BelaZ OJSC – Management Company of BELAZ–HOLDING

MINING DUMP TRUCKS

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

OPERATION MANUAL
75131-3902015 OM

Republic of Belarus

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 This Operation Manual provides detailed description of design and operating
principle of assemblies, units and systems of BelAZ-7513 mining dump trucks and
their modifications. The Manual presents recommendations for adjusting certain me-
chanisms and systems and provides basic operation and maintenance rules.

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

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

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

BELAZ OJSC – Management Company of BELAZ–HOLDING

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CONTENTS
1 GENERAL ..................................................................................................................................................................................1-1
2 SAFETY REQUIREMENTS AND WARNINGS ...........................................................................................................................2-1
2.1 Safety requirements .............................................................................................................................................................2-1
2.2 Fire Safety ...........................................................................................................................................................................2-3
2.3 Warnings .............................................................................................................................................................................2-3
2.4 Safety Rules and Welding Precautions ................................................................................................................................2-6
2.5 Warning Plates ....................................................................................................................................................................2-8
3 SPECIFICATIONS ......................................................................................................................................................................3-1
4 CONTROLS, INSTRUMENTATION AND CAB EQUIPMENT .....................................................................................................4-1
4.1 Controls and Cab Equipment ...............................................................................................................................................4-1
4.2 Instrumentation Panel ..........................................................................................................................................................4-2
4.3 Console with the dump truck controls ...................................................................................................................................4-3
4.4 Panel of the electric traction equipment................................................................................................................................4-5
4.5 Additional Instrumentation Panel ..........................................................................................................................................4-7
4.6 Control Panel of the Engine Starting Preheater ....................................................................................................................4-8
5 ENGINE SYSTEMS ....................................................................................................................................................................5-1
5.1 Diesel-Generator Set ...........................................................................................................................................................5-1
5.2 Engine Fuel Feed System ....................................................................................................................................................5-1
5.3 Engine Air Feed System ......................................................................................................................................................5-12
5.4 Cooling System ....................................................................................................................................................................5-14
5.5 Engine Starting Preheating System......................................................................................................................................5-15
5.6 Engine Pneumatic Starting System ......................................................................................................................................5-17
5.7 Exhaust System ...................................................................................................................................................................5-20
5.8 Maintenance of the Engine Systems ....................................................................................................................................5-24
6 TRACTION ELECTRIC DRIVE ...................................................................................................................................................6-1
6.1 General ................................................................................................................................................................................6-1
6.2 Electric Drive Apparatus.......................................................................................................................................................6-1
6.3 System of Ventilation and Cooling of the Electric Traction Drive ..........................................................................................6-7
6.4 Maintenance of the Traction Electric Drive and System of Ventilation and Cooling of the Traction Electric Drive..................6-10
7 REAR AXLE ...............................................................................................................................................................................7-1
7.1 Rear axle with the Reduction Gear Manufactured by BelAZ OJSC.......................................................................................7-1
7.2 Electric motor-wheel with reduction gear manufactured by OJSC “BELAZ” ..........................................................................7-2
7.3 Reduction gear of the electric motor wheel manufactured by BelAZ OJSC ..........................................................................7-3
7.4 Maintenance of the Rear axle Manufactured by BelAZ OJSC ..............................................................................................7-6
7.5 Rear axle of the GE Complete Electric Transmission (Modifications of the BelAZ-7513 and BelAZ-7513А Trucks) ..............7-8
8 RUNNING GEAR ........................................................................................................................................................................8-1
8.1 Frame ..................................................................................................................................................................................8-1
8.2 Suspension ..........................................................................................................................................................................8-2
8.3 Maintenance of the Suspension ...........................................................................................................................................8-7
8.4 Front Axle ............................................................................................................................................................................8-11
8.5 Maintenance of the Front Axle .............................................................................................................................................8-13
8.6 Wheels and Tyres ................................................................................................................................................................8-14
8.7 Maintenance of the Wheel and Tyres ...................................................................................................................................8-16
8.8 Mounting and Dismantling the Wheels and Tyres.................................................................................................................8-18
8.9 System for Monitoring the Air Pressure in the Tyres.............................................................................................................8-20
9 STEERING CONTROL ...............................................................................................................................................................9-1
9.1 Principle of Operation of the Hydraulic Drive ........................................................................................................................9-1
9.2 Steering Control Units ..........................................................................................................................................................9-3
9.3 Maintenance of the Steering Control ....................................................................................................................................9-12
10 BRAKE SYSTEMS ...................................................................................................................................................................10-1
10.1 General ..............................................................................................................................................................................10-1
10.2 Service Brake System ........................................................................................................................................................10-2
10.3 Parking Brake System........................................................................................................................................................10-10
10.4 Auxiliary Brake System ......................................................................................................................................................10-13
10.5 Rules of Use of the Brake Systems ....................................................................................................................................10-13
10.6 Maintenance of the Brake Systems ....................................................................................................................................10-13
11 PNEUMATIC SYSTEM .............................................................................................................................................................11-1
11.1 Components and Operation of the Pneumatic Apparatus ...................................................................................................11-1
11.2 Pneumatic System Apparatus ............................................................................................................................................11-2
11.3 Maintenance of the Pneumatic System ..............................................................................................................................11-5

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

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

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1 GENERAL

The BelAZ-75135 mining dump truck (hereinafter referred to as the truck) with the payload capacity of
110 tons and the BelAZ-7513, BelAZ-75131, BelAZ-75139, BelAZ-75137, BelAZ-7513А and BelAZ-7513В
dump trucks with the carrying capacity of 130 – 136 tons are intended for carrying the overburdens and miner-
als of various densities at quarries as well as soil and other bulked materials at the construction sites. The
overall dimensions of the dump trucks are shown in Fig 1.1.
The trucks are designed for driving on specially equipped roads with hard pavement having average
longitudinal slopes of (6 – 8%). In case of driving the dump trucks on roads with continuous longitudinal slopes
exceeding 6%, the inserts with reduced longitudinal slopes of up to 2% or horizontal sections with the length of
at least 50 m after every 600 m of the road with continuous slope shall be provided for. The roads shall be de-
signed for passing the vehicles with the axle weight of at least 170000 kg.
The roads as well as the grounds for loading and unloading the truck shall comply with the requirements
of the Code of Practice (СНиП) 2.05.07, Unified Safety Regulations for Open-Cast Mining of Minerals and Uni-
fied Safety Regulations for Open-Cast Mining of Coal.
The pavement surface of the quarry roads shall be smooth. The smoothness of the roads as determined
by the clearance under a rod with the length of (3 + 0.05 m) shall comply with the requirements of the Code of
Practice (СНиП 3.06.03) with the assessment criteria of “good” (the clearance shall not exceed 2.5 cm).
Should the road section with the length equal to the truck base contain up to five irregularities with the
depth of 3 to 5 cm or one irregularity with the depth of up to 10 cm, the dimensions of which in plane exceed
the tyre flat spot, the speed of the trucks on such sections shall not exceed 25 km/h. Should there be more ir-
regularities, the speed shall be maintained within the range of 15 to 20 km/h.
Driving the dump trucks on roads with the irregularities having the depth of more than 10 cm or 20 cm in
quarry faces and dumps and dimensions as specified above shall be prohibited.
The trucks are manufactured in the climatic versions N1, NF1, F1 and T1 according to the State Stan-
dard (ГОСТ) 15150. The climatic version is to be specified in the delivery contract.
The trucks are designed for operation in regions situated at the altitude of up to 2000 m above sea with
the respective modification of the tractive and dynamic characteristics.
It is recommended to operate the dump trucks in a complex with the excavators having the bucket ca-
3 3
pacity of 12.5 m to 20.0 m . The height of dropping the load to the platform floor shall not exceed 3 m, and the
weight of pieces of overburdens and minerals shall not exceed 4,5 tons.
The overall dimensions of the dump truck BelAZ-7513 in the basic grade with body of rated geometric
3 3
capacity of 46м (heaped 2:1 – 71м ) are shown in Figure 1.1.

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

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

Figure 1.2 – Dump truck for carrying coal. Overall dimensions

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

Table 1.1 – Designation of the year of manufacture

Year Designation Year Designation

2015 F 2017 H
2016 G 2018 J

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2 SAFETY REQUIREMENTS AND WARNINGS

2.1 Safety requirements

Prior to assembling, operation, maintenance and repair of the dump truck, the drivers and service per-
sonnel shall be given the obligatory instruction in safety engineering and safe methods and ways of performing
the works as well as observance of the general safety requirements for the motor vehicles. Here it is also ne-
cessary to follow the Unified Safety Regulations for Open-Cast Mining of Minerals, Operating Rules for Con-
sumers’ Electrical Installations, Safety Rules for Operating the Consumers’ Electrical Installations, Rules for
Design and Safe Operation of Pressure Vessels and Operating Manual for Tubeless Giant and Supergiant
Tyres for Oversized and Outsized Dump Trucks.
The drivers and servicing personnel shall be provided with protective clothes, safe footwear, protective
helmets, goggles and other personal protection equipment.
The enterprises operating the dump trucks shall ensure the safe labour conditions and develop the in-
structions for performing the maintenance and repair works which would provide for the written permit to work
with increased safety requirements as well as the works related to the maintenance of the fire extinguishing
system.
Besides, it is necessary to observe the below stated requirements conditioned by the dump truck design:
2.1.1 Prior to servicing and/or repair of the dump truck, apply the parking brake and put the chocks un-
der the wheels. The maintenance and repair works shall be only performed with the engine stopped except for
the works for adjusting the electric drive as provided in the respective documentation.
2.1.2 In case of stop of the truck on a slope, take measures to exclude its spontaneous movement: ap-
ply the parking brake, stop the engine and put the wheel chocks under the wheels.
2.1.3 Prior to leaving the cab, make sure that the parking brake is applied and the switch of the reverser
is set to the neutral position – ”N” (neutral), the traction electric drive is OFF using the switch on the console
(for dump trucks BelAZ–75135, BelAZ–75131, BelAZ–75139, BelAZ–75137 and BelAZ–7513B), as using the
switch deactivating the drive on the electric drive panel (for dump trucks BelAZ–7513 and BelAZ–7513А
equipped with electrical transmission “GE”).
2.1.4 When servicing and/or repairing the dump truck, the body shall be locked by means of a special
locking rope, both ends of which shall be drawn into the ears on the axle carter and fasten them by means of
towing pins. When doing this, there shall be no load in the body. Stuck load in the quantity not exceeding 3%
of the payload capacity is allowed. No works under the body lifted and locked by means of the rope when it is
loaded or under the tail wind with the velocity exceeding 6.5 m/s are allowed.
THE LOCKING ROPE IS ONLY DESIGNED FOR LOCKING THE EMPTY BODY.
NEVER LOWER THE BODY FORCEDLY IF IT IS LOCKED.
When the body is being lifted nobody shall stand close to the dump truck, because the soil remaining on
the body could cause an injury. Do not leave the cab when the body is being lowered or lifted.
2.1.5 The dump truck is equipped with ladders, footsteps, handrails and bodys to ensure the safety of
the works for assembling, adjustment and maintenance.
When performing the works without enclosures and/or handrails, the safety belt as well as portable lad-
ders and stands should be used. When doing this, the safety requirements shall be observed.
2.1.6 When moving on the ladders and top bodys (fenders), it is necessary to hold the handrails fitted on the
ladders, fenders, bonnets and cab so that there would be three supporting points at any time (either two hands and
one foot or two feet and one hand). The ladders and bodys shall be cleaned from dirt, snow and ice.
Never use the controls as handrails when entering or leaving the cab.
It is recommended to walk up and down the truck ladders while facing the truck.
2.1.7 Never stand or walk on the ladders, footboards, upper bodys (fenders or bonnets) and bodys in-
tended for servicing the truck.
2.1.8 Never jump down from the truck.
2.1.9 Never walk up or down the truck on the ladders or footsteps while holding tools or other things in
the hands. To lift or lower the tools and other things, use the lifting equipment ensuring the safety of the said
operations. When performing any works while standing on the ladders and/or bodys, nobody shall stand un-
der them.

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

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

2.2 Fire Safety

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

2.3 Warnings
2.3.1 Driving the dump trucks shall be only allowed to persons who have driving licenses issued by the
appropriate qualification board and appropriate qualification category according to the Safety Rules for Operat-
ing the Consumers’ Electrical Installations, having studied the construction, rules of operation and peculiarities
of the driving, and who has experience of working with quarry automobile transport.
2.3.2 The maintenance of the truck shall be performed by the technicians and electricians who have
studied the construction of the dump truck, rules of its operation as well as safety and fire prevention require-
ments.
2.3.3 Any faults detected in the truck operation process shall be eliminated without waiting for scheduled
maintenance that would prevent serious breakdowns.
2.3.4 The maintenance of the trucks shall be performed at the intervals specified in this Manual and un-
der conditions excluding the contamination of the parts and assemblies.

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

Table 2.1 – The limited allowed speed of driving the loaded

BelAZ-75131, BelAZ-75135 and BelAZ-75137 trucks downhill

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

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

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

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

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

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

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

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

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

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Table 2.4 – Monitored operating parameters of the dump truck systems

Parameter value
Monitored Parameters
Cummins engines MTU engines

Engine cooling fluid temperature, °С:

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

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

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

Oil pressure in the lubrication system, MPa:

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

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

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

2.4 Safety Rules and Welding Precautions

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

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

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

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2.5 Warning Plates

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

Figure 2.1 – Places for attachment of the warming plates:

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

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

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

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Figure 2.2 – Warning plate

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

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

Figure 2.3 – Warning plate

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

Plate III (Figure 2.4) is at-

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

Figure 2.4 – Warning plate

Instruction for Using the Body Locking Device

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

Figure 2.5 – Warning plate

Figure 2.6 – Warning plate

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

Figure 2.7 – Warning plate

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

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

Figure 2.8 – Warning plate.

Warning.
Read the operator's manual

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Figure 2.9 – Warning plate.

