Operation and Maintenance Manual for GL6111GR2 Bus Chassis

PREFACE

Dear customers, thank you for purchasing and using Guilin Daewoo buses. Guilin Daewoo Co., Ltd. is situated in Guilin City-a world famous scenic resort. The advanced technologies and production concepts introduced from South Korea Daewoo Co., Ltd. together with solid R & D and production strength as well as perfect quality assurance system and after-sale service system ensure that Guilin Daewoo Co., Ltd can provide you with best quality products and service. For many years, Guilin Daewoo has drawn the attentions of more and more clients by upholding the business philosophy of people first, customer centered t. This manual describes structures, methods of maintenance and parameters of major parts on chassis. If making full use of this manual and strictly carrying out the principle service imperatively, inspect periodically, and repair as appropriate, the technical personnel undertaking maintenance for products of Guilin DAEWOO Bus Co., Ltd. can keep your vehicle under favorable technical conditions and extend service life of complete bus. To use the nonstandard products may affect complete vehicle performance resulting in vehicle damage even endangering driving safety, so we strongly recommend that you use the products appointed by us or of the models in line with the original parts. In order to provide better service for you, our company set up sales and service hotlines. In case of any doubt during the use, please contact us in time, and we shall provide warm, sincere and timely service for you. Address: #10, Jingping Rd., Xiangshan District, Guilin, Guangxi Zip: 541003 Sales Tel:0773-3626218 Fax:0773-3605961 Email: sales@gldaewoo.com Email: service@gldaewoo.com

Aftersale service Tel: 0773-3626258 Fax:0773-3605579

We will appreciate it very much for any valuable advice and suggestion you put forward during the use of this operation and maintenance manual. Thanks again for your choice of Guilin Daewoo Buses!

Guilin Daewoo Bus Co., Ltd

Oct. 2008

DECLARATION

Dear customers, for the purpose of your more convenient repair and maintenance of your vehicle, we edit this operation manual for bus chassis. This manual is distributed free of charge by Guilin Daewoo Bus Co., Ltd. and no entity or individual may hold back it. The vehicle owner should ask for this manual from the sales department while purchasing a bus. In case of repair and maintenance of chassis of this series buses, please use the Guilin Daewoos genuine spare parts or accessories recommended by Guilin Daewoo. The vehicle owner himself shall be responsible for any vehicle damage and harmful consequence caused by using of unauthorized or poor-quality parts or components and Guilin Daewoo will refuse to take any responsibility for it. Because of continuous technical innovation, Guilin Daewoo Bus Co., Ltd. reserves the right to modify and revise this table of manual without prior notice of the modified items, for which we request your understanding. In case the data, illustration or explanatory text in this manual disagrees with the actual vehicle, the actual vehicle will prevail. You shall under no circumstances use any data, illustration and explanatory text in this manual as a legal basis to lodge any claim to Guilin Daewoo Bus Co., Ltd.

Contents
Section I General Notices ................................................................................................................................. 1 1. General Notices ......................................................................................................................................... 1 2. Vehicle identification............................................................................................................................... 2 3. Vehicle specifications ................................................................................................................................ 2 4. Lubrication ................................................................................................................................................ 5 Section II Clutch ............................................................................................................................................. 10

1. Overview ................................................................................................................................................. 10 2. Trouble diagnosis..................................................................................................................................... 10 Section III Transmission................................................................................................................................... 12

1. Structural features of transmission .......................................................................................................... 12 2. Technical data for QJ1506 transmission ................................................................................................ 13 3. Axonometric drawing of QJ1506 transmission ....................................................................................... 14 4. Application and maintenance for QJ1506 transmission .......................................................................... 15 5. Common fault and troubleshooting of QJ1506 transmission ................................................................ 17 6. Removal/Reassembly highlights of QJ1506 transmission....................................................................... 18 Section IV Driving shaft................................................................................................................................... 20 1. Overview ................................................................................................................................................. 20 2. Trouble diagnosis..................................................................................................................................... 22 Section V Front Axle ........................................................................................................................................ 22 1. Main specifications.................................................................................................................................. 22 2. Reference outline drawing ..................................................................................................................... 23 Section Rear Axle ........................................................................................................................................ 24

1. Main specifications ................................................................................................................................ 24 2. Reference outline drawing....................................................................................................................... 24 Section VII Steering System............................................................................................................................. 25 1. Overview ................................................................................................................................................. 25 2. Common faults and inspection method ................................................................................................... 26 Section VIII Suspensions (Air Springs) ........................................................................................................... 29

1. Overview ................................................................................................................................................. 29 2. Specifications ........................................................................................................................................ 29 3. Front Air Suspension ............................................................................................................................... 30 4. Rear Air Suspension ................................................................................................................................ 31 5. Installation & adjustment ....................................................................................................................... 33 6. Use........................................................................................................................................................... 33 7. Service & maintenance............................................................................................................................ 34 8. Shock absorber ........................................................................................................................................ 35 9. Fault analysis & maintenance.................................................................................................................. 36 Section Wheel & Tire ..................................................................................................................................... 41 1. Overview ............................................................................................................................................... 41 2. Use & maintenance.................................................................................................................................. 44 3. Excessive wear of tire and its first cause ................................................................................................. 51 4. Installation, inspection & correction of tire ............................................................................................. 51

Section I General Notices

1. General Notices When parking the vehicle, park it at a flat place for safety; also, put the hand brake into action and block front and rear wheels properly. After axle or frame is jacked up, support frame using frame supporting rack properly before any maintenance operation. Before starting a job, disconnect battery ground wire to avoid the accident caused by wire damage and short circuit. Cover such areas as body, seats and floor with boots to prevent damage and contamination. Oils and antifreeze coolant etc. can corrode vehicle paintwork, so take extra care and do not splash them to other areas. For the places having the prompts for use of special or particular tools, use the tools to improve maintenance efficiency and quality. Use genuine automobile parts of DAEWOO Company. Discard used cotter pins, gaskets, O-rings, oil seals, spring washers and lock nuts etc. Never reuse them, replace them with new ones. Otherwise normal functions of corresponding parts can not be guaranteed. To ensure smooth assembly operation for installation validity, keep the removed parts by type and sort in order. Store fastening bolts and nuts by category because they are different in material and precision (also, their assembly positions are different somewhat). Before inspection and assembly, clean up all parts and components. At the same time, clean oil passages using compressed air to ensure that they are unobstructed. For the surfaces between which relative rotation or slip exists, apply lubricant or grease to them before assembly. When necessary, use seal packing to prevent leakage. Tighten all bolts and nuts to the specified torques. After finish of assembly, perform another thorough total inspection to ensure installation validity of all parts. To ensure safety, when removing lines or other parts having pressure from a pressure vessel, release pressure in air tank slowly first.

2Vehicle identification 2-1. Chassis number

Bus chassis name plate is fixed and VIN code is stamped at the rear area of right longitudinal beam of front axle.

2-2. Engine Nameplate Engine Nameplate

As shown in the figure, the engines nameplate is located at the upper top of cylinder.
3. Vehicle specifications 3-1Main technical parameters of chassis 1. Engine
2

Chassis model Model Type Number cylinders of YC6L310-30

GL6111GR2
DL08

Inline six-cylinder, four-stroke, direct-injection turbocharged inter-cooled engine 6 113140 8.424 Turbocharged inter-cooling 108139 7.640 Turbocharged inter-cooling

Bore stroke (mmmm) Displacement (L) Air method intake

Rated power/RPM (kW/r/min) Maximum torque /RPM (N.m/r/min) Minimum fuel consumption at full load (g/kW.h) Noise (ISO 3744)dB(A) Emission (TAS) 2. Clutch

228/2200

250/2200

1150/1400

1323/1200

210

197

119 Euro

94

Chassis model Content Type Diameter of clutch disc (mm) Clutch operating method Single, dry coil spring;

GL6111GR2 Single, dry diaphragm spring 430 Hydraulic-air powered

3. Transmission Chassis Model Content Model Type S6-90

GL6111GR2
QJ1506

6 gear, step speed change, mechanically controlled, air powered

Gear ratio

I:6.37 II:3.71 III:2.22 IV:1.36 V:1 VI:0.74 R:5.87 About 13(L)

Volume of gear oil 4. Rear axle Chassis Model Content Type Final drive Final drive ratio Gear oil filling capacity (L) Load capacity (kg) 5. Front axle Chassis Model Content Type Front wheel track Load capacity (kg) 6. Steering system Chassis Model Content Type of steering gear Diameter of steering wheel (mm) Steering oil filling capacity (L) 7 Braking system Chassis Model Content Type Bore of brake drum (mm) Front Rear
4

GL6111GR2
With half-shaft sleeve casting/welding axle housing Hyperbolic gear single reduction 3.909,3.545 12.5 13000

GL6111GR2 Forged steel component, I-section, two-end Elliott type

(mm)

2084 5500

GL6111GR2 integral recirculating ball power steering gear 500 11

GL6111GR2 Dual-circuit air brake 410 410

Friction lining WidthDepth (mm) Number of linings Type of parking brake Auxiliary braking system 8 Suspension Chassis Model Suspension mode Airbag Quantity

Front Rear

16016 mm8 22016 mm8 Energy storage spring braking against rear wheels Retarder

GL6111GR2

Air Suspension
Front: 2 & rear: 4

Leaf spring

12 pcs for the front, 12 pcs for the rear

Steel plate Quantity

Stabilizer bar Shock absorber Leveling valve 9Wheel and tyre Chassis Model Content Dimension Type Tire Inflation pressure (kg/cm )
2

Type

Front and rear stabilizer bars Two-way acting telescopic hydraulic suspension shock Front: 2 & rear: 4 Front: 1 & rear: 2 Front: 2 & rear: 2

Quantity Quantity

GL6111GR2 11R22.5 Without inner tube 8.1 - 8.3 (This value is for reference only, please refer to the instructions on the available tyre for the actual details) 22.58.25

Rim

Dimension

Note: The above configurations shall be selected according to the specific requirements when buying a vehicle.
4. Lubrication 4-1. Lubricant viscosity schematic Engine oil

Single-stage

Grade of precision of engine oil-ambient temperature

Ambient temperature Multi-stage

Gear oil

Single-stage

Viscosity grade of gear oil -ambient temperature

Ambient temperature Multi-stage

4-2Lubricating positions and intervals The service life of bus components is mainly dependent on lubrication. Therefore, lubrication in correct way duly to the whole vehicle during the use, service and maintenance is very important. Lubrication of whole vehicle, please observe closely the following rules: 1. Remove the fouling on oil cap, oil plug or oil nozzle, etc. before lubricate some items to prevent fouling from falling into the mechanism. 2. When replace the lubricating oil of all assemblies, operate under the hot engine state (but not allowed to startup or run) to ensure that the waste oil and dirt can be freely drained. 3. When our bus leaves the factory, current engine, transmission, rear axle, steering gear and antifreeze will be changed according to real production situation. WARNING: It is prohibited to use oil of different brands or specifications.
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4. During the season changing service in summer or winter, select the oil products of proper brands. 5. Before the bus leaves the factory, if it is installed automatic filling system of butter(C.L.S), its lubricant, use and repair refer to relative documents provided by manufacturer. 6. Take care to reclaim lubrication oil. The reclaimed oil is stored according to different types respectively and keep away from impurity. It shall be delivered to the reclaiming processing office to handle in the right way and avoid pollution to environment. Lubricating place Name of oil Recommended Specification and grade

Change period DOOSAN engine: Bus, every 20,000km Highway passenger

Capacity

YC6L310-30 About 24-28L DL08 About 21-27L

CH-4 SAE 15W-40 CI-4 SAE 15W-40

Engine

Engine oil

vehicle, every 30,000km Engine-made in China: Please refer to the Operating & Service Manual for Engine Please refer to the Operating & Service Manual for Transmission First time: 2,000km or after the vehicle reaches the customer. After that: every 20,000km. First time: 2,000km or after the vehicle reaches the customer. After that: every 24,000 km. Every 8,000km Every 1 year or 60,000km. (Please refer to the Operating & Service Manual for Transmission for the details)

Transmission

Gear oil

QJ1506 about 13L S6-90 about 13L

API GL-4 SAE 80W

Rear axle

Gear oil

about 12.5L

API GL-5 SAE 80W90

Power steering

Power steering fluid

About 11L

DEXRON-D (Never use hydraulic oil.)

