the engine and put the wheel chocks under the wheels.
2.1.3 Prior to leaving the cab, make sure that the parking brake is applied and the handle of the motion
selector is set to the neutral position – ”N” (neutral), the traction electric drive is OFF using the switch “T” on
the console (for dump trucks BELAZ–75135, BELAZ–75131, BELAZ–75139, BELAZ–75137 and
BELAZ–7513B), as using the switch “DRIVE DEACTIVATION” on the electric drive panel (for dump trucks
BELAZ–7513 and BELAZ–7513А equipped with electrical transmission “GE”).
2.1.4 When servicing and repairing the dump truck, the body in raised position shall be locked by means
of a special locking rope, both ends of which shall be drawn into the lugs on the axle housing and fastened by
means of towing pins, locked by split-pins. When doing this, there shall be no load in the body. Stuck load in
the quantity not exceeding 3% of the payload capacity is allowed. Provide safety conditions for the personnel
to avoid injures because of stuck load fall.
NO WORKS UNDER THE BODY LIFTED AND LOCKED BY MEANS OF THE ROPE WHEN IT IS LOADED OR
UNDER THE TAIL WIND WITH THE VELOCITY EXCEEDING 6.5 M/S ARE ALLOWED.
THE LOCKING ROPE IS ONLY DESIGNED FOR LOCKING THE EMPTY BODY.
NEVER LOWER THE BODY FORCEDLY IF IT IS LOCKED.
When the body is being lifted nobody shall stand close to the dump truck, because the soil remaining on
the body could cause an injury. Do not leave the cab when the body is being lowered or lifted.
2.1.5 The dump truck is equipped with ladders, footsteps, handrails and bodys to ensure the safety of
the works for assembling, adjustment and maintenance.
When performing the works without enclosures and/or handrails, the safety belt as well as portable lad-
ders and stands should be used. When doing this, the safety requirements shall be observed.
2.1.6 When moving on the ladders and top bodys (fenders), it is necessary to hold the handrails fitted on the
ladders, fenders, bonnets and cab so that there would be three supporting points at any time (either two hands and
one foot or two feet and one hand). The ladders and bodys shall be cleaned from dirt, snow and ice.
Never use the controls as handrails when entering or leaving the cab.
It is recommended to walk up and down the truck ladders while facing the truck.
2.1.7 Never stand or walk on the ladders, footboards, upper bodys (fenders or bonnets) and bodys in-
tended for servicing the truck.
2.1.8 Never jump down from the truck.

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2.1.9 Never walk up or down the truck on the ladders or footsteps while holding tools or other things in
the hands. To lift or lower the tools and other things, use the lifting equipment ensuring the safety of the said
operations. When performing any works while standing on the ladders and/or bodys, nobody shall stan d un-
der them.
2.1.10 When traction electric drive is ON so there is dangerous voltage available in the drive equipment
(control cabinet, ventilated brake resistors unit, power cables). Access or touch components in mentioned are-
as can lead to current shock or to death).
Prior to performing operations over the electric drive equipment deactivate traction electric drive, eject
ignition key. Place warning poster “Don’t switch ON – people are working”.
After the electric drive is deactivated dangerous voltage can be available on the units power compo-
nents. Before access or touch components make sure there is no dangerous voltage.
The electric safety rules to be observed when setting and adjusting the traction electric drive are stated
in the instruction for adjustment of the traction electric drive.
THE TRACTION ELECTRIC DRIVE OPERATES UNDER DANGEROUS VOLTAGE. FAILURE TO OBSERVE
THE SAFETY REQUIREMENTS COULD CAUSE AN ELECTRIC SHOCK OR DEATH.
During operation the vented brake system has very high temperature. When performing any mainte-
nance operations provide sufficient time for cooling.
2.1.11 Prior to removing the suspension cylinders and hydropneumatic accumulators from the dump
truck, vent the gas from their chambers. To vent the gas from the suspension cylinder completely, it is neces-
sary to open the charging valve at least three times with the interval of 3 to 5 minutes.
2.1.12 Prior to disassembling the suspension cylinder and hydropneumatic accumulator, make sure
that there is no excess pressure in its chambers; to do this, open the charging valves. When checking the
working fluid level in the oil retainer of the suspension cylinder, the check hole plug should be screwed out
slowly to release the excessive gas pressure in the chamber. When performing this operation, do not stand
in front of the plug.
2.1.13 Prior to charging the suspension cylinders and hydropneumatic accumulators with gas, make
sure that the charging device is faultless and the cylinder with compressed gas is marked properly. The cylin-
der shall be marked with the word “NITROGEN” and brown circular stripe.
IT IS STRICTLY PROHIBITED TO CHARGE THE SUSPENSION CYLINDER AND HYDROPNEUMATIC ACCU-
MULATORS WITH OXYGEN, BECAUSE IT WOULD LEAD IMMINENTLY TO EXPLOSION.
2.1.14 Prior to detaching the wheel from the truck, deflate completely the tyre. If it is necessary to sepa-
rate the twinned rear wheels, deflate the tyres of both the wheels.
NEVER DETACH OR FIT THE WHEELS WITH THE TYRES INFLATED.
Prior to fitting the wheel, inflate the tyre to the pressure of 0.1 MPa and make sure that the lock ring is
fitted properly. It is only allowed to inflate the tyre to the rated pressure after fastening the wheel on the hub.
Nobody shall be present near the tyre being inflated.
2.1.15 Never dismantle and/or disassemble the components of the brake systems and steering control
being under the working fluid pressure.
To depressurize the front and rear circuits of the service brake system, turn out the obturating needles
on the brake valve.
The working fluid pressure in the hydraulic system of the steering control and parking brake is released
automatically within 80 seconds after scheduled stopping of the engine. The hydropneumatic accumulators
shall be only installed and dismantled with the gas chamber depressurized.
2.1.16 Never eliminate the faults, disassemble the fittings and/or perform the welding works in the pressur-
ized pneumatic starting system and pneumatic system of the dump truck. The pressure shall be released through
the condensate drain cocks; when doing this the shutoff valves of the air cylinders shall be open.
2.1.17 Never operate and/or adjust the pneumatic starting system with faulty pressure gauges.
2.1.18 The operation (including the technical examination and repair) of the pneumatic cylinders, pres-
sure gauges, safety valves and fittings shall comply with the requirements and regulations stated in the Rules
for Design and Safe Operation of Pressure Vessels (PB 10-115-96).
2.1.19 Clean the batteries and vent holes in them from dirt; check the density and level of the electrolyte
in the batteries and bring them to the norm in proper time at the specified intervals. Never to use faulty storage
batteries (with the short-circuited plates).
When servicing and repairing the storage batteries, keep in mind that contact of the electrolyte with the
skin can cause severe burns.

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2.1.20 When screwing out the cap of the expansion tank, be careful and wait for cooling down of the en-
gine cooling fluid, because the steam in the tank can be pressurized. It should be kept in mind that the low-
freezing cooling fluid is toxic and capable of causing poisoning unless sanitary norms are observed.
2.1.21 Making any modifications to the electric equipment systems without consultation with the manu-
facturer is strictly prohibited.
2.1.22 The truck shall ensure the safety and protection of the operator against dangerous and harmful
industrial factors appearing during the operation.
Levels of vibration (total and local) created by the truck:
– the weighted root mean square value of acceleration the operator’s arms and hands are exposed to is
2
less than 2.5 m/s ;
– the weighted root mean square value of acceleration the operator’s body is exposed to does not ex-
2
ceed 0.5 m/s .
The equivalent sound pressure level in the operator’s cab created by the truck does not exceed
80 dB(A) with the doors and windows tightly closed.
The measurements were performed on the serial dump truck with the use of the testing procedure de-
termined by the respective standards and directives of the European Parliament and Council 98/37 EC.
2.1.23 The dimensions and weight of the dump truck do not allow it to be transported to the place of op-
eration in the assembled state. Therefore, it shall be assembled in the workshops of the exploiting organiza-
tions. To ensure the safety of the assembling and adjusting works, the personnel involved in the assembling
shall be obligatorily instructed in the accident prevention as well as fire and electric safety.
2.1.24 In case of use of the cab windows as an emergency exit, it is necessary to break the glass by the
hammer included in the tools kit which is in the box for the driver’s personal things located under the additional
side seat.
2.1.25 Never operate the dump truck without the operator's seat belt installed. Both the driver and the
instructor (if the cab is equipped with the instructor's seat) shall buckle the seat belt prior to driving the truck.

2.2 Fire Safety

To avoid the fire on the truck, it is necessary to observe the general Regulations of Fire Safety when
handling the flammable substances and follow the requirements stated below:
2.2.1 Check regularly the leak-tightness of fuel and oil pipelines of the systems of the engine, steering
control, braking systems and dumping mechanism.
2.2.2 The dump truck shall be cleaned regularly from flammable materials: stains of fuels and lubricants,
coal dust, etc.
2.2.3 Do not leave the dump truck when the engine starting pre-heater is running.
2.2.4 The truck is equipped with the fire extinguishing system. To extinguish the fire, use the combined
fire extinguishing system having stopped previously the engine.
NEVER USE THE SOLUTION FIRE-EXTINGUISHING LINE FOR EXTINGUISHING THE ENERGIZED ELECTRIC
EQUIP-MENT AND SPILLAGE OF FUEL AND OIL. NEVER USE THE POWDER FIRE-EXTINGUISHING LINE, IF
THERE IS ANYBODY WITHIN THE ZONE PROTECTED BY THE ABOVE SYSTEM.
2.2.5 OPERATION OF THE TRUCK WITH FAULTY FIRE EXTINGUISHING SYSTEM IS PROHIBITED. THE
MAINTENANCE OF THE FIRE EXTINGUISHING SYSTEM SHALL BE PERFORMED IN STRICT COMPLIANCE WITH
THE REQUIREMENTS STATED IN THE SECTION “FIRE-EXTINGUISHING SYSTEM”.
2.2.6 To avoid the ignition of gases, Never use bare flame when checking the cooling fluid level in the
expansion tank of the engine cooling system.
2.2.7 Never use bare flame when inspecting the storage batteries.

2.3 Warnings
2.3.1 Driving the dump trucks shall be only allowed to persons who have driving licenses issued by the
appropriate qualification board and appropriate qualification category according to the Safety Rules for Operat-
ing the Consumers’ Electrical Installations, having studied the construction, rules of operation and peculiarities
of the driving, and who has experience of working with quarry automobile transport.
2.3.2 The maintenance of the truck shall be performed by the technicians and electricians who have
studied the construction of the dump truck, rules of its operation as well as safety and fire prevention require-
ments.

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2.3.3 Any faults detected in the truck operation process shall be eliminated without waiting for scheduled
maintenance that would prevent serious breakdowns.
2.3.4 The maintenance of the trucks shall be performed at the intervals specified in this Manual and un-
der conditions excluding the contamination of the parts and assemblies.
2.3.5 The fuels, lubricants and working fluids shall be only used in compliance with the recommenda-
tions of this Manual.
Never use oils and fuels of other brands. The reliable operation of the hydraulic systems is ensured
providing the cleanness of oil and internal cavities of the hydraulic equipment are maintained clean.
2.3.6 When starting the engine it is not in stable operation it is necessary to shut down the starter. Per-
form the repeated start-up at least in one minute.
It is prohibited to actuate the starter when the engine is operating.
2.3.7 In the case of actuation of the electric tractiondrive indicator on the instrumentation panel when
driving the truck observe recommendations contained in Chapter 4, "Controls, instrumentation and cabin
equipment."
2.3.8 When being lifted or lowered, the body can be stopped in any intermediate position by setting the
handle of the body lifting switch on the instrumentation panel to the neutral position.
MOVEMENT WITH THE BODY LIFTED IS PROHIBITED.
When the traction electric drive handle of the motion selector is set to the “D” position (forward motion)
and the body position sensor gives a signal that the body is lowered, when setting the body control switch to
the “Опускание” (lowering) the body floating position gets actuated. In this position, the piston chambers of
hydraulic cylinders are connected with the drain line that excludes the body lifting.
The floating position of the body can be disabled by means of a switch on the instrumentation panel,
which breaks the supply circuit of the hydraulic distributor electromagnet, to allow the truck manoeuvring dur-
ing the unloading.
2.3.9 The body should be lifted at the engine rotational speed of 1200 – 1300 rpm. When the last section
of the dumping mechanism appears at the end of the lifting, the rotational speed shall be reduced to the mini-
mum one.
2.3.10 In autumn and winter, when the ambient temperature is below 5С, it is not allowed to start the
cold engine without warming up the cooling fluid by means of the starting pre-heater to the temperature rec-
ommended in the operating manual for the engine. After warming up the cooling fluid by means of the starting
pre-heater, close the isolation cock on the output pipe.
2.3.11 For the summer period, the fuel heater shall be disconnected from the engine cooling system by
means of the isolation cock. To disconnect the cab heating radiator from the engine cooling system for the
warm period of the year, close the cock on the discharge pipeline.
2.3.12 It is not allowed to stop the engine under load. Prior to stop the engine after operation with the full
load, it is necessary to let it run at low idling rotational speed for 3 – 5 minutes.
To release the pressure in the pneumatic hydroaccumulator of the steering system, the delay timer
(80 s) for “ground” switch OFF and the engine-ECU after the engine is shutdown is installed in the engine start-
up and shutdown system.
2.3.13 If the engine is stopped for the period exceeding 0.5 hours, disconnect the storage batteries to
protect them from discharge.
2.3.14 The hydraulic drive of the dump truck is provided with the function of automatic engagement of
the brake gears of the rear wheels in case of oil pressure drop in the brake circuits. In this case the pilot lamps
on the instrumentation panel light up and the audible alarm will be on.
To continue the operation of the truck. it is necessary to reveal the reason of the fault and eliminate it.
2.3.15 Never operate the dump truck with the faulty auxiliary (electric) brake.
2.3.16 In accordance with brake performance the limited allowed speed of the loaded BelAZ–75131,
BelAZ–75135 and BelAZ–75137 trucks driven downhill are given in Table 2.1, those of the BelAZ–7513 and
BelAZ–7513А trucks – in Table 2.2, and those of the BelAZ–75139 and BelAZ–7513В trucks – in Table 2.3.
Table 2.1 – The limited allowed speed of driving the loaded
BelAZ-75131, BelAZ-75135 and BelAZ-75137 trucks downhill

Slope, % Speed, km/h Slope, % Speed, km/h

2 48 8 34
4 48 10 30
6 40 12 24

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Table 2.2 – The limited allowed speed of driving the loaded BelAZ-7513 and BelAZ-7513А trucks
(with the GE150AС traction electric drive manufactured by General Electric Company) downhill

Slope, % Speed, km/h Slope, % Speed, km/h

2 64 8 35
4 58 10 30
6 45 12 25

Table 2.3 – The limited allowed speed of driving the loaded BelAZ-75139 and BelAZ-7513В trucks
(with the КТЭ-136 traction electric drive manufactured by Elektrosila OJSC) downhill

Slope, % Speed, km/h Slope, % Speed, km/h

2 55 8 47
4 55 10 37
6 55 12 28

2.3.17 NEVER STOP THE ENGINE DURING THE TRUCK MOVEMENT, BECAUSE THE STEERING CONTROL
DOES NOT OPERATE WHEN THE ENGINE IS NOT RUNNING.
2.3.18 To protect the metering pump against damage after parking of the truck with the engine non run-
о
ning, especially in winter at the temperatures of below 0 C, the steerable wheels shall be only turned after
warming up the steering mechanism by working fluid for at least 10 minutes.
2.3.19 The dump truck body shall be loaded from the side or back. Carrying the excavator bucket over
the cab is prohibited.
2.3.20 The dump truck should be loaded in accordance with its rated payload capacity stipulated in the
dump truck specification as well as with the loading certificates for each specific quarry.
The redistribution of the total weight to the front axle shall not exceed 5%.
In case of fitting additional mechanisms and systems, partial or full body lining or making other modifica-
tions increasing the operating weight of the truck, it is necessary to determine the new operating weight and
payload capacity. In any case, the gross weight of the dump truck shall not exceed that specified in the chapter
“Technical Specifications”.
In exceptional cases, it is allowed to exceed the rated payload capacity within 10%. The number of such
cases shall not exceed 10% of the number of all rips for the period under considerations (day) and the average
value of loading for all the trips within the period under consideration shall not exceed the rated one.
In exceptional cases, the one-time excesses of the rated payload capacity within 10-20% are allowed.
They shall be accounted when determining the average loading for the period of time under consideration.
IT IS STRICTLY PROHIBITED TO EXCEED THE RATED PAYLOAD CAPACITY BY 20% AND MORE, EVEN IN
EXCEPTIONAL CASES.
The information on the actual loading of the dump truck shall be continually registered and submitted on
the first request. Overloading the dump truck makes the driving of it more difficult and reduces considerably the
service life of the parts and assemblies as well as of the dump truck as a whole.
2.3.21 The faulty dump truck shall be towed by a special towing vehicle. When towing the dump truck
with the rope fasten to the bumper, the mechanism of the parking brake system shall be released.
No towing the dump truck without lubricating oil in the reduction gears of the power-wheels is allowed;
otherwise the gear transmission will be damaged.
2.3.22 Under icy condition of the road as well as when driving on snow-covered or moist roads, the road
adherence decreases considerably. When driving the truck under such unfavourable conditions, the speed
should be decreased down to the value ensuring the safe operation.
2.3.23 Walk up or down the truck ladder and/or standing on the ground near the truck is not allowed dur-
ing thunderstorm.
Should the thunderstorm begin when you are in the operator’s cab, do not leave the cab until the thun-
derstorm ceases completely.
2.3.24 When operating the dump truck, the operating parameters of the systems shall be continuously
monitored. It will make it possible to detect the fault in proper time and prevent serious damages. The operating
modes of the assemblies and systems should be maintained within the optimum ranges specified in Table 2.4.

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Table 2.4 – Monitored operating parameters of the dump truck systems

Parameter value
Monitored Parameters
Cummins engines MTU engines

Engine cooling fluid temperature, С:

minimum recommended……………………………...…… 70 71

maximum allowable…………………………………....….. 95 95

Engine oil temperature, maximum allowable, С….. 120

Oil pressure in the lubrication system, MPa:

at the minimum idling rotational speed…………….....…... 0,138 0,172
at the rated rotational speed……………………………….. 0,310 – 0,483
at the maximum torque………………......................…….. 0,630
Working fluid pressure in the hydropneumatic accumulators of the +0.5 +0.5
service brake system and steering control, MPa……….............… 13,5 – 17

Compressed air pressure in the pneumatic system, MPa………….. 0,65 – 0,80

2.3.25 Operation and maintenance of heating and air-conditioning unit should be performed in
accordance with the recommendations contained in the "Cab" section of the current Operation Manual and air
conditioner Operation Manual.
Regardless of weather conditions and time of year (except for the preservation for storage), air
conditioning system must be actuated not less than once a month for at least 15 minutes. At low temperatures,
this procedure should be performed in heated boxes or workshops. This measure will provide lubrication of air
conditioner components.
In order to maintain efficiency of the air conditioner compressor it is prohibited to operate the truck with
dismantled drive belt of the air conditioner compressor.
After repairing the air conditioning systems, tied with the separation of the quick-detachable couplings
on high and low pressure hoses, prior to the air conditioner actuating make sure that the couplings are
securely connected. Otherwise, actuation of the air conditioning unit with disconnected or not securely
connected quick-detachable couplings will damage the air conditioner compressor.
Works tied with the separation of the air conditioner elements for replacement of components, refilling
and topping-up must be carried out by specially trained personnel who have a certificate to carry out these
types of works, with the help of special equipment to service the vehicles air conditioners in a well-ventilated
place.
Proper operation of the air conditioner and documented scheduled service works are conditions for the
recognition of warranty claims.

2.4 Safety Rules and Welding Precautions

2.4.1 Prior to beginning the welding works directly on the assembled truck, it is necessary to disconnect
both the “minus” and “plus” terminals of power supply of the trucks from the respective terminals of the storage
batteries. When disconnecting the storage batteries first disconnect the negative cable and after that do the
positive one.
2.4.2 To avoid fire when welding, make sure that there are no flammable engineering maintenance ma-
terials (fuel, oils) in the immediate vicinity of the welding place (on the chassis members or ground) and protect
the fire-hazardous parts (hoses, wires, etc.) against the molten metal spatter.
2.4.3 The “ground” wire of the welding unit shall be connected to the part or unit to be welded at the dis-
tance of not more than 0,6 metres from the welding place so that no current would pass through the wires and
cables of the traction electric drive control, payload and fuel consumption control system, video survey system,
cylinders of the hydraulic system and suspension, bearings of the ШСЛ of the central levers and rods, bearings
of the wheel hubs, bearings and toothings of the wheel gearings of the power-wheel reduction gear.
Special attention shall be paid to prevention of passing the current through the bearings in the traction
alter-nator or power-wheel motors, because it would cause their damage and premature failure.

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2.4.4 Never fasten the “ground” wire of the welding:

– unit to the hydraulic system components (pumps, hydraulic cylinders, distributors, pipelines, oil tank, etc.);
– on the main units of payload and fuel consumption control system, video survey system.
The connection place shall be cleaned from paint and rust. To provide reliable contact of the “Ground”
cable with the surface to be welded.
2.4.5 When performing welding operations close to electronic units of payload and fuel consumption
control system, video survey system certain units are to be dismantled.
2.4.6 When welding on the dump truck, the circuit breakers of the control and auxiliary circuits in the
control cabinet shall be open.
When welding near the electric wires and cables, the measures shall be taken to prevent them from be-
ing damaged.
Do not remove any control boards or disconnect the plug-and-socket units of the traction electric drive
control system; otherwise the contact could be broken that would cause the failure of the system.
The welding works related to the power cabinet shall be performed under supervision of the expert in the
field of electric drives and in such way that penetration of the molten metal spatter into the cabinet would be
excluded.
2.4.7 When welding on the truck with the engine equipped with an electronic control system, observe the
following rules to protect the electronic components against damages:
– prior to beginning the welding works, disconnect all the plug-and-socket units connecting the circuits of
the control, power supply, alarm and data transmission of the engine with the respective circuits of the truck;
– never fasten the “ground” wire to the bracket of the electronic module of the engine (ECM) or ECM
module itself;
– should it be necessary to perform the welding works on the attached units of the engine or assemblies
mounted immediately in the engine, these units shall be removed from the engine.
If such removal is impossible, all the ЕСМ plug-and-socket units shall be disconnected prior to beginning
the welding works. Should the engine be equipped with several ECM’s, the plug-and-socket units shall from all
the modules.
2.4.8 When reconnecting the engine circuits to the truck circuitry (both after performing the welding
works and when assembling the truck), the following rules shall be observed:
– all the plug-and-socket units connecting the circuits of the control, power supply, alarm and data
transmission of the engine with the respective circuits of the truck shall be connected prior to connecting the
storage batteries;
– when connecting the storage batteries the “plus” cable shall be connected first and then the “minus” one;
– never set the key in the ignition switch to the working position before connecting the cables to both
terminals of the storage batteries;
– it is only allowed to disconnect the plug-and-socket units connecting the circuits of the engine with
those of the truck (for example, for tracing the faults) provided the key is removed from the ignition switch and
the storage batteries of the truck are disconnected.
2.4.9 Never perform the welding works near the fuel and oil tanks, charged hydropneumatic accumula-
tors and pipelines connected with them, gas cylinders of the fire extinguishing system and/or near the suspen-
sion cylinders charged with gas and filled with oil.
2.4.10 Never perform the welding works in the pressurized pneumatic starting system and pneumatic
system of the truck. The pressure shall be released through the condensate drain cocks; when doing this the
shutoff valves of the air cylinders shall be open.
2.4.11 Prior to performing the welding works, make sure that the hydraulic system pipelines are not
pressurized. To depressurize the front and rear circuits of the service brake system, turn out the obturating
needles on the brake valve. The working fluid pressure in the hydraulic system of the steering control and
parking brake is released automatically within 80 seconds after scheduled stopping of the engine.
2.4.12 When welding, protect the chromium-plated surfaces of the dump truck assemblies (cylinders of
the suspension, hydraulic system, etc.) against the molten metal spatter.
2.4.13 Never perform the repair works involving the welding on the wheel rim assembled fitted the tyre.
2.4.14 When welding for repairing the cab equipment, it is necessary to take measures for preventing
the inflammation of the parts of upholstery and noise insulation of the cab interior.
2.4.15 Prior to welding near the boxes of storage batteries, special attention should be paid to ob-
servance of the fire safety rules and necessary safety precautions.

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2.5 Warning Plates

The plate attached to the truck informs about one or more potential dangers when servicing or repairing
of the assembly or when performing the works in the zone of location of the plate and describes the safety
measures and/or actions to be undertaken to prevent the danger.
Should the plate become dirty, it shall be cleaned using a piece of cloth moistened in soapy water. Nev-
er use solvents, petrol and other caustic substances.
The places for attachment of the warning plates on the dump truck chassis are shown in Figure 2.1 and
for the plates see Figures 2.2 – 2.15.
Depending on the consumer's country, the tables can contain the text in Russian, English or Spanish.

Figure 2.1 – Places for attachment of the warming plates:

1 – cab; 2 – cardan shaft; 3 – cardan shaft shroud; 4 – body; 5 – rear suspension cylinder; 6 – oil tank; 7 – frame;
8 – hydropneumatic accumulator; 9 – front suspension cylinder; 10 – left-hand frame side member; 11 – front bonnet; 12 – rear shell;
13 – rear axle; 14 – expansion chamber; 15 – right-hand frame side member; 16 – fuel tank
I - XIV – Warning plates

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Figure 2.1 – Places for attachment of the warming plates (cont'd)

Plate I (Figure 2.2) is attached in the cab, at the bottom left corner of the windscreen.
The speeds specified in the plate for the BelAZ-75131, BelAZ-75135 and BelAZ-75137 trucks and these
for the BelAZ-7513, BelAZ-7513А, BelAZ-75139 and BelAZ-7513В ones are according to Tables 2.2 and 2.3.

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Figure 2.2 – Warning plate

Warning.
Do not exceed the speeds specified for the loaded dump trucks when driving
downhill

Plate II (Figure 2.3) is attached to the shroud of the oil pump cardan shaft.

Figure 2.3 – Warning plate

Danger of dragging the body into the mechanism.
Stand at a safe distance from the danger source

Plate III (Figure 2.4) is at-

tached to the rear portion of the
body as seen in the direction of the
truck movement between the last
two counterforces; the content of
the plate is shown in Section 13.2
“Body”.

Figure 2.4 – Warning plate

Instruction for Using the Body Locking Device

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Plates IV (Figure 2.5) and plates V (Figure 2.6) are attached to the top portion of the main pipe of the
cylinders of the front and rear suspension.

Figure 2.5 – Warning plate

Figure 2.6 – Warning plate

Plate VI (Figure 2.7) is attached from the outside of the cab behind the left-hand door.

Figure 2.7 – Warning plate

Danger of crushing of the entire body
Prior to entering the dangerous zone, fasten the locking device. Read the operator's manual

Plate VII (Figure 2.8) and plate VIII (Figure 2.9) are attached at the top portion of the oil tank body.

Figure 2.8 – Warning plate.

Warning.
Read the operator's manual

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Figure 2.9 – Warning plate.

Pressurized fluid.
Avoid leakage of pressurized fluid! Read the technical manual to be familiar with the appropri-
ate maintenance procedure

Plates IX (Figure 2.10) are attached in the front portion of the truck frame side members on the bodies
of the oil and fuel tanks.

Figure 2.10 – Warning plate

Danger of crushing or squeezing of the entire body
Stand at a safe distance from the danger source

Plate X (Figure 2.11) is attached to the frame on the left of the hydropneumatic accumulators.

Figure 2.11 – Warning plate

Warning.
The hydropneumatic accumulators are under high pressure. Prior to
disconnecting the hydraulic lines or dismantling, release the pressure

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Plates XI (Figure 2.12) are attached to the inside of the front bonnet near the hand-
rails of ladders.

Figure 2.12 – Warning plate

Danger of dropping from height
When going up and down ladder, it is necessary to use the three-point support

Plates XII (Figure 2.13) are attached to the rear shell of the radiator unit on both
sides from the fan.

Figure 2.13 – Warning plate

Danger of injury of the hand fingers: engine fan.
Do not touch the moving parts of the machine until they are stopped completely

Plate XIII (Figure 2.14) is attached to the rear-axle housing to the right from the
hatch.

Figure 2.14 – Warning plate

General danger warning.
Prior to maintenance or repair, stop the engine and remove the ignition key

Plate XIV (Figure 2.15) is attached to the expansion chamber of the radiator.

Figure 2.15 – Warning plate

Hot pressurized fluid.
Do not screw out the plugs until they have cooled down.

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Plates XV (Figure 2.16) are installed on the doors of the traction electric drive cabinet.

Figure 2.16 – Warning plates

High voltage hazard

Plates XVI and XVII (Figure 2.17 and 2.18) are installed on the resistors section and ventilated section
upper covers at the ventilated brake resistors unit of the traction electric drive.

Figure 2.17 – Warning plates

High temperature hazard
Prior carrying out any operations provide enough time for cooling

Figure 2.18 – Warning plates

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3 SPECIFICATIONS

The trucks are equipped with the engines manufactured by “Cummins” or “MTU” Companies, AC/DC
electric traction drive manufactured by “BelAZ” OJSC or AC electric traction drives manufactured by “General
Electric” Company (GE150AС) or “Power Machines” Сompany (КТЭ-136).
The BelAZ-75135 truck is equipped with the Cummins КТА38–С diesel engine rated at 895 kW the en-
gine Cummins КТТА38–С with rated power of 1184 kWt (for modification 75135-10) and the AC/DC electric
transmission manufactured by “BelAZ” OJSC.
Depending on the modification, the BelAZ-7513 trucks can by equipped with:
– the Cummins QSK45-С engine rated at 1194 kW and the GE150AC complete AC electric transmission
manufactured by “General Electric” Company.
The complete electric transmission comprises the traction alternator, two power-wheels (reduction gear
assembled with the traction motor), block of dynamic braking resistors, ventilation equipment and complete set
of auxiliary equipment;
– the Cummins QSK45-С engine rated at 1194 kW and the GE150AC non-complete AC electric trans-
mission manufactured by “General Electric” Company (the reduction gears of the power-wheels are manufac-
tured by “BelAZ” OJSC.
The BelAZ-75131 truck is equipped with the Cummins КТА50–С engine with the rated power of
1194 kW and the AC/DC electric transmission manufactured by “BelAZ” OJSC.
The BelAZ-75139 truck is equipped with the Cummins КТА50–С engine with the rated power of
1194 kW and the КТЭ-136 AC electric transmission manufactured by “Power Machines” Сompany.
The BelAZ-75137 truck is equipped with the MTU12V4000 engine with the rated power of 1194 kW and
the AC/DC electric transmission manufactured by “BelAZ” OJSC.
Depending on the modification, the BelAZ-7513A trucks can by equipped with:
– the MTU12V4000 engine rated at 1400 kW and the GE150AC complete AC electric transmission
manufactured by “General Electric” Company.
– the MTU12V4000 engine rated at 1194 kW and the GE150AC non-complete AC electric transmission
manufactured by “General Electric” Company (the reduction gears of the power-wheels are manufactured by
“BelAZ” OJSC.
The BelAZ-7513B truck is equipped with the MTU12V4000 engine with the rated power of 1194 kW and
the КТЭ-136 AC electric transmission “Power Machines” Сompany.
The specification of the dump trucks is given in Table 3.1.

Table 3.1 – Specification

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513

Parameters

Payload capacity, kg, not more than

equipped with the 33.00-51 tyres

110000 130000
36/90-51 tyres
equipped with the 33.00R51 tyres 136000
Operating weight, basic equipment, kg: 100100 109500 107100 108500 108100 109500 108500
Total weight, not more than
equipped with the 33.00-51 tyres
210100 239500 237100 238500 238100 239500 238500
36/90-51 tyres
equipped with the 33.00R51 tyres 245500 243100 244500 244100 245500 244500

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

Total weight distribution, %:

to the front axle 33
to the rear axle 67
Turning radius, m 13
Overall turning diameter, m 28
Rated geometric volume of the platform, 46*
m3
Rated capacity of the platform (heaped 71*
2:1), m3
Time of lifting the platform with rated
20
weight, s
Time of lowering the platform, s 18
Control fuel consumption l/100km, not
475 500
more
ENGINE
Type Four-stroke turbo-charged intercooled diesel V-engine
Model
КТTА38-С
Cummins

Cummins
КТА38-С

Cummins
Cummins КТА50–С MTU12V4000
QSK 45

1194 or
Rated power, kW 895 1184 1194 1194
1400
Rated rotational speed, rpm 1900
Rotational speed, at which the alternator
ensures the re-charge of the storage bat- 700
teries, rpm, not more than
Number of cylinders 12 16 12
Displacement, l 38 45 50 48,8
TRACTION ELECTRIC DRIVE
AC/DC, AC, AC/DC, AC, AC/DC, AC, AC,
Model
BelAZ GE150AС BelAZ КТЭ-136 BelAZ GE150AС КТЭ-136
СГТ-1000, СГТ-1000, ГСТ-800, СГТ-1000,
Traction alternator ГСН-500, GTA22 ГСТ-1, СГТC-1000, ГСТ-1, GTA22 ГСТ-800
СГДУ 89 ГСН-500 ГСН-500 ГСН-500
Traction motor ЭК-420, ЭК-420, ЭК-420,
ЭК-590, ЭК-590, ЭК-590,
ЭД-136, 5GEB31 ЭД-136, ТАД-5 ЭД-136, 5GEB31 ТАД-5
ЭДП-600, ЭДП-600, ЭДП-600,
ТЭД-6 ТЭД-6 ТЭД-6
Maximum speed of motion with the rated
48 64 48 60 48 64 60
load on the horizontal road section, km/h
Gear ratio of the power-wheel reduction 28,8 – GE, 28,8 – GE,
gear 30.36 30,36 – 30,36 30,36 – 30,36
BelAZ BelAZ

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

RUNNING GEAR
Frame Welded of high-strength steel, box-section side members of variable height are connected
one to another by means of crossbeams
Suspension of the front and rear wheels Pneumohydraulic, rigid-axle type
Wheels Spoke split-rim type 24.00-51/5.0

Tyres Tubeless, pneumatic

Diagonal tyre size 33.00-51 HC 58 36/90-51 НС 58
air pressure in tyres, MPa 0,61  0,025 0,6  0,025
Radial tyre size 33.00R51 

0,725  0,025 Bridgestone tyres

air pressure in tyres, MPa
0,7 + 0,025 Belshina tyres
STEERING CONTROL
Hydraulic actuator Hydrostatic, with two independent circuits
Emergency actuator From hydropneumatic accumulator
BRAKE SYSTEMS
Service Brake System Disk-type brake gears with automatic adjustment of the gap between the linings and disk.
Hydraulic actuator, separate for the front and rear wheels, with the system for applying the
rear brakes in case of pressure drop in the brake circuits.
The pump serves as an energy and the hydropneumatic accumulators are used for storing
the energy
Parking Brake System Brake gears are of disk type, constantly closed.
Drive is of spring type with hydraulic control
Auxiliary brake system Electric braking by the traction motors in the generator mode
Reserve brake system The parking brake system and operable circuit of the service brake system are used On
the dump trucks with the reduction gears of the power wheels manufactured by the Gen-
eral Electric Company, only operable circuit of the service brake system is used
ELECTRIC EQUIPMENT
Wiring circuit Single-wire; the negative leads of the current sources and consumers are connected to the
chassis. The under-bonnet lamps and hand lamp socket are connected via two-wire circuit.
Current 24 V DC
Storage batteries 6СТ-190А, engine starting pneumatic – 2 pcs., engine starting electric – 4 pcs.
CAB AND PLATFORM
Cab Two-seated, two-door, welded, all-metal, air-tight, complies with the requirements of the
ROPS safety system.
Equipped with two sun visors, two-brush windscreen wiper with electric drive, heating and
air-conditioning unit, windscreen washer, coat racks and seats. The rear-view mirrors are
fitted on the two sides of the dump truck
Platform Bucket-type, welded, with an overhead guard. The platform bottom is heated by exhausted
gases. Provided with a device for mechanical locking in the lifted position and stone push-
ers
DUMPING MECHANISM
Mechanism type Hydraulic
Cylinderd Telescopic, three-stage
Pump Variable-displacement axial piston type

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

REFILLING CAPACITIES, l **
Engine lubrication system 156 195 195 253
Engine cooling system two-row
radiators –
410;
380 430 one de- 410 440
mounta-
ble radia-
tor – 320
Fuel tank 1900
Hydraulic system 510
Reduction gears of the power-wheels, BelAZ reduction gears: 40 x 2 = 80,
(two) GE ones: according to the documentation for the traction electric drive
Suspension cylinder, kg:
front (two) 29x2=58
rear (two) 26,7x2=53,4
CONTENT OF PRECIOUS METALS
Gold 0,024 0,025 0,052 2,009 0,039 0,020 2,016
Silver 796,960 204,676 170,426 2343,639 319,197 159,746 2498,114
Notes
1. The “*” mark indicates that the platform of another capacity can be installed on the customer’s order. The platform capacity is to
be determined by the terms and conditions of the contract and can be selected from a series of standard sizes offered by the manufac-
turer.
Standard series of the platform sizes: 46 m3 / 71 m3; 50 m3 / 76 m3; 55 m3 / 80 m3; 60 m3 / 84 m3; 63 m3 / 87 m3; 104 m3 / 135 m3.
2. The "**" mark indicates that the refilling capacities were obtained from the testing results and given for reference only; the refill-
ing shall be performed according to the recommendations of the respective chapters of this manual.

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4 CONTROLS, INSTRUMENTATION AND CAB EQUIPMENT

4.1 Controls and Cab Equipment

The arrangement of the controls and equipment in the driver’s cab is shown in Figure 4.1.
The auxiliary (electric) brake pedal 1 ensures the long-term maintaining of the required speed of mo-
tion downhill.
The switch 2 of the turn indicator, headlight beams and horn is located on the left side of the steering
column. Moving the arm of the switch forward switches on the right turn indicators and moving the same back-
wards switches on the left turn indicator. When turn is over set the switch in the neutral position. When the turn
indicator is on, the pilot lamp located in the instrumentation panel blinks.
Moving the switch arm upward (non-fixable position) switches on the upper beam of the headlights for
signalling to the oncoming traffic, moving the same to the downward (fixed position) switches on the upper
beam of the headlights; depressing the arm end (non-fixable position) switches on the horn. Turning the switch
handle from the zero position to the first one switches on the marker lights and to the second one – the lower
beam of the headlights.
The steering column with the steering wheel 3 has adjustable height and tilt angle. To adjust the
height or tilt angle of the steering wheel, unlock it by turning the handles 5 located on the column and then set
it to the required position.

Figure 4.1 – Controls and cab equipment:

1 – auxiliary (electric) brake pedal; 2 – switch of the turn indicators, headlight beams and horn; 3 – steering wheel; 4 – switch of
the windscreen wiper and windscreen washer; 5 – handles for adjusting the steering column height and tilt angle; 6 – instrumentation pan-
el; 7 – traction electric equipment panel; 8 – service brake control pedal; 9 – control panel of the heating and air-conditioning unit;
10 – fuel feeding control pedal; 11 – console with the controls; 12 – driver's seat

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The switch 4 of the windscreen wiper and windscreen washer is located on the right side of the steering
column. It has four fixable positions and one non-fixed one. Pulling the switch arm towards the driver to the first
position switches on the windscreen wiper and causes the brush to move with a pause; pulling the same to the
second and third positions causes the brush to move with various speeds. Depressing the switch arm end
(non-fixable position) from any fixable position switches on the windscreen washer.
The traction electric drive panel 7 is located to the right of the main instrument panel 6.
The service brake pedal 8 is provided with a latch for fixing it in the braked position.
ATTENTION: IN ACCORDANCE WITH CONTRACT FOR SHIPMENT OF DUMP TRUCKS BELAZ 75137-70 TO
INDIA THE ARRANGEMENT OF SERVICE AND AUXILIARY BRAKES PEDALS IS INTERCHANGED – THE SERVICE
BRAKE PEDAL IS SUBSITUTED BY AUXILIARY BRAKE PEDAL AND VICE VERSA.
The front panel of the heating and air-conditioning unit 9 accommodates the control elements of the
heater and air conditioner as well as the rotating vents for changing the direction of the air flow (for detailed
description, see the section “Cab”).
Fuel feeding control pedal 10 can be latched in the intermediate position using manual control handle (is
not shown in the figure) which limits pedal back movement.
The console 11 with the dump truck controls is located between the driver's seat and the passenger's one.
The driver's seat 12 is pneumatically sprung, with the mechanisms for adjusting the seat height, longi-
tudinal movement, turn and backrest fixation.

4.2 Instrumentation Panel

The pilot lamps are inserted into the buttons of the switches. The lamp lights up on pressing the button
and goes out on pressing the button again.
Switch 1 (see Figure 4.2) turns on the ladder illumination light and deck illumination light. The passover
switch, closed with cover is installed in the bumper nearby the main ladder for access from the ground.
2, 14 – plugs.
On pressing the switch 3, the lights for illuminating the working zone of the chassis. The lights are
switched on automatically when the body is being lifted and lowered.
The switch 4 is intended for switching on the lights for illuminating the lateral space.
For the more detailed description of the purpose, rules of use and maintenance of the electronic panel
5, see the operating manual for the panel provided when shipping the panel from the manufacturer's factory.
The non-fixable switch 6 is intended for priming the engine after maintenance or long-term parking of
the dump truck.
Switch 7 is intended for forced actuation of the fuel cooling system (for trucks BELAZ-7513 only).
The pushbutton 8 for switching on forcedly the engine fan and opening the radiator louvers is to be
used in case of the automatic system failure and for testing the system operation. When the switch is set to the
OFF position, the system is operated in the automatic mode.
The switch 9 is intended for increasing the engine idling speed to prevent the injectors from being
gummed-up after long-term idling (for truck BELAZ-7513, BELAZ-75131, BELAZ-75135-10 and BELAZ-75139).
The switch 10 is intended for switching on the hazard light. On pressing the lockable button, all the turn
indicators and warning lamp built in the switch button start blinking. To switch off the hazard light, press the
button again.
Switches 11 and 13 are designed to enable heating of rear view mirrors.
When you press the cigarette lighter 12 is heating spiral, then the lighter auto-matically returns to its
original position.
The switch 15 is designed to actuate rear windshield wiper and washer.
The ignition key switch 16 for starting the engine, where the key is inserted into the switch up to the
stop, connects the battery and energizes the vehicle board mains, where the key is turned in the switch at the
0
angle of 90 up to the stop, switches on the engine starting system.
The audible alarm relay 17 is included in the circuit in parallel to the pilot lamps indicating the emer-
gency state of the engine systems and hydraulic systems of the steering control and brake systems.
To switch on the front and rear fog lights, press the switches 18 and 19.
For the description and rules of use of the automatic centralized lubrication system including the
pushbutton switch 20, see the operating manual for the system.
On pressing the switch 21 the swivelling lights for illuminating the engine compartment.
The switch 22 is intended for actuation of the beacon on the cabin (installed on the customer’s order).

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Figure 4.2 – Instrumentation panel:

1 – switch ladder illumination light and deck illumination light; 2, 14 – plugs; 3 – switch of the working zone illumination light;
4 – switch of the lights for illuminating the lateral space; 5 – electronic instrumentation panel; 6 – fuel priming pump switch; 7 – switch for
forced actuation of the fuel cooling system; 8 – switch for running forcedly the engine fan; 9 – engine speed governor switch (for truck
BELAZ-7513, BELAZ-75131 and BELAZ-75139); 10 – hazard waning light switch; 11, 13 – switch for heating of rear view mirrors;
12 – cigarette lighter; 15 – switch of the rear windshiels wiper and washer; 16 – ignition key switch; 17 – alarm relay; 18 – switch of the
rear fog light; 19 – switch of the front fog lights; 20 – pushbutton switch of the centralized lubrication system; 21 – switch of the swivelling
lamps for illuminating the engine compartment; 22 – beacon switch
For BELAZ-75137-70 positions 7, 8, 9, 11, 13, 14, 22 are plugs

4.3 Console with the dump truck controls

The handle 1 (see Figure 4.3.) of the parking brake actuation valve is fixed in two extreme positions.
When the handle is in the upright position, the truck is braked. To unbrake the truck, pull the cock handle up-
ward and move it forward to the horizontal position. When the handle is in an intermediate position, the braking
efficiency will be proportional to the angle of its turn (following action).
When parking brake is applied (when setting the parking brake to the “включено” (ON) position), actua-
tion of the transmission is locked up (forward motion and reverse motion) function of protection against motion
gets enabled.
Button switch “Т” 2 is intended for electric drive actuation.
To avoid spontaneous deactivation of the electric drive during dump truck motion the switch button is
protected with cover.
For dump trucks BELAZ-7513 and BELAZ-7513А (equipped with electric transmission “GE”) the
switch 2 is invalid (disconnected from the dump truck board power circuit).
The handle 3 of the motion selector has four fixed positions:
“ ” – load brake – braking of the dump truck during the loading/unloading operations.
“R” – reverse motion;
“N” – neutral;
“D” – forward motion;
Aiming braking dump truck during loading-unloading or in emergency situation when parking brake valve is
faulty when the handle of the motion selector is shifted to the position “ ” automatic application of rear service
brakes occur.

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All the selected positions of the switch “T” 2 as well as handle 3 have LED backlight.
4, 7 – plug.
The switch 5 of the body dumping mechanism has three positions:
– the middle position of the handle corresponds to the neutral position;
– the handle is turned counter-clockwise up to the stop: lifting the body;
– the handle is turned clockwise up to the stop: lowering the body.
The switch handle can be only moved to any position after being pressed up to the stop.
The handle is provided with a built-in warning lamp, which lights up when the handle is outside the neu-
tral position.
The body can be stopped in any intermediate position in the process of its lifting or lowering by setting
the switch handle to the middle position.
The switch 6 is intended for disabling the interlock preventing the body from lowering during the motion of
the dump truck when the traction electric drive is on. It is necessary for holding the body in the lifted or middle po-
sition when manoeuvring during the unloading. The switch shall be held down for the whole time of manoeuvring.
The pilot lamp in the button is steadily lit when the engine is running and the dump truck is moving.
The ON position of the switch 8 “SPEED STABILIZATION” sets the electric braking mode for maintain-
ing the constant speed of the dump truck motion.
The speed would be set by the operator depending the electric braking pedal angle and will be maintained
the same as it was at the actuation moment (except for dump trucks equipped with electric transmission “GE”).
For dump trucks BelAZ-7513 and BelAZ-7513A (with electric transmission “GE”) the constant motion
speed in the electric braking mode is set by potentiometer (look further in the section 4.4.2).
When the switch is in the OFF position, the pedal of electric braking controls electric braking mode –
more pressing corresponds to more braking.
On pressing the button of the non-fixed switch
9, the fuel feed is shut off and the system for releasing
the pressure in the hydropneumatic accumulators of
the steering control (for dump trucks of earlier produc-
tion issue the engine shutdown button is installed in the
point of the plug 4).
The similar functions are to be performed by
emergency shutdown switches (two) installed in the
lower part of dump truck on the side panels from both
sides of the front bonnet.

Figure 4.3 – Console with the dump truck controls:

1 – parking brake control valve; 2 – the electric drive switch
“T”; 3 – handle of the motion selector with latch; 4, 7 – plug;
5 – switch for lifting and lowering the body; 6 – body interlock switch;
8 – switch “SPEED STABILIZATION” of the electric braking modes;
9 – engine-stopping pushbutton

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4.4 Panel of the electric traction equipment

4.4.1 Panel of the electric traction equipment of the BelAZ-75131, BelAZ-75135 and BelAZ-75137
trucks (and the AC/DC electric transmission manufactured by BelAZ OJSC)
The arrangement of the instruments and controls of the traction electric drive in the driver's cab is shown
in Figure 4.4.
Switch 1 “PROTECTION RESET” of the traction electric drive.
When emergency case occur in the traction electric drive (indicator 3 of red color “PROTECTION” will be
turned on in the instrumentation panel) the operator has the possibility to perform reset pressing the switch
“PROTECTION RESET”. The indicator “PROTECTION” should be OFF and serviceability of the traction elec-
tric drive will be restored.
The indicator 2 “SPEED REDUCTION” (orange) informs in blinking mode that dump truck has reached
maximal allowed speed. In case, when dump truck exceeds speed limit the indicator lights up constantly, the
traction mode gets switched off automatically and the electrodynamical braking mode gets actuated.
Deactivation of retarding as well as indicator occurs automatically after speed is reduced. To actuate
traction drive power circuit again release accelerator pedal to zero position and depress it again.
The indicator 3 “PROTECTION” (red color) informs about actuation of one or several protections of the
traction electric drive.
The indicator gets turned on when emergency case occur in the traction electric drive. Actuation of the
indicator is along with deactivation of the traction electric drive power circuit. An operator must stop the truck
applying the service brake and perform resetting protection using the switch 1.
In case of repeated actuation of the indicator when trying movement or if the same protection gets actu-
ated three times during one hour it is necessary to transport the truck (if there is a posiibility) to the safety
place, to apply parking brake and call specialist for diagnostics and repair.
The further operation of the dump truck is possible only after troubleshooting.
The indicator 4 “BODY” (red) informs about chassis fault of the traction electric drive power circuit. Ac-
tuation of this indicator don’t lead to deactivation of power circuit. Operator must stop the truck in the safety ar-
ea, apply parking brake and call specialist for diagnostics and repair.
The indicator 5 “OVERHEAT” (orange) blinking informs that the temperature of the traction electric
drive components exceeds the allowable value.
At the same time, the automatic countdown of the interval of two minutes provided for the driver to stop
the dump truck. Should the temperature decrease within this time, the protective facility will be switched off, the
pilot lamp will go out, and the driver will be allowed to continue driving.
If during this period of time the temperature doesn’t’ drop, the lamp lights up steadily together with indi-
cator “PROTECTION”. Deactivation of traction electric drive power circuit occurs. An Operator should stop
dump truck applying parking brake and call specialist for diagnostics and repair.

Figure 4.4 – Panel of the traction electric equipment of the BELAZ-75131, BELAZ-75135 and BELAZ-75137 trucks:
1 – switch “PROTECTION RESET” of the traction electric drive; 2 – indicator “SPEED REDUCTION”; 3 – indicator “PROTEC-
TION”; 4 – indicator “BODY”; 5 – indicator “OVERHEAT”; 6 – indicator “SPEED STABILIZATION”; 7 – visualization panels of the traction
electric drive

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The indicator 6 “SPEED STABILIZATION” (green) informs about switching on the electric braking mode
for maintaining the constant speed of the dump truck motion when the speed stabilization switch on the in-
strumentation panel is set to the ON position.
The visualization panels 7 of the traction electric drive control system (TEDCS) is described in the
manual to be provided in the complete set of the documentation for the traction electric drive.

4.4.2 Panel of the traction electric equipment of the BelAZ-7513 and BelAZ-7513А trucks (electric
transmission GE 150AC)
The arrangement of the instruments and controls of the traction electric drive in the driver's cab is shown
in Figure 4.5.
Switch 1 “DRIVE DEACTIVATION” (idle mode) turns the system ON and OFF when the engine is work-
ing.
Switch 2 “DIESEL HEATING” actuates the engine heating mode by means of actuation of the electric
drive self-load mode.
Switch 3 “SAVE DATA” allows to save parameters of the dump truck operation in the memory of the
electric drive control system at the moment of the switch pushing.
Potentiometer 4 controlling the dynamic brake speed provides the necessary electric drive operation
mode to maintain prescribed motion speed without pressing the auxiliary brake pedal when the switch of the
electric brake modes is ON (look above).
Panel 5 of diagnostic information maintains the data exchange between the electric drive control system
the driver and servicemen; also it displays events and information, maintains the setting process.
More detailed information about traction electric drive manufactured by General Electric Company, con-
trols and instruments in the driver's cab and peculiarities of control of the drive are described in the documen-
tation for electric transmission GE 150AC.

Figure 4.5 – Panel of the traction electric equipment of the BelAZ-7513 and BelAZ-7513А trucks:
1 – switch 1 “DRIVE DEACTIVATION” (idle mode); 2 – switch “DIESEL HEATING”; 3 – switch “SAVE DATA”; 4 – potentiometer for
controlling the dynamical braking speed; 5 – diagnostic information panel

4.4.3 Panel of the traction electric equipment of the BelAZ-75139 and BelAZ-7513В trucks (elec-
tric transmission КТЭ-136)
The arrangement of the instruments and controls of the traction electric drive in the driver's cab is shown
in Figure 4.6.
The indicator 1 “SPEED LIMITATION” – the truck has reached the specified maximum motion speed.
The indicator 2 “PROTECTION” (“Emergency” in the documentation for the electric traction drive) –
the circuit breaker QF4 in the control cabinet is tripped or the electric drive of the dump truck is faulty.
The indicator 3 “BODY” – reduction of the resistance insulation in the power part of the drive.
The indicator 4 “OVERHEATING” – fault in the temperature control system or overheating of one of
the components of the part of the electric drive.

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The indicator 5 “DRIVE READINESS” – indicates that the self-testing of the system has passed suc-
cessfully and the truck is ready for motion.
The indicator 6 “CAN” – indicates that there is communication with both inverters.
The cab controller 7 of the traction electric drive control system is described in the manual to be pro-
vided in the complete set of the documentation for the traction electric drive.
The instrumentation and controls are described in more details in the complete set of the operating doc-
umentation of the traction electric drive.

Figure 4.6 – Panel of the traction electric equipment of the BelAZ-75139 and BelAZ-7513В trucks:
1 – indicator SPEED LIMITATION”; 2 – indicator “PROTECTION” of operation of the protective facilities of the traction electric
drive; 3 – indicator “BODY” of the chassis fault of the power circuit; 4 – indicator “OVERHEATING” of overheating of the traction electric
drive; 5 – indicator “DRIVE READINESS” of readiness of the traction electric drive for operation; 6 – indicator “CAN” inverter state;
7 – cab controller

4.5 Additional instrumentation panel

The additional instrumentation panel is located above the windscreen (see Figure 4.7).
For description of the rules of use of the panel 1, see the technical manual for the combined fire extin-
guishing system (CFES).
The audio system comprises two speakers 2 and truck cassette radio 4.
For the rules of use of the console 3, see the operating manual for the alarm of the approach to the
overhead power transmission line (AAOPTA).
The dome lamp 5 with the switch serves for lighting the driver's workplace.

Figure 4.7 – Additional instrumentation panel:

1 – control panel of the combined fire extinguishing system; 2 – audio system speaker; 3 – panel of the alarm of the approach to
the overhead power transmission line; 4 – truck cassette radio; 5 – cab lighting lamp

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4.6 Control panel of the engine starting preheater

The control panel (Figure 4.8) of the engine starting preheater is installed in the front bumper near the
preheater and closed with a cover.
The control spiral 1 is connected in parallel with the glow plug and the readiness of the glow plug is con-
trolled by the spiral incandescence degree.
Turning the lever of the switch 2 clockwise energizes the glow plug and control spiral. The lever returns
to the initial position automatically.
The switch 3 of the solenoid valve has two positions: when it is in the upper position (OPERATION), the
solenoid valve is connected into the circuit; when it is in the lower position (PURGING), the solenoid valve is
de-energized and the fuel feeding to the injector is shut off.
The switch 4 of the electric motor has three positions: the upper position (OPERATION) corresponds to
the high speed of the motor; the middle position corresponds to the OFF state and the lower position (START)
corresponds to the connection of the motor through a resistor; the rotational speed is lower.
The bimetallic fuse 5 protects the circuit of the starting preheater motor against overloading. To reset the
fuse after its operation, press the button 5.

Figure 4.8 – Control panel of the starting preheater:

1 – control spiral; 2 – glow plug switch; 3 – electromagnetic valve switch; 4 – electric motor switch; 5 – bimetallic fuse pushbutton

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5 ENGINE SYSTEMS
5.1 Diesel-Generator Set
The engine 6 (Figure 5.1) and the traction generator 3 are bolted to the underframe 5 and form a single
unit called the diesel-generator set. In Figure 5.1, the diesel-generator set of the BelAZ-75131 and
BelAZ-75139 dump trucks is shown. The trucks are equipped with the Cummins КТА50–С engine.
The diesel-generator set mounted on the dump truck through the four shock absorbers 7. The shock ab-
sorber consists of a rubber element with steel reinforcement cured-on it from two sides.
The shock absorber is bolted between the lower flange 18 and the upper one 17, which are bolted, in
turn, to the truck frame and module underframe.
When being mounted, the upper portion of the rubber shock absorber shall be located near the truck
frame side member. The planarity tolerance of the top surfaces of the four shock absorbers shall not exceed
1.5 mm that shall be checked prior to installation of the module and adjusted using the shims 8. It is allowed to
place not more than two shims under one shock-absorber. The adjustment can be also performed by by se-
lecting the shock absorbers according to their height.
The diesel-generator set is kept from longitudinal displacement by means of the rods 13. The torque of
tightening the nuts 10 shall be from 50 to 70 N.m. lock-nuts 9 650 – 750 N.m. Tighten nuts 10 serially by half
turnover till the necessary torque is reached.
When dismantling the diesel generator set, the factory setting of the shock absorbers and adjusting
shims placed under them should not be disturbed. Should the initial setting be disturbed for any reason, the
planarity of their top surfaces shall be checked and adjusted by placing the shims or selecting the shock ab-
sorbers according to their height.
When dismantling or replacing the engine, generator or underframe, the generator armature shaft shall
be centred with the engine shaft to reduce the dynamical loads.
The coupling of the engine with the traction generator for all the dump truck models is described in the
Repair Manual 7513–3902080 RM.
The installation of the diesel-generator set of the BelAZ-75135 trucks and technical requirements for the
installation are similar to those discussed above. The truck is equipped with the Cummins КТА38–С engine or
the Cummins КТТА38–С (for modification 75135-10).
The installation of the diesel-generator set of the BelAZ-7513 trucks is shown in Figure 5.2; the tech-
nical requirements for the installation are similar to those discussed above. The trucks are equipped with the
Cummins QSK45-С engine.
The installation of the diesel-generator set of the BelAZ-75137 and BelAZ-7513В trucks is shown in
Figure 5.3 and that of the diesel-generator set of the BelAZ-7513А truck – in Figure 5.4; the technical require-
ments for the installation are similar to those discussed above. The BelAZ-75137, BelAZ-7513А and
BelAZ-7513В trucks are equipped with the MTU12V4000 engine.
When coupling the engine with the traction generator of the BelAZ-7513А truck after selecting of adjust-
ing shims 19 and 22 (figure 5.4), it is necessary to remove the stator adapter 20 having screwed out the fas-
tening bolts 21. If necessary, place the adjusting shims 22 between the generator body 23 and stator adapter
20 and tie up them together by means of the bolts 24 (the torque is of 130 – 165 N.m).

5.2 Engine Fuel Feed System

The fuel feed system of the engine consists of the fuel tank 6 (figure 5.5) with the fuel transfer pump 5,
fuel heater with filter 1 (or fuel preliminary filter for the tropicalized design truck), fuel pipelines and fuel feed
control actuator.
On the customers’ order the trucks can be equipped with the fuel pre-cleaning filter 2 (figure 5.5, view a)
manufactured by the “Fleetguard Company” can be installed instead of the fuel heater with filter 1, with electri-
cal fuel heating at low temperatures or without fuel heating. It is bolted to the right frame girder in the frame
front part. The filter is used as a primary one for the preliminary cleaning of fuel and installed between the tank
and the fuel filters of the engine.
The fuel heater is connected to the truck board power line and gets actuated automatically when the fuel
0 0
temperature inside fuel processor is below 4 C and gets OFF when the temperature if of 15 C.
THE TRANSPARENT FILTER BOWL IS NOT FILLED WITH FUEL FULLY WHEN THE ENGINE IS RUNNING. IT
WILL BE FILLED GRADUALLY AS THE FILTER BECOMES CLOGGED. THE FILTERING ELEMENT SHALL BE RE-
PLACED WHEN THE FUEL LEVEL WILL REACH ITS TOP EDGE.

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Figure 5.1 – Installation of the diesel-generator set of the BelAZ-75131 and BelAZ-75139 trucks:
1 – fan; 2 – fan adaptor; 3 – traction generator; 4 – bracket; 5 – underframe; 6 – engine; 7 – shock absorber; 8 – adjusting shims;
9 – locknut; 10 – nut; 11 – thrust washer; 12 – shock absorber of the rod; 13 – rod; 14 – finger; 15 – body; 16 – cushion; 17 – upper flange
of the shock absorber; 18 – lower flange of the shock absorber; 19 – engine flywheel shroud; 20 – starter adaptor; 21 – generator body;
22 – rotor adaptor; 23 – generator rotor

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Figure 5.2 – Installation of the diesel-generator set of the BelAZ-7513:

1 – underframe; 2 – engine; 3 – traction generator; 4, 6 – brackets; 5, 7, 9, 22, 26 – adjusting shims; 8 – shock absorber;
10 – locknut; 11 – nut; 12 – thrust washer; 13 – shock absorber of the rod; 14 – rod; 15 – finger; 16 – body; 17 – cushion; 18 – upper
flange of the shock absorber; 19 – lower flange of the shock absorber; 20, 24 – bolts; 21 – engine flywheel; 23 – engine flywheel shroud;
25 – starter adaptor; 27 – generator body; 28 – rotor adaptor; 29 – generator rotor

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Figure 5.3 – Installation of the diesel-generator set of the BelAZ-75137 and BelAZ-7513B trucks:
1 – underframe; 2 – engine; 3 – traction generator; 4, 5, 7, 22 – adjusting shims; 6 – shock absorber; 8 – locknut; 9 – nut;
10 – shock absorber of the rod; 11 – thrust washer; 12 – rod; 13 – finger; 14 – body; 15 – cushion; 16 – upper flange of the shock absorb-
er; 17 – lower flange of the shock absorber; 18 – flywheel shroud; 19 – starter adaptor; 20 – generator body; 21 – rotor adaptor;
23 – generator rotor

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Figure 5.4 – Installation of the diesel-generator set of the BelAZ-7513A truck:

1 – underframe; 2 – engine; 3 – traction generator; 4, 5, 7, 19, 22 – adjusting shims; 6 – shock absorber; 8 – locknut; 9 – nut;
10 – shock absorber of the rod; 11 – thrust washer; 12 – rod; 13 – finger; 14 – body; 15 – cushion; 16 – upper flange of the shock absorb-
er; 17 – lower flange of the shock absorber; 18 – flywheel shroud; 20 – starter adaptor; 21, 24, 25 – bolts; 23 – generator body;
26 – generator rotor

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Figure 5.5 – Mounting the fuel supply system of the dump truck BELAZ-7513:
1 – fuel heater with filter; 2 – fuel filter with heater; 3 – engine; 4 – fuel tank locking cock; 5 – fuel transfer pump; 6 – fuel tank
а) – installation of the fuel filter (FH23914) with fuel heater

The design, maintenance and replacement of the filter elements are described in the documentation
provided with the filter. The more detailed information can be obtained from the manufacturer.
The fuel supply system of the truck BELAZ-7513 comprises the fuel cooling system. The fuel supply
system comprises fuel tank 1 (figure 5.6) with fuel transfer pump 3, fuel heater with filter 5 or fuel filter with
heater, pipelines and fuel supply control drive. The cooling system consists of fuel distributor 8, fuel cooler 9
and pipelines.

Figure 5.6 – Schematic of the fuel feed system of the engine

(BelAZ-7513 truck):
1 – fuel tank; 2 – cock; 3 – fuel transfer pump; 4 – check valve; 5 – fuel heater
with filter; 6 – starting preheater; 7 – engine; 8 – fuel distributor; 9 – fuel cooler

Fuel distributor.
The fuel distributor is intended for distributing the fuel flow to be drained from the engine to the fuel tank.
The distributor is electrically operated.
0
If the allowable temperature (40+3 С) is exceeded, the thermal sensor gets actuated, the distributor
solenoid is powered 1 (figure 5.7) and solenoid pulls the pusher 2 in. Under the latch 7 spring action the piston
4 moves connecting channels II, III for circulation of fuel through the cooler and the channel I gets shut off. The
fuel is passed to the fuel cooler and then drained into the fuel tank.
The fuel cooler is an aluminium radiator installed in front of the engine cooling system radiators.

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Figure 5.7 – Fuel distributor:

1 – solenoid; 2 – pusher; 3 – distributor casing; 4 – piston;
5 – ring; 6 – distributor with branch pipe; 7 – latch springr
I – drainage from the engine; II – drainage from the engine through
fuel cooler; III – drainage to the fuel tank

The fuel feed control actuator consists of the pedal 3 (Figure 5.8) and manual fuel feed handle 1 inter-
connected by means of the rod 2. The manual fuel feed handle fixes the pedal in the intermediate position and
restricts the reverse motion. The adjustable resistor 4 mounted under the pedal alters the current on the elec-
tronic governor depending on the pedal position. The electronic regulator mounted on the fuel pump provides
the control of the engine rotational speed and its power by altering the quantity of fuel fed into the injectors.
The manual fuel feed control actuator shall provide the maximum idling rotational speed set by the foot
actuator, and the minimum one – when the handle 1 is set to the uppermost position.
The adjustment is performing by screwing the rod 2 into or from the upper tip.
The adjustment of the friction device ensuring the fixation of the handle 1 in any working position is per-
formed by means of the nuts 7. Here the force required for turning the handle shall be as low as possible.
Only pedal is installed in fuel control actuator at BELAZ-75135-10 truck, there is no fuel control manual
actuator.
Since December of 2016 dump trucks BELAZ-75131 and BELAZ-75139 are equipped with the pedal 6
(ПЕ-3) (view А).