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

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

Figure 2.10 – Warning plate

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

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

Figure 2.11 – Warning plate

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

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

Figure 2.12 – Warning plate

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

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

Figure 2.13 – Warning plate

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

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

Figure 2.14 – Warning plate

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

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

Figure 2.15 – Warning plate

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

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 Specifications

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3 SPECIFICATIONS

The trucks are equipped with the engines manufactured by Cummins or MTU Companies, AC/DC elec-
tric traction drive manufactured by BelAZ OJSC or AC electric traction drives manufactured by General Electric
Company (GE150AС) or Electrosila OJSC (КТЭ-136).
The BelAZ-75135 truck is equipped with the Cummins КТА38–С diesel engine rated at 895 kW the en-
gine Cummins КТТА38–С with rated power of 1184 kWt (for modification 75135-10) and the AC/DC electric
transmission manufactured by BelAZ OJSC.
Depending on the modification, the BelAZ-7513 trucks can by equipped with:
– the Cummins QSK45-С engine rated at 1194 kW and the GE150AC complete AC electric transmission
manufactured by General Electric Company.
The complete electric transmission comprises the traction alternator, two power-wheels (reduction gear
assembled with the traction motor), block of dynamic braking resistors, ventilation equipment and complete set
of auxiliary equipment;
– the Cummins QSK45-С engine rated at 1194 kW and the GE150AC non-complete AC electric trans-
mission manufactured by General Electric Company (the reduction gears of the power-wheels are manufac-
tured by BelAZ OJSC.
The BelAZ-75131 truck is equipped with the Cummins КТА50–С engine with the rated power of
1194 kW and the AC/DC electric transmission manufactured by BelAZ OJSC.
The BelAZ-75139 truck is equipped with the Cummins КТА50–С engine with the rated power of
1194 kW and the КТЭ-136 AC electric transmission manufactured by Electrosila OJSC, KTЭ-160 AC electric
transmission only for modification 75139-90.
The BelAZ-75137 truck is equipped with the MTU12V4000 engine with the rated power of 1194 kW and
the AC/DC electric transmission manufactured by BelAZ OJSC.
Depending on the modification, the BelAZ-7513A trucks can by equipped with:
– the MTU12V4000 engine rated at 1400 kW and the GE150AC complete AC electric transmission
manufactured by General Electric Company.
– the MTU12V4000 engine rated at 1194 kW and the GE150AC non-complete AC electric transmission
manufactured by General Electric Company (the reduction gears of the power-wheels are manufactured by
BelAZ OJSC.
The BelAZ-7513B truck is equipped with the MTU12V4000 engine with the rated power of 1194 kW and
the КТЭ-136 AC electric transmission manufactured by Electrosila OJSC.
The specification of the dump trucks is given in Table 3.1.

Table 3.1 – Specification

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513

Parameters

Payload capacity, kg, not more than

equipped with the 33.00-51 tyres

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

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

Total weight distribution, %:

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

Cummins
КТА38-С

Cummins
Cummins КТА50–С MTU12V4000
QSK 45

1194 or
Rated power, kW 895 1184 1194 1194
1400
Rated rotational speed, rpm 1900
Rotational speed, at which the alternator
ensures the re-charge of the storage bat- 700
teries, rpm, not more than
Number of cylinders 12 16 12
Displacement, l 38 45 50 48,8
TRACTION ELECTRIC DRIVE
AC,
КТЭ-136,
AC/DE, AC, AC/DE, (КТЭ-160 AC/DE, AC, AC,
Model
BelAZ GE150AС BelAZ only for BelAZ GE150AС КТЭ-136
modification
75139-90)
СГТ-1000, СГТ-1000, ГСТ-800,
Traction alternator ГСН-500, GTA22 ГСТ-1, СГТC-1000, ГСТ-1 GTA22 ГСТ-800
СГДУ 89 ГСН-500 ГСН-500
Traction motor ЭК-420, ЭК-420, ЭК-420,
ЭК-590, ЭК-590, ЭК-590,
ЭД-136, 5GEB31 ЭД-136, ТАД-5 ЭД-136, 5GEB31 ТАД-5
ЭДП-600, ЭДП-600, ЭДП-600,
ТЭД-6 ТЭД-6 ТЭД-6
Maximum speed of motion with the rated
48 64 48 60 48 64 60
load on the horizontal road section, km/h
Gear ratio of the power-wheel reduction 28,8 – GE, 28,8 – GE,
gear 30.36 30,36 – 30,36 30,36 – 30,36
BelAZ BelAZ

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

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

Tyres Tubeless, pneumatic

Diagonal tyre size 33.00-51 HC 58 36/90-51 НС 58
air pressure in tyres, MPa 0,62 ± 0,025 0,6 ± 0,025
Radial tyre size 33.00R51 

0,725 ± 0,025 Bridgestone tyres

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

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Table 3.1 (cont'd)

BelAZ-7513A

BelAZ-7513B
BelAZ-75135

BelAZ-75131

BelAZ-75139

BelAZ-75137
BelAZ-7513
Parameters

REFILLING CAPACITIES, l **
Engine lubrication system 156 195 195 253
Engine cooling system two-row radiators – 410;
380 430 one demountable ra- 440
diator – 315
Fuel tank 1900
Hydraulic system 510
Reduction gears of the power-wheels, BelAZ reduction gears: 46x2=92,
(two) GE ones: according to the documentation for the traction electric drive
Suspension cylinder, kg:
front (two) 18x2=36
rear (two) 22,6x2=45,2
CONTENT OF PRECIOUS METALS
Gold 0,024 0,025 0,052 2,009 0,039 0,020 2,016
Silver 796,960 204,676 170,426 2343,639 319,197 159,746 2498,114
Notes
1. The “*” mark indicates that the platform of another capacity can be installed on the customer’s order. The platform capacity is to
be determined by the terms and conditions of the contract and can be selected from a series of standard sizes offered by the manufac-
turer.
Standard series of the platform sizes: 46 m3 / 71 m3; 50 m3 / 76 m3; 55 m3 / 80 m3; 60 m3 / 84 m3; 63 m3 / 87 m3; 104 m3 / 135 m3.
2. The "**" mark indicates that the refilling capacities were obtained from the testing results and given for reference only; the refil-
ling shall be performed according to the recommendations of the respective chapters of this manual.

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4 CONTROLS, INSTRUMENTATION AND CAB EQUIPMENT

4.1 Controls and Cab Equipment

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

Figure 4.1 – Controls and cab equipment:

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

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

4.2 Instrumentation Panel

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

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For the description and rules of use of the automatic centralized lubrication system including the push-
button switch 21, see the operating manual for the system.
On pressing the switch 22 the swivelling lights for illuminating the engine compartment.
The switch 23 is intended for actuation of the beacon on the cabin (beacon can be installed on the cus-
tomer’s order).

Figure 4.2 – Instrumentation panel:

1 – ladder illumination switch; 2 – switch of the deck illumination spotlight; 3 – switch of the working zone illumination light;
4 – switch of the lights for illuminating the lateral space; 5 – electronic instrumentation panel; 6 – fuel priming pump switch; 7 – switch for
forced actuation of the fuel cooling system; 8 – switch for running forcedly the engine fan; 9 – engine speed governor switch (for truck BE-
LAZ-7513, BELAZ-75131 and BELAZ-75139); 10 – hazard waning light switch; 11 – climate control unit; 12, 14 – switch for heating of rear
view mirrors; 13 – cigarette lighter; 15 – rear window heating switch; 16 – switch of the rear windshiels wiper and washer; 17 – ignition key
switch; 18 – alarm relay; 19 – switch of the rear fog light; 20 – switch of the front fog lights; 21 – pushbutton switch of the centralized lubri-
cation system; 22 – switch of the swivelling lamps for illuminating the engine compartment; 23 – beacon switch

4.3 Console with the dump truck controls

The handle 1 (see Figure 4.3.) of the parking brake actuation valve is fixed in two extreme positions.
When the handle is in the upright position, the truck is braked. To unbrake the truck, pull the cock handle up-
ward and move it forward to the horizontal position. When the handle is in an intermediate position, the braking
efficiency will be proportional to the angle of its turn (following action).
When parking brake is applied (when setting the parking brake to the “включено” (ON) position), actua-
tion of the transmission is locked up (forward motion and reverse motion) function of protection against motion
gets enabled.
The electric drive switch 2 (transmission) has two positions:
– in the upper position (Т), the traction electric drive is ON;
– in the lower position the traction electric drive is OFF.
For dump trucks BelAZ-7513 and BelAZ-7513A (with electric transmission “GE”) the electric drive
switch 2 is not connected (not connected to the dump truck board power circuit.
The arm 3 of the electric drive reverser has four fixed positions:
N – neutral;
D – forward motion;

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R – reverse motion;
– load brake – braking of the dump truck during the loading/unloading operations.
Aiming braking dump truck during loading-unloading or in emergency situation when parking brake valve is
faulty when switchover reverser is shifted to the position “ ” automatic application of rear service brakes occur.
On pressing the button of the non-fixed switch 4, the fuel feed is shut off and the system for releasing
the pressure in the hydropneumatic accumulators of the steering control.
The switch 5 of the body dumping mechanism has three positions:
– the middle position of the handle corresponds to the neutral position;
– the handle is turned counter-clockwise up to the stop: lifting the body;
– the handle is turned clockwise up to the stop: lowering the body.
The switch handle can be only moved to any position after being pressed up to the stop.
The handle is provided with a built-in warning lamp, which lights up when the handle is outside the neu-
tral position.
The body can be stopped in any intermediate position in the process of its lifting or lowering by setting
the switch handle to the middle position.
The switch 6 is intended for disabling the interlock preventing the body from lowering during the motion of
the dump truck when the traction electric drive is on. It is necessary for holding the body in the lifted or middle po-
sition when manoeuvring during the unloading. The switch shall be held down for the whole time of manoeuvring.
The pilot lamp in the button is steadily lit when the engine is running and the dump truck is moving.
7 – plug.
The ON position of the switch 8 sets the electric braking mode for maintaining the constant speed of the
dump truck motion.
The speed would be set by the operator depending the electric braking pedal angle and will be maintained
the same as it was at the actuation moment (except for dump trucks equipped with electric transmission “GE”).
For dump trucks BelAZ-7513 and BelAZ-7513A (with electric transmission “GE”) the constant motion
speed in the electric braking mode is set by potentiome-
ter (look further in the section 4.4.2).
When the switch is in the OFF position, the pedal
of electric braking controls electric braking mode – more
pressing corresponds to more braking.

Figure 4.3 – Console with the dump truck controls:

1 – parking brake control valve; 2 – electric drive switch
(transmission); 3 – electric drive reverser switch arm with pawl;
4 – engine-stopping pushbutton; 5 – switch for lifting and lowering the
body; 6 – body interlock switch; 7 – plug; 8 – switch of the electric
braking modes

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4.4 Panel of the electric traction equipment

4.4.1 Panel of the electric traction equipment of the BelAZ-75131, BelAZ-75135 and BelAZ-75137
trucks (electric transmission manufactured by BelAZ OJSC)
The arrangement of the instruments and controls of the traction electric drive in the driver's cab is shown
in Figure 4.4.
The indicator 1 “SPEED REDUCTION” (orange) informs in blinking mode that dump truck has reached
maximal allowed speed. In case, when dump truck exceeds speed limit the indicator lights up constantly, the
traction mode gets switched off automatically and the electrodynamical braking mode gets actuated.
Deactivation of retarding as well as indicator occurs automatically after speed is reduced. To actuate
traction drive power circuit again release accelerator pedal to zero position and depress it again.
The indicator 2 “PROTECTION” (red) indicates about the operation of one or more protective facilities
of the traction electric drive.
Indicator lights up in case of traction electric drive breakdown. Indicator actuation is followed by deacti-
vation of traction electric drive power circuit. An Operator should stop dump truck applying service brake, per-
form protection release and try to transport dump truck to the safety area.
In case of repeated actuation of the indicator when trying movement apply parking brake and call spe-
cialist for diagnostics and repair.
The indicator 3 “BODY” (red) informs about chassis fault of the traction electric drive power circuit. Act-
uation of this indicator don’t lead to deactivation of power circuit. Operator must stop the truck in the safety
area, apply parking brake and call specialist for diagnostics and repair.
The indicator 4 “OVERHEAT” (orange) blinking informs that the temperature of the traction electric
drive components exceeds the allowable value.
At the same time, the automatic countdown of the interval of two minutes provided for the driver to stop
the dump truck. Should the temperature decrease within this time, the protective facility will be switched off, the
pilot lamp will go out, and the driver will be allowed to continue driving.
If during this period of time the temperature doesn’t’ drop, the lamp lights up steadily together with indi-
cator “PROTECTION”. Deactivation of traction electric drive power circuit occurs. An Operator should stop
dump truck applying parking brake and call specialist for diagnostics and repair.
The indicator 5 “SPEED STABILIZATION” (green) informs about switching on the electric braking mode
for maintaining the constant speed of the dump truck motion when the speed stabilization switch on the in-
strumentation panel is set to the ON position.
The visualization panels 6 of the traction electric drive control system (TEDCS) is described in the ma-
nual to be provided in the complete set of the documentation for the traction electric drive.

Figure 4.4 – Panel of the traction electric equipment of the BelAZ-75131, BelAZ-75135 and BelAZ-75137 trucks:
1 – indicator of the ON state of the speed limiter; 2 – indicator of operation of the protective facilities of the traction electric drive;
3 – indicator of the chassis fault of the power circuit; 4 – indicator of overheating of the traction electric motors; 5 – indicator of the ON
state of the speed stabilizer; 6 – panel of visualization of the traction electric drive

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

Figure 4.5 – Panel of the traction electric equipment of the BelAZ-7513 and BelAZ-7513А trucks:
1 – switch of the drive deactivation (standstill state); 2 – engine warming-up switch; 3 – data saving switch; 4 – potentiometer for
controlling the dynamical braking speed; 5 – diagnostic information panel

4.4.3 Panel of the traction electric equipment of the BelAZ-75139 and BelAZ-7513В trucks (elec-
tric transmission manufactured by Elektrosila OJSC)
The arrangement of the instruments and controls of the traction electric drive in the driver's cab is shown
in Figure 4.6.
“Speed limitation” indicator 1 – the truck has reached the specified maximum motion speed.
“Protection” (“Emergency” in the documentation for the electric traction drive manufactured by Elek-
trosila OJSC) 2 – the circuit breaker QF4 in the control cabinet is tripped or the electric drive of the dump truck
is faulty.
“Body” Indicator 3 – reduction of the resistance insulation in the power part of the drive.
“Overheating” indicator 4 – fault in the temperature control system or overheating of one of the com-
ponents of the part of the electric drive.
“Drive readiness” indicator 5 – indicates that the self-testing of the system has passed successfully
and the truck is ready for motion.
CAN indicator 6 – indicates that there is communication with both inverters.

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The cab controller 7 of the traction electric drive control system is described in the manual to be pro-
vided in the complete set of the documentation for the traction electric drive.
The instrumentation and controls are described in more details in the complete set of the operating do-
cumentation of the traction electric drive manufactured by Elektrosila OJSC.

Figure 4.6 – Panel of the traction electric equipment of the BelAZ-75139 and BelAZ-7513В trucks:
1 – indicator of the ON state of the speed limiter; 2 – indicator of operation of the protective facilities of the traction electric drive;
3 – indicator of the chassis fault of the power circuit; 4 – indicator of overheating of the traction electric drive; 5 – indicator of readiness of
the traction electric drive for operation; 6 – inverter state indicator; 7 – cab controller

4.5 Additional Instrumentation Panel

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

Figure 4.7 – Additional instrumentation panel:

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

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4.6 Control Panel of the Engine Starting Preheater

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

Figure 4.8 – Control panel of the starting preheater:

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

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

5.2 Engine Fuel Feed System

The fuel feed system of the engine consists of the fuel tank 6 (figure 5.5) with the fuel transfer pump 5,
fuel heater with filter 1 (or fuel preliminary filter for the tropicalized design truck), fuel pipelines and fuel feed
control actuator.
On the customers’ order the trucks can be equipped with the fuel pre-cleaning filter 2 (figure 5.5, view a)
manufactured by the Fleetguard Company can be installed instead of the fuel heater with filter 1. It is bolted to
the right frame girder in the frame front part. The filter is used as a primary one for the preliminary cleaning of
fuel and installed between the tank and the fuel filters of the engine.
The fuel heater is connected to the truck board power line and gets actuated automatically when the fuel
0 0
temperature inside fuel processor is below 4 C and gets OFF when the temperature if of 15 C.
THE TRANSPARENT FILTER BOWL IS NOT FILLED WITH FUEL FULLY WHEN THE ENGINE IS RUNNING. IT
WILL BE FILLED GRADUALLY AS THE FILTER BECOMES CLOGGED. THE FILTERING ELEMENT SHALL BE RE-
PLACED WHEN THE FUEL LEVEL WILL REACH ITS TOP EDGE.