Wheel hub bearing

Grease

Just enough

Multi-purpose HP-R

Clutch

Brake oil

Appropriate capacity is 1L

DOT-3 or DOT-4(Use of mineral oil brake fluid is forbidden.)

Note: The lubricating periods listed in the table are the recommended values only, and the regular check must be done. In the different regions and under the various application conditions, the passenger vehicle owners should determine the lubricating period according to the experience and reference to this table, which focuses on the reference to the product operating & service manuals provided by the
7

manufacturers of various assys and parts. 4-3. Layout of Cargo Loading System (C.L.S) If the vehicle is equipped with the cargo loading system (refer to the Operating Manual of C.L.S for use and maintenance), the layout of loading positions is as follows:

21

BRAKE CAM SHAFT(LH)

0.1

10mm

14

LINK ARM

0.2

10mm

BRAKE SHAFT (RH) CLUTCH PEDAL 0.1 10mm 6

CAM 0.1 10mm BRAKE ANCHOR 0.2 BRKT RR (RH) 10mm

20 SLACK ADJUST RR(LH) 0.2 10mm 12

BRAKE ANCHOR BRKT RR 0.2 (LH)

10mm

13

19

ACCEL RELAY LEVER-SHAFT

0.1

10mm

SLACK ADJUST RR 0.2 (RH) 11 ACCEL RELAY LEVER-SHAFT 0.1 10mm 4 KING PIN UPR (RH) 0.4

18 Chinese name English name SLACK (LH) ADJUSTER FRT 0.2 KING PIN UPR (LH) 0.4 KING PIN UPR (LH)

0.4

10mm 10mm 10mm 6mm

17

9 8 7

T/M RELEASE LEVER-CLUTCH T/M RELEASE LEVER-CLUTCH T/M RELEASE BEARING

0.1 0.1 0.2

10mm 10mm 10mm

3 2 1

KING PIN UPR (RH) 0.4 SLACK ADJUST RR 0.2 (RH) BRAKE ANCHOR 0.1 BRKT (RH)

16

15

BRAKE CAM SHAFT (LH) 0.1

Note: Apart from these loading positions above, the other loading positions are manual loading positions.
PSB1016 universal hinged jointe Oil volume Nozzle diameter SN Chinese name English name Nozzle Oil volume diameter SN Chinese name English name Oil volume Nozzle diameter

SN

KFU2-40 fuel pump set e

10mm 10mm 10mm 10mm 6mm

Main fuel pipe

Section II
1. Overview 1-1. Structure The single plate dry type clutch installed on this model of chassis plays the roles of engagement and disengagement of power transmission between engine and transmission case. The clutch mainly consists of compressing disc, driven disc, clutch cover, spring, release lever, etc. The driven disc locates between the flywheel and the compressing disc and contacts between the both under the action of the spring thus transferring torque of the engine to the transmission case through mutual friction force. The control mechanism of the clutch is oil pressure controlled. When you depress the clutch pedal, the pedal force will be transferred to the release yoke through the master cylinder and the slave cylinder and then release the compressing disc through the release sleeve and the release lever thus allowing the driven disc to release the interaction between the engine and the transmission case. If you release the clutch pedal, the compressing disc will force the driven disc against the flywheel under the action of the pressure spring thus transferring power of the engine to the transmission case again.
(Please refer to the Operating Manual provided by the clutch manufacturer for the detailed maintenance information)

Clutch

1-2.Main specifications Chassis Model Type Diameter of clutch disc (mm) Clutch operating method Friction plate outer diameter x inner diameter x thickness (mmmmmm) Material of friction plate Pressing force (N) Release ring adjusting height (mm) 2. Trouble diagnosis 2-1Clutch slip . When accelerating, acceleration of the vehicle can not keep up with that of the engine. . Engine overheat. . Engine underpower.
10

GL6111GR2 Single, coil springSingle, dry diaphragm spring 430 Hydraulic-air powered 4302403.5, 4302505 Without asbestos 24000, 22700(+1800-1362) 750.4, 830.4

Cause 1) Free travel of clutch pedal insufficient. 2) Oil or grease on driven disc. 3) Driven disc excessively worn. 4) Clutch spring broken or weakened. 5) Release sleeve deformed. 2Halfway clutch release . Hard shift

Measure 1) Adjust to its proper position according to the specified value 2) Clean or replace driven disc. 3) Replace. 4) Replace. 5) Correct release sleeve or front shroud.

1) Free travel of clutch pedal too large. 2) Clutch oil leak. 3) Height of release lever uneven. 4) Wear of clutch parts uneven. 5) Air in clutch oil hydraulic circuit; stroke of slave cylinder insufficient. 6) Axial motion of driven disc improper caused by wear or seizure of driven disc and driven shaft spline. 3Unsmooth clutch engagement

1) Adjust to its proper position according to the specified value 2) Replace piston cup. Replace if piston and cylinder sleeve are excessively worn. 3) Adjust. 4) Correct or replace driven disc, compressing disc, flywheel, clutch spring, release lever support column, etc. 5) Bleed or repair slave cylinder assembly. 6) Clean spline and coat it with lubricant.

. During engagement, clutch operates unsmoothly and trembles. 1) Replace. 2) Correct or replace. 3) Replace. 4) Replace. 5) Replace. 6) Replace. 7) Replace.

1) Driven disc deformed or worn unevenly. 2) Compressing disc or flywheel worn unevenly. 3) Damper sheet of driven disc broken or damaged. 4) Rivet of driven disc damaged. 5) Buffer spring of driven disc aging or damaged. 6) Height of release lever incorrect. 7) Pressure spring aging or damaged. 4Noise from clutch system

. Regular noise is heard after clutch pedal is depressed. . Sound from clutch pedal arm.

1) Thrust bearing excessively worn or locked. 2) Clutch pedal shaft lubricated poorly.

1) Replace. 2) Fill grease.

11

Section III
1. Structural features of transmission Refer to the maintenance methods of QJ1506 transmission for the S6-90 transmission, or refer to the related documents provided by the manufacturer. Structural features of QJ1506 transmission: 1-1. QJ1506 is a three-shaft type fixed shaft drive transmission, with fix forward gears and one reverse gear. The reverse gear uses the joint sleeve to shift the gear, and all the forward gears use the short stroke or twin cone lock ring synchronizer.

Transmission

1-2. The gearshift mechanism uses the unique ZF rotating shaft - pulling plate - fork type mechanism; and it may equip with single rod and various kinds of soft shaft mechanisms, with more simple and reliable gear shifting.

1-3. Unique self-locking and inter-locking devices. The Neutral gear position of this transmission is located
12

between passageways of 4th/3rd gear, and all gear positions share a self-locking mechanism which is

used to self-lock all gearshift positions of the transmission; and the advanced unique interlocking device is used to interlock all gearshift plates, which dont involve in gear shifting, so as to ensure that simultaneous shifting to two gear positions of this transmission doesnt occurs when gear shifting. Unique self-locking and interlocking devices.

2Technical data for QJ1506 transmission Standard Transmission Ratio Type Input Torque N.m 1200 1st gear 6.37 2nd gear 3.71 3rd gear 2.22 4th gear 1.36 5th gear 1.00 6th gear 0.74 Center distance Reverse 5.87

Overdrive gear

Odometer gear ratio

1.545 (additionally install the secondary drive set according to the owners demand)

154mm

Gross weight Dry box refilling capacity

Approx.225Kg

Horizontal installation, 13.0 L

13

3. Axonometric drawing of QJ1506 transmission 3-1. Transmission case and clutch housing assembly.

3-4. Gearshift fork assembly

3-5. Transmission gearshift mechanism assembly.

3-2. Front end cover, input shaft, intermediate shaft, reverse gear shaft assembly.

3-6. Bracket assembly.

3-3. Output shaft assembly.

The synchronizer ring is made of steel materials, and its friction surface is treated by using the molybdennum spraying technology to improve the service lifetime of the synchronizer. The gear drive is fully or partially bevel gear drive. The form of gear tooth is modified and the tooth root fillet is a big round angle. The gear is made of (ZF special gear steel products), and subject to the shot blasting treatment after thermal stress; and the gear is machined by using the gear grinding. The purpose of these technologies above is to improve the strength of gear and reduce the noise.