Figure 5.8 – Fuel feed control actuator:

1 – handle; 2 – rod; 3 – pedal; 4 – resistor for controlling the rotational speed; 5 – plate; 6 – pedal ПЕ-3; 7 – nut; 8 – spring

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Actuator of the fuel feed control and traction controller of the BelAZ-75135 truck (besides of
truck BelAZ-75135-10).
The actuator of the fuel feed control and traction controller ensures the engine running in all the modes
and matches the position of the traction controller drum with the engine rotational speed.
The fuel feed is controlled by means of the pedal 8 (Figure 5.9) or handle 10. The pedal acts upon the
fuel injection pump governor lever 26 via rod 7, three-arm lever 6, accelerator shafts 21 and 18, lever 16 and
remote control rope 14.
The pedal 8 is connected with the manual control handle 10 through the mechanism 9. As the handle
moves to any position corresponding to certain feed for fuel, the pedal moves also to the same fuel feed
amount and the reverse motion of the pedal is restricted by the handle position.
The adjustment of the foot fuel feed actuator shall ensure the turn of the governor lever from the stop
corresponding to the minimum rotational speed to that of the maximum rotational speed. The adjustment shall
be performed by moving the rope 14 and bracket 15.
The manual fuel feed control actuator shall provide the maximum idling rotational speed set by the foot
actuator, and the minimum one – when the handle 10 is set to the uppermost position. The adjustment shall be
performed by varying the length of the pushing mechanism 9.
The adjustment of the friction device ensuring the fixation of the handle 10 in any working position is per-
formed by means of the nuts 23. Here the force required for turning the handle shall be as low as possible.
During the electrodynamic bracing, the solenoid valve 19 operates and air is fed via pipelines 17 and 20
to the pneumatic cylinder 5 which acts upon the lever 6 and turns the shaft 18 so that the medium rotational
speed of the engine crankshaft (1300 rpm) is set for maintaining the optimum mode of cooling of the traction
electric drive.

Figure 5.9 – Actuator of the fuel feed control and traction controller of the BelAZ-75135 truck (besides of truck BelAZ-75135-10):
1 – traction command controller; 2 – fork; 3, 7 – rods; 4, 22, 24 – springs; 5 – pneumatic cylinder; 6 – lever; 8 – pedal; 9 – pushing
mechanism; 10 – manual fuel feed handle; 11 – instrumentation board; 12 – bolt; 13 – spring stop; 14 – rope; 15 – bracket; 16 – governor
actuator lever; 17, 20 – pipelines; 18, 21 – accelerator shafts; 19 – solenoid valve; 23 – nuts; 25 – plate; 26 – lever of the fuel injection
pump governor

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Adjustment of the fuel feed actuator:

– Disconnect the rods 3, 7 and 9;
– Move the remote control rope 14 in the brackets to set the lever 6 to such position that the distance
from the axis of the hole for the rod 7 in the lever to the cab floor would be (22+1) mm when the governor lever
26 would be in the position corresponding to the minimum rotational speed of the engine;
0
– Set the fuel feed pedal 8 at the angle of (57+3) relatively the the cab floor. With the pedal set to such
position, adjust the length and connect the rod 7 to the pedal;
– Tighten the manual fuel feed handle 10 upwards up to the stop, adjust the length of the pushing
mechanism 9 and connect the same to the pedal;
– Start the engine and check the correctness of the drive adjustment. The adjustment shall provide for
the maximum (2400 rpm) and minimum (725 rpm) rotational speed of the engine in the idling mode. If neces-
sary, correct the maximum rotational speed of the engine by screwing the stop bolt 12 in or out;
– Ensure the setting forces of the springs 4 and 24 required for returning the pedal to the initial position
by setting the hook end to the respective position of the stop 13 and plate 25. The setting force of the spring
shall be as low as possible;
– Adjust the energizing of the traction electric drive circuits by varying the length of the rod 3 in accord-
ance with the Adjustment Manual 75131-2100030-50 И.
Fuel heater with filter.
The fuel heater with filter (Figure 5.10) serves for pre-cleaning the fuel and preheating it in the cold sea-
son. The housing 5 accommodates the coil pipe 4 connected to the engine cooling system. The filter is made
of meshy filtering elements 7 and intermediate washers 6 fitted to the rod 2 in alternating manner. The end fil-
tering elements are protected by the protective washers 8. The cover 1 has a drain hole closed with a plug 10.
The filter is capable of separating the mechanical impurities with the size exceeding 0.12 mm from fuel.
For the summer period, the heater shall be disconnected from the engine cooling system by means of
the isolation cock.

Figure 5.10 – Fuel heater with filter:

1 – cover; 2 – rod; 3 – locking arrangement; 4 – coil pipe; 5 – body; 6 – intermediate washer; 7 – filtering element; 8 – protective
washer; 9 – seal ring; 10 – cocks;
I – channel for feeding the fuel into the heater; II – channel for feeding the cooling fluid; III – channel for drawing aside the heated
fuel; IV – channel for intake of the fuel to the starting preheater; V – channel for drawing aside the cooling fluid

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Fuel prefilter is installed instead of fuel heater for tropicalized truck. The filter design is similar to the
heater design. Coil pipe is excluded from the filter casing and connected to the engine cooling system.
Fuel tank.
The fuel tank has welded construction has rectangular shape (Figure 5.11). The partitions and walls
form the water drainage sump as well as the feed and intake compartments in the internal cavity of the tank.
The tank is equipped with a filler neck 1, fuel intake with the suction pipe 14 with grid type filter and shut-
off cock 15, control lantern and electric sensors of the maximum and minimum fuel levels, drain plugs 12,
breather body 10 or filter 9, and covers of the hatches for cleaning the tank.
From the suction pipe 14, the fuel is passed through the pipelines to the fuel heater and then fed to the
engine fuel filters. The fuel drained from the engine flows to the top point of the fuel tank.
The sensor of the minimum fuel level gives a signal to the warning lamp located on the instrumentation
panel when the fuel level in the tank reaches the minimum value, the sensor of the maximum fuel level gives
the signal to the lantern mounted on the front wall of the tank when the fuel level in the tank reaches the maxi-
mum value to avoid overfilling.
The quantity of fuel in the fuel tank is shown on the display of the loading and fuel monitoring system
(LFMS) located on the electronic instrumentation panel (for more details, see the Operating Manual for the
loading and fuel monitoring system).
To provide the redundancy of the electronic fuel gauging system, the upper wall of the tank is provided
with a probe 4, the metal tape of which has marks with digits indicating the fuel quantity in litres.
On the customers’ request, in order to facilitate the engine start-up at low ambient temperatures the
thermoelectric heating elements can be installed in the fuel tank intake compartment. Elements are powered
from an external DC circuit with voltage of 24 V. In order to observe fire safety requirements it is necessary to
connect thermoelectric elements to the circuit, when the tank is filled with fuel more than of its half capacity.
0
Fuel heating temperature must not exceed 40 C.

Figure 5.11 – Fuel tank:

1 – filler neck; 2 – fuel tank body; 3, 6, 7, 8, 11, 13 – covers; 4 – probe; 5 – lock; 9 – filter; 10 – breather body; 12 – drain cock
plug; 14 – suction pipe with filter; 15 – shut-off cock

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On the customers’ order the fuel tank can be equipped with level meters 15 (figure 5.12) for visual fuel
level check, as well as with the accelerated refuelling system manufactured by Wiggins Company or “Fast Fill”
system.
The system consists of the valve 9 and tap 5. As fuel flows into the tank from the filling nozzle through
the valve into the tank, it forces the air out of the tank through the tap.
As the fuel level approaches the tank top, the hollow balls 8 come to the surface and press the ball 7
against the ring 6 while shutting off tightly the air venting through the tap 5. As fuel continues flowing from the
refuelling nozzle, the pressure in the tank grows. As the pressure reaches certain value, the nozzle is switched
off automatically.
It’s necessary to pull lock 14 leg out of fixed position and insert it into the hole located below in order to
take out probe 4.

Figure 5.12 – Fuel tank with the accelerated refuelling system manufactured by Wiggins Company:
1 – fuel tank body; 2, 3, 11 – covers; 4 – probe; 5 – fuel tap; 6 – sealing gate; 7 – ball; 8 – hollow balls; 9 – accelerated refuelling
valve; 10 – drain plug; 12 – shut-off cock; 13 – suction pipe with filter; 14 – lock; 15 – level meter

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Fuel transfer pump.

The fuel transfer pump (Figure 5.13) is mounted on the fuel tank and intended for pumping the feeding
system with fuel prior to starting the engine.
When installing the fuel transfer pump at the factory, the spring and ball are removed from the reduction
valve for reducing the pressure down to 0,2 MPa. Prior to replacing the valve under the operation conditions, it
is necessary to screw out the plug 2 from the pump installed on the truck and remove the spring and ball from
the reduction valve.

Figure 5.13 – Fuel transfer pump:

1, 7, 9 – gaskets; 2 – plug; 3 – electric motor; 4 – clutch; 5 – pump body; 6, 11 – pump gears; 8 – cover; 10 – connecting branch;
12 – cup; 13 – retainer ring;
I – drain channel

5.3 Engine Air Feed System

The air feed system of the engine serves for providing the air intake and cleaning in the air filters mount-
ed in the dump truck front part in the brackets of the fenders supports and feeding the cleaned air via pipelines,
hoses and fittings to the turbocharger and further to the engine cylinders. Each of the BelAZ-75135,
BelAZ-75131 or BelAZ-75139 trucks is equipped with two air filters and each of the BelAZ-7513, BelAZ-
75137, BelAZ-7513А and BelAZ-7513В trucks are equipped with four air filters.

Air filter (figure 5.14) is of combined three-stage type with cardboard filter elements. The first stage
consists of centrifugal inertial apparatus (monocyclone) 8 for preliminary cleaning of air; the second stage con-
sists of the main paper filtering element 2 for final cleaning of air and safety filtering element 3.
The inertial apparatus consists of ten monocyclones 8 closed by the cover 8. Under the action of the
underpressure in the suction chamber of the turbocharger, the outside air is sucked into the monocyclones
through swirlers. In the swirlers, the air is brought into the rotary motion due to that the coarse dust particles
are separated from the air flow and removed through the holes Е in the cyclones.
The air cleaned in the inertial apparatus is passed through the final-cleaning filtering element 2 and pro-
tective filtering element 3. Filter elements are made of special lightweight paper of low resistance to air flow
and high filtering capacity. The filter elements are made in the form of the cylinders and consist of corrugated
paper filter, internal and external protective covers made of corrugated metallic sheets, upper and lower co-
vers. Each filter comprises one main and one protective filtering element fastened to the holder 4 by means of
the nut 5 holder 6.
The protective element protects the engine in case of damage of the main element.
The air cleaned in the filters is fed to the turbocharger via suction pipeline. The sensors of clogging of
the filters are mounted on the pipes downstream the air filter for monitoring the condition of the main filtering
element.
As the filtering element gets clogged, the underpressure in the suction pipeline increases; on reaching
the maximum allowable state the sensor operates and the warning lamp on the control board lights up to signal
about the necessity of replacement of the main filtering element.
The air filter operates in the winter-summer mode. In the “winter” mode as the outer air so the air of the
engine compartment are sucked, in the “summer” mode the cover is mounted so that only the outer air is
sucked.

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Figure 5.14 – Air filter:

1 – air filter body; 2 – main filtering element; 3 – protective filtering element; 4 – filtering element holder; 5, 10 – nuts; 6, 9 – hold-
ers; 7 – air filter cover; 8 – monocyclone; 11 – gasket; 12 – screw; 13 – sealing gasket; 14 – sealing insert
Е – dust-throwing hole in the cyclone hood

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5.4 Cooling System

The cooling system of the engines is of closed liquid type, with the forced circulation of the cooling fluid.
The BelAZ-75135, BelAZ-75131 and BelAZ-75139 trucks are equipped with the single-circuit cooling system
and the BelAZ-7513, BelAZ-75137, BelAZ-7513А and BelAZ-7513В trucks – with the double-circuit one. The
double-circuit system consists of two independent circuits, one for cooling the engine and another for cooling
the charge-air.
The engine starting preheater, fuel heater and the cab heater radiator are connected to the engine cool-
ing system.
The cooling system of the truck in the tropical version is not equipped with the radiator louvers, engine
starting preheater and fuel heater (fuel primary filter is installed instead of fuel heater).
The optimum temperature regime of the engine id maintained by the automatic system which controls
the fan and louvers of the radiators depending on the cooling fluid temperature. At the cooling fluid tempera-
0 0
ture of 75 С, the louvers of the radiators are opened and at 80 С the engine fan is switched on; at the tem-
0
perature of 67 С, the process is reversed.
The forced cooling of the engine prior to stopping the same is performed by setting forcedly the switch
located on the instrumentation panel to the ON position. The fan impeller is mounted on the engine and the ra-
diator louvers have automatic control actuator from the pneumatic cylinder.
It is recommended to use special low-freezing fluids for the engine cooling system.
Recommended brands of cooling fluids are given in the chapter “Operational Materials”.
The radiators are four-row single-pass split ones with solid-drawn flat-oval pipes. They are installed in
front to the engine in two units. Each radiator unit is mounted on two supports and fastened by means of rods
to the brackets of the fenders from both sides.
The radiator consists of two casings, the upper and lower ones, with four-row seamless plane-oval tubes
and cooling plates. Between the casings there is a spacer sealed by means of gaskets on both sides. The end
plates of the casings and the spacer are bolted together. The upper and lower radiator tanks are bolted to the
end plates of the casings and sealed by means of gaskets. From the sides, the casings are closed by pillars
which are fastened to the tanks and spacer.
The radiators are connected through the pillars in pairs into two units. The louvers of the radiators are
fastened to the front unit and the fan guard. The brackets fastening the radiator units to the truck frame are
bolted to the lower tanks of the radiator units.
The expansion tank is provided with a filler neck through which the system is filled with cooling fluid. The
cooling fluid level shall be to the bottom end of the filler neck pipe.
The filler cap are leak-proof and fitted with the vapour and air valves. The vapour valve is adjusted to the
positive pressure of 0,09 – 0,12 MPa and the air one – to the underpressure of 0,001 – 0,013 MPa.
The cooling fluid level sensor is installed in the expansion tank. In case of emergency cooling fluid level
in the engine cooling system, the warning lamp on the instrumentation panel lights up and the audible alarm is
heard at the same time.
One demountable radiator, which consists of thirteen cooling elements united by upper and lower tanks, is
installed instead of two-row installation of radiators (four radiators in two rows) in cooling system of BelAZ-75131
trucks from October, 2015.
Draining, refilling the engine with coolant, as well as general safety requirements are described
in the chapter “Operational Materials”.

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5.5 Engine Starting Preheating System

For facilitating the engine starting at the low temperature, the dump trucks are equipped with the
ПЖД-600 starting preheater (Figure 5.15) which is fuelled with diesel fuel. The preheater is connected to the
engine feed and cooling systems.
Burning the fuel in the preheater boiler heats the cooling fluid. The circulation pump passes the fluid
through the preheater cooling jacket, where it is heated, fed to the engine cooling jacket and returned again to
the preheater boiler.
The preheater boiler consists of four cylinders made of stainless steel which form the outer and inner
cooling jackets, respectively. The outer and inner cooling jackets communicate with one another through five
holes. It ensures the reliable circulation of the fluid and speeds up its heating.
The fluid is fed under pressure by means of the circulation pump 4 to the boiler via the pipe 11, passed
through the outer and inner jackets of the boiler, heated and drawn into the engine through the fitting 6 for
heating the engine.
The preheater burner consists of the outer cylinder 17, to which the cover and the flange for fastening
the combustion chamber are welded, and the inner cylinder 14. The primary air swirler 16 is located between
the cover and the inner cylinder. For maintaining the stable burning, the inner cylinder of the burner has three
rows of holes, through which the secondary air is fed into the combustion chamber.
The pumping unit of the preheater is driven by the electric motor 2 connected to the dump truck storage
batteries. The air charger 3 of the pumping unit as well as the circulation pump 4 are fastened to the electric
motor body from the side of the long output end of the shaft and the gear fuel pump 1 – from the side of the
collector.
The fuel pump is provided with a reduction valve for controlling the quantity of the fuel to be fed. To in-
crease the quantity of fuel delivered to the preheater through the injector, it is necessary to turn in the reduc-
tion valve screw until flame traces appear from the preheater exhaust pipe.
The preheater injector is of centrifugal type with stacked plate filter. To clean the injector from dirt, it is
necessary to disassemble and wash the plate filter, cleanse the hole in the chamber and central hole. After as-
sembling the injector, it should be checked for atomization of fuel. To do this, switch on the pumping unit with-
out connecting the solenoid valve to the preheater boiler and open the solenoid valve for feeding the fuel into
the injector.

Figure 5.15 – Starting preheater:

1 – fuel pump; 2 – electric motor; 3 – supercharger; 4 – circulation pump; 5 – coolant suction fitting; 6 – fitting for withdrawing the
preheated fluid; 7 – outer jacket; 8 – gazes underflow; 9 – inner jacket; 10 – plug; 11 – pipe for feeding coolant from the circulation pump
into the boiler; 12 – drain cock; 13 – exhaust fitting; 14 – inner cylinder of the combustion chamber; 15 – glow plug; 16 – swirler; 17 – outer
cylinder of the combustion chamber; 17 – injector; 18 – solenoid valve; 19 – fuel pipe; 20 – air duct;

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0
The injector shall atomize the fuel in the form of fog-like cone with the angle of at least 60 . The solenoid
valve 18 serves cuts off the fuel feeding to the injector when switching off the preheater. The glow plug 15 is
intended for ignition of fuel when firing the preheater.
When firing the preheater, the fuel is fed by means of the pump through the open solenoid valve into the
injector and further, under pressure into the combustion chamber. In the combustion chamber, the fuel is
mixed with air delivered by the fan and ignited from the glow plug at the starting moment. After igniting the fuel,
the glow plug is de-energized and the burning is maintained automatically.
Prior to firing the preheater, it is necessary to open isolating cocks of the cooling system located at the
fittings at the preheater inlet and outlet (one cock on the inlet fitting for dump truck BELAZ-75135), check the
presence of fuel in the fuel tanks, open the cocks on the fuel tank and fuel heater. Set the electric motor switch
4 (see Figure 4.8) to the “Работа” (Operation) position for 10 – 15 s. The solenoid valve switch 3 shall be in
the “Продув” (Purging) position.
Switch on the glow plug for 30 – 40 s by turning the switch 2. Then the control spiral 1 connected serially
with the plug shall become heated to bright red colour. After 30 – 40 s from the moment of energizing the glow
plug, set the solenoid valve switch 3 to the “Работа” (Operation) position and the motor switch 4 – to the
0
“Пуск” (Start) position. At the ambient temperature of above minus 15 С, the switch 4 on the control panel may
be set immediately to the “Работа” (Operation) position without setting it to the “Пуск” (Start) one. After ignition
of fuel in the preheater burner that can be detected by buzzing of the flame, release the lever of the glow plug
switch and set the switch 4 to the “работа” (Operation) position.
If no specific rumble of the flame is heard from the preheater boiler, set the electric motor switch 4 to the
neutral position and the solenoid valve switch 3 – to the “Продув” (Purging) one and then repeat the starting
process. If the preheater failed to start working within 3 min, check the presence of fuel in the fuel pump; to do
this, disconnect the tube for feeding the fuel to the fuel pump and vent the air locks.
Once the fuel flow appears again, reconnect the tube and repeat the starting process. If the preheater
fails to run after that, check the fuel feeding into the combustion chamber and the glow plug incandescence.
The preheater running is considered normal, if after 3-5 min the pipeline feeding the fluid to the engine
cooling jackets will be hot and the outer cover of the boiler – cold with hearing the even rumble of flame in the
boiler. If the boiler cover gets hot and/or there are pulses of boiling fluid, switch off the preheater, determine
the cause of absence of the circulation and eliminate the fault.
To switch off the preheater, cut off the fuel feeding into the combustion chamber by setting the solenoid
valve switch 3 to the “Продув” (Purging) position. After 1 – 2 min of operation without burning, switch off the
electric motor by setting the switch 4 to the neutral position.
When using the starting preheater, observe the following rules:
– never leave the dump truck during the operation of the preheater. Be ready to eliminate immediately
any fault having arisen. In case of fire, shut immediately the cock of the fuel pump, switch off the preheater and
then proceed to extinguishing the fire;
– never warm up the engine in a closed room without ventilation; otherwise the personnel could be poi-
soned with carbon monoxide;
– engine start-up preheater is connected to the engine cooling system via one or two disengaging valves
(see above), excluding the circulation of coolant through the preheater when the engine running. Before start-
ing the preheater after filling the cooling system open the disengaging valve (or two valves), unscrew plugs on
the outlet pipe of the preheater and on its outside jacket and release the air out of the system;
– start-up the preheater without cooling fluid in the boiler and/or adding the cooling fluid into the over-
heated boiler is prohibited; otherwise the boiler can be damaged;
– after warming up the engine, first switch off the preheater, close the cock on the fuel heater and isolat-
ing cock of the preheater and only then proceed to starting the engine;
– never restart the preheater immediately after its shutdown without preliminary purging for three-five
minutes.
– it is necessary to keep cleaned as preheater as the engine because oiled engine and fuel leakage can
cause fire.

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5.6 Engine Pneumatic Starting System

Installation of the engine pneumatic starting system of dump truck BelAZ-75131 is shown in Figure 5.16,
schematic diagram of the system is shown in Figure 5.17 (similarly for other trucks).
The engine pneumatic starting system is powered from the receiver 5 (see Figure 5.16) of the dump
truck pneumatic system through the unary check valve 2. Operating pressure in the engine starting system is
of 0,65 – 0,8 MPa.
For the first start-up of the engine must be filled with compressed air system from an external source via
the 10 square, located on the frame side member. Operating pressure in the engine start-up from an external
source of compressed air is limited by safety valves 3 and is (1,5 ± 0,15) MPa.
When voltage is applied from the ignition key switch the electromagnet valve 6 gets opened and from
receivers 1 when shut-off cock 4 is open the compressed air is supplied to the pneumatic starter 9. The pneu-
matic starter pinion gets engaged the engine flywheel. Thereafter, a channel in the pneumatic starter gets
opened and through it the compressed air is supplied to the starting valve 8. The valve gets opened and com-
pressed air is supplied from the receivers to the pneumatic starter motor. Pneumatic starter gets actuated and
rotates the crankshaft.
When starting the engine oil from the tank 7 through the lubrication dozing unit 11 enters the intake pipe-
line, and further into the cavity of the pneumatic starter for lubrication. To drain the condensate each of the re-
ceivers comprises cock.
For the peculiarities of the design, operation, maintenance and repair of the pneumatic starter, see the
manuals provided by the pneumatic starter manufacturer.
The technical examination and repair of the cylinders, pressure gauges, safety valves and fittings shall
be performed according to the requirements and regulations stated in the “Rules for Design and Safe Opera-
tion of Pressure Vessels” (ПБ 10-115-96).

Figure 5.16 – Installation of the engine pneumatic starting system:

1 – air cylinder; 2 – check valve; 3 – protective valve; 4 – shut-off cock; 5 – pneumatic system receiver; 6 – electromagnet valve;
7 – tank; 8 – starting valve; 9 – pneumatic starter; 10 – knee-piece; 11 – lubricating dozing unit

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IT IS ONLY ALLOWED TO DISASSEMBLE OF THE SYSTEM AND ITS ELEMENTS, DISMANTLE OF THE FIT-
TINGS AND PIPELINES AND/OR PERFORM THE PREVENTIVE AND WELDING WORKS AFTER RELEASING THE
AIR PRESSURE IN THE SYSTEM TO THE ATMOSPHERIC LEVEL. AIR SHALL BE VENTED FROM THE SYSTEM
THROUGH THE CONDENSATE DRAIN COCKS; WHEN DOING THIS THE SHUTOFF VALVES OF THE AIR RECEIV-
ERS SHALL BE OPEN.
IT IS PROHIBITED TO ADJUST AND/OR OPERATE THE
PNEUMATIC STARTING SYSTEM WITH FAULTY PRESSURE
GAUGES AND WITHOUT SEALS ON THE SAFETY VALVES.

Figure 5.17 – Schematic diagram of the pneumatic starting system of

the engine:
1 – pneumatic starter; 2 – electromagnet valve; 3 – receiver;
4 – safety valve; 5, 6 – check valve; 7 – shut-off cock; 8 – starting valve;
9 – lubrication dozing unit; 10 – condensate drain cock
I – from the pneumatic system from the pneumatic system of the
dump truck; II – from the external source of the compressed air

The BelAZ-7513, BelAZ-75135 (besides of BelAZ-75135-10 equipped with the engine of electric start-
ing system), BelAZ-75131 and BelAZ-75139 trucks are equipped with the pneumatic starter manufactured by
BelAZ OJSC (see below).
The pneumatic starter is intended for starting the engine and consists of the vane-type pneumatic
motor 1 (Figure 5.18), reduction gear 4 and drive mechanism 6 with forced pneumatic engagement of the gear
8 with the flywheel ring gear.

Figure 5.18 – Pneumatic starter:

1 – pneumatic motor; 2 – cover; 3 – shroud; 4 – reduction gear;
5 – drive gear; 6 – driving mechanism; 7 – breather; 8 – drive gear;
9 – driving shaft; 10, 11 – half clutches; 12 – piston; 13 – spring washers;
14 – driven gear;
I, II – outlets

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The reduction gear has two cylindrical internally toothed gears 5 and 14. The friction clutch with spring
washers 13 limiting the torque is installed in the driven gear. The drive gear driving mechanism has a ratchet
clutch preventing the transmission of the counter-rotation to the pneumatic motor after starting the engine. The
pneumatic starter bearings are of closed type.
To start the driving mechanism, compressed air is fed to the outlet I. The piston 12 together with the
driving 11 and driven 10 half-clutches and shaft 9 move to the right and engage the gear 8 with the flywheel
ring gear. The piston connects the outputs I and II and the pneumatic motor starts running.
When being run, the pneumatic starter is lubricated with oil from the tank through the lubrication dozing
unit, prior to filling the tank with oil for the first time, it is necessary to vent air from the pipelines.

The lubrication dozing unit is intended for lubricating the vanes of the pneumatic motor during the
start.
The cavity I (Figure 5.19) is connected with the inlet pipeline of the pneumatic starter and oil from the
tank is fed to the cavity II. When starting the engine, compressed air moves the piston 2 to the right (as seen in
the Figure) and the ball 7 shuts off the channel connected with the tank and the valve 6 drops open and oil be-
ing under the piston is displaced into the intake duct.
In the intake duct, oil is caught by the compressed air flow and fed to the pneumatic motor cavity to lu-
bricate its parts.

Figure 5.19 – Lubrication dozing unit:

1 – throttle; 2 – piston; 3, 4 – springs; 5 – body; 6 – valve; 7 – ball; 8 – valve body;
I – cavity connected with the intake duct of the pneumatic starter; II – cavity connected with the tank

The starting valve ensures the compressed air feed from the receivers to the pneumatic starter at the
moment of starting the engine.
When feeding the compressed air from the electric valve to the cavity III (see Figure 5.20), the spool-
type valve 4 moves to the left (as seen in the figure) and connects the cavity II with the cavity IV. The com-
pressed air is fed from the receivers to the pneumatic starter.

Figure 5.20 – Starting valve:

1 – stop; 2 – spring; 3 – body; 4 – spool;
I – to the atmosphere; II – to the pneumatic starter; III – from the solenoid valve; IV – from the receiver

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The safety valve is screwed into the body of the air cylinder. The valve shall be drop open under the
pressure of (1,5 + 0,15) MPa and drop shut under the pressure of (1,2-0.1) MPa.
To adjust it, screw the bushing 5 (Figure 5.21) into the body 3. During the operation, the safety valves
shall be adjusted at least once a year.

Figure 5.21 – Safety valve:

1 – seat; 2 – valve;3 – body; 4 – rod; 5 – pressure bushing; 6 – nut

Back-pressure valve (figure 5.22) is designed for protection of circuit against compressed air loss in
case of drive tightness failure. The valve provides air passage only in one direction – to receivers of pneumatic
starting system. Air can’t pass in reverse direction.
Compressed air goes through outlet II to inlet valve 5, opens it, releasing spring 4, and goes through
holes in valve guide 2 to air cylinder. After pressure reduction in outlet II the valve is closed under spring force
and separates outlets I and II, preventing passage of compressed air in reverse direction.

Figure 5.22 – Back-pressure valve:

1 – body; 2 – valve guide; 3 – stem; 4 – spring; 5 – inlet valve;
I – outlet connected to receiver of pneumatic starting system; II –outlet connected to receiver of pneumatic system or outside
source of compressed air

5.7 Exhaust System

On the BelAZ-7513, BelAZ-75135 (besides BelAZ-75135-10), BelAZ-75131 and BelAZ-75139 trucks,
the exhaust gases from the supercharger 1 (Figure 5.23) are passed through the adaptors 18, metal hoses 19,
exhaust pipes 10 and 13 into the pipes with the sealing device 9 and 14, and further to the body for heating the
latter.

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Figure 5.23 – Installation of the exhaust system

1 – engine turbocharger; 2 – second crossbeam of the frame; 3, 4, 5, 6, 12, 15, 16, 17 – brackets; 7, 8 – yokes; 9, 14 – pipes with
sealing device; 10, 13 – exhaust pipes with heat insulation; 11 – pillar; 18 – adaptor; 19 – metal hose; 20, 22, 23, 24 – bolts; 21, 25 – nuts;
26 – heat insulation cover; 27 – tape

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On the BelAZ-75137, BelAZ-7513А and BelAZ-7513В trucks, the exhaust gases from the turbocharger
9 (Figure 5.24) are passed through the intake pipes 10 and 11, metal houses 25 and exhaust pipes 12, 15 into
the fittings 3 and further to the body for heating the latter.

Figure 5.24 – Installation of the exhaust system:

1 – second crossbeam of the frame, upper; 2 – fendering bracket; 3 – fitting; 4, 18, 19 – bolts; 5, 7, 13, 16,20 – brackets; 6 – tube;
8 – engine; 9 – turbocharger; 10, 11 – intake pipes with heat insulation; 12, 15 – exhaust pipes with heat insulation;
14 – traction generator; 17 – gasket; 21 – double-clamp; 22 – thermos insulating shroud; 23 – clamp; 24 – tape; 25 – metal hose

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On the BelAZ-75135-10 trucks (engine КТТА38-С) the exhaust gases from the turbochargers 1 and 3
(Figure 5.25) are passed through the intake tubes 11 and 6, metal houses 14 and exhaust tubes 10, 7 and 8
into the branch-pipes 5 and further to the body for heating the latter.

Figure 5.25 – Installation of the exhaust system (of trucks BELAZ-75135-10):

1, 3 – turbochargers; 2 – engine; 4 – the frame cross-bar N2; 5 – branch-pipe; 6, 11 – intake tubes; 7, 8, 10 – exhaust tube with
thermal insulation; 9 – traction generator; 12, 13 – clamps; 14 – metal hose; 15 – metal hose tape; 16 – heat insulating shroud; 17 – pad;
18 – bracket; 19 – shelf

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Figure 5.26 – Installation of the exhaust system of trucks BELAZ-75131 (with quick detachable thermal insulation):
1 – engine; 2 – frame crossbar N2; 3, 6, 13, 17, 18 – brackets; 4, 5, 7, 9, 16, 24 – quick detachable thermal insulation; 8 – shelf;
10, 15 – tubes with sealing device; 11, 14 – exhaust tubes with thermal insulation; 12 – stanchion; 19, 21. 25 – clamps; 20 – adapter;
22 – metal hose tape; 23 – metal hose; 26 – pad; 27 – screw; 28, 29, 31, 32 – bolts; 30 – gasket

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To provide fire safety requirements intake and exhaust tube with thermos insulation are covered by
thermos insulating shrouds. The body serves as a muffler.
For all the dump truck models, the intake and exhaust pipes are fitted with heat insulation to ensure the
fire safety. On the consumer's order, the metal hoses are fitted with heat insulating covers.
When mounting metal hose in oblate condition fasten it at the adapter 18 (figure 5.23) or on the intake
tube 10, 11 (figure 5.24), the intake tube 6, 11 (figure 5.25) in accordance with pointer directing exhaust gases
flow. Expand metal hose up to complete extension of tape indicating average mounting length, having put it on
exhaust tube observing coaxiality thresholds. Fasten it by clamp. It is allowable to not remove the tape after
mounting. Tightening torque for metal hoses clamps is within thresholds of 25 – 35 N.M.
Heat-insulating covers are to be mounted on metal hoses and secured by clamps.
On the customers’ request intake and exhaust tubes, metal hoses, branch pipes of exhaust tubes and
points of their connections are wrapped up by quick-detachable thermal insulation.
Installation of the exhaust system of trucks BelAZ-75131with quick detachable thermal insulation is
shown in the figure 5.26. Assembly of the metal hoses is similar to the one mentioned above.
The quick-detachable thermal insulation is evenly distributed over the tube 1 (figure 5.27) both in longi-
tudinal, and in lateral directions, it is fastened by means of hooks 3 and springs 4. When installing provide the
gap in the joint to be as minimal as possible.

Figure 5.27 – Fastening of a quick-detachable thermal insulation:

1 – tube of the exhaust system; 2 – quick-detachable thermal insulation; 3 – hook;
4 – spring; 5 – valve

5.8 Maintenance of the Engine Systems

The maintenance of the engine systems consists in regular inspection of their condition, their fastening,
refilling them with operational materials and checking their serviceability.
For the schedule of the engine maintenance and order of the maintenance works, see the operating and
maintenance manual for the engine.
Daily maintenance (hereinafter DM).
When performing the DM:
– Check the levels of the oil in the engine pan and tank of the pneumatic engine starting system (pneu-
matic starter manufactured by BelAZ OJSC), cooling fluid in the cooling system and fuel in the fuel tank and
add them as necessary.
The oil level in the pan shall be between the marks (maximum and minimum) on the oil measuring ruler;
the check shall be performed not earlier than after 5 min from the moment of stopping the engine on the truck
placed in strictly horizontal position (see the operating manual for the engine).
Engine oil and coolant servicing at installation of filling centre to the dump truck is described in chapter
“Maintenance”.
Fill the tank of the pneumatic starting system of the BelAZ-7513, BelAZ-75131, BelAZ-75135 and
BelAZ-75139 dump trucks (pneumatic starter manufactured by BelAZ OJSC) with SAE15W/40 motor oil, if
necessary, vent air from the pipelines. The oil level shall be lower than the top edge of the tank body by
15 – 20 mm when filling the tank for the first time, it is necessary to vent air from the pipelines.
The expansion tank of the cooling system shall be filled with the cooling fluid to the bottom end of the
filler neck pipe (see the operating manual for the engine).
The fuel tank shall be filled with fuel to the maximum level. To exclude the overflow, the lantern mounted
on the front wall of the tank lights up when the fuel level reaches the maximum.
The recommended brands of oils, fuel and cooling fluid to be used, general safety requirements
when draining and refilling are given in the chapter “Operational Materials”;
– Check the condition and fastening of the pipelines and hoses of the engine systems by visual inspec-
tion. The pipelines and hoses shall be fastened reliably; no leaks of fuel, engine cooling fluid and/or oil are al-
lowed;

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– Drain the sediment from the fuel tank. The sediment shall be drained after 30 – 40 minutes of motion-
less state of the dump truck until clean fuel appears;
– Start the engine. The engine shall run stably over the whole rotational speed range;
– Check the condition and operation of the fuel feed control actuator.
The fuel feed control pedal shall move freely, without jerks. The pedal movement shall provide the varia-
tion of the engine rotational speed in the idling mode from the minimum stable to the maximum one
– If the alarm banner on the instrumentation board which indicates clogging of the engine air filters was
on during previous shift light up, replace the main filtering element or blow it up if such action is allowed by
manufacturer. The protective element shall be replaced after each third replacement of the main filtering ele-
ment;
– Every day, after the shift end, drain the condensate from the receivers of the pneumatic starting sys-
tem of the engine. After complete draining of the condensate from receivers, pump the system again until the
pressure regulator operates and only then stop the engine.
Maintenance of the air filter proceeds as follows:
– Turn out the holder 6 (see figure 5.14) fastening the main filtering element 2;
– Remove the gasket 13;
– Remove carefully the filtering element from the bowl;
– After fitting the new filtering element or mounting of the new one, check the condition of the element
while illuminating it from inside by means of a lamp. No ruptures of paper or damages of sealing elements are
allowed;
– Clean the internal cavity of the air filter bowl from dust and dirt using rags moistened in detergent solu-
tion. Clean the air filter cyclones from dust using the holes in the cyclones for removing coarse dust particles;
– Insert the filtering element into the air filter bowl and tighten the holder with applying the torque from
15 to 20 N.m (hand force) having inserted preliminarily the seal gasket 13.
The approximate service life of the main filtering element is 500 hours.
When replacing the protective filtering element, it is necessary to:
– Turn out the nut 5 fastening the protective element 3, remove the gasket 13 and remove the filtering
element 3;
– Fit the new element and tighten the wing nut with applying the torque 15 – 20 N.m having inserted pre-
liminarily the seal gasket 13.
Maintenance 2 (hereinafter M-2).
When performing the M-2:
– Clean the cyclones and bowls of the air filters from dust;
– Wash the fuel heater filter.
Shut the shut-off cock of the fuel tank, drain fuel from the bowl 5 (see Figure 5.10) through the hole
closed with the plug 10, remove the cover 1 and remove the stack of filter elements. Unlock the filter elements
and remove them from the stem. Wash the elements until the sediments are completely removed and blow
them with compressed air. Replace the damaged elements.
Maintenance 3 (hereinafter M-3).
When performing the M-3:
– Check the fastening of all the units to the engine and of the diesel-generator set to the frame. All the
units shall be fastened reliably, if necessary, re-tighten the fasteners;
Tightening torques for nuts and lock-nuts fastening the rod to the underframe look in the appendix B.
Tighten nuts serially by half turnover till the necessary torque is reached.
– Check the fastening of the cooling system radiators to the frame and if necessary. Tightening torques
for nuts fastening the radiators to the lower brackets on the frame look in the appendix B.
Retighten them and clean the outer surfaces of the radiators.
– Check the condition of the rubber shock-absorbers of the diesel-generator set. The shock absorbers
with rubber exfoliated or detached from metal shall be replaced with new ones.

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Seasonal maintenance (hereinafter SM).

When performing the SM:
– Check the adjoining of the spring-loaded area of the exhaust system sealing device to the gas intake
of the body. In case of loss of mobility and subsidence of the area on the springs, it is necessary to disassem-
ble and clean the rubbing surfaces of the sealing device;
– Wash the fuel tank, fuel pipes and filtering element of the fuel tank breather. There shall be no sedi-
ment on the bottom and walls of the tank, the filtering element shall be clean;
– Once a year, before the beginning of the autumn and winter operation period, perform the mainte-
nance of the engine starting preheating system. Clean the glow plug, injector and burner from scale, wash the
solenoid valve filter, cleanse the drain hole of the fuel pump of the engine starting preheating system.
Repeat the maintenance after each 50 hours of the preheater operation.

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6 TRACTION ELECTRIC DRIVE

6.1 General
The traction electric drive (electric transmission) comprises the traction alternator, two power-wheels
(reduction gear assembled with the traction motor), ventilated brake unit (block of dynamic braking resistors),
ventilation equipment and complete set of auxiliary equipment.
The BelAZ-75135, BelAZ-75131 and BelAZ-75137 are equipped with the AC/DC electric transmission
manufactured by “BelAZ” OJSC, the BelAZ-7513 and BelAZ-7513А trucks – with the GE150AC AC electric
transmission manufactured by “General Electric” Company depending on the complete (power-wheels manu-
factured by “General Electric” Company) or non-complete (reduction gear manufactured by “BelAZ” OJSC,
traction motor manufactured by “General Electric” Company) modification, and the BelAZ-75139 and
BelAZ-7513В trucks – with the КТЭ-136 AC electric transmission manufactured by “Power Machines”
Сompany.
The documentation for the BelAZ is enclosed in the operating documentation set including:
1. Documentation set for the traction generator;
2. Documentation set for the traction motors;
3. Documentation set for the cabinet with the start-control devices;
4. 75131-2100030-50И – traction electric drive of the dump trucks with the payload capacity of
120 – 220 tons. Adjustment manual.
The documentation for the electric transmission manufactured by “General Electric” Company is availa-
ble through the web site of the Company.
Registration is available through the link https://customer.getransportation.com.
The documentation for the electric transmission manufactured by “Power Machines” Сompany is en-
closed in the operating documentation set for the dump truck.

6.2 Electric Drive Apparatus

6.2.1 Control cabinet 75131–2112010-31
The cabinet is intended for rectification of AC voltage, commutation and protection of power circuits and
circuits of excitation of traction alternator, traction electric motors, mounting of ventilated brake resistors, and
also automatic regulation of exciting currents of traction alternator and traction electric motors in composition of
electric drive.
The control cabinet has four demountable cargo bolts and is fastened on dump truck in horizontal plane with six
bolts М16.
The control cabinet has frame modification with one–sided maintenance of electrical equipment located
in it, contains four consistent doors with sealants and locks. On rear wall of cabinet there are glands for input of
power cables. The control cabinet consists of four chambers. Arrangement of electrical equipment in chambers
of control cabinet is shown in figure 6.1.
In first chamber following units are located:
– power contactors KM4, КМ5, КМ6, КМ7;
– contactor КМ8 and automatic switch QF1 of circuit of excitation of alternator;
– contactor КМ3 of excitation of traction electric motors;
– relay of maximum current KА1, КА2;
– thyristors VS1, VS2, БУT5.2 and diodes VD3, VD4 of adjuster of excitation of traction alternator;
– resistor R8 of degaussing of alternator and diode VD20 of circuit of additional charging;
– measuring shunts RS1, RS2.
In second chamber there are power gate blocks БСВ1 and БСВ2, which comprise power rectifiers UZ1,
UZ2, blocking off diodes VD1, VD2, thyristors VS6–VS8 of adjuster of excitation of traction electric motors and
thyristors VS4, VS5 of protection of skidding of electric motorized wheels.
The second chamber is executed as air pit providing opportunity of operation of power semiconductor
devices located in it, both with natural, and with forced cooling. In the last case take–in of air for fanning is per-
formed through branch pipe with filters from front side of cabinet. Blowout of air is carried out into air pipe–line,
connected to flange on rear wall of cabinet.

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6-2
Traction Electric Drive

Figure 6.1 – Location of electrical equipment in the control cabinet 75131-2112010-31

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In third chamber following units are located:

– thyristors control units БУТ-5.2 and БУТОП;
– contactor КМ9 of turning on of circuits of initial excitation of traction alternator;
– power contactors KM1, КМ2;
– resistor R15.
In fourth chamber following units are located:
– control cabinet;
– automatic switches SF1–SF3, QF2 of control circuits and auxiliary circuits;
– contact clamps XT1, XT2 for connection of external low–current circuits of cabinet control;
– unit БУ–1.3, clamps XT5, XT3;
– module of high voltage sensors МВС-01.
Electromagnetic contactors KM1-KM7 СТ 1115 manufactured by “SHALTBAU” Company.
Technical maintenance and repair is to be performed in accordance with User’s Manual (C20/08-M.ru)
available in the site http://lsupreme.ru/PDF/C20.pdf.
The electromagnetic contactor МК–6 is intended for commutation of resistors and for connection of ex-
citing winding of traction alternator.
Design of contactors is of single–block type. All parts are installed on clinch 5 (figure 6.2). Magnetic sys-
tem is of two–bobbin type. Twirl of armatures 2 and 8 occurs on shafts 4 fixed in pads, shock absorbing is per-
formed by springs 3.
The contact system of principal circuit consists of terminal block 7 on which motionless base rings 1 are
installed. In pad 7 there are snapping clinches 9, intended for confinement extinguishing chamber 10. Contact
system of auxiliary circuit consists of two interlock contacts 6 which are fastened motionlessly on clinch 5.

Figure 6.2 – Electromagnetic contactor МК–6:

1 – base ring; 2, 8 – armatures; 3 – spring; 4 – shaft; 5 – clinch; 6 – interlock con-
tact; 7 – pad contact; 9 – clinch snapping; 10 – chamber

In order to limit the door stroke and to prevent

spontaneous closing the door of the third section of the
of electrical transmission control cabinet the limiter of the
door stroke is installed.
To unlock the limiter of electrical transmission con-
trol cabinet doors stroke pull by one hand the limiter 1
plate (figure 6.3) towards direction indicated by pointer
(direction of the door closing), while by the other hand
close the door.

Figure 6.3 – Limiter of the door stroke in the locked position:

1 – limiter plate

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6.2.2 Ventilated brake unit VBU2x600

VBU designed to convert electrical energy generated by the traction electric motors in the mode of dump
truck electric brake to the thermal one aiming to disperse it over the environment.
When receiving a command to slow down the drive system uses motor-wheels as generators. The gen-
erated power is sent by commutation devices to the VBU representing a resistive load. Resistance of the unit
serves as "load" for the motor-wheels and prevents their rotation.
VBU consists of an axial fan blower 1 (figure 6.4) and two groups of four resistors sections 7 in each.
Fan and resistors are interconnected by means of branch-pipes 4, 5 and two tapes 3. Equalizing of the cooling
air stream is performed via air duct 9. All the parts and components of the unit are assembled over the
framework 2. The fan electromotor is powered from the resistor R4 belonged to the first group of resistors.
The energy for the rotation of the cooling fan electromotor is generated by electromotors of traction mo-
tor-wheels running in the electric braking mode as generators. The intensity of the electric braking is set owing
to change of the brake pedal angle via the associated with pedal angle sensor voltage from which is supplied
to traction electric drive control system.
When the power generated by motor-wheels during braking rises, the speed of cooling fan electromotor
gets increased too, thereby this leads to increasing speed of the air stream cooling brake resistors.

Figure 6.4 – Ventilated brake unit:

1 – fan; 2 – framework; 3 – tape; 4, 5 – branch-pipes; 6 – panel; 7 – resistors section; 8 – power cable; 9 – air duct;
10, 15, 16, 17, 19 – bolts; 11 – washer; 12 – suspension pad; 13 – insulator; 14 – nut; 18, 20 – screws

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The fan comprises DС electromotor 6 ДПТВ-16,25-02 or ЭТВ-20М3Л (Figure 6.5 or 6.5a) and the fan
impeller 9 mounted on the key 11 of the electromotor shaft armature. The impeller is secured on the shaft by
nut 12, which is locked from loosening by washer 13.
The electromotor is installed in the internal space of the housing 4; in the front part it is centered by the
housing as in the rear part – by means of support 8.
The gap between the faces of the housing 4 (figure 6.5 for electromotor ДПТВ-16,25-02 only) and sup-
port 8 should be of 1 – 3 mm; the gap is to be set before tightening the nuts bolts 3 using rings 20.
Locking the electromotor in the housing is performed by means of bolts 21 and the bracket 7 (the brack-
et is actual only for electromotor ДПТВ-16,25-02). The bolts 21 are being locked by nuts 22, the bracket is se-
cured by means of bolt 5.

Figure 6.5 – Fan (electromotor ДПТВ-16,25-02):

1, 2 – pipes; 3, 5, 18, 21 – bolts; 4 – housing; 6 – electric motor; 7 – bracket; 8 – support; 9 – fan impeller; 10 – ring; 11 – key;
12, 19, 22 – nuts; 13 – washer; 14 – greaser; 15 – nipple; 16 – plug; 17 – connecting receptacle; 20 – ring; 23 – speed reducing sensor

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For the electromotor ЭТВ-20М3Л additionally to the locking bolts 21 the dowel 20 is mounted (Figure
6.5a).
To increase the performance of the fan impeller the unit of guiding blades installed in the fan housing is
applied. The fan unit is mounted on rubber shock absorbers 12 (see Figure 6.4) to reduce vibration loads on
the VBU parts and assemblies.
To pour lubricant to the bearings of the fan when servicing it is necessary to unscrew plugs 16 (Figure
6.5 or 6.5a) in the bearings drainage pipes.
Press in grease through greasers 14 over pressure pipes rotating the armature by hand till old grease is
displaced by new one. Let the electromotor run for two – three shifts of the truck operation with open drain
holes to let the excessive grease outlet, then close holes using plugs 16.

Figure 6.5a – Fan (electromotor ЭТВ-20М3Л):

1, 2, 5, 7 – pipes; 3, 18, 21 – bolts; 4 – housing; 6 – electric motor; 8 – support; 9 – fan impeller; 10, 13 – washers; 11 – key;
12, 19, 22 – nuts; 14 – greaser; 15 – end-tip; 16 – plug; 17 – connecting receptacle; 20 – dowel; 23 – speed reducing sensor

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The resistors section comprises eight resistors sections interconnected by buses.

The resistor 4 (Figure 6.6) is made of multiply curved flat fechral tape. Two outputs are soldered (rivet-
ed) to the tape ends. To provide rigidity to the structure there are side frames 5 mounted at both sides made of
non-combustible material; they are strapped together by rods 8, insulated pipes 7. The curved parts of the tape
are fastened to the rod by means of steel holders 1 and 2. Resistor, held by steel holders is attached to the
rods through ceramic insulators 9 and gaskets 10, which in their turn are pressed by springs 12 for compensat-
ing thermal expansion of insulators.

Figure 6.6 – Resistor section:

1, 2 – holders; 3, 13, 14 – nuts; 4 – resistor; 5 – side frame; 6 – bolt; 7 – pipe; 8 – rod; 9 – insulator; 10 – gasket; 11 – washer; 12 – spring

6.2.3 Setting the traction controller and brake pedal of the auxiliary brake
The traction controller installation is shown in Figure 6.7.
The setting force of the spring 2 required for returning the pedal 8 to the initial position is ensured by set-
ting the hook end of the spring to the appropriate hole of the stop 9. The setting force of the spring shall be as
low as possible.
After setting the rod 6, the cavity between the cap 5 and the rod 6 is filled with the Lithol-24 grease.
Since December of 2016 dump trucks BELAZ-75131 and BELAZ-75139 are equipped with the elec-
tronic pedal of fuel supply (ПЕ-3) (look chapter “Engine Systems”, figure 5.8).
Electronic pedal ПЕ-3 controls the diesel engine speed, forms the discreet signals disabling the “idle
mode” and “motion control”. The signal “motion control” from the pedal is used in the traction electric drive in-
stead of the traction controller, which is not used on the dump trucks with such pedal.
The traction controller is intended for switching on the traction mode circuits. It is installed on the base
of the cab floor from the bottom. The controller consists of the casing 4 (Figure 6.8) comprising the cam ele-
ments 1 and shaft 21 with cam washers 17. The lever 13 connected with the fuel feed control actuator by
means of the rod is fitted on the shaft. The cam washers have shaped cuts for controlling the cam elements.

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Figure 6.7 – Installation of the traction controller:

1 – fork; 2 – spring; 3, 6 – rods; 4 – lever; 5 – protective cap; 7 – fork; 8 – traction pedal; 9 – spring stop; 10 – traction controller;
11 – accelerator shaft

Figure 6.8 – Traction controller:

1 – cam element; 2, 7, 23 – bolts; 3 – rack; 4 – body; 5 – wire bundle; 6 – seal ring; 8, 12 – covers of inspection holes; 9 – contact
bolt; 10 – screw; 11 – contact bridge; 13 – lever; 14 – lock washer; 15, 20 – caps of bearings; 16 – ring; 17 – cam washer; 18 – insulation
washer; 19 – bearing; 21 – cam drum shaft; 22 – bracket

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On depressing the fuel feed control pedal, the lever 13 rotates and turns the shaft 21 with can washers
17. If the roller of the cam element gets into the notch of the washer during the shaft rotation, the contacts 11
close and, on the contrary, the contacts are opened when the roller gets onto the projection of the washer. The
clearance in the contacts 11 of the cam elements in the opened state shall be (7±3) mm.
The rollers of the cam elements are aligned with the washers by moving the rack 3 in the axial direction
of the shaft. To perform the adjustment, alter the length traction control rod in such a way that the traction elec-
tric drive circuits would be energized at the rotational speed of the engine crankshaft of (900+100) rpm (for de-
tails see the Adjustment Manual for the traction electric drive).

Setting the brake pedal of the auxiliary brake is shown in Figure 6.9.

Figure 6.9 – Setting the brake pedal of the auxiliary brake:

a) dump trucks equipped with AC/DC traction electric drive; b) dump trucks equipped with AC/AC traction electric drive

6.3 System of Ventilation and Cooling of the Electric Traction Drive

6.3.1 Ventilation and cooling system of the traction electric drive of the BelAZ-75131,
BelAZ-75135, BelAZ-75139 and BelAZ-7513В trucks
The ventilation and cooling system is intended for maintaining the optimum temperature conditions of
the traction electric drive component parts.
The cooling air feeding system ensures the air intake from the lest dusty zone of the truck. Air cleaned
from impurities passes through the cyclones 1 (Figure 6.10) installed on the power cabinet 2 (BelAZ-75131,
similar to the trucks BelAZ-75135 and BelAZ-75137) through the filters in the power cabinet (BelAZ-75139
and BelAZ-7513В trucks) into the cabinet, cools the power equipment of the cabinet, and then it passes addi-
tionally through cyclones 9 located on the air duct 3, along air duct 3, the hoses 4, air duct 5 and branch-pipe 6
into the traction generator 7 from the side of the contact rings.
For dump truck BELAZ-75137-70 (for shipment to India) the ventilation and cooling system of the trac-
tion electric drive is described in the section 6.3.2.
Some portion of air is used for cooling the traction generator while being passed through the ventilation
channels (through the ventilation holes in the stator plates, gaps between the rotor poles and between the
poles of the rotor and those of the stator). After being passed through the gap, air is vented from the generator
through the stator body openings protected by grilles on the side opposite to the contact rings.
The rest of air passes to the fan for cooling the traction motors and then fed via pressure pipeline to the
rear axle housing and further fed via channels in the channels in the cases of the reduction gears of the power-
wheels for cooling the traction motors. The air is vented through the ventilation openings of the traction motors
and holes in the rear axle housing hatch cover.

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Figure 6.10 – Installation of the suction air ducts for cooling the traction machines of the BelAZ-75131 trucks:
1, 9 – cyclones; 2 – power cabinet; 3 – air duct; 4 – hose; 5 – air duct; 6 – branch-pipe; 7 – traction generator; 8 – motor;
9 – monocycle; 10 – guide; I – dust ejecting slot

Fan for cooling the traction motors.

The fan wheel assembly consists of the front disk 22 (Figure 6.11) and the rear one 15. The aluminium
blades 16 (24 pcs) are mounted between the disks on the tie-studs 19 and 20 and fastened by means of nuts
18 and 21. The plates 17 are intended for locking the nuts.
The fan wheel with the hub 5 is fitted on the tapered shaft end of the rotor of the traction generator 2 and
fixed by the key 3. The hub is press fitted on the rotor shaft and tightened by means of the round split nut 6
with the torque of 882 – 980 N.m. The nut is locked against unscrewing by means of the bolts 9 which are fixed
between themselves by means of the pin wire 10.
The fan guard 4 is fastened on the bearing shield of the traction generator. The gasket 1 between the
traction generator 2 and the fan guard 4 and gasket 13 between the cover 8 and the fan guard 4 are glued with
the 88 СА adhesive, Technical Specifications (ТУ) 38.105.1760-89.
The fan wheel assembled with the hub is balanced dynamically. The imbalance shall not exceed
18 g.cm in the front disk plane and 52 g.cm in the rear disk plane. The mutual arrangement of the component
parts is fixed by means of the pins 7 (2 off).
IT IS PROHIBITED TO DISASSEMBLE THE FAN WHEEL INTO THE COMPONENT PARTS; OTHERWISE THE
MUTUAL ARRANGEMENT OF THE PARTS OF THE BALANCED SET WOULD BE DISTURBED THAT WOULD IN-
CREASE IMBALANCE BEYOND THE SPECIFIED NORM WHEN RE-ASSEMBLING THE UNIT THAT WOULD IN TURN
CAUSE THE INCREASED VIBRATION OF THE GENERATOR AND REDUCE THE SERVICE LIFE OF ITS BEARINGS.

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Figure 6.11 – Fan for cooling the traction electric motors:

1, 11, 13 – gaskets; 2 – traction generator; 3 – key; 4 – guard with air duct; 5 – fan wheel hub; 6, 12, 18, 21 – nuts; 7 – pin;
8 – cover; 9 – bolt; 10 – pin wire; 14 – bolt; 15 – rear disk; 16 – vane;17 – plate; 19 – tie-studs; 22 – front disk

6.3.2 The ventilation and cooling system of the traction electric drive for dump truck
BELAZ-75137-70 (for shipment to India)

For dump truck BELAZ-75137-70 (climatic performance T1, operation country is India) the design of
suction air ducts as well as fan for cooling of the traction electric motors is changed.
The arrangement of the suction air ducts is divided into two streams – for cooling of the traction genera-
tor 18 (figure 6.12), for air supply to the fan and further along the pressure air ducts to the traction electric m o-
tors in the rear axle.
Installation of suction air ducts for air intake from the control cabinet 3 and for air supply to the fan for
cooling of the traction electric motors is similar to the one described above in the section 6.3.1.
To cool the traction generator (figure 6.13) the air intake casing 3 is attached to the generator 2 using
bolts 7; the fan housing with air duct 4 is attached to the air intake casing using bolts 9.

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The air through the cyclone type filter 13 (see figure 6.12) mounted on the control cabinet 3,
hoses 12, pipeline 7 and branch pipe 10 flows into the (see figure 6.13) and further into the traction generator 2
for cooling it.
The design of the fan for cooling of the traction electric motors is similar to the one described above in
the section 6.3.1. Due to installation of the air intake 3 casing the length of the fan impeller 5 hub is extended.

Figure 6.12 – Arrangement of suction air ducts:

1 – hose; 2, 6 – tapes fastening the air ducts; 3 – control cabinet; 4, 11, 15, 16 – supports; 5, 9 – clamps; 7, 17 – pipelines;
8, 14 – air ducts; 10 – branch pipe; 12 – branch pipe hose; 13 – cyclone type filter; 18 – traction generator; 19, 20, 21, 22 – bolts

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Figure 6.13 – The fan cooling the traction electric motors of the dump truck BELAZ-75137-70:
1 – key; 2 – traction generator; 3 – air intake casing; 4 – housing with air duct; 5 – impeller with hub; 6 – cover;
7, 9, 11, 14, 15 – bolts; 8 – holder; 10 – flange; 12, 16 – gaskets; 13 – nut

6.3.3 Ventilation and cooling system of the traction electric drive of the BelAZ-7513 and
BelAZ-7513А trucks (electric transmission GE 150AC)
The ventilation and cooling system is intended for maintaining the optimum temperature conditions of
the traction electric drive component parts.
The cooling air feeding system provides for air intake from the least dusty zone of the truck and the
cleaned air having passed through the strainers mounted in the power cabinet is fed via hoses, fittings and air
ducts into the traction generator and fan for cooling the traction motors. The traction generator is self-forced
ventilated.
The fan is fastened to the traction generator body, the fan wheel is fitted on the generator rotor shaft
end. The fan design and maintenance are described in more details in the documentation of the traction elec-
tric drive manufactured by the “General Electric” Company.
The installation of the suction air ducts and air ducts for ventilation of the power cabinet is given in Fig-
ure 6.14.
From the fan, the air is fed via discharge pipelines into the power cabinet for cooling the equipment and
into the rear axle casing for cooling the traction motors. The air is vented through the ventilation openings and
holes in the rear axle casing inspection hole cover.

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Figure 6.14 – Installation of the air ducts

a) suction air ducts; b) for ventilation of the power cabinet:
1 – power cabinet; 2, 13 – air ducts; 3, 6, 12, 15 – hoses; 4, 8 – fittings; 5, 7, 10, 11, 14, 16, 17, 18 – clamps; 9 – traction generator

6.4 Maintenance of the Traction Electric Drive and System of Ventilation and
Cooling of the Traction Electric Drive
Maintenance operations for the traction electric drive GE150AС manufactured by “GE” Company and
КТЭ-136 AC electric transmission manufactured by “Power Machines” Сompany should be performed in ac-
cordance with the requirements mentioned in the operational documentation provided by the manufacturers.
WARNING: THE PARTS OF THE DRIVE MAY BE UNDER THE VOLTAGE DANGEROUS FOR LIFE.
Be sure to disconnect the traction electric drive by setting the electric actuator switch (SA1) on the con-
sole in the operator's cab in the "off" position. Install the warning tag and lock the lock-switch actuating the
storage battery power. Set the generator excitation switch QF1 in the control cabinet to the "off" position and
install the warning tag on the switch. Before starting work make sure that there is no voltage on the terminals
and clamps using a voltmeter. Failure to comply with these requirements can result in injury and death of the
personnel.
When performing the DM:
– Check the condition of the air ducts. The soft hoses of the air ducts shall have no ruptures. When the
engine is running at the minimum speed, air shall flow from the vent holes of the power-wheels;
– Check the condition of locks and seals of collector hatches by external inspection, the covers of the
collector hatches must be closed and fit snugly along the entire perimeter;
– perform an external inspection of the cabinet with start-and-control equipment.
Check fastening and condition of locks, sealing of doors and cable entries. Open cabinet doors and vis-
ually make sure that the cabinet is fully equipped with devices, the wires are firmly fixed to the terminals. Pay
special attention to the door seals and the tightness of the doors of the power cabinet.

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When performing the M-2:

– Clean the filters, dust guards and monocyclones of the air ducts from dust while ensuring that the slits
for throwing out the dust would not be clogged;
– Check the reliability of fastening the components of air cooling of the traction electric equipment. The
hoses and fittings shall be fastened reliably and free of mechanical damages and cracks;
– Check the condition, fastening, connection and installation of the output conductors and cables of the
traction electric drive. The wire and cables shall be fastened reliably. No mechanical damages of the cables
and insulation of their conductors;
– Perform maintenance of the cabinet with start-and-control equipment.
1. Perform an internal inspection of the cabinet with start-and-control equipment.
Inspect the wiring and the connections in the cabinet with start-and-control equipment. Inspect the pow-
er wires to identify blackened joints, drops of copper and molten insulation. All the foregoing faults can be
caused by poor contact in the connections, terminals damage, overloading of the wires. If necessary, clean
and tighten connections.
2. Check the tightness of the controls and apparatus fixtures.
If necessary, tighten connections.
3. Check the condition of electrical apparatus.
Attention: Technical maintenance and repair of electromagnetic contactors KM1-KM7 СТ 1115, manu-
factured by “SHALTBAU” Company, in the cabinet with start-and-control equipment of the traction electric drive
of dump trucks BELAZ-75135, BELAZ-75131 and BELAZ-75137 is to be performed in accordance with User’s
Manual (C20/08-M.ru) available in the site http://lsupreme.ru/PDF/C20.pdf.
Maintenance of contactors KM8, KM9.
Check the condition of the mechanical part, magnetic system, arc chutes, main and auxiliary movable
and stationary contacts.
The contact surface must be clean without oil contamination, without metal flows, without scale. If nec-
essary, wipe the contacts with a contact cleaner, sand the main contacts with a small-cut file, without breaking
their profile.
Pay special attention to the status of auxiliary contacts. There should be no dirt, oil, metal flows on the
contact surfaces of contactors auxiliary contacts. If necessary, clean them from dirt.
Never wipe the auxiliary contacts of the machines with a sandpaper.
Worn and strongly melted main and auxiliary contactors' contacts are to be replaced.
Check the condition of the fasteners. If necessary, tighten the fasteners. Make sure there are locking
parts.
Examine the arc chutes. Remove scale, metal flow from their walls. Replace walls that have cracks,
heavy wear, or replace the chutes. After installing the arc chutes at their place, make sure that the movable
contacts do not touch their walls.
Check the insulation of the coils. Damaged insulation is to be restored using the insulating tape and
painted with enamel. Check the mounting of the coils. The coil on the core of the magnetic circuit must be sta-
tionary;
– Perform maintenance of the ventilated brake unit.
WARNING: DURING OPERATION VENTILATED BRAKE UNIT HAS A VERY HIGH TEMPERATURE PRIOR TO
PERFORMING ANY MAINTENANCE OPERATIONS PROVIDE SUFFICIENT TIME FOR ITS COOLING.
1. Carry out inspection and cleaning of the unit.
Make sure that the fabric branch-pipe 4 (see figure 6.4) has no breaks and mechanical damages. Oper-
ation of the system with damaged branch-pipe is prohibited. There should not be any foreign objects in the air
duct channel. Pay special attention to the fastening of branch-pipe by clamps.
Pay attention to the presence of nicks in the contact points of bracket 7 (see figure 6.5) ("fork") side sur-
faces with the pipe using for input of fan wires (presence of nicks indicates low sufficiently of electromotor
latching preventing its turn).
Check for short circuited coils of the resistors sections, overheated or warped resistors 4 (see Figure
6.6), broken or cracked insulators 9, overheated terminals, lost fasteners.
Purification of porcelain insulators should be performed using soft pileless fabric. In the case of a signifi-
cant contamination of insulators perform their cleaning using with wire brush.