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

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

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

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

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

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

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

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

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

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

Fuel distributor.
The fuel distributor is intended for distributing the fuel flow to be drained from the engine to the fuel tank.
The distributor is electrically operated.
If the allowable temperature (40+3 С) is exceeded, the thermal sensor gets actuated, the distributor
0

solenoid is powered 1 (figure 5.7) and solenoid pulls the pusher 2 in. Under the latch 7 spring action the piston
4 moves connecting channels II, III for circulation of fuel through the cooler and the channel I gets shut off. The
fuel is passed to the fuel cooler and then drained into the fuel tank.
The fuel cooler is an aluminium radiator installed in front of the engine cooling system radiators.

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Figure 5.7 – Fuel distributor:

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

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

Figure 5.8 – Fuel feed control actuator:

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

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

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

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Adjustment of the fuel feed actuator:

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

Figure 5.10 – Fuel heater with filter:

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

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Fuel prefilter is installed instead of fuel heater for tropicalized truck. The filter design is similar to the
heater design. Coil pipe is excluded from the filter casing and connected to the engine cooling system.
Fuel tank.
The fuel tank has welded construction has rectangular shape (Figure 5.11). The partitions and walls
form the water drainage sump as well as the feed and intake compartments in the internal cavity of the tank.
The tank is equipped with a filler neck 2, fuel intake with the suction pipe 8 with grid type filter and shut-
off cock 9, control lantern and electric sensors of the maximum and minimum fuel levels, drain plugs 7, breath-
er 1 and covers of the hatches for cleaning the tank.
From the suction pipe 8, the fuel is passed through the pipelines to the fuel heater and then fed to the
engine fuel filters. The fuel drained from the engine flows to the top point of the fuel tank.
The sensor of the minimum fuel level gives a signal to the warning lamp located on the instrumentation
panel when the fuel level in the tank reaches the minimum value, the sensor of the maximum fuel level gives
the signal to the lantern mounted on the front wall of the tank when the fuel level in the tank reaches the maxi-
mum value to avoid overfilling.
The quantity of fuel in the fuel tank is shown on the display of the loading and fuel monitoring system
(LFMS) located on the electronic instrumentation panel (for more details, see the Operating Manual for the
loading and fuel monitoring system).
To provide the redundancy of the electronic fuel gauging system, the upper wall of the tank is provided
with a probe 6, the metal tape of which has marks with digits indicating the fuel quantity in litres.
On the customers’ request, in order to facilitate the engine start-up at low ambient temperatures the
thermoelectric heating elements can be installed in the fuel tank intake compartment. Elements are powered
from an external DC circuit with voltage of 24 V. In order to observe fire safety requirements it is necessary to
connect thermoelectric elements to the circuit, when the tank is filled with fuel more than of its half capacity.
0
Fuel heating temperature must not exceed 40 C.

Figure 5.11 – Fuel tank:

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

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

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

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Fuel transfer pump.

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

Figure 5.13 – Fuel transfer pump:

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

5.3 Engine Air Feed System

The air feed system of the engine serves for providing the air intake and cleaning in the air filters
mounted in the dump truck front part in the brackets of the fenders supports and feeding the cleaned air via
pipelines, hoses and fittings to the turbocharger and further to the engine cylinders. Each of the BelAZ-75135,
BelAZ-75131 or BelAZ-75139 trucks is equipped with two air filters and each of the BelAZ-7513, BelAZ-
75137, BelAZ-7513А and BelAZ-7513В trucks are equipped with four air filters.
The air filter (Figure 5.14) is of combined three-stage type with cardboard filter elements. The first stage
consists of centrifugal inertial apparatus (cyclone) 9 for preliminary cleaning of air; the second stage consists of
the paper filtering element 2 for final cleaning of air and safety element 3.
The inertial apparatus consists of ten cyclones 9 closed by the cover 8. Under the action of the under-
pressure in the suction chamber of the turbocharger, the outside air is sucked into the cyclones through swir-
lers. In the swirlers, the air is brought into the rotary motion due to that the coarse dust particles are separated
from the air flow and removed through the holes Е in the cyclones.
The air cleaned in the inertial apparatus is passed through the final-cleaning filtering element 2 and pro-
tective element 3. The filter elements are non-separable. They are made of special porous paper featuring by
low resistance to passing of air and high filtering capacity. The filter elements are made in the form of the cy-
linders and consist of corrugated paper filter, internal and external protective covers made of corrugated metal-
lic sheets, upper and lower covers. Each filter comprises one main and one protective filtering element fas-
tened to the holder 4 by means of the nuts.
The protective element protects the engine in case of damage of the main element.
The air cleaned in the filters is fed to the turbocharger via suction pipeline. The sensors of clogging of
the filters are mounted on the pipes downstream the air filter for monitoring the condition of the main filtering
element.
As the filtering element gets clogged, the underpressure in the suction pipeline increases; on reaching
the maximum allowable state the sensor operates and the warning lamp on the instrumentation board lights up
to signal about the necessity of replacement of the main filtering element.

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The dump truck modification ХЛ1 on the customer’s order can be equipped with filters with different de-
sign of the cover 8. The cover has the oval stamped holes for sucking air on the from wall only (from the side
for the dust guard) and the rear wall has the hole for sucking the air from the engine compartment. The air filter
operates in the winter-summer mode. In the summer mode, both the outside air and air from the engine com-
partment are sucked; in the winter mode, the cover 10 is fitted onto the front wall of the air filter so that the air
is sucked from the engine compartment only.

Figure 5.14 – Air filter:

1 – casing of the air filter; 2 – main filtering element; 3 – protective filtering element; 4 – filtering element holder; 5, 12, 14 –
gaskets; 6 – cyclone holder; 7 – cyclone pipe; 8 – cover; 9 – cyclone; 10 – cover; 11 – dust guard; 13 – seal; 15 – nut; 16 – cyclone seal
Е – dust-throwing hole in the cyclone hood

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5.4 Cooling System

The cooling system of the engines is of closed liquid type, with the forced circulation of the cooling fluid.
The BelAZ-75135, BelAZ-75131 and BelAZ-75139 trucks are equipped with the single-circuit cooling system
and the BelAZ-7513, BelAZ-75137, BelAZ-7513А and BelAZ-7513В trucks – with the double-circuit one. The
double-circuit system consists of two independent circuits, one for cooling the engine and another for cooling
the charge-air.
The engine starting preheater, fuel heater and the cab heater radiator are connected to the engine cool-
ing system.
The cooling system of the truck in the tropical version is not equipped with the radiator louvers, engine
starting preheater and fuel heater (fuel primary filter is installed instead of fuel heater).
The optimum temperature regime of the engine id maintained by the automatic system which controls
the fan and louvers of the radiators depending on the cooling fluid temperature. At the cooling fluid tempera-
ture of 75 С, the louvers of the radiators are opened and at 80 С the engine fan is switched on; at the tem-
0 0

perature of 67 С, the process is reversed.

0

The forced cooling of the engine prior to stopping the same is performed by setting forcedly the switch
located on the instrumentation panel to the ON position. The fan impeller is mounted on the engine and the ra-
diator louvers have automatic control actuator from the pneumatic cylinder.
It is recommended to use special cooling fluids for the engine cooling system according to the operating
manual for the engine in all seasons. It should be kept in mind that the low-freezing cooling fluid is toxic and
capable of causing poisoning unless sanitary norms are observed.
The radiators are four-row single-pass split ones with solid-drawn flat-oval pipes. They are installed in
front to the engine in two units. Each radiator unit is mounted on two supports and fastened by means of rods
to the brackets of the fenders from both sides.
The radiator consists of two casings, the upper and lower ones, with four-row seamless plane-oval tubes
and cooling plates. Between the casings there is a spacer sealed by means of gaskets on both sides. The end
plates of the casings and the spacer are bolted together. The upper and lower radiator tanks are bolted to the
end plates of the casings and sealed by means of gaskets. From the sides, the casings are closed by pillars
which are fastened to the tanks and spacer.
The radiators are connected through the pillars in pairs into two units. The louvers of the radiators are
fastened to the front unit and the fan guard. The brackets fastening the radiator units to the truck frame are
bolted to the lower tanks of the radiator units.
The expansion tank is provided with a filler neck through which the system is filled with cooling fluid. The
cooling fluid level shall be to the bottom end of the filler neck pipe.
The filler cap are leak-proof and fitted with the vapour and air valves. The vapour valve is adjusted to the
positive pressure of 0,09 – 0,12 MPa and the air one – to the underpressure of 0,001 – 0,013 MPa.
The cooling fluid level sensor is installed in the expansion tank. In case of emergency cooling fluid level
in the engine cooling system, the warning lamp on the instrumentation panel lights up and the audible alarm is
heard at the same time.
One demountable radiator, which consists of thirteen cooling elements united by upper and lower tanks, is
installed instead of two-row installation of radiators (four radiators in two rows) in cooling system of BelAZ-75131
and BelAZ-75139 trucks from October, 2015.
Draining the cooling fluid.
To drain the cooling fluid from the system quickly and completely, it is necessary to remove the cap from
the expansion tank and open the cocks. When screwing out the cap of the expansion tank, be careful and wait
for cooling down of the engine cooling fluid, because the steam in the tank can be pressurized.
After draining the fluid, refit the cap and leave the cocks open. To drain the cooling fluid from the cab
heater radiator, open the cocks on the pressure pipeline.
To drain the cooling fluid, open the drain cocks on the engine (see the operating manual for the engine),
cocks on the starting preheater and starting preheating pipes (2 off) and those on the cooling system pipes (3 off).
It has been practically ascertained that no complete draining of the cooling fluid from the upper portion of
the bodies of the thermostats and, respectively, water pipes connecting the thermostats with the radiator is en-
sured on the engine after draining the cooling fluid through all the above valves due to the engine design fea-
tures. To remove the cooling fluid from the thermostat boxes completely, it is necessary to disconnect the wa-
ter pipes from them and drain or remove water through the opened holes with disassembling the thermostat
boxes along the split line. The cooling systems can be equipped with plugs instead of the cocks.

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5.5 Engine Starting Preheating System

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

Figure 5.15 – Starting preheater:

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

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0
The injector shall atomize the fuel in the form of fog-like cone with the angle of at least 60 . The solenoid
valve 18 serves cuts off the fuel feeding to the injector when switching off the preheater. The glow plug 15 is
intended for ignition of fuel when firing the preheater.
When firing the preheater, the fuel is fed by means of the pump through the open solenoid valve into the
injector and further, under pressure into the combustion chamber. In the combustion chamber, the fuel is
mixed with air delivered by the fan and ignited from the glow plug at the starting moment. After igniting the fuel,
the glow plug is de-energized and the burning is maintained automatically.
Prior to firing the preheater, it is necessary to open isolating cocks of the cooling system located at the
fittings at the preheater inlet and outlet (one cock on the inlet fitting for dump truck BELAZ-75135), check the
presence of fuel in the fuel tanks, open the cocks on the fuel tank and fuel heater. Set the electric motor switch
4 (see Figure 4.8) to the “Работа” (Operation) position for 10 – 15 s. The solenoid valve switch 3 shall be in
the “Продув” (Purging) position.
Switch on the glow plug for 30 – 40 s by turning the switch 2. Then the control spiral 1 connected serially
with the plug shall become heated to bright red colour. After 30 – 40 s from the moment of energizing the glow
plug, set the solenoid valve switch 3 to the “Работа” (Operation) position and the motor switch 4 – to the
“Пуск” (Start) position. At the ambient temperature of above minus 15 С, the switch 4 on the control panel may
0

be set immediately to the “Работа” (Operation) position without setting it to the “Пуск” (Start) one. After ignition
of fuel in the preheater burner that can be detected by buzzing of the flame, release the lever of the glow plug
switch and set the switch 4 to the “работа” (Operation) position.
If no specific rumble of the flame is heard from the preheater boiler, set the electric motor switch 4 to the
neutral position and the solenoid valve switch 3 – to the “Продув” (Purging) one and then repeat the starting
process. If the preheater failed to start working within 3 min, check the presence of fuel in the fuel pump; to do
this, disconnect the tube for feeding the fuel to the fuel pump and vent the air locks.
Once the fuel flow appears again, reconnect the tube and repeat the starting process. If the preheater
fails to run after that, check the fuel feeding into the combustion chamber and the glow plug incandescence.
The preheater running is considered normal, if after 3-5 min the pipeline feeding the fluid to the engine
cooling jackets will be hot and the outer cover of the boiler – cold with hearing the even rumble of flame in the
boiler. If the boiler cover gets hot and/or there are pulses of boiling fluid, switch off the preheater, determine
the cause of absence of the circulation and eliminate the fault.
To switch off the preheater, cut off the fuel feeding into the combustion chamber by setting the solenoid
valve switch 3 to the “Продув” (Purging) position. After 1 – 2 min of operation without burning, switch off the
electric motor by setting the switch 4 to the neutral position.
When using the starting preheater, observe the following rules:
– never leave the dump truck during the operation of the preheater. Be ready to eliminate immediately
any fault having arisen. In case of fire, shut immediately the cock of the fuel pump, switch off the preheater and
then proceed to extinguishing the fire;
– never warm up the engine in a closed room without ventilation; otherwise the personnel could be poi-
soned with carbon monoxide;
– engine start-up preheater is connected to the engine cooling system via one or two disengaging valves
(see above), excluding the circulation of coolant through the preheater when the engine running. Before start-
ing the preheater after filling the cooling system open the disengaging valve (or two valves), unscrew plugs on
the outlet pipe of the preheater and on its outside jacket and release the air out of the system;
– start-up the preheater without cooling fluid in the boiler and/or adding the cooling fluid into the over-
heated boiler is prohibited; otherwise the boiler can be damaged;
– after warming up the engine, first switch off the preheater, close the cock on the fuel heater and isolat-
ing cock of the preheater and only then proceed to starting the engine;
– never restart the preheater immediately after its shutdown without preliminary purging for three-five
minutes.
– it is necessary to keep cleaned as preheater as the engine because oiled engine and fuel leakage can
cause fire.