14

4. Application and maintenance for QJ1506 transmission 4-1. Operating Instructions This transmission features compact structure, light weight, small dimension, flexible operation, simple gearshift, reliable application, and easy-to-maintain; multiple variants, good adaptability of complete vehicle; and high universality of parts and components. The proper use and maintenance of this transmission may undoubtedly improve the dynamics, economy, safety and reliability of the complete vehicle. For this purpose, five ZF operation essentials are recommended for you: The higher gears are used ASAP when the vehicle is traveling so as to ensure that then engine operating condition is within the economic speed area. The skip-shift (shift to the next gear) operation can be implemented when the vehicle accelerates so as to make the best of the engine power. You should shift to higher gear position when the vehicle is travelling downhill so as to fully use the engine for braking. You should pay more attention to the road conditions, employ the Neutral gear and make use of the vehicles inertia to travel. The emergency foot brake pedal or sharp acceleration shall not be frequently used unless it is absolutely necessary. Precautions for use of QJ1506 transmission: Properly adjust the clutch so as to fully release it and completely engage it. DO NOT overload. Avoid no initial maintenance of the vehicle. Avoid not to warm up the engine on site after the vehicle starts, and not to immediately drive the vehicle when the water temperature doesnt reach the startup temperature and the air pressure doesnt rise
15

up to the standard air pressure. Avoid the gear shifting of high speed in low gear or low speed in high gear, and irregular out of gear. DO NOT impact the gearshift, and avoid forcible pushing, pulling or beating the gearshift lever for shifting the gear. This transmissions Reverse/1st gear adopts the joint sleeve for shifting the gear, two feet shall step on the clutch pedal for shifting the gear, and the vehicle shall stop while shifting to Reverse gear. DO NOT shift to the Neutral gear when going down on a slope. 4-2. Maintenance The maintenance includes the following contents: Routine maintenance and periodic maintenance. (1). Check the fixed coupling of transmission and the condition of operating mechanism. The vibration or violent ups and downs caused due to the road condition while the vehicle is travelling may results in the looseness of transmission and clutch housings, frame, engine, supporting drive shaft, and the couplings of output flange, and thus the fastening shall be checked every 1200 1400 km mileage. During the transmission is in service, a series of abnormal conditions may gradually occur due to the wear and deformation of gear, shaft, bearing, and ball head rocker arm of gearshift mechanism. Since the operating mechanism is exposed to the exterior, the lubricating effect is poor. And the moisture in the oil may result in the corrosion. It may cause the wear of ball head of rocker arm of the gearshift mechanism, which may result in the improper or difficult gear shifting. (2) Sealing condition of transmission Check the condition of oil seals at 1st shaft end and output shaft end; and check whether there is oil stains at the external of housing and cover. The oil seal and its lip will be gradually worn flat during use, the tension of oil seal self-tightened spring reduces,

the sealing function of oil seal decreases and thus the oil leaks. The shortage of lubricant resulted due to leakage may cause poor lubrication and rapid wear of parts. It is recommended that the transmission oil seal is replaced once every 20000km mileage. (3) Breather plug Since its installation position and sealing may easily result in oil loam, it will block the breather plug. Since the breather plug is blocked, the operation of transmission will result in the increase of air pressure, which may cause the oil leakage. It is recommended that the breather plug is checked once per every 1000km mileage and the breather hole is dredged. (4) Lubrication

lubricant is checked once every 700km mileage for a luxury long-distance bus.

(7) Lubricant change period The first compulsory maintenance of lubricant change shall be done after the new vehicle leaves factory and travels 2000km or gets to the owners place, and the metal particles and foreign materials, which are ground off during the run-in period of the new transmission, shall be removed. Recommendation: After the first maintenance of a luxury bus, change the lubricant once every 80000km mileage or 2000h. During changing the lubricant, carefully remove the metal objects and foreign materials adhered to the magnetic core of drain plug.

ZF transmission has strict requirements on the designation, quality and quantity of lubricant. In consideration of the current actual level of lubricant, it is recommended that the lubricants conforming to the following conditions are available: Classified by the viscosity: SAE80W gear oil Classified by the application: MIL-L-2105 heavy-duty gear oil (5) Level of lubricant No lubricant is filled into the transmission when leaves factory. A product nameplate is located on the cover of gearshift mechanism of the transmission, and on the nameplate indicates the approximate lubricant capacity of the assembly. of 13L, and it is slightly added to approx. 13.5L after the first maintenance or overhaul. The lubricant refilled shall be the same brand of lubricant only manufactured by the same manufacturer. (6). Lubricant level check The vehicle stops on the level road, and there is a lubricant level inspection hole screw plug (painted with a red sign) at the side of transmission under the vehicle, and the oil plug is unscrewed with a 17-19 double offset ring spanner. If the lubricant overflows from this inspection hole or if the lubricant can be seen, it indicates that the level of lubricant is appropriate. It is recommended that the level of
16

API-GL4

or

5. Common fault and troubleshooting of QJ1506 transmission Transmission noise abnormal Remedy Check the moving parts of the clutch, and replace the damaged parts or loose fastener Check the drive shaft and universal joint, replace the damaged parts or adjust the fit clearance Check the level of lubricant, and refill it to the specified level according to requirement Check or replace the damaged or worn parts Check the loosened fastener, and replace the damaged parts

Possible Cause Parts inside the clutch damaged or the fastener loosened Universal joint severely worn or drive shaft clearance big Lubricant shortage Bearing or gear damaged, worn Fasteners loosened or relative moving parts damaged Hard shift

Possible Cause Halfway clutch release Control link train (center steering arm, gearshift lever, connecting plate, supporting rod) improperly adjusted or worn Synchronizer parts or joint sleeve parts damaged Out of gear

Remedy Check the clutch pedal play and adjust it Check and adjust the link train or replace the damaged parts Check and replace the damaged parts, repair and grind the damaged parts

Possible Cause Control mechanism (control operating rod, etc) assembly improper or severely worn, which may result in not shifting to gear in place. No play after the gearshift lever shifts to the gear. Self-locking parts failure (spring, self-locking pin, self-locking block) The soldered tooth severely worn Bearing or bearing hole severely worn The gearshift parts damaged, worn (gearshift plate, tie rod, fork, slide bushing) Clearance improper

Remedy

Check and adjust

Check and adjust Check and replace the damaged parts and worn parts Replace the damaged parts Replace the damaged parts Replace the damaged parts Recheck and adjust the clearance
17

Oil leakage Remedy Replace or repair Check the loosened fasteners Replace the failed, damaged parts Replace and clean

Possible Cause On the housing/cover has the loose air pore, crack or the screw hole punched through Fastener loosened Seals failure, broken (oil seal, gasket, washer) The breather plug blocked, which result in the failure of seals Oil temperature high

Hint: The normal operating oil temperature may reach 100, and even 130 for no more than 30 min. under the harsh working condition. Possible Cause Oil level overhigh Oil quality deteriorated Clearance excessively small (bearing, gear and relative moving parts) The moving parts severely worn (bearing, gear, etc) Remedy Drain out the excessive lubricant Replace the specified lubricant Adjust it according to the specified value Replace

6. Removal/Reassembly highlights of QJ1506 transmission 6-1Main adjusting clearance and data Adjust the clearance Intermediate shaft adjusting clearance Axial clearance of 1st shaft bearing outer ring Axial clearance of output shaft bearing outer ring Axial clearance of Reverse Gear intermediate gear Adjusting clearance of 5th gear cone nave Axial clearance of circlip for shaft Clearance of input shaft bearing spilt ring Limit of wear between synchronizer ring and cone nave Clearance between gearshift fork and sliding sleeve Axial clearance of 1 gear, 2 shaft
st nd

Adjusted Value 0.15-0.20mm 0.0-0.10mm 0.0-0.10mm 0.2-0.6mm 0.6-0.9mm 0.0-0.1mm -0.01-0.02mm 0.8mm 0.4-0.9mm
nd

gear and 3 gear of 2

rd

0.15-0.40mm 0.15-0.50mm 2-3mm

Axial clearance of 4th gear, 5th gear and 6th gear of 2nd shaft Gearshift lever swing play
18

6-2Main removal tools

4. Assembly and installation of the rear cover assembly and output flange 5. Assembly and installation of the input shaft, front end cover assembly 6. Assembly and installation of the gearshift fork mechanism 7. Assembly and installation of the upper cover assembly, testing and adjustment of the transmission, and removal and assembly of the attached retarder 6-5. Testing and adjustment of transmission performance (1) Test item Shift to any gear in turn, check whether any gear can be simply put into and whether the rotation is flexible. Check whether the play of gearshift lever rotation against any gear position conform to 2-3mm (swing leftwards and rightwards). Operate any gear after the transmission is placed on bench or installed onto the vehicle, and check whether there is abnormal noise while the transmission is operating with any gear. Operate any gear after the transmission is placed on bench or installed onto the vehicle, and check whether there is out of gear. (2) Adjustment method Upper cover adjustment play method: Since there is a certain clearance between the upper cover bolt and screw hole, the upper cover can be slightly moved leftwards and rightwards, and thus this may adjust the gearshift movement of two relative gear positions. Link train adjustment play method: Adjust the uniformity of any gear by adjusting the link train upper supporting rod, ball head, control link train and etc, and thus ensure the appropriate gearshift lever play.

6-3 Removal Principle of removal: The removal of transmission is from simple to complex, from the external to the interior, and from the upper to the lower, and the sub-assemblies are disassembled first, and then the components are removed. Sequence of removal: 1. Place the transmission vertically, and remove the upper cover assembly. 2. Remove the gearshift fork mechanism. 3. Remove the output flange, rear cover, worm, and 2nd shaft rear bearing. 4. Remove the front end cover and 1st shaft assembly. 5. Hoist and remove the 2nd shaft assembly. 6. Remove the reverse gear shaft assembly. 7. Remove the intermediate shaft assembly. 6-4. Assembly Principle of assembly: In general, the parts which are removed first are assembled last, and those which are removed last are assembled first; and the sub-assemblies are assembled first, and those sub-assemblies are then installed. Sequence of assembly: 1. Assembly and installation of the intermediate shaft assembly 2. Assembly and installation of the reverse gear shaft assembly 3. Assembly and installation of the output shaft assembly
19

Heating Temperature and Tightening Torque of Main Parts 160 - 180 (remove and assemble it with a press of 60T or above ) 100 - 120 85 - 100 85 - 100 25Nm 49Nm M12 bolt M14 bolt Turbocharger for the reverse gear is Gearshift fork anchor pin Transmission M16*1.5 case upper plug screw 60Nm 135Nm 60Nm 220Nm 30Nm 270Nm 50Nm

Intermediate shaft gear

5th gear bearing race Synchronizer tooth holder Bearing M8 bolt M10 bolt

Clutch housing bolt M18*1.5 Inner threaded plug screw M24*1.5

Section IV Driving shaft

1. Overview 1-1. Structure The universal drive system transmits the torque of an engine to the rear axle. The drive system together with the engine is installed onto the frame, and the rear axle supports the frame through spring. As a result of the function of suspension spring and the vibration and deformation of frame, the relative position of drive system and rear axle always changes. Therefore, to adapt to the change of relative position and relative angle of engine a rear axle, the universal drive shaft consists of the spline shaft, sliding sleeve and universal joint. The universal joint generally consists of the spider, needle bearing, oil seal and etc. Any drive shaft is made of hollow shaft which can bear the bending moment and torque.

Please refer to the Operating Manual provided by the drive shaft manufacturer for the detailed maintenance information.

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Exploded view(for reference only)

1.universal joint fork 2. Cross axle assembly 3. Needle bearing 4. Snap ring 5.universal joint fork

6. Grease nipple 7. Hexagon head bolt 8. Hexagon head nut 9.Spring washer

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2. Trouble diagnosis Universal drive shaft and vehicle body vibration Cause 1) Shaft fork not assembled properly 2) Drive shaft bent or deformed 3) Drive shaft parts loosened or bolts loosened Abnormal operating noise from universal drive shaft Cause 1) Spline excessively worn 2) Spider or needle bearing worn, deformed or damaged 3) Various components assembled loosened 4) Various components lubricated badly 5) Intermediate bearing worn or damaged Measure 1) Check the axial clearance, and replace the worn parts 2) Replace 3) Repair 4) Refill the butter for lubricating 5) Replace Measure 1) Adjust all parts of shaft fork 2) Replace or correct 3) Replace or correct

Section V Front Axle

1. Main specifications Item Rated axle load Maximum steering angle Tire bolt Diameter of wheel rim distribution circle Kingpin inclination 5500kg Inner wheel 47; outer wheel 36 10-M221.5 335mm 7.5 Parameter Toe-in Rim applicable Brake structure type Brake structure specification Item Parameter 02mm 22.58.25 S cam bowl type 410160mm

22

2. Reference outline drawing

Please refer to the Users Manual provided by the front axle manufacturer for the detailed related information.