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Insulators sections should not be turned by hand. In the case turning squeeze springs up to the size of
20 mm. If insulators are still turned tighten the nuts, compressing the springs with torque of 10 – 12 Nm, and
then tighten nuts fastening side frames with torque of 10 – 15 Nm.
2 Check by external inspection the attachment of the unit components: fan set, resistors section, resis-
tors elements.
All components must be secured reliably and if necessary tighten the threaded joints.
Check tightening torques:
– bolts 10 (see figure 6.4) fastening the fan unit to the framework of the ventilated brake unit should be of
40 – 45 N.m.;
– nuts of screws 18 fastening the input branch-pipe to the resistors unit should be of 40 – 45 N.m;
– bolts 21 (see figure 6.5 or 6.5а) locking the electromotors in the housing should be of 15 – 22 N.m;
– bolt 5 fastening the bracket 7 of “fork” (see figure 6.5) should be of 20 – 30 N.m
3 Perform maintenance of the brake unit electromotor in accordance with recommendations given in the
electromotor manufacturer’s Operation Manual.
When performing the M-3:
– Perform cleaning operations in the cabinet with start-and-control equipment. Clean all the devices in-
side the cabinet from dirt and dust. Clean the cabinet using vacuum cleaner. If there no any vacuum cleaner, it
is admissible to use dry, lint-free cloth;
– Perform maintenance of the ventilated brake unit.
1. Check the insulation resistance relatively to the housing.
After the resistors repair or replacement it is necessary to check the insulation resistance relatively to
the housing. Insulation resistance is measured using megohmeter for voltage of 2500 V, and should be at least
0,5 MOm.
Prior to replacing the resistor section check its active resistance, which should be of 0.25 ohms.
2 Perform maintenance of the brake unit electromotor in accordance with recommendations given in the
electromotor manufacturer’s Operation Manual.
When performing the SM:
– Clean the semiconductor devices and check their attachment in the cabinet with start-and-control
equipment. Clean the surface of power diodes, thyristors, their coolers and insulation parts from dirt and dust.
Clean the cabinet compartment where the power rectifiers are located using vacuum cleaner.
Check fasteners, tighten if necessary.

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7 REAR AXLE

7.1 Rear axle with the Reduction Gear Manufactured by OJSC “BELAZ”
The rear axle comprises housing 3 (Figure 7.1) to which by bolts 5 two electric motor-wheels 4 are fas-
tened.
Rear axle housing through the rear suspension (central hinge, lateral rod and suspension cylinders) is
hingedly connected to the frame.
It is not allowed to have sags in the connecting hoses 1, which lead to creation of oil jams, overlapping
air flow. The tension of the connecting hose is provided by cutting at the point.
Each reduction gear is filled with transmission oil up to the level of the check plug 6.

Figure 7.1 – Rear axle:

1 – connecting hose; 2 – breather; 3 – rear axle housing; 4 – electric motor-wheel; 5 – bolt; 6 – check plug; 7, 8, 11 – clamps;
9 – tape; 10 – hose

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7.2 Electric motor-wheel with reduction gear manufactured by OJSC “BELAZ”

The electric motor-wheel includes the electric traction motor 2 (See Figure 7.2), motor-wheel reduction
gear 8, rear wheel hub 4, brake gears of service 3 and parking 1 brake system and sensor of speed limiting
which is actuated from electric motor shaft.
The torque to I-row sun pinion 9 of the reduction gear is transmitted from a flange of the traction electric
motor 14 through flange 13, connected with a flange of traction electric motor by bolts, and torsion shaft 12. On
spline ends of torsion shaft at the one side the flange 13 is mounted, and on the other side the I-row sun
pinion 9 is mounted.
From axial movements the torsion shaft is retained by thrust 17, and sun pinion – by locking rings 10
mounted on the both sides of the pinion in torsion shaft grooves.
The gap D between the torsion shaft thrust 23 and thrust 17 shaft should be within thresholds of
+1
1 mm, it should be ensured by means of washers 27 and adjusting rings 16 (adjusting procedure look in the
section “Maintenance”).

Figure 7.2 – Electric motor-wheel:

1 – parking brake gear; 2 – traction electric motor; 3 – service brake system; 4 – rear wheel hub; 5 – probe; 6 – plug of filling
hole; 7, 15, 22, 24; 29 – bolts; 8 – electric motor-wheel reduction gear; 9 – I-row sun pinion; 10 – locking ring; 11 – outer cover; 12 –
torsion shaft; 13 – flange of torsion shaft; 14 – flange of traction electric motor; 16 – adjusting rings; 17 – thrust; 18 – cover; 19, 21 –
sealing rings; 20 – plug; 23 – spherical thrust; 25 – cleat; 26 – hose; 27 – washers; 28 – latch; 30 – plates
D – gap

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Design of the thrust is shown in the figure 7.3. After the thrust is installed pour 0.2 l of the transmission
oil into the inner space through the hole for the plug 20
The description of brake gears is given in section “Brake systems”.

Figure 7.3 – Thrust:

1 – washer; 2 – nut; 3 – split-pin; 4 – thrust body;
5, 7 – bearings; 6 – pipe; 8 – cover; 9 – sealing ring;
10 – locking ring; 11 – thrust shaft
В – centre-punching points

7.3 Reduction gear of the electric motor wheel manufactured by OJSC “BELAZ”
The electric motor wheel reduction is a double-row differential speed reduction device gear with spur
gears is installed in the rear wheel hub.
The reduction gear consists of the body 1 (Figure 7.4) in which the second-row pinions 40 are mounted
on the axles 41. The rear wheel hub 8 is mounted on the casing, on the two taper roller bearings 7. The se-
cond-row crown gear 9 and driving cover 14 of the reduction gear with the first-row parts are fastened to the
hub 21.
The first-row sun gear is engaged with the three pinions 24 which are mounted on the spherical roller
bearings 25 in the first-row carrier 17. The pinions 24 are engaged with the crown gear 15 which transmits the
torque to the electric motor wheel hub 8 through the splines of the driving cover 14. The carrier 17 is installed
in the two ball bearings 19.
The second-row sun gear 17 is installed in the splined hole of the flange of the first-row carrier 23. It is
kept from the axial displacement by the two retaining plates 22. The second-row sun gear 23 is engaged with
the three second-row pinions 40, and the pinions – with the crown gear 9 which transmits the torque to the
wheel hub 8 through the spline coupling.
The second-row pinions 40 rotate on the two-row spherical roller bearings 38 fitted on the axles 41 in the
reduction gear casing 1. The axles are fixed in the casing by means of the retaining plates 37 fastened to the
casing by means of the bolts 36.
The sealing of the fixed connections of the reduction gear is ensured by the rubber seal rings. The
flange of the torsion shaft 13 (see Figure 7.2) is sealed with a cup 44 (see Figure 7.4). The wheel hub 8 is
sealed with the two large-sized cups 6.
The cavity between the cups 6 is filled during the operation with grease through the two lubricators 34
installed in the hollow bolts fastening the driving cover 14 of the reduction gear and connected with the cavity
between the cups by means of the hose. To release the old grease from the cavity between the cups when fill-
ing the cavity with fresh grease, it is necessary to screw out the plug installed in the third hollow bolt.
The distance ring 4 is fitted between the clamp 3 and the cups 6. To improve the durability of the under-
cup ring 2 when repairing the reduction gear, fit the distance ring 4 on the opposite side relatively to the cups;
in so doing, the position of the sealing edges of the cups will change relatively to the surface of the under-cup
ring 2.
The gears and bearings of the first and second row of the reduction gear id performed by dipping them
into oil and splashing of oil during the rotation of the radiator components.
To clean the oil from metallic and non-metallic particles, the two maintenance-free coarse mesh filters
46 and 51 are fastened to the reduction gear casing 1 by means of the bolts 52. The oil is passed through the
oil catchers 48 and 50, and connecting hoses 47 into the filter bowl 6 (Figure 7.5). The magnets 8 and filtering
element 2 clean the oil which is drained then into the reduction gear casing. The filter is to be cleaned when
repairing the reduction gear.

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Figure 7.4 – Electric motor wheel reduction gear:

1 – reduction gear casing; 2 – under-cup ring; 3 – clamp; 4 – distance ring; 5, 12, 21, 29, 32, 36, 42, 45, 52 – bolts; 6 – cup; 7, 19,
25, 38 – bearings; 8 – hub; 9 – second-row crown gear; 10 – thrust ring; 11 – adjusting bolt; 13 – drain tube; 14 – driving cover; 15 – first-
row crown gear; 16 – first-row carrier cover; 17 – first-row carrier; 18 – check plug; 20 – reduction gear cover; 22, 27, 37 – retaining
plates; 23 – second-row sun gear; 24 – first-row pinion; 26 – first-row pinion axle; 28, 31, 35, 54 – seal ring; 30, 39 – retaining ring;
33 – distance washer; 34 – lubricator; 40 – second-row pinion; 41 – second-row pinion axle; 43 – ring; 44 – cup; 46, 51 – filters;
47 – connecting hose; 48, 50 – oil catchers; 49 – cotter pin; 53 – probe; 55 – distance washer; 56 – thrust plate

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Figure 7.5 – Filter:

1 – ring; 2 – filtering element; 3 – washer; 4 – nut;
5 – cover; 6 – bowl; 7 – cotter pin; 8 – magnetic plug;
9 – gasket; 10 – bolt

Adjustment of the taper bearings of the electric motor wheel hubs.

The adjustment of the taper bearings of the electric motor wheel hubs without dismantling them from the
truck shall be performed with the electric motor wheels, first row of the reduction gear and second-row sun
gear dismantled from the truck.
To adjust the taper bearings of the electric motor wheel hub, proceed as follows:
– Remove the cotter pins and screw out the bolts 11 (see Figure 7.4) fastening the thrust ring 10;
– check the hub rotation torque through the second row. It shall be not more than 500 N.m (not more
than 135 N.m on the second-row auxiliary gear). Fix the value of this torque;
– Tighten the eight bolts 11 subsequently in pairs of the diametrally located ones by rotating the hub
through the second row with applying the torque of 20 N.m. Repeat the tightening of the bolts in the same se-
quence until the torque of 20 N.m is set on all the eight bolts. Repeat the tightening of the bolts in the same
sequence until the torque of 40 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing 4
(Figure 7.6). If the clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more
than three neighbouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, re-
peat the tightening of the bolts in the same sequence until the torque of 60 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, repeat the tightening
of the bolts in the same sequence until the torque of 80 N.m is set on the eight bolts.

Figure 7.6 – Checking the clearance

1 – reduction gear casing; 2 – bolt; 3 – thrust ring; 4 – bearing
А – place of insertion of the probe; В – clearance

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Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, repeat the tightening
of the bolts in the same sequence until the torque of 100 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. In case of impossibility of
meeting the above requirements, disassemble the unit and identify the defects of the parts;
– check the hub rotation torque through the second row. It can be increased in comparison with the ear-
lier measured torque (not more than 500 N.m) by not more than 400 N.m (on the second-row auxiliary gear in
comparison with the earlier measured torque (not more than 135 N.m) by not more than 108 N.m);
– Measure the clearance В at the four equispaced places opposite to the bolts 2 (Figure 7.6):
В1, В2, В3, В4 with the accuracy of +0,02 mm;
– Grind the distance rings (24 off) to be inserted between the thrust ring and the reduction gear casing to
the dimension С=(((В1+В2+В3+В4):4)+0,2) with the accuracy of +0,015 mm;
– Screw out the eight bolts 2;
– Screw in the bolts (24 off) with drawing one distance washer from the ground set onto each bolt so
that the distance washer would be arranged in the clearance В;
– Tighten the adjusting bolts in pairs of diametrally arranged ones with the torque of 400 – 440 N.m;
– Fix the bolts in pairs with wire cotter pins;
– When performing the adjustment, it is allowed to replace the inner ring of the bearing as necessary.
The adjustment of the taper bearings of the electric motor wheels on the reduction gear removed from
the truck shall be performed according to the Repair Manual.

7.4 Maintenance of the Rear axle Manufactured by OJSC “BELAZ”

The maintenance of the rear axle consists in periodical inspection of the condition, fastening and adding
the operational materials as well as checking the serviceability.
The recommended brands of oils to be used, periodicity of the check and change of the lubri-
cant, when draining and refilling are given in the chapters “Maintenance” and “Operational Materials”.
When performing the DM:
– Check the condition of the large-sized cups by visual inspection. No oil leakage over the cups is al-
lowed. If any leakage occurs, determine the cause of the fault and repair the unit.
When performing the M-1:
– Add 150 g of grease to the each of two lubricators 34 (Figure 7.4) of the cavity between the cups hav-
ing screwed out preliminarily the plug from the third hollow bolt;
– Check the oil level is the reduction gears of the electric motor wheels. To do this, set the wheels in
such a way that the filler hole plug 6 (see Figure 7.1) would be directed vertically downwards. The oil level
shall be to the bottom edge of the hole thread. Add oil as necessary;
– Take a sample of oil for analysis (for the procedure of analysis of oil in the electric motor wheel reduc-
tion gears see Appendix B);
– Clean the magnets on the probes 53 (Figure 7.4) installed in the drain tubes 13 from metallic dust ap-
pearing due to the wear. If coarse metallic particles (chips) are detected, check the gears, splined connections
and bearings.
When performing the M-2:
– Clean from dirt the drainage holes in the lower part of the rear axle housing tube;
– Remove the cap 11 (see Figure 7.2), pull out the torsion shaft complete with the sun gear and check
visually their condition;
– In case of noticeable wear of the torsion shaft thrusts, check and adjust, if necessary, the clearance
between the torsion shaft and the thrust;

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Perform adjustment of the gap in the following order:

– Measure the distance A (figure 7.7) between end of the bolt 2 of the electromotor 3 shaft and face of the
bearing 1 with accuracy up to (± 1) mm;
– By selecting adjusting washers 5 achieve the length of the torsion shaft 4 with size of L = A – 80:
– The torsion shaft 12 (figure 7.7) in assembly with the latch 28, washers 27, sun gear 9, locking rings 10
must be installed until bumping in the shaft of the electric motor;
– Secure the cover 11 to the reduction gear using bolts 7. Install the thrust 17 into the cover up to con-
tact to the spherical thrust 23 of the torsion shaft 12;
– Measure the gap between the faces cover 11 and the thrust 17;
– Take the set of adjusting rings 16 with the thickness of the gap plus (1 – 2) mm and install it between
the faces of the cover 11 and the thrust 17. The thickness of the adjusting rings set should not exceed 8 mm. If
there is no any gap between the cover faces and the thrust so don’t install rings;
– Secure the thrust to the cover with bolts 22. After the thrust is secured by bolts pour 0.2 l of reduction
gear oil into its cavity through the hole for plug.

Figure 7.7 – Adjustment of the torsion shaft length

1 – bearing; 2 – bolt; 3 – electromotor shaft; 4 – torsion shaft; 5 – washers; 6 – latch

When performing the M-3:

– Check the bolts 5 fastening the motor-wheels 4 (see Figure 7.1) to the rear-axle housing and re-
tighten them as necessary. For the tightening torques see Appendix B;
– Replace the filtering elements of the breathers 2 (see Figure 7.1) of the reduction gears.
– Perform the visual inspection for the presence of cracks at the place of: joints of the rear axle housing
with the reduction gear of the electric motor wheel; area of welding of the rear axle housing lever flange and
welding of the lower bracket of the extension rod.
Should there be any cracks on the casing of the electric motor-wheel reduction gear, replace the casing,
should there be any cracks on the rear axle housing, prepare the cracks for welding and weld them up.
When performing the SM:
– Check the bolts 15 (see Figure 7.2) fastening the traction motors to the reduction gears of the power
wheels and re-tighten them as necessary. For the tightening torques see Appendix B;
– Check the necessity of adjustment of the bearings of the electric motor-wheel hubs.

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ON REACHING 200 THOUSAND KILOMETRES OF THE DUMP TRUCK RUN, PERFORM THE SCHEDULED
REPLACEMENT OF THE BEARINGS OF THE FIRST-ROW PINIONS OF THE ELECTRIC MOTOR WHEEL REDUC-
TION GEAR.

Methods for determination of necessity of adjustment for motor-wheels hubs tapered bearings.
Required equipment is: holder ШМ-ll-Н-8 State Standard 10197 (application of the other analogical hold-
ers is admissible), plate 75132-3924380, appliance for axles hanging 203-029 (it is admitted to apply other de-
vices (jacks) able to lift the rear axle over required height), compensation device М530060-0000000, mobile
stand М530046-0000000.
Determination order of necessity of adjustment for motor-wheels hubs tapered bearings:
– place dump truck onto the plane horizontal surface;
– when using the appliance for hanging the axles 203-029 the place for the jack installation should be
lower than surface by 150 mm;
– place wheels chokes under the front tyres;
– check air pressure in the rear tyres and if necessary bring it to the prescribed value;
– attach the holder 3 (figure 7.8) to the rear axle housing 7 at the right side (along dump truck motion di-
rection). Fasten the plate 2 on the wheel rim rest ring;
– adjustment the holder 3 so that the micrometer head thrusts to the plate 2, size A should be within
thresholds of (95 + 2) mm;
– install the jack 4 under the specially welded plate 6 on the rear axle housing;
– lift the rear axle using jack;
– set the plate so that when wheel turning within thresholds in the gaps of pinions the micrometer pointer
shake should not exceed 0.05 mm (working face of the plate 2 should be in parallel with wheel rotation plane);
– set the micrometer pointer to “zero” position;
– move the mobile stand 3 (figure 7.9a) under the outer wheel 1 and lower the rear axle onto the stand;
the inner wheel 2 should not touch the ground surface;
– check the micrometer data;
– repeat the operation of lifting, lowering and micrometer checking at least three times to determine the
average value of the micrometer data;
– lift the rear axle using jack;

Figure 7.8 – Diagram of the equipment installation:

1 – rear inner wheel; 2 – plate 75132-3924380; 3 – holder ШМ-ll-Н-8 State Standard 10197; 4 – jack 203-029; 5 – compensation
device; 6 – plate on the rear axle housing for jacking the dump truck; 7 – rear ax housing;
А – size.

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– move the mobile stand 3 under the inner wheel 2 (figure 7.9b) and lower the rear axle onto the stand;
the outer wheel 1 should not touch the ground surface and the size В should be within thresholds of
(470 + 10) mm;
– check the micrometer data;
– repeat the operation of lifting, lowering and micrometer checking at least three times to determine the
average value of the micrometer data;
– determine the difference of the average micrometer data when setting the stand under the outer and in-
ner wheels. This value should not exceed 2.4 mm. If the value exceeds 2.4 mm perform adjustment of right mo-
tor-wheel hub bearings;
– determine the difference of the average micrometer data when setting the stand under the outer and in-
ner wheels for left motor-wheel hub bearings. This value should not exceed 2.4 mm. If the value exceeds
2.4 mm perform adjustment of left motor-wheel hub bearings.

Figure 7.9 – Determination of the micrometer data

a) the stand is set under the outer wheel; b) the stand is set under the inner wheel:
1 – rear outer wheel колесо; 2 – rear inner wheel колесо; 3 – mobile stand;

7.5 Rear axle of the GE Complete Electric Transmission (Modifications of the

BELAZ-7513 and BELAZ-7513А Trucks)
The rear wheel of the truck comprises the two electric motor wheels (traction motor assembled with the
reduction gear) manufactured by “General Electric” Company. The electric motor wheel 3 (Figure 7.10) are fas-
tened to the rear axle housing 9 by means of the bolts 4 with the torque of 1728 to 1936 N.m.
For the operation, maintenance and repair, see the documentation accompanying the GE electrical
transmission.
NO TOWING THE DUMP TRUCK WITHOUT LUBRICATING OIL IN THE REDUCTION GEARS OF THE ELEC-
TRIC MOTOR WHEELS IS ALLOWED; OTHERWISE THE GEAR TRANSMISSION WILL BE DAMAGED.

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Figure 7.10 – Rear axle:

1 – cock; 2, 5, 8 – connecting hoses; 3 – rear axle; 4 – bolt; 6 – breather; 7 – plug; 9 – rear axle housing

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8 RUNNING GEAR
8.1 Frame
The frame is of welded design and consists of two side members 4 and 6 (Figure 8.1) interconnected by
means of welded load crossbeams. The side members have variable-height box section over the frame length.
The first crossbeam 1 is made of a pipe and serves for fastening the bracket of the central lever of the
front axle.
The second crossbeam 2 is a closed loop consisting of the lower and upper crossbeams connecting the
side members of the frame. The upper crossbeam is of welded type, to which the front suspension brackets
are fastened. The lower crossbeam consists of inter welded cast parts. The transversal rod of the front sus-
pension is fastened to the lower crossbeam.
The third crossbeam 3 welded to the side members reinforces the middle portion of the frame. The cen-
tral lever of the rear axle is fastened to it. The brackets of the lower supports of the dumping mechanism cylin-
ders are welded to the end faces of the third crossbeam. The frame consists of the two cast supports intercon-
nected by means of the pipe.
The side members are interconnected in their rear portion by means of the crossbeam 5, to which the
bracket fastening the transversal rod of the rear axle, rear axle brackets and brackets of the rear support of the
platform are welded.
The frame is of great service life type during operation in very complex conditions. To provide long term
and reliable operation of the main frame elements it is necessary to observe operation requirements, never
overload the dump truck, during operation constantly check the frame condition. All the defects (cracks,
breaches, fractures) discovered when inspecting the frame and body are to be timely eliminated.
During the operation of the dump trucks, the welds in the most loaded places of the frame shall be regu-
larly inspected for cracks, namely:
– at the places of welding of the crossbeams to the side members;
– at the places of welding of the second crossbeam;
– at the places of welding of the brackets of the central joint and transversal rod.
To detect cracks, it is recommended to use the visual, dye-penetrant, magnetic-powder or ultrasound in-
spection. Checking the technical condition of the frame, detecting the defects and repair are described in the
Repair Manual.

Figure 8.1 – Frame:

1 – first crossbeam; 2 – second crossbeam; 3 – third crossbeam; 4, 6 – side members; 5 – rear crossbeam

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8.2 Suspension
The front suspension is of rigid-axle type. It consists of two hydropneumatic cylinders 2 (Figure 8.2),
ear 17 with joint, front axle lever and transversal rod 1.
The loads acting upon the front axle wheels are transmitted to the frame through the suspension cylin-
ders, transversal rod and ear with joint. The suspension cylinders sustain the vertical loads only, the rod sus-
tains the transversal loads only and the central joint – the vertical, transversal and longitudinal ones.

Figure 8.2 – Front suspension:

1 – rod; 2 – suspension cylinder; 3 – sealing ring; 4, 19 – covers; 5, 28 – lubricators; 6, 13, 14, 16, 18, 24, 31, 34 – bolts; 7 – rod
packing box; 8, 20 – joint-type bearings; 9 – retaining ring; 10, 22 – pins; 11 – bushing; 12, 15 – disks; 17 – ear with base; 21 – packing
box of the central joint; 23 – disk; 25 – upper bracket; 26 – self-locking nut; 27 – high-pressure hose; 29 – boot; 30 – lower bracket;
32 – sensor cover; 33 – pin wire; 35 – locking plate

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The suspension cylinders are fastened to the upper 25 and lower 30 brackets by means of self-locking
nuts 26; the said brackets are fastened to the frame brackets and steering knuckles by means of the bolts 24
and 31. The transversal rod 1 is pivotally connected with the frame crossbeam and front axle beam by means
of the tapered pins 10. The ear 17 is fastened to the front axle lever by means of the bolts 16 and pivotally
connected with the frame bracket by means of the pin 22.
The rear suspension is of rigid-axle type. It consists of the two hydropneumatic cylinders 2 and 3 (Fig-
ure 8.3), transversal rod of the suspension 4, lever of the rear axle and ear 8 with joint.
The loads acting upon the rear axle wheels are transmitted to the frame through the suspension cylin-
ders, transversal rod and central joint. The suspension cylinders sustain the vertical loads only, the rod sus-
tains the transversal loads only and the central joint – the vertical, transversal and longitudinal ones.

Figure 8.3 – Rear suspension:

1 – mud guard; 2, 3 – suspension cylinders; 4 – suspension rod; 5, 15 – nuts; 6, 12, 14, 21, 30 – bolts; 7, 20 – joint-type bearings;
8 – ear with base; 9 – cover; 10, 18 – pins; 11 – locking plate; 13 – lubricator; 16 – bushing; 17, 24 – packing boxes; 19 – retaining ring;
22 – plate; 23 – bushing; 25 – sealing ring; 26 – self-locking nut; 27 – disk; 28, 29 – boots; 31 – pin wire

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The cylinders of the suspension are fastened to the brackets on the frame and housing of the rear axle
by means of the self-locked nuts 26. Transversal rod 4 is fastened to the brackets on the frame and housing of
the rear axle by means of the joint-type bearings 20 fastened on the pins 18 through the distance bushings 23
and clamping plates 22 by means of the bolts 12 and 21.
The central joint ear 8 is mounted on the bushings 16 and fastened to the central lever by means of the
bolts 14 and nuts 15 and pivotally connected with the frame bracket through the spherical bearing 7 and pin 10
by means of the nut 5.
The suspension cylinder is a piston-type pneumatic spring in combination with the hydraulic shock ab-
sorber. The commercial gaseous nitrogen serves as a working element in the cylinder. The LUKOIL-AZh
shock-absorber fluid or its substitutes МГП-12 or ГРЖ-12 В shall be used as a working fluid in the suspension
cylinder.
The front and rear suspension cylinders are similar in design and differ in the size of the parts, configu-
ration of the slot on the shock absorber rod, quantity of oil to be poured and gas pressure. Movable joint rod –
tube of the main cylinder for the front suspension cylinder is sealed by single set of seals as one for the rear
suspension cylinder is sealed by double sets of seals.
The Ø150 ball joint supports with the Ø60 tail piece are used in the front cylinders with the Ø250 mm
rod, and the Ø180мм ball joint supports with the Ø80 mm tail piece – in the rear cylinders with the Ø280 mm
rod. The design of the front suspension cylinder is shown in Figure 8.4 and that of the rear suspension cylinder
– in Figure 8.5.
The front suspension cylinder consists of the main cylinder tube 19 (see Figure 8.4) and rod 18 with the
piston and shock absorber partition welded to the latter. The bottom cover 4 pressing the casing 12 to the rod
end is bolted to the lower portion of the rod and the top cover 37 is bolted to the upper portion of the main cyl-
inder tube. The joint ball support 25 fastened by means of the covers 26 by means of the bolts 2 are installed
in the upper and lower covers. The filler valve 22 and the valve of the sensor 39 of the loading and fuel moni-
toring system (LFMS) are screwed into the top cover 23;
The inserts 35 of metal-polymeric tape are inserted between the spherical surfaces of the covers and
ball joints. The adjusting shims 27 are inserted to adjust the clearance in the joints.
The shock-absorber partition is fitted with two bump valves and one rebound valve. In the rebound valve
body 30, the shock absorber rod 14 with the variable-section slots performing the function of the variable-
resistance throttle of the rebound valve. The shock absorber rod is intended also for pump 60 driving. There is
no pump in the rear suspension cylinder.
The cover 12 forms the cavity Р3, into which the working fluid is poured to the level of the check plug 8.
The working fluid is intended for refilling of the cavity Р1 and lubrication of the cover seal.
The leak-proofness of the movable joint of the main cylinder tube 19 and the cover 12 is ensured by the
tape 44 and protective ring 43. The protective boot 10 fastened between the ring 15 and the seal 16 serves for
protect the external surface of the cylinder against dust and dirt.
The leak-proofness of the fixed joints is ensured by using the rubber seal rings with round cross section.
The leak-proofness of the fixed joints of main cylinder 19 tube (figure 8.4) with upper 23, lower 4 covers,
the ring of cuff 54 for the front suspension cylinder, main cylinder 19 tube (figure 8.5) with upper cover 23 and rings
of cuffs 54 for the rear suspension cylinder is ensured by sealing and safety rings.
To prevent the leakage of the working fluid from the suspension cylinders, the movable joint between the
rod and the main cylinder tube is sealed with a Teflon cup 53, the working edges of which are pressed apart by
the rubber distance ring 52 (the front suspension cylinders are fitted with one cup and the rear suspension cyl-
inder – with two cups). The cup is fitted with interference which is adjusted by means of a set of the adjusting
shims 49 and maintained by the spring 48. The interference of the new cup during the assembling shall be
2,0 – 2,3 mm (the inner diameter to the cup edge shall be 247.7 – 248.0 mm for the front suspension cylinders
and 277,7 – 278,0 mm for the rear suspension cylinders). The sealing of the joint between the main cylinder
tube and the piston is ensured by the ring 17 on the piston of the rod 18.
The journal boxes made of polymeric materials are fitted on the piston of the rod 18 and rod guide 11.
The safety valve 13 serves for protecting the casing 12 against overloading in case of overpressure in its
cavity due to reduction of the volume when compressing the cylinder and due to possible leaks of the working
fluid through the cup and other connections. To bring the cylinder into the operational condition, it shall be filled
with nitrogen through the filling valve 22.
When performing the compression stroke (when the wheel overrides an obstacle), the piston moves in
the cylinder upwards and compresses the gas. The compression travel is elastically limited due to increase of
the pressure above the piston.

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Figure 8.4 – Hydropneumatic cylinder of the front suspension:

1 – pin; 2, 5, 21, 37 – bolts; 3, 13 – safety valve; 4 – bottom cover; 6, 7, 17, 20, 51; 59 – rings; 8 – plug; 9 – threaded bushing;
10 – protective boot; 11 – rod guide with journal box; 12 – casing; 14 – rod; 15 – ring; 16 – seal; 18 – rod; 19 – main cylinder tube;
22 – filler valve; 23 – top cover; 24 – sealing ring; 25 – ball joint support; 26, 40 – covers; 27, 49 – adjusting shims; 28 – flange; 29 – guid-
ing journal box of the piston; 30 – shock absorber rebound valve body; 31 – tab washer; 32 – dump valve plug; 33 – ball; 34 – compres-
sion valve seat; 35 – step-bearing insert; 36 – steering lock; 38 – sensor cover; 39 – sensor valve; 41 – filler valve body; 42, 46 – sealing
gaskets; 43 – protective ring; 44 – tape; 45 – valve body; 47 – thrust ring; 48 – spring; 50 – pressing ring; 52 – distance ring; 53 – rod cup;
54 – cup ring; 55, 56, 57 – safety rings; 58 – filter; 60 – pump; H – size; P1, P2, P3 – cavities

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Figure 8.5 – Hydropneumatic cylinder of the rear suspension:

1 – pin; 2, 5, 21, 37 – bolts; 3, 13 – safety valve; 4 – bottom cover; 6, 7, 17, 20, 24, 51 – rings; 8 – plug; 9 – threaded bushing;
10 – protective boot; 11 – rod guide with journal box; 12 – casing; 14 – rod; 15 – ring; 16 – seal; 18 – rod; 19 – main cylinder tube;
22 – filler valve; 23 – top cover; 25 – ball joint support; 26, 40 – covers; 27, 49 – adjusting shims; 28 – flange; 29 – guiding journal box of
the piston; 30 – shock absorber rebound valve body; 31 – tab washer; 32 – dump valve plug; 33 – ball; 34 – compression valve seat;
35 – step-bearing insert; 36 – steering lock; 38 – sensor cover; 39 – sensor valve; 41 – filler valve body; 42, 46 – sealing gaskets;
43 – protective ring; 44 – tape; 45 – valve body; 47 – thrust ring; 48 – spring; 50 – thrust ring; 52 – distance ring; 53 – rod cup; 54 – cup
ring; 55, 56 – safety rings;
Н – dimension, P1, P2, P3 – cavities

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When performing the rebound stroke (after overriding the obstacle) the rod moves downwards. For
dumping the oscillations arising during the dump truck motion, the suspension cylinder is provided with a hy-
draulic shock-absorber consisting of the two bump valves, rebound valve body 30 and shock absorber rod 14
with the longitudinal slots having variable cross section.
When performing the compression stroke, the working fluid flows from the cavity Р1 to the annular cavity
Р2 through the throttling holes of the compression valves and through the channels in the shock absorber par-
tition. Besides, the oil flows via channels formed by the rebound valve body 30 and longitudinal slots on the
shock absorber rod 14. The difference between the rods of the shock absorbers of the front and rear suspen-
sion cylinders consists in the configuration of the variable-section slots. To prevent the interchange of the rods
when repairing the cylinders, their lower and top ends are marked.
When performing the rebound stroke, the compression valves are closed and the fluid only flows from
the cavity Р2 into the cavity Р1 through the channels formed by the rebound valve body and longitudinal varia-
ble-section slots on the shock absorber rod the flow area of which varies as the cylinder is expanded that
creates the necessary resistance to flowing of the working fluid Р1 and prevents the complete expansion of the
cylinder.
When mounting the suspension cylinder on the truck or when repairing the cylinder, it is necessary to
pay attention to the marking made by impact on the two sides on the main cylinder tube near the top cover
opposite to the charge valves. The marking includes the conventional index of the cylinder (131–0 for the front
cylinders and 131–1 for the rear ones), or complete cylinder designation, its serial number separated from the
former by a dash or two-three empty spaces and the two last digits of the year of manufacture preceded by a
dash.
The plunger pump 60, installed in the counterbore of the bottom cover 4 and fastened by means of the
bolts 4, serves for maintaining the constant level of the working fluid in the cavity P1. The pump design is
shown in Figure 8.6.
The pump starts the operation in case of considerable oscillations of the dump truck and provided the
working fluid level in the cavity Р1 drops.
When the level of the working fluid in the cavity Р1 is normal, the shock absorber rod 14 (see Figure
8.4) being compressed does not touch the pump 60 plunger. The pressure of oil present in the cavity Р1 (see
Figure 8.4) acts upon the plunger 6 (see Figure 8.6) from above and below, but the latter stays permanently in
the top position, because the area of its annular end face from the side of the cavity II (see Figure 8.6) is more
and the force acting from below is respectively higher.
If the oil level has dropped in the cavity Р1 of the cylinder (see Fig-
ure 8.4) the shock absorber rod 14 moves the plunger of the pump 60
downwards in case of considerable oscillations of the dump truck. Here
the oil pressure in the cavity III under the plunger (see Figure 8.6) in-
creases, the check valve 15 opens and the oil from the cavity III under
the plunger flows via channel I into the cylinder cavity Р1 (see
Figure 8.4).
When the cylinder is expanded, the plunger moves upwards under
the action of the oil pressure in the annular cavity II (see Figure 8.6) of
the pump. An under pressure is created in the plunger cavity III (see fig-
ure 8.5) and the cavity is filled with oil from the cylinder cavity Р3 (see
Figure 8.4).
The pump marking is stamped on the end face of the captive nut
18 (see Figure 8.6) and correspond to the serial number and year of
manufacture of the pump.

Figure 8.6 – Pump:

1 – journal box; 2, 3, 4, 8, 9 – sealing rings; 5 – casing; 6 – plunger; 7 – barrel;
10 – sleeve; 11 – ball; 12 – seat; 13 – washer; 14, 17, 19 – protective washers; 15 – check
valve; 16 –pump washer; 18 – nut;
I, II, III – cavities

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8.3 Maintenance of the Suspension

The maintenance of the suspension consists in the regular inspection of its condition
and fastening, refilling it with operational materials and checking its serviceability. For the
list of lubricants to be applied, periodicity of the check and change of the lubricant, see
chapter “Maintenance”.
Every shift throughout the running-in period check and re-tighten as necessary the
mist critical threaded connections of the suspension listed in Appendix B (the huts of the
ball joint supports of fastening of the front suspension cylinders shall be checked and re-
tightened as necessary when assembling the truck prior to installing the cylinders) until the
tightening torques are stabilized.
When performing the maintenance, lubricate the joints of the front and rear suspen-
sion cylinders with the grease Lithol-24 through the lubricators until the grease appears
from the safety valves, and do the central joint sand rod joints until the grease appears from
under the packing boxes. When the central lubricating system is installed the parts and
units are being greased automatically during the system operation.

When performing the DM:

– Check the conditions of the rods, suspension cylinders and joints of the levers of
the front and rear axles by external inspection. The external symptom of a fault of the sus-
pension cylinders is change in their height relatively to the normal working condition.
In case of abnormal operation of the suspension cylinders (roll of the dump truck,
heavy oil leak) check their condition by determining the dimension Н (see Figure 8.4). This
dimension shall be determined by means of a special characteristic ruler (Figure 8.7)
marked with two scales, the charging and the working one.
The divisions on the scales designate the gas pressure in the cylinder (MPa) for the
specified dimension provided the cylinders are charged correctly. Besides, the ruler is
marked with the zones of allowable dispersion of the dimension on the working scale during
the operation of the cylinders.
The charging scale located on the right of the ruler is intended for monitoring the cyl-
inder being newly charged or when the gas pressure in the cylinder is equal to zero. The
working scale located on the left of the ruler serves for checking the filling of the suspen-
sion cylinders during the operation.
To check the dimension Н, place the empty dump truck on a flat horizontal ground.
The suspension cylinder is considered to be normally charged, if the end face of the cover
12 (see Figure 8.4) is opposite to the zone of allowable dispersion of the dimension of the
working scale of the ruler. When measuring the dimension Н, the ruler shall be inserted un-
der the protective boot 10 until it rests against the ring 15 so that the boot would not move
upwards.
Since the dimensions of all the suspension cylinders are interrelated, alteration of the
dimension of one (faulty) cylinder causes the alteration of the dimensions of the remaining
cylinders. As a rule, the faulty cylinder has the smallest dimension.

Figure 8.7 – Characteristic ruler:

1 – dimension for the completely compressed cylinder; 2 – working scale of pressures in the cylinder;
3 – rated dimension of the cylinder on the loaded dump truck; 4 – pressure corresponding to the rated dimension
of the cylinder of the dump truck in running order; 5 – zone of allowable deviation of the dimension of the cylinder
of the truck in the running order during the operation; 6 – charging scale of pressures in the cylinder;
7 – dimension of the completely released cylinder; 8 – dimension of the rear cylinder filled with oil

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In the faulty cylinder, it is necessary to measure additionally the gas pressure by means of the device
(Figure 8.8) and, if it is lower than the normal one (according to the working scale of the characteristic ruler) by
more than 0,3 MPa for the front cylinders and 0,2 MPa for the rear ones, perform the preventive recharging.
The sudden drop of the cylinder height is an evidence of occurrence of considerable leaks of the work-
ing fluid through the connections and recharging the cylinder on the dump truck with gas without elimination of
the fault would be inefficient. The faulty cylinder shall be removed from the dump truck, disassembled with ob-
serving the safety precautions and the fault shall be eliminated.

Figure 8.8 – Device for measuring the pressure in the cylinders:

1 – pressure gauge; 2, 9 –sealing gaskets; 3, 8 – adapters; 4 – hose; 5 – nut; 6 – needle; 7 – sealing ring

When performing the M-2:

– Check the condition of the welds of the brackets and suspension levers by external inspection. All the
parts shall be reliably fastened, no cracks on the parts and welds are allowed. Any detected cracks shall be
welded up;
– Check and re-tighten as necessary the bolts fastening the pins of the front suspension rod on the
frame and front axle. The tightening torques are given in Appendix B;

When performing the M-3:

– Check and retighten as necessary:
1) the bolts fastening the pin of the central joint of the front suspension, at this make sure there are no
gap from both sides of the bearing inner race;
2) the bolts fastening the upper and lower brackets of the front suspension cylinders;
3) the nut fastening the pin of the central joint of the front suspension, at this make sure there are no gap
from both sides of the bearing inner race.
The tightening torques are given in Appendix В.

Other kinds of the maintenance.

After every 60 – 65 thousands km of run check and re-tighten as necessary:
1) the bolts fastening the ears of the central joint of the front suspension to the lever;
2) the nuts fastening the ears of the central joint of the rear suspension to the lever;
3) the bolts fastening the pressure plates to the pins of the transverse rod of the rear suspension;
4) the nuts fastening the ball joints of the cylinders of the front and of the rear suspension.
5) the bolts fastening the covers of the bearings of the central joints of the suspension;
For the tightening torques, see Appendix B.

After every 100 – 120 thousands km of run check gaps in the joints of front and rear suspen-
sion rods. If necessary replace joint bearings.

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Methods of checking the radial play in the joints of front and rear suspension rods.
Set the wheels in a position corresponding to the movement of the truck in a straight line.
Check and, if necessary, tighten bolts 6 and 13 (figure 8.2) in the rod joints, bolts 12 and 21 (figure 8.3)
fastening plates 22 to the pin 18. Tightening torques are given in Appendix B.
Gaps in the joints are determined, when the engine is running, by rapid short turning the steering wheel
to the right and to the left and depressing the service brake pedal (when the service brake pedal is pressed,
the gaps in the joints appear more clearly).
To control the radial play in the rod joints, it is necessary to use the following measuring tools:
– magnetic tripod 4 (figure 8.9) for dial type indicators ШМ-IIН;
– indicator 3 of dial type ИЧ10 GOST (State Standard) 577 with a scale value of 0.01 mm;
– thrust plate 2 on the magnet base.
To control the radial play in the joints, a magnetic tripod and thrust plate on a magnetic base should be
installed along the rod axis.
When the radial play of 0.5 mm or more as a result of monitoring is discovered, it is necessary to re-
place the hinge bearings and check the condition of the mated with bearing surfaces of the pin and rod (see
Repair Manual).

Figure 8.9 – Measurement of the radial play in the joints of front and rear suspension rods –
а) front suspension, b) rear suspension:
1 – front suspension rod; 2 – thrust plate on a magnetic base; 3 – dial indicator; 4 – magnetic tripod; 5 – rear suspension rod

On reaching the truck's run of 175 – 200 thousand kilometres:

PERFORM SCHEDULED ADJUSTMENT OF THE GAP BETWEEN THE INSERTS AND THE SPHERICAL SUP-
PORTS OF SUSPENSION CYLINDERS TO EXCLUDE THE POSSIBILITY OF INSERT USE WITH HIGH GAP.

Adjusting the clearance between the inserts and the ball joint supports of the suspension cylin-
ders.
To adjust the clearance, hang out the upper and lower joint ball support of the suspension cylinders by
turns (with following the safety precautions).
The adjustment shall be performed by removing the adjusting shims.
After adjustment, no backlash in the articulated joint shall be presented and the ball joint support (in the
lubricated state) shall turn over in all directions with the torque of 150 – 200 N.m.
Tighten the nuts fastening the ball joint supports of the cylinders of the front and rear suspensions with
the torque specified in the appendix.
During the operation, it is necessary to watch over the lubricity of the joints that is shown by exit of the
grease through the safety valve in the top and bottom covers. Should there be no exit of the grease through
the valves, the cause of the fault shall be immediately found and eliminated.
The continuous lubrication ability of the inserts of the ball joint supports ensures the serviceabil-
ity within the run of 350 – 400 thousand kilometres. On reaching the above run, the inserts shall be re-
placed.
The above mentioned service life of the inserts can vary up or down depending on dump truck opera-
tion, quality of joints lubrication and quality of grease.

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– Check the oil level in the covers of the suspension cylinders.

For the front suspension cylinders refill them up to the reference plug 8 level (see figure 8.4).
If the oil level in the cover is above the inspection plug, it should not be drained, because the pump
would transfer it inside the cylinder during the operation. If the cylinder cover contains sufficient quantity of oil,
but the cylinder height decreases, remove the cylinder from the dump truck and eliminate the lack of leak-
proofness.
For the rear suspension cylinders unscrew the plug 8 (figure 8,5) and drain oil if its level is above the
plug; if the oil level is below the plug pour oil up to the reference plug.
For the brand of the oils to be used, see the chapter “Operational Materials”.
– Check the charge of the suspension cylinders with gas and recharge them, if necessary.
To refill the cylinders of the front suspension with oil on the truck, proceed as follows:
– Vent the gas completely from the cylinders through the filling valve using a special device. When it will
be done, the cylinders shall be compressed up to the stop. If foamed oil is discharged through the open valve
after compressing the cylinder, close the valve and let the oil settle unlit nitrogen is released completely;
– After complete release of gas, screw out the filling valve and pour fresh oil into the cylinder to the
threaded hole level through the hole for the valve.
– Screw in the filler valve and fill the cylinder with nitrogen according to the filling scale of the character-
istic ruler while checking the gas pressure in the cylinder by means of the pressure gauge. It shall correspond
to the the pressure on the characteristic ruler.
To refill the cylinders of the rear suspension with oil on the truck, proceed as follows:
– Place the stands provided with the truck onto the base of the stops (on the rear axle housing) and vent
gas from the suspension cylinders (see above). In so doing, the cylinders shall be compressed until the frame
side members rest against the stands placed.
On compressing the cylinders, check correctness of installation of the stop bases. To perform the check,
use the characteristic ruler. When the cylinders are compressed until the frame side members rest against the
stands, the cylinder casing end shall be at the level of the line 8 (see Figure 8.7) of the characteristic ruler with
the accuracy of up to 5 mm. In this case, the ruler shall be applied in the same way as when measuring the
dimension Н. The refilling of the rear cylinders with the forking fluid is similar to that of the front ones.
To charge the cylinder filled with the working fluid with gas, proceed as follows:
– Connect the reduction valve of the device to the nitrogen cylinder through the adapter 2 (Figure 8.10);
– Screw the adapter 17 of the facility onto the filling valve of the suspension cylinder;
– Open the valve on the nitrogen cylinder. The gas pressure in the cylinder shall be monitored by means
of a pressure gauge 3;
– Create the gas pressure in the suspension cylinder by turning in the adjusting screw 12 of the reducer
until the cylinder begins expand;
– Close the valve on the nitrogen cylinder and release the gas from the channel and hose of the device
through the fitting 8. The pointer pressure gauge 10 shall be pointed to zero;
– Screw in the needle 15 until the filling valve begins opening. The beginning of opening of the filler
valve shall be determined according to the moment of deviation of the pointer of the pressure gauge 10. Screw
in the needle carefully to prevent the valve spring against damage;
– Open the valve on the nitrogen cylinder and let the cylinder expand to such a dimension that the pres-
sure as read from the pressure gauge 10 would coincide with that indicated on the characteristic ruler using
the screw 12 (see Figure 8.7) or according to Table 8.1;
– Screw out the needle 15 (see Figure 8.10), close the valve on the cylinder and disconnect the device
from the filler valve;

Table 8.1 – Rated gas pressure in the suspension cylinders of the laden dump truck
(over working scale of the performance ruler)

Suspension cylinder Cylinder designation Gas pressure, MPa

Front 75131-2907020-14 3,68
75131-2917020-11
Rear 1,1
75131-2917021-11

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It is not recommended to perform the preventive refilling the cylinders with oil and recharging them with
nitrogen earlier that after 50 – 70 thousand kilometres of the dump truck run.

TO PREVENT THE GAS LEAKS THROUGH THE MOVABLE SEAL OF THE ROD, THE CHARGED SUSPEN-
SION CYLINDERS SHALL BE STORED AND TRANSPORTED IN THE VERTICAL POSITION; THE DEVIATION FROM
THE VERTICAL POSITION SHALL NOT EXCEED 30°.

Figure 8.10 – Facility for charging the suspension cylinders:

1, 9, 11, 18 –sealing gaskets; 2, 6, 17 – adapters; 3, 5 – pressure gauges; 4 – reducer; 7 – valve; 8 – fitting for releasing the gas;
10 – pressure gauge for monitoring the gas pressure in the suspension cylinder; 12 – adjusting screw of the reducer; 13 – hose; 14 – nut;
15 – needle; 16 – sealing ring

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8.4 Front Axle

The front axle is steerable, non-driving. It consists on the beam 7 (Figure 8.11), right- 5 and left-hand 12
steering knuckles connected with the beam by means of cylindrical pivots 17, which are fastened motionlessly
in the beam tips by means of the locking bolts 16. The steering knuckle turns on the pivot in the five bushings
18 mounted on the upper (two bushings) and lower (three bushings) ears of the steering knuckle. The bush-
ings are lubricated through the lubricators 19 and sealed in the top ear of the knuckle by means of the cups 23.
The front axle beam 7 is of welded type with box section and cast tips welded-in at its ends. The central
lever of the front suspension with the brackets of the steering cylinders is welded to the front part of the beam.
The thrust bearing 15 is installed between the lower ear of the steering knuckle and the beam tip end.
The clearance between the lower ear of the steering knuckle and the beam tip end shall not exceed 0,8 mm.
To perform the adjustment, use the compensators 24.

Figure 8.11 – Front axle:

1 – angle piece; 2, 3, 11 – high-pressure hoses; 4, 6, 8 – tubes; 5 – right-hand steering knuckle; 7 – front axle beam with lever;
9 – nipple; 10 – tee-fitting; 12 – left-hand steering knuckle; 13 – safety valve; 14 – distance bushing; 15 – thrust bearing; 16 – pivot stop-
per; 17 – pivot; 18 – pivot bushing; 19 – lubricator; 20 – bolt; 21 – cramp; 22 – insert; 23 – cup; 24 – compensators

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Figure 8.12 – Steering knuckle with the hub, brake and steering mechanism:
1, 24 – pins; 2, 7, 15, 32, 36, 44 – bolts; 3 – adjusting bushing; 4 – cover; 5 – speedometer drive; 6 – sealing gasket; 8 – hold-
down ring; 9, 38 – lubricators; 10, 16 – cups; 11 – wheel hub; 12 – wheel; 13, 14 – bearings; 17 – inner cover of the front hub; 18 – bundle
of the speedometer wires; 19 – cable input; 20 – plug; 21 – pivot bushing; 22 – steering linkage lever; 23 – nut; 25 – expanding bushing;
26 – steering knuckle; 27 – brake disk; 28 – volume limiter; 29 – brake housing; 30 – odometer; 31 – pin wire; 33 – tightening plate;
34 – washer; 35 – bushing; 37 – linings; 39 – tube; 40 – angle piece; 41 – ring; 42 – flange; 43 – speed sensor

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The pivot stoppers 16 are located from one side of the front axle beam for providing the possibility of re-
arrangement of the pivots from the left side of the axle to the right one and vice versa when replacing the pivot
bushings during the operation of the truck to improve the life of the pivots.
The steering linkage lever 22 is fastened to the lower ear of the steering knuckle by means of the pins
24 (Figure 8.12), tapered expanding bushings 25 and huts 23 (the tightening torque is 800 – 1000 N.m).
The front wheel hub 11 with the brake disk 27 fastened to it by means of the bolts 15 (the tightening
torque is 650 – 800 N.m) rotates on the journal of the steering knuckle 26 on the two tapered roller bearings 13
and 14. The bearings are sealed by means of the cups 10 and 16.
The brake housing 29 is fastened to the steering knuckle 26 by means of the bolts 36 (the tightening
torque is 2500 – 3000 N.m). The bolts are fitted into the bushings 35 and locked against turning out by means
of locking plates 33, which are locked by bolts 44.
Ensure the clearance of at least 1,5 mm between the end faces of the axles of the liners of the brake
housing 29 and the brake disk 27 by means of the adjusting washers 34.
The speedometer sensor drive 5 is mounted in the left-hand wheel of the front axle, the odometer 30
can be mounted in the right-hand one on the customer's order.
Speed sensor 43 is fastened to steering knuckle 26 (view F) at flange 42, ring 41 is fastened at hub 11
for dump trucks with “GE” traction drive.
When assembling the unit, the pins 1 and 24 are set on the Unigerm-9 sealant.
The lubricators 9 and 38 (two per bearing) are intended for lubricating the bearings of the wheel hubs
during the operation of the truck.
When assembling the unit, fill the space between the rollers of the bearings 13 and 14, cavities between
the bearings and the volume limiter 28, inner cavities of the hold-down ring 8 and cover 17 as well as the inner
cavity between the the dust cap and the working edge of the cup 16 with the Lithol-24 grease.
Fill the inner cavity between the dust cap and working edges of the cups 23 (see Figure 8.11) with the
Lithol-24 grease to 2/3 of the volume. After assembling, fill the pivot bushings 18 with the Lithol-24 grease
through the lubricators 19 (0,2 – 0,3 kg in each ear of the knuckle).
The front axle is connected with the frame by means of the central joint, transversal rod and suspension
cylinders.

8.5 Maintenance of the Front Axle

The maintenance of the front axle consists in periodical inspection of the condition, fastening and adding
the operational materials as well as adjusting the bearings of the wheel hubs. For the list of lubricants to be
applied, periodicity of the check and change of the lubricant, see chapter “Maintenance”.

When performing the M-1:

– Check the condition of the welds of the front axle beam tips. The places exposed to the heaviest load
(special inspection zones) according to Figure 8.13 are subject to especially thorough inspection.

Figure 8.13 – Inspection zone:

1 – hub; 2 – steering knuckle; 3 – tip; 4 – beam
A – special inspection zones

When performing the SM:

– Adjust the taper bearings of the wheel hubs.

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Adjustment of the taper bearings of the wheel hubs.

To adjust the tapered bearings of the wheel hubs during the operation, proceed as follows:
– Apply the parking brake and put the wheel chocks under the rear wheels;
– Hang out the front portion of the truck until the wheels are lifted clear of the ground and put the special
stands under the side members of the frame;
– Remove the outer cover 4 (see Figure 8.12) of the front wheel hub;
– Remove the cotter pins from the twelve bolts 32 and turn out the bolts by two-three revolutions;
– Turn out the adjusting bushings 3 by two-three turns;
– While turning the hub in both directions, tighten the six bolts 32 fitted in the holes without adjusting
bushings in the hold-down ring with applying the torque of 100 – 140 N.m;
– Turn out the same bolts by 22 – 28°;
– Tighten the adjusting bolts 3 with the torque of 100 – 140 N.m;
– Tighten all the twelve bolts 32 with the torque of 100 – 140 N.m;
– Fix all the bolts with cotter pins in pairs;
– Refit the outer cover 4 of the front wheel hub and fasten it by means of the bolts 2;
– Lower the truck from the stands and remove the chocks from the rear wheels.
Other types of the technical maintenance
When the truck reaches run of 300 – 310 thousands km., carrying out the next scheduled replacement
of the pivot bushings perform change of pivots from the left axle side to the right one and vise versa aiming to
improve the pivots service life.

8.6 Wheels and Tyres

The truck is equipped with six spoke wheels. The wheels of the front axle are single ones while those of
the driving axle are doubled ones. The wheels are fastened to the hubs by means of the clamps and pins with
nuts.
The wheel consists of the rim 9 (Figure 8.14), two bead rings 7, tyre bead seats 10 and lock ring 5. The
distance ring 10 (Figure 8.15) is inserted between the rims of the double rear wheels.
The rim has the tapered internal surface for centring and fastening the wheel on the hub. The lock ring is
of split type. The rim and removable tyre bead seat have taper shelves, onto which the beads of the tyre 8 are
mounted with interference (see Figure 8.14).
The tyres are tubeless. The sealing between the rim and the removable tyre bed seat is provided by
means of the rubber sealing ring 6.
The BS-type valve is screwed into the threaded (K 1/2") hole of the rim. To inflate the tyres and check
the pressure in them, the extension tubes of the front 11 (see Figure 8.14) and rear inner 1 (see Figure 8.15)
wheels are led outside.
The front wheel is fitted with the УГ17–330
flexible extension tube of the valve and the inner
rear wheel with the УГ 17–1060 flexible extension
tube. The adaptors of the valve and extension tube
have an increased flow area, therefore it would be
necessary to screw the adaptor included in the
scope of delivery of the dump truck onto the valve
or extension tube for measuring the tyre inflation
pressure by means of a standard pressure gauge.

Figure 8.14 – Mounting the front wheel:

1 – valve; 2 – wheel fastening clamp; 3 – pin; 4 – nut for
fastening the wheel; 5 – lock ring of the wheel rim; 6 – sealing
ring; 7 – bead ring; 8 – tyre; 9 – rim; 10 – tyre bead seat;
11 – extension tube

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Figure 8.15 – Mounting the rear wheels:

1 – extension tube; 2 – tyre; 3 – bead ring; 4 – rim; 5 – nut for fastening the wheel; 6 – pin; 7 – rear wheel clamp; 8 – tyre bead seat;
9 – lock ring; 10 – distance ring; 11 – sealing ring; 12 – nut; 13, 15 – valves; 14 – plate fastening the extension tube

Tire operating modes.

Main factors, adherence to which determines cost efficiency of tire use, are:
– tire load (Q);
– maximum allowable travel speed of dump truck;
– cruising travel speed of dump truck (Uс.э.);
– tire pressure (Р);
– maintenance of dump truck and tires;
– condition of roads, mine faces and dumps.
Nonobservance of recommendations on one of the factors inevitably leads to rapid wear and premature
failure of tires that causes substantial increase of transportation cost.
Operating efficiency ТКВЧ (tonne-kilometers/hour) is used as a key specification of tire operating capac-
ity and calculated by formula:

ТКВЧ= Qcр • Uc.э,

Where:
Qcр – average tire load, t;
Uс.э – average cruising speed, kmh.

Qср = 0,5 (Qпор + Qгр),

Where:
Qпор – empty dump truck tire load, t;
Qгр – loaded dump truck tire load, t.

Uс.э = 2L • n / t,
Where:
L – transportation leg (transportation distance), km;
n – number of the dump truck rides per shift;
t – total working hours of the dump truck, ч.
Rated value of operating efficiency ТКВЧ for off-road equipment tires is defined for temperature
o
tс = 38 С.

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Value of operating efficiency ТКВЧ for ambient air temperature should be corrected by formula:
t
ТКВЧн = ТКВЧ • F(tc),
Where:
t
ТКВЧн – corrected by temperature ТКВЧ;
F(tc) – ambient temperature (tc) - dependent coefficient.
0 0
If tc < 38 С, then F(tc) = 74 / (74 – T), where Т = (38 С – tc) • К
0 0
If tc > 38 С, then F(tc) = 52 / (52 + T), where Т = (tc – 38 С) • К, where

Coefficient К:
0.5 – for tires with sectional width not more than 27 inches;
0.4 – for tires with sectional width more than 27 inches.
0 0
If tc < 15 С it’s assumed that operating efficiency ТКВЧ is equal to value calculated for tc = 15 С.

If maximum travel speed of the dump truck exceeds 48 kmh, then operating efficiency ТКВЧ should be
corrected by formula:
v
ТКВЧн = ТКВЧ • 48 / Vmax,
Where:
Vmax – maximum travel speed.

Average value of actual operating efficiency ТКВЧ calculated for several cases must not exceed rated
value of operating efficiency ТКВЧ for the tire, specified in Annex В “Operating manual for radial and cross-ply
quarry and industrial tires”.
Excess of actual operating efficiency ТКВЧ over rated value of operating efficiency ТКВЧ leads to
premature failure of tire because of its overheat.
It’s recommended to periodically monitor actual operating efficiency ТКВЧ and prevent its excess over
rated value by adjustment of tire load or average cruising speed. Excess of maximum allowable tire load by 20
% leads to reduction of the tire life by 30 %.

8.7 Maintenance of the Wheel and Tyres

The maintenance and care of the wheels and tyres consists in checking and re-tightening the fasteners,
checking the internal pressure in the tyres and bringing it to the normal value as well as in checking the tech-
nical condition of the tyres and rims by external inspection.
In addition to the guidelines stated herein, the requirements stated in the operating documentation of the
tyre manufacturers shall be met.
When performing the DM:
– Every day, prior to departure, it is necessary to check the condition and fastening of the wheels by ex-
ternal inspection. The wheels shall be fastened reliably. Classification of major defects and conclusion of tire
technical state (cuts, cracks, peeling and other defects) are given in “Operating manual for radial and cross-ply
quarry and industrial tires”.
It’s necessary to inspect wheel tires and rims every day. Foreign objects, which are stuck in tire tread,
side walls and between dual tires, must be removed.
Damaged tires, rims, as well as tires with limiting wear of tread pattern must be removed from the truck
and directed to repair shop.
If severe or spotty wear of tire tread is revealed, it’s necessary to determine causes of the wear and im-
mediately take measures for their removal regardless of maintenance period.
– When replacing the wheels, re-tighten the nuts after the first trip with the torque specified in Appendix
B. Then re-tighten the nuts after two-three trips until the tightening torque of all the nuts is stabilized;
– Check the air pressure in the tyres; if necessary, bring it to the normal value.
To do this, use the readings of the electronic instrumentation panel in the driver's cab, on which the in-
formation on the pressure in the truck tyres coming from the sensors fitted on the wheels is displayed.

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In case of non-compliance of the pressure in the tyres with the allowable working range, the pressure
readings are highlighted on the panel in red colour and the audible warning signal is heard. In case of lack of
information on the pressure in any wheel, it is necessary to use a pressure gauge.
The inner pressure in the tyre at the latter's temperature equal to that of the environment shall be
(0,61 + 0,025) MPa for the diagonal tyres 33.00-51; (0,6 + 0,025) MPa for the diagonal tyres 36/90-51;
(0,725 + 0,025) MPa for the Bridgestone radial tyres and (0,7 + 0,025) MPa for the Belshina radial tyres. In
case of fitting of the radial tyres from other manufacturers, the pressure shall be specified by the tyre manufac-
turer.
The internal pressure in the tyre may be specified by the manufacturer of the tyre.
Tire pressure can increase (by ~20% for cross-ply tires and by ~15% for radial tires) during operation
due to tire heating that is permitted by tire design.
The air pressure should be checked on the unloaded dump truck. The pressure in the heated tyre shall
not exceed the normal value for the cold condition by more than 0,11 MPa. Should the pressure in the heated
tyre exceed the allowable value, it would be necessary to ascertain and eliminate the cause of the overpres-
sure (overloading, overspeed, operation on a long transportation distance).
Should no causes of the overpressure be ascertained, the tyre shall be cooled down to the ambient
temperature outdoors or in the garage and the pressure in it shall be checked for compliance with the norm.
Never allow the operation modes of the dump trucks, in which the pressure in the heated tyres would
exceed the allowed one.
IT IS STRICTLY PROHIBITED TO CORRECT THE PRESSURE IN A HEATED TYRE.
When determining the pressure in a cold tyre, it is necessary to take into account the correction accord-
ing to Table 8.2 depending on the difference between the outdoor and indoor temperature. Should the outdoor
temperature exceed the indoor one, the correction shall be subtracted from the normal pressure value; other-
wise it shall be added thereto.

Table 8.2 – Corrections to the rated air pressure in the tyre depending on the difference between the outdoor
temperature and the temperature within the garage

Temperature difference, °С 10 20 30 40 50 60
Correction to the rated air pressure in the tyre, MPa 0.02 0.03 0.05 0.07 0.08 0.1

Tire can become dangerously explosive due to carcass destruction as a result of operation at
high deflection, reduced pressure, excessive load and speed.
Keeping in mind experience of dump trucks operation, in order to eliminate risk of tires internal inflam-
mation, to increase operation reliability of the system of tires pressure control it is recommended to apply tech-
nical gaseous nitrogen for tires inflation.
It is prohibited to operate the dump trucks, the tyres of which have:
– wear of the tread pattern to the extent where the residual height is equal to 0 mm as determined by
means of the wear indicator;
– delamination of the tread and blistering of the coating rubber irrespectively of the size;
– ply break and separation;
– cracks in the protector reaching the cord;
– cuts and ruptures with damage of plies of the carcass cord for a diagonal tyre;
– cuts and ruptures with damaging of the basic (bearing) breaker threads or tyre carcass ply;
– faulty valves and slides as well as valves without caps or with plugs;
– air pressure not complying with the established norms. When fitting the tyres on the dump truck, make
sure that the difference in the outer diameters of the doubled tyres would not exceed 24 mm for the cross-
biased tyres and 19 mm for the radial ones.
It is recommended to perform the scheduled re-arrangement of the front tyres to the rear axle after 1/3
of its service life. The front axle shall be fitted with new tyres. The tyre re-arrangement shall be also performed
in case of their damage, intense uneven wear of the tyre tread pattern or in case of necessity of correct selec-
tion of the doubled tyres.
ATTENTION! PRESSURE DIFFERENCE IN DUAL CROSS-PLY TIRES MORE THAN 3% AND IN DUAL RADIAL
TIRES MORE THAN 1% IS NOT ALLOWED.

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ATTENTION! WHEN RUNNING DUAL TIRES AT THE REAR AXLE EMERGENCY MODE OF PRESSURE
LOST IN ONE OF TIRE ON LOADED TRUCK CAN OCCUR. SO TIRE IS UNDER LOAD WHICH TWOFOLD EXCEEDS
ADMISSIBLE ONE; THIS CAN LEAD TO EXFOLIATION AND BREAKAGE OF FRAMEWORK. TO DETERMINE THE
TIRE SERVICEABILITY FOR FURTHER OPERATION IT IS NECESSARY TO DISMANTLE THE WHEEL AND REVIEW
THE TIRE INNER SURFACE.

IT’S PROHIBITED:
– to mount tires with repaired local damages or repaired by applying of new tread to front axle
for safety purposes;
– to mount tires of different models to front axle;
– to mount dual cross-ply and radial tires.
When operating the dump trucks, maintain the condition of the roads in the quarries and approaches to
the excavators and dumps, under which the tyres would not be damaged.
At the parking places, there shall be no oil products and/or other substances destructing rubber.
Do not allow the dump truck with the full load to be motionless for more than two days. In case of
preservation, the loader shall be put onto the props ensuring the complete unloading of the tyres.
The tyre design is shown in Figure 8.16.