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5.6 Engine Pneumatic Starting System

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

Figure 5.16 – Installation of the engine pneumatic starting system:

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

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

Figure 5.17 – Schematic diagram of the pneumatic starting system of

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

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

Figure 5.18 – Pneumatic starter:

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

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

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

Figure 5.19 – Lubrication dozing unit:

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

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

Figure 5.20 – Starting valve:

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

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

Figure 5.21 – Safety valve:

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

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

Figure 5.22 – Back-pressure valve:

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

5.7 Exhaust System

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

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Figure 5.23 – Installation of the exhaust system

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

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

Figure 5.24 – Exhaust system assembly:

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

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

Figure 5.25 – Exhaust system assembly (of trucks BelAZ-75135-10):

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

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To provide fire safety requirements intake and exhaust tube with thermos insulation are covered by
thermos insulating shrouds. The body serves as a muffler.
For all the dump truck models, the intake and exhaust pipes are fitted with heat insulation to ensure the
fire safety. On the consumer's order, the metal hoses are fitted with heat insulating covers.
When mounting metal hose in oblate condition fasten it at the adapter 18 (figure 5.23) or on the intake
tube 10, 11 (figure 5.24), the intake tube 6, 11 (figure 5.25) in accordance with pointer directing exhaust gases
flow. Expand metal hose up to complete extension of tape indicating average mounting length, having put it on
exhaust tube observing coaxiality thresholds. Fasten it by clamp. It is allowable to not remove the tape after
mounting. Tightening torque for metal hoses clamps is within thresholds of 25 – 35 N.M.
Heat-insulating covers are to be mounted on metal hoses and secured by clamps.

5.8 Maintenance of the Engine Systems

The maintenance of the engine systems consists in regular inspection of their condition, their fastening,
refilling them with operational materials and checking their serviceability.
For the schedule of the engine maintenance and order of the maintenance works, see the operating and
maintenance manual for the engine.
Daily maintenance (DM)
When performing the daily maintenance:
– Check the levels of the oil in the engine pan and tank of the pneumatic engine starting system (pneu-
matic starter manufactured by BelAZ OJSC), cooling fluid in the cooling system and fuel in the fuel tank and
add them as necessary.
The oil level in the pan shall be between the marks (maximum and minimum) on the oil measuring ruler;
the check shall be performed not earlier than after 5 min from the moment of stopping the engine on the truck
placed in strictly horizontal position (see the operating manual for the engine).
Engine oil and coolant servicing at installation of filling centre to the dump truck is described in chapter
“Maintenance”.
Fill the tank of the pneumatic starting system of the BelAZ-7513, BelAZ-75131, BelAZ-75135 and Be-
lAZ-75139 dump trucks (pneumatic starter manufactured by BelAZ OJSC) with SAE15W/40 motor oil, if ne-
cessary, vent air from the pipelines. The oil level shall be lower than the top edge of the tank body by
15 – 20 mm when filling the tank for the first time, it is necessary to vent air from the pipelines.
The expansion tank of the cooling system shall be filled with the cooling fluid to the bottom end of the fil-
ler neck pipe (see the operating manual for the engine).
The fuel tank shall be filled with fuel to the maximum level. To exclude the overflow, the lantern mounted
on the front wall of the tank lights up when the fuel level reaches the maximum.
The brands of oils, fuel and cooling fluid to be used are given in the chapter “Operational Materials”;
– Check the condition and fastening of the pipelines and hoses of the engine systems by visual inspec-
tion. The pipelines and hoses shall be fastened reliably; no leaks of fuel, engine cooling fluid and/or oil are al-
lowed;
– Drain the sediment from the fuel tank. The sediment shall be drained after 30 – 40 minutes of motion-
less state of the dump truck until clean fuel appears;
– Start the engine. The engine shall run stably over the whole rotational speed range;
– Check the condition and operation of the fuel feed control actuator.
The fuel feed control pedal shall move freely, without jerks. The pedal movement shall provide the varia-
tion of the engine rotational speed in the idling mode from the minimum stable to the maximum one
– Check the clogging of the engine air filters by means of the pilot lamp on the instrumentation board.
Should the pilot lamp light up, replace the main filtering element. The protective element shall be replaced after
each third replacement of the main filtering element.
– Every day, after the shift end, drain the condensate from the receivers of the pneumatic starting sys-
tem of the engine. After complete draining of the condensate from receivers, pump the system again until the
pressure regulator operates and only then stop the engine.
To replace the filtering element of the air filter, proceed as follows:
– Turn out the wing nut 15 (see Figure 5.14) fastening the main filtering element 2;
– Remove the gasket 14;
– Remove carefully the filtering element from the bowl;

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– After fitting the new filtering element or mounting of the new one, check the condition of the element
while illuminating it from inside by means of a lamp. No ruptures of paper or damages of sealing elements are
allowed;
– Clean the internal cavity of the air filter bowl from dust and dirt using rags moistened in detergent solu-
tion. Clean the air filter cyclones from dust using the holes in the cyclones for removing coarse dust particles;
– Insert the filtering element into the air filter bowl and tighten the wing nut with applying the torque from
15 to 20 N.m (hand force) having inserted preliminarily the seal gasket 14.
The approximate service life of the main filtering element is 500 hours.
When replacing the protective filtering element, it is necessary to:
– Turn out the nut fastening the protective element, remove the gasket 5 and remove the filtering ele-
ment 3;
– Fit the new element and tighten the wing nut with applying the torque 15 – 20 N.m having inserted pre-
liminarily the seal gasket 5.
Maintenance 2 (M-2)
When performing the M-2:
– Clean the cyclones and bowls of the air filters from dust. If necessary, replace the filtering elements
(for the sequence of operations, see the daily maintenance).
– Wash the fuel heater filter.
Shut the shut-off cock of the fuel tank, drain fuel from the bowl 5 (see Figure 5.10) through the hole
closed with the plug 10, remove the cover 1 and remove the stack of filter elements. Unlock the filter elements
and remove them from the stem. Wash the elements until the sediments are completely removed and blow
them with compressed air. Replace the damaged elements.
Maintenance 3 (M-3)
When performing the M-3:
– Check the fastening of all the units to the engine and of the diesel-generator set to the frame. All the
units shall be fastened reliably, if necessary, re-tighten the fasteners;
– Check the fastening of the cooling system radiators to the frame and if necessary, retighten them and
clean the outer surfaces of the radiators.
– Check the condition of the rubber shock-absorbers of the diesel-generator set. The shock absorbers
with rubber exfoliated or detached from metal shall be replaced with new ones.
Seasonal maintenance (SM)
When performing the seasonal maintenance:
– Check the adjoining of the spring-loaded area of the exhaust system sealing device to the gas intake
of the body of the BelAZ-7513, BelAZ-75135, BelAZ-75131 and BelAZ-75139. In case of loss of mobility and
subsidence of the area on the springs, it is necessary to disassemble and clean the rubbing surfaces of the
sealing device;
– Wash the fuel tank, fuel pipes and filtering element of the fuel tank breather. There shall be no sedi-
ment on the bottom and walls of the tank, the filtering element shall be clean;
– Once a year, before the beginning of the autumn and winter operation period, perform the mainten-
ance of the engine starting preheating system. Clean the glow plug, injector and burner from scale, wash the
solenoid valve filter, cleanse the drain hole of the fuel pump of the engine starting preheating system.
Repeat the maintenance after each 50 hours of the preheater operation.

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6 TRACTION ELECTRIC DRIVE

6.1 General
The traction electric drive (electric transmission) comprises the traction alternator, two power-wheels
(reduction gear assembled with the traction motor), ventilated brake unit (block of dynamic braking resistors),
ventilation equipment and complete set of auxiliary equipment.
The BelAZ-75135, BelAZ-75131 and BelAZ-75137 are equipped with the AC/DC electric transmission
manufactured by BelAZ OJSC, the BelAZ-7513 and BelAZ-7513А trucks – with the GE150AC AC electric
transmission manufactured by General Electric Company depending on the complete (power-wheels manufac-
tured by General Electric Company) or non-complete (reduction gear manufactured by BelAZ OJSC, traction
motor manufactured by General Electric Company) modification, and the BelAZ-75139 and
BelAZ-7513В trucks – with the КТЭ-136 AC electric transmission manufactured by Elektrosila OJSC,
KTЭ-160 AC electric transmission only for trucks modification 75139-90.
The documentation for the BelAZ is enclosed in the operating documentation set including:
1. Documentation set for the traction generator;
2. Documentation set for the traction motors;
3. Documentation set for the cabinet with the start-control devices;
4. 75131-2100030-50И – traction electric drive of the dump trucks with the payload capacity of
120 – 220 tons. Adjustment manual.
The documentation for the electric transmission manufactured by General Electric Company is enclosed
on the compact disk within the operating documentation set for the dump truck and the operating and repair
manuals are available through the web site of General Electric Company.
The documentation for the electric transmission manufactured by Elektrosila OJSC is enclosed in the
operating documentation set for the dump truck.

6.2 Electric Drive Apparatus

6.2.1 Ventilated brake unit VBU2x600
VBU designed to convert electrical energy generated by the traction electric motors in the mode of dump
truck electric brake to the thermal one aiming to disperse it over the environment.
When receiving a command to slow down the drive system uses motor-wheels as generators. The gen-
erated power is sent by commutation devices to the VBU representing a resistive load. Resistance of the unit
serves as "load" for the motor-wheels and prevents their rotation.
VBU consists of an axial fan blower 1 (figure 6.1) and two groups of four resistors sections 7 in each.
Fan and resistors are interconnected by means of branch-pipes 4, 5 and two tapes 3. Equalizing of the cooling
air stream is performed via air duct 9. All the parts and components of the unit are assembled over the
framework 2. The fan electromotor is powered from the resistor R4 belonged to the first group of resistors.
The energy for the rotation of the cooling fan electromotor is generated by electromotors of traction mo-
tor-wheels running in the electric braking mode as generators. The intensity of the electric braking is set owing
to change of the brake pedal angle via the associated with pedal angle sensor voltage from which is supplied
to traction electric drive control system.
When the power generated by motor-wheels during braking rises, the speed of cooling fan electromotor
gets increased too, thereby this leads to increasing speed of the air stream cooling brake resistors.
The fan comprises ВС electromotor 3 (ДПТВ-16,25-02 or ЭТВ-20М3Л) (Figure 6.2) and the fan impeller
5 mounted on the key 6 of the electromotor shaft armature. The impeller is secured on the shaft by nut 7,
which is locked from loosening by washer 8.
The electromotor is installed in the internal space of the housing 2; in the front part it is centered by the
housing as in the rear part – by means of support 11. The gap between the faces of the housing 2 and support
11 should be of 1 – 1,5 mm; the gap is to be set before tightening the bolts 19 using rings 12 (for electromotor
ДПТВ-16,25-02 only).

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Figure 6.1 – Ventilated brake unit:

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

Locking the electromotor in the housing is performed by means of bolts 16, screw 9 and the bracket 4
(screw and the bracket are actual only for electromotor ДПТВ-16,25-02). The bolt and screw in their turn are
being locked by nuts 17 and 10, respectively. For the electromotor ЭТВ-20М3Л additionally the dowel 20 is
mounted (Figure 6.2a).
To increase the performance of the fan impeller the unit of guiding blades installed in the fan housing is
applied. The fan unit is mounted on rubber shock absorbers 12 (see Figure 6.1) to reduce vibration loads on
the VBU parts and assemblies.
To pour lubricant to the bearings of the fan ЭТВ-20М3Л when servicing it is necessary to unscrew plugs
16 (Figure 6.2a) in the pipes 1 and 5 to the drainage holes of the outer bearings covers.
Press in grease till old one is displaced and new grease appears through greasers 14 mounted in pipes
2 and 7 connected to the pressure holes of the outer bearings covers.

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Let the electromotor run for two – three shifts of the truck operation with open drain holes to let the ex-
cessive grease outlet, then close holes using plugs 16.

Figure 6.2 – Fan 75139-2126910 (electromotor ДПТВ-16,25-02):

1, 15, 16 – bolts; 2 – housing; 3 – electric motor; 4 – bracket; 5 – fan empeller; 6 – key; 7, 10 14, 17 – nuts; 8 – a washer;
9 – locking screw; 11 – support; 12 – rings; 13 – connecting receptacle

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Figure 6.2a – Fan 75139–2126910-01 (ETV-motor 20M3L):

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

The resistors section comprises eight resistors sections interconnected by buses.

The resistor 4 (Figure 6.3) is made of multiply curved flat fechral tape. Two outputs are soldered (ri-
veted) to the tape ends. To provide rigidity to the structure there are side frames 5 mounted at both sides
made of non-combustible material; they are strapped together by rods 8, insulated pipes 7. The curved parts of
the tape are fastened to the rod by means of steel holders 1 and 2. Resistor, held by steel holders is attached
to the rods through ceramic insulators 9 and gaskets 10, which in their turn are pressed by springs 12 for com-
pensating thermal expansion of insulators.

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Figure 6.3 – Resistor section:

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

6.2.2 Setting the traction controller and brake pedal of the auxiliary brake
The traction controller installation is shown in Figure 6.4.
The setting force of the spring 2 required for returning the pedal 8 to the initial position is ensured by set-
ting the hook end of the spring to the appropriate hole of the stop 9. The setting force of the spring shall be as
low as possible.
After setting the rod 6, the cavity between the cap 5 and the rod 6 is filled with the Lithol-24 grease.

Figure 6.4 – Installation of the traction controller:

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

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Since December of 2016 dump trucks BELAZ-75131 and BELAZ-75139 are equipped with the elec-
tronic pedal of fuel supply (ПЕ-3) (look chapter “Engine Systems”, figure 5.8).
Electronic pedal ПЕ-3 controls the diesel engine speed, forms the discreet signals disabling the “idle
mode” and “motion control”. The signal “motion control” from the pedal is used in the traction electric drive in-
stead of the traction controller, which is not used on the dump trucks with such pedal.
The traction controller is intended for switching on the traction mode circuits. It is installed on the base
of the cab floor from the bottom. The controller consists of the casing 4 (Figure 6.5) comprising the cam ele-
ments 1 and shaft 21 with cam washers 17. The lever 13 connected with the fuel feed control actuator by
means of the rod is fitted on the shaft. The cam washers have shaped cuts for controlling the cam elements.
On depressing the fuel feed control pedal, the lever 13 rotates and turns the shaft 21 with can washers
17. If the roller of the cam element gets into the notch of the washer during the shaft rotation, the contacts 11
close and, on the contrary, the contacts are opened when the roller gets onto the projection of the washer. The
clearance in the contacts 11 of the cam elements in the opened state shall be (7±3) mm.
The rollers of the cam elements are aligned with the washers by moving the rack 3 in the axial direction
of the shaft. To perform the adjustment, alter the length traction control rod in such a way that the traction elec-
tric drive circuits would be energized at the rotational speed of the engine crankshaft of (900+100) rpm (for de-
tails see the Adjustment Manual for the traction electric drive).

Figure 6.5 – Traction controller:

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

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Setting the brake pedal of the auxiliary brake is shown in Fig-

ure 6.6.

Figure 6.6 – Setting the brake pedal of the auxiliary brake:

1, 4 – brackets; 2 – electronic brake pedal; 3 – bolt; 5 – cab floor panel

6.3 System of Ventilation and Cooling of the Electric Traction Drive

6.3.1 Ventilation and cooling system of the traction electric drive of the BelAZ-75131,
BelAZ-75135, BelAZ-75139 and BelAZ-7513В trucks
The ventilation and cooling system is intended for maintaining the optimum temperature conditions of
the traction electric drive component parts.
The cooling air feeding system ensures the air intake from the lest dusty zone of the truck. Air cleaned
from impurities passes through the cyclones 1 (Figure 6.7) installed on the power cabinet 2 (BelAZ-75131,
similar to the trucks BelAZ-75135 and BelAZ-75137) through the filters in the power cabinet (BelAZ-75139
and BelAZ-7513В trucks) into the cabinet, cools the power equipment of the cabinet, and then it passes addi-
tionally through cyclones 9 located on the air duct 3, along air duct 3, the hoses 4, air duct 5 and branch-pipe 6
into the traction generator 7 from the side of the contact rings.