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Section
1. Main specifications Item Rated axle load
Tyre rim/ Tyre specification

Rear Axle

Parameter 13000kg 22.58.25 10-M221.5 Wheel track Final drive ratio

Item

Parameter 1860mm 3.909 3.545 335mm

Tire bolt

Diameter of wheel rim distribution circle

2. Reference outline drawing

Please refer to the Users Manual provided by the rear axle manufacturer for the detailed related information.

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Section VII Steering System

1. Overview The steering system mainly consists of the steering wheel, steering shaft, universal joint fork (yoke), universal joint, spline shaft, steering column, steering gear, steering rocker arm, steering linkage assembly and etc. It is an integral power boost type steering gear, and its steering screw connects with the steering wheel through the universal joint fork, universal joint and steering shaft. When turning the steering wheel, this kind of rotary motion drives the rotation of screw of the power steering gear, and the rotary motion of the screw converts to the sliding movement of nut via the circulating ball. The teeth on the steel ball nut engage with the teeth on the sector shaft connected with the steering rocker arm. So, with the steering rocker arm, the rotary motion of the steering wheel is tied to the movement of other steering control levers. The power boost type steering system automatically provides the mechanical steering gear with the hydraulic steering force. This power steering system mainly consists of the control valve, power cylinder, power steering pump and etc. With the function of control valve, the power cylinder moves. Which direction the power cylinder moves to fully depends on the position of the valve. Regardless of the type of valve, i.e., whether it is a rotor valve or slide valve, it directly connects to the steering gear assembly. The pressure oil, which is used to drive the operation of this system, is provided by the vane-type steering pump.

Please refer to the Operating Manual provided by the steering system manufacturer for the related maintenance information. 1-1Main specifications Chassis Model Item Type of steering gear Type of control valve Diameter of steering wheel Steering oil filling capacity (L) GL6111GR2 Integral recirculating ball type power boosting steering gear Rotary valve type 500mm about 11L

2. Common faults and inspection method When any trouble occurs in your steering system, please perform a preliminary inspection first to classify the existing trouble and feed the information back to professional maintenance personnel faithfully to ensure that you are talking about the same problem. For example, in case of hard steering, you need to indicate the details (whether it occurs during left turning or right turning, it only occurs during turning in situ or occurs steadily, it occurs only at a certain point or there is no steering boost). Expressing the problem clearly can help save time and improve working efficiency.

If causes of the trouble are still not found, you can let the professional maintenance personnel test-drive your vehicle under conditions of safety and feasibility. If he can not drive, please ask him to sit beside you. When you are driving, allow him to hold the steering wheel to feel status of the steering fault directly, during which you can show the problem to him. Once you confirm that a steering trouble exists in the steering system, please not be anxious to remove the power steering gear or the oil pump because many other components in the steering system may cause steering fault in most cases. Instead, check the following components first, finally, check the steering gear.

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1. Check steering wheel and wheel. Check if steering wheel is loose, tire pressure is appropriate, air pressures at both sides are uniform, tires are worn or damaged. 2. Check if front wheel alignment (caster, kingpin inclination, camber and toe-in) conforms to complete vehicle requirements. Check tightening of tie rod and drag link, ball joint and kingpin.

3. Check oil pipes. Check oil pipes for replacement requirement, oil inlet and outlet pipes for misplacement, oil pipes for clogging, distortion and undersize diameter, and oil circuit for unobstructed state. If any trouble is found, be sure to replace oil pipes. 4. Check oil reservoir and ensure that oil level reaches correct position. Check oil pump belt for overstress or slip. If any trouble is found, please adjust or replace according to specifications.

Trouble

First cause 1. Tire pressures insufficient or unequal at two sides.

Inspection method Replace tire or inflate. Tighten or replace. Adjust or replace. Tighten. Inflate. Adjust Adjust Repair steering gear. Adjust steering gear. Clean inside of steering gear. Tighten loose parts. Tighten loose parts. Repair steering gear. Tighten. Bleed. Repair steering gear. Inflate and adjust. Adjust complete parameters. vehicle

Drift occurs during turning

2. Steering system components loose or worn. 3. Wheel hub bearing adjusted improperly or worn. 4. Steering gear mounting bolt loose. 1. Tire pressure insufficient. 2. Front axle parts or kingpin fitted too tightly. 3. Front wheel alignment adjusted improperly.

Poor righting ability

4. Steering valve locked. 5. Steering gear adjusted too tightly. 6. Foreign materials in steering gear too much. 1. Steering linkage connections too loose.

Excessive free stroke of steering wheel

2. Steering wheel and steering shaft fitted loosely. 3. Clearance between screw rod and nut or rack and geared sector excessive. 4. Steering gear bracket loose. 1. Air in system. 2. Leakage from one side of steering gear excessive. 3. Tire pressures at two sides unequal. 4. Tire kingpins and cambers at two sides unequal.

Steering heaviness occurs at one side

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Trouble 1. Air in system.

First cause

Inspection method Bleed. Remove and clean flow control valve of oil pump. Repair steering gear. Repair steering gear. Repair steering linkage. Reduce load of vehicle. Inflate. Replace filter element and clean piping system. Refill. Check adjusted angle of stroke valve. Check length of drag link. Reinstall. Bleed system. Replace loose parts. Adjust or replace. Adjust clearance. Replace. Adjust brake force. Replace tire or inflate. Repair steering gear. Adjust or replace. Adjust. Replace sealing element. Drain. Replace. Replace. Replace. Bleed. Replace oil pipes. Refill. Replace oil pump.

2. Flow of steering oil pump too small. 3. Internal leakage of steering gear excessive. 4. Rotary valve locked (torsional deformation of Steering heaviness occurs at both sides input shaft caused by impact). 5. Universal joint moving dully caused by interference with steering column. 6. Vehicle overload. 7. Tire pressure insufficient. 8. Strainer of oil reservoir damaged or clogged. 9. Oil in oil reservoir insufficient. 1. Stroke valve adjusted incorrectly. Understeering 2. Drag link adjusted incorrectly. 3. Fitting marks on pitman arm and steering arm shaft not aligned. 1. Air in system. Steering hand wheel strikes 2. Mechanical parts in system loose. 3. Flow of oil pump small. 4. Axial clearance of screw shaft too large. 5. Tire worn seriously or unevenly. 1. Brake forces unequal. 2. Tires worn or air pressures of left and right Wheels pull to one side in fixed direction wheels unequal. 3. Torsion bar pin of steering gear broken. 4. Flow of oil pump too large. 5. Wheel hub bearing adjusted improperly. 1. External leakage of steering gear. 2. Oil level in oil reservoir too high. External leakage 3. Oil reservoir gasket damaged. 4. Pipe joint gasket damaged. 5. Oil pump drive shaft gasket damaged. 1. Air in system. Abnormal noise 2. Oil inlet and outlet pipes of system bending. 3. Oil level in oil reservoir too low. 4. Steering oil pump damaged.
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Section
1. Overview

Suspensions (Air Springs)

In recent years, advantages of air suspension are getting acknowledged widely. Compared with common suspensions, it can not only extend service life of vehicle but also improve comfort of complete vehicle. For large-size buses, it can also decrease dynamic load of wheel to greatly reduce level of damage to road surface caused by vehicle thus reducing maintenance and repair cost of highway surface. In addition, it enables vehicle body height adjustment according to different demands. Current, air spring suspensions have been widely used on vehicles of various kinds overseas and it rate of utilization on buses has reached above 95%. These vehicles with air suspensions have snatched a big share in global automobile market. (The air spring is mainly described here. Please refer to the Users Manual provided by the front axle manufacturer for the detailed information and leaf spring.) 2. Specifications 2-1 Table of Specifications of Front Air Suspension Chassis Model Height of airbag mm Rated axle load kg Acting stroke of axle Total stroke mm 169 Up mm 82 Down mm Center distance of air spring mm

GL6111GR2

2505

5500

87

1244

2-2 Table of Specifications of Rear Air Suspension Rated axle load kg Acting stroke of axle Total stroke mm 188 Up mm 85 Down mm 103 Center distance of air spring (lateral) mm 1560 Center distance of air spring (longitudinal) Mm 1628

Chassis Model

Height of airbag mm

GL6111GR2

2555

13000

2-3 Threaded connection tightening torque requirements S/N Thread Torque Requirement Specification
1 2 3 4 5 6 7 8 M141.5 M141.5 M161.5 M181.5 M181.5 M181.5 M201.5 M243 200N.m 100N.m(Maximum) 350N.m 100N.m 100N.m 440N.m 650N.m 900N.m

Applied Position
Stabilizer bar installation Shock absorber installation Various supports installation Airbag upper cover installation Airbag & lower mounting installation Thrust rod installation Thrust rod support installation U-bolt tightening

Note: All the above states are the wet-state (lubrication state), and the torque shall be increased by 20% if the tightening begins from the bolt head

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3 . Front Air Suspension

3-1 Structure diagram

3-2 SN
1 2 3 3a 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 20 21 22

Parts List Parts name

Frame support (adjustable) Frame support (fixed) Leaf spring beam Rubber bushing Protection pallet Connecting rod
transverse

Quantity SN
1 1 2 2 2 1 1 1 2 2 2 1
2

Parts name

Quantity
8 4 2 4 2 4 4 4 2 16 16 2 9 1 2 2 2 2 2 2 2 2

23 Disc washer 24 Self-locking nut M161.5, Class 10 25 Locating & adjusting bushing 26 Noise-reduction gasket 27 Dowel pin 28 Hexagon bolt M1670, Class 10.9 29 Self-locking nut M16, Class 10 30 Welch plug 31 Hexagon bolt M20140 , Class 10.9 32 Welch plug 20 33 Self-locking nut M20, Class 10 34 Hexagon bolt M20100, Class 10.9 35 Hexagon bolt M20120, Class T1 36
Hexagon bolt M2080, Class 10.9

stabilizer bar

Left locating plate Right locating plate Air spring upper mounting plate Air spring lower mounting plate Shock absorber lower support Left support
Shock absorber assembly Air spring assembly

2 1 2 2 1 2 2 8

37 Hexagon bolt 1-8, Class 5 38 Self-locking nut M1-8, Class B 39 Nut 0.5''-13, Class B 40 Spring washers 0.5" 41 Hexagon bolt M2090 , Class 10.9 42 Self-locking nut0.75''-10, Class B 43 Thin self-locking nut 0.75''-16, Class A 44 Welch plug 0.75" 29