Figure 8.16 – Tyre design:

a – radial tyre; b – diagonal tyre
1 – tread; 2 – breaker: 3 – inner ply; 4 – carcass; 5 – bead wire; 6 – chafer

When performing the M-1:

– Check and re-tighten as necessary the nuts fastening the front and rear wheels. The tightening
torques are given in Appendix В.

8.8 Mounting and Dismantling the Wheels and Tyres

To dismantle the wheels, lift the appropriate part of the dump truck and place it onto the prop. To avoid
accidents, deflate the tyre prior to turning out the nuts fastening the wheels.
Prior to unfastening the rear twin wheels, deflate obligatorily both tyres. This requirement shall be met
strictly when performing any works related to the necessity of unfastening or removing the wheels. During the
operation of the wheel, some cracks can appear in the locking part of the rim.
If the tyre contains air, a sudden burst of the rim can occur that in turn can lead to accidents.
IT IS PROHIBITED TO PROCEED TO UNFASTENING THE WHEEL WITHOUT MAKING SURE THAT THE TYRE
IS COMPLETELY DEFLATED – IT IS DANGEROUS!
To remove the front wheel, turn out the nuts and remove the clamps. When turning out the nuts, the
wheel shall be supported by means of a hoist fixture.

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To remove the rear wheels, turn out partially the nuts and shift the clamps. Make sure that the clamps
can move freely, turn out the nuts completely and remove the clamps while supporting the wheel by means of
hoist facility. When mounting and dismantling the wheels, protect the valves and extenders against damage.
When fastening the rear wheels, it is necessary to fit four clamps having an additional М24х2 threaded
hole on each side to facilitate the removal of the clamps when dismantling the rear wheels. To facilitate the
removal of the clamps when dismantling the rear wheels, use the 340758 (М24х2) bolt included specially in the
spare parts, tools and accessories kit.
DISMANTLING OF TIRES, MOUNTING OF TIRES TO RIM AND MOUNTING OF WHEELS TO THE DUMP
0
TRUCK AT AMBIENT TEMPERATURE BELOW 40 С IS PROHIBITED.
The tyres shall be only mounted and dismantled on the tyre-mounting bench ensuring the smooth and
even application of the load to the wheel parts and with following the directions on the stand.
KNOCKING RIMS OUT OF TIRES BY SLEDGEHAMMER IS PROHIBITED TO AVOID DEFORMATION OF
WHEEL PARTS, NICKS AND CRACKS.
Prior to mounting, check the completeness of the tyre and wheel parts and assemble the wheel with the
tyre of the specified size only.
The tyres shall be only mounted on the wheels with not damaged painting from both the outer and inner
side. Using the corroded wheels could cause their breakdown during the motion that in turn could cause acci-
dents. Besides, using the non-painted wheel parts would complicate not only mounting, but also subsequent
dismantling of the tyre, because the tyre beads stick to non-painted surfaces stronger than to painted ones.
Prior to mounting, check the tyre condition by external inspection. The internal cavity of the tyre shall be
clean and dry. The tyre beads shall have no flash residues. The presence of moisture, dirt and rubber flash
could become the cause of impeded or impossible deflation of the tyre due to clogging the valve bore.
Check carefully the condition of the rim elements while paying special attention to the absence of cracks
over the grooves for the lock and sealing rings, over the fillets of the shoulders of the base ring and bead seat
and over the welded connection between the locking part of the rim and bead seat to the rim shell. To detect
cracks, it is recommended to use the visual, dye-penetrant, magnetic-particle or ultrasound inspection. When
performing the visual inspection, a magnifier may be used.
Never allow the operation of the rims and other parts of the wheels if they have such defects as cracks,
rust and paint sags at the places contacting with the tyre and other wheel parts as well as those with distorted
geometry (excessive ovality of the bead ring and rim, twisting of the lock ring, dents, burrs, etc.).
Never use the rims with damaged lock groove and/or lock rings with the above defects; otherwise the
tyre could get stripped spontaneously when being inflated.
The dirty areas of the wheel, especially mounting shelves and areas at the valve hole shall be cleaned
from dirt and rust by means of a metallic brush, degreased and touched up.
In case of destruction of more than 25% of the total painting of the wheel parts, perform the completely
painting using primers and enamels intended for metal.
The tyre shall be inflated on the tyre-mounting bench with the fixed pressure device on the hydraulic cyl-
inder rod ensuring the safety of the works. To inflate the tyre, proceed as follows:
– Inflate the tyre preliminarily to the pressure of 0,035 MPa, no more, and check the correctness of as-
sembling of the tyre with the rim;
– Inflate the tyre to therecommended pressure to ensure the tight conformity of the tyre bead to the rim
seat and hold for 10 – 15 minutes. Check impermeability having poured soapy solution into the groove of the
safety shoulder. The air-tightness of the connections between the valve and the rim and between the slide and
slide chamber shall be checked using soapy solution.
– Reduce the air pressure in the tyre 0,08 – 0,1 MPa, unfasten and remove the wheel from the bench.
The air-tightness of another bead shall be checked similarly, but the wheel shall be put with the lock ring
faced downwards. The air-tightness of the wheel assembled with the tyre shall be assessed by the pressure
reduction for 24 hours as measured by means of a pressure gauge. No pressure reduction is allowed.
THE AIR PRESSURE IN THE TYRE SHALL BE ONLY BROUGHT TO THE NORMAL VALUE AFTER FAS-
TENING THE WHEEL ON THE HUB. THERE SHALL BE NOBODY NEAR THE TYRE BEING INFLATED.
When mounting the tyre onto the rim, be especially careful to protect the tyre beads, sealing rings and
rim elements ensuring the air-tightness of the joints. Never reuse the sealing ring. Never use the hole for the
valve for slinging the rim. To protect the slides from dirtying and damage, the adapters of the valves and ex-
tenders shall be fitted with caps.

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The tyres shall be transported and stored in the upright position. The mounted tyres shall be stored with
the air pressure in them of 0,08 – 0,10 MPa.
When transporting the tyre, its beads shall be protected against damages. For slinging the tyre, use soft
belt sling with the width of at least 140 mm. The tyres shall not be lifted by hooking them directly by beads or
cord binding the protective facilities of the beads, or using the rope or chain slings.
To mount the wheel onto the front hub, proceed as follows:
– Turn the hub with the slot faced downwards and mount the wheel onto the hub having aligned the rim
stopper with the hub slot;
– Fit the upper and lower clamps and then the left and right ones and tighten the nuts;
– Fit the other clamps and tighten the nuts. Tighten the nuts in diametrally opposite pairs to ensure the
wheel wobble over the side wall of the tyre casing to be not more than 10 mm;
– Tighten the nuts 3 with the torque of 1150 – 1300 N.m. After tightening the nuts, Inflate the tyre to the
required pressure.
To mount the rear wheels, proceed as follows:
– Prior to mounting the inner wheel, check the air-tightness of the joint between the valve and the exten-
sion tube using soapy emulsion. Press the slide stem to make sure that air escapes from it. If no air escapes,
determine the cause of it and eliminate the fault or replace the extension tube;
– Mount the inner wheel with the valve extension tube onto the hub with the slot oriented downwards,
distance ring and outer wheel.
Fit the clamps and tighten the nuts fastening the wheels with applying the torque 800 – 900 N.m gradu-
ally in three-four operations while following the crosswise pattern (diametrally oppositely in turn). it is neces-
sary to fit four clamps having an additional М24х2 threaded hole on each side to facilitate the removal of the
clamps when dismantling the rear wheels.
For dump trucks BELAZ–7513 (-01, -06) and BELAZ–7513A (-01, -02) with the full complete electric
transmission GE the nuts fastening rear wheels are to be tightened with torque of 1300 – 1400 Н.м.
– Inflate the tyres to the required pressure. The wheel wobble over the side wall of the tyre casing to be
not more than 10 mm. The nuts fastening the wheels of the front and rear axle shall be performed after the first
run and then after two-three runs until the tightening torque of all the wheels gets stabilized.
For more detail about dismantling, disassembling, reassembling and mounting of the wheels, see the
Repair Manual.

8.9 System for Monitoring the Air Pressure in the Tyres

The system are intended for monitoring automatically the pressure in the tyres, giving the driver the visi-
ble and audible warning signals and registering the date and time of occurrence and elimination of the fault.
Technical performances of the system, description, the order of serviceability checking , settings of the
base module, maintenance and repair look in the operating manual for the system provided within the com-
plete set of operational documentation.
Installation of pressure sensors housings of front and rear wheels with units and parts of the system is
described in the “Assembling, Commissioning and Adjustment Manual”.

Dump trucks can be equipped with the pressure monitoring system (СП3.001.001-05.20), peculiarity of
which is installation of the pressure monitoring system transmitting module on the rim base inside the tire by
means of magnet fastener.
When the tire operation term is over (when dismantling it) it is necessary to remove the transmitting
module. As service life of the transmitting module is higher than the tire service life, it should be reinstalled into
the wheel along with new tire. Manufacturer recommends to install the transmitting module (sensor) on the rim
base in the area of the hole for the valve.
ATTENTION! WHEN INSTALLING AND REMOVING THE TRANSMITTING MODULE FROM THE SURFACE OF
THE RIM BASE IT IS NECCERY TO PROVIDE RELIABLE FIXATION OF THE TIRE RELATIVELY TO THE RIM USING
ADDITIONAL SUPPORTS.
Installation of the wheels transmitting modules is shown in the figure 8.17.
To actuate the transmitting module the screw should be completely screwed into the body.
Information about the system is given in the set of the system operational documentation.

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Figure 8.17 – Installation of the wheels transmitting modules

а) during assembling; b) after assembling:
1 – tire; 2 – transmitting module PMT; 3 – wheel valve; 4 – wheel rim; 5 – support

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9 STEERING CONTROL
The steering control of the dump truck is of hydrostatic power type with internal hydraulic feedback. It
comprises the metering pump А1 (Figure 9.1) connected with the steering column shaft via cardan shaft, flow
booster А2, manifold А5, variable-capacity axial-piston pump Н, pneumatic hydroaccumulator АК3, two hy-
draulic steering cylinders Ц11 and Ц12, filters Ф1, Ф2, oil tank and oil pipelines.

9.1 Principle of Operation of the Hydraulic Drive

After starting the engine, the working fluid flow is fed from the adjustable axial-piston pump Н through
the filter Ф1 and check valve КО7 into the manifold А5 and further for charging the hydropneumatic accumula-
tors of the steering control and brake systems. The hydropneumatic accumulators are intended for accumulat-
ing the pressurized working fluid, feeding the same into the hydraulic systems as well as in an emergency situ-
ation in case of cessation of feeding the working fluid from the pump for whatsoever reason.
The hydraulic system comprises the single pneumatic hydroaccumulator AK3. The presence of pneu-
matic hydroaccumulator in the hydraulic system makes it possible to make two full turns of the steerable
wheels from one outermost to another on the moving truck for driving the same to a safe place and stopping it
in case of sudden stopping of the engine or failure of the pump.
From the manifold, the working fluid is fed into the hydraulic drive of the brake systems, к flow booster
А2 and to the automatic pump-unloading device. The automatic unloading device of the pump maintains the
working fluid pressure in the hydraulic system of the steering control and brake system within the range of
13,5 –17 MPa by means of control of the line “LS” of the governor of the variable-capacity pump.
The working fluid is fed to the hydraulic distributor Р1 of the metering pump through the flow booster
which is controlled by the same hydraulic distributor.
When the steering wheel is in the neutral position (no turning) and the engine is running, the working flu-
id is passed from the hydropneumatic accumulators through the manifold А5 via the hydraulic line HP to the
priority valve Р5 of the flow booster A2 and further via hydraulic lines to the hydraulic distributor Р3 of the flow
booster and to the closed hydraulic distributor Р1 of the metering pump А1.
When turning the steering wheel to the left, the slide of the hydraulic distributor P1 of the metering pump
rotates and allows the oil to pass through the hydraulic distributor P1 and to turn the rotor. From the other side
of the rotor, oil is passed through the holes in the hydraulic distributor of the control unit of the metering pump
and is fed to the hydraulic line L and further to the direction-selecting hydraulic distributor P2 of the flow boost-
er. As the pressure in the hydraulic line L builds up, oil is also passed to the chamber of the spring of the slide
of the hydraulic distributor P2. The oil pressure forces the slide of the hydraulic distributor P2 to move to the
right (as seen in the diagram). This movement allows the oil to pass through the channels in the slide of the
hydraulic distributor P2 to the hydraulic distributor P3 and through the throttling hole to the end face of its slide.
The oil pressure forces the slide of the hydraulic distributor P3 to move to the left (as seen in the dia-
gram) and open the hole in the sleeve just to such extent to pass the oil fed from the control unit of the meter-
ing pump through the hydraulic distributor P2.
At the same time, due to displacement of the slide of the hydraulic distributor Р3, the holes in the zone
of installation of the spring of this hydraulic distributor are opened and oil from the priority valve Р5 is fed into
the chamber of the slide of the hydraulic distributor Р3. Under the pressure of the oil being fed from the cham-
ber of the slide of the hydraulic distributor Р3, the slide of the hydraulic distributor Р4 shifts relatively to its
spring that makes it possible to feed an additional quantity of oil into the chamber of the slide of the hydraulic
distributor Р4 through the additional row of holes in the slide of the hydraulic distributor Р4. The total quantity
of oil is passed through the hydraulic distributor Р3 of the flow booster via working hydraulic lines to the piston
chamber of the right-hydraulic steering cylinder Ц11 and rod chamber of the left-hydraulic steering cylinder
Ц12. The steerable wheels turn to the left. From the opposite chambers of the hydraulic cylinders, oil is dis-
placed back to the flow booster and drained to the hydraulic tank through the hydraulic distributor Р2 via hy-
draulic line НТ.
When turning the steering wheel to the right, oil is passed through the hydraulic distributor Р1 of the me-
tering pump and fed to the hydraulic line R and further to the hydraulic distributor Р2 of the flow booster. The
oil pressure forces the slide of the hydraulic distributor P2 to move to the left (as seen in the diagram).
Oil is passed through the flow booster in the same way as when turning to the left.
The total quantity of oil is passed through the hydraulic distributor Р3 of the flow booster via working hy-
draulic lines to the piston chamber of the left hydraulic steering cylinder Ц12 and rod chamber of the right hy-
draulic steering cylinder Ц11. The steerable wheels turn to the right.

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From the opposite chambers of the hydraulic cylinders, oil is displaced back to the flow booster and
drained to the hydraulic tank through the hydraulic distributor Р2 via hydraulic line НТ.
The flow booster is also provided with the shock-preventing safety valves КП1 and КП2 which are in-
tended for releasing the overpressure in the hydraulic cylinders in extreme cases. If there is no turn, the slide
of the direction-selecting hydraulic distributor Р2 is in the neutral (middle) position and shuts off the oil output
from the hydraulic cylinders. It creates the hydraulic “lock” on the hydraulic steering cylinders preventing them
from displacement.

Figure 9.1 – Schematic hydraulic diagram of the steering control:

Н – variable-capacity axial-piston pump; А1 – metering pump; А2 – flow booster; А5 – manifold; НМ1 – hydraulic motor of the
steering gear; Р1 – hydraulic distributor of the steering gear; Р2 – hydraulic distributor for selecting the turn direction; Р3, Р4 – hydraulic
distributors of the flow booster; Р5 – priority valve; Р8 – hydraulic distributor for discharging the pneumatic hydroaccumulators;
АК3 – pneumatic hydroaccumulator; Ф1, Ф2 – filters; К1 – backup valve; КО1-КО7 – check valves; КП1, КП2, КП3 – safety valves; Ц11,
Ц12 – hydraulic steering cylinders; ДД – pressure sensor;
I – to the hydraulic brake system; II – into the hydraulic system of the dumping mechanism; III – to the automatic pump-unloading
device

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In case of collision with an obstacle causing an extreme loading striving for turning the wheels to the left,
the pressure in the counteracting chambers of the hydraulic cylinders increases. The safety valves are adjust-
ed to the pressure of 24 MPa and on reaching this pressure the valve will open and contains the above cham-
bers of the hydraulic cylinders with the drain hydraulic line. At the same time, the pressure in the opposite
chambers of the hydraulic cylinders will drop below the atmospheric one. To equalize the oil pressure in the
chambers of the hydraulic cylinders, the flow booster is provided with the check valves KO2 and KO3, which
pass oil to the hydraulic cylinders from the drain hydraulic line.
To provide visual and sound signalling when pump is faulty (low pressure in the liquid type hollow of the
steering pneumatic hydroaccumulator) there is analogous pressure sensor ДД with limit of 0 – 25 MPa is
mounted in the steering collector A5.
The current pressure value which is measured by sensor is displayed on the instrumentation panel.
When pressure value is of 12 – 18,5 MPa zone of indication is of green colour; when pressure value is less
than 12 MPa or it is over than 18,5 MPa zone of indication is of red colour. When pressure value is less than
12 MPa the emergency transparent of red colour as well as beeper get turned on (emergency pressure in the
steering control). When pressure value is less than 8 MPa electromagnet hydraulic distributor gets actuated in
the rear brakes circuit – rear brakes are automatically applied.
When turning the steerable wheels on the still truck when the maximum pressure in the hydraulic system
of the steering control is required and at the minimum pump capacity at low rotational speed of the engine, the
maximum speed of turning the steerable wheels can be limited (“heavy steering”). This phenomenon has posi-
tive nature from the standpoint of the tyre safety.

9.2 Steering Control Units

Steering column. To ensure the driver’s convenience, the steering column 5 (Figure 9.2) is adjustable
as to tilt angle and height. The tilt angle can be adjusted after turning the handle 14 downwards. The height
can be adjusted after turning the handle 15 towards the driver.

Figure 9.2 – Mechanical drive of the metering pump:

1 – steering wheel; 2 – cover of the upper housing; 3 – upper housing; 4 – housing; 5 – steering column with bracket; 6 – drive
shaft of the steering control; 7 – metering pump; 8, 12 – bolts; 9 – bearing cap; 10 – key; 11 – shaft; 13 – flange with bearing; 14 – handle
for adjusting the steering column tilt angle; 15 – handle for adjusting the steering column height; 16 – cap

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The cardan shaft (Figure 9.3) of the steering control interconnects the shaft of the steering column and
that of the metering pump, to which it is fastened by means of the keys 9 and tie bolts.
The cardan shaft consists of two cardan joints 1, pipe 3 and splined shaft 6. The splined joint is closed
by the protective couple 5 which is fastened on the shaft and pipe by means of wire cotter pins 4. The cardan
joint consists of the two forks 7, spider 11 with the safety valve 9 and four needle bearing 14 which are pressed
into the holes of the forks and fixed by means of the retaining rings 13. The face seal 12 retains the grease in
the bearing and protects the bearing against dirtying. When performing the assembling, the forks connected
with the pipe and spline shaft shall be arranged in the same plane.
The grease put into the splined joint and needle bearings ensures the operation of the cardan shaft for
the service life of the dump truck till the overhaul.

Figure 9.3 – Cardan shaft of the steering control:

1 – cardan joint; 2 – tie bolt; 3 – pipe; 4 – wire cotter pin;
5 – protective coupling; 6 – splined shaft; 7 – fork; 8 – plug; 9 – safety valve;
10 – key; 11 – spider; 12 – face seal; 13 – retaining ring; 14 – needle bear-
ing

The metering pump consists is two units: the distribution unit 2 (Figure 9.4) and the hydraulic motor 1
of feedback.
Distribution unit 2 consists of the casing 17, slide 12, sleeve 9, combined seal 14 consisting of the rub-
ber ring and protective one, thrust bearing 15 and dust cap 13 pressed into the annular groove in the upper
portion of the body.
The slide occupies the fixed position in the sleeve by means of the pin 10 and leaf springs 11 inserted
through the slots of the slide and sleeve and capable of turning at the angle of 15o to both sides relatively to
the sleeve when applying a torque to it. The pressure and drain channels of the distribution unit are separated
from one another by the check valve 16.
The hydraulic motor 2 of feedback consists of gear ring 5, sprocket 6, cover 4 and distributing disk 7.
The rotary moment is transmitted from the sprocket to the slide – sleeve pair or vice versa by means of the
cardan joint 8. All the components of the hydraulic motor are tied with the body by means of seven bolts 3.
The leak-proofness of the connectors of the hydraulic motor and distribution unit is ensured by the rub-
ber sealing rings 18 and 19.
The metering pump is connected to the hydraulic system of the steering control by means of four
threaded holes on the body 17 of the distribution unit 2: Р, Т, L and R.
When the slide 12 with the sleeve 9 is in the neutral position, the working fluid fed by the feeding pump
to the hydraulic steering line Р is passed through the channels of the casing and bores of the sleeve and slide
to the line Т and from their – to the drainage to the hydraulic tank.
When turning the steering wheel, the fluid is fed from the hydraulic pressure line via the sleeve and slide
to the hydraulic motor of feedback. At the same time, the fluid flow coming to the hydraulic motor and further
into the cylinder line causes the hydraulic motor rotor 6 to rotate and further to turn the sleeve 9 in the direction
of rotation of the slide 12 through the cardan joint 8 and pin 10. The slide shifts and connects the pressure
lines with the respective cavities of the hydraulic steering cylinders. The steerable wheels turn.

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When the rotation of the slide 12 stops and the slide is held still, the sleeve 9 turns to the initial position
until the pressure in the line Р drops to the value below the external load and the truck stops turning. When be-
ing released, the slide 12 turns to the initial position under the action of the flat springs and the pump is com-
pletely unloaded for draining.

Figure 9.4 – Metering pump:

1 – hydraulic motor of the feedback; 2 – distribution unit; 3 – bolt; 4 – cover; 5 – gear ring; 6 – sprocket; 7 – distribution disk;
8 – cardan joint; 9 – sleeve; 10 – pin; 11 – leaf springs; 12 – slide; 13 – dust cap; 14 – combined seal; 15 – thrust bearing; 16 – check
valve; 17 – housing; 18, 19 – seal rings;
Р – pressure line; Т – drain line; L and R are cylinder lines for turning to the left and to the right, respectively

The flow booster (OSQB 5) is intended for passing a large quantity of oil required for providing the op-
eration of the steering control through the hydraulic cylinders. The flow booster is controlled by the metering
pump. The flow booster (Figure 9.5) comprises the priority valve 10, amplifier slide 8, slide for selecting the
turn direction 6, safety valve 11 for adjusting the maximum pressure in the hydraulic system, shock-preventing
safety valves 1 and 5 as well as check valves.
When the steering wheel is in the neutral position, the working fluid from the pump is fed into the cham-
ber HP of the priority valve 10 and from there via the channel Р to the metering pump, the slide of which is in
the closed position.
When turning the steering wheel, the working fluid from the metering pump is fed at the controlling pres-
sure to the slide 6 in the chamber L or R (depending on the turn direction). As the pressure in these chambers
builds up, the working fluid is also passed through the throttling hole С into the chamber of the spring of the
hydraulic distributor. Under the working fluid pressure, the slide of the hydraulic distributor 6 moves and the
working fluid is fed from the chamber B of the slide 6 to the chamber D of the amplifier slide.

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From the chamber D, the working fluid is passed through the holes in the sleeve 8 and channel between
the sleeve and the slide 9 to the hole G, where it is initially blocked. Besides, the working fluid is fed to the
chamber H through the outer groove of the sleeve 8 into the chamber Н and through the throttling hole J – to
the end face of the sleeve 8. Under the working fluid pressure, the sleeve 8 moves and opens the hole G,
through which the working fluid is passed from the metering pump into the control chamber Q of the valve 6.
As a result of movement of the sleeve 8, the holes E are opened that allows the working fluid to pass
from the priority valve 10 into the inner chamber of the sleeve 8. The pressure of the working fluid fed into the
inner chamber of the sleeve 8 mover the slide 9 relatively to its spring and opens a series of holes K which are
located in the same plane as the hole G is. The quantity of the working fluid passed from the inner chamber of
the sleeve 8 is dosed by the holes K being opened in proportion to the hole G.
The number of holes K in the sleeve 8 is four. Through these holes, the working fluid is fed into the con-
trol chamber Q of the valve 6 in addition to the working fluid being fed from the hydraulic steering gear. The to-
tal quantity of the working fluid fed into the chamber Q through the channels CL or CR is fed into the hydraulic
cylinders for turning the steerable wheels to the left or right.
As the wheels turn, the working fluid is passed from the opposite chambers of the hydraulic cylinders in-
to the chamber М of the amplifier and further through the return-and-shutoff valve 3 and drained through the
outlet channel HT to the hydraulic tank.
The safety valves 1 and 5 are intended for releasing the peak pressure in the hydraulic cylinders in case
of extreme situation. During the dump truck motion without turning, the slide of the valve 6 is in the neutral
(middle) position and cuts off the oil discharge from the hydraulic steering cylinders. It creates the hydraulic
“lock” on the hydraulic cylinders preventing them from displacement.

Figure 9.5 – Flow booster OSQB 5 (design arrangement):

1, 5 – safety valves of the suction and extreme loading; 2, 4, 7 – check valves; 3 – return-and-shutoff valve; 6 – slide of the valve
for selecting the direction; 8 – sleeve of the amplifier valve; 9 – slide of the amplifier valve; 10 – priority valve; 11 – safety valve;
CL, CR, HP, HT, LS, P, T –channels; A, B, D, H, L, M, PP, Q, R – chambers; C, E, G, J, K – throttling holes

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In case of collision with the obstacle causing the extreme loading striving for turning the wheels to the
left, the pressure in the counteracting chambers of the hydraulic cylinders would increase.
The safety valves are set to the pressure of 24 MPa and on reaching this pressure the valve will open
and connect the chambers of the hydraulic cylinders, which are coupled with the hydraulic line for turning to
the right, to the drain hydraulic line. At the same time, the pressure in the chambers of the hydraulic cylinders
coupled with the hydraulic lines for turning to the left drops below the atmospheric one.
To equalize the oil pressure in the chambers of the hydraulic cylinders, the flow booster is provided with
the check valves 2 and 4, which pass oil to the hydraulic cylinders from the drain hydraulic line.

Manufacturer can substitute flow booster OSQB 5 in the hydraulic steering system by steering distributor
with flow booster 75131–3416600-01 (manufactured by BELAZ Company).
Design of distributor 75131–3416600-01, hydraulic circuit schematic diagram are shown in Figure 9.5a,
the description of the distributor is shown below, the principle of the steering hydraulic drive operation is similar
to one above mentioned (with flow booster OSQB 5).
Steering distributor with flow booster (75131–3416600-01) consists of set of cases – the flow booster
5 case (see Figure 9.5a) and case of priority valve 1, jointed together by bolts 6; spool-valves of: – distributor
12, flow booster 17, braking 25 and priority valve 29; covers 9, 15, 21 and 27, fastened to cases by bolts 10.
When the steering wheel is in neutral position hydraulic fluid from the pump is supplied into the channel
P of the priority valve and further flows along channel A1 to the batcher pump, which spool-valve is in the
closed position. Furthermore, the working fluid is supplied into the restricted area of the amplifier 17 spool-
valve (P4).
When turning the steering wheel towards one side (eg, left) the spool-valve of the batcher pump gets
turned too. This allows the working fluid from the channel L of the batcher pump to flow into the channel Y and
further to the spool-valve of the flow booster distributor 12 (P3) and through the throttle to its end. The spool-
valve moves to the left side. This movement allows the working fluid to pass through the channels in the case
of the flow booster 5 to the flow booster spool-valve 17 (P4) and through the throttle holes to its end.
Under the pressure of working fluid the spool-valve 17 (P4) moves to the left side and opens hole just
enough to pass the working fluid coming from the batcher pump through the spool-valve 12 (P3). As a result of
movement of the flow booster spool-valve 17 (P4) holes in the area of this spool-valve spring mounting get
opened and the hydraulic fluid from the pump via channel P flows into the cavity of this spool-valve.
The total amount of hydraulic fluid from the batcher pump along the channel Y and from the hydraulic
system pump along the channel P through the flow booster spool-valve 17 (P4) along the channel A is fed into
the piston cavity of the left steering cylinder and rod end of the right steering cylinder.
Simultaneously under the influence of the working fluid acting on the end of the brake spool-valve 25
(P2), flowing from the metering pump, overcoming the resistance of the springs, the spool-valve moves to the
left side, opening throttled passage from the reactive space of steering cylinders along the channel B and T to
the drain space.
Turning of steerable wheel to the left occurs.
When turning the steering wheel towards right side the working fluid from the batcher pump channel R is
supplied to the channel X and further to the spool-valve of the flow booster distributor 12 (P3) and through the
throttle flows into its cavity. Under the pressure of the working fluid spool-valve moves to the right side.
Through the flow booster the working fluid passes in the same way as when turning to the left.
The total amount of hydraulic fluid from the batcher pump along the channel R and from the hydraulic
system pump along the channel P through the flow booster spool-valve 17 (P4) along the channel B is fed into
the piston cavity of the right steering cylinder and rod end of the left steering cylinder.
Simultaneously under the influence of the working fluid acting on the end of the brake spool-valve 25
(P2), flowing from the metering pump, overcoming the resistance of the springs, the spool-valve moves to the
right side, opening throttled passage from the reactive space of steering cylinders along the channel A and
through the throttle in the spool-valve 25 (P2) which if necessary sustains the backup, via channel T drains into
the tank.
Turning of steerable wheel to the right occurs.

ATTENTION:THE SPOOL-VALVES 12, 17, 25 AND 29 ARE PROCESSED OVER RESPECTIVE OPENINGS IN
THE SET OF CASES, WHEREIN A GAP IN CONJUNCTION OF FROM 0,010 TO 0,016 MM IS PROVIDED. SPOOL-
VALVES AND THE SET OF CASES ARE MARKED WITH THE SAME ORDER NUMBER AND APPLIED TOGETHER;
WHEN REPAIRING THE REPLACEMENT OF PARTS OF MARKED KIT IS NOT ALLOWED.

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Figure 9.5a – Steering distributor with flow booster 75131–3416600-01:

1 – the case of the priority valve; 2 – jet; 3, 8, 19, 26, 30, 31 – rings; 4 – plug; 5 – the case of the flow booster; 6, 10 – bolts;
7 – springs support; 9 – left cover of the flow booster; 11, 14, 20, 22, 23, 28 – springs; 12 – distributor spool-valve; 13 – bushing;
15 – right cover of the flow booster; 16 – plug; 17 – flow booster spool-valve; 18 – check valve;21 – left cover of the priority valve;
24 – spring guide; 25 – spool-valve of braking; 27 – right cover of the priority valve; 29 – priority valve spool-valve; 32 – check valve with
throttle;
A, B, A1, B1, P, T, T1, X, Y, X1, Y1 – channels marked on the set of cases

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The Manifold (figure 9.6) is designed to distribute the flow of working fluid from the pump to the pneu-
matic hydroaccumulators of the steering gear and the service braking system. The manifold comprises the hy-
draulic distributor 12, intended to discharge the oil space of the steering pneumatic hydroaccumulator. The hy-
draulic distributor is controlled by solenoid, which gets actuated from the on-board electrical circuit of the truck
when the engine shutdown switch is pressed, as well as by a push button located on the very solenoid.
Pneumatic hydroaccumulators of the service braking system are not discharged in this case due to the
availability of check valves installed in the brake hydraulic system.
Check valve 9 prevents the flow of hydraulic fluid from the pneumatic accumulator through the pump in
the steering emergency operation mode.

Figure 9.6 – Manifold:

1 – manifold; 2, 5, 10 – rings; 3, 6 – bolts; 4 – plug; 7 – cover; 8 – spring; 9 – valve; 11 – screw; 12 – hydraulic distributor;
I – the channel connected to the pump through the filter; II – the channel connected to pneumatic hydroaccumulator; III – the
channel connected to the flow booster; IV – the channel is shut up; V – the channel connected to the braking system; VI – the channel
connected to the pump discharge device; VII – the channel for connecting the pressure sensor; VIII – the channel connected to the drain
line

Pneumatic hydroaccumulator.
3
There is single pneumatic hydroaccumulator (volume of 48 dm ) in the hydraulic steering system (up to
November 2017 three pneumatic hydroaccumulators with volume of 16 dm3 were installed), accumulating
emergency reserve of working fluid under pressure and supplying it to the hydraulic system for feeding, as well
as for controlling the dump truck in case of a sudden engine shutdown or other reasons that caused stoppage
of the hydraulic fluid supply into the hydraulic system from the pump.
ATTENTION: THE PNEUMATIC HYDROACCUMULATORS CONTAIN THE GAS AND WORKING FLUID UN-
DER HIGH PRESSURE (RATED PRESSURE OF 20 MPa), THEREFORE THEY SHALL BE OPERATED IN ACCORD-
ANCE WITH THE RULES FOR DESIGN AND SAFE OPERATION OF PRESSURE VESSELS.

The pneumatic hydroaccumulator consists of the body 7 (figure 9.7), the upper 10, the lower 2 covers
and the piston 4. The covers are screwed into the body and locked by bolts 1.

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The piston is sealed by means of the piston seals 3 and 5; the rings 6 are the piston guides. The piston di-
vides the housing into the two chambers, the liquid chamber one and the gas one. When assembling the
3
hydropneumatic accumulator, its gas chamber shall be filled with the working fluid in the volume of (500+100) cm .
The gas chamber is charged with nitrogen through the charging valve 12 with the use of the fixture for
charging the suspension cylinders.
The gas chamber of the hydropneumatic accumulator is charged with dry technical-grade nitrogen at the
pressure of 7,5 to 8 MPa.

Figure 9.7 – Hydropneumatic accumulator:

1 – bolt; 2 – bottom cover; 3, 5 – piston seals; 4 – piston; 6 – guide ring; 7 – casing; 8 – ring; 9 – protective washer; 10 – top cover;
11 – sealing gasket; 12 – charging valve;
I – gas chamber; II – liquid chamber

The steering cylinder is of follower action, consists of the cylinder body 15 (figure 9.8) and rod 14 with
the piston 13. The piston is fixed on rod by self-locking nut 10. The cover 7 is fastened to the cylinder body by
bolts 24. There is end-tip 5 screwed on the end of rod, which is locked by terminal joint by means of bolts 6 and
nuts 18. Steering cylinders by bodies are fastened to the front axle brackets, and by rods do to the steering lev-
ers of the steering trapezoid by means of fingers and hinged spherical bearings 3.
The movable joint of the piston 13 with cylinder body 15 is sealed by piston sealing 12. The piston moves
along cylinder body surface over guiding rings 11 made of polyamide material.
The movable joint of the rod 14 with cover 7 is sealed by rod sealing 20, cup 22. The rod moves over the
cover surface along guides 19 and 21 made of polyamide material.
To prevent hit of dirt into the cylinder the cover has polyamide dirt remover 23.
Motionless joints of the rod 14 with the piston 13 are sealed by safety rings 8 and ring 9; covers 7 with the
body 15 are sealed correspondingly by safety ring 17 and ring 16.
Steering cylinders by bodies are fastened to the front axle brackets and by rods are fastened to the levers
of the steering trapezoid by means of hinged spherical bearings 3 by pins 7 (figure 9.10).

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Figure 9.8 – Steering cylinder (75131-3429010-40):

1 – locking ring; 2 – scraper; 3 – spherical bearing; 4 – protective washer; 5 – end-tip; 6, 24 – bolts; 7 – front cover; 8, 17 – safety
rings; 9, 16 – rings; 10 – self-locking nut; 11, 19, 21 – guiding rings; 12 – piston sealing; 13 – piston; 14 – rod; 15 – cylinder body; 18 – nut;
20 – rod sealing; 22 – cup; 23 – dirt remover

Link of steering trapezoid consists of link tube 8 (figure 9.9), two end-tips 5 and 9, which are screwed
into the link and locked by terminal joint. Link with steering levers is connected hingedly through spherical bear-
ings 3 by fingers (look figure 9.10).

Figure 9.9 – Link of steering trapezoid (75131-3003052-11):

1 – locking ring; 2 – scraper; 3 – spherical bearing; 4 – protective washer; 5, 9 – end- tips; 6 – bolt; 7 – nut; 8 – link tube with end-tips

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Figure 9.10 – Steering trapezoid:

1 – steering cylinder; 2, 4 – steering knuckles; 3 – link of steering trapezoid; 5 – bolt; 6 – spacer bushing; 7 – pin; 8 – clamping plate;
9 – special bolt

9.3 Maintenance of the Steering Control

The maintenance of the steering control units during the operation consists in monitoring the oil level in
the oil tank of the integrated hydraulic system, checking the leak-proofness of the system, lubricating regularly
the rubbing surfaces, checking the tightening of the threaded connection and monitoring the level of charging
of the pneumatic hydroaccumulator with nitrogen.
For the list of lubricants to be applied, periodicity of the check and change of the lubricant, see chapter
“Maintenance”.
For the list of routine maintenance works for the hydraulic system of the steering control, which are
common for the integrated hydraulic system see the chapter “Dumping Mechanism”.

When performing the DM:

– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them as necessary (at the places of leakage);
– Check the condition and fastening of the steering cylinders, levers and arm of the steering control by
external inspection. No bends, cracks and/or other damages are allowed;
– Check the operability of the emergency drive of the steering control.
When the engine is running and the pneumatic hydroaccumulator are completely charged, the warning
lamp of the emergency pressure in the hydraulic system of the steering control shall not be lit and no beep
shall be heard. With the dumping mechanism control switch set to lifting, turn the steering wheel to one full
revolution to the left and right; it shall cause the steerable wheels to turn.
– Check the serviceability of the steering control on the run.
When performing the M-2:
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. The loosened fasten-
ers of the hoses shall be re-tightened;
– Check the following fasteners and re-tighten them as necessary:
1) bolts fastening the pins of the steering cylinder and steering linkage arm;
2) nuts of the clamping connections of the tips of the steering cylinders and of the steering arm;
3) nuts of the pins fastening the steering linkage levers;
The tightening torques are given in Appendix В.

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– Check the condition of the welds of the brackets of the steering cylinders and steering linkage levers.
– Check the nitrogen pressure in the hydropneumatic accumulator of the steering control and recharge
them as necessary.
ATTENTION: CHECKING THE NITROGEN PRESSURE IN THE PNEUMATIC HYDROACCUMULATOR AND
CHARGING THE LATTER SHALL BE ONLY PERFORMED WHEN THE PISTON IS IN THE BOTTOM POSITION, I.E. IN
THE ABSENCE OF THE WORKING FLUID IN THE LIQUID CHAMBER.
Should there be oil pressure, the pneumatic accumulator shall be discharged. The release of the work-
ing fluid pressure in the pneumatic hydroaccumulator of the steering control is performed automatically after
scheduled stop of the engine within 80 s or on pressing the push button on the steering control manifold. To
depressurize the pneumatic hydroaccumulators of the service brake system, turn out the obturating needles on
the brake valve.
To check the nitrogen pressure, screw out the cover of the filling valve and connect either device for
measuring the pressure in the cylinders (see Figure 8.8) or facility for charging with nitrogen (see Figure 8.10)
depending on the work to be performed at its place. The gas chamber of the hydropneumatic accumulator
shall be charged with dry technical-grade gaseous nitrogen to the pressure of 8 MPa.
Procedure of charging the hydropneumatic accumulators with nitrogen:
– Connect the charging facility to the nitrogen cylinder through the adapter 2 (see Figure 8.10);
– Screw the facility adapter 17 to the charging valve of the hydropneumatic accumulator;
– Turn out the valve on the nitrogen cylinder (the gas pressure in the cylinder shall be monitored by
means of a pressure gauge 3);
– Create some small gas pressure in the hydropneumatic accumulator by turning in the adjusting screw
12 of the reducer;
– Close the valve on the nitrogen cylinder and release the gas from the channel and hose of the device
through the fitting 8. The pointer pressure gauge 10 shall be pointed to zero;
– Screw in the needle 15 until the filling valve begins opening while taking care not to damage the valve
spring. The beginning of opening of the filler valve shall be determined according to the moment of deviation of
the pointer of the pressure gauge 10;
– Open the valve on the cylinder and set the pressure in the hydropneumatic accumulator (according to
the reading of the pressure gauge 10) to be slightly more than the required one using the adjusting screw 12 of
the reducer;
– Screw out the needle 15, close the valve on the cylinder and disconnect the adapter from the filling
valve;
– Correct the pressure in the hydropneumatic accumulator to the required value by screwing in the con-
necting pipe 8 of the facility. After correction, remove the facility from the filling valve and close the valve with a
cover;
– Check the leak-proofness of the charging valve using soapy emulsion.

When performing the SM:

– Check the rotational speed of the steering wheel at the extreme positions of the steerable wheels
(“slipping”).
This phenomenon is caused by the internal leaks in the hydraulic system of the steering control.
The check shall be performed on the unloaded dump truck at the working fluid pressure in the hydraulic
system of 15,5 to 16,5 MPa.
The operation shall be performed in the following order:
– Start the engine and set the rotational speed of 1500 rpm;
– Turn the steerable wheels to the extreme position. Determine the rotational speed of the steering
wheel while continuing rotating the latter in the same direction. It shall not exceed 6.0 rpm. The wristwatch with
a second hand may be used instead of the stopwatch.

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Other kinds of the maintenance.

When vibration or noise appears in the area of front axle during dump truck motion check the
plays in the hinges of the steering cylinders, the links of steering linkage. Replace spherical bearings and (or)
pins of the steering linkage if necessary
Methods of checking the play in the hinges of the steering linkage.
Set the wheels in a position corresponding to the movement of the truck in a straight line.
Check and, if necessary, tighten bolts 5 and 9 in the steering cylinders and the steering linkage link (fig-
ure 9.10). Tightening torques are given in Appendix B.
Plays in the hinges are determined, when the engine is running, by rapid short turning the steering
wheel to the right and to the left and depressing the service brake pedal (when the service brake pedal is
pressed, the plays in the joints appear more clearly).
To control the radial play in the steering linkage hinges, it is necessary to use the following measuring
tools:
– magnetic tripod 3 (figures 9.11 and 9.12) for dial type indicators ШМ-IIН;
– indicator 4 of dial type ИЧ10 GOST (State Standard) 577 with a scale value of 0.01 mm;
– thrust plate 5 on a magnetic base.
To control the play in the hinges of the steering cylinders, a magnetic tripod and thrust plate on a mag-
netic base should be installed along the axis of movement of the steering cylinder or link of the steering link-
age, as shown in figures 9.11 and 9.12.
When the play of 0.5 mm or more as a result of monitoring is discovered, it is necessary to replace the
hinge bearings and check the condition of the steering linkage pins. When wear of the landing surface of the
pins of 0.1 mm and more in the zone of contact with the hinge bearing is detected, replace the pins.

Figure 9.11 – Measurement of the play in the hinges of the steering cylinder:
1 – steering knuckle; 2 – steering cylinder; 3 – magnetic tripod; 4 – dial indicator; 5 – thrust plate on a magnetic base; 6 – front axle beam

Figure 9.12 – Measurement of the play in the hinges of the steering linkage link:
1 – steering knuckle; 2 – steering linkage link; 3 – magnetic tripod; 4 – dial indicator; 5 – thrust plate on a magnetic base

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For removal of the pin fastening the link and steering cylinders:
– unscrew the bolt 5 (see figure 9.10) and the special bolt 9 from the pin 7, re-
move the spacer bushing 6 and the clamping plates 8;
– place the special tool 2 (figure 9.13) on the bracket from the side of the cylin-
drical bushing and screwing in the special bolt 1 (unscrewed earlier) squeeze out the
pin 3.

Figure 9.13 – Removal of the pin:

1 – special bolt; 2 – tool; 3 – pin

When assembling the steering trapezoid the parts in the hinges should be installed in the following order:
– before assembly, the mating surfaces and threads of the parts should be lubricated with grease;
– install the pin 7 (see figure 9.10) in the bracket from the side of the cylindrical bushing of the bracket;
– screw the special bolt 9 into the pin through the clamping plate 8 and the washer from the side of the
bracket taper bushing;
– squeeze the pin 7 into the bearing by tightening the special bolt 9 until the cone surfaces of the pin
and bushing are completely in contact applying the torque of 490 – 600 Nm;
– install the spacer bushing 6, the clamping plate 8, the bolt 5 with the washer from the side of the
bracket cylindrical bushing and press the bushing into the bracket by tightening the bolt with torque of
490 – 600 N.m.
When installing the steering cylinders 1 and the steering trapezoid link 3, the bolt 5 from the side of the
spacer bushing 6 should be tightened only after tightening the special bolt 9 on the other side of the pin.

Adjusting the toe-in of the front wheels.

ATTENTION: IN CASE OF INCREASED WEAR OF THE TYRE TREAD, IN CASE OF REPLACEMENT OF THE
STEERING LINKAGE ARM AND STEERING KNUCKLES, CHECK AND IF NECESSARY ADJUST THE TOE-IN OF
THE STEERABLE WHEELS.

To adjust the toe-in of the wheels, proceed as follows:

– Set the front wheels to the position corresponding to the straightforward motion of the dump truck;
a) for dump trucks with lifted fronts axle or for the front axle removed from the truck when repairing.
– measure the distance between the points I (figure 9.14) of the machined planes of hubs at the level of
wheel axis in front of the dump truck as well as the distance between the correspondent points II at the rear
side;
The toe-in of the front wheels is the difference of dimensions measured at the rear and front sides and it
should be of 5 – 10 mm;
б) for dump trucks when operating (it is difficult to measure the clearance between the hubs over the
level of the wheel axis because of the truck frame).
Measure the distance B between points IV of visible parts of the lower brake cases of the right and left
wheels over the level of the lower plane of the second frame crossbar at the front axle front side, the distance
А between correspondents points III at the truck front axle rear side.
The toe-in of the front wheels is the difference of dimensions measured at the rear and front sides and it
should be of 5 – 10 mm;
– if toe-in is differed of the required one, perform adjustment by changing the length of the steering trap-
ezoid link 4; the difference of sizes C and D should not exceed 5 mm;
– After adjusting the toe-in of the wheels, tighten the nuts of the clamping joints of the steering trapezoid
ends with torque of 110 – 140 N.m.
The size Е (45 + 15) is to be checked after toe-in serially on both steering cylinders at extreme positions
of the steered wheels.

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Figure 9.14 – Adjustment of the front wheels toe-in:

1 – brake disk; 2 – brake case; 3 – steering cylinders; 4 – steering trapezoid link;
I - IV – points for sizes to be measured

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10 BRAKE SYSTEMS
10.1 General
The dump truck is equipped with the service, parking, auxiliary and reserve brake systems.
The service brake system with the hydraulic actuator divided into the circuit of the front wheels and that of
the rear ones acts upon all the wheels. It is not intended to slowdown the speed motion and braking in ordinary
mode. The system should only be used in low efficiency of the auxiliary brake system and when critical situation
occur for the emergency stop; for complete stop of a truck moving at low speed and short time parking.
The parking brake system has the hydraulic actuator and acts upon the rear axle wheels. It is intended
for braking of the dump truck at the parking places, when loading and unloading the dump truck.
The auxiliary brake is electric: is operates in the braking mode of the traction motors.
As a reserve (emergency) brake, the parking brake and the serviceable circuit of the service brake sys-
tem are used, for the BelAZ-7513 and BelAZ-7513А truck modifications with the complete electric transmis-
sion manufactured by General Electric Company, only the serviceable circuit of the service brake system is
used.
For parking when loading and unloading use the position " " – (load brake) of the handle of the motion
selector or mechanical lock on the pedal of the service brake valve.
The hydraulic drive of the dump truck is provided with the function of automatic engagement of the brake
gears of the rear wheels in case of oil pressure drop in the brake circuits.
Operation of the Brake Systems’ Hydraulic Drive.
When the engine is running, the working fluid from the tank is passed by the variable-capacity axial-
piston pump Н (Figure 9.1) through the filter Ф1 into the manifold А5 and charges the pneumatic
hydroaccumulator АК3 of the steering control.
Further, the working fluid is passed through the twin protective valve К08 (Figure 10.1) into the pneumat-
ic hydroaccumulators АК1, АК2 of the rear and front circuits of the service brake system and charges them.
From the pneumatic hydroaccumulators АК1, АК2, the working fluid is fed to the service brake valve А3.
When the pedal is released, the service brake valve slides shut off the channels from the pneumatic
hydroaccumulators and connect the chambers of the service brake cylinders Ц3 – Ц10 with the drainage. The
dump truck is unbraked.
On depressing the pedal, the valve slides А3, while moving, shut off first the drain channels and then,
while moving further, connect the channels from the pneumatic hydroaccumulators with those to the brake cylin-
ders; the working fluid is fed under pressure from the liquid chambers of the pneumatic hydroaccumulators АК1,
АК2 under the pistons of the brake cylinders Ц3 – Ц10. The dump truck is braked by the service brake system.
The hydraulic drive is divided into the two independent circuits by the twin protective valve К08, separate
sections of the service brake valve А3 and separate pneumatic hydroaccumulator АК1 and АК2 for each cir-
cuit. The pressure switches РД1, and РД2 for the working fluid in the pneumatic hydroaccumulator and stop-
light switches РД5 and РД6 are connected in each circuit.
In case of pressure drop, the pressure switches РД1 and РД2 (the actuation pressure is 12 MPa) in-
stalled in the pneumatic hydroaccumulators of the rear and front circuits give the signal for switching on the
buzzer and emergency transparent of red colour on the instrument panel.
The pressure switches РД5, РД6 (the actuation pressure is 0,5 MPa) installed in the control lines of the
brake gears of the rear and front wheels give the signal for switching on the stop-lights.
In case of pressure drop, the pressure switch РД4 (the actuation pressure is 10 MPa) installed in the
parking brake control line gives the signal for switching on the pilot lamp on the instrument panel.
The parking brake gears are released by feeding the working fluid under pressure under the pistons of
the cylinders Ц1, Ц2 by turning the lever of the parking brake valve А4 which is supplied with the working fluid
from the pneumatic hydroaccumulators АК3 – АК5 of the steering control.
When pressure value is less than 8 MPa pressure sensor mounted in the steering collector provides ac-
tuation of the electromagnet hydraulic distributor A6 in the rear brakes circuit.
In this case, the hydraulic distributor А6 becomes energized, the hydraulic distributor slide moves and
the working fluid from the pneumatic hydroaccumulator АК1 is passed through the two-line valve into the cylin-
ders of the brake gears of the rear wheels.
The automatic application of the rear service brakes at the low working fluid pressure in the hydraulic ac-
tuator is ensured.

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When the handle of the motion selector is shifted to the position " " – (load brake) application of rear
service brakes occur.

Figure 10.1 – Hydraulic diagram of the brake systems of the dump truck:
А6 – hydraulic distributor; А7 – two-line valve; АК1, АК2 – pneumatic hydroaccumulators; К08 – twin protective valve; РД1, РД2,
РД4 – pressure switches; РД5, РД6 – pressure switches (stop-lights switch); А3 – service brake valve; А4 – parking brake valve;
Ц1, Ц2 – parking brake cylinder; Ц3-Ц6 – cylinders of the service brake gears of the rear circuit; Ц7-Ц10 – cylinders of the service brake
gears of the front circuit; М3, М4 – pressure gauges (to be installed when preforming the diagnostics of the hydraulic system);
А8 – two-line valve (for parking brake system of dump trucks equipped with full-set electric transmission of “GE” Company);
I – from collector of steering control; II – feeding the working fluid from the external source for releasing the parking brake when
towing the truck (for parking brake system of dump trucks equipped with full-set electric transmission of “GE” Company).

10.2 Service Brake System

The service brake system comprises the four disk-type brake gears, hydraulic actuator, controls and in-
strumentation for monitoring the system operation.
The service brake system is controlled by the brake valve pedal.
The brake gears of the rear wheels of the reduction gears of the power wheels manufactured by
BelAZ OJSC are single-disk dry-friction hydraulically actuated ones.
The end shield of each traction motor 13 (Figure 10.2) bears two service brakes through the brackets 22
and 23. The service brake consists of two cheeks 3 and 17 tied together by means of the pins 8 through the
inserts 19 and supports 20. The eight cylinders 11 (four on each side), in which the pistons 29 are mounted,
are fastened to the cheeks. The piston is sealed by the rubber cup 63 with the protective ring 62 over the outer
diameter and the coupling 26 protects the working surface of the piston against getting dirty. The cylinders are
interconnected by means of internal channels in the cheeks 3 and 17 for feeding the working fluid under the
piston.

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Figure 10.2 – Brake gears of the rear wheels and of the parking brake with
the reduction gears of the power wheels manufactured by BelAZ OJSC:
1 – high-pressure hoses; 2, 6, 18 – angle pieces; 3, 17, 50, 52 – cheeks; 4, 10, 14, 21, 25, 33, 54 – bolts; 5 – parking brake cylin-
der; 12 – T-piece; 7, 32, 34, 41 – nuts; 8 – pin; 9, 20 – supports; 11 – cylinder of the service brake; 13 – traction motor; 15 – plate;
16 – disk with flange; 19 – insert; 22, 23 – brackets; 24, 36, 38, 59, 63 – sealing rings; 26, 51 – protective couplings; 27 – brake pad;
28 – brake disk; 29, 48 – pistons; 30 – rod; 31, 49 – housings; 33 – stop; 35, 39, 62 – protective washers; 37 – plug; 40 – locking bolt;
42 – indicator; 43 – cotter pin; 44 – unbraking nut; 45 – washer; 46 – cover; 47, 55, 64 – springs; 53 – adjusting shims; 56 – retaining ring;
57 – thrust ring; 58 – adjusting washer; 60 – friction bushing; 61 – cage

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Each cylinder is equipped with the device for automatic adjustment of the clearance between the brake
disk 28 and the brake pads 27. It is based on the special spring friction bushing 60 with the specified force of
movement over the rod 30. One end of the bushing rests against the piston 29 and another – to the end face of
the cage 61. The cage bears the bellevile spring 64 fixed in the piston by means of the thrust ring 57 and re-
taining ring 56.
As the brake pad 27 becomes worn out, the piston 29 moves the friction bushing 60 relatively to the rod
30 to the value of wear of the brake pad when braking dump truck. When releasing the brake, the friction bush-
ing does not move in the reverse direction relatively to the rod that ensures the clearance between the disk
and the brake pad equal to 1-1.5 mm and corresponding to the distance between the end face of the spring
cage and the thrust washer. This clearance is set by means of the adjusting shims 58 when assembling of the
cylinder.
The brake disk 28 is bolted to the flange 16 mounted on the splines of the shaft of the armature of the
traction motor 13. When applying the brakes, the pistons 29 press the brake pads 27 against the disk and
brake the truck. The reaction from the braking forces is perceived by the supports 9 serving simultaneously as
guides of the brake pads.

The brake gears of the rear wheels of the BelAZ-7513 and BelAZ-7513А truck modifications with
the complete electric transmission manufactured by General Electric Company are double-disk dry-
friction hydraulically-actuated ones (Figure 10.3).
The housing of the reduction gear of each power-wheel 13 bears two service brakes through the brack-
ets 16 and 24. The service brake consists of two cheeks 22 and 23 tied together by means of the pins 1 and 9
through the inserts 17 and supports 18. The eight cylinders (two on each side), in which the pistons 48 are
mounted, are fastened to the cheeks. The piston is sealed by the rubber ring 51 with the protective washer 50
over the outer diameter and the coupling 25 protects the working surface of the piston against getting dirty.
The cylinders are interconnected by means of internal channels in the cheeks for feeding the working fluid un-
der the piston.
Each cylinder is equipped with the device for automatic adjustment of the clearance between the brake
disk 19 and the brake pads 29. It is based on the special spring friction bushing 46 with the specified force of
movement over the rod 49. One end of the bushing rests against the piston 48 and another – to the end face of
the cage 47. The cage bears the bellevile spring 52 fixed in the piston by means of the thrust ring 53 and re-
taining ring 44.
As the brake pad 29 becomes worn out, the piston 48 moves the friction bushing 46 relatively to the rod
49 to the value of wear of the brake pad when braking dump truck. When releasing the brake, the friction bush-
ing does not move in the reverse direction relatively to the rod that ensures the clearance between the disk
and the brake pad equal to 1 – 1,5 mm and corresponding to the distance between the end face of the spring
cage and the thrust washer. This clearance is set by means of the adjusting shims 45 when assembling of the
cylinder.
The brake disks 19 are fastened to the flange of the power-wheel reduction gear shaft by means of the
bolts 57 and 55 through the flange 58 and pipe 56. When applying the brakes, the pistons 48 press the brake
pads 29 against the disks 19 and brake the truck. The reaction from the braking forces is perceived by the
supports 61 serving simultaneously as guides of the brake pads.
The torques of tightening the bolts 2 and 11 shall be 510 – 700 N.m, those of the bolts 15 and 33 shall
be 446 – 551 N.m, those of the bolts 55 and 57 shall be 239 – 269 N.m, those of the pins 1 and 9 shall be
370 – 450 N.m, those of the nuts 7 shall be 370 – 450 N.m and that of the support 61 shall be 200 – 250 N.m.
The brake gears of the rear wheels are closed with the casing 14 with is fastened to the power-wheel
reduction gear housing by means of the latches.

Figure 10.3 – Brake gears of the rear wheels and parking brake of the BelAZ-7513 and BelAZ-7513А truck modifications with the
complete electric transmission manufactured by General Electric Company:
1, 9 – pins; 2, 11, 15, 26, 33, 55, 57, 60, 67 – bolts; 3, 4, 5, 6, 12 – high-pressure hoses; 7, 43 – nuts; 8, 16, 20, 24 – brackets;
10 – cotter pin; 13 – power-wheel; 14 – casing; 17 – insert; 18 – support; 19 – disk; 21 – plug; 22, 23 – cheeks; 25 – protective coupling;
27 – cylinder body; 28, 39, 41, 51, 54 – sealing rings, 29, 37 – brake pads; 30 – adjusting ship; 31 – plug; 32 – body; 34 – cover; 35,
36, 52, 59 – springs; 38, 48 – pistons; 40, 42, 50 – protective washers; 44 – retaining ring; 45 – adjusting washers; 46 – friction bushing;
47 – cage; 49 – rod; 53 – thrust ring; 56 – pipe; 58 – flange; 61 – support; 62, 63 – cotter pin wire; 64, 66 – cups; 65 – screw
View G for parking brake manufactured by BELAZ Company

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The brake gears of the front wheels are of single-disk dry-friction type hydraulically actuated ones.
The brake case 2 (Figure 10.4) is fastened to the front axle steering knuckle 1 by means of the two bolts
15. The bolts are fitted into the bushings 14 and locked against turning out by means of locking plates 12,
which are locked by bolts 27.
The brake disk 4 is bolted to the front wheel hub. The brake case accommodates the six cylinders (three
cylinders on each side), into which the pistons 6 are inserted. The brake case supports 10 bear the two brake
pads 5 which are pressed against the disk by the pistons during the braking. The piston is sealed by the rubber
cup 17 with the protective ring 16 over the outer diameter and the coupling 3 protects the working surface of
the piston against getting dirty. From the outside, the cylinders are closed with the covers 7. The cylinders are
interconnected by means of the channels for feeding the working fluid under the piston.
Each cylinder has a device for automatic adjustment of gap between brake disk and pads.
The design of the device is similar, as for the rear wheels cylinders of (see above). Its basis is a special
spring type friction bushing 22 with predetermined force of moving along the rod 18.
During braking, the hydraulic fluid is supplied into the space К, while piston 6 with the pusher 25 is
moved, pressing the brake pad against the disk. When unbraking pressure in the space G drops and piston
under the action of the spring 24 moves in the opposite direction by the value of the gap size H = 1 – 1,5 mm.

Figure 10.4 – Brake gear of the front wheel:

1 – steering knuckle; 2 – brake case; 3 – protective coupling; 4 – brake disk; 5 – brake pad; 6 – piston; 7 – cover; 8, 15, 27 – bolts;
9, 11, 19 – rings; 10 – support; 12 – tightening plate; 13, 21 – adjusting washers; 14 – bushing; 16 – protective ring; 17 – cup; 18 – rod;
20 – nut; 22 – friction bushing; 23 – spring barrel; 24 – spring; 25 – pusher; 26 – locking ring;
К – space for working fluid supply; H – size defining the gap between brake pads and disk

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Size H is adjusted by the washers 21 when assembling the brake case at the manufacturer’s factory, or
when replacing parts (friction bushing 22, the spring 24, the piston 6) during operation.
When brake pads are worn out, when the piston stroke exceeds size H, the pusher 25 abuts against the
barrel 23 which overcoming the force of the friction bushing tension along the rod moves by the value of the
brake pad wear. When returning back (brake release) the piston moves back only for the value H and friction
bushing remains in place, which provides automatic adjustment of the gap between brake pad and disc.
When replacing brake pads piston 6 must be returned to the initial position up to its thrust to the cover 7.
The twin protective valve divides the hydraulic actuator of the service brake system into two inde-
pendent circuits.
The housing 3 (Figure 10.5) comprises the piston 5 held in the middle position on both sides by means
of the bushings 10. The housing is closed with the plugs 1 on the both sides. The ball valves 4 dividing the sys-
tem into two circuits are pressed against the piston seats on two sides by the springs 11 through through the
pushers 2.
The working fluid is fed to the central channel I. Under the action of the hydrostatic force, the check
valves 4 open and the fluid is passed through the outlets II and IV to the pneumatic hydroaccumulators and
sections of the brake valves. The fluid is fed directly to the parking brake valve from the pressure line via
channel III.

Figure 10.5 – Twin protective valve:

1, 7 – plugs; 2 – pusher; 3 – body; 4 – ball; 5 – piston; 6, 8 – seal rings; 9 – washer; 10 – distance bushing; 11 – spring;
I – channel connected with the pressure hydraulic line; II and IV – channels connected with the pneumatic hydroaccumulators;
III – channel connected with the parking brake control valve

Pneumatic hydroaccumulator The service brake system circuit of the hydraulic brake system com-
prises two pneumatic hydroaccumulators accumulating the energy of the working fluid under pressure and re-
leasing the same to the hydraulic system when braking the dump truck.
The design of the pneumatic hydroaccumulators of the service brake system is similar to that of the
pneumatic hydroaccumulator of the steering control described in the chapter “Steering Control”.
THE PNEUMATIC HYDROACCUMULATORS CONTAIN THE GAS AND WORKING FLUID UNDER HIGH
PRESSURE (UP TO 17 MPa), THEREFORE THEY SHALL BE OPERATED IN ACCORDANCE WITH THE RULES FOR
DESIGN AND SAFE OPERATION OF PRESSURE VESSELS.

The pressure switch (Figure 10.6 a) is intended for switching on brake signal in taillights when service
brake system is applied (actuation pressure is of 0,5 MPa).
The pressure switch (Figure 10.6 b) is intended for switching on the warning lamps mounted on the in-
strumentation panel and audible alarm in case of drop of the oil pressure in the pneumatic hydroaccumulators
below the specified limit of 12 MPa.
The pressure switch in the hydraulic actuator circuit of the parking brake when pressure drops ( braking
by parking brake system) sends signal to emergency alarm transparent on the instrumentation panel (actuation
pressure is of 10 MPa).

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Figure 10.6 – Pressure switch:

a) diaphragm-actuated pressure switch (working position with open contacts); b) piston-actuated pressure switch (working position
with closed contacts); c) piston-actuated pressure switch (working position with open contacts);
1 – adjusting screw; 2 – spring; 3 – contact; 4 – contact disk; 5 – plunger; 6 – diaphragm; 7 – channel for feeding the working fluid;
8 – piston

The brake valve is of two-section following-action pedal-actuated type; it is intended for controlling the
service brake system. The upper section (Figure 10.7) controls the rear brake gears and the lower section con-
trols the front ones. The brake valve consists of the two housings 24 and 27 each comprising the sleeves 5
with the slides 4. The housings are closed with the plug 1 and cover 12.
The pedal is locked in the braked state by means of the latch 16.
When performing the maintenance and repair of the brake systems, the hydraulic system is depressur-
ized by screwing out the locking needles 25.
The under-pedal threaded latch 22 ensures the pedal position in which the roller 18 would adjoin tightly
the pusher 13 and would not cause its displacement.
The chambers I and III are connected with the pneumatic hydroaccumulators, the outlets V and VI – with
the drainage into the hydraulic tank and the chambers II and IV – with the chambers of the cylinders of the
brake gears.
When the pedal is released, the chambers II and IV, and, therefore, the chambers of the wheel brake
cylinders are connected through the outlets V and VI with the drainage into the hydraulic tank. The chambers I
and III from the pneumatic hydroaccumulators are closed by the shoulders of the slides 4 and the working fluid
is not fed into the cylinders of the wheel brake gears. The dump truck is unbraked.
On depressing the brake pedal 17, the slides 4 move downwards (as seen in the figure) and first close
the outlets V and VI for draining into the hydraulic tank by their shoulders, and then connect the chambers I
and III from the pneumatic hydroaccumulators with those to the wheel cylinders. The fluid is passed under
pressure from the pneumatic hydroaccumulators through the chambers I, II and III, IV into the cylinders of the
wheel brake gears and actuates them.
The pressure of the working fluid in the wheel cylinders is determined by the force applied to the pedal.
At the same time, the fluid is passed through the radial and axial channels in the slides 4 to the end chambers
of the slides that ensures the follow-up action of the brake valve according to the force applied to the pedal.
Under the force created by the working fluid pressure in the end chambers, the slides move upwards (as
seen in the figure) and close the channels from the pneumatic hydroaccumulators. Both the working fluid feed
and the pressure build-up in the wheel cylinders ceases.
To amplify the braking effect, it is necessary to apply more force to the pedal. The force created by the
fluid pressure applied to the ends of the slides is matched with that applied to the pedal that provides the fol-
lowing action of the valve in respect of the force applied to the pedal. The follow-up action of the valve accord-
ing to the force applied to the pedal is provided by the elastic equalizing element 10. The working fluid in the
chambers of the pusher 26 and piston 3 acts as a dumper excluding the self-excited oscillation of the slides.