Figure 6.7 – Installation of the suction air ducts for cooling the traction machines of the BelAZ-75131 trucks:
1, 9 – cyclones; 2 – power cabinet; 3 – air duct; 4 – hose; 5 – air duct; 6 – branch-pipe; 7 – traction generator; 8 – motor;
9 – monocycle; 10 – guide; I – dust ejecting slot

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Some portion of air is used for cooling the traction generator while being passed through the ventilation
channels (through the ventilation holes in the stator plates, gaps between the rotor poles and between the
poles of the rotor and those of the stator). After being passed through the gap, air is vented from the generator
through the stator body openings protected by grilles on the side opposite to the contact rings.
The rest of air passes to the fan for cooling the traction motors and then fed via pressure pipeline to the
rear axle housing and further fed via channels in the channels in the cases of the reduction gears of the power-
wheels for cooling the traction motors. The air is vented through the ventilation openings of the traction motors
and holes in the rear axle housing hatch cover.

Fan for cooling the traction motors.

The fan wheel assembly consists of the front disk 20 (Figure 6.8) and the rear one 15. The aluminium
vanes 16 (24 off) are mounted between the disks and fastened by means of the bolts 17. The blades are fas-
tened by means of the nuts 18. The plates 19 are intended for locking the nuts.
The fan wheel with the hub 5 is fitted on the tapered shaft end of the rotor of the traction generator 2 and
fixed by the key 3. The hub is press fitted on the rotor shaft and tightened by means of the round split nut 6
with the torque of 882 – 980 N.m. The nut is locked against unscrewing by means of the bolts 9 which are fixed
between themselves by means of the pin wire 10.

Figure 6.8 – Fan for cooling the traction electric motors:

1, 11, 13 – gaskets; 2 – traction generator; 3 – key; 4 – guard with air duct; 5 – fan wheel hub; 6, 12, 18 – nuts; 7 – pin; 8 – cover;
9 – bolt; 10 – pin wire; 14 – bolt; 15 – rear disk; 16 – vane; 17 – bolt; 19 – plate; 20 – front disk

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The fan guard 4 is fastened on the bearing shield of the traction generator. The gasket 1 between the
traction generator 2 and the fan guard 4 and gasket 13 between the cover 8 and the fan guard 4 are glued with
the 88 СА adhesive, Technical Specifications (ТУ) 38.105.1760-89.
The fan wheel assembled with the hub is balanced dynamically. The imbalance shall not exceed
18 g.cm in the front disk plane and 52 g.cm in the rear disk plane. The mutual arrangement of the component
parts is fixed by means of the pins 7 (2 off).
IT IS PROHIBITED TO DISASSEMBLE THE FAN WHEEL INTO THE COMPONENT PARTS; OTHERWISE THE
MUTUAL ARRANGEMENT OF THE PARTS OF THE BALANCED SET WOULD BE DISTURBED THAT WOULD IN-
CREASE IMBALANCE BEYOND THE SPECIFIED NORM WHEN RE-ASSEMBLING THE UNIT THAT WOULD IN TURN
CAUSE THE INCREASED VIBRATION OF THE GENERATOR AND REDUCE THE SERVICE LIFE OF ITS BEARINGS.

6.3.2 Ventilation and cooling system of the traction electric drive of the BelAZ-7513 and
BelAZ-7513А trucks (GE electric transmission)
The ventilation and cooling system is intended for maintaining the optimum temperature conditions of
the traction electric drive component parts.
The cooling air feeding system provides for air intake from the least dusty zone of the truck and the
cleaned air having passed through the strainers mounted in the power cabinet is fed via hoses, fittings and air
ducts into the traction generator and fan for cooling the traction motors. The traction generator is self-forced
ventilated.
The fan is fastened to the traction generator body, the fan wheel is fitted on the generator rotor shaft
end. The fan design and maintenance are described in more details in the documentation of the traction elec-
tric drive manufactured by the General Electric Company.
The installation of the suction air ducts and air ducts for ventilation of the power cabinet is given in Fig-
ure 6.9.
From the fan, the air is fed via discharge pipelines into the power cabinet for cooling the equipment and
into the rear axle casing for cooling the traction motors. The air is vented through the ventilation openings and
holes in the rear axle casing inspection hole cover.

Figure 6.9 – Installation of the suction air ducts

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

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6.4 Maintenance of the Traction Electric Drive and System of Ventilation and
Cooling of the Traction Electric Drive
The operations for maintenance of the traction electric drive shall be performed in accordance with the
requirements stated in the operating documentation provided by the manufacturers. The above mentioned do-
cumentation is included in the operating documentation set accompanying the truck.
Daily maintenance.
When performing the daily maintenance:
– Check the condition of the air ducts. The soft hoses of the air ducts shall have no ruptures. When the
engine is running at the minimum speed, air shall flow from the vent holes of the power-wheels;
– Check the condition of the locks and seals of the commutator inspection holes and seals of the power
cabinet doors. The covers of the commutator inspection hole and cabinet doors shall be closed and adjoin
tightly over the whole perimeter.
Maintenance 2 (M-2).
When performing the M-2:
– Clean the filters, dust guards and monocyclones of the air ducts from dust while ensuring that the slits
for throwing out the dust would not be clogged;
– Check the reliability of fastening the components of air cooling of the traction electric equipment. The
hoses and fittings shall be fastened reliably and free of mechanical damages and cracks;
– Check the condition, fastening, connection and installation of the output conductors and cables of the
traction electric drive. The wire and cables shall be fastened reliably. No mechanical damages of the cables
and insulation of their conductors;
– Perform maintenance of the vented brake unit.

DURING OPERATION VENTILATED BRAKE UNIT HAS A VERY HIGH TEMPERATURE PRIOR TO PERFORM-
ING ANY MAINTENANCE OPERATIONS PROVIDE SUFFICIENT TIME FOR ITS COOLING.

1. Carry out inspection and cleaning of the unit.

Make sure that the fabric branch-pipe 4 (see figure 6.1) has no breaks and mechanical damages. Oper-
ation of the system with damaged branch-pipe is prohibited. There should not be any foreign objects in the air
duct channel. Pay special attention to the fastening of branch-pipe by clamps.
Clean from dirt the outer surface of the electromotor 3 (see figure 6.2), then open collector manholes,
clean and blow up the collector chambers. The air pressure in the pipeline should be at least 200 – 250 kPa. If
oil and other contaminations are found inside, then don’t blow up prior to removing them.
If there are dirt and oil found in the collector, then it should be wiped by pileless fabric soaked in a solu-
tion of alcohol and acetone (mixture of: 5 parts of alcohol, 1 part of acetone). At the same time wipe contact
surface of the brushes and contaminated surfaces of brush holders. Working collector surface should be
smooth, polished, of purple or reddish colour. When scuffs, burns, flowing are found so sand the collector
working surface.
Cleaning the brush holder yokes is to be performed using rigid hair brush.
Pay attention to the presence of nicks in the contact points of bracket 4 ("fork") side surfaces with the
pipe using for input of fan wires (presence of nicks indicates low sufficiently of electromotor latching preventing
its turn).
Check for short circuited coils of the resistors sections, overheated or warped resistors 4 (see Figure
6.3), broken or cracked insulators 9, overheated terminals, lost fasteners.
Purification of porcelain insulators should be performed using soft pileless fabric. In the case of a signifi-
cant contamination of insulators perform their cleaning using with wire brush.
Insulators sections should not be turned by hand. In the case turning squeeze springs up to the size of
20 mm (see figure 6.3). If insulators are still turned tighten the nuts, compressing the springs with torque of
10 – 12 Nm, and then tighten nuts fastening side frames with torque of 10 – 15 Nm.

2 Check by external inspection the attachment of the unit components: fan set, resistors section, resis-
tors elements.
All components must be secured reliably and if necessary tighten the threaded joints.

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3. Check for brush motor hang.

Make sure that the brushes move freely in the brush holder by shaking them (without excessive tossing)
allowed gap between the brush and holder is of 0,05 – 0,3 mm. To ensure this gap grind brushes sides using
sandpaper with grit of 8 – 10.

Maintenance 3 (M-3).
When performing the M-3:
– perform maintenance of the ventilated brake unit.
1. Measure the brushes wear.
The height of the worn out brush should be at least 13 mm (ЭТВ-20М3Л) and 20 mm (ДПТВ-16,25-02).
If the height of the brush is less than the allowable value, if broken flexible joints (shunts) are detected
as well as chipping of the brushes working surface over the area exceeding 10% is found, replace the brushes
by new ones. Perform brushes replacement by sets in each brush holder. New brushes prior to installing are to
be rubbed to the collector on the block covered with fine sandpaper having the collector shape. Then insert the
brush into the brush holder, and grind them to the collector. For this purpose between the collector and the
brushes place sandpaper with grit of 8 – 10 (grain to the brush), and pull several times in the same direction.
When polishing brushes should be pressed only under the force of brush holder springs without hand help.
The pressing on the brushes should be within thresholds of 3,2 – 3,8 N (ЭТВ-20М3Л), 4,7 – 6,25 H
(ДПТВ-16,25-02). If necessary, carry out adjustment of the pressing force.
2. Check the insulation resistance of the electromotor windings.
During operation under normal conditions (ambient temperature +20°C) insulation resistance of the elec-
tromotor windings relatively to the housing must be at least 10 MOm (ЭТВ-20М3Л), 20 MOm
(ДПТВ-16,25-02) and not less than 3 MOm (ЭТВ-20М3Л), 2,5 MOm (ДПТВ-16,25-02) in a heated state at the
upper limit of the operating temperature.
Insulation resistance is measured using megohmeter for voltage of 500 V. If the resistance is below
these standards, the electromotor needs to be dried by blowing with hot air at the temperatures ranging from
100 to 120°C. At the beginning of the drying resistance will decline slightly, and then it starts to grow rapidly.
Finish drying when the insulation resistance growth slows down.
3. Check the insulation resistance relatively to the housing.
After the resistors repair or replacement it is necessary to check the insulation resistance relatively to
the housing. Insulation resistance is measured using megohmeter for voltage of 2500 V, and should be at least
0,5 MOm.
Prior to replacing the resistor section check its active resistance, which should be of 0.25 ohms.

4. Add grease to the bearing units of the electromotor ЭТВ-20М3Л (see above).

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7 REAR AXLE

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

Figure 7.1 – Rear axle:

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

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

The electric motor-wheel includes the electric traction motor 2 (See Figure 7.2), motor-wheel reduction
gear 8, rear wheel hub 4, brake gears of service 3 and parking 1 brake system and sensor of speed limiting
which is actuated from electric motor shaft.
The torque to I-row sun pinion 9 of the reduction gear is transmitted from a flange of the traction electric
motor 14 through flange 13, connected with a flange of traction electric motor by bolts, and torsion shaft 12. On
spline ends of torsion shaft at the one side the flange 13 is mounted, and on the other side the I-row sun
pinion 9 is mounted.
From axial movements the torsion shaft is retained by thrust 17, and sun pinion – by locking rings 10
mounted on the both sides of the pinion in torsion shaft grooves.
The description of brake gears is given in section “Brake systems”.

Figure 7.2 – Electric motor-wheel:

1 – parking brake gear; 2 – traction electric motor; 3 – service
brake system; 4 – rear wheel hub; 5 – probe; 6 – plug of filling hole;
7, 15 – bolts; 8 – electric motor-wheel reduction gear; 9 – I-row sun pi-
nion; 10 – locking ring; 11 – cover; 12 – torsion shaft;
13 – flange of torsion shaft; 14 – flange of traction electric motor;
16 – adjusting washers; 17 – thrust; 18 – spherical thrust
В – clearance

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7.3 Reduction gear of the electric motor wheel manufactured by BelAZ OJSC
The electric motor wheel reduction is a double-row differential speed reduction device gear with spur
gears is installed in the rear wheel hub.
The reduction gear consists of the body 1 (Figure 7.3) in which the second-row pinions 40 are mounted
on the axles 41. The rear wheel hub 8 is mounted on the casing, on the two taper roller bearings 7. The
second-row crown gear 9 and driving cover 14 of the reduction gear with the first-row parts are fastened to the
hub 21.
The first-row sun gear is engaged with the three pinions 24 which are mounted on the spherical roller
bearings 25 in the first-row carrier 17. The pinions 24 are engaged with the crown gear 15 which transmits the
torque to the electric motor wheel hub 8 through the splines of the driving cover 14. The carrier 17 is installed
in the two ball bearings 19.
The second-row sun gear 17 is installed in the splined hole of the flange of the first-row carrier 23. It is
kept from the axial displacement by the two retaining plates 22. The second-row sun gear 23 is engaged with
the three second-row pinions 40, and the pinions – with the crown gear 9 which transmits the torque to the
wheel hub 8 through the spline coupling.
The second-row pinions 40 rotate on the two-row spherical roller bearings 38 fitted on the axles 41 in the
reduction gear casing 1. The axles are fixed in the casing by means of the retaining plates 37 fastened to the
casing by means of the bolts 36.
The sealing of the fixed connections of the reduction gear is ensured by the rubber seal rings. The
flange of the torsion shaft 13 (see Figure 7.2) is sealed with a cup 44 (see Figure 7.3). The wheel hub 8 is
sealed with the two large-sized cups 6.
The cavity between the cups 6 is filled during the operation with grease through the two lubricators 34
installed in the hollow bolts fastening the driving cover 14 of the reduction gear and connected with the cavity
between the cups by means of the hose. To release the old grease from the cavity between the cups when fill-
ing the cavity with fresh grease, it is necessary to screw out the plug installed in the third hollow bolt.
The distance ring 4 is fitted between the clamp 3 and the cups 6. To improve the durability of the under-
cup ring 2 when repairing the reduction gear, fit the distance ring 4 on the opposite side relatively to the cups;
in so doing, the position of the sealing edges of the cups will change relatively to the surface of the under-cup
ring 2.
The gears and bearings of the first and second row of the reduction gear id performed by dipping them
into oil and splashing of oil during the rotation of the radiator components.
To clean the oil from metallic and non-metallic particles, the two maintenance-free coarse mesh filters
46 and 51 are fastened to the reduction gear casing 1 by means of the bolts 52. The oil is passed through the
oil catchers 48 and 50, and connecting hoses 47 into the filter bowl 6 (Figure 7.4). The magnets 8 and filtering
element 2 clean the oil which is drained then into the reduction gear casing. The filter is to be cleaned when
repairing the reduction gear.
Adjustment of the taper bearings of the electric motor wheel hubs.
The adjustment of the taper bearings of the electric motor wheel hubs without dismantling them from the
truck shall be performed with the electric motor wheels, first row of the reduction gear and second-row sun
gear dismantled from the truck.
To adjust the taper bearings of the electric motor wheel hub, proceed as follows:
– Remove the cotter pins and screw out the bolts 11 (see Figure 7.3) fastening the thrust ring 10;
– check the hub rotation torque through the second row. It shall be not more than 500 N.m (not more
than 135 N.m on the second-row auxiliary gear). Fix the value of this torque;
– Tighten the eight bolts 11 subsequently in pairs of the diametrally located ones by rotating the hub
through the second row with applying the torque of 20 N.m. Repeat the tightening of the bolts in the same se-
quence until the torque of 20 N.m is set on all the eight bolts. Repeat the tightening of the bolts in the same
sequence until the torque of 40 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing 4 (Figure
7.5). If the clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than
three neighbouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, repeat the
tightening of the bolts in the same sequence until the torque of 60 N.m is set on the eight bolts.