Transverse torsion bar Gusset plate Shock absorber upper support Torsion bar right support

Clamp Pad
Rubber sleeve

4. Rear Air Suspension 4-1 Structure diagram

4-2 SN 1 2 3 4 5 6 7 8 9 10 11 12 14 15 16 17 18 19 20 21 22

Parts List Parts name Style 1 hexagon nut Spring washers Clamp pad Stabilizer bar bushing Transverse stabilizer bar Hexagon head bolt Hexagon head bolt Spring washers Reinforcement plate V-rod frame support
Double-hole check spacer

Quantity 12 12 2 2 1 2 30 12 12 2 2 8 1 4 1 2 8 8 4 2 1
30

Remark(The unit of tightening torque is NM) M12, Class 10, torque 115

M1245, Class 10.9, torque 115 M1450, Class 10.9, torque 130

V-shaped thrust rod Cotter pins Right adapter base welding assembly Vertical tie rod Vertical tie rod rubber sleeve Disc washer Hexagon slotted and castle nut, style 1 Style 1 all-metal hexagon nut V-shaped axle support

Torque 600

23 24 25 28 29 30 31 32 33 34 35 / 36 37 38 40 41 42 / 43 44 45 / 46 47 48 49 50 51 51A 51B 52 53 /

Hexagon head bolt U-bolts U-bolt bracke Stopper bracket welding assy Stop block Hexagon head bolt Style 1 hexagon nut Spring washers Hexagon nut Spring washers Rear left airbag guard welding assembly Rear right airbag guard welding assembly Thin hexagon self-locking nut Welch plug Air spring assembly Hexagon head bolt Shock absorber assembly Leveling valve Pressure protection valve Link Rubber plug Left C-beam welding assembly Right C-beam welding assembly Left adapter base welding assembly Cylindrical pin Hexagon thick nut Shaft end cover Three-hole check spacer Straight track bar Pin-shaped rubber ball head Tubular rubber ball head Longitudinal thrust rod frame support Front left airbag guard welding assembly Front right airbag guard welding assembly

2 4 2 2 2 4 18 18 4 12 1 1 4 4 4 8 4 2 1 2 8 1 1 1 4 8 2 2 2 2 2 2 1 1

M24110, Class 10.9 M242405222, Class T1

M1230, Class 10.9 M8, Class 8 0.5"-13, Class B, torque 50 0.5"

0.75"-16, Class A, torque 50 0.75" 0.5"-131", 2 , 115 0.5"-131", Class 2, torque 115 6280

M242, Class 10, torque 600

A 8t press machine replacement A 8t press machine replacement

is is

required required

while while

Note: 1. In the Remark column, those indicated with the sign are the wearing parts 2. The torque if not lubricated shall increase by 30%

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5. Installation & adjustment Ensure quality of installation and adjustment of air suspensions. The key points in quality control are: A. Height of airbag: (refer to 2-1 and 2-2 Table of Specifications). B. After making sure that height of suspension, position of axle or height of air spring is correct, install lateral rod, longitudinal rod, straight rod, and diagonal rod of front suspension. When installing lower longitudinal rod of suspension, ensure that there is no clearance between torsion bar and frame support mounting surface side. Select spacer for the other side according to clearance (one piece for each place). After finish of the adjustment, tighten the mounting nuts at both ends to the specified torque. When installing upper longitudinal torsion bar of suspension, select a spacer for the clearance between the torsion bar and its mounting surface on frame support to adjust installation slope of front axle to specified value. Tighten the mounting nuts at both ends to the specified torque. When installing lateral torsion bar of suspension, select a spacer for the clearance between the torsion bar and its mounting surface on the support as needed. Tighten the mounting nuts at both ends to the specified torque. Install straight rod to suspension first. Ensure that there is no clearance between straight rod and left/right mounting surface side. Select spacer for the other side according to clearance (one piece for each place). After straight rod has been installed properly, install diagonal rod. Similarly, adjust length of diagonal rod until just appropriate by adding spacer to or removing spacer from the clearance between diagonal rod and the mounting surface on front support of left/right diagonal rod. D. Tighten all fasteners for installation to the specified torques. In case more than two fasteners constitute a set, recheck tightening torque after they have been tightened to the specified torque. E. The height control valve should work and the air spring should inflate and deflate normally. F. After the air spring has been deflated
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completely, there should be appropriate clearances between tires and vehicle bottom surface and any other parts (same when turning front wheel to left or right extreme position). G. When the air spring has been fully inflated under full load condition, there should still be adequate clearance around. H. When installing height valve, note that the > symbol on valve body should correspond to direction of the drive link inserted into the valve body and the drive link should move in the direction indicated by the arrow of the symbol. Note: The air springs on the chassis, especially front axle air spring may reach height of suspension under low pressure because of too low load, looking like underinflation even going flat. This is normal. 6. Use After a trouble-free operation test (approximate one million kilometers) performed by customers, the air suspension is proved to possess excellent performance, serviceability, and extreme high trouble-free running kilometers. In case of such failures as air line leakage or accidental airbag damage, the pressure protection valve in the air circuit can still maintain adequate brake air pressure on the vehicle and the buffer block in the air spring can form a rubber pad support, so that you can still drive the vehicle to the nearest service station safely under low speed. Correct use can reduce or avoid air suspension malfunction. The operating requirements for the air suspension are: 6-1 Do not overload vehicle It is not allowed to overload the air suspension. In addition, when driving on such good road surfaces as highway and a road, do not overload by more than 10%. 6-2 Maintain normal air supply pressure The air supply pressure of the air suspension system should be maintained within 5-8.5bar. 6-3 It is strictly forbidden to apply oil or grease

on rubber parts Do not apply lubricant or grease to any part of the air suspension system. Especially, it is strictly forbidden to use oil or grease on rubber parts. 6-4 Perform required service and maintenance as

to find out the cause and remove the trouble, repair it if necessary. . 7-2 Periodic safety inspection 7-2-1 The periodic safety inspection can be performed along with first class maintenance. Kilometer interval: 1,500-2,000. Or you can perform it at the safety inspection intervals specified for the fleet. 7-2-2 When checking, park the vehicle on a clean and flat ground (had better park it on an inspection pit), then apply parking brake and block wheels. (In the inspections and maintenances described below, this provision is omitted). 7-2-3 Items of the safety inspection:

See Service and maintenance for details on related specific requirements to service and maintenance. 7. Service & maintenance 7-1 Routine inspection & maintenance 7-1-1 Every day or before each trip, perform a routine inspection to the air suspension (at the same time when you perform routine inspection to other components on the vehicle). 7-1-2 Items of the routine inspection include:

A. Visually check the air spring for adequate and even inflation. B. Height of the suspension is normal and there is no leakage from the system. Simple inspection method: When you take over the vehicle from the manufacturer, park the vehicle under sound conditions on a level ground, and measure the distances between the four wheel centers and the fixed points which can be easily located on the body above the centers. Also, note the four data properly. At each inspection after that, what you need to do is to park the vehicle on a flat ground simply and then measure and check the four data for significant change. If no significant change is found, it indicates that height of the suspension is normal and there is no air leak from the system. 7-1-3 If it fails to pass the inspection, it is needed

A. None of fasteners gets loose; there is no loose soil, scale or metal wearer around bolt heads and nuts; none of washers gets loose. B. The air spring should inflate normally and the compactness of the airbags at both sides of one and the same axle should be uniform. Also, check the air spring for wear, damage and inappropriate bulge and adequate space and clearance around it; check and clear such soils as sandstone and broken glass adhering to outside of the piston on the air spring base. C. No oil leakage and damage should be found on the shock absorber and it should work normally. The simple method for determining that the shock absorber works normally is thermal test for shock absorber. D. No cracks should be found on any part and welding seam.

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8. Shock absorber 8-1 Shock absorber is the key component that is most liable to wear The function of the shock absorber in the air suspension has varied greatly from that when it is in a leaf spring suspension. Reason: Running speed of a vehicle equipped with leaf spring is comparatively low; acting stroke of a leaf spring suspension is restricted; also, internal friction of a leaf spring suspension is strong enough to automatically damp vibration; therefore, load of the shock absorber is comparatively low. To the contrary, vehicle speed of a vehicle equipped with air suspension is high; acting stroke of an air suspension is far too long; also, internal loss of the suspension structure is low and down stroke of the suspension is limited absolutely by the shock absorber; therefore, the shock absorber plays the key role in damping suspension vibration; in addition, it receives extremely strong force, has long piston stroke, high oil temperature and oil pressure, and is liable to damage; in a word, shock absorber is the key component that is most liable to wear in an air suspension system. 8-2 Install the shock absorber with appropriately matched function In a suspension system, shock absorber is designed to match function of the whole system. A shock absorber having appropriately matched function can help reduce wear and damage of costly suspension parts (e.g. air spring). It can also reduce tire wear and damage to the parts in the cab and on the chassis caused by vibration, and help reduce fatigue of the driver to improve driving safety. Therefore, periodic inspection and service to the shock absorber can help avoid the unpredictable failures which will cause forced stoppage of the vehicle and finally reduce operation and maintenance cost of the vehicle. Neither fail to replace a damaged or disabled shock absorber nor install one that is of incorrect type and has improperly matched function. 8-3 When will you replace shock absorber? A. During a visual check, the shock absorber is found damaged. For example:
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Upper or lower mounting ring is damaged. The bush in upper or lower mounting ring is damaged. The dust boot is damaged or it rubs or interferences with the shock absorber body. Bends (piston rod or body bends) or the body is deformed or depressed. Broken. Leakage (oil leakage other than oil infiltration). B. When any of the following symptoms is found, check the shock absorber carefully and perform a thermal test for shock absorber to judge and replace the damaged or disabled shock absorber. The air spring is damaged or split. Performance of the suspension deteriorates causing excessive vehicle vibration. Early damages of the parts in the cabin, the electric device system and the cooling system. Uneven tire wear. 8-4 Thermal test for shock absorber Function of the shock absorber is to damp vibration of the suspension system. In the process of vibration damping, it converts the vibrational energy of the suspension system to heat energy which will then be shed. The working temperature range of the shock absorber is from ambient temperature to around 176.Therefore, when you touch the shock absorber after it works normally, you will found that it changes from former lukewarm state to very hot state.
Dust boot