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Figure 10.7 – Brake valve:

1, 9 – plugs; 2, 6 – springs; 3 – piston; 4 – slide; 5 – sleeve; 7, 11 – bolts; 8 – rod; 10 – balance element; 12 – valve body cover;
13, 26 – pushers; 14 – boot; 15 – bushing of the latch; 16, 22 – latches; 17 – pedal; 18 – roller; 19, 21 – axles; 23 – spring plate; 24 – top
housing; 25 – locking needle; 27 – bottom housing;
I, III – chambers connected with the outlets to the pneumatic hydroaccumulators; II, IV – chambers connected with the outlets to
the brake cylinders of the wheel; V, VI – outlets connecting with the drainage into the hydraulic tank

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The distributor is designed for automatical actuation of the rear wheel brake mechanisms when the
pressure drops in the brake circuits. It consists of the hydraulic distributor 9 (Figure 10.8) connected by screws
10 to the plate 11. There is valve consisting of the sleeve 7 inside which the spool-valve 8 and the cover 4
move in the plate. The sleeve is sealed by rings 6, the cover is sealed by sealing ring 6 and protective ring 5.
The valve serves as the logical element "or", providing the connection of channel A (to the brake cylin-
ders) with one of the hydraulic lines B (from the brake control valve) or P (from the pneumatic
hydroaccumulator), depending on the amount of pressure in them.
When the pressure drops below 8 MPa, the hydraulic distributor 9 receives electric current, the spool-
valve of the hydraulic distributor moves and connects the channel P from the pneumatic hydroaccumulator with
the end face space of the spool-valve 8. The spool-valve moves and connects channel P from the pneumatic
hydroaccumulator with channel A to the brake cylinders. The working fluid flows through the distributor into the
cylinders of the brake mechanisms of the rear wheels and brakes the dump truck.

Figure 10.8 - Distributor:

1, 2 – plugs; 3, 6 – O-rings; 4 – cover; 5 – protective ring; 7 – sleeve; 8 – spool- valve; 9 – the hydraulic distributor; 10 – screw;
11 – connecting plate;
A – the channel connected to the brake cylinders; В – the channel connected to the brakes control valve; P – the channel con-
nected to the pneumatic hydroaccumulator; T – channel connected to the oil tank

10.3 Parking Brake System

10.3.1 Parking brake system of the trucks with the reduction gears of the power-wheels manufac-
tured by BelAZ OJSC
The parking system is intended for braking the truck in the parking zones, during the loading and un-
loading as well as in emergency cases of failure of the service brake system.
The brake gear of the parking brake system is of hydraulically actuated disk dry-friction type with two
spring energy accumulators. The brake disk 28 (see Figure 10.2) is common for the parking and service
brakes. The parking brake gear is fastened to the bracket 22. The cheeks 50 and 52 are interconnected by the
pins through the inserts 19 and supports 20. The outer cheek bears the two parking brake cylinders 5 with the
pistons 48 and springs 47.

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In the braked state, the piston 48 presses the brake pads to the brake disk under action of the spring 47.
For unbraking, the control pressure of the fluid is fed into the space under the piston, which, while moving,
compresses the spring and ensures the clearance between the brake pads and the brake disk.
If the brake pads got worn out in case of using the parking brake as a reserve one, it is necessary to ad-
just the clearance of 1 – 1,5 mm between the brake pads and the brake disk when the gear is in the unbraked
state.
The clearance between the brake pads and the brake disk is determined by the movement of the indica-
tor 42. The distance from the groove on the indicator 42 to the end of the cover 46 shall be 10 mm in the
unbraked state. If the indicator displacement exceeds 3 mm when braking the dump truck, it is necessary to
adjust the clearance between the brake pads and the disk. The brake pads shall be replaced, should the fric-
tion layer of the brake pad be worn to the residual thickness of less than 10 mm
The clearance between the inner brake pad and the brake disk is set by turning the stop 33 and that be-
tween the outer brake pad and the brake disk – by turning the cover 46 using a special wrench with the parking
brake released and the parking brake cylinder depressurized.
Prior to adjusting the clearance, loosen the locknut 41 and locking bolt 40 and after the adjustment tight-
en the bolt and lock it by means of the locking nut.
To release the parking brake, it is necessary to feed the fluid under pressure to the space under the pis-
ton 48 for compressing the springs and rotate the unbraking nut 44 clockwise up to the stop.
In the emergency, where no pressure is present in the pneumatic hydroaccumulators, it is necessary to
rotate the unbraking nut 44 clockwise up to the stop to release the parking brake. To return the cylinder to the
working state, turn out the unbraking nut 44 counter-clockwise flush with the unbraking screw and lock it with a
cotter pin 43.
In case of failure of the unbraking gear, the parking brake of the truck can be released by turning out the
nuts 7 fastening the parking brake cheek 50.
IT IS STRICTLY PROHIBITED TO TURN OUT THE UNBRAKING NUT 44 FOR DISASSEMBLING THE PISTON
COVER AND REMOVING THE SPRING 47 WITHOUT SPECIAL DEVICE ENSURING THE RELIABLE FIXATION OF
THE PISTON 48 AND COVER 46 AND SMOOTH LOOSENING OF THE SPRING 47.

10.3.2 Parking brake system of the BelAZ-7513 and BelAZ-7513А truck modifications with the
complete electrical transmission manufactured by General Electric Company

The parking brake system is intended for braking of the dump truck at the parking places, when loading
and unloading the dump truck. The truck is equipped with brake mechanism manufactured by KNOTT Compa-
ny or the similar one manufactured by BELAZCompany.
The brake gear of the parking brake system is of hydraulically-actuated dry-friction disk type with two
spring energy accumulators (for the detailed description of the parking brake, see the operation and mainte-
nance manual for the brake manufactured by KNOTT Company).
The parking brake is fastened by means of the bolts 33 (see Figure 10.3) to the bracket 8 which is fas-
tened to the cheek 22 by means of the nuts 7 through the bracket 20.
The energy accumulator consists of the body 32 with the cover 34 bolted to it. The piston 38 with the
brake pad 37 fastened to the piston by screws 65 moves inside the case. The piston is sealed by means of the
set of protective washers 40, 42 and sealing rings 39, 41 (brake mechanism manufactured by KNOTT Compa-
ny) or by cups 64 and 66 (view G, brake mechanism manufactured by BELAZ Company).
In the braked state, the piston 38 presses the brake pads 37 to the brake disk 19 (outer) by the force of
the springs 35 and 36 (seven pairs). For unbraking, the control pressure of the fluid is fed into the space under
the piston, which, while moving, compresses the springs and ensures the clearance between the brake pads
and the brake disk.
As the brake pads get worn out, the clearance between the brake pads and the brake disk shall be ad-
justed in the unbraked state. The clearance shall be 1 – 2 mm from each side of the brake disk that is adjusted
by placing the adjusting shims 30 with various thickness. The brake pads shall be replaced, if the clearance
exceeds 2 mm or if the brake gear fails to ensure the necessary brake force (with the allowable thickness of
the brake disk).
To tow the faulty truck, it is necessary to release rear circuit of the service brake system. To do this, dis-
connect the battery or screw out the locking needles of the service brake valve; in do doing, the chambers of
cylinders of the brake gears of the rear wheels are connected with the drainage.

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Arrangement of brake systems hoses as well as valve for releasing of parking brake prior to towing a
faulty truck in the rear axle housing is shown in figure 10.9.
To release the parking brake prior to towing, screw in the valve locking needle 3 (Figure 10.10) up to
stop, unscrew the cap 5, connect the external source with the working fluid to the nipple 7, unscrew needle 4
and supply the pressure of 11 – 15 MPa to the parking brake. After releasing the parking brake, screw in the
needle 4, disconnect the external source and screw the cap onto the nipple 7. To continue dump truck opera-
tion after towing unscrew locking needle 3 to the initial position by 4 – 5 turnovers.
In case of emergency unbraking, when it is necessary to apply the pressure due to leakages, the brake
shoes can be drawn from the disk by loosening the bolts 33 (see Figure 10.3). Be careful, all the six bolts shall
be screwed out serially by one turnover.

Figure 10.9 – Arrangement of brake systems hoses as well as valve for releasing of parking brake
prior to towing a faulty truck in the rear axle housing:
1 – electric motor-wheel; 2 – rear axle housing; 3 – parking brake pipe; 4 – service brake system pipe; 5, 6 – high-pressure hoses
of the parking brake; 7, 12, 14, 15 – high-pressure hoses of the service brake system; 8, 10, 13 – tees; 9 – junction valve; 11 – valve

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Figure 10.10 – Valve:

1 – valve body; 2 – rings; 3, 4 – locking needles; 5 – sealing gasket; 6 – cover; 7 – nipple; 8 – body;
I – channel connected with parking brake control valve, II – channel connected with brake gears of the parking brake

The parking brake valve (LT 08ММА-2Х/125/02М) is of following-action lever-actuated type. It is in-
tended for controlling the parking brake.
The valve lever 1 (Figure 10.11) is locked in the applied (braked) state by means of the latch 2. To move
the lever to the released (unbraked) position, it is necessary to release the control lever 1 from the slot by lift-
ing slightly the lever latch upwards and moving the lever forward.
The outlet S is connected with the pneumatic hydroaccumulator, the outlet T – with the drainage into the
hydraulic tank and the outlets B and DS – with the cylinders of the parking brake gear.
When the lever 1 is set to the “released” (I) position, the passage from the chamber S from the pneumat-
ic hydroaccumulator into the chamber B to the brake cylinders is open.
When setting the lever 1 to the “applied” (II) position, where the lever is fixed in the slot, the pressure is
released from the chamber B into the chamber T in direct proportion to the lever travel and speed of its move-
ment. Therefore, the the parking brake cylinder chamber is connected through the chamber T with the drain-
age into the hydraulic tank. At this moment, the chamber II from the pneumatic hydroaccumulator is shut off
and no working fluid is fed into the parking brake cylinder. The parking brake gear is applied by the force of the
power springs.

Figure 10.11 – Control valve of the parking brake:

1 – lever; 2 – latch; 3 – protective boot; 4 – body;
5 – information plate;
S – outlet connected with the pneumatic
hydroaccumulator; B, DS – outlets connected with the brake cyl-
inders; T – outlet connected with draining into the hydraulic tank.
I – unbraked (released) position of the lever; II – braked
(applied) position of the lever

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10.4 Auxiliary Brake System

The auxiliary braking system is intended for maintaining the necessary speed of motion downhill for long
time. The electrical braking mode of the electric traction drive is used as an auxiliary brake system of the truck.
Never operate the dump truck with the faulty auxiliary brake system, because braking the dump truck by
the service brake system when driving downhill would cause overheating of the disks and increased wear of
the brake pads and subsequent worsening of the brake efficiency.
For braking the dump truck or maintaining its speed within certain limits when driving it downhill, release
the drive pedal and depress the pedal of the auxiliary brake system (electric brake). The speed is set by the
driver depending on the angle of setting the electric braking pedal.
To drive the truck downhill at the constant speed in the electrical braking mode, it is necessary to enable
the speed stabilization mode by means of the switch on the console. The speed will be maintained at the value
as it was at the moment of actuation of the switch.
Auxiliary brake system of the BelAZ-75135, BelAZ-75131 and BelAZ-75137 dump trucks.
The electrical braking mode in the forward and reverse motion is implemented in two variants: the
standard electrical braking mode throughout the whole range of the motion speeds and the forced electrical
braking mode in the low speed range only.
To improve the efficiency of the braking when driving the truck in the low speed range and to ensure the
full stop of the truck, use the forced electrical braking mode. To do this, depress additionally the running pedal.
The auxiliary braking system is not efficient at the truck speed of below 5 km/h. To stop the truck com-
pletely, use the service brake system.
Auxiliary brake system of the BelAZ-75139 and BelAZ-7513В dump trucks (with the electric
transmission КТЭ-136 AC) provides complete truck engine shutdown.

The auxiliary brake system of the BelAZ-7513 and BelAZ-7513А trucks (with the electrical trans-
mission GE150AC ) cannot stop the truck completely; it reduces the latter's speed to 1,6 – 3,2 km/h. To stop
the truck completely, use the service brake system.
To drive the truck at a constant speed in the electrical braking mode, release the fuel feeding pedal, set
the speed stabilization switch to the ON position and set the necessary speed of the motion by means of the
rheostat.
The more detailed information in the operation of the auxiliary (electrical) brake is given in the documen-
tation for the electric traction drive manufactured by General Electric Company.

10.5 Rules of Use of the Brake Systems

THE SERVICE BRAKE SYSTEM IS NOT INTENDED FOR SLOWING DOWN THE MOTION OR BRAKING IN
THE USUAL MODE. IT IS ONLY INTENDED FOR STOPPING THE TRUCK AT LOW SPEED, HOLDING IT STILL FOR
SHORT TIME AND FOR EMERGENCY STOPPING IN THE CRITICAL SITUATION.
SHOULD THE CONTROL OF THE AUXILIARY BRAKE BE LOST, THE SERVICE BRAKE SYSTEM SHALL BE
USED FOR STOPPING THE TRUCK. THE TRUCK SHALL BE STOPPED AS QUICKLY AS THE BRAKE SYSTEM AL-
LOWS.
WHEN THE SERVICE BRAKE SYSTEM IS USED FOR STOPPING THE TRUCK IN THE CRITICAL SITUATION,
DO NIT ATTEMPT TO DRIVE THE TRUCK FURTHER UNTIL THE CAUSE OF THE CRITICAL SITUATION IS ELIMI-
NATED.
AFTER ELIMINATION OF THE FAULT, THE ENTIRE BRAKE SYSTEM SHALL BE INSPECTED TO ENSURE
THE FURTHER SAFE OPERATION OF THE TRUCK.
DO NOT APPLY THE PARKING BRAKE DURING THE MOTION; OTHERWISE THE BRAKING SYSTEM COM-
PONENTS CAN BE DAMAGED.

THE BRAKE SYSTEMS SHOULD BE USED CAREFULLY, WITH THE ACCOUNT OF THE ROAD CONDITIONS.

10.6 Maintenance of the Brake Systems

The maintenance consists in regular inspection of the condition, checking the leak-proofness and timely
re-tightening the threaded connections, refilling the system with operational materials and checking the ser-
viceability of the brake systems.

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When performing the inspection, it is necessary to check the fastening of the brake disks, housings of
the brake gears, cylinders of the brake gears of the rear wheels and parking brake, covers of the brake gears
of the front wheels and parking brake, fastening of the pneumatic hydroaccumulators and condition of the
brake shoes and disks.
For the list of lubricants to be applied, periodicity of the check and change of the lubricant, see chapter
“Maintenance”. For the list of routine maintenance works for the hydraulic system of the brakes, which are
common for the integrated hydraulic system see the chapter “Dumping Mechanism”.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them, as necessary (at the places of leakage);
– Check the conditions of the mechanisms of the service and parking brake systems. The brake gears
shall have no mechanical damages, cracks and/or leaks of the working fluid;
– Check the serviceability of the brake systems.
Maintenance 2 (M-2).
When performing the M-2:
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. The loosened fasten-
ers of the hoses shall be re-tightened;
– Check the condition and fastening of the mechanisms of the service and parking brake systems. The
parts shall be fastened reliably, the bolts and nuts shall be tightened as far as they will go and the crown nuts
shall be fixed with cotter pins;
– Check the condition of the brake disks and wear of the brake pads of the brake gears of the front and
rear wheels and of the parking brake, and replace the brake pads as necessary.
To check the condition of the brake disks and their thickness it is necessary to use the special beam cal-
iper 1 (figure 10.12). Measure the disk thickness at the free space between brake mechanisms.
To evaluate the wear of pads in the initial period it is admissible to perform visual inspection by means of
mirror.
To determine the pads wear during operation it is necessary to use the gauge 2 (metal bar with sizes of
10х10х100 mm).

Figure 10.12 – Appliance for checking the condition of brake disks and wear of pads:
1 – special beam caliper; 2 – gauge for determination of the pads wear

For checking install the bar between the pad framework and the brake disk. If the thickness of friction
material layer exceeds 10mm the bar would move freely. If the bar doesn’t fit into the space between the pad
framework and the brake disk this indicates that the thickness of friction material layer is less than 10mm and
replacement of brake pads is required.
The brake pads (except for those of the parking brake manufactured by KNOTT Company or the similar
one manufactured by BELAZCompany) shall be replaced, should the friction material of the liner be worn to
the residual thickness of less than 10 mm.

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When replacing the brake pads, do not fit the new brake pads and the used ones in the same gear. After
replacing the service brake pads, it is necessary to run them in by braking the truck from the speed of 10 km/h
with the interval of 5 minutes five times.
The damaged brake pads shall be obligatorily replaced. It is allowed to use the disk, the wear of the
working surfaces of which does not exceed 3 mm from each side.
Should the brake pads be worn out, the brake pads of the brake gears of the left and right wheels shall
be replaces at the same time. The brake pads shall be from the same manufacturer.
– Check the clearance between the brake disk and brake pads of the parking brake system; if neces-
sary, adjust the clearance or replace the brake pads;
– Check the tightness of adjoining of the pedal roller to the pusher of the valve controlling the service
brake system When the pedal is lifted until it rests against the pedal adjusting screw, the roller shall adjoin the
pusher without causing its displacement;
– Check the nitrogen pressure in the pneumatic hydroaccumulators and recharge them as necessary.
The procedure of checking the pressure and charging the pneumatic hydroaccumulators with nitrogen is de-
scribed in the chapter “Steering Control”.
CHECKING THE NITROGEN PRESSURE IN THE PNEUMATIC HYDROACCUMULATORS AND CHARGING
THE LATTER SHALL BE ONLY PERFORMED WHEN THE PISTON IS IN THE BOTTOM POSITION, I.E. IN THE AB-
SENCE OF THE WORKING FLUID IN THE LIQUID CHAMBER.
Should there be oil pressure, the accumulators shall be discharged.
To depressurize the pneumatic hydroaccumulators of the service brake system, turn out the locking
needles on the brake valve. The release of the working fluid pressure in the pneumatic hydroaccumulators of
the steering control is performed automatically after scheduled stop of the engine within 80s or on pressing the
push button on the steering control manifold.
After performing operations tied with pressure lines of the brake systems hydraulic drive to remove air
from working fluid perform pumping of the corresponding circuits – for service brakes circuit press several
times on the brake pedal as for parking brake circuit apply parking brake control valve several times.

Replacement of the brake pads of the front wheels without disassembling the brake gears.
To replace the brake pads of the brake shoes, proceed as follows:
– Remove the front wheel from the hub;
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Disconnect the brake system pipelines from the brake cases 2 (see Figure 10.4);
– Unscrew fastening bolts 27 of tightening plates 12 and remove the plates;
– Loosen lower bolt 15 of brake case fastening to steering knuckle 1;
– Screw out the upper bolt while holding the brake case;
– Turn smoothly the brake case held on the lower bolt to the horizontal position and remove the brake
pads;
– Return the pistons of the brake case to the initial position, having pushed the pistons until their ends
rest against the covers 7;
– Fit the new brake pads;
– Tighten the bolts 15 (tightening torque is given in the appendix В). Ensure the clearance of at least
1,5 mm between the end faces of the axles of the brake pads of the brake case 2 and the brake disk 4 by
means of the adjusting washers 13;
The surface of each adjusting washer, a joint of the brake case and the steering knuckle are to be coat-
ed with mixture of – over amount of 80 – 85% of the sealant TU U 6.10-00204234-004-95 and 15 – 20% of the
grinding material 14A, 10H, 14A 8H GOST 28818-90.
The mixture is to be stirred preliminarily up to grinding material is evenly blended with the sealant. Sub-
stitutes of grinding material: 25A 10H GOST 28818-90; 63C 10H GOST26327-84;
– Stop the bolts 15 against unscrewing tightening plates 12 with bolts 27 and washers;
– Reconnect the brake system pipelines to the brake cases.

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Replacing the brake pads of the brake gears of the rear wheels and of the brake gears of the
parking brake of the dump trucks with the reduction gears of the power wheels manufactures by
BelAZ OJSC.
The brake pads are replaced immediately in the driving axle housing, without dismantling the power-
wheel reduction gear. The brake pads shall be from the same manufacturer.
To replace the brake pads of the brake gears of the rear wheels and of the parking brake, proceed as
follows:
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Unlock the unbraking nut 44 (see Figure 10.2) and turn it in up to the stop;
– Unlock and screw out the supports 9 and bolts 54 on all the cheeks of the service brake and, if neces-
sary, on the cheeks of the parking brake;
– Remove the released brake pads;
– Slide the pistons 29 of the service brake cylinders 11 into the body 31 up to the stop;
– Fit sequentially the new brake pads 27, screw in the supports 9 and bolts 54 and lock them;
– Adjust the clearances between the parking brake pads and the brake disk;
– Turn out the unbraking nuts 44 until the nut holes are aligned with the screw hole and fix it with the
cotter pin 43.

Adjusting the clearances between the brake pads and the disk of the parking brake.
To adjust the clearances between the brake pads and the disk, proceed as follows:
– Set the clearance of 1 – 1,5 mm between the brake pad 27 and the brake disk 28 by rotating the stops
33. After setting the necessary clearance, lock the stops 33 with the nuts 34;
– Set the clearance of 1 – 1,5 mm between the brake pad 27 and the brake disk 28 by rotating the co-
vers 46 assembled with the piston 48 using a special wrench to be inserted into the holes in the cover. Turn
out the unbraking nuts 44 until the nut holes are aligned with the screw hole and fix it with the cotter pin 43.
– Screw in the two lock bolts 40 and lock them with the nuts 41.

Replacing the brake pads of the brake gears of the service brake system of the rear wheels of the
BelAZ-7513 and BelAZ-7513А truck modifications with the complete electrical transmission manufac-
tured by General Electric Company.
The replace the brake pads of the brake gears of the rear wheels, proceed as follows:
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Unlock and screw out the supports 61 (see Figure 10.3) and the bolts 60 on all the cheeks of the ser-
vice brake;
– Remove the released brake pads;
– Slide the pistons 48 of the service brake cylinders until they rest against the housing 27;
– Fit sequentially the new brake pads 29, screw in the supports 61 to the torque of 200 – 250 N.m and
bolts 60 and lock them; The clearance of 1 – 1,5 mm between the brake disks and the brake pads is set auto-
matically.

Replacing the brake gears pads of the parking brake system of the BelAZ-7513 and BelAZ-7513А
truck modifications with the complete electrical transmission manufactured by General Electric Com-
pany and adjusting the clearances between the disk and the brake pads.
When the brake pads of the parking brake are worn out, adjust the gap between pads and the brake
disc when the mechanism is disengaged. The gap should be of 1 – 2 mm from each side of the brake disc; it
should be adjusted by setting the shims 30 (see figure 10.3) of different thicknesses. The pads should be re-
placed if the gap exceeds 2 mm, or if the braking mechanism does not provide the necessary braking force
(with the admissible thickness of the brake disc). Damaged pads are to be replaced.

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To replace the brake pads of the brake pads of the parking brake gears, proceed as follows:
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Disconnect the high-pressure hoses from the parking brake cylinders;
– Remove the brake assemblies from the bracket 8 (see Figure 10.3) having screwed out the bolts 33
with washers. All the six bolts shall be screwed out by turns one revolution at the time.
To facilitate the performance of the works for installation and dismantling, apply the pressure of
11 – 15 MPa to the brake gears to retract the pistons. Maintain the pressure for the whole period of installation;
– Turn out the screws 65 fastening the brake pads and disconnect the brake pads from the piston. The
screws are coated with a sealant, therefore the torque required for turning them out can exceed the usual val-
ue. Prior to fitting the new brake pads, the screws shall be cleaned from residues of the old sealant and other
contaminants using a solvent;
– When the parking brake is dismantled, disassemble the spring units and check their operation. To do
this, loosen and remove the bolts 67 with washers holding the cover 34 on the body 32. Loosen the bolts by
turns, one revolution at the time with reducing gradually the loading applied to the piston 38. After releasing
completely the leading from the springs, pull out the bolts with washers and then remove the cover. Should at
least one spring be broken, the whole unit shall be replaced with a new one;
– Fit the new brake pads onto the pistons. Fit the screws onto sealant and tighten them. Set the clear-
ance of 1 – 2 mm between the brake pads and the brake disk using the adjustment shims 30 with various
thickness;
– Install the cylinders with adjusting shims onto the brackets 8 and fasten them by means of the bolts 33
(the tightening torque shall be 446 – 551 N.m). Should the brake assemblies by installed without pressurizing
the piston chambers, all the six bolts shall be tightened by turns, one revolution at the time;
– Connect the high-pressure hoses to the cylinders.

Maintenance 3 (M-3).
When performing the M-3:
– Check the bolts fastening the housings of the brake gears of the front wheels, nuts and the bolts fas-
tening the brake gears of the rear wheels and re-tighten them as necessary. The tightening torques are given
in Appendix В.

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11 PNEUMATIC SYSTEM
11.1 Components and Operation of the Pneumatic Apparatus
The pneumatic system is intended for supplying the engine starting system, drive of the radiator louvers,
for filling the cylinder of the pneumatic cushioning mechanism of the driver's seat and for connecting the tyre
inflation system.
The pneumatic system comprises the compressor 2 (Figure 11.1), air cooler 3, drain tank 4 with the
condensate draining cock 5, pressure regulator with adsorber 6 and regeneration receiver 7, receiver 10 with
the condensate draining cock 5 and pressure sensor 9.
The pressure regulator 6 controls the operation of the compressor 2.

Figure 11.1 – Schematic diagram of the pneumatic system:

1 – air filter of the engine; 2 – compressor; 3 – air cooler; 4 – drain tank; 5 – condensate draining cock; 6 – pressure regulator with
adsorber; 7 – regeneration receiver; 8 – control outlet valve; 9 – pressure sensor; 10 – receiver; 11 – solenoid valve; 12 – pneumatic horn
I – to the compressed air consumers

The installation of the pneumatic system on the

BelAZ-75131 truck is shown in Figure 11.2.
The compressor 3 installed on the engine serves
as a compressed air source. The compressor sucks air
from the intake air duct 4 of the engine and feeds it
through the air cooler 2 and drain tank 1 into the pres-
sure regulator with adsorber 7.
In the cooler 2, air is cooled and cleaned from
condensate which is accumulated in the drain tank 1.
The regulator 7 ensures the air drying, maintains the air
pressure in the pneumatic system within the range 0.65
to 0.8 MPa and controls the compressor operation.
From the pressure regulator, the air is fed into the
receiver 5 and further to the consumers.
The pressure sensor in installed in the consumer
receiver for monitoring the compressed air pressure.
The pilot lamp is installed on the instrumentation panel
in the truck cab.

Figure 11.2 – Installation of the pneumatic system

of the BelAZ-75131 dump truck:
1 – drain tank; 2 – cooler; 3 – compressor; 4 – air duct;
5 – receiver; 6 – second crossbeam of the frame; 7 – pressure regula-
tor with adsorber; 8 – regeneration receiver

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To monitor the pressure of com-

pressed air in the consumers receiver the
pressure sensor is installed. The alarm ban-
ner of the emergency air pressure in the
pneumatic system is displayed on the elec-
tronic instrumentation panel.
Dump trucks manufactured after Octo-
ber 2017 are equipped with moisture separa-
tor 7 (Figure 11.2a) instead of the drain tank
in the pneumatic system
It is designed to clean compressed air
pumped by the compressor 1, as well as to
condensate and remove moisture, oil and
other contaminants contained in the air. It is
installed in front of the pressure regulator
with adsorber 5; it allows to prolong the ser-
vice life of the pressure regulator cartridge.

Figure 11.2a - Installation of pneumatic system of

dump truck BELAZ-75131:
1 – compressor; 2 – hose from an the engine in-
let air duct; 3 – cooler; 4 – regeneration receiver;
5 – pressure regulator with adsorber; 6 – receiver;
7 – moisture and oil separator; 8 – second cross bar of
the frame

According to the customer's order, the truck can be equipped with a pneumatic horn 3 (Figure 11.3)
supplied with air from the receiver 2 through the solenoid valve 5.

Figure 11.3 – Installation of the pneumatic horn:

1, 4 – pipelines; 2 – receiver; 3 – pneumatic horn; 5 – solenoid valve

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11.2 Pneumatic System Apparatus

The compressor is delivered complete with the engine. Its maintenance shall be performed in accord-
ance with the recommendations of the operation manual for the engine.
Pressure regulator with adsorber
The design of the regulator is shown in Figure 11.4, the simplified diagram of the regulator illustrating
the principle of its operation is shown in Figure 11.5 and the technical characteristics of the regulator are given
in Table 11.1.
The compressed air from the pressure pipeline of the compressor is fed to the outlet I (see Figure 11.5)
and further to the chamber А, passed sequentially through the filters 7 and 10, zeolite adsorber 8 and gets into
the chamber В. At the same time, the compressed air is fed from the chamber А to the safety valve 2.
In the chamber В, the cleaned and dried compressed air releases the check valve 12 and is passed into
the chamber С and into the truck's pneumatic system through the outlet II. At the same time, the compressed
air is passed from the chamber В through the channel F into the chamber D and further through the outlet III
into the regeneration receiver.
From the chamber C, the compressed air pressure is passed through the channel G to the following pis-
ton 14 and ball control valve 16. The deformation-force characteristic of the spring 13 of the following piston 14
is selected in such a way that when the pressure in the truck's pneumatic system is below the value 0.8 MPa,
the ball control valve 16 is pressed tightly against the seat and no compressed air pressure is transmitted to
the piston 17 and safety valve 2 connected with the latter, which is pressed against its seat by the force of the
spring 1.

Figure 11.4 – Pressure regulator with adsorber:

1 – valve body; 2 – ball valve; 3 – following piston; 4 – cup; 5 – spring plate; 6 – nut; 7 – adjusting bolt; 8 – cap; 9, 14, 31,
32 – springs; 10 – pressure regulator body; 11 – gasket; 12, 13, 20, 24 – seal rings; 15 – sleeve cap; 16 – filter gasket; 17 – drying bag
(zeolite adsorber); 18 – sleeve; 19 – polyurethane-foam filter; 21 – ring; 22 – base; 23 – cap; 25 – piston; 26 – lock ring; 27 – valve body;
28 – valve seat; 29 – valve control rod ;30 – safety valve; 33 – check valve; 34 – plug; 35 – washer

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Figure 11.5 – Schematic of the pressure regulator with adsorber:

1, 3, 9, 13 – springs; 2 – safety valve; 4 – bypass valve;
5 – sleeve; 6 – seal; 7 – polyurethane-foam filter; 8 – zeolite adsorber;
10 – filter gasket; 11 – body; 12 – check valve; 14 – following piston;
15, 16 – ball valves; 17 – piston;
I – outlet from the compressor; II – outlet into the pneumatic
system; III – outlet into the regeneration receiver; IV – outlet into the
atmosphere;
А, В, С, D – chambers; Е – chamber connected with the com-
pressor;
F, G, H – channels; K – channel to the atmosphere

When the air pressure in the pneumatic system exceeds the value 0.8 MPa, the following piston 14
moves to the right while compressing the spring 13, and the valve 16 together with the following piston 14
comes off its seat as the pre-compression of its spring decreases so that the compressed air pressure is
transmitted to the piston 17 of the safety valve 2.
At that time, the additional force is transmitted to the valve 2 while upsetting the balance between the
compressed air pressure of the chamber А and spring 1 due to that the safety valve 2 drops open to connect
the chamber А with the atmosphere.
The check valve 12 is pressed against its seat to prevent the compressed air from being vented into the
atmosphere. Simultaneously, the cleaned air from the regeneration receiver (outlet III) is passed through the
chambers D and В into the adsorber from the bottom (while regenerating the adsorbent), to the chamber А and
further through the the safety valve 2 into the atmosphere with the excessive moisture and contaminants.
At the same time, the compressed air is fed from the chamber Е via air duct into the compressor bypass
valve while switching the compressor to the idling mode.
When the compressed air pressure in the truck's pneumatic system drops down to 0.65 MPa, the follow-
ing piston 14 moves to the left under the action of the spring 13 and the ball control valve 16 is pressed against
its seat while shutting off the access of compressed air to the piston 17 of the safety valve 2. As a result, the
spring 1 presses the safety valve 2 to the seat while isolating the chamber А from the atmosphere.
In so doing, the air pressure in the chamber Е decreases, the bypass valve in the compressor drops
shut and the compressor is switched to the mode of filling the system.
For the case of clogging of the adsorber, the bypass valve 4 is provided. It connects the chambers А
and В, if the pressure difference between them reaches 0.20-0.25 MPa. In this case, air from the compressor
is fed directly to the pneumatic system of the truck.
During the operation, the regulator needs no special maintenance.

Table 11.1 – Technical characteristics of the pressure regulator with adsorber:

Parameter or dimension Parameter value

Maximum working pressure, MPa 1.35
Actuation pressure, MPa 0.65
Deactuation pressure pressure, MPa 0.80
Safety valve actuation pressure, MPa from 1 to 1.35

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Moisture and oil separator.

The moisture and oil separator consists of the upper 1 (Figure 11.6) and the lower 4 casings, intercon-
nected by bolts. Worm 2 is installed in the upper casing, and the valve for removing oil and condensate is in-
stalled in the lower one.
The compressed air from the compressor is supplied to the outlet
I and is directed downwards along the auger surface of the worm 2 with
high speed along the inner side of the upper casing 1. When passing
the auger surface the air gets cooled, some of the water vapor con-
tained therein gets condensed and, together with the oil and other con-
taminants, settles on the wall of the upper casing and the auger line,
draining further into the dirt intake of the lower casing 4. The cleaned
air through the radial apertures in the worm enters the internal cavity of
the worm and further into the outlet II to the pressure regulator.
When the pressure regulator gets actuated, the pressure is ap-
plied to the cavity B through the outlet IV, which, together with the
working pressure in the cavity A, acts on the piston 3, overcoming the
force of the spring 6. The valve 5 gets opened and the collected oil and
condensate through the outlet III are released to the atmosphere.
Condensate can also be released without pressure supply to out-
let IV. In this case, the working pressure in the cavity A to overcome the
force of the spring 6 and the opening of the valve 5 should be at least of
1.0 – 1.35 MPa.

Figure 11.6 - Moisture oil separator:

1 – upper casing; 2 – worm; 3 – piston; 4 – lower casing; 5 – valve; 6 – spring
I, II, III, IV – outlets

The control outlet valve (Figure 11.7) is intended for connecting the measuring instrumentation to it
when checking the air pressure.
To check the pressure, screw out the cap 2 and turn the instrument nut onto the valve. When turning the
nut on, the instrument fitting acts upon the pusher 3 and presses the valve from the seat. The air is fed into the
instrument through the hole in the pusher. After disconnecting the instrument, the valve is pressed against the
seat in the body 1 by the spring 5 so that the air stops escaping from the circuit. After disconnecting the in-
strument, screw on the cap 2.

Figure 11.7 – Control outlet valve:

a – control outlet valve; b – tip for connecting the monitoring devices to the control outlet valve
1 – body; 2 – cap; 3 – valve pusher; 4 – sealing ring; 5 – spring

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11.3 Maintenance of the Pneumatic System

The reliable operation of the pneumatic system is only guaranteed provided that the system is a hole
and its individual components (apparatus) are air-tight. Therefore, the works influencing the air-tightness of the
connections of the apparatus and air ducts shall be performing especially thoroughly when performing the
maintenance of the pneumatic system.
The maintenance of the pneumatic system consists in the regular inspection of the condition of the sys-
tem, check the leak-proofness, fastening of the apparatus, and checking the operability.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the leak-proofness of the pneumatic system.
The pneumatic system shall be tested for air-tightness at the air pressure in it of at least 0.65 MPa, with
the consumers of the compressed air switched off and compressor not running.
The drop of the compressed air pressure in the pneumatic system shall not exceed 0.05 MPa for 30
minutes. The places of major air leaks could be detected aurally and those of minor leaks – using soapy emul-
sion. Any air leak from the pipeline connections shall be eliminated by tightening or replacing individual com-
ponents of the connections.
In case of any fault, the disassembling of the apparatus and elimination of the defects shall be per-
formed by qualified specialists under the workshop conditions only.
– Drain the condensate from the receiver and drain tank of the pneumatic system, regeneration receiver
of the pressure regulator and receivers of the pneumatic engine starting system every day after the shift.
After complete draining of the condensate from receivers, fill the system again with air until the pressure
regulator operates and only then stop the engine.
It is prohibited to use bare flame in case of freezing of the condensate.
The intensity of accumulation of the condensate depends on the technical condition of the compressor
and humidity of the environment air. The presence of condensed moisture in the pneumatic system receivers
is a criterion of unsatisfactory drying and indicates the necessity of replacement of the absorbent in the pres-
sure regulator.

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12 LOW-VOLTAGE ELECTRIC EQUIPMENT

The DC electric equipment of the dump truck rated at the voltage of 24 V is based on a one-wire circuit.
The negative poles of both the current sources and the current consumers are connected with the chassis.
The under-bonnet lamps and socket for hand lamp are connected via two-wire circuit.
The low-voltage the electric equipment of the truck includes the following basic systems: those of power
supply, engine starting and stopping, light and audible signalling, lighting, electric equipment of the cab, moni-
toring instruments and security.
The schematic diagrams of the low-voltage electric equipment of the dump truck, list of components of
the electric equipment diagrams and diagrams of mounting the electric equipment on the chassis and cab de-
livered together with the dump trucks within the complete set of operating documents. Every dump truck is only
provided with the appropriate electric diagrams.
The contacts of the sensors, contactors, relays and switches are shown in the diagram in the OFF
position.

12.1 Power Supply System

The power supply system of the truck includes two series-connected storage batteries for trucks with
pneumatic starting, four series-parallel connected storage batteries with electric starting, and generator with a
built-in voltage regulator. The generator is connected in parallel to the storage batteries.
Storage batteries. The truck is provided with storage batteries of the 6СТ-190А type.
Technical characteristic of the storage battery
Rated voltage, V ....................................................................................................... 12
Capacity for 10-hour discharge at the electrolyte temperature of 30°C, A-h ........... 174
Discharging current for 10-hour discharge, A .......................................................... 17.4
First-charging current for the dry-charged batteries, А ............................................ 19

The electrolyte volume required for filling one battery is 12 l. Depending on the climatic region, the stor-
age batteries shall be filled with electrolyte of certain density in accordance with Table 12.1.

Table 12.1 – Dependence of the electrolyte density on the climatic region

Electrolyte density as measured at the
Climatic region (average monthly air tem- temperature of plus 25°С, g/cm3
Season of the year
perature in January, °С) When being poured At the end of charg-
ing
Very cold with the temperature from minus 50 winter 1.28 1.30
to minus 30 summer 1.24 1.26
Cold, from minus 50 to minus 30 throughout the year 1.26 1.28
Temperate, from minus 15 to minus 8 throughout the year 1.24 1.26
Hot dry, from minus 15 to plus 4 throughout the year 1.22 1.24
Warm humid, from 0 to plus 4 throughout the year 1.20 1.22

Note: The deviation of the electrolyte density within the range of +0.01 g/cm3 is allowed.

The electrolyte shall be prepared of sulphuric acid of the battery grade and distilled water in a vessel re-
sistant to sulphuric acid (made of ceramic, plastic, ebonite or lead). Water shall be poured into the vessel first
and then sulphuric acid shall be added with continuous stirring. To obtain the electrolyte of appropriate density
refer to Table 12.2.
When filling the battery, the electrolyte temperature shall be at least plus 15С and not more than plus
25С in the regions with cold and temperate climate and not more than plus 30С in the regions with tropical
climate.

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Table 12.2 – Relationship between the electrolyte density and quantity of water and sulphuric acid in 1 l of electrolyte
3
Required electrolyte density at 25С, g/cm 1.20 1.22 1.24 1.26 1.28 1.40
3
Quantity of sulphuric acid with the density of 1,83 g/cm , l 0.200 0.221 0.242 0.263 0.285 0.426

Quantity of distilled water, l 0.859 0.839 0.819 0.800 0.781 0.650

Prior to filling the battery with electrolyte, screw out the plugs from the battery and remove from the film
covering the vent and cut off the projection at the plug end face. If a sealing disk under the plug is used instead
of the film and projection, remove it. After filling the battery with electrolyte, the vents shall remain open.
The electrolyte shall be poured to the level above the protective shield by 10-15 mm.
In the batteries, the covers of which are provided with ventilation nipples for adjusting automatically the
electrolyte level, it is necessary to remove the sealing parts from the holes in the nipples, screw out the battery
plugs and draw them tightly onto the ventilation nipples. Then pour the electrolyte in a thin jet into the batteries
to the top edge of the filler neck. Remove the plugs from the nipples and the electrolyte level in the batteries
will decrease automatically to the required value.
Check the electrolyte density after neither earlier than 20 minutes nor later than two hours from the mo-
ment of pouring the electrolyte. Should the electrolyte density drop by not more than 0.03 g/cm³ against that at
the moment of pouring, the operation of the batteries can be begun.
3
Should the electrolyte density drop by more than 0.03 g/cm , the batteries shall be charged.
The electrolyte temperature in the battery before charging shall not exceed 30С in the cold and tem-
perate zones and 35С hot dry and warm damp zones. Should the electrolyte temperature exceed the speci-
fied one, it shall be cooled down. Should the electrolyte temperature exceed the specified one, it shall be
cooled down.
To charge the battery, its positive side shall be connected to the positive pole of the power supply and
its negative side – to the negative pole of the power supply. The charging current shall be 19 А.
The batteries shall be charged until plentiful gas release begins in all the cells of the battery and the
voltage and electrolyte density remain constant for two hours. Should the electrolyte temperature exceed 45С,
the charging current shall be reduced twice or the charging shall be interrupted for the time necessary for cool-
ing down to the temperature of 30-35С. The voltage of the storage batteries shall be monitored by means of
the voltmeter with the scale of 30 V and resolution of 0.2 V.
Should the electrolyte density measured with the account of the temperature correction (table 12.3) at
the end of charging differ from the norm, it will be necessary to correct the electrolyte density. Distilled water
shall be added, if the electrolyte density exceeds the normal value and sulphuric acid with the density of 1.4
g/cm3 shall be added if the electrolyte density is below the normal value.
After correcting the electrolyte density, continue charging the batteries for extra 30 minutes until the
electrolyte gets completely mixed and than disconnect the batteries. After 30 minutes from the moment of dis-
connection of the batteries, measure the electrolyte level in all the battery cells.
Should the electrolyte level be below the normal value, the electrolyte of the density specified in Table
12.1 into the battery. Should the electrolyte level exceed the normal value, withdraw the excess electrolyte us-
ing a rubber bulb;
The negative side of the storage batteries is connected with the dump truck chassis through the contac-
tor.
Table 12.3 – Temperature corrections to the electrolyte density

Electrolyte temperature when measuring the density, °С Correction to the areometer indication, g/cm3
from minus 55 to minus 41 minus 0.05
from minus 40 to minus 26 minus 0.04
from minus 25 to minus 11 minus 0.03
from minus 10 to minus 4 minus 0.02
from minus 3 to plus 19 minus 0.01
from plus 20 to plus 30 0
from plus 31 to plus 45 0.01
from plus 46 to plus 60 0.02
Note: At the electrolyte temperature exceeding 30С, the correction shall be added to the actual reading of the
areometer and at the temperature of below plus 20С – subtracted from the areometer reading.

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The generator is of three-phase type with the built-in voltage regulator. It is mounted on the engine. For
the design and maintenance, please, see the operation and maintenance manual for the engines.

12.2 Engine Starting and Stopping System

The system provides for preheating of the engine cooling fluid and starting of the engine.
The engine starting system comprises the starter, oil priming pump and fuel transfer pump driven from
electric motors, starting preheater of the cooling fluid and switchgear.
The starting preheater of the cooling fluid is an autonomous unit. It is used depending on the season of
operation of the dump truck.
Engine starting system can be pneumatic or electric in accordance with contract.
To start the engine, proceed as follows:
– Insert the key into the ignition switch up to the stop. In this position, the contactor connecting the mi-
nus leads of the storage batteries to the truck chassis will operate to energize the monitoring instruments and
pilot lamps;
– Switch on the fuel priming pump by means of the switch on the instrument panel and bleed the feeding
system;
– Turn the key in the key switch at the angle of 90 to switch on the electric motor of the oil-priming
2
pump; on reaching the pressure in the lubrication system of approximately 0.2 kg/cm , the pump is switched off
and the engine is started;
– After starting the engine, release the key of the ignition switch so that it would return into the initial po-
sition.
When starting the engine it is not in stable operation it is necessary to shut down the starter. Perform the
repeated start-up at least in one minute.
IT IS PROHIBITED TO ACTUATE THE STARTER WHEN THE ENGINE IS OPERATING.
Electric starter continuous run time must be not more than 15 sec.
Press the engine shutdown pushbutton to stop the engine. Time relay (for 80 sec) for electric power
and engine electronic control unit turn-off delay after engine shutdown is installed in engine starting and shut-
down system in order to release pressure in steering hydropneumatic accumulators. The same functions are to
be actuated by emergency engine shutdown pushbuttons (two) installed in the lower part on the side pan-
els from both sides of the front bonnet; they are intended to shutdown the engine from the “ground”.
Electric starter is delivered with engine. See its design, maintenance and repair in maintenance docu-
mentation of the electric starter producer.
Electrical equipment of dump trucks comprises the breakers unit. This unit is installed on the dump
truck deck and fastened to the storage batteries box. The unit comprises the storage battery switch (two poles
breaker), contactors and automatic fuses of the electrical equipment circuits ( look details in the low-voltage di-
agram).
If necessary during maintenance or repair disconnect the electrical equipment circuits from the storage
batteries using the switch in the breakers unit. Lock-up device can be latched in the position “Обслуживание”
(Maintenance) and “Эксплуатация” (Operation) by means of the padlock.

12.3 Audible and Light Alarm System

The light alarm system inform the driver on the conditions of the dump truck systems, such as variation
of the parameters within the allowable range and reaching the emergency values of the parameters as well as
provides the information on the manoeuvres, i.e. braking and turning.
The sensors of electric signals are installed in the channels of the systems and on the actuators of the
units and the receivers of the signals (instruments and lamps) – on the instrumentation panel in the cab. The
lamps with red light filter are alarms and those with green and blue light filters are information signals.
When switching on the emergency alarm, all the right and left turn indicators and pilot lamp mounted into
the switch button blink. The warning lantern is mounted on the fuel tank to exclude overfilling the tank when re-
fuelling.
The stop light is switched on when braking the dump truck by means of the service, parking, reserve and
auxiliary braking systems. When applying the parking brake system, the pilot lamp in the pilot lamp block lights
up. The pilot lamp blinks.
Flashing beacon is installed on the cab by customer order.

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The audible signalling system comprises the electric horns, electric horn of reversing and audible emer-
gency alarm. The electric horns are switched on by pressing the end of the arm of the switch of the turn indica-
tors and headlight located at the left hand side from the steering column. The electric horn of reversing is
switched on simultaneously with engagement of the reverse. Its circuit is provided with a relay interrupter so
that the reverse signal is intermittent.
The sound annunciator is connected in the circuit in parallel to the warning lamps of the emergency
conditions of the engine, steering control and brake systems and warns the driver about the emergency condi-
tion of the above mentioned systems by means of an additional audible signal.

12.4 External and Internal Lighting System

The system is intended for illuminating the road section when driving the truck at night time and under
the restricted visibility conditions, illuminating the ladder, deck and operation area, lateral space and the engine
compartment, information on the overall dimensions of the dump truck and the cabin illumination. The lighting
system includes also hand lamp socket.
Fog lights, lamps illuminating ladder, deck, operation area, lateral space and the engine compartment
are actuated by the switch located on the instrumentation panel. Dome light is actuated by the switch located
on the additional instrumentation panel (above the windshield).
Turn indicators, side lights, upper and lower beam headlights, horn are actuate by the switch located at
the left hand side from the steering column.
For the arrangement of the controls of the external and internal lighting systems and description of the
rules of their use, see chapter 4, “Controls, Instrumentation and Cab Equipment”.

12.5 Protection of the Electric Equipment Circuits

The truck electric equipment is protected by automatic thermal switches disconnecting circuit in case of
its overload. When any malfunction in the electrical circuit occurs check the condition of the automatic switch-
es. Actuation of the automatic switch (electrical circuit breakage) indicates about short circuit or about circuit
overload. In this case eliminate malfunction and only after that turn on the automatic switch.
Location of automatic thermal switches, their designation and rated meaning are given in the circuits of the
low-voltage electric equipment of the dump trucks, delivered within the complete set of operating documents.

12.6 Alarm of the Approach to the Overhead Power Transmission Line

The Alarm of the Approach to the Overhead Power Transmission Line Device (AAOPTLD) is intended
for warning the driver about the staying of the dump truck at the dangerous distance to the wires of the over-
head power transmission line by audible and light alarm, and interlocking the platform lifting in this case.
The procedures of the alarm installation, maintenance and troubleshooting are described in the Operat-
ing Manual for the device included in the set of the operating documentation.
The arrangement of AAOPTLD antennas is given in the directions for dump truck assembly.

12.7 Maintenance of the Electric Equipment

When performing the maintenance of the electric equipment components, observe the following guide-
lines:
– It is prohibited to connect the leads improperly and/or inverse the polarity when connecting the storage
batteries or external power supply source;
– When washing the dump truck, take measures to exclude the direct exposure of the generator to water
jets;
– To remove dust and dirt from the generator, use a brush moistened in gasoline or a piece of cloth, or
blow it with compressed air;
– To remove the electrolyte from the storage batteries, use a piece of cloth moistened in ammonia or
calcinated soda (10%) solution.
The maintenance of the electric equipment consists in cleaning regularly its components from dirt and
dust and checking the serviceability and fastening of the generator, storage batteries and instrumentation with
the established intervals.

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Besides, the maintenance shall obligatorily include the checking of the condition of the electric wiring
and plug connectors, as well as fastening of the electric wiring to the apparatus terminals and connecting
panels.
When performing the DM:
– Check the voltage of the storage batteries prior to starting the engine using a voltmeter on the instru-
mentation panel; Start the engine. Make sure that the monitoring instrumentation, lighting armature, light and
audible alarm devices are in good order.
When performing the M-2:
– Check the condition, installation and connection of the electric wires and cables of the low-voltage
electric equipment. Neither damage of insulation of the wires and cables nor loosening of their fastening is al-
lowed;
– Re-tighten the fastening the lugs to the terminals and fastening of the storage batteries. Lubricate the
terminals of the batteries;
– Check the electrolyte level in the storage batteries and top up the electrolyte as necessary. Cleanse
the vent holes in the plugs of the batteries.
Prior to checking, clean the storage batteries using rags moistened in 10% ammonia solution. The elec-
trolyte level shall be above the protective shield by 10 – 15 mm.
To check the electrolyte level, make two marks on a glass tube with the diameter of 3-5 mm at the dis-
tance of 10 and 15 mm from the end (Figure 12.1).
Screw out the plug in the battery and insert the tube into the hole until it rests against the protective
shield. Close the free end of the tube with your finger and lift it – the tube shall be filled with electrolyte to the
level between the marks. It is just the electrolyte level in the battery.
– Check the electrolyte density in the storage batteries. If necessary, restore the electrolyte density and
recharge the batteries.

Figure 12.1 – Checking the electrolyte level in the storage battery

Checking the electrolyte density.

The electrolyte density shall be determined by means of an areometer (Figure 12.2) in each cell of the
battery.
Determine the battery discharge degree having compared the actual density of the electrolyte with its
density specified for the respective climatic region as specified in Table 12.4.
The Table presents the electrolyte density at 25С. The battery discharged by more than 25% in winter
and by more than 50% in summer shall be put for charging.

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Figure 12.2 – Checking the electrolyte density

Table 12.4 – The level of charge of the storage battery depending on the electrolyte level

The battery is discharged

The battery is charged fully
by 25 % by 50 %
1.30 1.26 1.22
1.28 1.24 1.20
1.26 1.22 1.18
1.24 1.20 1.16
1.22 1.18 1.14
Note: In the Table, the electrolyte density at 25С is specified.

– Check the fastening of the lighting and light alarm devices.

Upper and lower beam headlights of LED type are installed during the dump truck assembling (look
the directions on the dump truck assembly) and further when the dump truck maintaining the additional ad-
justment is not required.

Seasonal maintenance.
When performing the seasonal maintenance:
– Adjust the electrolyte density in accordance with the season and re-charge the storage batteries.

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13 CAB AND BODY

13.1 Cab
The cab is of two-seated, two-doors, all-metal type with mounted protection system when topple over in-
cidents occur at (ROPS), with heat and noise insulation and soft internal lining. It is installed on the left on the
brackets and fastened to them at four points by means of the bolts 3 (Figure 13.1) through the rubber cushions
4 damping the cab oscillations during the motion.
The cab comprises the pneumatically sprung driver's seat and passenger seat with folding backrest,
which can be transformed into a table for eating. Seats are equipped with safety belts. The compartment for
the driver's personal things is located under the passenger seat. There is console with controls placed be-
tween the seats.
The cab is completed with a moulded instrumentation panel with the built-in diagnostic display unit. The
upper instrumentation panel is made of moulded plastic with the possibility of accommodation additional
equipment therein.
The cab is equipped with electrical washer and wiper for front and rear windscreens, heater for rear
windscreen, heating and air-conditioning unit located in the right-hand compartment under the panel.
The cab is also provided with a sun blind, dome light and coat rack. The place for the first-aid kit is also
provided for. The ceiling, side and rear walls are coated with the soft multilayer lining.
The cab glazing provides good visibility from the driver's seat. The windscreen is fitted with flat three-
layer glass (two polished glasses with transparent plastic film between them), the rear and side windows are
fitted with hardened safe glasses.
The doors are equipped with locks and moulded linings with built-in pocket for documents. The cab
doors are provided with sliding quarter vents. The doors are also provided with external and internal handles.
The air-tightness of the door and windows is provided by the rubber seals.
On the customers’ order the dump trucks in modification ХЛ1 are equipped with double-glass cab win-
dows, additional cab heater and rear view mirrors with electrical heating.

Figure 13.1 – Cab installation on the dump truck chassis:

1 – cab; 2, 6 – plates; 3 – bolt; 4 – cab support cushion; 5 – nut

The driver's seat – is pneumatically sprung, with the mechanisms for adjusting the seat height, longitu-
dinal movement, turn and backrest fixation.
To move the seat in the longitudinal direction, turn the handle 1 (Figure 13.2) to the left, set the seat to
the required position and release the handle.
The handle 6 is used for adjusting the seat turn and fixing the seat backrest 8. Turning the handle to the
upper position sets the backrest to the front position.
The handles 2 and 4 are intended for adjusting the seat cushion height and tilt and for fixing the cushion
in the set position. On turning the handles to upwards, the seat is set to the uppermost position. The required
position of the seat cushion tilt is achieved by turning alternately the handles.
The seat framework has two threaded holes 9 with the diameter of 7/16” for fastening the lap belt. The
fastening bolts are included in the scope of delivery of the lap belt.

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Figure 13.2 – Driver seat:

1 – handle of the mechanism for longitudinal movement of the seat; 2, 4 – handles of the latch of the gear for adjusting the seat
height; 3 – seat support with pneumatic equipment; 5 – boot of the adjusting mechanisms; 6 – handle of the mechanism for turning the
seat and fixing the seat backrest; 7 – seat cushion; 8 – seat backrest; 9 – threaded hole for fastening the lap belt

The pneumatic cushioning mechanism is supplied from the pneumatic system receiver and mounted in
the support 3. It consists of the pneumatic cylinder 6 (Figure 13.3), air control valve 3, shock absorber 4, upper
1 and lower 2 levers and buffer 5.
On the customer's request, the cab can be equipped with pneumatically sprung seat, provided with air
compressor built into the seat and connected to the truck power circuit.

Figure 13.3 – Seat support with pneumatic equipment:

1 – upper lever; 2 – lower lever; 3 – pneumatic distributor; 4 – shock absorber; 5 – buffer; 6 – pneumatic receiver

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The driver's seat manufactured by PILOT Company of P1102 SUPREME model (Figure 13.4) is a
pneumatic suspension with a compressor, automatic adjustment by weight up to 150 kg, equipped with arm-
rests and safety belt.
The seat is equipped with pneumatic compressor connected to the dump truck on-board electrical power
circuit of 24V through a fuse.
Adjustment by weight is performed in automatic mode when connecting the "ground" of the dump truck.
Adjustment of the cushion position and seat backrest is performed by using the switches 5, 6, 7. Additional
seat adjustments are performed with the compressor being OFF.
The pre-adjusted positions of the seat after adjusting by weight and height are also saved when the
"ground" of the truck is off.

ATTENTION: WHEN ADJUSTING DO NOT OPERATE THE COMPRESSOR MORE THAN ONE MINUTE IN OP-
ERATING MODE.

The other operator needs the seat to be adjusted again.

Adjustments to the seat should be performed on a stationary dump truck.
The driver's seat should be serviced and repaired only by specialists, in accordance with national stand-
ards and installation instructions. National installation standards can be obtained from PILOT Company or its
representative offices.
To prevent injury of the driver’s back, first adjust the seat based on the weight of the driver, and after
each other driver.

Figure 13.4 – Driver's seat "PILOT":

1 – lever for longitudinal adjustment of the seat cushion shift; 2 – seat cushion; 3 – adjustment of the armrests tilt; 4 – armrest,
5 – integrated pneumatic support; 6 – smooth pneumatic adjustment of the seat by height with memory (up to 80 mm); 7 – shock absorber
adjustment; 8 – button of air release from pneumatic suspension; 9 – lever for longitudinal adjustment of the seat shift; 10 – backrest of the
seat; 11 – waist safety belt; 12 – headrest

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The driver's seat manufactured by GRAMMER pneumatically sprung seat, model ACTIMO XXL (Fig-
ure 13.5). The seat is provided with armrests and lap belt. The seat upholstery can be removed from the
framework for cleaning or replacement.
ATTENTION! WHEN HANDLING THE SEAT FRAMEWORK, BE CAREFUL BECAUSE IT CAN MOVE FOR-
WARD SPONTANEOUSLY AND CAUSE AN INJURY!
The air compressor is built into the seat and connected to the truck mains with the voltage of 24 V
through a fuse (9 A without heating the seat).
When the truck batteries are connected to its chassis, the truck mains voltage is also applied to the
compressor, which can be switched on by means of the lever (1+2) when adjusting the seat according to the
driver's weight and height, and by means of the switches 8 when adjusting the cushion shape. The additional
adjustments of the seat are performed with the compressor off.
ATTENTION! WHEN PERFORMING THE ADJUSTMENTS, DO NOT OPERATE THE COMPRESSOR IN THE
WORKING MODE FOR MORE THAN ONE MINUTE.
Should the driver be changed, the seat adjustments shall be corrected.
The seat adjustments shall be performed on the stationary truck.
The diver's seat shall be serviced and repaired by specialists only, in accordance with the national
standards and installation instructions. The national installation standards can be obtained from the
GRAMMER Company and its representative offices.
To prevent the injury of the driver's back, the seat shall be pre-adjusted according to the driver's weight
and then for each new driver.
To adjust the seat, proceed as follows:
1. Adjustment according to the driver's weight
It is performed by short movement of the lever (1+2) upward by the driver sitting on the seat of the sta-
tionary truck. The air from the air compressor is fed into the air cylinder of the seat and sets automatically the
position corresponding to the driver's weight.
When adjusting the seat according to the
driver's weight and height, the shock-absorber lever
4 (located on the right side of the seat) shall be
turned clockwise up to the stop (“soft” position).
2. Adjustment according to the driver's
height
It is performed by lifting the seat by means of
the compressor. To do this, the driver sitting on the
seat of the stationary truck should pull the lever
(1+2) upwards. The shock-absorber lever 4 shall be
turned clockwise up to the stop (“soft” position).
To lower the seat, it is sufficient to push the
lever (1+2) downwards.

Figure 13.5 – Driver's seat:

1 – lever for automatic adjustment according to the driv-
er's weight; 2 – lever for automatic adjustment according to the
driver's height; 3 – handle for adjusting the cushion slope;
4 – shock-absorber level; 5 – handle for adjusting the cushion
slope; 6 – roller for adjusting the slope of the armrests; 7 – head-
rest; 8 – switch for changing the backrest shape; 9 – adjusting
nut of the armrests; 10 – lever for adjusting the backrest slope;
11 – lap belt 12 – lever for adjusting the seat shock absorption in
the longitudinal direction; 13 – lever for adjusting the longitudinal
movement of the seat

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The air is released from the air receiver when the compressor is off; the seat is lowered under the driv-
er's weight to the desired position fixed by locking at the moment of setting the lever (1+2) from the lower posi-
tion to the neutral one.
The fixed positions of the seat after adjustment according to the driver's weight and height are preserved
also after disconnecting the storage batteries from the truck chassis.
3. Adjusting the cushion slope
To adjust the cushion slope, lift the handle 3 (L/H, left). When the handle is lifted, achieve the desired
cushion slope by lowering or lifting the front portion of the cushion.
4. Adjusting the shock-absorber hardness
It is performed by fixed (5 positions) turning of the shock-absorber lever 4 counter-clockwise from the
“soft” position to the “hard” one or clockwise – vice versa.
The adjustment of the shock-absorber hardness shall be chosen individually depending on the road
conditions.
5. Adjusting the cushion depth
To adjust the cushion depth, lift the handle 5 (R/H, right).
When the handle is lifted, achieve the desired result by moving the cushion forward or backward.
6. Adjusting the slope of the armrests
To adjust the slope of the armrests, turn the adjusting roller 6 mounted into the front lower portion of the
armrest. Set the desired slope of the armrest by turning the adjusting roller. The armrest can be turned to the
vertical position by hand.
7. Adjusting the height of the armrests
To adjust the height of the armrests, loosen the tightness of the adjusting nut 9 located under the arm-
rest. To perform the adjustment, remove the round plug, loosen the tightening of the hexahedral nut, adjust the
required height and re-tighten the nut. Set the plug onto the nut.
8. Adjusting the height and slope of the headrest
It is performed by pulling it stepwise upwards up to the stop.
Achieve the desirable slope of the headrest by tilting the same forward/backward.
To remove the headrest, it is necessary to pull it up through the end stop with applying more force.
9. Adjusting the volume and external shape of the backrest (Lumber support)
It is performed by pressing either upper or lower three-position switches 8 located on the rear back of
the seat.
The air being fed slowly into the inner channels of the seat back changes its shape and volume. Set the
desired shape of the backrest by increasing or decreasing the quantity of air inside. It improves the driver's
comfort and capacity for work.
10. Adjusting the seat backrest slope
It is performed by means of the locking lever 10 located under the left-hand armrest.
Having moved the locking lever upwards, set the backrest to the desirable position while holding it by
hand. On releasing the lever, the backrest is fixed rigidly in the set position.
ATTENTION! BE CAREFUL, BECAUSE THE BACKREST CAN COLLAPSE FORWARD AND CAUSE INJURY
WITHOUT BEING HELD BY HAND WHEN THE LOCKING LEVER IS UNLOCKED!
11. Adjusting the longitudinal movement of the seat
It is performed by lifting the locking lever 13 located in the front portion of the seat. With the lever lifted,
set the seat to the required position by moving it forward/backward. On releasing the lever, the seat is fixed rig-
idly.
12. Adjusting the seat shock absorption in the longitudinal direction
The seat shock absorption in the longitudinal direction reduces the impact loads in the direction of the
truck motion the seat is exposed to under heavy driving conditions (for example, during the braking). It is ena-
bled and disabled by turning the lever 12 located on the left side of the seat.
When the lever is turned backward counter-clockwise up to the stop, the shock absorption is enabled
and when it is turned forward clockwise, the seat is rigidly locked.
13. Fitting the seat belt
The driver's seat is fitted with the inertia lap belt 13. The inertial reel of the belt is fastened to the left side
of the seat and the belt latch – on the right side.
The inertial reel, belt latch and fasteners are delivered complete with the belt.

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Heating and air-conditioning unit.