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Figure 7.3 – Electric motor wheel reduction gear:

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

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Figure 7.4 – Filter:

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

Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, repeat the tightening
of the bolts in the same sequence until the torque of 80 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. If not so, repeat the tightening
of the bolts in the same sequence until the torque of 100 N.m is set on the eight bolts.
Check the clearance between the end faces of the rollers and working shoulder of the bearing. If the
clearance on 70% of the rollers does not exceed 0,3 mm (so that there should not be more than three neigh-
bouring rollers with the clearance exceeding 0,4 mm), proceed to the next item. In case of impossibility of
meeting the above requirements, disassemble the unit and identify the defects of the parts;
– check the hub rotation torque through the second row. It can be increased in comparison with the ear-
lier measured torque (not more than 500 N.m) by not more than 400 N.m (on the second-row auxiliary gear in
comparison with the earlier measured torque (not more than 135 N.m) by not more than 108 N.m);
– Measure the clearance В at the four equispaced places opposite to the bolts 2 (Figure 7.5): В1, В2,
В3, В4 with the accuracy of +0,02 mm;
– Grind the distance rings (24 off) to be inserted between the thrust ring and the reduction gear casing to
the dimension С=(((В1+В2+В3+В4):4)+0,2) with the accuracy of 0,015 mm;
– Screw out the eight bolts 2;
– Screw in the bolts (24 off) with drawing one distance washer from the ground set onto each bolt so
that the distance washer would be arranged in the clearance В;
– Tighten the adjusting bolts in pairs of diametrally arranged ones with the torque of 400 – 440 N.m;
– Fix the bolts in pairs with wire cotter pins;
– When performing the adjustment, it is allowed to replace the inner ring of the bearing as necessary.
The adjustment of the taper bearings of the electric motor wheels
on the reduction gear removed from the truck shall be performed accord-
ing to the Repair Manual.

Figure 7.5 – Checking the clearance

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

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7.4 Maintenance of the Rear axle Manufactured by BelAZ OJSC

The maintenance of the rear axle consists in periodical inspection of the condition, fastening and adding
the operational materials as well as checking the serviceability.
For the list of lubricants to be applied, periodicity of the check and change of the lubricant, see chapter
“Maintenance”.
Daily maintenance.
When performing the daily maintenance:
– Check the condition of the large-sized cups by visual inspection. No oil leakage over the cups is al-
lowed. If any leakage occurs, determine the cause of the fault and repair the unit.
Maintenance 1.
When performing the M-1:
– Add 150 g of grease to the two lubricators 34 (Figure 7.3) of the cavity between the cups having
screwed out preliminarily the plug from the third hollow bolt;
– Check the oil level is the reduction gears of the electric motor wheels. To do this, set the wheels in
such a way that the filler hole plug 6 (see Figure 7.1) would be directed vertically downwards. The oil level
shall be to the bottom edge of the hole thread. Add oil as necessary;
– Take a sample of oil for analysis (for the procedure of analysis of oil in the electric motor wheel reduc-
tion gears see Appendix B);
– Clean the magnets on the probes 53 (Figure 7.3) installed in the drain tubes 13 from metallic dust ap-
pearing due to the wear. If coarse metallic particles (chips) are detected, check the gears, splined connections
and bearings.
Maintenance 2.
When performing the M-2:
– Remove the cap 11 (see Figure 7.1), pull out the torsion shaft complete with the sun gear and check
visually their condition;
– In case of noticeable wear of the torsion shaft stops, check and adjust, if necessary, the clearance be-
tween the torsion shaft and the stop;
Install the stop 17 into the cover 11 until it touches the spherical stop 18 of the torsion shaft 12. Measure
the clearance between the end faces of the cover 11 and stop 17. Gather a set of adjusting washers 16 with
the thickness corresponding to the clearance plus (1 – 2) mm and place it between the end faces of the cover
11 and stop 17. Fasten the stop to the cover by means of bolts;
– Clean the drain holes in the bottom part of the rear axle housing pipe from dirt.
Maintenance 3.
When performing the M-3:
– Check the bolts 5 fastening the motor-wheels 4 (see Figure 7.1) to the rear-axle housing and re-
tighten them as necessary. For the tightening torques see Appendix B;
– Replace the filtering elements of the breathers 2 (see Figure 7.1) of the reduction gears.
– Perform the visual inspection for the presence of cracks at the place of: joints of the rear axle housing
with the reduction gear of the electric motor wheel; area of welding of the rear axle housing lever flange and
welding of the lower bracket of the extension rod.
Should there be any cracks on the casing of the electric motor-wheel reduction gear, replace the casing,
should there be any cracks on the rear axle housing, prepare the cracks for welding and weld them up.
Seasonal maintenance.
When performing the seasonal maintenance:
– Check the bolts 15 (see Figure 7.2) fastening the traction motors to the reduction gears of the power
wheels and re-tighten them as necessary. For the tightening torques see Appendix B;
– Check the necessity of adjustment of the bearings of the electric motor-wheel hubs.
ON REACHING 150 THOUSAND KILOMETRES OF THE DUMP TRUCK RUN, PERFORM THE SCHEDULED
REPLACEMENT OF THE BEARINGS OF THE FIRST-ROW PINIONS OF THE ELECTRIC MOTOR WHEEL REDUC-
TION GEAR.

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Technique for determining the necessity of adjustment of the bearings of the electric motor
wheel hubs.
To check the necessity of adjustment of the bearings of
the electric motor wheel hubs, proceed as follows:
– Place the truck on a level ground;
– Check the air pressure in the tyres and bring it to the
normal state as necessary.
– Fasten the bracket 2 on the rear axle housing 1 (Figure
7.6) from the right side (as seen in the direction of the truck
movement). Fasten the plate 4 on the thrust ring of the rim of the
wheel 5;

Figure 7.6 – Equipment mounting diagram:

1 – rear wheel housing; 2 – bracket 75132-3924340; 3 – magnetic foot
47452/074562; 4 – plate 75132-3924380; 5 – rear inner wheel;
А – dimension

– Place a magnetic foot onto the bracket 2 in such a way that the micrometer head would rest against
the plate 4, here the dimension А shall be within (95 + 2) mm;
– Set the micrometer pointer to zero;
– Lift the rear axle by means of a jack;
– Put a support 3 (squared wooden beam) under the outer wheel 2 (Figure 7.7 a) and lower the rear
axle onto the support; in so doing the inner wheel 1 shall not touch the ground;
– Take the micrometer readings;
– Repeat the operation of lifting and lowering the rear axle and taking the micrometer readings and find
the average value of the micrometer readings;
– Lift the rear axle by means of a jack;
– Put a support 3 (squared wooden beam) under the inner wheel 1 (Figure 7.7 b) and lower the rear axle
onto the support; in so doing the outer wheel 2 shall not touch the ground and the dimension B shall be within
(470 + 10) mm;
– Take the micrometer readings;
– Repeat the operation of lifting and lowering the rear axle and taking the micrometer readings and find
the average value of the micrometer readings;
– Determine the difference between the average micrometer readings when placing the support under
the outer and inner wheels. This value shall not exceed 2,4 mm. Should the obtained value exceed 2,4 mm,
adjust the bearings of the right-hand electric motor wheel hub;
– Determine the difference between the micrometer readings when placing the supports under the inner
and outer wheels for the bearings of the left-hand electric motor wheel hub. This value shall not exceed
2,4 mm. Should the obtained value exceed 2,4 mm, adjust the bearings of the left-hand electric motor wheel hub.

Figure 7.7 – Determining the micrometer readings

a) the support is under the outer wheel; b) the support is under the inner wheel:
1 – rear inner wheel; 2 – rear outer wheel; 3 – support; В – dimension

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7.5 Rear axle of the GE Complete Electric Transmission (Modifications of the Be-
lAZ-7513 and BelAZ-7513А Trucks)
The rear wheel of the truck comprises the two electric motor wheels (traction motor assembled with the
reduction gear) manufactured by General Electric Company. The electric motor wheel 3 (Figure 7.8) are fas-
tened to the rear axle housing 9 by means of the bolts 4 with the torque of 1728 to 1936 N.m.
For the operation, maintenance and repair, see the documentation accompanying the GE electrical
transmission.
No towing the dump truck without lubricating oil in the reduction gears of the electric motor
wheels is allowed; otherwise the gear transmission will be damaged.

Figure 7.8 – Rear axle:

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

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

Figure 8.1 – Frame:

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

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

Figure 8.2 – Front suspension:

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

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

Figure 8.3 – Rear suspension:

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

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The cylinders of the suspension are fastened to the brackets on the frame and housing of the rear axle
by means of the self-locked nuts 26.
Transversal rod 4 is fastened to the brackets on the frame and housing of the rear axle by means of the
joint-type bearings 20 fastened on the pins 18 through the distance bushings 23 and clamping plates 22 by
means of the bolts 12 and 21.
The central joint ear 8 is mounted on the bushings 16 and fastened to the central lever by means of the
bolts 14 and nuts 15 and pivotally connected with the frame bracket through the spherical bearing 7 and pin 10
by means of the nut 5.
The suspension cylinder is a piston-type pneumatic spring in combination with the hydraulic shock ab-
sorber. The commercial gaseous nitrogen serves as a working element in the cylinder. The LUKOIL-AZh
shock-absorber fluid or its substitutes МГП-12 or ГРЖ-12 В shall be used as a working fluid in the suspension
cylinder.
The front and rear suspension cylinders are similar in design and differ in the size of the parts, configu-
ration of the slot on the shock absorber rod, quantity of oil to be poured and gas pressure. Movable joint rod –
tube of the main cylinder for the front suspension cylinder is sealed by single set of seals as one for the rear
suspension cylinder is sealed by double sets of seals.
The Ø150 ball joint supports with the Ø60 tail piece are used in the front cylinders with the Ø250 mm
rod, and the Ø180мм ball joint supports with the Ø80 mm tail piece – in the rear cylinders with the Ø280 mm
rod. The design of the front suspension cylinder is shown in Figure 8.4 and that of the rear suspension cylinder
– in Figure 8.5.
The front suspension cylinder consists of the main cylinder tube 19 (see Figure 8.4) and rod 18 with the
piston and shock absorber partition welded to the latter. The bottom cover 4 pressing the casing 12 to the rod
end is bolted to the lower portion of the rod and the top cover 37 is bolted to the upper portion of the main cy-
linder tube. The joint ball support 25 fastened by means of the covers 26 by means of the bolts 2 are installed
in the upper and lower covers. The filler valve 22 and the valve of the sensor 39 of the loading and fuel moni-
toring system (LFMS) are screwed into the top cover 23.
The inserts 35 of metal-polymeric tape are inserted between the spherical surfaces of the covers and
ball joints. The adjusting shims 27 are inserted to adjust the clearance in the joints.
The shock-absorber partition is fitted with two bump valves and one rebound valve. In the rebound valve
body 30, the shock absorber rod 14 with the variable-section slots performing the function of the variable-
resistance throttle of the rebound valve.
The cover 12 forms the cavity Р3, into which the working fluid is poured to the level of the check plug 8.
The working fluid is intended for lubrication of the cover seal.
The leak-proofness of the movable joint of the main cylinder tube 19 and the cover 12 is ensured by the
tape 44 and protective ring 43. The protective boot 10 fastened between the ring 15 and the seal 16 serves for
protect the external surface of the cylinder against dust and dirt.
The leak-proofness of the fixed joints is ensured by using the rubber seal rings with round cross section.
To prevent the leakage of the working fluid from the suspension cylinders, the movable joint between
the rod and the main cylinder tube is sealed with a Teflon cup 53, the working edges of which are pressed
apart by the rubber distance ring 52 (the front suspension cylinders are fitted with one cup and the rear sus-
pension cylinder – with two cups). The cup is fitted with interference which is adjusted by means of a set of the
adjusting shims 49 and maintained by the spring 48. The interference of the new cup during the assembling
shall be 2,0 – 2,3 mm (the inner diameter to the cup edge shall be 247.7 – 248.0 mm for the front suspension
cylinders and 277,7 – 278,0 mm for the rear suspension cylinders). The sealing of the joint between the main
cylinder tube and the piston is ensured by the Teflon washers 17 on the piston of the rod 18.
The journal boxes made of polymeric materials are fitted on the piston of the rod 18 and rod guide 11.
The safety valve 13 serves for protecting the casing 12 against overloading in case of overpressure in its
cavity due to reduction of the volume when compressing the cylinder and due to possible leaks of the working
fluid through the cup and other connections. To bring the cylinder into the operational condition, it shall be filled
with nitrogen through the filling valve 22.
When performing the compression stroke (when the wheel overrides an obstacle), the piston moves in
the cylinder upwards and compresses the gas. The compression travel is elastically limited due to increase of
the pressure above the piston.
When performing the rebound stroke (after overriding the obstacle) the rod moves downwards. For
dumping the oscillations arising during the dump truck motion, the suspension cylinder is provided with a hy-
draulic shock-absorber consisting of the two bump valves, rebound valve body 30 and shock absorber rod 14
with the longitudinal slots having variable cross section.

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Figure 8.4 – Hydropneumatic cylinder of the front suspension:

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

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Figure 8.5 – Hydropneumatic cylinder of the rear suspension:

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

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When performing the compression stroke, the working fluid flows from the cavity Р1
to the annular cavity Р2 through the throttling holes of the compression valves and through
the channels in the shock absorber partition. Besides, the oil flows via channels formed by
the rebound valve body 30 and longitudinal slots on the shock absorber rod 14. The
ence between the rods of the shock absorbers of the front and rear suspension cylinders
consists in the configuration of the variable-section slots. To prevent the interchange of the
rods when repairing the cylinders, their lower and top ends are marked.
When performing the rebound stroke, the compression valves are closed and the fluid
only flows from the cavity Р2 into the cavity Р1 through the channels formed by the rebound
valve body and longitudinal variable-section slots on the shock absorber rod the flow area of
which varies as the cylinder is expanded that creates the necessary resistance to flowing of
the working fluid Р1 and prevents the complete expansion of the cylinder.
When mounting the suspension cylinder on the truck or when repairing the cylinder,
it is necessary to pay attention to the marking made by impact on the two sides on the
main cylinder tube near the top cover opposite to the charge valves. The marking includes
the conventional index of the cylinder (131–0 for the front cylinders and 131–1 for the rear
ones), its serial number separated from the former by a dash or two-three empty spaces
and the two last digits of the year of manufacture preceded by a dash.
TO PREVENT THE GAS LEAKS THROUGH THE MOVABLE SEAL OF THE ROD, THE
CHARGED SUSPENSION CYLINDERS SHALL BE STORED AND TRANSPORTED IN THE VER-
TICAL POSITION; THE DEVIATION FROM THE VERTICAL POSITION SHALL NOT EXCEED
30°.