Body

In case no damage is found on the shock absorber

during visual check and you suspect that its inside is damaged or disabled (abnormal working), the simplest method is to perform a thermal test for shock absorber to judge. Steps of the thermal test: A. Run the vehicle under medium speed for at least 15 minutes. B. After parking, immediately check. Touch the chassis parts close to the shock absorber first to feel temperature of metalwork in the environment, and then touch dust boot and body of the shock absorber carefully. The shock absorber dust boot working normally is hotter than other parts while the shock absorber body is hotter than the dust boot. C. The temperature of a shock absorber having internal fault is significantly lower than that of the shock absorber at the other end of the same axle (temperature difference between shock absorbers on different axles does not mean shock absorber failure). For a shock absorber of which temperature is visibly low, remove it to check. D. Shake the removed shock absorber and carefully hear for metal impact sound from its inside. If any, it indicates that inside of the shock absorber is damaged. 8-5 Difference between oil leak and oil ooze of shock absorber Oil mist & oil ooze After a period of time of use, temperature of the hydraulic oil in inner chamber of the shock absorber body will rise. The oil vapor evaporated will be volatilized from the clearance between the piston rod and the gasket. When the oil vapor contacts outside cold air, it will condense on the shock absorber body to form an oil mist film which will always adhere to the whole shock absorber after mixing with flying sand and dust on road. In the oil ooze process, pressure of the oil at top of inner chamber of the body will rise when the shock absorber stretches. Then a little oil will adhere to the piston rod and be pulled out of the gasket. In subsequent compression stroke, part of the oil adhering to the piston rod will be scraped off by the
35

gasket and left outside the gasket, so that the gradually accumulated oil will flow down along the shock absorber body. Oil mist and oil ooze will occur inevitably when the shock absorber works normally and they are also necessary for normal working of the shock absorber because forming process of oil mist and oil ooze plays the role of lubrication and reduces friction and heat to help extend service life of the gasket. In case of positive confinement, no lubrication is enabled between the piston rod and the gasket, so increased friction force will cause the gasket to heat up and be burned and damaged rapidly. Oil leak Oil leak means that a mass of oil flows out from the gasket when the gasket is damaged or the damping hole on the piston is clogged. When oil leak occurs, very clear streams will be found at the body area from the seal down, and hydraulic oil accumulated until saturated accompanied by a thick layer of sticky dirty oil can be seen. When checking, stretch the shock absorber as possible as you can so as to see status of the body top blinded by the dust boot. Volume of the oil stored in the shock absorber should be adequate (around 500ml above). Leakage to certain extent is permissible. Adverse effect to performance of the shock absorber will appear only when the leakage exceeds 75ml. In a word, immediately replace the shock absorber on which oil leakage is found. The shock absorber on which oil mist and oil ooze occurs has no malfunction and requires no replacement. In addition, do not mistake oil mist and oil ooze for oil leak because it is difficult to differentiate oil ooze from oil leak of the shock absorber. Replacement of a normally working shock absorber will add unnecessary maintenance cost. 9. Fault analysis & maintenance Although the air suspension has excellent quality, serviceability and extremely long trouble-free running kilometers, some failures may occur on it due to many factors such as installation, adjustment, vehicle running and service and maintenance. To

help customers enable troubleshooting after cause analysis and save time and reduce maintenance and repair cost as much as possible during service and repair, the symptoms or status that may occur in the air suspension system and possible causes of the troubles are listed as follows: 9-1 Shock absorber failures & maintenance 9-1-1 Shock absorber failures ALeakage Height of suspension too high. Shock absorber installed incorrectly (for example, installation site of shock absorber upper bracket is too high). Model of shock absorber incorrect. Vehicle used improperly (running under too high speed on bad road surface or getting across such obstacles as pit, channel and ridge under high speed). A. Bore of shock absorber bush worn, deformed or rubber ply damaged.

(Differentiate among oil mist, oil ooze and oil leak) Height of suspension incorrect (too high or too low). Shock absorber installed incorrectly (for example, it is installed upside down or installation site of shock absorber upper bracket is incorrect). Model of shock absorber incorrect. Clearance around shock absorber insufficient. Vehicle used improperly; shock absorber working under overload; gasket damaged or worn prematurely. Gasket worn normally. BMounting ring of shock absorber outstretched or pulled open or shock absorber pulled to break.

Suspension too high or too low or installed incorrectly. Shock absorber installed incorrectly; mounting bolt not tightened or loose. Model of shock absorber incorrect. D. Shock absorber bending (piston rod or body bends); body depressed and deformed; dust boot damaged.

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C. After you have driven for a certain kilometers, check the shock absorber for normal operation. Note: When replacing the shock absorber, be sure to replace with a shock absorber matching former model correctly; otherwise performance and service life of the air suspension system will be reduced and the air spring and the shock absorber are likely to be damaged quickly. In case Model of shock absorber incorrect. Shock absorber installed incorrectly; installation site of shock absorber upper bracket too low. Model of air spring incorrect. Clearance around shock absorber insufficient; shock absorber impacted. Description: The shock absorber is the part most liable to wear. The repeated damage of which causes can not be located and that occurs not within a short time should be regarded as a normal situation. 9-1-2 Maintenance In case any of above failure occurs on a shock absorber, replace it. Please follow the normal method for vehicle repair to replace. The specific procedure is as follows: A. Remove upper and lower mounting bolts to take off the shock absorber. B. Replace with a new shock absorber, install fasteners and tighten them to the specified torques. Check length of the shock absorber. If the difference between its length and the standard length is greater than 6mm, check if height of the suspension or the air spring is correct. When necessary, adjust height of the suspension.
37

a customer replaces with a shock absorber not matching the former model by himself/herself, all problems arising from this shall be the customers sole liability. 9-2 Air spring failures 9-2-1 Types of air spring failures AAir spring goes flat (not inflated).

Pressure of air reservoir too low to open pressure protection valve. Pressure protection valve failed or its filter element too dirty. Air control line leaky or clogged. Height control valve failed or its flexible link getting loose.

BAirbag wear: Flank is worn even penetrated to generate holes. (as picture)

overloaded seriously. DUpper margin plate of air spring is raised.

Clearance around air spring insufficient. Upper location adjusting block of frame support sealing off or rubber bush in pin lug worn to cause suspension drift resulting in friction between airbag and tire, etc. Interferential friction of airbag caused by shock absorber damaged or line loose, etc. . The area where airbag licks piston is worn to generate lobe-shaped protuberance even holes. Sandstone, broken glass, etc. adhering to outside of the piston on air spring base. CUpper margin plate of air spring is depressed. Shock absorber failed or damaged or shock absorber model incorrect. Height control valve not working. Height of suspension too high; air spring working under above-normal air pressure for an extended period of time. Model of air spring incorrect (height is too low). ECracks or air leak occurs at joint between airbag and upper margin plate or piston or air leak occurs at root of screw or stud.

Height of suspension too low; air spring working under low air pressure for an extended period of time. Height control valve failed or its flexible link getting loose. Model of air spring incorrect (height is too high). Air supply pressure comparatively low; vehicle
38

Air supply pressure too high causing serious overload. Shock absorber failed, damaged or shock absorber model incorrect; airbag overstretched. Buffer contacting eccentrically causing local wear at joint between airbag and upper margin plate or piston.

F Air spring tilting; buffer pad contacting eccentrically. Air spring installed incorrectly; air spring askew longitudinally. Suspension installed incorrectly; air spring askew laterally. Upper location adjusting block of frame support sealing off or rubber bush in pin lug worn to cause suspension drift. GCrowfoot cracks are found on airbag. Rubber aging prematurely caused by grease, solvent, etc. adhering to or coating on airbag. Normal aging. HElasticity drops and gets harder and harder. Moisture in air reservoir not drained duly causing more and more water to accumulate in air spring. Description: Under normal service conditions, service life of the air spring can be 3-5 years or longer. 9-2-2 Replacement of air spring A. Use a jack or a support seat to prop the frame at the position about 51mm higher than normal height of the suspension. B. Bleed the air spring: Disconnect the mounting bolt at lower end of the flexible link of the height valve, turn control arm of the height valve down to bleed air in the air spring, and then disconnect the intake pipe on the air spring. C. Remove damaged air spring. D. Install a new air spring: attach upper margin plate of the air spring to frame girder or upper mounting plate of the air spring tightly, and then tighten fasteners to the specified torque. E. Connect air supply pipe of the air spring and install the bolt at lower end of the flexible link of the height control valve properly. F. Remove the jack or support. G. Start the engine to make system air pressure reach
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shutoff pressure of the air pump, and then check the system for air leak and the air spring for normal inflation. 9-3. Height control valve failures AVehicle tilts. Height control valve adjusted improperly. In case of significant differences between heights of suspensions on front and rear shafts and their design values, the vehicle will tilt longitudinally; in case of excessive difference between heights of the suspensions at both sides of one and the same axle controlled by the height control valve, the vehicle will tilt laterally. One height control valve malfunctioning or line obstructed causing the airbag under its control not to inspire or exhaust (airbag is either low or high). B Locking nut of the link is loose causing the link to be pulled open. Model of link incorrect or link installed improperly; length of thread of flexible joint screwed in connecting pipe too short. Two locking nuts on link not tightened; thread loose. CValve responds slowly. Air supply pressure too low. Height control valve dirty and/or line dirty or deformed. Moisture in air reservoir not drained duly; valve and/or line frozen due to moisture in air in freezing days. Bore of line and/or joint too small. 9-4. Suspension truss failures 9-4-1 Types of suspension truss failures AWheel track deflects; tire is worn excessively. Front axle and/or rear axle positioned incorrectly. Mounting bolt of thrust rod loose; rubber bush at end worn or damaged.

 Shock absorber damaged; performance suspension deteriorating; vibration serious.

of

BVehicle runs unsteadily; it is difficult to control. Mounting bolt of thrust rod loose. Mounting bolt between front axle and adaptive seat loose; weld between rear axle and adaptive seat of axle sealing off. Mounting bolt of thrust rod loose; rubber bush in end of thrust rod damaged, or mounting bolts of left and right supports at both ends loose, or torsion bar axle support sealing off. 9-4-2 Replacement & adjustment of thrust rod The thrust rod end is detachable. We suggest that customers replace thrust rod as a whole because removal of the thrust rod end requires related

special-purpose equipment. If you need to replace the thrust rod end, please do the job using special-purpose equipment. Remove the damaged thrust rod and then visually check related connecting pieces for sound conditions. If other parts are also deformed, we suggest that you service them first before replacing the thrust rod. Install a new thrust rod to the original position. Screw on related connecting pieces and fasteners, but do not tighten them to the specified torques (do so after finish of adjustment). After preassembled, adjust the thrust rod according to practical situation of the vehicle. Please refer to details in Installation & adjustment to adjust according to specific location of replacement.

Section
1. Overview The road wheel assembly mainly consists of rim and tire. It plays an important role on the vehicle (support weight of vehicle and load). (Retighten the tyre bolts with the specified torque every 500km mileage after replacement of a tyre.) 1-1. Main performances of tire Load-bearing characteristic: supporting load. Tractive characteristic and brake characteristic: transferring driving force and brake force of engine to ground. Buffering performance: absorbing impact from ground to improve ride comfort. Steering characteristic and straight driving stability. 1-2. Specification mark for tyre In general, various kinds of codes are used to represent the width of tyre, diameter of wheel rim, thickness of tyre, and other dimensions. The specification of tyre selected for this type of chassis:

Wheel & Tire

11-R-22.5-16PR-M grade

Speed grade Number of plies Normal diameter of rim

Code of radial ply construction Nominal section width of tire

Speed grade Speed grade indicates the maximum vehicle speed limit for the tire: Sign in English F G J K L M Maximum speed (km/h) 80 90 100 110 120 130

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This model of tyre is Shanghai Double Coins tubeless radial tyre.