The heating and air-conditioning unit is installed in the cab under the instrumentation panel cover oppo-
site to the passenger seat. The front panel of the unit accommodates the controls of the heater and air condi-
tioner as well as rotating vents 1 (Figure 13.6) for varying the direction of the air flow.
ATTENTION! THE AIR CONDITIONER ONLY OPERATES WHEN THE TRUCK ENGINE IS RUNNING.
To switch on the heater, use the rotary switch 2. The rotary switch varies the rotational speed of the air
blowing fan. The fan has three speeds and OFF position.
The switch 4 varies the position of the shutter of the outdoor and indoor air intake into the heater (out-
door air only, indoor air only (recirculation), outdoor and indoor (mixed)) and controls the quantity of the air de-
livered into the cab.
To clean the air to be delivered into the cab through the heater, two changeable filters are installed out-
side on the front wall of the cab in the air cleaner casing.
The filtering element shall comply with the following requirements:
3
– Rated throughput capacity at least 500 m /h;
– The filter efficiency shall comply with the requirements of the State Standard
GOST ISO 10263-2-2000;
– The filters with mechanical damages shall not be installed in the air filter body;
– The filter replacement shall be performed in accordance with the operating conditions and information
on the service life from the data sheet;
– The filter surface shall be free of sharp edges, corrosion, dents, holes, warps as well as cracks and
tears;
– The overall dimensions of the filter are 208x350 mm and the thickness is not more than 50 mm;
– The used filters are not restorable and shall be replaced with new ones.
The fluid from the engine cooling system is used for the heater operation. To connect the heater to (dis-
connect the same from) the engine cooling system, thee feeding hose of the heater is fitted with a cock.
TO ENABLE THE HEATER OPERATION, THE COCK FOR FEEDING THE ENGINE COOLING FLUID SHALL
BE SET TO THE “OPEN” POSITION.
To switch on the air conditioner and to control the temperature of the delivered air, it is necessary to use
the rotary switches 2 and 3.
Use the switch 3 for varying the temperature of the cooled and dried delivered air. The adjustment can
be performed stepless, the switch is in fixed position “OFF”.
To switch on the air conditioner, turn the switch 4 clockwise. Then turn the switch 2 to one of the three
marked positions. After 3 – 5 minutes, set the desirable temperature in the cab by means of the switch 3 and
set the necessary direction of the air by means of rotary vents 1. To switch off the air conditioner, turn both
switches counter-clockwise to the zero position.
The adjustment of the air flow (from maximum to full shutting off) for blowing the driver's feet is per-
formed by means of rotary vents 6 on the air duct 5 located opposite the driver’s seat under the instrumenta-
tion panel. During the operation in the air-conditioner mode, it is recommended to shut off the air flow for blow-
ing the driver's feet.

Figure 13.6 – Heating and air-conditioning unit:

1, 6 – rotating vents; 2 – switch for varying the
speed of the air blowing fan; 3 – switch for controlling the
air temperature; 4 – switch for varying the position of the
outdoor and indoor air intake shutter; 5 – air duct for
blowing the driver's feet

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Charging the air conditioner with Freon, its commissioning and repair shall be performed in ac-
cordance with the Operating Manual for the air conditioner by the specialists of the air conditioner suppli-
er company or their regional representatives.
TO ENSURE THE EFFICIENT OPERATION OF THE AIR-CONDITION SYSTEM IN SUMMER, IT IS NECESSARY
THAT THE COCK FOR CONNECTING THE HEATING UNIT TO THE ENGINE COOLING SYSTEM WOULD BE SET TO
THE “ЗАКРЫТО” (SHUT) POSITION AND THE SWITCH OF THE POSITION OF THE OUTDOOR AIR INTAKE SHUT-
TER – TO THE “ЗАКРЫТО” (SHUT) POSITION (INTAKE OF THE INDOOR AIR (RECIRCULATION) ONLY).
THE GUIDELINES FOR MAINTENANCE OF THE AIR-CONDITIONING SYSTEM AND SAFETY PRECAUTIONS
ARE STATED IN THE ATTACHED OPERATION MANUAL FOR THE БС-306 STANDARD AIR CONDITIONER.
ATTENTION! PRIOR TO STOPPING THE TRUCK'S ENGINE, SWITCH OFF THE AIR-CONDITIONING USING
THE SWITCH!

ATTENTION! QUICK-JOINT CONNECTIONS ARE INSTALLED ON THE AIR-CONDITIONER HOSES. PRIOR TO

PUTTING THE TRUCK INTO OPERATION OR AFTER REPAIRING THE SYSTEM CONNECTED WITH THE DISCON-
NECTION OF QUICK-JOINT CONNECTIONS, IT IS NECESSARY TO BE SURE THAT THE QUICK-JOINT CONNEC-
TIONS ARE RELIABLY CONNECTED. IF ANY OTHERWISE THE ACTUATION OF THE AIR CONDITIONER ON
UNLESSED OR UNRELIABLE UNITED QUICK-JOINT CONNECTIONS WILL LEAD TO DAMAGE OF THE AIR CON-
DITIONER COMPRESSOR.
Air conditioning compressor. The compressor is installed on the dump truck engine, the com-
pressor SANDEN SD7H15 or HARRISON SP 15 can be installed. The compressor is driven by two
A-1060 normal-type V-belts (for trucks with CUMMINS engine), A-900 (for dump trucks with MTU engine)
in accordance with GOST 1284.1, for dump trucks equipped with air conditioner of higher productivity –
А-1060 SUPER ISO-4184 and А-900 SUPER ISO-4184 correspondingly.
The installation of belts on the pulley of the compressor should be performed without the use of
tools that can damage the working surface of the pulley.
The belt sag at force of (39.2 ± 2) N, directed perpendicular to the outside of the belt at a point di-
viding the center distance in half of 10.5 – 16 mm (for dump trucks with a CUMMINS engine), 9 – 14 mm
(for dump trucks with MTU engine) . In case of failure or the limiting condition of one of the belts, replace
the entire set.
Figure 13.7 shows the installation of the air conditioning compressor for dump trucks with
“CUMMINS” engine, for dump trucks with “MTU” engine, the installation of a compressor is similar, differ-
ing only in small design features.

Figure 13.7 – Installation of the air conditioning compressor (for dump trucks with CUMMINS engine):
1 – pulley of the engine; 2 – protective cover; 3 – bracket fastening the compressor; 4 – belts of the compressor drive;
5, 11 – bolts fastening the protective cover; 6 – bolt fastening the compressor; 7 – air conditioning compressor; 8 – the holder of the ten-
sion device, 9 – lock nuts; 10 – the link latch, 12 – an additional hole for fastening of the tension device

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To adjust the tension of the belts 4 of the air conditioning compressor drive at dump trucks with
CUMMINS engine it is necessary to:
– remove the protective cover 2 unscrewing the fastening bolts 5 and 11;
– loosen the bolted connection 6 fastening the compressor 7 to the bracket 3;
– unscrew the lock nuts 9.
The tension of the belts can be adjusted by changing the distance between axes and by changing the
length of the tensioning device using the link 10 latch;
– tighten the bolted connection 6 fastening the compressor to the bracket 3;
– lock the latch of the rod 10 with the lock nuts 9;
– install the protective cover 2.
Similarly, the tension of the belts for dump trucks with MTU engine is adjusted.
ATTENTION! In order to maintain the performance of the structure, the length of the tensioning device L
must not exceed 180 mm. In case of insufficient reserve of adjustment range for tensioning belts during opera-
tion, the holder 8 of the tensioning device can be inserted into the holes 12 of the adapter ribs of the air condi-
tioning compressor.
ATTENTION! IN ORDER TO MAINTAIN THE PERFORMANCE OF THE AIR-CONDITIONER COMPRESSOR,
THE OPERATION OF THE DUMP TRUCK WITH THE DISMANTLED BELTS OF THE COMPRESSOR DRIVE IS PRO-
HIBITED.

The windscreen washers. The cab is equipped with electrical washer for front and rear windscreens
The windscreen washer consists of a polyethylene tank for the fluid and a pump with an electric motor installed
in this tank. The pump is connected with two nozzles by means of hoses.
When switching on the pump, the fluid fro the tank is fed via hoses to the nozzles which spray it onto the
glass. In the tank cap, there is a hole for equalizing the pressure in the tank when the pump is running. The flu-
id jet direction shall be adjusted by turning the ball in the plastic nozzle in such a way that the jet would be di-
rected to the upper zone of the sector wiped by the windscreen wiper brush.
To exclude the clogging of the jets and filter, the tank shall be filled with filtered fluid only and the jets
shall be regularly cleansed. As working fluid for the windscreen washer, use special low-freezing fluids mixed
with water in proportion according to the instructions for application of the fluid.
The windscreen washer tank (with the pump) is installed in the front lower corner of the cab, as one for
rear windscreen is installed near the cabin rear panel, behind the passenger’s seat inside the low-voltage con-
trol cabinet.
The windscreen wiper for the front windscreen is of two-brush type, it consists of the electric motor with
driving mechanism, rods and levers with brushes fastened to the front panel of the cab. The windscreen wiper
for the rear windscreen is of single-brush type, it consists of the electric motor with driving mechanism, and
lever with brush fastened to the rear panel of the cab.
During operation, the wiper blade of the brush must be clean and undamaged, brush in the the adapter
must swing freely and without jamming. It is not allowed to actuate the wiper when the brush is frozen to the
glass to avoid the drive damage. Recommended replacement of brushes is to be performed each 12 months,
as check of threaded joints tightening – each 6 months.
Video surveillance system. The truck is equipped with the video surveillance system consisting of four
camcorders, monitor located in the cab and complete set of additional equipment.
Two side cameras on the first vertical railing of the fender handrail under the upper horizontal handrail
on both sides of the dump truck, the front camera is installed on the central vertical railing under the upper hor-
izontal handrail and the rear camera.
The installation of the video surveillance system on the chassis and in the cab of the dump truck is de-
scribed in the Assembling Manual.
Active Video Survey Radar System. In accordance with contract the dump truck can be equipped with
active video survey radar system. In addition to four cameras (see the video survey system) there are radars
installed on the dump truck chassis, which are designed to detect the distance to stationary and moving ob-
jects within area of the operator’s view as well as around the vehicle; radars send messages to the display in-
stalled in the cabin additionally to the cameras information.
Information about installation of the system over the truck chassis as well as cabin is given in the as-
sembly manual.

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13.2 Body
The body is of metallic welded bucket-type construction with an overhead guard above the cab. The
body design is well suitable for loading the dump truck by both an excavator and a frontal loader. The body is
equipped with stone shields protecting the tyres and empennage against damaging by pieces of rocks falling
when loading the dump truck. The body heating by the engine exhaust gases is provided for.
The base and sides of the body are made of high-strength wear-resistant steel sheets and reinforced by
the box-section counterforces. The top edges of the sides are provided with massive stiffeners of round-
section rolled steel protecting the sides against destruction during the loading.
For heavier operation conditions (carrying the rocks with specially high hardness and abrasiveness), the
body bottom can be provided with additional flooring on the customer’s request.
The body is pivotally fastened to the brackets on the body by means of the pins 10 (Figure 13.8). The
main clearances between the supports and bosses of the brackets of the bodys are adjusted by the adjusting
washers 11 and shall not exceed 2 mm. The clearance shall be determined in the zone of the least distance
between the planes. The locking plate is aligned with the latch slit.
The shock absorbers 13 are fastened by means of the bolts 14 to the side members of the body base.
The uniform adjoining of the shock absorbers 13 to the bearing surface of the frame side members is ensured
by placing the adjusting shims 12. The gap between the shock-absorber and the frame shall not exceed 1 mm.
In some places, a wedge-shaped clearance of up to 3 mm is allowed. Compression of individual shock-
absorbers as seen in detail view E is allowed.
The guides limiting the transversal movement of the body are welded to the body base. The clearance of
0 – 1,2 mm between the body guides and contact plates 4 is set by means of the adjusting plates 3. The end
plate of the first crossbeam of the bottom has the hole for removing the soot from the engine exhaust gases
which is closed with the cover 16.

Figure 13.8 – Body installation:

1 – body; 2 – dumping mechanism cylinder; 3, 12 – adjusting plates; 4 – contact plate; 5, 8, 14, 15 – bolts; 6, 10, 19 – pins; 7 – dis-
tance bushing; 9 – cover; 11 – adjusting washer; 13 – shock absorber; 16 – hopper cover; 17 – gasket; 18 – stone pusher; 20 – ring

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The engine exhaust is routed on the right side of the truck body tail through the openings between the
floor bearers closed by reflector plates.
The stone ejectors 18 are provided for removing the pieces of rocks squeezed between the doubled
tyres of the driving axle.
To lock the body 2 (Figure 13.9) in the lifted position when inspecting and repairing the dump truck as-
semblies, the bracket for fastening the locking rope is welded to the body bottom. The rope 1 is fastened by
the thimbles on its ends to the ears of the rear axle housing brackets by means of two towing pins 4. To pre-
vent the pins from dropping out of the ears, they shall be fixed with cotter pins.
Each time prior to locking, check the condition of the rope and welds of the locking device bracket.
ATTENTION! THE LOCKING ROPE IS DESIGNED FOR LOCKING THE EMPTY BODY ONLY.
The information plate 7, “Instruction for using the body locking device” is attached to the rear portion of
the body.
Instruction content:
1. When performing the maintenance and repair of the dump truck, the body shall be locked in the lifted
position by means of the rope;
2. It is prohibited to be under the lifted body unless it is locked;
3. The maintenance and repair shall be only performed with the empty body of the dump truck;
4. Prior to locking the body, check the condition of the rope and welds of the locking device brackets. It
is prohibited to use the body locking device, should any damages of the rope and/or cracks in the bracket
welds be detected.

Figure 13.9 – Locking the body:

1 – rope for locking the body; 2 – body; 3 – cotter pin; 4 – pivot; 5 – bracket of the rear axle housing for fastening the rope;
6 – locking bolt; 7 – warning plate

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5. Body locking procedure:

– remove the rope ends from the body hooks;
– Remove the pivots from the rear axle brackets;
– Insert the thimbles at the rope ends into the rear axle brackets and fix them with pivots;
– Fix the pivots with cotter pins.
6. Prior to lowering the body after maintenance and repair of the dump truck, disconnect the rope from
the rear axle, fasten it on the body hook, insert the pivots into the rear axle brackets and fix them with cotter
pins.

13.3 Maintenance of the Cab and Body

Technical maintenance of the air conditioner is to be performed in accordance with air conditioner Oper-
ation Manual, which is attached to the operation documentation package.
When performing the DM:
– check the fluid level in the windscreen washer tank and top up it as necessary;
– check the operation of the windscreen wiper and washer. The fluid jet shall hit the windscreen at the
upper zone of the sector wiped by the windscreen brush;
– clean the cab windows and rear view mirrors;
– check condition of the air conditioning system (see the Operation Manual) and in addition:
1. Check availability of belts of the air conditioner compressor drive by an external inspection. Availabil-
ity of two V-belts is obligatory;
2. Check the operation of the fan of the heating and air-conditioning unit of the cab at all speeds. When
the fan speeds varying air should escape from the open air deflectors on the heating and air-conditioning unit.
When performing the M-2:
– check the condition of the welds of the frame and body. Weld up any cracks detected;
– check condition of the air conditioning system (see the Operation Manual) and in addition:
1. Check that the air conditioning compressor is securely attached. The units of the system should be
firmly fixed, they should not have mechanical damages;
2. Check the condition of belts of the air-conditioning unit compressor drive by external inspection and
replace if necessary. The presence of dirt, traces of fuels and lubricants or technical liquids on belts and pul-
leys is not allowed. The side (working) surfaces of the belts should be free from wrinkles, cracks, bumps, pro-
truding threads. In case of failure or the limiting condition of one of the belts, replace the entire set;
3. Inspect the integrity of the air conditioning hoses and their securing with an external inspection. Hoses
should be securely fastened, cuts and dents on hoses are not allowed;
4. Check up tension of belts of the air-conditioning unit compressor drive, if necessary perform adjusting;
5. Clean the radiator of the air conditioner condenser. Remove the fan housing and blow the condenser
radiator with dry compressed air. The condenser is to be blown by compressed air under pressure of
o
(0.2 – 0.4 MPa) using a nozzle bended at 35 – 45 with jet of diameter 5 – 7 mm. In case of extreme contami-
nation or oily deposits on radiator compartments, rinse with warm water (25 – 40 °C) under pressure of
(0.15 – 0.2 MPa), then blow and dry with compressed air (do not use solvents that are corrosive to copper and
aluminum);
– replace the filtering elements of the cabin air intake. Spent filters are not subject to recovery.
When performing the M-3:
– check by external inspection the fastening of the fenders elements and traction controller. All units
should be securely fastened, if necessary, tighten the threaded connections.
When performing the SM:
– remove soot from the body soot collectors through the side hatches. With the covers of hatches re-
moved, start the engine and let it run for 5 – 10 minutes at the crankcase rotational speed of 1000 – 1200 rpm
until soot is removed.

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14 DUMPING MECHANISM

The dumping mechanism ensures the lifting and lowering the body and its stopping in any position dur-
ing the lifting or lowering process. The mechanism is equipped with the hydraulic translational motion drive
with electrohydraulic control. It consists of two three-section telescopic hydraulic cylinders Ц13 and Ц14 (Fig-
ure 14.1), hydraulic distributor А1, control unit А2, axial-piston pump Н, automatic pump-unloading device А3,
two-line valve K3, filter Ф1, magnetic filters in the suction connection of the pump and in the drain manifold, oil
tank of the integrated hydraulic system with the filter Ф2 and oil pipelines interconnecting the above units.
The dumpling mechanism is controlled from the cab by means of electric switch located on the instru-
mentation panel.

14.1 Operating Principle of the Hydraulic Drive

When the control switch of the dumping mechanism is set to the neutral position, the working fluid deliv-
ered by the variable-capacity axial-piston pump Н is passed: to the distributor Р2 of the hydraulic distributor А1
and reducing valve РД of the control unit А2, through the filter Ф1 to the distributor Р1 of the hydraulic distribu-
tor А1 and to the manifold of the hydraulic system of the steering control and charges the pneumatic accumu-
lators of the steering control and brake system.
The automatic pump-unloading device А7 maintains the working fluid pressure in the pneumatic
hydroaccumulators within the specified range (13,5 –17 MPa) and switches off the pump while bringing it to the
zero capacity when the pneumatic accumulators are charged and the control switch of the dumping mecha-
nism is in the neutral position. The pump is adjusting for maintaining the minimum pressure of 3 MPa.
The reducing valve РД reduces the working fluid pressure from 17 MPa to 4 MPa and maintains it con-
stant in the hydraulic control system of the dumping mechanism when the system is working.
From the reducing valve, the working fluid is fed to the hydraulic distributor Р9.
The hydraulic distributor Р9 with electromagnets ensures the control of lifting or lowering the body and
stopping the latter in any intermediate position.
The hydraulic distributor Р10 with solenoids provides for the floating position of the hydraulic cylinders
Ц13 and Ц14 by connecting their piston chambers with the draining hydraulic line and controlling the overflow
valves K1 of the hydraulic distributor А1.
The hydraulic distributor А1 changes the direction of the working fluid flow from the pump to the piston
and rod chambers of the hydraulic cylinders Ц13 and Ц14 depending on the position of the spool-valves of the
hydraulic distributors Р1 and Р2.
The safety valves КП1, КП2 adjusted to the working fluid pressure of 21 MPa protect the pressure hy-
draulic line of the pump against overloading in case of fault of the pressure regulator of the pump, which limits
the capacity on reaching the pressure of 17,5 MPa.
The safety valve КП3 adjusted to the working fluid pressure of 8 MPa protects the hydraulic system
against overloading when lowering the body.
When the switch mounted in the instrumentation panel is set to the neutral position, the solenoids of the
hydraulic distributor Р9 of the control unit are de-energized and its spool-valve is set to the middle position.
The end chambers of the spool-valves of the distributors Р1 and Р2 are connected with the drainage.
When the switch on the instrumentation panel is set to the “Lifting” position, the electromagnet moves
the spool-valve of the hydraulic distributor Р9 of the control to the leftmost (as seen in the Figure) position.
Here, the working fluid is fed via the control hydraulic line into the lower (as seen seen in the Figure) chambers
of the spool-valves of the hydraulic distributors Р1 and Р2 and moves them to the uppermost position (as seen
in the Figure).
The working fluid is fed from the distributors through the throttle hole of the overflow valve K1 and two-
line valve K3 to the pump governor unit and brings the pump to the maximum capacity.
The working fluid flow from the pump is fed via pressure hydraulic lines through the distributor А1 into
the piston chambers of the hydraulic cylinders Ц13 and Ц14, the links of which move apart and lift the body.
When it will be done, the rod chambers of the hydraulic cylinders are connected by means of the hydraulic dis-
tributor Р2 with the drain into the tank through the filter Ф2.

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Figure 14.1 – Schematic hydraulic diagram of the dumping mechanism:

Н – variable-capacity axial-piston pump; А1 – hydraulic distributor; А2 – control unit; А7 – automatic pump-unloading device; Р9,
Р10, Р1, Р2 – distributors; КП1-КП3 – safety valves; К1 – overflow valve; К3 – two-line valve; РД – reducing valve; Ф1, Ф2 – filters; Ц13,
Ц14 – dumping mechanism cylinders;
М1, М2 – pressure gauges (to be mounted when performing the diagnostics of the hydraulic system);
I – to the hydraulic system of the steering control and brake systems; II – from the manifold of the steering control

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The indirect-action safety valves КП1 and КП2 consist of the main valve and auxiliary one. Should the
hydraulic system be overloaded, the auxiliary valves drop open and connect the chamber behind the throttle of
the main valves with the drain hydraulic line.
The pressure difference arising due to consumption of liquid through the throttle disturbs the equilibrium
of the main valves. They drop open and connect the pressure hydraulic lines with the drain. The pump reaches
the zero capacity.
When the switch on the instrumentation panel is set to the “Lowering” position, the spool-valve of the
hydraulic distributor Р9 moves to the rightmost (as seen in the Figure) position. The working fluid is fed via the
control hydraulic line into the upper (as seen seen in the Figure) chambers of the spool-valves of the hydraulic
distributors Р1 and Р2 and moves them to the lowermost position (as seen in the Figure).
The working fluid flow from the pump is fed via the pressure hydraulic line into the rod chambers of the
hydraulic cylinders Ц13 and Ц14, the links of which collapse and the body moves downwards. Here, the piston
chambers of the hydraulic cylinders are connected by means of the hydraulic distributors Р1 and P2 with the
drainage into the oil tank through the filter Ф2.
To stop the body in any intermediate position during the lifting or lowering, set the switch to the “Ней-
траль” (Neutral) position. When it will be done, the spool-valves Р9, Р1 and Р2 are set to the intermediate po-
sition. The working fluid in the piston and rod chambers of the hydraulic cylinders gets blocked and the body is
held in the intermediate position.
When the traction electric drive reverser switch on the instrumentation panel is set to the “Вперед” (for-
ward position) and the body position sensor gives a signal that the body is lowered, setting the body control
switch to the “Опускание” (lowering) position would set the body to the floating position. In this position, the
solenoid of the hydraulic distributor P10 is energized. The hydraulic distributor spool-valve moves and con-
nects the the throttle spaces of the overflow valves K1 with the drain hydraulic line. The pressure behind the
overflow valve throttle drops, the valve gets opened and connects the piston spaces of the hydraulic cylinders
with the drain hydraulic line that excludes the body lifting.
TO EXCLUDE THE IMPACT OF THE BODY AGAINST THE FRAME WHEN LOWERING THE EMPTY BODY, IT
IS RECOMMENDED TO SET THE SWITCH OF THE REVERSER OF THE TRACTION ELECTRIC DRIVE TO THE
“ВПЕРЕД” (FORWARD) AND THEN SET THE CONTROL SWITCH OF THE BODY POSITION TO THE “НЕЙТРАЛЬ”
(NEUTRAL) POSITION.
To exclude the spontaneous lowering of the body during the truck manoeuvring when loading the same,
the solenoid of the hydraulic distributor Р10 is de-energized by the body lowering interlock switch mounted in
the instrumentation panel.

14.2 Assemblies of the Dumping Mechanism

Pump The hydraulic system of the dumping mechanism is equipped with the A11VLO260 variable-
capacity axial-piston pump manufactured by Вosch Rexroth Company. The pump is installed on the third
crossbeam of the frame.
The pump 7 (Figure 14.2) is driven from the traction generator flange 1 via cardan shaft 3 through the
flange 4 fitted on the splined shaft of the pump.
The pump 7 with the bracket 5 is installed coaxially with the traction generator.
The allowable displacement of the axles is as follows:
– in the vertical plane 0 – 40 mm, to be adjusted by means of the washers 13;
– in the horizontal plane to 3 mm; to be adjusted by moving the bracket 5;
– misalignment of axes 0,5 mm at the length of 100 mm.
The variable-capacity axial-piston pump with stepless control of the working fluid flow rate.
The pump consists of the pumping assembly and governor unit. The pumping assembly converts the
torque on the shaft into the reciprocating motion of the pistons which such the working fluid when performing
the first half of the revolution and discharge it when performing the second one.
The pumping assembly comprises the shaft 3 (Figure 14.3), mounted in the casing 5 on the bearings 4
and 12. From the side of the drive end of the shaft, the pump is closed by the cover 1 with the cup 2. The cyl-
inder block 10 is spline-mounted on the drive shaft. The pistons 18 move in the cylinders of the unit to suck
and discharge the working fluid through the slots of the distributors 15 into the channels of the governor unit 8
and pressure line of the pump.

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The governor unit is intended for stepless variation of the pump capacity. The piston travel value is de-
termined by the angle of inclination of the base plate 6, which is in turn determined by the position of the spool-
valve of the cut-off valve of the working fluid flow rate by the pressure and limitation of the maximum capacity
21. The valve is adjusted to the maximum pressure of 17,5 MPa.
The spool-valve of the valve is adjusted to the pressure of 3 – 3,2 MPa and serves for limiting the flow of
the working fluid fed into the steering control system.
The minimum and maximum capacity of the pump is limited by the adjusting screws 7.
IT IS STRICTLY PROHIBITED TO ADJUST THE PUMP BY MEANS OF THE SCREWS 7 AND TO ADJUST THE
VALVES 20 AND 21! THE ADJUSTMENT SHALL BE PERFORMED BY SPECIAL SERVICE TEAMS OR TRAINED
PERSONNEL.
The pump is the main and most dear part of the hydraulic system, therefore its reliable operation is a
guarantee of the successful operation of the hydraulic system as a whole.
The mail causes of reducing of the service life of the pump and its faults are as follows:
– Contamination of the working fluid or using the working fluid after expiration of its service life;
– Use of working fluids of unauthorized brands or non-suitable for the respective operation season;
– Overheating of the working fluid;
– Getting of air into the suction line due to lack of air-tightness of the suction lines;
– Underpressure in the suction line exceeding 0,2 kgf/cm due to clogging of the air filter of the breather,
low level of the working fluid or incomplete opening of the oil tank shutter;
– Starting the pump after repairing the hydraulic system without preliminary filling the drain chamber and
suction line with the working fluid or starting the pump when the body is lifted and working fluid level in the oil
tank is decreased, respectively.
To exclude the operation of the pump without lubrication when starting the truck engine after repair or
maintenance of the hydraulic system, it is necessary to provide for forced bleeding of air from the suction lines
plugged with air. To do this:
– Open the oil tank shutter;
– Bleed the air from the pump casing by screwing out the plug 19. After bleeding the air, tighten the
plug.

Figure 14.2 – Installation of the pump of the integrated hydraulic system:

1 – traction generator flange; 2, 6, 9 – bolts; 3 – cardan shaft; 4, 10 – flanges; 5 – pump bracket; 7 – axial-piston pump; 8 – left-
hand frame side member; 11 – nut; 12 – bushing; 13 – adjusting plates; 14 – tie rod

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Figure 14.3 – Axial-piston pump:

1 – cover; 2 – cup; 3 – drive shaft; 4, 12 – bearings; 5 – pump casing; 6 – base plate; 7 – adjusting screw; 8 – governor unit;
9, 14 – springs; 10 – cylinder block; 11 – lever; 13, 16 – plunger; 15 – distributor; 17 – rod; 18 – piston; 19 – plug; 20, 21 – valves

Filter The pressure line of the axial-piston pump is

equipped with the filter Ф1 (see Figure 14.1).
The filter element 6 is installed in the filter body 6 (Fig-
ure 14.4). To ensure the leak-proofness, the plug 4 is fitted
from the one side of the filter and the bushing 10 is fitted from
the another side. The plug, filtering element and bushing are
pressed against the filter cover 13 screwed on the body by
the spring 3.
The filter cover is fitted with a bypass valve operating
in case of clogging of the filtering element. The filter sepa-
rates the mechanical impurities with the size exceeding 0.01
mm from the working fluid.
The filter cover is fitted with the clogging indicator 16
which sends the signal to the pilot lamp of the instrumenta-
tion panel in case of clogging of the filtering element. Should
the pilot lamp light up, the filtering element shall be repleced.

Figure 14.4 – Filter:

1 – plug; 2, 5, 9, 15, 17, 18 – seal rings; 3, 12 – springs; 4 – choke;
6 – filter body; 7 – filter element; 8 – protective washer; 10 – bushing;
11 – valve; 13 – filter cover; 14 – valve guide; 16 – filter element clogging in-
dicator

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The drain manifold is installed in the drain line of the hydraulic system and is intended for cleaning the
working fluid from metallic-origin impurities (chips, scale, etc.).
The working fluid is fed via oil drain pipelines through the holes in the body 3 (Figure 14.5) into the inter-
nal chamber. The magnets 4 clean the working fluid from metallic particles and the working fluid is passed to
drainage into the oil tank.

Figure 14.5 – Drain manifold:

1 – ring; 2 – magnetic separator;
3 – casing; 4 – magnet

Suction connection with magnet.

The suction connection 1 (Figure 14.6) of the pump is fit-
ted with a magnetic separator 4. It is intended for cleaning the
working fluid from the metal-origin contaminants (chips, scale,
etc.).
The plug 2 is designed for removal of air from the suction
pipelines.

Figure 14.6 – Suction connection with magnet:

1 – suction connection; 2 – plug; 3 – ring; 4 – magnetic separator; 5 – bolt

The hydraulic distributor (75306-8606100-10) is intended for changing the direction of the working flu-
id flow from the pump to the rod and piston chambers of the hydraulic cylinders or to drainage into the oil tank.
It consists of two discharging casings, 1 and 3 (Figure 14.7), drain casing 2, two spool-valve-type dis-
tributors 5, two overflow valves 8, three indirect-action safety valves. Each safety valve consists of the valve 6
and auxiliary valve 7.
The spool-valves 13 of the hydraulic distributors are three-position ones, with spring return to the neutral
position. The spool-valves are moved by the pressure of the working fluid fed from the control unit, which is
applied to the end covers 9 of the hydraulic distributors.
The safety valve operates as follows. As the pressure in the hydraulic system exceeds the pressure set-
ting of the valve 27, the valve opens and connects the chamber behind the throttle of the valve 19 with the
drainage. When it is done, the valve 19 moves while compressing the spring 20, and connects the pump dis-
charge line with the drainage. The stem 24 supports the adjusting valve 27 and prevents self-excited oscilla-
tions of the valve.
When setting the floating position of the body, the hydraulic distributor of the control unit connects the
chambers behind the throttle of the overflow valves 8 with the drain hydraulic line. The pressure behind the
overflow valve throttle decreases, the valve opens and connects the piston chambers of the hydraulic cylinders
with the drain hydraulic line that excludes the body lifting during the dump truck motion.
From the pump the working fluid flow is fed to the channels VII and VIII. When the spool-valve is in the
neutral position, the channels VII and VIII are connected with the channel III. As the control pressure from the
control unit is applied to the channels I or V, the spool-valve 13 displaces and directs the working fluid flow
from the pump through the channels II or IV to certain chambers of the hydraulic cylinders. In this case, the in-
verse chambers are connected with the drain hydraulic line.

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3 3
For dump trucks with coal carrier body (104 м / 135 м ), to avoid the body turnover when unloading, the
hydraulic distributor (75138-8606100, view D) is installed, which differs from others having brake valves mounted
into the spool-valves 13; these valves comprise spool-valve 32, spring 33 and shank 34.

Figure 14.7 – Hydraulic distributor (75306-8606100-10):

1, 3 – discharging casings; 2 – draining casing; 4 – adapter plate; 5 – distributor; 6 – valve; 7 – auxiliary valve; 8 – overflow valve;
9, 21, 22 – covers; 10, 12, 16 – supports of the springs; 11, 15 – tail pieces; 14, 20, 28 – springs; 13 – spool-valve; 17 – casing; 18 – seat;
19 – valve; 23 – choke; 24 – stem; 25 – seat; 26 – casing; 27 – adjusting valve; 29 – piston; 30 – adjusting bolt; 31 – cover springs;
32 – spool-valve; 33 – spring; 34 – tail piece;
View D for the hydraulic distributor 75138-8606100;
I, V – channels for feeding the control pressure from the control unit; II, IV – channels connected with the piston and rod chambers
of the hydraulic cylinders; VI, IX – chambers connected with the drain hydraulic line; III, VII, VIII – chambers connected with the pressure
hydraulic lines from the pump; X – channel for controlling the overflow valve

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The control unit is intended for controlling the lifting and lowering the body and stopping it in intermedi-
ate positions. It consists of the casing 19 (Figure 14.8), to which the solenoid-controlled hydraulic distributors
15 are fastened. The casing channel comprises the sleeve 9 and spool-valve 11 of the reducing valve which is
adjusted to a certain pressure by means of an adjusting bolt 1. The channels in the casing are marked with
the letters by impact method.
The reducing valve reduces the pressure of the working fluid fed from the pump to (4±0.2) MPa and
maintains it constant in the hydraulic system for controlling the dumping mechanism.
To adjust the reducing valve, feed the working fluid to the channel Р at the pressure 4 – 20 MPa, draw
the drainage into the tank from the channel Т1, connect the pressure gauge with the measuring range of
10 MPa to the nipple 21 and open the obturating needle 24. With the solenoids de-energized, set the reducing
valve by means of the adjusting bolt 1 to the pressure of (4±0.2) MPa.

Figure 14.8 – Control unit:

1 – adjusting bolt; 2 – nut; 3 – cover springs; 4 – spring choke; 5, 10, 12 – sealing rings; 6 – spring; 7, 13 – covers; 8 – spring stop;
9 – sleeve; 11 – pilot spool-valve; 14 – sleeve plug; 15 – hydraulic distributor; 16 – lock nut; 17 – manual emergency control pusher;
18 – screw; 19 – control unit body; 20 – protective cover; 21 – union for connecting the pressure gauge; 22 – bolt; 23 – plug;
24 – obturating needle; 25 – valve body;
X, Y – channels for applying the pressure to the planes of the control panel (lifting-lowering); А, B – channels for controlling the
overflow valves in the floating position mode; T, Т1, Т2 – channels for draining the working fluid into the tank; P – channel for feeding the
working fluid from the pump; R – manual emergency control device

The automatic pump-unloading device maintains the working fluid pressure in the hydraulic system of
the steering control and brake system within the range of 13,5 – 17 MPa by means of control of the line “LS” of
the governor of the variable-capacity pump. From the pump, the working fluid is passed through the steering
control manifold for charging the pneumatic hydroaccumulators and fed via channel II (see Figure 14.1) into
the outlet Р (Figure 14.9) of the automatic pump unloading device.
The working fluid is fed via channels in the casings 2 and 14 and plunger 12 into the space under the
end face of the spool-valve 6 and moves it downwards (as seen in the Figure) so that the passage of the work-
ing fluid from the outlet Р to the outlet А is opened. Further the working fluid is fed through the two-line valve
into the governor unit of the pump and brings the pump to the maximum capacity.
On reaching the pressure of in the pneumatic hydroaccumulators 17 – 17,5 MPa, the plunger 12 and
balls 11 and 15 move to the right (as seen in the Figure) while overcoming the force of the spring 18; the ball
11 cuts off the infeed of the working fluid to the end chamber of the spool-valve 6; at that time the ball 15
opens the passage of the working fluid from the end chamber of the spool-valve 6 to the drainage. At the same
time, the spool-valve 6 moves upwards (as seen in the Figure) under the action of the spring 3 to cut off the
infeed of the working fluid from the outlet Р to the outlet А; here the passage of the working fluid from the outlet
А to the outlet Т is opened.

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The control line of the governor unit of the pump is connected through the outlets А and Т of the auto-
matic unloading device with the drainage and the pump is brought to the minimum capacity.
When it will be done, the pressure in the discharge line of the pump will drop from 17 – 17,5 MPa to
2 – 2,8 MPa. The upper pressure of the working fluid in the pneumatic hydroaccumulators is adjusted by alter-
ing the force of compressing the spring using an adjusting bolt 22.
As the working fluid pressure in the pneumatic hydroaccumulators decreases down to 14 – 13,5 MPa,
the force of the spring 18 returns the plunger 12 and the balls 11 and 15 into the initial position. The working
fluid is fed under pressure via channels into the upper end chamber of the spool-valve 6 and the plunger
moves downwards to connect the outlets Р and А.

Figure 14.9 – Automatic pump-unloading device:

1 – choke; 2, 14 – casings; 3, 10, 18 – springs; 4 – plug; 5, 13 – sleeves; 6 – spool-valve; 7, 17, 22 – bolts; 8, 20 – covers;
9, 19 – chokes; 11, 15 – balls; 12 – plunger; 16 – block; 21 – nut
Р – outlet connected with the manifold; Т – outlet connected with the drainage; А – outlet connected with the line “LS” of the gov-
ernor of the variable-capacity pump

The two-line valve serves as an OR logic element in the hydraulic system and ensures the connection
of the outlet II with one of the hydraulic lines I or III, depending on the pressure in them.
The valve consists of the body 4 (Figure 14.10) comprising the stop 1, sleeve 2 and cover 7 which is
screwed into the threaded hole in the cover. The spool-valve 3 moves inside the sleeve 2. The leak-proofness
of the joints is ensured by the sealing rings.

Figure 14.10 – Two-line valve:

1 – stop; 2 – sleeve; 3 – spool-valve; 4 – body; 5 – sealing ring;
6 – protective ring; 7 – cover;
I – outlet to the automatic pump-unloading device ; II – outlet to the
line “LS” of the pump governor; III – outlet to the control unit

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The dumping mechanism cylinders are telescopic three-stage ones, with one dual-actions stage.
During the process of lifting the working fluid flows through the cavity IV (Figure 14.11) along the inner
pipe 14 into the piston cavity III. Under the pressure of the working fluid the cover 28 and rigidly connected to it
by bolts 25 the outer tube 18 moves. At the end of the extension the outer tube by limiting ring 12 thrusts to the
shoulder of the second extensible tube 17 and its extension up to thrust by limiting ring 32 to the shoulder of
the tube 16 starts.
Pipe 16 extends together with the bushing 13, which is fastened in the tube by restrictive nut 3. The bushing
13, moving upwards, shuts the hole in the rod 15, thereby braking and stopping the cylinder stroke occurs.
Lowering the body is of forced type. The working fluid is supplied through the cavity I into the rod cavity
II, and tube 16 together with bushing 13 moves downwards till nut 3 thrusts to the cylinder head 1. Displaced
from the piston cavity hydraulic fluid along the inner tube 14 is gets drained into the oil tank. Retraction of the
first and second stages is performed under the weight of the empty body.
For braking the body at the end of lowering process and smooth landing of it onto the frame shock ab-
sorbers valve 21 is designed. At the end of lowering process the valve rests on the piston end and shuts the
main stream of draining hydraulic fluid. Subsequently, the working fluid is drained through the throttle orifices in
the stem 31, so backup of working fluid in the piston cavity III is created, thus smooth body landing onto the
frame is reached.
Impermeability of fixed cylinder joints is provided by sealing and safety rings, as of tmovable joints – by
rod 8, 9, 34 and piston 29 seals.

The hydraulic cylinders are fastened to the frame and body by

means of the spherical bearings 6 (Figure 14.12). The upper and lower sup-
ports are lubricated through the lubricators 9. When installing the centralized
lubrication system the special knee-pieces for connection of the system pipe-
lines are to be screwed in instead of lubricators.

Figure 14.12 – Installation of the dumping mechanism cylinder:

1 – dumping mechanism cylinder; 2, 8 – bolts; 3 – locking ring: 4 – gland; 5, 7 – covers;
6 – spherical bearing; 9 – lubricator

The oil tank of the integrated hydraulic system of the dumping mechanism, steering control and brake
systems is of welded bearing construction and installed on the left side member of the frame.
When the shutter 17 (Figure 14.13) is open, the working fluid from the tank is passed to the pump
through the suction branch-pipes 6 located in the tank bottom. The working fluid is drained into the tank from
the hydraulic system through the channels in the plate 3.
The working fluid level in the tank is to be monitored visually according to the upper and lower indicators
through the level inspection holes 11. The working fluid level shall be not above the middle of the upper sight
window when the pneumatic hydroaccumulators are discharged and not below the middle of the lower sight
window when the pneumatic hydroaccumulators are charged.
The oil tank is equipped with electrical sensor which gives the signal for switching on the pilot lamp lo-
cated on the instrumentation panel by the sensor of clogging of the filtering element 14 and sensor monitoring
the working fluid temperature in case of drop of the working level to the emergency value as well as during the
dumping mechanism operation.
The surplus of the working fluid is drained through the drain valves 4. To ensure the complete draining
of the working fluid, the magnetic draining plugs 7 are to be screwed out additionally from the tank.
Prior to disconnecting the suction hoses, the oil tank shall be shut by means of the shutter 17. To close
the shutter, turn the cap 18 counter-clockwise.
Prior to starting the engine after repairing the hydraulic system, the shutter shall be opened; otherwise
the working fluid would not be fed to the pump that would cause its failure.
The single-stage oil filter with a safety valve 12 operating in case of clogging of the filter element 14 is
mounted in the body of the tank in the drain pipeline of the hydraulic system.

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Figure 14.11 – The cylinder of the dumping mechanism:

1 – cylinder head; 2, 5, 37 – wipers; 3 – restrictive nut; 4 – locking ring; 6, 36 – upper guides; 7, 11, 19, 20, 30, 35 – guide rings;
8. 9, 34 – rod seals; 10, 33 – spacer; 12, 32 – restrictive rings; 13 – rod bushing; 14 – inner tube of the cylinder; 15 – rod and piston;
16, 17 – tubes; 18 – the outer tube; 21 – valve; 22 – threaded bushing; 23, 25, 26 – bolts; 24, 27, 39 – plates; 28 – cover of the cylinder;
29 – piston seal; 31 – stem; 38 – thrust ring; 41, 43, 45, 47, 49 – safety rings; 40, 42, 44, 46, 48 – rings

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The tank is filled with working fluid from the oil-filling pump through the neck closed with the plug 15 or
special filling device through the filler valve 5. If the dump truck is equipped with the refilling center look the re-
filling procedure in the chapter “Technical Maintenance”.

Figure 14.13 – Oil tank:

1 – breather; 2 – tank body; 3 – plate; 4 – drain valve; 5 – filler valve; 6 – suction branch-pipes; 7 – magnetic drain plug; 8 – filler
valve body; 9 – ball; 10 – cover; 11 – inspection hole; 12 – safety valve; 13 – filter cover; 14 – filtering element; 15 – plug; 16 – filter body
with mesh; 17 – shutter; 18 – cap; 19 – flange clamp

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Body position sensor.

The body position sensor 1 (Figure 14.14) is mounted on the rear crossbeam of the frame.
Should the body be lifted to the angle exceeding 3°, the sensor operates; at this moment the pilot lamp
on the instrumentation panel lights up to warn the driver that the body is in the lifted position.

Body lifting limiting mechanism.

To ensure the automatic stopping of the body lifting, the limiting mechanism is intended. When the body
is lifted to 43 – 45° (end of the lifting), the contactless sensor 7 operates (see Figure 14.14). It breaks the elec-
trical circuit supplying the lifting solenoid and the body stops automatically due to that the dynamical loads on
the hydraulic cylinders decrease.
The sensors of the body position and body lifting limiting mechanism are mounted when assembling the
truck after installing the body (see the Assembling Manual) to protect the sensors against damage.

Figure 14.14 – Installation of the sensors of the body position and body lifting limiting mechanism:
1, 7 – sensors; 2, 5, 8 – bolts; 3, 6, 9 – brackets; 4 – pin; 10 – spring; 11 – switch bracket; 12 – spring tensioner; 13 – switch lever

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14.3 Maintenance of the Dumping Mechanism

The maintenance of the dumping mechanism consists in monitoring the working fluid level in the oil tank
of the united hydraulic system and replacing the fluid, checking the leak-tightness and timely re-tightening the
threaded connections, lubricating periodically the rubbing surfaces and replacing the filtering elements of the
oil filters and breather.
Special attention shall be paid to the quality of cleaning the working fluid, timely replacement of the filter
elements of the filter of the hydraulic system and air filter of the breather, because the cleanness of the work-
ing fluid is one of the main factors affecting the reliability and durability of the hydraulic system operation.
The filter of the oil tank and the filter installed in the pressure line of the pump are provided with the
clogging indicators which give the signal to the pilot lamp on the instrumentation panel when the filtering ele-
ment gets clogged. When the pilot lamp lights up, find the clogged filter and replace the filtering element.
Prior to beginning the running-in of a new dump truck, it is necessary to clean the working fluid by
means of the on-board filtering elements of the hydraulic system.
The cleaning procedure is described in the Assembling Manual.
Prior to starting the engine up after repair or maintenance, tied with drainage of working fluid from the
hydraulic system, after the oil tank shutter is open remove the air from the suction pipelines as well as from the
pump, having unscrewed the plug on the suction branch-pipe with magnet and the plug on the pump casing.
When performing the DM:
– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them, as necessary (at the places of leakage);
– Check the level of the working fluid in the oil tank of the integrated hydraulic system and add the fluid
as necessary. The working fluid level shall be not above the middle of the upper sight window when the pneu-
matic hydroaccumulators are discharged and not below the middle of the lower sight window when the pneu-
matic hydroaccumulators are charged (after starting the engine).
The recommended brands of oils to be used, periodicity of the check and change of the lubri-
cant, when draining and refilling are given in the chapter “Operational Materials”;
Never mix oils of different brands.
If the dump truck is equipped with the refilling center look the oil tank refilling procedure in the chapter
“Technical Maintenance”.
– check over the signal transparent on the electronic instrumentation panel clogging of the filtering ele-
ments of the filter in the oil tank and steering filter installed in the pressure line of the axial-piston pump (after
heating of the oil up to the operation temperature). When constant signaling of the transparent (color is red)
replace the filtering element.
Perform the filtering element of steering filter replacement no later than in 1000 motor-hours after the
last replacement.
Perform the filters filtering elements replacement during the Seasonal maintenance when oil changing.
When performing the M-2:
– Re-tighten attachment of the pump drive cardan shaft. Bolts tightening torque is of 105 – 130 N.m.
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. Re-tighten the loos-
ened fasteners of the hoses and bolts fastening the flanges to the pump;
– Replace the filtering element of the breather of the integrated hydraulic system.
When performing the SM:
– check the plays in the joints of the pump drive cardan shaft. When swinging the cardan shaft by hand
no play shall be felt;
– disassemble the drain manifold and suction connection of the pump and clean the magnets from me-
tallic particles;
– wash the oil tank of the hydraulic system. The internal surface of the tank shall be clean and free of
gum residues. Screw out the drain magnetic plugs from the tank and clean them from metallic particles;
– replace the oil in the tank to that of the mark corresponding to the season, perform the filtering ele-
ments filters replacement;
– perform checking of the oil pressure in the integrated hydraulic system (see section “Hydraulic system
diagnostics”). Compare indications of the oil pressure with indications on the electronic instrumentation panel.

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Other kinds of the maintenance.

PERFORM THE SCHEDULED REPLACEMENT OF THE HIGH-PRESSURE HOSES OF THE INTEGRATED HY-
DRAULIC SYSTEM AFTER EVERY 20 THOUSAND HOURS OF RUNNING OF THE ENGINE OR AFTER EVERY
THREE YEARS OF OPERATION OF THE DUMP TRUCK (WHATEVER WOULD BE EARLIER). USE THE HIGH-
PRESSURE HOSES SPECIFIED IN THE CATALOGUE OF PARTS.

It is recommended to fit the following filter elements in the hydraulic system:

– in the oil tank of the integrated hydraulic system: DIFA М5409МК TS BY 500218629.027-2010 manu-
factured by “DIFA” Company or EE-500600 TS 28.29.13-001-55620847-2018 manufactured by Euroelement
LLC or Regotmas (Реготмас) 690AM-1-CM manufactured by Filter-R Small Enterprise LLC or 99.163649
H10XL-S00-0-0 manufactured by EPE Company;
– in the filter of the pressure line of the axial-piston pump: DIFA М5402МК TS BY 500218629.027-2010
manufactured by “DIFA” Company or Regotmas (Реготмас) 631ВМ-1-СМ manufactured by Filter-R Small En-
terprise LLC or EE-502300 TS 28.29.13-001-55620847-2018 manufactured by Euroelement LLC or
05.8500.12.200.10.В.P.8 manufactured by Internormen Company;
– In the oil tank breather: DIFA 4347МК TS BY 500218629.009-2010 manufactured by “DIFA” Company
or ЭФВ-3-1А УХЛ2 manufactured by Filter-R Small Enterprise LLC.
WHEN LOWERING THE BODY TO UNLOAD THE DUMP TRUCK WITH FAULTY DUMPING MECHANISM US-
ING THE TOWING VEHICLE, IT IS NECESSARY TO DRAIN THE WORKING FLUID FROM THE CYLINDERS INTO
THE HYDRAULIC SYSTEM OF THE TOWING VEHICLE TO EXCLUDE THE OVERFLOW OF THE WORKING FLUID
THROUGH THE BREATHER DUE TO OVERFILLING THE OIL TANK OF THE FAULTY DUMP TRUCK.

14.4 Diagnostics of the Hydraulic System

THE DIAGNOSTICS AND ADJUSTMENT OF THE HYDRAULIC SYSTEM SHALL BE PERFORMED BY SPE-
CIAL SERVICE TEAMS OR TRAINED PERSONNEL.

To perform the diagnostics of the hydraulic system, proceed as follows:

1. Check the nitrogen pressure in the gas chambers of the pneumatic hydroaccumulators (HPA).
The check shall be performed in the absence of the working fluid in the HPA. The pressure shall be
equal to (8+0.2) MPa. To check the leak-proofness of the gas chambers of the HPA, check the pressure again
after (24+1) hours. No pressure drop is allowed. To check the pressure, use the pressure gauge МП3-У-10
MPa х1.5 to the Technical Specifications 25-02.180335-84.
2. Connect the pressure gauge М2 МП3-У-10МПа х1,5 TS 25-02.180335-84 to the reduced-pressure
line of the control unit 75132-8606410 (valve 75306-8609360-01) (see Figure 14.1);
Connect the pressure gauges МП3-У-25 MPa х1.5 to the TS 25-02.180335-84 to the measuring points
indicated in the figures:
– the pressure gauge М1 – to the discharge line of the adjustable pump (valve 75306-8609360-01 on
the plate 75306-8609344) (see Figure 14.1);
– the pressure gauge М3 – to the line for supplying the parking brake cylinders (nipple 379473 on the
connecting valve 75212-3408430 in the rear axle housing) (Figure 10.1);
– the pressure gauge М4 – to the line for supplying the service brake cylinders (nipple 379473 on the
connecting valve 75212-3408430 in the rear axle housing) (Figure 10.1);
The parameters shall be monitored at the temperature of the working fluid in the hydraulic system of the
dump truck from 10 to 30ºC.
3. Checking the setting of the pressure regulator of the adjustable pump (the pressure of charg-
ing the HPA) and functioning of the automatic pump unloading device:
– Screw in the needle of the valve 75306-8609360-01 on the manifold 75132-3408800;
– Disconnect the high-pressure hose (HPH) from the two-line valve 78221-4619074 to the pump gover-
nor from the angle piece 344435 on the pump governor (Figure 14.15) and close the hose with a plug;
– Start the engine at the minimum stable rotational speed of idling. The pointer of the pressure gauge
М1 shall deflect and indicate the value of the pressure of Р1=(3 – 3.2) MPa. If the pressure value deviates
from the specified one, adjust it by means of the screw of the LS regulator (see Figure 14.15) located on the
pump governor;
– Stop the engine;

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– Reconnect the hose to the angle piece on the pump governor. Disconnect the HPH, which runs from
the automatic pump unloading device 75131-3428010 to the two-line valve 78221-4619074, and the HPH,
which runs from the valve 75306-8609360-01 on the manifold 75132-3408800 to the automatic pump unload-
ing device, from the nipples 344025 on the automatic device and connect the free ends of the hoses with one
another by means of the nipple 342662 (М14х1.5 х М14х1.5). Connect the unions, which became free, by
means of the high-pressure hose 7513-8609670 (L=250 mm);
– Screw out the needle of the valve 75306-8609360-01 on the manifold 75132-3408800 by 1 – 2 revolu-
tions;
– Start the engine at the minimum stable rotational speed
of idling. The pointer of the pressure gauge М1 shall jump to
point to the pressure value Р2=(7.8 – 8.2) MPa and then move
smoothly for the time Т1=(11 – 13) s to point to the pressure
value Р3=(17.5 – 18) MPa. In case of deviation of the pressure
value Р3 from the specified one, adjust it by means of the screw
DR of the governor (see Figure 14.15) located on the pressure
regulator of the pump;

Figure 14.15 – Axial-piston pump:

1 – pump governor; 2 – valve 75306-8609360-01; 3 – pump
75131-8604011-20; 4 – screw of the DR-regulator; 5 – screw of the
LS-regulator; 6 – angle piece 344435

– Stop the engine;

– Screw in the needle of the valve 75306-8609360-01 on the manifold 75132-3408800. Re-connect the
hoses back to the automatic pump unloading device;
– Screw out the needle of the valve 75306-8609360-01 on the manifold 75132-3408800 by 1 – 2 revolu-
tions. Start the engine and check the operability of the automatic pump unloading device, which shall operate
as follows if the setting is correct:
– The pointer of the pressure gauge М1 shall jump to point to the pressure value Р2=(7.8 – 8.2) MPa
(the pressure of charging the pneumatic hydroaccumulators (HPA) with nitrogen);
– Then the pointer of the pressure gauge М1 shall move smoothly for the time Т2=(10 – 15) s to point to
the pressure value Р4=(16.5 – 17) MPa;
– On reaching the pressure of Р4, the pointer of the pressure gauge shall jump to point to the pressure
value Р1=(3.0 – 3.2) MPa (the pump is unloaded);
– When turning the steering wheel from one extreme position to another, the pointer of the pressure
gauge М1 shall jump to point to the pressure value Р5=(12.5 – 13.5) MPa, then the pressure shall increase
smoothly (the pump is loaded) to the value Р4. The cycle is closed;
– When the controls are in the neutral position, the following charging of the HPA shall be performed af-
ter the expiration of the time Т3 of at least 180 s.
4. Checking the operation of the system of hydraulic actuator of the service and parking brake:
– On depressing completely the brake pedal and subsequent release of it, fix the pressure Р6 by means
of the pressure gauge М4 (see Figure 10.1).
Both increase and decrease of the pressure shall be smooth (without jumps or derangements). The
pressure increase in steps of up to 0.4 MPa is allowed. On depressing completely the brake pedal, the pres-
sure as read from the pressure gauge М4 shall not be less than the pressure in the HPA (12.5 – 16.5 MPa) by
more than 1 MPa;
– On applying and releasing the parking brake, fix the pressure Р7 by means of the pressure gauge М3.
When the parking brake is released, the value Р7 shall be at least 11.5 MPa.

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5. Checking the efficiency of operation of the redundant actuator of the steering control:
– Make sure that the HPA’s are charged completely (the pressure gauge М1 points to the pressure
Р1=(3 – 3.2) MPa);
– Disconnect the power plug connection from the hydraulic distributor Р10 (see Figure 14.1) and stop
the engine;
– With the engine stopped, check the operation of the emergency drive of the steering control (the turn
of the steerable wheels from the middle position to one of the extreme position and back to the middle position
shall be ensured). On completing the check, connect the power supply plug.
6. Perform the diagnostics of the hydraulic system of the dumping mechanism:
– At the rotational speed of the engine crankshaft of (n=(1500+50) rpm), fix the pressures Р8, Р9 by
means of the pressure gauges М1, М2, respectively (the rotational speed of the engine crankshaft shall be
monitored by means of the tachometer in the dump truck cab).
When the pneumatic hydroaccumulators are charged, the pressures shall be as follows:
– Р8=(3+1) MPa – the pressure in the discharge line of the adjustable pump;
– Р9=(3+0,5) MPa – the pressure in the control line.
– Set the dumping mechanism control switch to the “Lifting” position and lift the body; when doing this,
fix the pressures Р8, Р9 by means of the pressure gauges М1, М2 and the body lifting time Т4, which shall be
as follows:
Р8=(2 – 5) MPa, Р9 =(2 – 3) MPa, Т4=(24 – 26) s;
– Set the dumping mechanism control switch to the “Lowering” position and lower the body (after col-
lapse of the first section reduce the engine rotational speed to the idling value) while fixing the pressures Р10,
Р11 by means of the pressure gauges М1 and М2 and the lowering time Т5:
Р10=(2 – 4) MPa, Р11=(2 – 4) MPa, Т5=(16 – 18) s.

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15 FIRE-EXTINGUISHING SYSTEM

WHEN OPERATING AND SERVICING FIRE-EXTINGUISHING SYSTEM IT IS NECESSARY TO FOLLOW THE

OPERATING MANUAL DELIVERED ALONG WITH THE SYSTEM.
The combined fire-extinguishing system is intended for extinguishing of ignitions of classes А, В and С
as well as electric equipment under the voltage of up to 1,000 V.
On the customer’s request dump truck can be equipped with:
– fire-extinguishing system with remote actuation of the powder line and rear axle protection;
– fire-extinguishing system with automatic actuation of the engine compartment powder lines and rear
axle.

15.1 Specification
Fire-extinguishing agents:
powder line……………………………………………............... fire-extinguishing powder
solution line………………………………………………………. water solution of calcium chloride
Weight of fire-extinguishing agents, kg (+ 5%):
powder line of engine compartment…………..…………....... 50
powder line of rear axle………………………….................... 6
solution line………………………………………………………. 33
Working gas…………………………………………………………….. nitrogen or air
3
Gas cylinder volume, dm , not more than:
powder line of engine compartment ………………............. 8
powder line of rear axle ………………………………………. 40*
solution line …………………………………..….……………… 7
Pressure in gas cylinder of engine compartment powder line and
solution line, MPa…….………………………………………………… see Table 15.1
Working pressure in system tanks, MPa, not more than 1.2
Range of fire-extinguishing agent emission, m, at least:
solution …………………………………………………………. 10
powder …………………………………………………………. 4
Time of fire-extinguishing agent emission, s, not more than:
solution ………………………………………………………… 60
powder of the engine compartment .………………………. 60
powder of the rear axle …..…….……………………………. 15
Length of flexible hose of solution line, m, at least……………… 15
6
Supply voltage of remote actuation device, V 24
4
Useful current, A, not more than: 0,05
Actuation:
powder line of engine compartment ….…………….......... automatic or remote or manual
powder line of rear axle ……………………………………... automatic or remote
solution line……………………………………………………. manual

* – gas volume generated by cold gas source brought to normal conditions

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15.2 Arrangement and operation mode of Fire-Extinguishing System with Re-

mote Actuation of Powder Line and Rear Axle Protection
The fire-extinguishing system consists of three independent lines: powder line of engine compartment II
(Figure 15.1), powder one of rear axle IV which are monitored and controlled by remote actuation device and
solution line III. The lines can be actuated either separately or simultaneously.
The powder line of engine compartment is designated for extinguishing ignitions in engine compart-
ment, fuel and oil tanks by emission of fire-extinguishing powder through holes in distributing pipelines.
The powder line of rear axle is designated for extinguishing ignitions in rear axle by emission of fire-
extinguishing powder to target points through holes in distributing pipeline.
The solution line serves for extinguishing ignitions in places located outside the zone of powder line
protection and at the places of reignition by fire-extinguishing solution emission into fire seat.
When opening the valve of the cylinder 13 (see Figure 15.1) gas passes into the tank 21 through the re-
ducer 14 with calcium chloride solution. The pressure of 1.2 MPa is created over the solution and displaces the
solution into intake 20 and hose 16. When pressing the lever of locking device 19 the solution is discharged in
specified direction to the distance of up to 10 m.
The fire-extinguishing system is equipped with remote actuation device consisting of:
– control panel 22 equipped with light and sound indication, and switches for the electrical actuation of
the powder lines in the engine compartment 23 and the rear axle 24;
– remote control for manual actuation of fire extinguishing systems for engine 25 and rear axle 26;
– the locking and starting head 9 with the electrical actuation device and the manual start button 10
installed on the gas cylinder 11 of the powder line in the engine compartment;
– thermal detector of the rear axle 28 thermostat and a source of cold gas with an electric igniter 27.

Figure 15.1 – Combined fire extinguishing system with remote actuation of the powder line and rear axle protection:
1 – powder tank; 2 – bolt; 3 – filler neck; 4 – powder duct; 5 – spraying circuit; 6 – membrane fuse; 7, 15 – gas ducts; 8, 14 – re-
ducers; 9 – the lock-starting head, 10 – the button of manual start-up; 11, 13 – gas cylinders; 12 – wires; 16, 18 – hoses; 17 – reel;
19 – locking device; 20 – intake; 21 – solution tank; 22 – the control panel; 23 – switch for the electrical actuation of the powder lines in the
engine compartment; 24 – switch for the electrical actuation of the powder lines in the rear axle; 25 – remote control for manual actuation
of fire extinguishing systems for the engine; 26 – remote control for manual actuation of fire extinguishing systems for the rear axle;
27 – source of cold gas (SCG) with an electric igniter; 28 – thermal detector of the rear axle thermostat;
I – control panel; II – powder line of the engine compartment; III – solution line; IV – rear axle powder line

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Remote switching device performs:

– light indication of the power circuit availability;
– light and sound fault indication of the thermal detector line; of the rear axle thermostat; circuits of
remote control panels for manual actuation, electrical actuation circuits;
– protection of the device in case of short circuit and excessive voltage of external power supply source
(on-board circuit of protected equipment);
– backup power supply of the device for up to 2 days when external power source is disconnected;
– control over the thermal detector of the thermostat actuation temperature rise in the rear axle;
– sound and light alarm when the thermal detector reaches a temperature of + 130 °C;
– remote actuation of the engine compartment and / or rear axle powder line by pressing the
corresponding switch on the control panel or by pressing the button for electrical actuation on the manual
remote control or the button for manual start-up of the powder line starting head in the engine compartment.
The control panel is designed for recording the signal from the thermal detector of the thermostat,
forming and transmitting light signals to the front panel of the control panel, sound warning, remote electrical
actuation of the powder lines.
When putting the truck into operation, turn on the power on the rear panel of the control unit using the
switch "ON. – OFF". The "MALFUNCTION" indicator and the indicators of the monitored areas should be lit up
red on the front panel of the control panel as the circuits are faulty. With prolonged storage of the truck, turn off
the power.
There are following indicators located on the front panel of the control panel:
– the indicator "POWER" of green color: it lights up constantly – when power supply from the on-board
circuit is available; flashing mode – when power supply from the on-board circuit is not available but there is
power from the built-in battery.
– double-color indicator "MALFUNCTION": lights up green – if the electrical circuits are in good
condition; lights up red – when any electrical circuit is broken.
– the indicator "WARNING!" of red color: blinking mode – when the thermostat thermal detector of the
rear axle reaches the actuation temperature;
– the indicator of the engine compartment: lights up green – if the electrical circuits are in good condition
in the monitored area; lights up red simultaneously with the indicator "MALFUNCTION" lighting up red – in
case of a fault in the electrical circuits of the monitored area;
– rear axle indicator: lights up green – if the electrical circuits are in good condition and the thermostat
thermal detector of the rear axle temperature is lower than the actuation temperature; lights up red
simultaneously with the indicator "MALFUNCTION" lighting up red – in case of a fault in the electrical circuits of
the monitored area; lights up red simultaneously with the indicator "WARNING!" blinking with red and the
intermittent beep sounds – when the thermostat thermal detector in the monitored area reaches the actuation
temperature;
– the indicator of the engine compartment or the rear axle briefly turns red and simultaneously the sound
signal is on when pressing the button "ON WHEN FIRE / DIESEL"; or the button "ON WHEN FIRE / REAR
AXLE", or the button of the electric actuation "ON WHEN FIRE " on the corresponding remote control panel.
– switches "ON WHEN FIRE / DIESEL" and "ON WHEN FIRE / REAR AXLE" are intended for actuation
of the powder line actuator in the monitored area: position" O " means OFF," I " means ON;
– "RESET" button is intended to bring the remote start device into the initial operating state.
The design of locking-and-triggering head is shown in Figure 15.2. The gas emission from the cylin-
der in the locking-and-triggering head is sealed by membrane 15. Fuse 4 serves for holding the gas-generating
trigger element 3 and current supply. Wire 5 “plus” is connected to the central contact and wire 6 “minus“ is
connected to the body.
On pressing the electric triggering button, the voltage is supplied to the gas-generating triggering ele-
ment 3, the gas-generating triggering element operates and powder gases move the piston 13 downwards, the
membrane 15 bursts and gas from the cylinder 11 (see Figure 15.1) passes through the reducer 8 and then is
fed through the gas pipeline 7 into the powder tank 1 where it fluffs the powder.
At the pressure of 1.2 MPa gas suspension bursts membranous protector 6 serving for preventing water
vapour breakthrough from atmosphere is discarded through the powder line 4 into the engine compartment
and to fuel and oil tanks.
The system can be also actuated manually. To do this, it is necessary to pull out the pin 9 (see Figure
15.2) and push the button for manual actuating 10. The rod 11 moves downwards and pushes the piston 13,
the membrane 15 is punched and gas traps into the powder tank.