8.3 Maintenance of the Suspension

The maintenance of the suspension consists in the regular inspection of its condi-
tion and fastening, refilling it with operational materials and checking its serviceability. For
the list of lubricants to be applied, periodicity of the check and change of the lubricant, see
chapter “Maintenance”.
Every shift throughout the running-in period check and re-tighten as necessary the
mist critical threaded connections of the suspension listed in Appendix B (the huts of the
ball joint supports of fastening of the front suspension cylinders shall be checked and re-
tightened as necessary when assembling the truck prior to installing the cylinders) until the
tightening torques are stabilized. On finishing the running-in, adjust the clearance be-
tween the inserts and the ball joint supports of the suspension cylinders.
When performing the maintenance, lubricate the joints of the front and rear suspen-
sion cylinders with the grease Lithol-24 through the lubricators until the grease appears
from the safety valves, and do the central joint sand rod joints until the grease appears
from under the packing boxes. When the central lubricating system is installed the parts
and units are being greased automatically during the system operation.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the conditions of the rods, suspension cylinders and joints of the levers of
the front and rear axles by external inspection. The external symptom of a fault of the sus-
pension cylinders is change in their height relatively to the normal working condition.
In case of abnormal operation of the suspension cylinders (roll of the dump truck,
heavy oil leak) check their condition by determining the dimension Н (see Figure 8.4). This
dimension shall be determined by means of a special characteristic ruler (Figure 8.6)
marked with two scales, the charging and the working one.

Figure 8.6 – Characteristic ruler:

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

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The divisions on the scales designate the gas pressure in the cylinder (MPa) for the specified dimension
provided the cylinders are charged correctly. Besides, the ruler is marked with the zones of allowable disper-
sion of the dimension on the working scale during the operation of the cylinders.
The charging scale located on the right of the ruler is intended for monitoring the cylinder being newly
charged or when the gas pressure in the cylinder is equal to zero. The working scale located on the left of the
ruler serves for checking the filling of the suspension cylinders during the operation.
To check the dimension Н, place the empty dump truck on a flat horizontal ground. The suspension cy-
linder is considered to be normally charged, if the end face of the cover 12 (see Figure 8.4) is opposite to the
zone of allowable dispersion of the dimension of the working scale of the ruler. When measuring the dimension
Н, the ruler shall be inserted under the protective boot 10 until it rests against the ring 15 so that the boot
would not move upwards.
Since the dimensions of all the suspension cylinders are interrelated, alteration of the dimension of one
(faulty) cylinder causes the alteration of the dimensions of the remaining cylinders. As a rule, the faulty cylinder
has the smallest dimension.
In the faulty cylinder, it is necessary to measure additionally the gas pressure by means of the device
(Figure 8.7) and, if it is lower than the normal one (according to the working scale of the characteristic ruler) by
more than 0,3 MPa for the front cylinders and 0,2 MPa for the rear ones, perform the preventive recharging.
The sudden drop of the cylinder height is an evidence of occurrence of considerable leaks of the work-
ing fluid through the connections and recharging the cylinder on the dump truck with gas without elimination of
the fault would be inefficient. The faulty cylinder shall be removed from the dump truck, disassembled with ob-
serving the safety precautions and the fault shall be eliminated.

Figure 8.7 – Device for measuring the pressure in the cylinders:

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

Maintenance 2 (M-2).
When performing the M-2:
– Check the condition of the welds of the brackets and suspension levers by external inspection. All the
parts shall be reliably fastened, no cracks on the parts and welds are allowed. Any detected cracks shall be
welded up;
– Check and re-tighten as necessary the bolts fastening the pins of the front suspension rod on the
frame and front axle. The tightening torques are given in Appendix B;

Maintenance 3 (M-3).
When performing the M-3:
– Check and retighten as necessary:
1) the bolts fastening the pin of the central joint of the front suspension;
2) the bolts fastening the upper and lower brackets of the front suspension cylinders;
3) the nut fastening the pin of the central joint of the front suspension.
The tightening torques are given in Appendix В.

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Other kinds of the maintenance.

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

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

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

Adjusting the clearance between the inserts and the ball joint supports of the suspension cy-
linders.
The clearance shall be adjusted on finishing of running-on of the truck (during the running-in, the in-
serts are calibrated) and on reaching the truck's run of 175 – 200 thousand kilometres.
To adjust the clearance, hang out the upper and lower joint ball support of the suspension cylinders by
turns (with following the safety precautions).
The adjustment shall be performed by removing the adjusting shims.
After adjustment, no backlash in the articulated joint shall be presented and the ball joint support (in the
lubricated state) shall turn over in all directions by hand with the torque of 150 – 200 N.m.
Tighten the nuts fastening the ball joint supports of the cylinders of the front and rear suspensions with
the torque specified in the appendix.
During the operation, it is necessary to watch over the lubricity of the joints that is shown by exit of the
grease through the safety valve in the top and bottom covers. Should there be no exit of the grease through
the valves, the cause of the fault shall be immediately found and eliminated.
The continuous lubrication ability of the inserts of the ball joint supports ensures the serviceability
within the run of 350 – 400 thousand kilometres. On reaching the above run, the inserts shall be replaced.
The above mentioned service life of the inserts can vary up or down depending on dump truck opera-
tion, quality of joints lubrication and quality of grease.
– Check the oil level in the covers of the suspension cylinders.
Screw out the plug 8 (see Figure 8.4) and drain the oil, if its level is above the plug. If the oil level is be-
low the plug, no oil should be added.
For the brand of the oils to be used, see the chapter “Operational Materials”.
– Check the charge of the suspension cylinders with gas and recharge them, if necessary.
To refill the cylinders of the front suspension with oil on the truck, proceed as follows:
– Vent the gas completely from the cylinders through the filling valve using a special device. When it will
be done, the cylinders shall be compressed up to the stop. If foamed oil is discharged through the open valve
after compressing the cylinder, close the valve and let the oil settle unlit nitrogen is released completely;
– After complete release of gas, screw out the filling valve and pour fresh oil into the cylinder to the
threaded hole level through the hole for the valve.
– Screw in the filler valve and fill the cylinder with nitrogen according to the filling scale of the characte-
ristic ruler while checking the gas pressure in the cylinder by means of the pressure gauge. It shall correspond
to the the pressure on the characteristic ruler.
To refill the cylinders of the rear suspension with oil on the truck, proceed as follows:
– Place the stands provided with the truck onto the base of the stops (on the rear axle housing) and vent
gas from the suspension cylinders (see above). In so doing, the cylinders shall be compressed until the frame
side members rest against the stands placed.
On compressing the cylinders, check correctness of installation of the stop bases. To perform the check,
use the characteristic ruler. When the cylinders are compressed until the frame side members rest against the
stands, the cylinder casing end shall be at the level of the line 8 (see Figure 8.6) of the characteristic ruler with
the accuracy of up to 5 mm. In this case, the ruler shall be applied in the same way as when measuring the
dimension Н. The refilling of the rear cylinders with the forking fluid is similar to that of the front ones.

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To charge the cylinder filled with the working fluid with gas, proceed as follows:
– Connect the reduction valve of the device to the nitrogen cylinder through the adapter 2 (Figure 8.8);
– Screw the adapter 17 of the facility onto the filling valve of the suspension cylinder;
– Open the valve on the nitrogen cylinder. The gas pressure in the cylinder shall be monitored by means
of a pressure gauge 3;
– Create the gas pressure in the suspension cylinder by turning in the adjusting screw 12 of the reducer
until the cylinder begins expand;
– Close the valve on the nitrogen cylinder and release the gas from the channel and hose of the device
through the fitting 8. The pointer pressure gauge 10 shall be pointed to zero;
– Screw in the needle 15 until the filling valve begins opening. The beginning of opening of the filler
valve shall be determined according to the moment of deviation of the pointer of the pressure gauge 10. Screw
in the needle carefully to prevent the valve spring against damage;
– Open the valve on the nitrogen cylinder and let the cylinder expand to such a dimension that the pres-
sure as read from the pressure gauge 10 would coincide with that indicated on the characteristic ruler using
the screw 12 (see Figure 8.6) or according to Table 8.1;
– Screw out the needle 15 (see Figure 8.8), close the valve on the cylinder and disconnect the device
from the filler valve;

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

Suspension cylinder Cylinder designation Gas pressure, MPa

Front 75131-2907020-11 3,68
75131-2917020-10
Rear 1,1
75131-2917021-10

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

Figure 8.8 – Facility for charging the suspension cylinders:

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

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8.4 Front Axle

The front axle is steerable, non-driving. It consists on the beam 7 (Figure 8.9), right- 5 and left-hand 12
steering knuckles connected with the beam by means of cylindrical pivots 17, which are fastened motionlessly
in the beam tips by means of the locking bolts 16. The steering knuckle turns on the pivot in the five bushings
18 mounted on the upper (two bushings) and lower (three bushings) ears of the steering knuckle. The bush-
ings are lubricated through the lubricators 19 and sealed in the top ear of the knuckle by means of the cups 23.
The front axle beam 7 is of welded type with box section and cast tips welded-in at its ends. The central
lever of the front suspension with the brackets of the steering cylinders is welded to the front part of the beam.
The thrust bearing 15 is installed between the lower ear of the steering knuckle and the beam tip end.
The clearance between the lower ear of the steering knuckle and the beam tip end shall not exceed 0,8 mm.
To perform the adjustment, use the compensators 24.

Figure 8.9 – Front axle:

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

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Figure 8.10 – Steering knuckle with the hub, brake and steering mechanism:
1, 24 – pins; 2, 7, 15, 32, 36, 44 – bolts; 3 – adjusting bushing; 4 – cover; 5 – speedometer drive; 6 – sealing gasket; 8 – hold-
down ring; 9, 38 – lubricators; 10 – packing box; 11 – wheel hub; 12 – wheel; 13, 14 – bearings; 16 – cup; 17 – inner cover of the front
hub; 18 – bundle of the speedometer wires; 19 – cable input; 20 – plug; 21 – pivot bushing; 22 – steering linkage lever; 23 – nut;
25 – expanding bushing; 26 – steering knuckle; 27 – brake disk; 28 – volume limiter; 29 – brake housing; 30 – odometer; 31 – pin wire;
33 – tightening plate; 34 – washer; 35 – bushing; 37 – linings; 39 – tube; 40 – angle piece; 41 – ring; 42 – flange; 43 – speed sensor

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The pivot stoppers 16 are located from one side of the front axle beam for providing the possibility of re-
arrangement of the pivots from the left side of the axle to the right one and vice versa when replacing the pivot
bushings during the operation of the truck to improve the life of the pivots.
The steering linkage lever 22 is fastened to the lower ear of the steering knuckle by means of the pins
24 (Figure 8.10), tapered expanding bushings 25 and huts 23 (the tightening torque is 800 – 1000 N.m).
The front wheel hub 11 with the brake disk 27 fastened to it by means of the bolts 15 (the tightening tor-
que is 650 – 800 N.m) rotates on the journal of the steering knuckle 26 on the two tapered roller bearings 13
and 14. The bearings are sealed by means of the packing box 10 and cup 16.
The brake housing 29 is fastened to the steering knuckle 26 by means of the bolts 36 (the tightening
torque is 2500 – 3000 N.m). The bolts are fitted into the bushings 35 and locked against turning out by means
of locking plates 33, which are locked by bolts 44.
Ensure the clearance of at least 1,5 mm between the end faces of the axles of the liners of the brake
housing 29 and the brake disk 27 by means of the adjusting washers 34.
The speedometer sensor drive 5 is mounted in the left-hand wheel of the front axle, the odometer 30
can be mounted in the right-hand one on the customer's order.
Speed sensor 43 is fastened to steering knuckle 26 (view E) at flange 42, ring 41 is fastened at hub 11
for dump trucks with “GE” traction drive.
When assembling the unit, the pins 1 and 24 are set on the Unigerm-9 sealant.
The lubricators 9 and 38 (two per bearing) are intended for lubricating the bearings of the wheel hubs
during the operation of the truck.
When assembling the unit, fill the space between the rollers of the bearings 13 and 14, cavities between
the bearings and the volume limiter 28, inner cavities of the hold-down ring 8 and cover 17 as well as the inner
cavity between the the dust cap and the working edge of the cup 16 with the Lithol-24 grease.
Fill the inner cavity between the dust cap and working edges of the cups 23 (see Figure 8.10) with the
Lithol-24 grease to 2/3 of the volume. After assembling, fill the pivot bushings 18 with the Lithol-24 grease
through the lubricators 19 (0,2 – 0,3 kg in each ear of the knuckle).
The front axle is connected with the frame by means of the central joint, transversal rod and suspension
cylinders.

8.5 Maintenance of the Front Axle

The maintenance of the front axle consists in periodical inspection of the condition, fastening and adding
the operational materials as well as adjusting the bearings of the wheel hubs. For the list of lubricants to be
applied, periodicity of the check and change of the lubricant, see chapter “Maintenance”.
Maintenance 1 (M-1).
When performing the M-1:
– Check the condition of the welds of the front axle beam
tips. The places exposed to the heaviest load (special inspection
zones) according to Figure 8.11 are subject to especially thorough
inspection.

Figure 8.11 – Inspection zone:

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

Seasonal maintenance (SM).

When performing the seasonal maintenance:
– Adjust the taper bearings of the wheel hubs.

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Adjustment of the taper bearings of the wheel hubs.

To adjust the tapered bearings of the wheel hubs during the operation, proceed as follows:
– Apply the parking brake and put the wheel chocks under the rear wheels;
– Hang out the front portion of the truck until the wheels are lifted clear of the ground and put the special
stands under the side members of the frame;
– Remove the outer cover 4 (see Figure 8.10) of the front wheel hub;
– Remove the cotter pins from the twelve bolts 32 and turn out the bolts by two-three revolutions;
– Turn out the adjusting bushings 3 by two-three turns;
– While turning the hub in both directions, tighten the six bolts 32 fitted in the holes without adjusting
bushings in the hold-down ring with applying the torque of 100 – 140 N.m;
– Turn out the same bolts by 22 – 28°;
– Tighten the adjusting bolts 3 with the torque of 100 – 140 N.m;
– Tighten all the twelve bolts 32 with the torque of 100 – 140 N.m;
– Fix all the bolts with cotter pins in pairs;
– Refit the outer cover 4 of the front wheel hub and fasten it by means of the bolts 2;
– Lower the truck from the stands and remove the chocks from the rear wheels.