Tread pattern, number of plies and speed grade of the tires of the same type may vary with their manufacturers. Customers should pay attention to this point when servicing and selecting tires: A Be sure to comply with related national provisions. For different vehicles, generally, the tires recommended by their respective manufacturers should be selectedThe Double

1) Strip pattern

Coin tyre is recommended.

B Select tires of appropriate types (including specification, ply rating, speed grade, etc.) according to service conditions (vehicle, load, route and road conditions, and installation site of tire). C Characteristic and purpose vary with tread pattern. Therefore, be sure to select appropriate pattern according to practical situation. 1-3. Tread pattern The tread patterns for various tires are designed for the following purposes. 1) To prevent longitudinal slip and side slip of tire. 2) To help shed the heat generated inside tire. 3) To prevent tread crack and damage. 4) To provide better adhesive capability and steering behavior according to types and models of vehicles. Tread patterns are roughly divided into strip pattern, flange pattern, and block pattern. But in practical application, these major patterns can be further combined into various forms to render special behaviors to treads. This pattern features several longitudinal ridges on external surface of tread. The design is also called raised line pattern. Its features include: 1. Low rolling resistance. 2. Good comfort. 3. Small side slip and good steering stability. 4. Low tire noise. 2) Flange pattern

This pattern that is called flange pattern in design features short lateral channels at outskirt of tread. Its features include: 1. Larger driving force and brake force are available. 2. Larger driving force is enabled on rugged road surface.

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3) Block pattern

1-4. Tubeless pneumatic tire

Inner bonding layer

This pattern features many independent lugs on tread. Its features include: 1. Good adhesive capability and large brake force are available. 2. Good mobility on snow and mud is ensured. 4) Composite pattern (strip pattern and flange pattern)
Tire valve

Threads

A butyl rubber seal course should be attached to inner surface of a tubeless pneumatic tire. It serves as an inner tube. Therefore, in a tubeless tire, high pressure gas locates in a chamber consisting of rim and tire thus ensuring good air tightness. Several chafers are made on the tire bead to ensure air tightness between it and rim. The chafer is a thin braid covered with a rubber layer. The rubber-coated textile formerly used does not apply to the tubeless tire because it has low resistance to air infiltration. For this reason, chafers are made on tire bead to reduce air infiltration, i.e. certain chemical treatment is made on the former tire bead to improve air infiltration resistance. Based on this, the rubber-coated seal courses constitute chafer. The chafer on the tire bead not only improves air tightness but also can protect the tire bead and prevent breakage due to inadvertence during assembly and removal. To improve sealing performance between rim and tire bead, inner diameter of tubeless pneumatic tire is slightly smaller than diameter of rim. Tire beads of some tubeless pneumatic tires are made in ridge shape to improve airtight seal.

This composite pattern has the following combined characteristics from strip pattern and flange pattern: 1. The strip pattern at tread center can ensure driving stability and prevent side slip. 2. The flanges on tire shoulder provide good adhesive capability and braking performance.

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2. Use & maintenance 2-1. Characteristics of tire Rate of wear of tire mainly depends on its material. But the rate also relates to slippage of the tread contacting ground and vertical load of tire. Tire wear mainly relates to the following factors: 2-1-1 Inflation pressure Effect of insufficient inflation pressure a. Too serious bending deformation causes inside temperature of tire to rise. This will then result in drop of strength and bonding power of carcass material thus causing disconnection between thread and carcass ply even tire blowup. b. Too serious bending is likely to cause map cracking (mainly at joint of tread and sidewall). It is also likely to cause fatigue fracture of cords. c. Too serious tire deformation will aggravate friction between tire bead and wheel flange causing damage to tire bead. d. In case of serious deformation, the critical velocity at which stationary wave will be generated in tire will drop, so that tire is likely to heat up resulting in premature damage. e. When air pressure is below normal value, irregular wear will occur on tire (e.g. tire shoulder is worn). This will affect service life of tire. f. In case of low inflation pressure, hysteresis loss generated when tire is rotating will increase to waste more energy. g. Frequency of retread is reduced. Effect of excessive inflation pressure a. Excessive tread tension is likely to cause tread rubber disconnection and map cracking at bottom of tread groove. b. Excessive tension and reduced strength property of cord make it liable to damage caused by impact burst and trauma.

c. Increased stress at tire bead is likely to break tire bead wires causing tire blowup. d. Bosses at center of tread will make its unit area loading increase to cause irregular wear (crown is worn). e. Function degradation of elastic medium of tire will affect ride comfort of vehicle. 2-1-2 Load Effect of excessive load a. Load and inflation pressure are in one to one correspondence. For a tire, excessive load under normal air pressure means a state roughly the same as low air pressure. Therefore, the failures that may occur under low internal pressure will also occur under high load. You should pay extra attention to this point. b. Excessive load is most likely to cause excessive wear of tire affecting service life of tire seriously. Frequent use under overload state will cut service life of tire by 20%-50%. c. Excessive load will make it approach to or exceed the load that tire can bear, which will affect durability and high speed performance of tire and cause its premature damage. 2-1-3 Speed Effect of speed to tire a. As speed increases, driving force, brake force and centrifugal force will also increase correspondingly, so that possibility of tire slip relative to road surface will increase causing abrasion to accelerate and service life of tire to be cut. b. As speed increases, deformation frequency of tire will also increase significantly. Then heating value will increase and malfunction is likely to occur. c. As speed increases, air friction will rise. Then hysteresis loss such as heat up will also waste more energy. d. As traveling speed increases, braking length will

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also extend. Therefore, when you increase vehicle speed, be sure to keep proper vehicle distance to facilitate braking and avoid unnecessary or frequent brake application to reduce damage to tires. 2-1-4 Cornering When cornering, vehicle is subject to a centrifugal force which is directly proportional to square of speed and inversely proportional to radius of curve. To resist this centrifugal force, tread will slip and deform to generate a radial force for balancing the centrifugal force. When a vehicle is cornering, tread is worn seriously. Tread wear is directly proportional to square of drift angle. 2-1-5 Braking performance The graph of relation between brake force and tire wear show: the higher the speed of a vehicle, the larger the slippage of its tires and the greater the brake force applied to the tread contacting ground during braking. Then tire will absorb the energy directly proportional to speed aggravating tire tread wear. 2-1-6 Road surface conditions

In the places where temperature varies greatly, generally, use the tires made from synthetic rubber, because temperature variation affects performance of tread rubber less than it does that of native rubber. When ambient temperature exceeds 16, wear resistance of synthetic rubber is far better than that of native rubber. 2-1-8 Coaxial arrangement & twin tire a. When using a twin tire, the larger the outer diameter of the tire, the more serious the tire abrasion. Therefore, use the tires of the same brand and specification then (had better use the tires manufactured in the same period). For the tires with section widths above 9.00in., the outer diameter allowance of twin tire is generally within 7mm; for the tires with section widths below 8.25in., the outer diameter allowance of twin tire is generally within 5mm. b. In case of outer diameter difference between members of a twin tire, the tire having smaller outer diameter should be installed at inside. c. In case of low inflation pressure and high load, the spacing between members of a twin tire is likely to decrease and they even contact. This will cause friction between tires generating heat and resulting in malfunction. 2-2. Inspection 2-2-1. Tire assembly Check tire for excessive wear, cord for damage, material for deterioration, and tire bead for damage. Check tire inside for damage and foreign material. Check tread for embedded stones, nails and other foreign materials.

Asphalt road Full cement road 2/3 sandstone 1/3 cement Sandstone road Unpaved road Sandstone

2-1-7 Temperature conditions

Wear extent

Ambient temperature

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Unit:mm Standard value for assembly Total runout of wheel (Normal to apposition direction) 2-3. Tire rotation Check tire valve and valve seat. Tire tread wear depends on position of the tire relative to vehicle center. Generally, rear tires are worn comparatively evenly. To the contrary, front wheel tires are worn unevenly because of effect of many factors such as front suspension system, steering system and front wheel alignment parameters. Even if receiving brake force only, they are still worn extremely unevenly. Tire rotation is used to prevent uneven abrasion. Generally, do the job every 8,000-12,000km depending on service conditions of different regions. To balance tire wear, refer to the positions shown in the figure to perform tire rotation. 3.03.0 or smaller Service limit 5.05.0 or smaller

Using tread tester, check total runout of tire. If the test result exceeds the specified value, check spoke disc and rim for deformation. When necessary, correct. 2-2-2. Spoke disc & rim assembly Check rim, flange and all surfaces for rust; check rubber for bonding with other foreign materials. If rust and foreign material adhesion exist, clear using steel brush and sand paper. Check weld zone of spoke disc and rim; check pin hole for wear and fracture. If any abnormal situation is found, replace.

2-4Front wheel balance High-speed running of vehicle is accompanied by many bad symptoms, for example, shimmy and pitching etc. of directive wheels. To avoid and reduce these troubles, degree of balance of front wheels should be improved. Now, we will introduce a static method for balancing of large-size tires:

Check rim for deformation and total runout. Check total runout as follows. Assemble spoke disc and rim onto wheel hub, rotate the unit slowly, and then mount a diameter detector or surface detector close to wheel hub to check.
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2-4-1Onboard front wheel balancing Before balancing operation, drive about 5-10km. In winter, drive longer. (It is absolutely necessary to rotate wheel hub bearings to warm up the grease on them.) Jack up front cross member of vehicle until front wheel can rotate freely. Loosen bearing nut until the wheel can be turned by applying a 300g tangential pulling force on wheel pin. Note: Do not under-tighten bearing nut. Simply meet above requirement. Repeat the pulling test for at least three times and pull different wheel pins each time. Start engine and then rotate the wheel for 2-3 turns. Wait until the wheel stops at a weighty position. Turn the wheel for more than three times repeatedly and mark underneath after each rotation stop. You can find equalization point of these weighty positions by comparing these marks. Note: During the test, keep engine running under idle speed. Locate weighty position on tire accurately through engine vibration. After a weighty position has been located, place a balance daub block at edge of the spoke disc opposite to the weighty point. Then, check the wheel for balance. Turn the wheel until the weighty point and the wheel axle center are on the same level plane. See if the unbalanced weight can make the wheel rotate. If the wheel can not rotate, turn the weighty point to another horizontal position and then observe. If the wheel still can not move, it indicates that the wheel has been well balanced. Fix the weight equalizer of same weight as the daub to corresponding retainer ring. Above balancing method can be used to balance wheels. After balancing, adverse effect of the residual unbalance to running of your vehicle can be reduced to low level. When taking 10.00-20-14PR tire as an example, the unbalance is 13kg-cm (this corresponds to 450g unbalanced weight on retainer ring). When the vehicle is running at 60km/h, shimmy will also occur.