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Figure 15.2 – Locking-and-triggering head:

1 – valve; 2 – bolt; 3 – gas-generating triggering element (gas-
generating triggering element); 4 – fuse assembly; 5 – wire “+”;
6 – wire “–“; 7 – central contact; 8 – screw; 9 – pin; 10 – manual trig-
gering button; 11 – rod; 12 – body assembly; 13 – piston with cutter;
14 – working union; 15 – membrane; 16 – body

15.3 Arrangement and operating mode of the fire-extinguishing system with en-
gine compartment powder lines and rear axle automatic actuation
The fire-extinguishing system consists of three independent lines: the powder line of engine compart-
ment II (Figure 15.3), the powder line of rear axle IV, both are monitored and controlled by remote actuation
device, and the solution line III.
The automatic actuation device consists of:
– the line of heat alarm devices 25 in engine compartment and in rear axle;
– the control unit 22 equipped with control panel with light indication, audible alarm unit and electric ac-
tuation button 23;
– remote actuation panels 24 and 27 installed at an accessible place outside protected objects;
– the locking-and-triggering head 9 with electrical actuation device;
– the manual actuation button 10 mounted on the gas cylinder 1 of the engine compartment powder line;
– the cold gas source 26 with electric igniter installed in the tank of the powder line of rear axle.
The automatic actuation device performs:
– light signalling of the presence of power supply in the circuit;
– light and audible signalling of the heat alarm devices line defects, remote actuation panels circuits, cir-
cuit of the gas-generating trigger element and the circuit of cold gas source electric igniter;
– protection of the automatic actuation device in case of short circuit and overvoltage of an external
power supply unit (vehicle’s power supply system);
– backup power supply of the automatic actuation device with the duration of up to 5 days in case of dis-
connection from the external power supply unit;
– monitoring of temperature condition changes in the zone of heat alarm devices location;
– audible and light alarm if a specific heat alarm temperature reaches 100ºC and “ПОЖАР” (FIRE) light-
ing on reaching the critical temperature;
– automatic actuation of respective powder line the system when reaching the critical temperature;
– emergency actuation of the engine compartment powder line when pressing the button of electric ac-
tuation on the control panel or manual actuation button on the locking and triggering head, or any of the pow-
der lines when pressing the button on the respective remote actuation panel.

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Figure 15.3 – Combined fire-extinguishing system:

1 – powder tank; 2 – bolt; 3 – filler neck; 4 – powder line; 5 – spraying circuit; 6 – membrane-type safety device; 7, 15 – gas pipe-
lines; 8, 14 – reduction gears; 9 – locking-and-triggering head;10 – manual triggering button; 11, 13 – gas cylinders; 12 – wires;
16, 18 – hoses; 17 – drum; 19 – locking device; 20 – intake; 21 – solution tank; 22 – control unit; 23 – button for electric start of the control
unit; 24 – button for electric start of the remote console for switching on the powder line of the engine compartment; 25 – heat alarm de-
vice; 26 – cold gas source with electric primer; 27 – button for electric start of the remote console for switching on the powder line of the
rear axle;
I – automatic actuation device; II – powder line of engine compartment; III – solution line; IV – powder line of rear axle

The heat alarm devices line is designed as a four-wire line comprising heat alarm devices located in
the engine compartment and one heat alarm device in the rear axle. On switching on the automatic actuation
device pulses from the control unit are sent into the line of heat alarm devices and outputs of the heat alarm
devices are connected alternately to the line. The poll of heat alarm devices is effected once a second.
In case of open circuit in the line of the heat alarm devices, no backward signal is received by the control
unit and the indicator signalling about the fault on the control panel lights up as well as the audible signal rings.
The control panel is intended for registering the signal from the line of heat alarm devices, forming and
transmitting the signals to the control panel, audible alarm device, gas-generating trigger element or electric
igniter of the cold gas source.
When putting the truck into operation, turn on the power on the rear panel of the control unit using the
switch "ON. – OFF". The "MALFUNCTION" indicator and the indicators of the monitored areas should be lit up
red on the front panel of the control panel as the circuits are faulty. With prolonged storage of the truck, turn off
the power.
The front panel of the control unit comprises:
– the “СЕТЬ” (POWER) indicator coloured green to indicate the presence of the power supply;
– indicator "REAR AXLE" when lighting up green informs about serviceability of the rear axle circuit, as
detecting any malfunction it lights up red and in addition indicator "MALFUNCTION" lights up;
– the “НЕИСПРАВНОСТЬ” (MALFUNCTION) indicator coloured red which lights up in case of any fault
in the circuit, the audible signal rings simultaneously with lighting up of the indicator;

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– a number of vertically located indicators "TEMPERATURE":

– “40ºC-90ºC” coloured green to signal about temperature condition changes at the places of location of
the heat alarm devices,
– “100°С” coloured amber warning on reaching dangerous temperature at a zone of one of the heat
alarm devices;
– “ПОЖАР” (FIRE) indicator coloured red signalling that the temperature of one of the heat alarms has
reached 110°С; concurrently with lighting-up of the indicator the external audible systems are switched in (the
signals are given) and the pulse for activating the gas-generating triggering element or electrical ignition unit of
the cold gas source;
– the “ТЕПЛОВЫЕ ИЗВЕЩАТЕЛИ” (HEAT ALARM DEVICES) indicators coloured red on the plan of
the protected object blink sequentially in the working mode that indicates the operability of heat alarm devices,
and the indicator of amber color lighting steadily indicates the heat alarm device with the highest temperature;
– the button for automatic start-up of the executive mechanism of the powder line in the engine com-
partment;
– the switch of the automatic start-up of the executive mechanism of the powder line in the engine com-
partment and rear axle when visual confirming the absence of fire after the indicator "FIRE" is ON.

15.4 Safety Requirements

The drivers of dump trucks and persons preparing the fire extinguishing system for operation as well as
persons performing maintenance and repair of the system shall follow attached operating manual for the fire
extinguishing system, “Rules for Design and Safe Operation of Containers under Pressure”, “Technical Safety
Rules for Performing Works at the Consumers’ Electrical Installations with the Voltage of up to 1000 V”, as well
as following rules:
– It is prohibited to use the solution line for extinguishing energized electric equipment and spilled fuel
and oil;
– It is prohibited to actuate the powder line if anybody presents in zone protected by this system;
– In case of contact of the solution with eyes wash them carefully with water;
– When filling the system with powder use protective equipment for upper respiratory passages;
– gas cylinders and fire-extinguishing agents tanks shall undergo hydraulic tests once five years.
When mounting and servicing the gas cylinders it is necessary to observe the following precautions:
– Prior to opening of the locking-and-triggering head of the cylinder dismantled from the dump truck fix
the cylinder reliably in the fixture;
– The cylinder, locking-and-triggering head and valve shall be protected against impacts and the cylin-
der shall not drop;
– The cylinders with compressed gases shall not be exposed to direct heating from the heat sources;
– After charging the cylinder with a valve fit a cover onto the working fitting;
– The cylinders equipped with a locking-and-triggering head shall be fitted permanently with a pin pro-
tecting the cylinder from opening due to accidental pressing the head lever;
– The cylinder valve, pin of the cylinder with a locking-and-triggering head, reducers, control panel and
remote actuation console shall be sealed;
– Cover removal from working fittings of the cylinders is allowed only after mounting the cylinders onto
the dump truck and immediately prior to connecting hose to them;
– The conditions of storage and transportation of the cylinders shall comply with the requirements of the
Rules for Design and Safe Operation of Containers under Pressure.

15.5 Maintenance
The powder tank of the fire-extinguishing system is charged with fire-extinguishing powder registered in
the EC regulation No.1907/2006 (REACH regulation).
The tank shall be filled with the powder through corresponding hole on the tank body. To avoid the clog-
ging of the powder line channels the powder shall hot have lumps exceeding 2 mm in size.
For recharging the powder tank on the dump truck to be operated in the European Union member state
it is necessary to use the fire-extinguishing powder registered in the REACH regulations.

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Prior to beginning the operation of the dump truck fluff the powder, check gas pressure in the cylinders,
purge powder lines and pipelines and fit the gas-generating trigger element (included in the spare parts, tools
and accessories kit) into the locking and discharging head of the cylinder, connect wires preserving polarity to
the locking and discharging head, fill the solution line tank with the calcium chloride solution. The tank charge
shall be filled with the solution through any of the holes on the tank body.
When performing the daily maintenance:
– Inspect the system externally. When performing the inspection check reliability of the threaded con-
nections and presence of the seals on the cylinders, reducers, remote manual control panel, control unit and
locking-and-triggering head.
When performing the seasonal maintenance:
– Wash the solution tank intake, purge the powder line and pipelines as well as fluff the powder with
pure gas (air or nitrogen) under the pressure of 0,5 – 1,2 MPa;
– Check gas pressure in the cylinders and recharge them if necessary;
– Check density of calcium chloride water solution.
To wash the solution tank intake, screw out the hose 16 (see Figure 15.1) from the solution tank 21
and remove the intake 20. Wash the intake, refit the intake and connect the hose.
To purge the powder line 4 and pipelines, disconnect them from the tank 1 and connect them to the
compressed gas source under the pressure of 0,5 – 1,2 MPa. Open the valve and make sure that the gas
flows from the pipeline holes. Disconnect the powder line from the gas source and connect the powder line to
the tank having made sure preliminarily that the membranous protector 6 is present.
Powder fluffing.
To perform this operation act as follows:
– Disconnect powder line 4 from tank 1 and remove membranous protector 6;
– Fit cover (included in the spare parts, tools and accessories kit) instead of membrane. Connect to tank
powder line 4;
– Turn out bolt 2 from the filler neck 3;
– Disconnect gas duct 7 from reducer 8 and connect it to cylinder containing compressed nitrogen or air
under the pressure of 2 – 15 MPa;
– Deliver the air into powder tank with short pulses until gas suspension emission from the hole of filler
neck 3. If the air with powder does not flow from the hole of the neck find out the fault’s cause and perform
trobleshooting;
– Switch off gas supply and after finishing of gas emission from the filler neck disconnect the gas duct 7
from the cylinder;
– Connect the the gas duct 7 to the reducer 8, screw in the bolt 2 onto the filler neck, disconnect it from
the tank powder line, remove the cover, fit the membrane and connect the powder line 4.
To check the pressure in the cylinder with valve screw out the reducer sleeve nut and adapter from the
cylinder and connect pressure gauge (see figure 15.4) (included in the spare parts, tools and accessories kit)
using captive nut 1; at this the screw 4 should be in closed position, i.e. be screwed in up to stop clockwise.
Open the cylinder valve and supplying the pressure into the cavity of the case 2 determine gas pressure by
means of the pressure gauge. Screw in the valve of the cylinder and deflate the measuring device from residu-
al gas via the side hole having turned the screw by half-turnover anticlockwise and unscrew the captive nut
from the valve.
If gas pressure is improper it is allowed to charge the small-displacement cylinders with valves from
transport cylinders (this operation should be performed only by trained personnel or by specialized company
involved into the servicing the equipment to operating under excessive pressure.
To check the pressure in the cylinder with the locking-and-triggering head it is necessary to disconnect
the automatic actuation device, unscrew igniter 4 assy. from the casing (see figure 15.2), unscrew the electri-
cal actuation device 3 and having unscrewed the screw 8 disconnect the wire “-“ 6. Having unscrewed the cap-
tive nut of the reducer from the working fitting 14 screw onto it the transportation plug. Take out the cylinder
from the basket and secure it horizontally with valve 1 downwards in the special appliance or in vise. Unscrew
bolt 2 and screw in the pressure gauge (included in the spare parts, tools and accessories kit).
If gas pressure is improper it is allowed to charge the small-displacement cylinders with valves from
transport cylinders (this operation should be performed only by trained personnel or by specialized company
involved into the servicing the equipment to operating under excessive pressure).

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Figure 15.4 – Control appliance:

1 – captive nut; 2 – casing; 3 – pressure gauge; 4 – screw; I – to the cylinder valve

Table 15.1 – Working pressure in cylinders depending on environmental temperature

Working pressure in cylinders, MPa
Environmental temperature, 0С
minimal maximal
Минус 55 9,0 10,0
Минус 50 9,5 11,0
Минус 40 9,7 11,3
Минус 30 10,0 11,6
Минус 20 10,3 11,9
Минус 10 10,6 12,3
0 11,0 12,7
10 11,3 13,1
20 11,7 13,5
30 12,1 14,0
40 12,5 14,5
50 13,0 15,0

To charge gas cylinders with valve act as follows:

– Disconnect the reducer 14 (see Figure 15.1) from the cylinder 13;
– Connect the cylinder through gas pipeline 4 (Figure 15.5) to T-joint 3 and the T-joint – to the transport
cylinder 1;
– Connect pressure gauge 5 to the T-joint 3;
– Unscrew the valves of transport cylinder 1 and the cylinder to be charged 2;
– On reaching the pressure (control by means of measuring device of pressure gauge 5) according to
Table 15.1, for the respective environmental temperature, screw the valves of the transport cylinder and cylin-
der to be charged and deflate the measuring device from residual gas. Disconnect the gas pipeline 4 and T-
joint 3 from the cylinders. Screw the cover onto the fitting of the low-capacity cylinder and seal it.
Perform charging the gas cylinders with locking-and-triggering head in the following sequence:
– connect the gas pipeline 4 (figure 15.5) to the tee 3, and the tee do to the transport cylinder 1;
– connect measuring device 5 to the tee 3;
– connect the gas pipeline 4 to the valve of the locking-and-triggering head of the cylinder 6 (figure
15.4), through the adapter 7 (from the spare parts kit);
– open the valve of the transport cylinder 1;
– when pressure reaches value (control over the manometer of the measuring device 5) according to ta-
ble 15.1, for corresponding ambient temperature close the valve of the transport cylinder and release the re-
mained gas from the measuring device. Disconnect the gas pipeline 4, tee 3 and adapter 7 from cylinders.
Screw the cap on the fitting of the small-displacement cylinder and seal up it.

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Figure 15.5 – Layout of fire-extinguishing system

and gas cylinder charging:
1 – transport cylinder; 2 – small-displacement cylin-
der; 3 – T-joint; 4 – gas pipeline; 5 – measuring device;
6 – small-displacement cylinder with locking-and-triggering
head; 7 – adapter

Density of calcium chloride water solution check.

Density of calcium chloride water solution shall correspond to the data of Table 15.2. Density (mass
concentration) of calcium chloride water solution shall be checked by means of the areometer with
3
+ 0.005 g/cm defect.
Table 15.2 – Freezing temperature of calcium chloride water solution
Weight Volume 3 о
Solution volume, l Solution weight, kg Density, gr/cm Freezing temperature, С
СаСl2, kg Н2О, l
5,95 31,34 33 37,29 1,130 minus 10

8,83 30,44 33 39,27 1,190 minus 20

11,32 29,60 33 40,92 1,240 minus 30

12,83 41,91 33 41,91 1,270 minus 40

13,06 29,01 33 42,08 1,275 minus 45

13,28 28,93 33 42,21 1,279 minus 50

The table data are described according to the measurement results of calcium chloride solution with wa-
ter with strength of 94,7 %. Taking into account the high hygroscopic capacity of calcium chloride and possible
inaccuracy when preparing the solution it is necessary to comply with the measured values of the solution
density.
Mix the solution thoroughly after 24 hours. Density measurement is mandatory: it shall correspond to the
data stated in Table 15.2. Storage period of the solution is unlimited. The solution to be poured shall be free of
mechanical impurities exceeding 2 mm in size. The tank charging with the solution shall be performed through
any of the tank body holes.
Should it be found during the operation that no fire-extinguishing substance is released from the tanks, it
might be eliminated by performing the following operations:
– Check gas pressure in the cylinders. If necessary charge or replace the cylinders;
– Purge the powder line and pipelines;
– Fluff the powder;
– Check if the solution in the solution line tank has been frozen. If necessary change the solution.
If the “Неисправность” (Fault) LED limp lights on the control unit it is necessary to check wires and
connections of the remote actuation device.
MAKE NOTES ABOUT PUTTING INTO OPERATION AND RESULTS OF TECHNICAL MAINTE-
NANCE IN THE FIRE-EXTINGUISHING OPERATION MANUAL.

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16 PECULIARITIES OF THE OPERATION

PRIOR TO STARTING THE ENGINE AND OPERATION OF THE TRUCK, IT IS NECESSARY TO STUDY AND
FOLLOW ALL THE REQUIREMENTS STATED IN THIS OPERATION MANUAL, DOCUMENTATION FOR THE EN-
GINE, TRACTION ELECTRIC DRIVE, OPERATING MANUALS FOR THE ADDITIONAL UNITS AND SYSTEMS STAT-
ED IN THE RESPECTIVE OPERATING DOCUMENTATION.

16.1 Running-in of the Dump Truck

At the initial period of operation of the dump truck, the grinding-in of the surfaces of the rubbing pairs of
the assemblies and stabilization of operation of the systems. In the future, the reliability and durability of the
units and systems depend on the quality of running-in of the surfaces of the parts.
The duration of the dump truck running-in is determined to be 100 engine hours (at least 1000 km of run).
Prior to starting the running-in, proceed as follows:
– Check the technical condition while paying attention to the tightening of the most critical external
threaded connections;
– Check the oil level in the assemblies, units and systems, fuel in the tank and cooling fluid in the engine
cooling system as well as check the presence of grease in the friction units according to the diagram of loca-
tion of the lubrication points and list of lubricants to be used.
For the period of running-in of a new truck, the following limitations are introduced:
– the maximum speed of motion shall not exceed 35 km/h;
– the dump truck shall be driven on the roads with hard pavement;
– the useful load of the dump truck shall be 75% of the rated value.
Within the period of running-in of the new of the dump truck, it is necessary to:
– adhere strictly to the specified thermal conditions excluding overheating of the engine, reduction gears
of the power-wheels, traction generators and electric motors;
– inspect every shift and re-tighten as necessary the external threaded connections of the assemblies of
the steering control, brake systems, diesel-generator set, cardan shafts and electric machines;
– re-tighten every shift the external threaded connections of the guide apparatus and cylinders of the
suspension until the tightening torques are stabilized. For the tightening torques, see Appendix B;
– re-tighten the nuts fastening the wheels after the first run and then re-tighten them after every two-
three runs until the tightening torque is stabilized on all the nuts.
On completing the running-in, it is necessary to:
– Change the oil in the reduction gears of the power-wheels (for the truck with the reduction gears of the
power-wheels manufactured by BelAZ OJSC);
– change the working fluid in the oil tank of the hydraulic system and filtering elements in the oil tank and
filter, clean the magnetic drain plugs of the tank and magnets in the suction connection of the pump and drain
manifold;
– perform the lubricating works of the periodicity M-1 and M-2 according to the diagram of location of the
lubrication points and list of lubricants to be used;
– check and re-tighten as necessary the external threaded connections of the suspension, steering con-
trol and brake systems. For the tightening torques, see Appendix B;
Checking the moments of tightening the ball joints of fastening the front suspension cylinders, bolts fas-
tening the traction electric motor to the power-wheel reduction gear and bolts fastening the power-wheel to the
rear axle housing shall be performed when assembling the dump truck and further in accordance with the sec-
tion “Maintenance”.
Should any parts and assemblies included in Appendix В be replaced during the operation of the
dump truck, the operations for re-tightening the threaded connections shall be performed as when
running-in a new dump truck.
To ensure the performance of the works for tightening threaded joints with applying the normalized tor-
ques specified in Appendix B, the operation and repair departments of the motor-transport enterprises shall be
provided with the necessary tools.

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16.2 Starting the Engine

Prior to starting the engine, perform all the works provided in the section "Daily Maintenance".
At the outdoor air temperature of below 5°С, warm up the engine cooling fluid by means of the starting
preheater to the temperature recommended by the Operating Manual for the engine.
Set all the switches on the instrumentation board to the OFF position.
Make sure that the parking brake is applied and the handle of the motion selector is set to the neutral
position – ”N” (neutral), the traction electric drive is OFF using the button switch “T” (for dump trucks
BELAZ–75135, BELAZ–75131, BELAZ–75139, BELAZ–75137 and BELAZ–7513B), as using the switch
“DRIVE DEACTIVATION” on the electric drive panel (for dump trucks BELAZ–7513 and BELAZ–7513А
equipped with electrical transmission “GE”).
Insert the key to the ignition switch up to the stop; the negative terminals of the storage batteries will be
connected to the truck chassis.
After long-term parking and/or maintenance of the dump truck, pump fuel through the feeding system to
remove air from there. To do this, press the button of the fuel transfer pump.
Turn the key around 90°: oil pump electric motor will switch on and, when defined pressure in lubricating
system is reached, pneumatic or electric starter will switch on. The engine starts.
When starting the engine it is not in stable operation it is necessary to shut down the starter. Perform the
repeated start-up at least in one minute.
IT IS PROHIBITED TO ACTUATE THE STARTER WHEN THE ENGINE IS OPERATING.
Electric starter continuous run time must be not more than 15 sec.
After starting the engine, release the key of the ignition switch so that it would return into the initial position.
At a minimum stable engine speed, as well as while driving a dump truck alarm lamps signalling the
emergency systems status (red colour) and banners of the alarm situation on the EIP display are to be OFF.
Lighting lamps or banners mean the fault of the corresponding system. The lamp warning that the parking
brake system is applied lights up with flashing light. When an alarm signal appears or deviations of the pre-
scribed parameters are detected – identify the problem and fix it.
To warm up the engine of the BelAZ–7513 and BelAZ–7513А trucks at the lower environment tempera-
ture, set the “ПРОГРЕВ ДИЗЕЛЯ” (“DIESEL HEATING”) switch to the ON position. On reaching the necessary
temperature, switch off the warming-up.

16.3 Starting the Motion, Acceleration and Driving of the Dump Truck
Set the minimum stable rotational speed of the engine crankcase; to do this, set the governor of in-
creased rotational speed to the ON position or return the handle of manual control of feeding the fuel to the ini-
tial position.
IT WILL BE IMPOSSIBLE TO RE-CONNECT THE DRIVE AFTER ITS DEACTIVATION (WHEN SETTING THE
DRIVE TOGGLE SWITCH IN THE POSITION OFF) THEREFORE IT IS PROHIBITED TO DEACTIVATE THE TRACTION
DRIVE USING THE TOGGLE SWITCH DURING THE MOTION!

For the dump trucks BELAZ–75135, BELAZ–75131 and BELAZ–75137 actuate the traction electric
drive using the button switch “T”, set the handle of the motion selector to the “D” position (forward motion) or
“R” position (reverse motion) depending on the motion direction. Give the signal about the starting of motion,
release the parking brake system and increase smoothly the fuel feeding by depressing the running pedal.
The dump truck starts the motion. Should the allowable driving speed of the dump truck be exceeded,
the traction mode of the electric drive is switched automatically to the electric braking mode and the respective
pilot lamp on the instrumentation board lights up. To switch on the power circuit of the traction mode again, it is
necessary to release the drive pedal to the zero position and depress it again.
To change the motion direction (reversing) it is necessary to stop the truck completely. For that use
electrodynamic brake, if the truck speed is less than 5 km/h use the service brake system. After the truck is
stopped set the handle of the motion selector to the “D” or “R” position depending on the motion direction.
Ignorance of this requirement leads to the emergency case (the indicator “PROTECTION” actua-
tion) and further to malfunction of the traction electric drive units.
On operation of the protective devices of the traction electric equipment, the respective signal is sent to
the program-control unit and the unit ensures the de-energizing of the field circuit of the traction generator and
power circuit and the pilot lamp of operation of the protective device on the instrumentation board lights up.

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Description of possible malfunctions occurring during operation of the electric traction drive, which the
indicators on the instrumentation panel inform about, and actions for the truck operator to do under the ci r-
cumstances look in the Chapter 4 of the current manual and in the documentation for the traction electric
drive.
For the dump trucks BELAZ–75139 and BELAZ–7513В actuate the traction electric drive using the
button switch “T”. Then the self-testing will be performed for a few seconds when all the six LED's of the panel
of the traction electric equipment light up for short time (four coloured amber and two – red).
After performing the self-testing, the LED's shall go out for some time and then the LED marked “CAN”
shall light up with green colour.
The green colour of the “CAN” LED with the other LED's not shining is its normal working state and
means that the control commands from the cab are passed to the drive of the both wheels (the communication
is present) and it is possible to continue the switching on of the electric drive.
After passing successfully through the self-testing, the cab controller screen (КК) takes the basic view
where the 7th and 8th lines shall display the words “1 Инверт. СВЯЗЬ ЕСТЬ” (the 1st inverter: the “COMMU-
NICATION IS PRESENT”), “2 Инверт. СВЯЗЬ ЕСТЬ” (the 2nd inverter: the “COMMUNICATION IS PRE-
SENT”) that confirms the presence of the communication with the drives and the 15th line shall display the
works “СКТемпер СВЯЗЬ ЕСТЬ” (Temperature telementic monitoring system: the “COMMUNICATION IS
PRESENT”).
Set the set the handle of the motion selector to the “D” or “R” position having chosen the desirable mo-
tion direction. Wait for lighting-up of the green LED “ГОТОВНОСТЬ ПРИВОДА” (“DRIVE READINESS”) (it
takes 1 – 2 seconds, to speed up the process, the engine rotational speed can be increased for short time).
Give the signal about the starting of motion, release the parking brake system with the idling engine (otherwise
a jerk can occur) and take off by increasing the engine rotational speed.
Should it be necessary to inverse the motion direction without switching off (disconnecting) the drive,
shift the handle of the motion selector to the “Вперед/Назад” (Forward/Reverse) in a single movement (with-
out delay in the neutral position). Delay of the handle in the neutral position for 2 – 3 seconds causes the de-
magnetization of the generator and switching off (disconnection) of the drive. When taking off after a short-time
parking, it is necessary the choose the motion direction by means of the handle of the motion selector, wait for
readiness (as indicated by the LED) and take off as described above.
The truck shall be driven downwards (downhill) in the speed stabilization mode!
For the dump trucks BelAZ–7513 and BelAZ–7513А actuate traction electric drive using the switch on
the traction electric drive panel, set the handle of the motion selector to the “D” or “R” position depending on
the motion direction, give the signal about the starting of motion. Release the parking brake system and increase
smoothly the fuel feeding by depressing the running pedal. The dump truck starts the motion.
The driving speed is set by the driver depending on the angle of setting the drive pedal.
To reduce the driving speed, reduce the rotational speed of the crankshaft by releasing the drive pedal.
If the drive pedal is set to zero position, the power circuit of the traction mode is switched off and transmission
of the torque to the driving wheels is ceased so that the dump truck moves in the run-down mode.

16.4 Braking and Stopping the Dump Truck

For braking the dump truck or maintaining its speed within certain limits when driving it downhill, release
the drive pedal and depress the pedal of the auxiliary brake system (electric brake). The speed is set by the
driver depending on the angle of setting the electric braking pedal or potentiometer of control of the dynamical
braking speed.
For the rules of using the brake systems, see the sections 10.4 “Auxiliary Brake System” and 10.5
“Rules of Use of the Brake System”. After stopping the dump truck completely, release the service brake pedal
and apply the parking brake.
For the dump trucks BelAZ–75135, BelAZ–75131 and BelAZ–75137, set the handle of the motion
selector to the position“N” (neutral) and de-energize the traction electric drive using the button switch “T”.
For the dump trucks BelAZ–75139 and BelAZ–7513В, set the handle of the motion selector to the
position“N” (neutral) lamp the green “ГОТОВНОСТЬ ПРИВОДА” (“DRIVE READINESS”) should dim and de-
energize the traction electric drive using the button switch “T”.
For the dump trucks BelAZ–7513 and BelAZ–7513А, set the handle of the motion selector to the po-
sition“N” (neutral) and de-energize the traction electric drive by means of the electric drive switch located on
the electric drive panel.

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16.5 Stopping the Engine

Prior to stop the engine after operation with the full load, it is necessary to let it run at low idling rotation-
al speed for 3 – 5 minutes. Then stop the engine by pressing the engine stopping pushbutton on the instru-
mentation panel.
If the dump truck is parked for long time, put the chocks under the wheels.
NEVER STOP THE ENGINE UNDER LOAD OR IMMEDIATELY AFTER REMOVAL OF THE LOAD; OTHERWISE
THE BREAKDOWN COULD BE CAUSED.
PRIOR TO LEAVING THE CAB, MAKE SURE THAT THE PARKING BRAKE IS APPLIED AND THE HANDLE
OF THE MOTION SELECTOR IS SET TO THE NEUTRAL POSITION – ”N” (NEUTRAL), THE TRACTION ELECTRIC
DRIVE IS OFF USING THE SWITCH “T” ON THE CONSOLE (FOR DUMP TRUCKS BELAZ–75135, BELAZ–75131,
BELAZ–75139, BELAZ–75137 AND BELAZ–7513B), AS USING THE SWITCH “DRIVE DEACTIVATION” ON THE
ELECTRIC DRIVE PANEL (FOR DUMP TRUCKS BELAZ–7513 AND BELAZ–7513А EQUIPPED WITH ELECTRICAL
TRANSMISSION “GE”).
More detailed information about operator’s operations depending on various situations look in the docu-
mentation of the electric drive manufacturer, which is attached to the Operation Documentation for dump
trucks.

16.6 Towing the Dump Truck

Should any faults, which cannot be eliminated at the operation site, occur, it is necessary to tow the
dump truck to the site of repair.
Depending on the nature of the fault, the faulty dump truck should be towed by either front or rear part of
the body as shown in Figure 16.1.
In this case it is necessary to observe following requirements:
– speed when towing by bumper should not exceed 15 km/h;
– speed when towing by body should not exceed 10 km/h;
– motion speed at turns should not exceed 5 km/h;
– when towing provide measures excluding possibility of side contact of truck being towed with hauler.
In case of towing the dump truck with mooring it by the front part of the frame, it is necessary to release
the gear of the parking brake system.
The towing with mooring the dump truck by the last counterforce of the body is allowed in exceptional
cases to short distances. In this case, the steerable wheels of the dump truck to be towed shall be set to the
position corresponding to the straightforward motion.
The body of the dump truck to be towed shall be completely unloaded.
No towing the dump truck without lubricating oil in the reduction gears of the power-wheels is allowed;
otherwise the gear transmission will be damaged.

Figure 16.1 – Diagram of towing the dump truck by means of a towing vehicle

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16.7 Unloading the Faulty Truck

For lowering the dump truck body when the engine is not running, make sure that the body is empty and
set the dumping mechanism control switch to the “опускание платформы” (Body Lowering) position (the
switch handle is turned clockwise up to the stop) and lower the body.
In case of damage of the electrical circuit of the hydraulic distributor of the control unit of the dump truck
with the lifted body, it is allowed to lower the body manually while observing the safety precautions.
To do this, it is necessary to press and hold down the manual control pusher (see Figure 14.8) of the
hydraulic distributor of the control unit.
To ensure the lifting of the cargo body of the dump truck in case of impossibility of use of the standard
hydraulic system (the dump truck is faulty), the possibility of unloading from the external energy source is pro-
vided for.
The pipeline connecting the hydraulic distributor of the dumping mechanism and the piston chambers of
the hydraulic cylinders for lifting the body is equipped with the half-coupling 75125-8609930 (Figure 16.2).
It is recommended to lift the cargo body by means of the hydraulic system of the BelAZ-74131 or
BelAZ-74306 towing truck.

Figure 16.2 – Place of installation of the half-coupling (1) 75125-8609930

on the dump truck:

To unload the dump truck, proceed as follows:

– Make sere that the body of the faulty dump truck and the gripping device of the towing truck is lowered
and the controls of the emergency unloading system of the towing truck are in the neutral position;
– Connect the quick disconnect coupling 7423-8609930 with the mark “П” of the towing truck (Figure
16.3) with the half-coupling 75125-8609930 of the truck's emergency unloading system using the quick dis-
connect couplings 75131-8609930 and the high-pressure hoses. Use the high-pressure hoses and quick dis-
connect couplings from the complete set of the towing truck;
– Turn out the adjusting screw of the safety valve installed in the line of rod chambers on the hydraulic
distributor of the dumping mechanism of the faulty dump truck (chapter “Dumping Mechanism”, Figure 14.7 –
Hydraulic distributor) by two full revolutions (standard adjustment of
the valve Р=8 MPa);
– Start the engine;
– Set the emergency unloading switch on the towing truck в
to the “Lift” position and lift the body of the faulty dump truck. To ex-
clude the pumping of the working fluid from the hydraulic system of
the towing truck into the hydraulic system of the faulty dump truck
through the overflow valve of the dumping mechanism cylinder, it is
necessary to stop the lifting of the body of the faulty dump truck
when moving the last rod of the hydraulic cylinders for lifting the
body by not more than 2/3 of its stroke;

Figure 16.3 – Place of installation of the half-couplings on the towing truck:

1 – coupling with the mark “Ш”; 2 – coupling with the mark “П”

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– Set the emergency unloading switch on the towing truck to the “Lower” position, the body of the faulty
dump truck shall be lowered. It is recommended to lower the body with interim stops while monitoring the oil
level in the tank of the faulty dump truck. In case of exceeding of the allowable level, the lowering process
shall be stopped and the excesses of the working fluid shall be drained to exclude the damage of the oil tank;
– After recovery of the serviceability of the faulty dump truck, it is necessary to set the safety valve of the
hydraulic distributor installed in the line of the rod chambers of the hydraulic cylinders for lifting the body to the
pressure Р=8 MPa.

16.8 Placing the Jacks

When performing the maintenance and repair works and replacing the wheels, it is recommended to use
jacks.
The bottoms of the jacks shall rest upon the hard base.
After lifting the dump truck by the jacks and take the wheels off the ground surface, it is necessary to put
the dump truck onto the props (which shall be designed for the respective weight).
Prior to replacing the wheels, it is necessary to place the dump truck on a flat ground, apply the parking
brake and put chocks under the wheels.
For lifting the front part of the dump truck, it is necessary to use two jacks each having the lifting capaci-
ty of at least 25 tons. The jacks shall be placed symmetrically to the longitudinal axis of the dump truck under
the front axle beam.
For lifting the rear part of the dump truck, it is necessary to use two jacks each having the lifting capacity
of at least 40 tons. The jacks shall be placed symmetrically to the longitudinal axis of the dump truck under the
rear axle housing.
The schemes of placing of the jacks are shown in Figures 16.4 and 16.5.

Figure 16.4 – Placing the jacks for lifting the front part of the dump truck:
1 – jack base; 2 – jack; 3 – support

Figure 16.5 – Placing the jacks for lifting the rear part of the dump truck:
1 – jack base; 2 – jack; 3 – support

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17 MAINTENANCE
17.1 Types of maintenance and maintenance intervals
Maintenance of the units and systems should be regularly performed within specified intervals to perma-
nently maintain the dump truck available for operation and prevent intense wear of the parts during operation.
Maintenance is to be performed inside of closed heated workshops, which size and equipment could
provide all the prescribed by current manual measures for maintenance of the all the trucks fleet.
The following types and intervals of maintenance are recommended:
– Daily maintenance (DM);
– Maintenance after 250 hours of engine service, but not more than 5,000 km of run of the dump truck
(M-1);
– Maintenance after 500 hours of engine service, but not more than 10,000 km of run of the dump truck
(M-2);
– Maintenance after 1,000 hours of engine service, but not more than 20,000 km of run of the dump
truck (M-3);
– Seasonal maintenance (SM) to be performed when preparing the dump truck for the spring-summer or
autumn-winter conditions of operation. The seasonal maintenance shall be performed concurrently with the
regular maintenance.
Prior to the maintenance, the dump truck shall be cleaned thoroughly from dirt and washed. Prior to
washing, close tightly the cabinets with power and motor-starting devices, protect the air intakes and ventila-
tion windows of the electric machines as well as air intakes of the air filters against penetration of water with
special protective boots and screens. The complete set of boots is included in the spare parts, tools and ac-
cessories kit.
To wash the truck, use the neutral detergents, the washing fluid temperature shall not exceed 40С. The
truck shall be washed at the ambient temperature of 10 to 40С. At the temperatures below 0°C in autumn and
winter, the truck shall be washed indoors, in a heated room with the truck chassis pre-heated to the tempera-
ture of at least 10С. Cleaning and washing shall be performed according to the established mechanical and
electric safety regulations.
The maintenance operations shall be performed under conditions excluding the deposition of dust or dirt
on to joint faces as well as penetration of dust and dirt into the units and assemblies.
MAINTENANCE OPERATIONS FOR THE ENGINE, TRACTION ELECTRIC DRIVE, SYSTEMS AND ADDITION-
AL EQUIPMENT INSTALLED ON THE TRUCK SHALL BE PERFORMED IN ACCORDANCE WITH THE REQUIRE-
MENTS STATED IN THE MANUFACTURERS' OPERATING DOCUMENTATION; THE SAID DOCUMENTATION IS IN-
CLUDED IN THE SET OF OPERATING DOCUMENTATION SUPPLIED WITH THE TRUCK.
For the list of maintenance operations including control, washing, fastening and adjustment see Table
17.1.
Table 17.1 – List of maintenance operations

Control method, instru-

Item ments, tools and acces-
Description of the operation Technical requirements
No. sories for performing
the works
DAILY MAINTENANCE
1 Check the oil level and add oil to the engine In accordance with the operating manual for Visually
pan as necessary the engine
2 Check the oil level in the tank of the pneumatic The oil level shall be lower than the top edge Visually
engine starting system (pneumatic starter of the tank body by 15-20 mm (engine oil
manufactured by BelAZ OJSC) and add it as SAE15W/40).
necessary
3 Check the cooling fluid level and add, if nec- The expansion tank of the system shall be Visually
essary, the cooling fluid into the engine cooling filled with cooling fluid to the lower edge of the
system filler neck pipe

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and acces-
Description of the operation Technical requirements
No. sories for performing the
works
4 Check the fuel level in the fuel tank and add The sediment shall be drained until clean fuel Visually
fuel as necessary, drain the sediment from appears. The operation shall be performed after
the fuel tank at least 30 minutes of motionless state of the
dump truck
5 Check the working fluid level and add, if nec- The level shall not be above the middle of the Visually
essary, the working fluid into the oil tank of upper sight window when the hydropneumatic
the hydraulic system accumulators are discharged and below the
middle of the lower sight window when the
hydropneumatic accumulators are charged (af-
ter starting the engine). See the section
“Maintenance of the dumping mechanism”
6 Check the fluid level in the windscreen Fill the tank to the maximum level Visually
washer tank and add the fluid as necessary
7 Check the condition pipelines and hoses of No leaks of fuel, cooling fluid, engine oil and/or By visual inspection
the integrated hydraulic system and external working fluid of the hydraulic system are allowed
systems of the engine
8 Check the availability of flammable materials If necessary, clean the dump truck from flam- By visual inspection. Rags,
on the outer surfaces of the parts and as- mable materials: stains of fuels and lubricants, brushes
semblies coal dust, etc.
9 Perform maintenance of the traction electric See the section “Traction electric drive mainte- By visual inspection
drive and the drive cooling and venting sys- nance”
tems
10 Check the condition of the large-size cups of No oil leaks over the cups are allowed By visual inspection
the power-wheels manufactured by BelAZ
OJSC
11 Check the condition of the rods, suspension No bends, cracks and/or other damages are al- By visual inspection
cylinders and joints of the levers lowed See the section “Maintenance of the Sus-
pension”
12 Check the condition of the tyres and fas- See the section “Maintenance of the Wheels By visual inspection
tening of the wheels and Tyres” and “Operating Manual for Tubeless
Giant and Supergiant Tyres”
13 Check the condition of the levers, steering No bends, cracks and/or other damages are al- By visual inspection
cylinders and steering control arm lowed
14 Check the condition of the mechanisms of The brake gears shall be free of mechanical By visual inspection
the service and parking brake systems damages, cracks and\or dribble of the working
fluid
15 Clean the glasses of the cab, headlights, lan- The glasses of the cab, lighting armature and Rags, brushes
terns, turn indicators and rear view mirrors visual alarm devices shall be clean
16 Connect the “ground”. Check the voltage of The voltage shall be (25+1) V. Instruments on the instru-
the storage batteries. Make sure that the moni- mentation panel in the cab
The monitoring instrumentation, lighting and
toring instrumentation, lighting armature, light signalling devices shall be serviceable
and audible alarm devices are in good order
17 Start the engine. Make sure that the engine The engine shall run steadily over the whole Instruments on the instru-
systems are serviceable, check the operation range of the rotational speeds; the monitoring mentation panel in the cab
of the control instrumentation. speed shall display the performance characteris-
Check the air pressure in the tyres. tics of the truck systems.
Check condition and operation of the actua- The fuel feed control pedal shall move freely,
tor of the fuel feeding control without jamming.
Check the serviceability of the steering con- The steering control components and braking
trol and brake systems on the run systems shall be serviceable
18 Check over the signal transparent on the When constant signaling of the transparent Signal transparent on the
electronic instrumentation panel clogging of (color is red) replace the filtering element. See instrumentation panel in
the filtering elements of the filter in the oil the chapter "Dumping mechanism mainte- the cab
tank and steering filter nance".

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and accesso-
Description of the operation Technical requirements
No. ries for performing the
works
19 Check the clogging of the engine air filters by If the alarm banner on the instrumentation board Alarm banner on the instru-
means of the alarm banner on the instrumen- which indicates clogging of the engine air filters mentation board in the cab
tation board in the cab was on during previous shift light up, replace the
main filtering element or blow it up if such action
is allowed by manufacturer
20 Check the operation of the windscreen wiper The fluid jet shall hit the windscreen at the top Visually
and windscreen washer zone of the sector wiping by the windscreen
wiper brush
21 Check the operability of the emergency drive See the section “Maintenance of the Steering Visually
of the steering control Control”
22 Check the leak-proofness of the pneumatic See the section “Maintenance of the Pneumatic Aurally
system System”
23 Drain the condensate from the receiver and After complete draining of the condensate from
drain tank of the pneumatic system, regener- receivers, pump the system again until the pres-
ation receiver of the pressure regulator and sure regulator operates and only then stop the
receivers of the pneumatic engine starting engine
system every day after the shift
24 Check the condition of the fire-extinguishing See the section “Maintenance of the fire- By visual inspection
system extinguishing system”
25 Check the condition of the centralized auto- See the section “Maintenance of the Centralized By visual inspection
matic lubrication system Automatic Lubrication System”
26 Check the condition of pressure in tyres con- See the section “Maintenance” in the Operation By visual inspection
trol system Manual of the pressure in tyres telemetric con-
trol system
27 Check the air conditioning system condition See section “Maintenance” of the cabin and By visual inspection
body
FIRST MAINTENANCE (M-1)
1 Perform all the operations of the daily
maintenance
2 Check the oil level in the reduction gears of See the section “Maintenance of the power- Wrench set, washing bath,
the power-wheels manufactured by BelAZ wheels”. hair brush
OJSC. Take the oil sample from the reduction For the analysis procedure, see Appendix B
gears of the power-wheels for analysis.
Clean the magnets installed in the drain
tubes of the of the reduction gears of the
power-wheels from metallic dust
3 Check the condition of the welds of the front No cracks in the welds are allowed. See the By visual inspection. Clean
axle beam tips. section “Maintenance of the Front Axle” the inspection place. Rags,
brushes
4 Check and re-tighten as necessary the nuts For the tightening torques, see Appendix B Wrench set
fastening the front and rear wheels
5 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”
SECOND MAINTENANCE (M-2)
1 Clean the dump truck from dirt and wash it The washing shall be only performed with the Washing plant, complete set
protective covers fitted. No penetration of water of boots
into the units and apparatus of the traction elec-
tric drive and electric equipment is allowed. Blow
the apparatus cabinets with compressed air
2 Perform all the operations of the maintenance
M-1
3 Clean from dust the cyclones and bodies of See section “Engine systems maintenance” Kit of wrenches
air filters

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and acces-
Description of the operation Technical requirements
No. sories for performing the
works
4 Perform maintenance of the traction electric See the section “Traction electric drive mainte- Kit of wrenches, Hair brush,
drive and the drive cooling and venting sys- nance” blowing gun, compressor
tems plant
5 Check the condition, fastening, connection The wire and cables shall be fastened reliably. No By visual inspection
and installation of the output conductors and mechanical damages of the cables and insulation
cables of the traction electric drive and low- of their conductors
voltage of the electric equipment
6 Check the intactness of the hoses of the in- Replace the sleeves and hoses having leaks, Wrench set
tegrated hydraulic system and external sys- swelling, cracks and/or those having lost elastici-
tems of the engine as well as their fastening ty. Any loosened fastening of the hoses and bolts
fastening the flanges to the pump shall be re-
tightened
7 Check the condition of the welded joints of No cracks are allowed Any detected cracks shall Backlight lamp, metallic
the frame and body and that of the welds of be welded up. brush, welding equipment
the suspension brackets and levers, brackets
of the steering cylinders and steering linkage
levers
8 Clean the dust guards and monocyclones of The air ducts of the ventilation system shall be Hair brush, blowing gun,
the air ducts of the ventilation and cooling clean. The slits for throwing the dust shall not be compressor plant
system of the traction electric drive. Check clogged.
the reliability of fastening the air cooling The hoses and connections shall be fastened re-
components liably and free of mechanical damages or cracks
9 Wash the fuel heater filter See the section “Maintenance of the Engine Sys- Wrench set, washing bath,
tems” hair brush
10 Check the fastening of the gears of the ser- The brake gears shall be fastened reliably, the Sliding callipers, wrench
vice and parking brake systems, condition of bolts and nuts shall be tightened as far as they set
the brake disks and the wear of the linings of will go and the crown nuts shall be fixed with cot-
the brake gears of the front and rear wheels ter pins.
and, if necessary, replace the linings. Check See the section “Maintenance of the Brake Sys-
the clearance between the brake disk and tems”
linings of the parking brake system and ad-
just it as necessary
11 Check and re-tighten as necessary: For the tightening torques, see Appendix B Wrench set
1) bolts fastening the pins of the steering cyl-
inder and steering linkage arm;
2) nuts of the clamping connections of the
tips of the steering cylinders and of the steer-
ing arm;
3) nuts of the pins fastening the steering
linkage levers;
4) the bolts fastening the pins of the front
suspension rod on the frame and front axle.
12 Check the fastening of the lugs to the termi- See the section “Maintenance of the electric Wrench set, areometer,
nals and fastening of the storage batteries equipment” 10% ammonia solution,
Check the electrolyte level and density in the glass pipe with the diame-
storage batteries. If necessary, bring the lev- ter of 3-5 mm, rubber bulb
el to the normal value, restore the density
and recharge the batteries
13 Remove the torque rod assembled with the See the section “Maintenance of the power- Wrench set
sun gear of the reduction gears of the power- wheels”
wheels manufactured by BelAZ OJSC and
check their condition visually. Check and ad-
just as necessary the clearance between the
torque rod and the stop. Clean the drain
holes at the bottom of the pipe of the rear ax-
le housing

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and accesso-
Description of the operation Technical requirements
No. ries for performing the
works
14 Check the nitrogen pressure in the See the section “Maintenance of the Steering Wrench set, measuring fa-
hydropneumatic accumulators of the steering Control” cility, nitrogen cylinder,
control and brake system, if necessary bring it charging device
to the normal state
15 Replace the filtering element of the tank The scheduled replacement of the filtering el- Wrench set
breather and if necessary the steering one ement of the tank breather and filters of the
hydrosystem see the chapter "Dumping mech-
anism"
16 Check the tightness of adjoining of the pedal When the pedal is lifter to the rest against the Wrench set, probe
roller to the pusher of the valve controlling the adjusting screw, the shall adjoin the pusher
service brake system without causing the latter’s displacement
17 Retighten the fastening of the cardan shaft of The tightening torque of the bolts shall be 105- Wrench set
the hydraulic system pump drive 130 N.m.
18 Check the correctness of adjustment of the See the section “Maintenance of the electric Screwdriver, Wrenches kit,
headlight beams and fastening of the lighting equipment” screen
armature and light alarm devices
19 Check the condition of pressure in tyres control See the section “Maintenance” in the Opera- By visual inspection
system tion Manual of the pressure in tyres telemetric
control system
20 Perform maintenance of the air conditioning See section “Maintenance” of the cabin and
system body
21 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”

THIRD MAINTENANCE (M-3)

1 Perform all the operations of the maintenance
M-2
2 Check the condition of fastening of all the units All the units shall be fastened reliably. Tighten Wrench set
to the engine and of the diesel-generator set to the threaded joints, if necessary.
the frame. Check the fastening of the cooling The shock absorbers displaying exfoliation of
system radiators to the frame and clean the rubber or its peeling from metal shall be re-
outer surfaces of the radiators. placed
Check the condition of the rubber shock ab-
sorbers of the diesel-generator set
3 Perform the visual inspection for cracks in: Should there be any cracks on the casing of Backlight lamp, metallic
1. connection of the rear axle housing with the the motor-wheel reduction gear, replace the brush, welding equipment
casing, should there be any cracks on the rear
reduction gear of the power-wheels;
axle housing, prepare the cracks for welding
2. welding of the flange of the lever of the rear and weld them up
axle housing;
3. weld of lower bracket of reaction bar
4 Re-tighten the fastening of the cab, empen- All the assemblies shall be fastened reliably Wrench set
nage members and traction controller.
5 Perform maintenance of the traction electric See the section “Traction electric drive Kit of wrenches, Hair brush,
drive and the drive cooling and venting sys- maintenance” blowing gun, compressor
tems plant
6 Replace the filtering elements of the breathers See the section “Maintenance of the power- Wrench set
of the reduction gears of the power-wheels (the wheels”
breathers are mounted on the rear axle hous-
ing)

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Table 17.1 (cont'd)

Control method, instru-
Item ments, tools and accesso-
Description of the operation Technical requirements ries for performing the
No.
works
7 Check and retighten as necessary: The tightening torques are given in Appendix Wrench set
1) the bolts fastening the traction electric motors B
to the reduction gears of the power-wheels;
2) the bolts fastening the pin of the central joint
of the front suspension;
3) the bolts fastening the upper and lower brack-
ets of the front suspension cylinders;
4) the nut fastening the pin of the central joint of
the front suspension;
5) the bolts fastening the housing of the brake
gears of the front wheels;
6) the nut fastening the brake gears of the rear
wheels
8 Check the operability of the pumping elements of See the section “Maintenance of the Central- Wrench set
the pump of the centralized automatic lubrication ized Automatic Lubrication System”
system. If necessary, replace the pumping
elements
9 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”
SEASONAL MAINTENANCE (SM)
1 Check and if necessary tighten bolts fastening Tightening torques are in the Appendix В Wrench set
electromotors to the reduction gears of motor-
wheels
2 Check the adjoining of the spring-loaded area of In case of loss of mobility and slump of the Wrench set, metallic brush,
the exhaust system sealing device to the gas in- plate on the springs, it is necessary to disas- liquid for removing the scale
take of the body semble the sealing device and clean its rub-
bing surfaces
3 Wash the fuel tank, fuel pipelines and the filter There shall be no sediment on the bottom Wrench set, bath, hair
element of the fuel tank breather and alls of the tank. The filter element shall brush, washing liquid
be clean
4 Perform the maintenance of the engine starting Clean the glow plug, injector and burner Wrench set, metallic brush,
preheating system. from the scale, wash the electromagnetic bath, liquid for removing the
valve filter and cleanse the drain hole of the scale, washing liquid
The maintenance shall be performed once a
year when transiting to the autumn and winter fuel pump
operation period and repeatedly after each 50
hours of operation of the heater.
5 Check the necessity of adjustment of bearings See the section “Maintenance of the power- Hoist, complete set of fix-
of the hubs of the reduction gears of the power- wheels” tures, micrometer
wheels manufactured by BelAZ OJSC
6 Adjust the taper bearings of the hubs of the front See the section “Maintenance of the Front Wrench set
wheels Axle”
7 Check backlashes in the joints of the pumps There should be no backlash when shaking Wrenches kit
drive cardan shaft the shaft by hand.
8 The rotational speed of the steering wheel at the See the section “Maintenance of the Steer- Wrench set, pressure
extreme positions of the steerable wheels (“slip”) ing Control” gauge, play gauge
9 Check the oil pressure in the integrated hydrau- See section "Hydraulic system diagnosis" in Pressure gauge
lic system the chapter "Dumping mechanism".
10 Perform the maintenance of the storage batter- Adjust the electrolyte density in accordance Areometer, charging device
ies with the season and re-charge the batteries
11 Wash the oil tank of the hydraulic system, clean The internal surface of the tank shall be Wrench set, bath, hair
the magnetic drain plugs, perform the mainte- clean and free of gum residues. See the sec- brush, washing liquid
nance of the magnetic filters fitted in the suction tion “Maintenance of the dumping mecha-
branch-pipe of the pump and drain manifold. nism”
Replace oil in the tank and filtering elements of
filters

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and accesso-
Description of the operation Technical requirements
No. ries for performing the
works
12 Perform maintenance of the traction electric See the section “Traction electric drive Kit of wrenches, Hair brush,
drive maintenance” blowing gun, compressor
plant
12 Remove soot from the body soot collectors See section “Maintenance of the Cab and Wrench set
through the side hatches Body”
13 Perform the operations for maintenance of the See the section “Maintenance of the Fire- Wrench set
fire-extinguishing system Extinguishing System”
14 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”
OTHER KINDS OF THE MAINTENANCE
1 After every 60 – 65 thousands km of run check The tightening torques are given in Appendix Wrench set
and re-tighten as necessary: B
1) the bolts fastening the ears of the central joint
of the front suspension to the lever;
2) the nuts fastening the ears of the central joint
of the rear suspension to the lever;
3) the bolts fastening the pressure plates to the
transverse rod pins of the rear suspension and
covers to the pins of the transverse rod of the
front suspension;
4) the nuts fastening the ball joints of the cylin-
ders of the front and of the rear suspension;
5) the bolts fastening the covers of the bearings
of the central joints of the suspension
2 After every 100 – 120 thousands km of run See the section “Maintenance of the Sus- Wrench set
check gaps in the joints of front and rear sus- pension”
pension rods. If necessary replace joint bearings
3 Perform the scheduled replacement of the high- Use the high-pressure hoses specified in the Wrench set
pressure hoses of the integrated hydraulic sys- catalogue of parts
tem after every 20 thousand hours of running
of the engine or after every three years of opera-
tion of the dump truck (whatever would be earli-
er)
4 Perform the scheduled replacement of the bear- See the Repair Manual 7513-3902080 РС Wrench set
ings of first-row pinions of the reduction gears of
the power-wheels manufactured by BelAZ OJSC
on reaching the dump truck run of 200 thousand
km
5 When reaching the truck run of 175 – 200 thou- To exclude the possibility of operation of the Wrenches kit. Performance
sand km perform the following: insert with widened clearance. See the ruler, measuring devices,
– perform scheduled adjustment of the clearance section “Maintenance of the Suspension” cylinder with nitrogen, charg-
between the inserts and the ball joint supports of ing device
the suspension cylinders
– check the oil level in the covers of the suspen-
sion cylinders
– check the charge of the suspension cylinders
with gas and recharge them, if necessary
6 When the truck reaches run of 300 – 310 thou- Aiming to improve the pivots service life. See Wrench set
sands km., carrying out the next scheduled re- the Repair Manual 7513-3902080 РС
placement of the pivot bushings perform change
of pivots from the left axle side to the right one
and vise versa

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17.2 Lubrication of the Dump Trucks

The reliability of operation of the dump truck units depends considerably on the periodicity of lubrication
of the rubbing pairs as well as on the brand and quality of the lubricants used. Using the lubricants not speci-
fied in the “List of Lubricants to Be Used” and failure to adhere to the periodicity of replacement of the lubri-
cants affects adversely the serviceability of the units and systems.
Diagram of arrangement of the lubrication points of the dump truck is shown in Figure 17.1, the list of
lubricants to be used in Table 17.2.

Figure 17.1 – Diagram of arrangement of the lubrication points

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It is only allowed to use substitutes of the lubricants in case of unavailability of the main brands. When
changing the brands of the lubricants, the old lubricants shall be removed completely. Mixing the lubricants of
different brands is not allowed.
When performing the lubrication using a lubricator, it is necessary to take care to prevent dirt from hitting
the mating faces with the lubricant; to do this, clean the place for feeding the lubricant and wipe thoroughly the
lubricators prior to lubrication.
The general requirements which should be observed when performing maintenance operations are giv-
en in the chapter “Operational Materials”

Table 17.2 – List of lubricants to be used

of the operations
in Fig. 17.1

Periodicity
lubrication
Number of
Pos. No.

Description of the lubrication points Description and brand of the Guidelines for per-
points (unit, joint, vessel) lubricant forming the operations

Engine Universal all seasons motor oil BELAZ G-Profi Mining 15W-40
16
or one in accordance with the operating manual for the engine
– Tank of the pneumatic engine The oil level shall be
starting system (pneumatic lower than the top edge
starter manufactured by 1 Engine oil SAE15W–40 DM
of the tank body by 15-
BELAZ OJSC) 20 mm.

Oil tank of the integrated hydrau- Recommended oils and frequency of the operations look in the chapter
8 1
lic system “Operational Materials”
11 Reduction gears of the power-
wheels manufactured by Gen- In accordance with the documentation for the traction electric drive
eral Electric Company
Reduction gears of the power- Check the oil level, per-
wheels manufactured by the M-1 form oil analysis and re-
BELAZ OJSC place if necessary
Recommended oils and frequency
2500 Replace oil
2 of the operations look in the chapter
hours.
“Operational Materials”
At least
once a
year
– Cups of the housing of the pow- Grease Lithol-24 Add 150 g of the grease
er-wheel reduction gear manu- Grease Лита (Lita) into two lubricators of
4 M-1
factured by BelAZ OJSC each cavity between the
cups
Suspension cylinders Recommended greases look in the Add the fluid each time
7 front suspension chapter “Operational Materials” – when recharging the cyl-
13 rear suspension inder as necessary
4
175000 – Check oil level in the
200000 housings
km
Ball joints of the suspension cyl- Recommended greases look in the Are lubricateв by auto-
3 inders chapter “Operational Materials” matic centralized lubri-
8 –
14 front suspension cation system
rear suspension
Central joints of the suspension: Recommended greases look in the Are lubricateв by auto-
4 – of the front axle 2 chapter “Operational Materials” – matic centralized lubri-
10 – of the rear axle cation system

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Table 17.2 (cont'd)

Number of lubri-

Periods of the
cation points
in Fig. 17.1

operations
Pos. No.

Description of the lubrication Description and brand of the Guidelines for perform-
points (unit, joint, vessel) lubricant ing the operations

Joints of the longitudinal rods of Recommended greases look in Are lubricateв by automat-
the suspension of the the chapter “Operational Mate- ic centralized lubrication
4 rials”
6 front axle system
12 rear axle
5 Bearings of the hubs of the front Grease МС-1000 Place 100 g of grease
wheels Grease Lithol-24 through each lubricator of
1500 – 2000 the outer bearings, and
Grease Лита (Lita)
h 200 g grease through
8 each lubricator of the inner
bearings
Remove the hubs, wash
SM (once
the bearings, mating parts
three years)
and put the fresh lubricant
18 Bushings of the front axle pivots Recommended greases look in Are lubricateв by automat-
4 the chapter “Operational Mate- – ic centralized lubrication
rials” system
20 Cardan shaft joints of the drive Recommended greases look in Lubricate through the lu-
of the integrated hydraulic sys- 2 the chapter “Operational Mate- M-1 bricators until fresh grease
tem pump rials” appears from the seals
Splined joint of the cardan shaft Recommended greases look in Lubricate through a lubri-
of the drive of the integrated hy- the chapter “Operational Mate- cator until fresh lubricant
1 rials” M-2
draulic system pump appears from the hole in
the choke
2 Splined joint of the cardan shaft Recommended greases look in SM (once a Lubricate with a thin layer
of the steering control 1 the chapter “Operational Mate- year) of grease when assem-
rials” bling the unit
Cardan shaft joints of the steer- Recommended greases look in Disassemble the units and
SM (once a
ing control 2 the chapter “Operational Mate- put the grease
rials” year)

19 Joints of the steering control Recommended greases look in Are lubricateв by automat-
linkage 2 the chapter “Operational Mate- – ic centralized lubrication
rials” system
17 Joints of the steering cylinders of Recommended greases look in Are lubricateв by automat-
the steering control 4 the chapter “Operational Mate- – ic centralized lubrication
rials” system
1 Steering column shaft bearings Grease Lithol-24 SM (once Disassemble the bearing
2 Grease Лита (Lita) two years) units, wash them and put
the fresh lubricant
9 Supports of the dumping mech- Recommended greases look in Are lubricateв by automat-
anism cylinders 4 the chapter “Operational Mate- – ic centralized lubrication
rials” system
15 Axles of the rear body supports Recommended greases look in Are lubricateв by automat-
2 the chapter “Operational Mate- – ic centralized lubrication
rials” system
– Traction controller bearings Grease Lithol-24 Lubricate the bearings
2 Grease Лита (Lita) – when disassembling the
units

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Table 17.2 (cont'd)

Number of lubri-

Periods of the
cation points
in Fig. 17.1

operations
Pos. No.

Description of the lubrication Description and brand of the Guidelines for performing
points (unit, joint, vessel) lubricant the operations

– Pneumatic starter bearings In accordance with the operating manual for the pneumatic starter
Pneumatic starter bearings Grease Lithol-24 Disassemble and wash the
manufactured by BELAZ OJSC Grease Лита (Lita) bearing units and put the
6 –
fresh grease when repairing
the unit
– Bearings of the electric motor of
the fan cooling the brake system
In accordance with the operating manual for the electric motor
Ventilated brake unit
(VBU2x600)
– Bearing units of the traction
electric equipment of the appa- In accordance with the documentation for the traction electric drive
ratus and machines
– Pegboards and connecting pan- Grease Lithol-24 Lubricate the metallic sur-
els of the conductors of the low- faces with thin layer each
20 –
voltage electric equipment time when disassembling
the units
– Terminals of the storage batter- Grease Lithol-24 – Lubricate with a thin layer of
ies 4 Grease Лита (Lita) the grease when installing
the batteries
– Electric motor of the fuel prim- Grease Lithol-24 Disassemble and wash the
SM (once
ing pump 2 bearing units and put the
a year)
fresh grease
– Bearings of the low-voltage gen- See operation manual for the generator
erator
– Cab door lock Grease Lithol-24 – Lubricate, if necessary
2
Grease Лита (Lita)
– Cab door lock actuator Grease Lithol-24 – Lubricate, if necessary
2
Grease Лита (Lita)
Axles of the hinges of the cab Grease Lithol-24 – Lubricate, if necessary
– 6
doors Grease Лита (Lita)
– Race tracks of the balls and roll- Grease Lithol-24 – Lubricate, if necessary
ers of the guiding mechanisms 2 Grease Лита (Lita)
of the driver seat movement
– Axles of the rollers and guides of Greases Lithol-24 – Lubricate the bearings when
the seat levers 16 Grease Лита (Lita) disassembling and repairing
the units

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17.3 Centralized Automatic Lubrication System

IN THE OPERATION AND MAINTENANCE OF THE SYSTEM, IT IS NECESSARY TO BE GUIDED BY THE OP-
ERATION MANUALS SYSTEMS.
The centralized automatic lubrication system is intended for lubricating the assemblies of the suspen-
sion, steering control, supports of the dumping mechanism cylinders, body supports and pivot bushings.
The dump trucks are equipped with lubrication systems the “Lincoln”,”GRACO” or their analogs. Both
the systems provide the automatic lubrication of the dump truck units and have only some construction differ-
ences of the system units.

Specification of the lubrication systems.

For the specification of the lubrication systems see Table 17.3.

Table 17.3 – Technical characteristic of the lubrication systems

Parameter, unit of measurement “Lincoln”

Operating voltage, V 24
Oil tank charge capacity, l 8
Maximum working pressure, MPa 35
Number of the lubrication outlets 2
3 4
Volume supply by a single pumping element, cm /min
Specified time of the pump running, minutes 8
Specified time of the pause in the pump running, minutes 180

Recommended greases lubricants look in the chapter “Operational Materials”

Construction and Operating Principle of the Centralized Automatic Lubrication System.

The lubrication system consists of the pump (Figure 17.2) with the vessel for lubrication and control unit,
safety valves, metering units, pipelines and illuminated pushbutton on the instrumentation panel. The metering
pumps II, III, IV, V are located on the beam of the front axle of the dump truck and the metering pumps I, VI,
VIII – on the left side member of the dump truck frame.
The pump VII is switched on automatically on starting the engine. From the pump tank, the lubricant is
fed via pipelines to the main metering units IV and VI, from the main metering unit – to the additional metering
units I, II, III, V, VIII and then to the lubrication points. During the pump operation, each lubrication point re-
ceives a certain quantity of the lubricant based on the volume in the friction unit to be filled with the lubricant
and periodicity of its change. When the pump is running, the pushbutton lamp is lit steadily.
The tank shall be filled through the cover or filler valve on the pump casing. Filling through the filler valve
is more preferable, because it excludes the contamination of the lubricant.
The pump is driven from the electric motor located in a single casing with the pump. The lubricant is fed
by two pumping elements. The pump elements are fitted with the safety valves. They limit the pressure in the
system and operate at the pressure of 30 – 35 MPa.
If the lubricant is exuded from the valve, it means that the system is blocked. The time of the pump run-
ning and pause in the running are to be set by the switches located on the pump.
The pump is fitted with a button for starting the additional lubrication cycle. The additional lubrication cy-
cle can be also started by means of the pushbutton located on the instrumentation panel. To start the addition-
al lubrication cycle, it is necessary to press the button and hold it down for two seconds.
The direction of the pump vane rotation is shown by the arrow on the pump tank.