You can use the method described above to limit unbalance within 3kg-cm. (Because presence of resistance from wheel hub bearing and oil seal, a maximum unbalance of 3kg-cm still exists after adjustment.) 2-4-2. Balancing balancing fixture front wheel using static

There is a shaft A on the static balancing fixture. The wheel assembly along with its hub and bearing can be installed on the shaft.

Bearing

Bearing

Assemble the wheel assembly on a shaft of comparatively high precision through the wheel hub and the bearing. Making resistance of this bearing B and that of the oil seal balance on the vehicle is a major factor for limiting unbalance. Whereas, on the static balancing fixture, bearing C supports the wheel through the shaft, so that rotary resistance is very small and so is the unbalance that can be tested. When you use this static balancing fixture to detect and balance a tire, the unbalance of the tire can be as small as 1.3kg-cm. Balance of front wheel tire can not only help restrain shimmy of front wheel during high-speed running but also extend service life of the tire. Therefore, we suggest that you balance all tires. 2-5Wear of tyre

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The improper method of use of the tyre will result in the dramatic wear of tyre. The abnormal wear of tread shows an appropriate operating environment and will affect the service lifetime of the tyre. The type of wear of the tread can indicate the cause of abnormal wear of tyre. The earlier finding and correction of the cause of abnormal wear during the use of tyre are very important, and it can increase the service time of the tyre. 2-5-1Toe-in & camber After careful adjustment of toe-in and camber on a side slip angle tester, side slip angle of front wheel can be zero. If front wheel has a certain side slip angle, front tire will receive lateral force continuously when the vehicle is running resulting in premature wear of the tire at one side. If premature wear tendency of front wheel tire exists, you should check toe-in and camber first. Wear caused by misadjusted toe-in and camber

3) Too large camber will cause visible wear on outer edge of front tread.

4) Bend of front axle beam will also cause above consequences. Lateral force

Wearing force that tire receives Centrifugal force that tire receives during turning

Blank

1) Too large toe-in will cause excessive wear on inner edge of front tread.

It can show change in tread wearing force effectively when the vehicle is running. Turn right and left continuously to subject the tire to a lateral force, and then a burrs effect will be generated on tread ridge as shown in the figure. Wear pattern of a tire indicates the form of the force applied to the tire, i.e. operating conditions of the components under frame and running status of the vehicle. 2-5-2Low inflation pressure Tire can reach its design performance only under recommended inflation pressure. Inappropriate inflation pressure will cause abnormal tire wear. Too low inflation pressure will increase sidewall deformation and tread slip and aggravate tire shoulder wear.

2) Too small toe-in will cause excessive wear on outer edge of front tread.

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Low inflation pressure will cause excessive wear on tire shoulder.

2-5-5. Wear generated during steering and braking

Too high inflation pressure excessive wear at tread center. 2-5-3Tire unbalance

will

cause

Wear at a certain local point on tread. It is caused by tire unbalance or too large eccentricity of rotary parts such as tire, rim and wheel hub. Both excess radial total runout and unbalance and loose parts can cause spot wear.

The scream generated during quick braking and sharp turning is a big enemy of a tire. As a consequence of tire slip, it indicates that the tire is being sharply worn, just like being filed. On the other hand, the vehicle pulling to one side during braking when it is running under high speed can also cause spot wear on the tire. Once spot wear is formed, local wear of wheel will be aggravated and become more obvious unless some corrective measures are taken. 2-5-6. Tire breakage Separation Cord breaker and cord fabric separate from tread

Spotty

Single-spot

rubber; one cord breaker separates from another cord breaker; or one cord fabric separates from another cord fabric. Break Cord of a tire is broken due to fatigue. When serious, fracture damage will occur throughout along perimeter of the tire or blowup will occur at one place. This breakage mainly occurs on tire shoulder and tire bead. Cut This is a kind of breakage caused by external foreign materials, such as glass fragments and nails etc. on road, entering or piercing into a tire. This breakage mainly occurs at local areas on crown, tire shoulder and sidewall. Sometimes, it also occurs at local contact site of non-skid chains used on snow. Sometimes, it not only occurs at rubber portion of a tire but also appears in the form of blowup breakage.

Abnormal wear on a tire will cause its vibration which will then aggravate the excessive wear thus causing its being prematurely discarded. In case single-spot wear appears on tread of a tire, check total runout and balance of the tire; otherwise, local wear will expand into global wear rapidly. We suggest that you perform a balance adjustment before high-speed running of your vehicle. 2-5-4. Loose parts Wheel bump caused by loose shafts and kingpins and other parts will cause spot wear on tire tread. In such a case, support front frame of the vehicle to check total runout of wheel and check for loose parts. Another cause of spot wear on tire is disalignment of brake and/or excessive total runout of brake drum. In case of excessive total runout of brake drum, abnormal contact will occur between brake lining and brake drum.
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 Fracture Fracture occurs at rubber portion of a tire. Sometimes, it will also extend gradually. When it extends to cord fabric, cord will be cut off. The major form of fracture damage is ozone fracture. The place where this fracture damage will occur depends on its cause. 2-6Tire maintenance 2-6-1. First class maintenance Check fixing nut for extent of looseness, tire valve for air leak, and tire valve cap for presence. Check pattern groove for pinched foreign materials; check tire for delamination or a series of malfunctions caused by other foreign objects. Check if front tire mating is appropriate and if rim is normal. Check if tire pressure is normal.

2-6-3 Standard air pressure a. The air pressure for tire inflation must conform to national standard. Inflate the tires of different types and specifications to their respective air pressures specified. b. For the vehicles using matched tires, inflate tires to the air pressures for front and rear wheels recommended by the automobile manufacturer and the tire manufacturer after negotiation. c. Dimension of a new tire will change (expand) after a period of time of use and corresponding inflation pressure will drop slightly. Therefore, check tire pressure before departure. After 2,000-3,000km road travel, be sure to check tire pressure and recharge to standard pressure. d. Inflation pressure for members of a twin tire should be identical. e. When the vehicle runs at high speed, increase inflation pressure by approx. 10%. f. Inflation pressure of tire will rise due to heat up caused by motion when the vehicle is running and it will restore after cooling down. Therefore, do not deflate when inflation pressure rises (tire heats up). g. Measure inflation pressure of tire under normal temperature. h. Gas release flow rate is a tire index and gas leakage can reach a relative balance in about three months, so frequent detection is absolutely necessary (if no abnormal situation is found, at least monthly). i. After each tire inflation, check tire valve using soapy water for air leak and then tighten tire valve cap properly. j. Keep spare tire of the vehicle always available. k. After standard pressure inflation, park the vehicle for 15 minutes, and then adjust tire pressure to prevent pressure drop due to temperature drop of compressed air.

Check between tire and all places of vehicle for rubbing. 2-6-2Second class maintenance After removing a tire, measure its outer diameter (for rotation and mating). Strip inspection of tire and rim:

Check outer cover for delamination, bead toe for wear, tire inside for internal damage, tire valve for sound condition, and rim for deformation; remove rust on rim and paint it; check bolt holes on rim for wear and cracks; clear foreign materials in pattern groove. Assemble the tire correctly and inflate it. Do not squat on it. Perform tire rotation as required.

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3. Excessive wear of tire and its first cause Wear pattern of tire First cause aCheck total runout of tire and wheel. Spot wear-serious plane spots are found or tire tends to enter polygon shape. bCheck total runout of wheel hub and bend of shaft. cCheck clearance between bearing and shaft. dCheck balance of rotary components. aEmergency braking and sudden start. (Once formed, this spot wear will become larger and larger causing the tire being prematurely discarded.) bA piece of canvas is placed inside tire. Serious wear on tire shoulder (in most cases, the serious wear occurs on outside tire shoulder of tread). Serious wear on opposite tire shoulder. b Check clearance between wheel hub bearing and kingpin. Tire shoulder wear. (Tire should is seriously worn) Feather-shaped edge wear. (Feather-shaped wear appears at one side of strip pattern tire) a. Load is too heavy or inflation pressure is too low. a. It occurs during sharp turning at high speed. b. Toe-in and camber exceed specified ranges. a. Generally, it appears on cross-country pattern tires. When used on front wheels, they receive brake force only. Feather-shaped edge wear. (Feather-shaped wear appears at one side of flange pattern tire) b. When used on rear wheels, cross-country tires will receive driving force and brake force alternately. cIt is preferable that you perform tire rotation periodically so as to ensure even wear. Wear pattern varies with tire position. aCheck if camber of toe-in is too large. bCause of serious wear is oversteering. aCheck total runout of wheel and tire.

Serious wear on tread at one side.

4. Installation, inspection & correction of tire Tires must be installed by trained professionals.

Deformation and mismatch of rim will cause abnormal wear and burst of tire bead.

Be sure to install tires with special equipment or had better install using machines. Be sure to correct balance of tire/rim unit (failure to install a tire in place and correctly or unbalance of tire/rim unit will cause vibration and noise affecting comfort and result in excessive wear reducing service life of the tire).
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4-1. Installation

1
Using nut, fix rim 1 onto the tire assembler. Fixing position is shown by the arrow in the figure. Fixed

Using cantilever crane, sling the tire and put it on the rim, coat contact perimeter of tire 2 and the rim with soap lye (as shown by the arrow), and then start the tire assembler to assemble the tire.

Apply soap lye

Using crane, sling the assembled tire and then put it on ground to inflate.

Measure tire pressure with an air pressure gauge. Note: For front wheels, within 8.3kgf; for rear wheels, within 8.3kgf. As shown in Figure. After checking that the air pressure reaches above value, install the tire valve.

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4-2. Inspection & correction 1. Check tire pressure. After measurement of tire pressure, adjust to specified value. Note: (1) The tire is charged with high pressure gas. Take care when checking and using it. (2) After the tire cools down, check air pressure. (3) Air pressures of inner and outer tires of rear wheel should be equal. (4) Use tires of same specification and type. (5) Install the tire valve cap. (6) Before high-speed driving, you need not to increase air pressure. 5. The simple method for correction of dynamic balance of tire is as follows: (1) Using chalk, mark out the places having biggest mass on tire flank, wheel rim and tire nut. (2) Turn the tire 180 along the marks and then assemble it. (3) Remeasure the place having biggest oscillation, then turn the rim 180 along this place and assemble it. (4) Measure tire oscillation. (5) If the oscillation amount exceeds the specified value after correction, replace the tire and the rim. 4Check total runout of the tire. Specified value: 3.5mm.

bCheck tire wear. (1) Check if degree of wear and tread pattern groove reach the specified level.
Tire shoulder

Mark Tread pattern groove

(b) When sidewall has been worn to the wear indicator or uneven wear or excessive wear occurs, replace with a new tire. 3Check the tire for cracks and damage.
Wear

Mark

Crack

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