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Figure 17.2 – Schematic diagram of the centralized automatic lubrication system:

1, 12 – Ball joints supports of the front and rear suspension cylinders; 2 – joints of the steering cylinders; 3, 8 – central joints of the
suspension of the front and rear axles; 4, 5 – bushings of the front axle pivots; 6, 11 – joints of the cross rods of the suspension of the front
and rear axles; 7 – joints of the steering control arm; 9 – supports of the dumping mechanism cylinders; 10 – axles of the rear supports of
the body;
IV, VI – main metering units; I, II, III, V, VIII – additional metering units; VII – electric pump with the tank

Maintenance of the Centralized Automatic Lubrication System.

When performing the DM:
– It is necessary to inspect the system externally.
When performing the inspection, check the absence of damages of the pump, metering units, pipelines
and discharge of lubricant from the connections. Check the presence of the lubricant in the pump tank and if
the lubricant is discharged from the safety valves. Never allow the tank to be emptied; fill it with the lubricant.
The lubricant level shall not be below the mark of the minimum level on the tank. The lubricant shall be clean
and free of contaminants and/or air bubbles. Otherwise, the system can be blocked. Only the lubricants of the
recommended brands shall be used. Check regularly the oil feed to the rubbing units. The discharge of the lub-
ricant from the valves or clearances shall be visible.

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When performing the M-3:

– Check the serviceability of the pumping elements of the lubrication system pump according to the op-
erating manual delivered complete with the Lincoln or Vogel systems.
IF A UNIT TO BE LUBRICATED BY THE LUBRICATION SYSTEM HAS BEEN LUBRICATED DURING THE
DUMP TRUCK OPERATION, THE UNIT SHALL BE FILLED OBLIGATORILY WITH GREASE BY MEANS OF THE A
MANUAL BOOSTER UNTIL THE GREASE APPEARS FROM THE VALVES OR GAPS AFTER ASSEMBLING IT PRI-
OR TO CONNECTING THE LUBRICATING SYSTEM.
WHEN PERFORMING THE MAINTENANCE AND REPAIR OF THE DUMP TRUCK AS WELL AS WELDING
WORKS, THE PROTECTION OF THE PIPELINES OF THE LUBRICATION SYSTEM SHALL BE ENSURED.
WHEN MOVING ON THE CHASSIS, IT IS PROHIBITED TO LEAN AGAINST THE METERING UNITS, PIPE-
LINES, ANGLE PIECES AND NIPPLES OF THE LUBRICATION SYSTEM.

Troubleshooting of the Lubrication System.

The procedures of Troubleshooting of the Lubrication System are given in Table 17.4.

Table 17.4 – Troubleshooting of the Lubrication System

Trouble and its symptom Possible cause Remedy

The electric motor of the No voltage is supplied Check the power supply unit, fuses and wires. Eliminate the fault,
pump does not operate replace the fuses
Electric motor failure Replace electric motor
Control unit failure Replace the control unit
The pump fails to feed the The pump tank is empty Fill the pump with clean lubricant. Switch the pump by starting the
lubricant additional lubrication cycle. To do this, press the illuminated button
on the instrumentation panel or on the pump and hold it down for 2 s.
Perform a few additional lubrication cycles until the lubricant reach
all the points
Presence of the air bubbles in Loosen the fastening of the pipelines from the pump to the main me-
the lubricant tering units. Start the additional lubrication cycle. As soon as the lub-
ricant without bubbles will be discharged, connect the pipelines
Use of the lubricant which is Replace the lubricant by the specified one
not recommended
The suction hole of the pump- Cleanse the suction hole
ing element is clogged
The pumping element piston is Replace the pumping element
worn out
The check valve or pumping Replace the pumping element
element is faulty
Uneven (either excessive or The time of running and pause Check the time setting on the pump
insufficient) lubrication of the of the pump is set incorrectly
lubrication points. The lubri-
cant is discharged through
the valves or clearances
from some friction units in
larger quantity than from the
other ones
Blocking of the system: the Metering devices, pipelines or To locate and eliminate the blocking, proceed as follows:
lubricant is discharged from lubrication points are clogged
1. Check the safety valve. To do this, connect a pressure gauge to
the safety valve the valve, start the additional lubrication cycle and check the pres-
sure at which the valve is opened. The check can be also performed
using a manual pump with a pressure gauge. The safety valve shall
open at the pressure of 35 MPa for the Lincoln system. If necessary,
replace the valve.

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Table 17.4 (Continued)

Trouble and its symptom Possible cause Remedy

Blocking of the system: the Metering devices, pipelines or 2. Disconnect the pipeline between the pump and the main metering
lubricant is discharged from lubrication points are clogged unit from the latter. Switch on the pump and check if the lubricant is
the safety valve discharged from the pipeline. Connect the pipeline to the main me-
tering unit.
3. Disconnect the pipelines between the main metering unit and the
additional ones. If the lubricant is discharged from the metering unit
hole, the blocking should be sought in the additional metering unit
circuit.
4. Connect the pipelines to the main metering unit and disconnect
sequentially the pipelines connecting the additional metering unit
with the lubrication points from the additional metering unit. If the lub-
ricant is discharged from the metering unit hole, the blocking should
be sought in the pipeline or lubrication point.
5. Connect the pipelines with the additional metering unit and dis-
connect sequentially the pipelines from the lubrication points. If the
lubricant is discharged from the pipeline, the lubrication point is
blocked.
6. Screw the lubricator into the blocked lubrication point and fed the
lubricant using a lubrication gun until the fresh lubricant starts to be
discharged. Then connect the pipeline to the lubrication point and
make sure that the blocking is eliminated and the system operates
normally. Should it be detected that the pipeline is blocked, pump the
lubricant through it using a manual pump.
7. If it is found when checking the system that no lubricant is dis-
charged from the metering unit hole, the metering unit is blocked.
8. Disconnect all the pipelines from the metering unit. Screw out the
plugs of the metering unit pistons and remove the pistons using an
elastic ramrod to exclude the damage of the working surfaces. Wash
the metering unit holes and pistons with a fat-decomposing deter-
gent and blow compressed air through them. Re-assemble the me-
tering unit and fill it with the lubricant by means of a manual pump
prior to connecting the pipelines. The pressure in the metering unit
shall not exceed 2.5 MPa. Otherwise, the metering unit shall be re-
placed.
Attention! The pistons are not interchangeable. It is necessary to
mark the pistons and the holes, into which they are mounted

17.4 The centralized automatic lubrication system “Lincoln Centromatic”

Some models and modifications of dump trucks are equipped with the centralized automatic lubrication
system “Lincoln Centromatic”. It is designed for lubrication of suspension components, steering control,
supports of dumping mechanism cylinders, body supports, pivots bushings of steering knuckles.
WHEN OPERATING AND MAINTAINING THE CENTRALIZED AUTOMATIC LUBRICATION SYSTEM “LINCOLN
CENTROMATIC” ADHERE THE ATTACHED DESIGN DESCRIPTION AND OPERATION MANUAL
The technical performances of the lubrication system are given in Table 17.5.

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Table 17.5 – Technical performances of the lubrication system

Parameter, dimension Parameter value

Pump:
Pump model, assy FlowMaster II № 85728
Pump type Electrical ВС pump with double stage planetary reduction gear
Transmission ratio 19:1
Operation power, V 24V (minimum 18V, maximum 32V)
0
Operation temperature, С From minus 40 up to plus 66
Electromotor power, kWt 0,25
3 1,15
Productivity by double stroke, cm
3 -1 0
Productivity within minute, cm 114 (at 100 rpm and t=27 C)
Operation pressure, MPa 24,1
Max pressure, MPa 34,5
Tank volume, kg 27
The set pause time when the system operating, min 60
Recommended greases lubricants look in the chapter “Operational Material”

Design and principle of operation of the centralized automatic lubrication system “Lincoln
Centromatic”.
The " Lincoln Centromatic " lubrication system consists of a pump 2, assy (see figure 17.3), injector units
SL-1 6 (with 2, 3, 5 and 6 injectors), Controller 4, pressure sensor 5, pressure lubricant supply line 1 to injector
units and pipelines 7 through which lubricant is supplied from the injector to the lubrication points
(see figure 17.4).

Figure 17.3 – Diagram of the “Lincoln Centromatic” lubrication system:

1 – pressure lubricant supply line; 2 – pump, assy; 3 – electric cables; 4 – Controller; 5 – pressure sensor; 6 – injectors SL-1;
7 – pipelines to the lubrication points

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Figure 17.4 – Chart of the centralized automatic lubrication system “Lincoln Centromatic”

When the engine is started from the on-board electrical circuit of the dump truck, power is supplied to
the controller 4 (see figure 17.3), which controls the entire lubrication system. The controller sends a signal to
start the pump 2 motor. The pump supplies lubricant into the central pipeline 1, which connects all the
injectors.
The injectors are being refiled, grease under pressure is supplied to the space under the piston, the
control pins of the injectors get lowered into the housing, injectors supply the grease from the metering
chamber into the unit to be lubricated to the lubrication points along the pipelines 7. When the pressure in the
system reaches the operation value set on the pressure sensor 5, the sensor gives a signal to terminate the
supply.
The controller 4 turns off the power supply to the pump 2. The pump stops operation, and the unloading
valve connects the discharge line with the pressure line, thereby unloading it. The system goes into the pause
mode, at the end of which the procedure is repeated.
After lowering the pressure, the injectors, under the action of the spring, supply the lubricant from the
space over the piston to the metering chamber. The amount of supplied lubricant is adjustable.
The injector design is given in the figure 17.5.

The setting of the Injector dosing.

The amount of lubricant supplied to the lubrication point depends on the volume of the discharge
3
chamber. This volume can be changed by output adjustment screw 1 setting from 0.13 up to 1.31 cm (8 full
turnovers of the screw).
The dosing should only be set when the pressure in the system is unavailable.
The check dowel when the pressure is unavailable is located on the top on the safety cramp of the me-
tering screw.

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Figure 17.5 – Injector:

1 – adjusting screw, 2 – lock-nut, 3 – gland body, 4 – sealing washer, 5 – washer,
6 – О-ring, 7 – injector casing, 8 – piston with check dowel, 9 – connection pipe, 10 – com-
pression spring, 11 – spring plate, 12 – valve piston, 13 – seal, 14 –valve washer, 15 – seal,
16 – washer, 17 – sealing washer, 18 – seal, 19 – hollow screw

The setting of the Injector dosing.

– remove protective cap from the adjusting screw 1 and loosen the
lock nut 2;
– screw in the adjusting screw clockwise up to stop which corre-
3
sponds to the minimal volume of the dosing chamber of 0.13 cm (when
screwing the screw (clockwise) in the volume of the lubricant in the dosing
chamber gets reduced, and when unscrewing (counterclockwise) – gets in-
creased);
– unscrew the adjusting screw to the required turnovers according to
Table 17.6.
– lock the adjusting screw 1 with the lock nut 2 and put on the pro-
tective cap.
The stroke of the piston with check dowel 8 is a sign of the injector operation. When the injector pushes
the lubricant to the lubrication point, the check dowel goes into the cavity of the adjusting screw 1. When the
injector gets filled with lubricant the check dowel moves upwards up to stop.

Table 17.6 – Technical performances of the lubrication systems

Turns ratio of the dosing

Position Lubrication point
screw*
1, 2 Pivots bushings of the steering knuckles 3,5
3 Spherical supports of the front suspension cylinders 2
4 Hinge of the front axle central lever 3,5
5 Hinge of the rear axle central lever 3,5
6 Axles of the body rear supports 1
7 Hinges of the rear suspension lateral rod 1
8 Spherical supports of the rear suspension cylinders 2
9 Hinges of the front suspension lateral rod 1
10 Hinges of the steering cylinders 1
11 Hinges of the steering link 1
12 Supports of the dumping mechanism cylinders 1
*The set pause time when the pump operating – 1 hour

The manufacturer, after the truck running-in for further transportation it to the truck fleet company in a
partially disassembled condition removes the lubrication pump with additional equipment from the dump truck
deck and some lubricant supplying hoses are disconnected.
The installation of the lubrication system pump in the truck fleet company is shown in Figure 17.6.
Pump 5 should be installed at the right cabin side on the rear bonnet and secured using bolts 14 with flat
and spring washers. Location of the pump on the dump truck deck should provide free access to the refilling
valve 1. Pull the high-pressure hose 6 from the injector to the pump 5 through the bushing 4 and connect with
the adaptor 7.

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High pressure hoses inter connecting the injectors with lubrication points are marked. The connection of
hoses in the truck fleet company during the assembly of the system should be carried out according to the
marking.

Figure 17.6 – Installing the lubrication pump:

1 – valve; 2 – plug; 3 – cabin; 4 – bushing; 5 – pump; 6 – high-pressure hose; 7, 8 – adapters; 9 – extender; 10 – adapter on the
pump; 11 – manometer; 12 – fastening tape; 13 – electrical cable; 14 – bolt

Install the piping of the lubrication system and their fastening elements to the body for lubrication of the
top supports of the dumping mechanism cylinders after installation of the body according to figure 17.7. The
length of the high pressure hoses to the left and right supports is of (6500 + 50) mm. Secure the hoses using
cleats 7, gaskets 5, bolts 6 with washers.

Figure 17.7 – Installation of lubrication system piping to the top support of the dumping mechanism cylinder:
1 – body; 2 – hose to the upper support; 3 – the cylinder of the dumping mechanism; 4 – injector; 5 – gasket; 6 – bolt; 7 – cleat

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Prior to installing the system, check availability of lubricant inside the truck units. Filling with grease
should be performed till its appearance out of the safety valves or gaps.
Availability of foreign objects and various contaminants in the lubrication system is not allowed.
Check of lubrication system.
Check up availability of grease in the tank – the indicator of the grease level on the pump should be
above a mark “Low Level”. If necessary refill the pump with grease.
To refill the tank of the pump with grease it is necessary to connect the refilling pump to the refilling
valve located on the system pump by means of quick disconnect joint.
Unscrew the top plug on tank body side and refill the tank until the grease appears from the top hole.
Disconnect the refilling pump and close pump hole.
Examine components of system for mechanical damages.
Start a forced greasing cycle. At primary start-up the grease will fill at first the main pipeline for some
time. Check up the grease output on the system injectors for what it is possible to unscrew the caps on the
connection pipes 9 (look figure 17.5).
Maintenance of the centralized automatic lubrication system “Lincoln Centromatic”.
When performing the DM:
– Inspect lubrication system. When inspecting check up absence of damages of the pump, distributors,
hoses, the controller, the pressure sensors and grease supply to the friction units, absence of grease bleeding
in the connections points. The output of grease should be visible out of valves and gaps;
– Check the grease availability in the pump tank. Do not allow the tank to be emptied, it is necessary to
fill it with grease in a timely manner. The level of lubricant must not be lower than the mark of the minimum
level on the tank.
Never actuate the pump without grease. The speed of the pump shaft gets rapidly quickly in-
creased, and the heat formed as a result of friction can lead to damage of seals.
Keep track of the lubricant level and if necessary pour it to the necessary level. Ignorance of the
given requirement can lead to the equipment damage.
Table 17.7 – The system troubleshooting
Condition Possible malfunctions Troubleshooting
The pump doesn’t work No power at the pump Provide power supply
The motor relay is faulty Replace the relay
The motor is overheated Deenergize the pump and start-up the pump in 10
minutes
The motor is shutdown when the rotor protection Release the high pressure and eliminate the rea-
is locked-up son of the pump locking-up
Te pump speed gets in- Low level of grease of the tank is emty Refill the tank
creased or pump operates
irregularly The clamping plate is jammed or it is divided from Check the clamping plate and the tank for dam-
the grease ages

17.5 Installation of refilling centre

Refilling centre 5 is installed (by customer order) at oil tank 4 (figure 17.3) of combined hydraulic system
in order to reduce the time of filling with operational materials during the dump truck maintenance.
Refilling centre connects through ball cocks 6 to engine cooling system pipe 1, engine sump 2, com-
bined hydraulic system oil tank 4 and pump 3 of central self-lubrication system (without ball cock). Each line at
refilling centre is marked by appropriate plate.
When there is need of filling up, remove plugs 7 or covers 9, 11 of valves 8, 10 and 12, of the appropri-
ate system at refilling centre 5, connect filling equipment to the valves, open ball cocks 6 and fill the dump
truck systems with operational materials.
After filling up, close the ball cocks, disconnect hoses of filling equipment, and mount plugs or covers to
the valves of refilling centre.

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Figure 17.3 – Installation of refilling centre:

1 – pipe of engine cooling system; 2 – engine sump; 3 – pump of central self-lubrication system; 4 – oil tank of combined hydraulic
system; 5 –refilling centre; 6 – ball cock; 7 – valve plug; 8, 10, 12 – valves; 9, 11 – valve covers

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18 OPERATIONAL MATERIALS

In order to ensure reliable and durable operation of the dump truck, it is necessary to use the operational
materials in accordance with current manual, the operating documentation for the engine, traction drive, sys-
tems and additional equipment installed on the dump truck.
OJSC "BELAZ" – the management company of the holding "BELAZ-HOLDING" recommends to use
original operational materials BELAZ G-Profi in accordance with table 18.1

Table 18.1 – Operational materials BELAZ G-Profi

Recommended lubricants
Type of the operational material
OJSC "BELAZ"

Motor oil BELAZ G-Profi Mining 15W-40

BELAZ G-ProfiAntifreeze Green 40 (ДВС Cummins)

Coolant
BELAZ G-Profi Antifreeze Red 40 (ДВС MTU)

Transmission oil BELAZ G-Profi Trans 85W-140

BELAZ G-Profi Hydraulic Tropic HVLP 68
BELAZ G-Profi Hydraulic Summer HVLP 46
Hydraulic oil
BELAZ G-Profi Hydraulic Winter HVLP 32
BELAZ G-Profi Hydraulic Severe HVLP 32

ATTENTION: THE USE OF OPERATIONAL MATERIALS NOT CORRESPONDING TO THE REQUIREMENTS

GIVEN IN THE OPERATIONAL DOCUMENTATION CAN REDUCE THE LIFETIME OF DUMP TRUCK UNITS AND
SYSTEMS AND/OR CAN LEAD TO THEIR MALFUNCTION.

The malfunction of units and systems caused by the use of NOT CORRESPONDING to technical char-
acteristics operational materials is not covered by the warranty of OJSC “BELAZ” - the managing company of
the holding “BELAZ-HOLDING”. Responsibility for the use of such operational materials is for the Company
operating the equipment.

18.1 General requirements

Dump truck units and systems should be filled and lubricated in accordance with the requirements of the
current manual, operation documentation for the engine, traction drive, other components and systems in-
stalled on the dump truck.
In order to guarantee optimum operating conditions for the components, the materials specified in the
current Operation Manual should be used. When changing the brand, wash the units.
The grade of the operational material should correspond to the climatic season of the operation of the
dump truck.
To check the refilling level, place the dump truck on a flat horizontal surface, apply the parking brake
system and install wheel chocks under the wheels.
If the level does not correspond, it is necessary to bring it to the required level by addition or drainage.
When refilling or replacing, dust, dirt, water and other foreign materials are not allowed into the systems
and units.
ATTENTION! AVOID DIRECT CONTACT OF HOT COOLING LIQUID AND OIL WITH SKIN - IT CAN CAUSE A
STRONG BURN.

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18.2 Operational materials, drainage and refilling

18.2.1 Fuel
Fuel for the engine should be applied in accordance with the recommendations set out in the engine
Operation Manual.

18.2.2 The engine lubrication system.

OJSC “BELAZ” – the management company of the holding “BELAZ-HOLDING” recommends to use the
universal all-season BELAZ G-Profi Mining 15W-40 oil or oils specified in the engine Operation Manual as the
main motor oil.
BELAZ G-Profi Mining 15W-40 oil is a specialized motor oil for heavily loaded engines used on BELAZ
dump trucks.
High performance characteristics of BELAZ G-Profi Mining 15W-40 motor oil can provide guaranteed
protection of engine parts and components only if the fuel which meets the requirements of the engine manu-
facturer is used.
Scheduled oil change should be performed in accordance with the engine Operation Manual.
Drainage of oil from the engine lubrication system.
To ensure that the oil is completely drained and contaminants are removed, it is necessary to warm up
the engine before oil is drained till it reaches the operating temperature of the coolant. Shut down the engine,
unscrew the plug in the oil pan. Clean the surface around the filter heads and remove them using the special
wrench for oil filters. Clean the surface on the engine for the gasket on the filter head.
Refilling the engine lubrication system with oil.
Install new oil filters on the engine. Use only filters recommended for this very engine. Before installation,
fill them with clean oil and apply a thin layer of lubricating oil to the surface of the sealing gasket. Insufficient lubri-
cation during the filling of the filter with oil immediately after starting the engine can cause damage to it.
Excessive tightening of the filter can lead to thread deformation or to seal damage. After contact of the
filter gasket with the surface, perform the filter retightening by three-quarter-turn (or perform the filter retighten-
ing according to the manufacturer’s instructions).
Clean from dirt and check the condition of the thread of the oil drain plug, the sealing ring and the seal-
ing surface. Install the oil drain plug and tighten it. Choose suitable oil for the climatic conditions and fill the en-
gine lubrication system with clean oil to the required level. Start the engine and let it idle. Ensure that there are
no oil leaks at the filters installation points and the oil drain plug.
Stop the engine, wait approximately 15 minutes to allow the oil to drain into the oil pan. Check the oil
level again, pour some if necessary, so that its level reaches the upper mark on the oil dipstick.

18.2.3 The engine cooling system

For the engine cooling system, it is recommended to use special low-freezing cooling fluids BELAZ G-
Profi Antifreeze Red 40 (MTU engine), BELAZ G-Profi Antifreeze Green 40 (Cummins engine) or fluids in ac-
cordance with the engine Operation Manual.
The scheduled replacement of coolants in accordance with the engine Operation Manual.
WARNING: COOLING FLUIDS ARE TOXIC AND, WHEN THE SANITARY REQUIREMENTS ARE VIOLATED,
CAN CAUSE POISONING!
To drain the coolant quickly and completely from the system, it is necessary to remove the plug from the
expansion tank and open the taps.

ATTENTION: UNSCREW THE PLUG ON THE EXPANSION TANK VERY CAREFULLY AND ONLY AFTER THE
COOLANT TEMPERATURE IS REDUCED, AS THE VAPOUR IN THE EXPANSION TANK COULD BE UNDER THE
PRESSURE.

Drain taps to remove coolant from the cooling system are located:
– on the engine (see the engine Operation Manual);
– on the cooling system pipes;
– on the fuel heater;
– on the engine start-up preheater and preheating pipes.

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In cooling systems, it is possible to install plugs instead of taps.

After draining the fluid, put the plugs in place and leave the taps open. To completely drain the coolant
from the cab heater radiator, open the valve on the pressure pipeline.
Due to the design features of the engine, a complete draining from the upper part of the thermostats
casings and, accordingly, water pipes connecting the thermostats to the radiator is not ensured. To completely
remove the coolant from the thermostats boxes, it is necessary to disconnect the water pipes from them and
remove or drain fluid through the holes by disassembling the thermostat boxes over the socket.
Before refilling of new coolant, close all taps, assemble the thermostat box, reinstall the piping back and
fill the coolant.
Do not pour the fluid into the heated engine. This may damage the engine cast parts. Before filling it is
0
necessary to let the engine to cool down to the temperature not exceeding 50 C.
In the engine cooling system after its start-up and subsequent shutdown, the coolant level should be at
the level of the lower end of the restricting pipe in the filler neck.
When refilling (after leaks, evaporation) it is necessary to ensure that the coolant of the appropriate
brand and concentration is poured.

18.2.4 Reduction gears of motor wheels

Reduction gears of motor wheels (hereinafter RGMW) are recommended to be refilled with transmis-
sion oil BELAZ G-Profi Trans 85W-140.
In the case of absence of the recommended BELAZ G-Profi Trans 85W-140 oil, it is allowed to use
other one SAE 80W-140 API transmission oil: GL-5, SAE 85W-140 API: GL-5, which meet the following tech-
nical requirements:
2
– kinematic viscosity at 100 ºС is within of 24.3 – 32.5 mm /s;
– flash point in an open cup is at least of 210 ºС.
The oil must withstand an inspection on a dump truck under operating conditions.
Oil changing in reduction gears should be performed out after 2500 motor-hours of operation, but at
least once a year.
Warm up oil to operating temperature before draining.
To drain the oil, place the dump truck on a flat horizontal ground surface so that the drain plug (probe)
of the reduction gear is located at the lower vertical point. Clean the surfaces around the drain and check
plugs, the outer cover from dust and dirt to prevent contaminants ingress into the internal cavity of the reduc-
tion gear, and prepare a suitable container for draining the oil.
Unscrew the lower check plug, the lower drain plug and drain the oil from the RGMW into the ontainer.
When draining and refilling, do not allow oil to get on the ground and dump truck wheel.
Perform oil analysis to monitor the state of oil and the reduction gear (at each TM-1).
Unscrew the other drain plugs and clean the magnets installed on them from stuck metal particles.
Install the drain plugs back. If necessary, replace sealing copper washers.
Fill the oil in conditions that provide protection from contamination.
Unscrew one of the control plugs located above the horizontal axis of the RGMW. Insert a filling hose
(pipe, fitting) into the hole and fill the cavity of the reduction gear with oil till its escape from hole of the lower
check plug intended for the oil level check. Screw the check plugs in. If necessary, replace sealing copper
washers.
During operation, make sure that the oil level in the RGMW is at the level of the lower edge of the
check hole at its location along the vertical axis of the wheel.
The procedure for changing the oil in the reduction gears of the electric motor wheels manufactured by
“General Electric” Company is to be in accordance with the operational documentation.

18.2.5 Suspension cylinders

As a working fluid, shock absorber fluid ЛУКОЙЛ-АЖ is used, substitutes are: shock absorber fluid
МГП-12 and ГРЖ-12. Damping fluid does not require the scheduled replacement. Its replacement is required
only when repairing suspension cylinders.
The use of working fluid depending on the ambient temperature is given in table 18.2.

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Table 18.2 – The use of working fluid depending on the ambient temperature

Lubricant brand Temperature range of using the lubricants

Shock absorber fluid ЛУКОЙЛ-АЖ Above minus 50°С

Shock absorber fluid МГП-12 Above minus 40°С

Shock absorber fluid ГРЖ-12 Above minus 50°С

Shock absorber fluid Shell Tellus T15 Above minus 50°С

Shock absorber fluid Esso Univis HVI 13 Above minus 50 оС

For charging the suspension cylinders and hydropneumatic accumulators of the braking brake system
and steering control, use commercial gaseous nitrogen (State Standard (ГОСТ) 9293 “Gaseous and Liquid Ni-
trogen”).
Commercial gaseous nitrogen is delivered in steel seamless cylinders under the pressure of
(15.0±0.5) MPa. The cylinders are coloured black. At the top of the cylinder there is a yellow marking “NITRO-
GEN” and brown annular marking band.
Fill the suspension cylinders with oil and charge with nitrogen in accordance with the “Suspension”
section of current Operation Manual.

18.2.6 United hydraulic system

The following hydraulic oils are recommended for the hydraulic system:
– BELAZ G-Profi Hydraulic Severe HVLP 32;
– BELAZ G-Profi Hydraulic Winter HVLP 32;
– BELAZ G-Profi Hydraulic Summer HVLP 46;
– BELAZ G-Profi Hydraulic Tropic HVLP 68.
Recommended brands of oils and their admissible analogues, depending on the climatic conditions of
operation are given in Table 18.3.
BELAZ G-Profi Hydraulic oils are produced on the basis of high-quality mineral and synthetic base oils
using highly effective additive packages that ensure reliable operation of the hydraulic system of the dump
truck.
In the case of absence of recommended oils, other hydraulic fluids approved by Bosch Rexroth
RDE 90245 are applied.
The level of the working fluid in the tank should be no higher than the middle of the upper eye when
the pneumatic hydroaccumulators are discharged, and not lower than the middle of the lower eye when the
pneumatic hydroaccumulators are charged (after starting the engine).
Before leaving for the ride when an outdoor temperature is negative, the working fluid in the tank
should be heated. To warm up the working fluid, start up the engine and work without loading the pump until
the oil temperature in the tank is at least of the recommended values listed in table 18.3.
In the case of working fluid overheating (tp> 95ºC), it is necessary, after eliminating the cause of over-
heating, to perform an extraordinary replacement of the working fluid, since during prolonged operation of the
hydraulic system with high temperatures, accelerated oxidation of the working fluid and loss of its performance
characteristics occur.
The first replacement of the working fluid is to be performed after the end of the run-in, the subsequent
replacement – after 4000 – 5000 motor hours, but not later than the seasonal maintenance.
Perform the replacement of the working fluid when the load body is completely lowered. Before draining,
warm up the working fluid up to the operating temperature, after stopping the engine, discharge the oil spaces
of the pneumatic hydroaccumulators by unscrewing the locking needles on the brake valve.

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Table 18.3 – Recommended oil brands depending on the operation conditions

Clima Temperature scale

Viscosity
tic Oil brand
type ISO -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60 +70 +80 +90
zone

BELAZ G-Profi *
Hydraulic
Tropical

Tropic HVLP 68
VG68
Shell Tellus S2
VX 68

*
Moderate

BELAZ G-Profi
Summer

Hydraulic
VG46 Summer
HVLP 46

*
BELAZ G-Profi
Hydraulic
Winter HVLP 32
Moderate
winter

VG32
*
BELAZ G-Profi
Hydraulic
Severe HVLP 32

*
Cold

Mobil Univis
VG15 HVI 13

Admissible temperature limits of atmosphere air

Admissible temperature limits of working fluids (viscosity from 1500 to 10 mm2/c (cSt))
Temperature limits when the heating of working fluids is required
*

To drain the working fluid from the tank, remove the drain valve cap and unscrew the valve by 3 – 4
turnovers, preliminarily having installed a reservoir under the oil tank.
Flush the hydraulic tank before refilling. The inner surface of the tank should be clean, without resinous
deposits. Unscrew the magnetic drain plugs from the tank and remove metal particles.
Fill the hydraulic fluid into the oil tank only through the tank drain filter. Since the filter resistance can
reach 0.4 MPa, the tank should be refilled under pressure using a special refilling device. To connect the refill-
ing device to the tank there is a special refilling valve.
ATTENTION! IT IS NECESSARY TO REMEMBER THAT THE CONTAMINATION OF THE WORKING FLUID
AND ILL-TIMED REPLACEMENT OF THE HYDRAULIC SYSTEM FILTERS IS THE MAIN REASON OF PREMATURE
MALFUNCTION OF HYDRAULIC UNITS AS WELL AS MALFUNCTION OF UNITS IN THE STEERING, BRAKE SYS-
TEMS AND DUMPING MECHANISM.
For the hydraulic system, it is necessary to apply a working fluid of purity class of not lower than 12 ac-
cording the State Standard 17216 or 22/18/15 ISO 4406. When refilling the tank with working fluid and when
pouring it, it is necessary to exclude impurities and water from entering the internal space of the tank.

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18.2.7 Grease lubricants

Automatic centralized lubrication system.
For an automatic centralized lubrication system, it is recommended to use multifunctional lithium (lithium
complex) lubricants containing extreme pressure additives (EP); corresponding NLGI 0, 1, 2, depending on the
ambient air temperature, designed for lubrication of friction type and frictionless bearings under high loads.
The use of class 0 grease at high ambient temperatures can cause in leakage of grease from friction
units and, as a result, their damage from dry friction. The use of grease of 3 or 2 classes of penetration at low
temperatures can lead to the blocking of lubricant in the output hoses.
Recommended greases: Mobilgrease XHP 220, Mobilith SHC 220, Shell Gadus S2 V220, Gazpromneft
Grease LX EP, Gazpromneft Grease Synth LX EP, Fuchs Renolit LX-EP, MS-1400 NORD, MS-1000,
BECHEM High-Lub LT EP and other similar greases.
In the case of absence of recommended greases, it is allowed to use another grease, taking into ac-
count the requirements in accordance with table 18.4.

Table 18.4 – Requirements to the grease for automatic centralized lubrication system

Measure
Index Value Test method
unit

Stiffener agent - Lithium, lithium complex -

Base oil - Mineral, synthetic -
Viscosity class according to NGLI - 0, 1, 2 DIN ISO 2137
Corrosion protection - 0-0 DIN 51802 IP 220
Water proof - 1-90 DIN 51807-1
Additives - Extreme pressure -
Weld point, at least N 2500 ASTM 2596 IP 239
Diameter of the wear spot mm 0.6 ASTM 2266
Approval of the Manufacturer of the
Content of solid additives (graph-
- automatic centralized lubrication -
ite, molybdenum disulfide)
system is required

When replacing the applied lubricant by lubricant with another stiffener agent or made on the basis of a
different base oil (mineral, synthetic), the friction units should be cleaned of the old lubricant and refilled with
new one. Pump the lubrication system until fresh grease appears from all ends of the pipelines disconnected
from the friction units.
Refilling the tank of the lubrication system is possible in several ways:
– using a quick-fill nipple, which is installed instead of a plug into one of the unused pressure ports on
the pump casing (preferred);
– through the refilling nipple installed in the pump casing with the help of a grease lubricant pumper with
a pneumatic, hydraulic, electric actuator or by means of manual pumper;
– through the neck on top of the tank (not recommended).
If there are air bubbles in the grease, it is necessary to loosen the attachment of the pump element and
start an additional lubrication cycle until the bubbles disappear.
ATTENTION:
WHEN REFILLING THE PUMP TANK WITH GREASE THROUGH THE NECK (TOP), DEENERGIZE THE POW-
ER SOURCE.
THE GREASE SHOULD NOT CONTAIN IMPURITIES AND SHOULD NOT CHANGE ITS CONSISTENCE.
WHEN THE TANK IS OVERFILLED, THERE IS A HAZARD OF ITS DAMAGE, THEREFORE NEVER EXCEED
THE MAXIMUM GREASE LEVEL WHICH IS INDICATED ON THE TANK.

Recommended greases for the cardan shaft:

– for hinges – №158М TS 38.301-40-25; АЗМОЛ №158 TS У.00152365.118; ИТМОЛ-150Н
TS BY 10029077.005; Shell Retinax LX2 (Gadus S2 V220C 2, Gadus S3 V220C 2), Fuchs Renolit LX PEP 2;
– for a spline joint – Литол-24 State Standard 21150, ЦИАТИМ-201 State Standard 6267, Shell Retinax
LX2 (Gadus S3 V220C 2), Fuchs Renolit LX PEP.

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The list of grease lubricants and recommendations for their use, depending on the ambient air tempera-
ture for lubricating friction units that are not lubricated by an automatic centralized lubrication system, are given
in Table 18.5.

Table 18.5 – The use of greases depending on the ambient air temperature

State Standard, Temperature range of

Grease brand Technical Specification grease using

Grease № 158М TS 38.301-40-25 Above minus 30 ОС

Grease Литол-24 State Standard 21150 Above minus 40 ОС

Grease Лита TS 38.101808 Above minus 50 ОС

Grease МС-1000 TS 0254-003-45540231 Above minus 40 ОС

Grease МС 1400 (NORD) TS 0254-028-45540231 Above minus 50 ОС

18.2.8 Commercial Ethyl Alcohol

For filling the anti-freezer of the pneumatic system and washing the parts of the electrical machines and
equipment, use commercial rectified ethyl alcohol to the State Standard 18300.
WARNING: THE RECOMMENDED ALCOHOL IS PRODUCED FROM NON-FOOD VEGETABLE RAW MATERI-
AL. AS REGARDS THE SEVERITY OF THE HUMAN HEALTH IMPACT, IT IS RELATED TO THE FORTH CLASS OF
DANGER TO THE STATE STANDARD 12.1.007.

18.3 Sampling, sampling conditions, equipment and devices for sampling

Sampling, sampling conditions, equipment and devices for sampling
Monitoring changes in the performance properties of lubricants is intended to evaluate the current tech-
nical state of units and assemblies of equipment and to identify possible hidden faults in real time on a part-
time basis.
Sampling is organized by the dealer center BELAZ and is carried out by experts within the framework of
the implementation of the technical service OTS BELAZ (http://belaz.by/dealers).
When implementing the OTS BELAZ technical service, sampling is carried out by means of specialized
equipment into a special container, in an amount sufficient to carry out the necessary laboratory tests of the
performance properties of lubricants.
The frequency of sampling is determined individually and depends on the operating conditions of the
equipment and may vary for different enterprises in the industry.
When performing sampling IT IS IMPORTANT TO REMEMBER - sampling should be carried out in strict
accordance with the methodology stipulated by the OTS BELAZ technical service.

18.4 Refilling center

To reduce the time for maintenance, to facilitate refilling, to minimize the possibility of ingress of impu-
rities and particles into the assemblies refilled with operational materials, the dump truck can be equipped with
a refilling center with quick-disconnect couplings (see chapter “Maintenance”).

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19 STORAGE RULES. TRANSPORTATION

The dump trucks that are not planned to be operated within three months and more, and within the
transportation period as well, shall be subject to preservation.
The preservation protects the details, units and assemblies against corrosion and allows keeping the
dump truck in the serviceable condition during the storage period on the transportation fleet territory.
General requirements to chose means for temporary anti-corrosion protection, preservation and
depreservation of dump trucks during storage period and transportation are given in standard (GOST) 9.014.

19.1 Preservation materials

As protective (preservation) greases use plastic grease ПВК grease (State Standard (GOST) 19537)
(Substitute is The Lithol-24 (State Standard (GOST) 21150), and liquid grease К-17 (State Standard
(GOST) 10877) (Substitute is corrosion-preventing oil Белакор of A grade ТУ РБ 600125053.020).
The К-17 grease (Substitute is corrosion – preventing oil Белакор) is used for long-term preserva-
tion of the parts. The dump truck assemblies are preserved without dismantling: drain the standard oil, pump
the protective grease through it and drain the excess grease out. To put the assembly into operation, it is suffi-
cient to fill it with the standard oil.
The grease ПВК (Substitute is The Lithol-24) are used for preservation of the external and easily ac-
cessible internal surfaces.
To remove the conservation grease from the parts surface use white spirit GOST 3134 (substitute is the
solvent GOST 8505 or solvent 646 GOST 18188).

19.2 Preservation and represervation

Manufacturer exposes dump trucks to preservation during transporting period.
Following units (assemblies) and design elements are subjects to be preserved:
19.2.1 Engine, apparatuses and machines of traction electric drive, dump truck systems – operations
are to be performed with intervals and in accordance with the requirements set out in the relevant operational
documentation (manuals, instructions, certificates, etc.).
19.2.2 Perform preservation of steering hydraulic drive pipelines by means of serial rotation of wheels to
both end positions.
19.2.3 Following parts and units are to be coated with lubricant K-17:
– terminals of transient panels, of low-voltage generator, contactors, wires to batteries (except for parts
of the cabin electrical equipment);
– seats of body, unpainted surfaces of the dumping gear cylinders heads, holes of supports of body and
frame, if the body is not installed;
– fingers, bonnet hinges, door hinges, batteries box hinges, power cabinets hinges, tool box hinges;
– fingers of radiators shutters drive;
– axle fastening the windshield wiper arm and other parts having decorative metallic coating.
19.2.4 Following parts and units are to be coated with lubricant ПВК:
– the inner surface of supports of the dumping mechanism cylinders, bearings, rods of steering cylin-
ders. After coating, wrap parts with plastic film in two layers and tie colorless adhesive tape;
– open chrome surfaces of the dumping mechanism hydraulic cylinders, pivots of front suspension,
chrome-plated surfaces of the suspension cylinders and all unpainted threaded joints;
– wheel studs (if wheels are removed).
19.2.5 Unscrew bolts fastening cover of bearings of pneumatic starter rotor, remove the cover, discon-
nect pipeline supplying air to the pneumatic motor and pour from 30 to 50 g of spindle oil into it. Through the
hexagonal hole (S = 8 mm) in the end of the rotor shaft perform rotation of the pneumatic starter rotor (for
trucks with pneumatic starter).
19.2.6 Install protective gaskets made of waxed paper БП 3-35 GOST9569 in two layers between the
brushes and synchronous traction generator slip rings, brushes and collector of traction motors.
Immediately before starting the engine remove gaskets between the brushes and synchronous traction
generator slip rings, brushes and collector of traction motors.
Vent windows of traction generator are to be sealed by waxed paper БП 3-35.

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19.2.7 Seal with plastic film in two layers with tying by adhesive colorless tape following parts:
– breathers of oil tank and reduction gears of motor-wheels;
– filler neck of the expansion tank, the engine (for oil), fuel and oil tanks;
– the air intakes of air filters, vent windows of low-voltage generator, air intakes of the ventilation system
and cooling system of the traction motor electric drive, air intake connection pipe of the engine pneumatic start-
up from an external source, a pressure gauge and a safety valve of the engine pneumatic start-up.
19.2.8 The ends of the exhaust tubes are to be sealed by cover or technological plugs (it is admitted to
seal the end of the exhaust tube by plastic film).
IF AT THE END OF THE LAST PRESERVATION TERM DUMP TRUCK IS NOT PUT INTO OPERATION (IN-
FORMATION FOR PRESERVATION, DURATION OF PRESERVATION, PERFORMED BY THE MANUFACTURER, IS
GIVEN IN TRUCK CERTIFICATE), THEN AFTER THAT PERIOD IT MUST BE REPRESERVED.
TERM OF TRUCK STORAGE WITHOUT REPRESERVATION SHOULD NOT EXCEED TWELVE MONTHS.
Represervation – is depreservation of truck, which leads to removing of the conservation grease from
surfaces, removing the sealing materials (polyethylene film or wax paper) from components and units, and re-
peated its preservation (see above).
Preservation works should be carried out indoors in well-ventilated areas, protected from atmospheric
precipitation, free of dust and aggressive vapors and liquids leading to corrosion with the air temperature not
lower than 15 оС.
When storing the dump trucks in the outdoor area or in the unheated facility, the works for preservation
are allowed to be carried out only when dry weather and with the air temperature not lower than 5 оС.
The surface of products subjected to preservation, must be free of corrosion, oil and other contaminants,
dried and greased by solvent.
Ingress of dust, metal chips and sand on the surfaces to be preserved is not allowed. The whole preser-
vation process should be carried out carefully and in a quality manner to prevent the damage of the lacquer
coating. All the oil spots, leaks and splashes of preservation grease shall be removed by means of clean rugs.
IF TRUCK IS NOT IN OPERATION MORE THAN THREE MONTHS IT SHOULD BE PRESERVED, AND IN
TWELVE MONTHS IT IS TO BE SUBJECTED TO BE REPRESERVED.
In this case, in addition to the above mentioned in paragraphs 19.2.1 – 19.2.8, perform the following op-
erations:
– carry out the regular maintenance;
– carefully inspect all hoses and rubber products. Replace all the hoses and rubber products with cracks
and delamination;
– take samples of oil (oil tank, reduction gears of motor-wheels, suspension cylinders) and fuel and
check for compliance with GOST. In case of noncompliance with standard performance replace all;
– replace lubricant in units and components according to the layout of lubrication points;
– place wooden beams between the axles and the frame in the area of suspension cylinders aiming to
unload ones;
– glue over cab windows with lightproof paper from outside;
– remove the storage batteries and prepare it to be stored according to the battery manufacturer instruc-
tions.
If the truck is not planned to be used within one year it is necessary to:
– remove the wheels from the dump truck and demount the tires (see Chapter “Assembly and disas-
sembly of wheels and tires”).
– derust the parts of wheels and paint them;
– wash the tires and wipe dry;
– before assembly it is necessary to powder the inner surface of tires;
– assemble the wheels, mount it on the dump trucks and adjust the air pressure to the standard level.

19.3 Storage Rules

Set the dump truck for storage having evidence that it is technically sound, fully completed and the pre-
served.
IT IS PROHIBITED TO SET TRUCK FOR STORAGE WITH CORROSION, DAMAGED PAINTS AND CHROME
COATS.

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When storing the dump truck it is necessary to place it onto supports, the wheels should be located at a
distance of 80 – 100 mm from the ground.
It is admitted to store the truck on tires on the storage area without placing it onto supports with further
rolling the truck every three months (to change the tire contact spot with the surface).
TRUCK PARKING IS PROHIBITED UNLESS TYRE PRESSURE DOES NOT MEET REQUIRED STANDARDS.
Dump truck should be stored without batteries.
Storage area should be equipped with fire-fighting appliances and devices.
The dump trucks that are left for storage should be subject to servicing. The following operations should
be carried out once a month – clean truck from dust, moisture or snow.
The dump trucks that are left for storage should be subject performing following operations once every
three months:
– check the position of the truck on supports;
– check the tire pressure (when storing on wheels).
The dump trucks that are left for storage should be subject performing following operations once every
six months:
– check the condition of the external surfaces of units and assemblies;
– check the condition of paint coatings;
– check the condition of the sealing materials;
– check visually condition of rubber products (window seals, high pressure hoses, hoses connecting air
ducts, rubber protective covers, and so on).
Eliminate the identified faults.

19.4 Depreservation of the dump truck

For depreservation remove the dump truck from supports, remove from external surfaces protective
grease and sealing means, replace the grease in aggregates and components, install the batteries.
Remove the gaskets between the brushes and slip rings of the synchronous generator, brushes and col-
lector of traction electromotors.
Perform depreservation of the engine, apparatuses and machines of traction drive, truck systems in ac-
cordance with the operational documentation for the product.
Check the technical condition of the truck with control mileage.

19.5 Transportation
Dump trucks can be transported by railway, water and air transport.
The dump truck is being shipped from the manufacturer’s facility in partially disassembled state.
When transporting the dump truck by the railway transport, follow ДЧ-1835 Instruction for Carrying the
Oversized and Heavy Cargoes by Railways with the Track Width of 1520 mm.
Accommodation and fastening of dump trucks in partially disassembled condition on an open railway
rolling stock should be carried out within the limits of bulkiness: lower – third, side – fourth, upper – second
grade.
When carrying the dump truck, the label with the following information shall be attached in the cab at a
visible place:
– water removing from systems or refilling them with antifreeze coolant;
– disconnection and condition of the storage batteries (either with or without electrolyte);
– grease information in units and mechanisms.

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20 DISPOSAL

When performing the disposal of the dump trucks, the specialized companies having a licence on the
territory of the country of operation for carrying out the activities for neutralization and placement of the wastes
of the hazard class I – IV produced due to loss of the end-use performance by wheeled vehicles shall be pre-
ferred.
The final cessation of operation and disposal of the truck require the complete disassembling of the
truck and its individual components.
All the parts and units of the truck should be disposed in such a way that the possibility of causing the
damage to the human health the environment would be excluded.

Preparing the truck for disposal.

1 Processes for preparing the truck for disposal:
– Dismantling the storage batteries and vessels with liquefied gas (prior to dismantling, all the pressur-
ized apparatus shall be discharged);
– Removal or neutralization of explosion-hazardous components;
– Separate draining and storing the liquids: fuel, engine oil, transmission oils, working fluids of the hy-
draulic drive systems, cooling fluids, brake fluids, battery acid, fluids from the systems from the air-conditioning
system and other fluids contained in decommissioned wheeled vehicles unless it would hamper the following
restoration of the parts, assemblies and units;
– dismantling all the components containing the materials of environmental concern and having appro-
priate marking.
2 Processes for dismantling the decommissioned dump truck when preparing the materials for recycling:
– Dismantling the metallic parts containing iron, copper, aluminium and other non-ferrous metals unless
these materials could be separated at the stage of crushing the materials;
– Dismantling the parts and connecting fittings having chromium coating and subject to disposal accord-
ing to the technique provided for the parts containing hexavalent chromium;
– Dismantling the tyre casings and large plastic units and parts (instrument clusters, vessels for fluids,
etc.) unless these materials could be separated at the stage of crushing the materials with ensuring the facili-
tating the procedure of their further recycling;
– Sorting the waste according to their kinds, their accumulation and transfer to the specialized enterpris-
es for processing or burial (destruction).
ATTENTION! THE WORKS FOR DISMANTLING THE ELECTRIC MACHINES SHALL BE PERFORMED BY
QUALIFIED PERSONNEL ONLY.

3 Requirements for sites for receiving and storing (including temporarily) the dump trucks to be disposed
as well as for other outdoor production and storage sites:
– The site shall be equipped with concrete pavement, rainwater withdrawal and collection system with
sideways over the perimeter for the purpose of guaranteed withdrawal of rainwater into the rainwater sewer
system;
– The site shall be equipped with the means for preventing the leakage of liquids, sedimentation tanks
and treatment facilities for degreasing the effluent.
4 Warehousing and storing the dump trucks to be disposed in such a way that the damage of the com-
ponents (units and parts) as well as spillage of the technical fluids would be prevented.
5 The technical fluids drained from the dump trucks shall be stored in special underground or surface
vessels located outdoors or in production premises. All the technical liquids shall be stored separately. The
separate vessels shall be provided for fuel, engine oil, transmission oils, working fluids of the hydraulic drive
systems, cooling fluids, brake fluids, battery acids, fluids from the air-conditioning systems and other fluids
contained in the trucks to subject to disposal.
6 The solid waste shall be stored in containers located outdoors or in production premises.
7 The storage batteries, oil filters and parts with chromium coating shall be stored in separate special
containers.

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8 Neither transportation and burial of the waste of disposal of the dump truck components and operating
supplies (storage batteries, oil filters, fuel filters, engine and transmission oils, battery acid, fluid from the en-
gine cooling system and cab heating system, working fluids of the hydraulic drive systems, shock-absorber flu-
id, brake fluid, fluid from the air-conditioning systems, all the components having the marking indicating the
presence of environmentally-dangerous components, together) together with household and industrial gar-
bage, nor draining the technical fluids or oils into the sewerage system is allowed.

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21 APPENDIСES

21.1 APPENDIX А – Error codes (BelAZ-75131 and BelAZ-75139 dump trucks)

For error codes of the electronic control system of the КТА50-С engine see Table А.

Table А – Error codes of the electronic control system of the КТА50-С engine
Error code Cause Effect
111 BLINKS Microprocessor communication error inside the electron- Unpredictable: The engine cannot be started...OR...the
S254/12 ic control module (ЕСМ) engine can stall...OR...the engine can operate at con-
stant idling rotational speed, high-speed idling or at in-
termediate speed. Cannot communicate with the service
electric tool
11З LIT High voltage at the contact 20 of the driver SТС is de- The valve SТС is jammed in the extended position. Re-
STEADILY tected at the moment when it shall be low ducing the rated power value
S20/3
114 LIT Low voltage at the contact 20 of the driver SТС is de- The valve SТС is jammed in the retracted position. Diffi-
STEADILY tected at the moment when it shall be high culties when starting the engine, ignition failure, white
S20/4 smoke
115 BLINKS No engine rotational speed signal is detected on both Reduction of the rated power. The engine can
Р190/2 the contact pairs 4 and 17 or 18 and 24 of the engine stall...OR...the engine can run at high idling speed
harness
121 LIT No engine rotational speed signal is detected on one Does not affect the performance characteristics
STEADILY pair of the engine harness contacts: 4 and 17..or..18 and
Р190/10 24
131 BLINKS High voltage is detected on the chock position signal Reduction of the rated power and rotational speed of the
Р91/3 contact 19 or high frequency is detected on the throttle engine...OR...the engine can operate at high idling
position signal contact 18 of the engine harness speed
132 BLINKS Low voltage is detected at the throttle position signal Reduction of the rated power and rotational speed of the
Р91/4 contact 19 or low frequency is detected on the throttle engine...OR...the engine can operate at low idling speed
position signal contact 18 of the engine harness
135 LIT High voltage is detected on the oil pressure signal con- Does not affect the operation
STEADILY tact 15 of the engine harness
Р100/3
141 LIT Low voltage on the oil pressure signal contact 16 of the Does not affect the operation
STEADILY engine harness
Р100/4
144 LIT High voltage on the cooling mixture temperature signal Does not affect the operation
STEADILY contact 5 of the engine harness
Р110/3
145 LIT Low voltage on the cooling mixture temperature signal Does not affect the operation
STEADILY contact 5 of the engine harness
Р110/4
234 BLINKS The engine rotational speed speed signal on the con- The engine fades. The ignition shall be switched off for
Р190/0 tacts 4 and 17 and/or 18 and 24 indicates the engine five seconds for restarting the engine
overspeed
254 LIT Low voltage at the contact 1 of the driver of the auxiliary The electronic control module (ЕСМ) switches off the
STEADILY device for switching off the fuel feeding (engine harness) auxiliary driver of switching off the fuel feeding. The
S17/4 detected at the moment when it shall be high engine fails...OR...cannot be started
255 LIT High voltage at the contact 1 of the driver of the auxiliary No effect or the engine can stall
STEADILY device for switching off the fuel feeding (engine harness)
S17/3 detected at the moment when it shall be low
341 BLINKS Checksum error of the internal memory of the electronic Unpredictable: the engine cannot be started...OR...the
S253/12 control module (ЕСМ) engine can stall...OR...the engine can run at the con-
stant low idling speed, high idling speed and intermedi-
ate speed...OR...no effect on the operation

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Table А (cont'd)
Error code Cause Effect
342 LIT Checksum error of the Electrically [Electrical] Erasable Unpredictable: the engine cannot be started...OR...the en-
STEADILY Programmable Read-Only Memory (ЕЕРRОМ) inside gine runs at the high idling speed only
S253/12 the electronic control module (ЕСМ)
353 LIT ЕЕРRОМ writing/reading error of the inside the ЕСМ Does not affect the operation. The erroneous fault code or
STEADILY information on the parameter can be shown on the display
S251/12 of the electronic service tool
412 LIT Data transmission error on the data bus contacts 6 and 8 Does not affect the operation. No communication with the
STEADILY of the engine harness service tool
S250/3
414 LIT Data transmission error on the data bus contacts 6 and 8 Does not affect the operation. No communication with the
STEADILY of the engine harness service tool
S250/9
431 LIT Simultaneous presence of the voltage on the contacts 9 Does not affect the operation or the engine can run in
STEADILY and 16 of the idling ON and OFF (engine har- idling mode only
Р91/2 ness)...OR...no voltage on at least one contact
432 BLINKS At the idling ON confirmation contact 6 (engine harness), Reduction of the rated power and rotational speed of the
Р91/13 the voltage was detected at the moment when the volt- engine...OR...the engine can run at the constant rotational
age on the throttle position signal contact 19 (engine speed only
harness) indicates that the pedal is not in the idling posi-
tion...OR...no voltage is detected on the idling OFF con-
firmation contact 16 (engine harness) at the moment
when the voltage on the throttle position signal contact
19 (engine harness) indicates that the pedal is in the rest
position
441 LIT Low voltage supply between the (+) contacts 22 and 23, Unpredictable: the engine can stall and fail to re-
STEADILY and the (-) contacts 25 and 26 for more than 10 seconds start...OR...run unevenly (irregularly)...OR...loss of pow-
Р168/4 at the engine speed exceeding the idling one er...OR...no effect on the operation
442 LIT Too large voltage supply from the storage battery be- The engine will run at high idling speed only
STEADILY tween the (+) contacts 22 and 23 and the (-) contacts 25
Р168/3 and 26 for more that 5 minutes
443 BLINKS Low voltage on the throttle position power supply contact Reduction of the rated power and rotational speed of the
S254 /4 13 (engine harness) engine...OR...the engine can operate at low idling speed
only
444 LIT Low voltage on the contact 11 for power supply of the Reduction of the rated power and rotational speed of the
STEADILY sensor of the pressure on the frame (engine harness) engine
S254/4
445 LIT Low voltage on the contact 2 (engine harness) of the Loss of the intermediate speed and alternate roll-off devia-
STEADILY signal of confirmation of the intermediate speed of alter- tion
S254/3 nate roll-off at high voltage or on the contact 5 (engine
harness) of the intermediate speed signal, or on the con-
tact 28 (engine harness) of the alternate roll-off signal
451 LIT High voltage on the contact 14 (engine harness) of the Reduction of the rated power and rotational speed of the
STEADILY signal of the sensor of the pressure on the frame engine
Р94/3
452 LIT Low voltage on the contact 14 (engine harness) of the Reduction of the rated power and rotational speed of the
STEADILY signal of the sensor of the pressure on the frame engine
Р94/4
455 BLINKS High voltage on the (+) contact for power supply of the Reduction of the rated power and rotational speed of the
S18/3 valve of the fuel feed control device (ЕFС) at the mo- engine
ment when the voltage shall be low
511 BLINKS Low voltage on the contact 14 (engine harness) of the The engine can stall...OR...no effect on the running and
S18/4 signal of the sensor of the pressure on the frame, when the overspeed protection function is deactivated
the voltage shall be high and the current on the contact
10 (engine harness) (-) of return of the valve of the fuel
feed control device (ЕFС)
514 BLINKS High voltage on the contact 14 (engine harness) of the The engine runs at the high idling speed only The engine
S18/7 signal of the sensor of the pressure on the frame at low can be stopped by means of the ignition switch
current on the contact 10 (engine harness) (-) of return
of the valve of the fuel feed control device (ЕFС)

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Table А (cont'd)
Error code Cause Effect
521 LIT High voltage on the contact 28 (engine harness) of the No effect on the running
STEADILY auxiliary temperature signal
Р177/3
522 LIT Low voltage on the contact 28 (engine harness) of the No effect on the running
STEADILY auxiliary temperature signal
Р177/4
523 LIT High voltage on the contact 2 (engine harness) of the Alternate roll-off loss ...OR...the engine runs at the in-
STEADILY signal of confirmation of the intermediate speed of alter- termediate speed only
Р89/2 nate roll-off at low voltage on the contact 5 (engine har-
ness) of the intermediate speed signal
524 LIT High voltage on the contact 2 (engine harness) of the Alternate roll-off loss...OR...the engine runs in the alter-
STEADILY signal of confirmation of the intermediate speed/alternate nate roll-off mode only
Р113/2 roll-off at low voltage on the contact on the contact 28
(engine harness) of the alternate roll-off signal
525 LIT The electronic control module (ЕСМ) has not been cali- Unpredictable: the engine cannot be started...OR...the
STEADILY brated by means of the ESDN...OR...the electronic con- engine can only run at the constant rotational speed of
S18/2 trol module has failed low-speed idling, high-speed idling or intermediate
speed. Only fault code 525 is shown on the electronic
service tool display...OR...no communication with the
electronic service tool
552 LIT Low voltage on the contact 14 (engine harness) of the Loss of the power...OR...the engine can
STEADILY sensor of the pressure on the frame at low current on the stall...OR...overvoltage wave
S18/2 contact 10 (engine harness) of return of the (-) of the fuel
feed control device (EFC)
554 LIT High or constant voltage on the contact 14 (engine har- Reduction of the rated power and rotational speed of the
STEADILY ness) of the sensor of the pressure on the frame at engine
Р94/2 weakly pulsing engine speed signal, and low and pulsing
current for return of the fuel feed control device (EFC)

List of abbreviations:
ECM: electronic control module;
EFC: electronic fuel control device;
ESS: engine speed sensor;
ROM: read only memory;
EEPROM: electrically erasable programmable ROM;
EH: engine harness;
RAM: random-access memory.

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21.2 APPENDIX B –Tightening torques of he most critical threaded connection

For the tightening torques of the most critical threaded connection see Table B.

Table B – Tightening torques of the most critical threaded connection

Item Tightening
Description of the threaded connection
No. torque, N.m
1 Nuts fastening the rod to the diesel generator underframe 50 – 70
2 Lock-nuts fastening the rod to the diesel generator underframe 650 – 750
3 Nuts fastening radiators to the frame brackets 20 – 40
4 Nut fastening the fan wheel on the traction generator shaft of the BelAZ-75131, BelAZ-
882 – 980
75135, BelAZ-75139, BelAZ-75137 and BelAZ-7513В trucks
5 Bolts fastening the power-wheels to the rear axle housing of the trucks with complete
1728 – 1936
electrical transmission manufactured by General Electric Company
6 Bolts fastening the power-wheels to the rear axle housing of the trucks with the reduction
1200 – 1300
gears manufactured by BelAZ OJSC
7 Bolts fastening the traction electric motor to the power-wheel reduction gear manufac-
800 – 1000
tured by BelAZ OJSC
8 Bolts fastening the flanges on the shaft of the traction motor of the trucks with the reduc-
260 – 320
tion gears manufactured by BelAZ OJSC
9 Bolts fastening the thrust ring of the power-wheel reduction gear manufactured by BelAZ
400 – 440
OJSC
10 Nuts of the ball joint supports of fastening the front suspension cylinder 2700 – 3150
11 Nuts of the ball joint supports of fastening the rear suspension cylinder 2700 – 3150
12 Pressure nut of the suspension cylinder 9000 – 10000
13 Bolts fastening the lower bracket of the front suspension cylinder to the steering knuckle
920 – 1020
and upper bracket to the frame bracket
14 Bolts fastening the ear of the central joint of the front suspension to the central lever 920 – 1020
15 Bolts fastening the pin of the central joint of the front suspension (no axial clearance on
1100 – 1250
the both sides of the inner ring of the bearing is allowed)
16 Nuts for fastening the ear of the central joint of the rear suspension to the central lever 1200 – 1400
17 Nut fastening the pin of the central joint of the rear suspension (no axial clearance on the
both sides of the inner ring of the bearing is allowed; after tightening, turn the nut to addi- 1800 – 2000
tional angle of 60° (one face))
18 Bolts fastening the pins of the cross rod of the cross rod (tighten in several steps evenly
over the circumference, while striking simultaneously the end face of the pin from the
1100 – 1250
bearing side after fitting an extension made of non-ferrous metal on the end face of the
pin)
19 Bolts fastening the locking plate to the pin of the central joint of the front suspension 450 – 560
20 Bolts fastening the pressure plates to the pin of the transverse rod of the rear suspension 450 – 560
21 Bolts fastening the caps of the bearings of the central joints of the front and rear suspen-
270 – 300
sion.
22 Bolts fastening the tapered pins of the transversal rod of the front suspension 161 – 199
23 Bolts fastening the hold-down ring to the steering knuckle 100 – 140
24 Adjusting bushings (for adjusting the tapered bearings of the front wheel hub) 100 – 140

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Table B (cont'd)

Item Tightening
Description of the threaded connection
No. torque, N.m
25 Nuts fastening the steering linkage arm to the steering knuckles 800 – 1000
26 Nut of the clamping connections of the steering linkage rod 110 – 140
27 Bolts fastening the pressure plates to the pins of the steering cylinders and steering link-
490 – 600
age arm
28 Nuts fastening the front wheels 1150 – 1300
29 Nuts fastening the rear wheels 800 – 900
Nuts Fastening of rear wheels for dump trucks BELAZ–7513 (-01, -06) of
1300 – 1400
BELAZ–7513A (-01, -02) with the full complete General Motors electric transmission
30 Bolts fastening the housing of the brake of the front wheels to the steering knuckle 2500 – 3000
31 Bolts fastening the inner cheeks of the brake gears of the rear wheels of the trucks with
550 – 700
the power-wheel reduction gears manufactured by BelAZ OJSC
32 Nuts fastening the outer cheeks of the brake gears of the rear wheels of the trucks with
370 – 450
the power-wheel reduction gears manufactured by BelAZ OJSC
33 The torques of tightening the brake gears of the rear wheels of the BelAZ-7513 and
BelAZ-7513А dump trucks with the complete electric transmission manufactured by Gen-
eral Electric Company are given in the chapter “Brake Systems”

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21.3 APPENDIX C – Procedure for Analysis of Oil from the Reduction Gears of
the Power-Wheels manufactured by “BELAZ” OJSC

Sampling intervals:
– when performing regular checks within every maintenance M-1;
– prior to changing the oil;
– more frequently, if abnormal wear is suspected.
Sampling procedure:
– The oil shall be sampled after 10-15 minutes from the moment of stopping the dump truck. Prior to
stopping, the dump truck shall operate for at least one hour;
– Screw out the filler plug from the outer cover;
– Take 150 – 200 ml of oil from the depth of 50 mm from the bottom point of the oil cavity through the
hole by means of a sampler; the samples from each reduction gear shall be put into individual vessel (bottle)
and marked;
– The analyses of oil and results shall be performed immediately, i.e. the followings shall be performed:
a) spectral analysis for the iron, chromium and silicon content;
b) measure the kinematic viscosity;
c) analysis for content of insoluble admixtures.
– Compare the measured content of iron, chromium, nickel, copper and silicon with the results of the
previous check.
If a considerable increase of any element is observed, check the gears, splined connections and bear-
ings. If the content of sole silicon has changed considerably, the oil shall be changed. The oil shall be also
changed in case of gradual accumulation of metallic particles in oil with their concentration exceeding 5 g/l
(0.5%).
The presence of copper in the oil is conditioned by the use of the first-row bearings with brass separa-
tors. Here the copper concentration in oil of up to 0.1 g/l (0.001%) corresponds to the normal wear. The copper
concentration exceeding this value indicates the excessive wear of the separator; here the brass particles are
visible in a glass test tube as a goldish shine. In such cases, it is necessary to change the oil, inspect the bear-
ings and replace them, if necessary.
The oil shall be also replaced in case of altering the oil viscosity by 30% in comparison with the viscosity
of new oil and if the content of insoluble admixtures exceeds 1%.
All the above changes of oil do not release from changing the oil according to the scheduled works for
maintenance of the power-wheels.

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 OJSC “BELAZ” – Management Company of Holding “BELAZ–HOLDING”
MINING DUMP TRUCKS BELAZ-7513 SERIES
Operation Manual
Republic of Belarus

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