8.6 Wheels and Tyres

The truck is equipped with six spoke wheels. The wheels of the front axle are single ones while those of
the driving axle are doubled ones. The wheels are fastened to the hubs by means of the clamps and pins with
nuts.
The wheel consists of the rim 9 (Figure 8.12), two bead rings 7, tyre bead seats 10 and lock ring 5. The
distance ring 10 (Figure 8.13) is inserted between the rims of the double rear wheels.
The rim has the tapered internal surface for centring and fastening the wheel on the hub. The lock ring is
of split type. The rim and removable tyre bead seat have taper shelves, onto which the beads of the tyre 8 are
mounted with interference (see Figure 8.13).
The tyres are tubeless. The sealing between the rim and the removable tyre bed seat is provided by
means of the rubber sealing ring 6.
The BS-type valve is screwed into the threaded (K 1/2") hole of the rim. To inflate the tyres and check
the pressure in them, the extension tubes of the front 11 (see Figure 8.12) and rear inner 1 (see Figure 8.13)
wheels are led outside.
The front wheel is fitted with the УГ17–330 flexible extension tube of the valve and the inner rear wheel
with the УГ 17–1060 flexible extension tube. The adaptors of the valve and extension tube have an increased
flow area, therefore it would be necessary to screw the adaptor included in the scope of delivery of the dump
truck onto the valve or extension tube for measuring the tyre inflation pressure by means of a standard pres-
sure gauge.

Figure 8.12 – Mounting the front wheel:

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

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Figure 8.13 – Mounting the rear wheels:

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

Tire operating modes.

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

ТКВЧ= Qcр • Uc.э,

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

Qср = 0,5 (Qпор + Qгр),

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

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

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ТКВЧн = ТКВЧ • F(tc),

t

Where:
ТКВЧн – corrected by temperature ТКВЧ;
t

F(tc) – ambient temperature (tc) - dependent coefficient.

If tc < 38 С, then F(tc) = 74 / (74 – T), where Т = (38 С – tc) • К
0 0

If tc > 38 С, then F(tc) = 52 / (52 + T), where Т = (tc – 38 С) • К, where

0 0

Coefficient К:
0.5 – for tires with sectional width not more than 27 inches;
0.4 – for tires with sectional width more than 27 inches.

If tc < 15 С it’s assumed that operating efficiency ТКВЧ is equal to value calculated for tc = 15 С.
0 0

If maximum travel speed of the dump truck exceeds 48 kmh, then operating efficiency ТКВЧ should be
corrected by formula:

ТКВЧн = ТКВЧ • 48 / Vmax,

v

Where:
Vmax – maximum travel speed.

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

8.7 Maintenance of the Wheel and Tyres

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

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

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

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

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

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

IT’S PROHIBITED:
– to mount tires with repaired local damages or repaired by applying of new tread to front axle
for safety purposes;
– to mount tires of different models to front axle;
– to mount dual cross-ply and radial tires.
When operating the dump trucks, maintain the condition of the roads in the quarries and approaches to
the excavators and dumps, under which the tyres would not be damaged.
At the parking places, there shall be no oil products and/or other substances destructing rubber.
Do not allow the dump truck with the full load to be motionless for more than two days. In case of pre-
servation, the loader shall be put onto the props ensuring the complete unloading of the tyres.
The tyre design is shown in Figure 8.14.

Figure 8.14 – Tyre design:

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

Maintenance 1 (M-1).
When performing the M-1:
– Check and re-tighten as necessary the nuts fastening the front and rear wheels. The tightening
torques are given in Appendix В.

8.8 Mounting and Dismantling the Wheels and Tyres

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

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When fastening the rear wheels, it is necessary to fit three clamps having an additional М24х2 threaded
hole on each side to facilitate the removal of the clamps when dismantling the rear wheels. The clamps with
the threaded holes shall be equispaced (after each three clamps without threaded hole) over the wheel rim cir-
cumference. To facilitate the removal of the clamps when dismantling the rear wheels, use the 340758
(М24х2) bolt included specially in the spare parts, tools and accessories kit.
DISMANTLING OF TIRES, MOUNTING OF TIRES TO RIM AND MOUNTING OF WHEELS TO THE DUMP
TRUCK AT AMBIENT TEMPERATURE BELOW 40 С IS PROHIBITED.
0

The tyres shall be only mounted and dismantled on the tyre-mounting bench ensuring the smooth and
even application of the load to the wheel parts and with following the directions on the stand.
KNOCKING RIMS OUT OF TIRES BY SLEDGEHAMMER IS PROHIBITED TO AVOID DEFORMATION OF
WHEEL PARTS, NICKS AND CRACKS.
Prior to mounting, check the completeness of the tyre and wheel parts and assemble the wheel with the
tyre of the specified size only.
The tyres shall be only mounted on the wheels with not damaged painting from both the outer and inner
side. Using the corroded wheels could cause their breakdown during the motion that in turn could cause acci-
dents. Besides, using the non-painted wheel parts would complicate not only mounting, but also subsequent
dismantling of the tyre, because the tyre beads stick to non-painted surfaces stronger than to painted ones.
Prior to mounting, check the tyre condition by external inspection. The internal cavity of the tyre shall be
clean and dry. The tyre beads shall have no flash residues. The presence of moisture, dirt and rubber flash
could become the cause of impeded or impossible deflation of the tyre due to clogging the valve bore.
Check carefully the condition of the rim elements while paying special attention to the absence of cracks
over the grooves for the lock and sealing rings, over the fillets of the shoulders of the base ring and bead seat
and over the welded connection between the locking part of the rim and bead seat to the rim shell. To detect
cracks, it is recommended to use the visual, dye-penetrant, magnetic-particle or ultrasound inspection. When
performing the visual inspection, a magnifier may be used.
Never allow the operation of the rims and other parts of the wheels if they have such defects as cracks,
rust and paint sags at the places contacting with the tyre and other wheel parts as well as those with distorted
geometry (excessive ovality of the bead ring and rim, twisting of the lock ring, dents, burrs, etc.).
Never use the rims with damaged lock groove and/or lock rings with the above defects; otherwise the
tyre could get stripped spontaneously when being inflated.
The dirty areas of the wheel, especially mounting shelves and areas at the valve hole shall be cleaned
from dirt and rust by means of a metallic brush, degreased and touched up.
In case of destruction of more than 25% of the total painting of the wheel parts, perform the completely
painting using primers and enamels intended for metal.
The tyre shall be inflated on the tyre-mounting bench with the fixed pressure device on the hydraulic cy-
linder rod ensuring the safety of the works. To inflate the tyre, proceed as follows:
– Inflate the tyre preliminarily to the pressure of 0,08 – 0,10 MPa and check the correctness of assem-
bling of the tyre with the rim;
– Inflate the tyre to therecommended pressure to ensure the tight conformity of the tyre bead to the rim
seat and hold for 10-15 minutes. Check impermeability having poured soapy solution into the groove of the
safety shoulder. The air-tightness of the connections between the valve and the rim and between the slide and
slide chamber shall be checked using soapy solution.
– Reduce the air pressure in the tyre 0,08 – 0,1 MPa, unfasten and remove the wheel from the bench.
The air-tightness of another bead shall be checked similarly, but the wheel shall be put with the lock ring
faced downwards. The air-tightness of the wheel assembled with the tyre shall be assessed by the pressure
reduction for 24 hours as measured by means of a pressure gauge. No pressure reduction is allowed.
The air pressure in the tyre shall be only brought to the normal value after fastening the wheel on the
hub. There shall be nobody near the tyre being inflated.
When mounting the tyre onto the rim, be especially careful to protect the tyre beads, sealing rings and
rim elements ensuring the air-tightness of the joints. Never reuse the sealing ring. Never use the hole for the
valve for slinging the rim. To protect the slides from dirtying and damage, the adapters of the valves and ex-
tenders shall be fitted with caps.
The tyres shall be transported and stored in the upright position. The mounted tyres shall be stored with
the air pressure in them of 0,08 – 0,10 MPa.

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

8.9 System for Monitoring the Air Pressure in the Tyres

The dump trucks can be equipped with the systems for monitoring the pressure in the tyres from various
manufacturers:
– telemetering monitoring system (TMS);
– remote monitoring system.
The systems are interchangeable.
The systems are intended for monitoring automatically the pressure in the tyres, giving the driver the vis-
ible and audible warning signals and registering the date and time of occurrence and elimination of the fault.
Technical performances of the system, description, the order of serviceability checking , settings of the
base module, maintenance and repair look in the operating manual for the system provided within the com-
plete set of operational documentation..
Installation of pressure sensors housings of front and rear wheels with units and parts of the system is
described in the “Assembling, Commissioning and Adjustment Manual”.

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9 STEERING CONTROL
The steering control of the dump truck is of hydrostatic power type with internal hydraulic feedback. It
comprises the metering pump А1 (Figure 9.1) connected with the steering column shaft via cardan shaft, flow
booster А2, manifold А5, variable-capacity axial-piston pump Н, three hydropneumatic accumulators АК3 –
АК5, two hydraulic steering cylinders Ц11 and Ц12, filters Ф1, Ф2, oil tank and oil pipelines.

9.1 Principle of Operation of the Hydraulic Drive

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

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

Figure 9.1 – Schematic hydraulic diagram of the steering control:

Н – variable-capacity axial-piston pump; А1 – metering pump; А2 – flow booster; А5 – manifold; НМ1 – hydraulic motor of the
steering gear; Р1 – hydraulic distributor of the steering gear; Р2 – hydraulic distributor for selecting the turn direction; Р3, Р4 – hydraulic
distributors of the flow booster; Р5 – priority valve; Р8 – hydraulic distributor for discharging the hydropneumatic accumulators;
АК3-АК5 – hydropneumatic accumulators; Ф1, Ф2 – filters; К1 – backup valve; КО1-КО7 – check valves; КП1, КП2, КП3 – safety valves;
Ц11, Ц12 – hydraulic steering cylinders; ДД – pressure sensor;
I – to the hydraulic brake system; II – into the hydraulic system of the dumping mechanism; III – to the automatic pump-unloading
device

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In case of collision with an obstacle causing an extreme loading striving for turning the wheels to the left,
the pressure in the counteracting chambers of the hydraulic cylinders increases. The safety valves are ad-
justed to the pressure of 24 MPa and on reaching this pressure the valve will open and contains the above
chambers of the hydraulic cylinders with the drain hydraulic line. At the same time, the pressure in the opposite
chambers of the hydraulic cylinders will drop below the atmospheric one. To equalize the oil pressure in the
chambers of the hydraulic cylinders, the flow booster is provided with the check valves KO2 and KO3, which
pass oil to the hydraulic cylinders from the drain hydraulic line.
To provide visual and sound signalling when pump is faulty (low pressure in the liquid type hollow of the
steering pneumatic hydroaccumulator) there is analogous pressure sensor ДД with limit of 0 – 25 MPa is
mounted in the steering collector A5.
The current pressure value which is measured by sensor is displayed on the instrumentation panel.
When pressure value is of 13 – 18,5 MPa zone of indication is of green colour; when pressure value is less
than 13 MPa or it is over than 18,5 MPa zone of indication is of red colour. When pressure value is less than
13 MPa the emergency transparent of red colour as well as beeper get turned on (emergency pressure in the
steering control). When pressure value is less than 8 MPa electromagnet hydraulic distributor gets actuated in
the rear brakes circuit – rear brakes are automatically applied.
When turning the steerable wheels on the still truck when the maximum pressure in the hydraulic system
of the steering control is required and at the minimum pump capacity at low rotational speed of the engine, the
maximum speed of turning the steerable wheels can be limited (“heavy steering”). This phenomenon has posi-
tive nature from the standpoint of the tyre safety.

9.2 Steering Control Units

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

Figure 9.2 – Mechanical drive of the metering pump:

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

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

Figure 9.3 – Cardan shaft of the steering control:

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

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

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

Figure 9.4 – Metering pump:

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

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

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

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

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

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

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

The spool-valves 12, 17, 25 and 29 are processed over respective openings in the set of cases,
wherein a gap in conjunction of from 0,010 to 0,016 mm is provided. Spool-valves and the set of cases
are marked with the same order number and applied together; when repairing the replacement of parts
of marked kit is not allowed.

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Figure 9.5a – Flow booster 75131–3416600:

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

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The manifold (Figure 9.7) is intended for distributing the working fluid flow в hydropneumatic accumula-
tors of the steering control and of the service brake system. The hydraulic distributor 2 intended for discharging
the oil chamber of the hydropneumatic accumulators of the steering control is mounted on the manifold.
The hydraulic distributor is controlled by means of solenoid which is energized from the onboard mains
of the dump truck on pressing the pushbutton for stopping the engine as well as pushbutton 6 located on the
solenoid itself.
In this case, the check valves installed in the hydraulic brake system prevent the hydropneumatic accu-
mulators of the service brake system from being discharged.
The check valve 4 prevents the consumption of working fluid from the hydropneumatic accumulators
through the pump in the emergency mode of the steering control operation.

Figure 9.6 – Manifold:

1 – manifold; 2 – solenoid-controlled hydraulic distributor; 3 – screw; 4 – check valve; 5 – bushing; 6 – button for forced release of
pressure in the hydropneumatic accumulators
I, II, III – channels connected with the hydropneumatic accumulators; IV – channel connected with the drain; V – channel con-
nected with the control panel of the dumping mechanism; VI – channel connected with the brake system; VII – channel connected with the
flow booster

Hydropneumatic accumulator.
The hydraulic system of the steering control is equipped with three hydropneumatic accumulators which
accumulate the emergency reserve of the working fluid under pressure and deliver it into the hydraulic system
for replenishment as well as for controlling the dump truck in case of sudden stop of the engine or for other
causes having resulted in cessation of feeding the working fluid into the hydraulic system from the pump.
THE HYDROPNEUMATIC ACCUMULATORS CONTAIN THE GAS AND WORKING FLUID UNDER HIGH
PRESSURE (UP TO 17 MPa), THEREFORE THEY SHALL BE OPERATED IN ACCORDANCE WITH THE RULES FOR
DESIGN AND SAFE OPERATION OF PRESSURE VESSELS.

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The hydropneumatic accumulator consists of the casing 7 (Figure 9.7), top 10 and bottom 2 covers and
piston 4. The covers are screwed into the casing (the tightening torque is 500 to 700 N.m) and locked by
means of the bolts 1.
The piston is sealed by means of the piston seals 3 and 5; the rings 6 are the piston guides. The piston di-
vides the housing into the two chambers, the liquid chamber one and the gas one. When assembling the hydrop-
3
neumatic accumulator, its gas chamber shall be filled with the working fluid in the volume of (500+100) cm .
The gas chamber is charged with nitrogen through the charging valve 12 with the use of the fixture for
charging the suspension cylinders.
The gas chamber of the hydropneumatic accumulator is charged with dry technical-grade nitrogen at the
pressure of 7,5 to 8 MPa.

Figure 9.7 – Hydropneumatic accumulator:

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

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

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

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

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

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

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

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Figure 9.10 – Steering trapezoid:

1, 5 – steering cylinders; 2, 4 – steering knuckles; 3 – link of steering trapezoid; 6, 10 – bolts; 7 – spacer bushing; 8 – finger;
9 – clamping plater;
B, C – sizes

9.3 Maintenance of the Steering Control

The maintenance of the steering control units during the operation consists in monitoring the oil level in
the oil tank of the integrated hydraulic system, checking the leak-proofness of the system, lubricating regularly
the rubbing surfaces, checking the tightening of the threaded connection and monitoring the level of charging
of the hydropneumatic accumulators with nitrogen.
For the list of lubricants to be applied, periodicity of the check and change of the lubricant, see chapter
“Maintenance”.
For the list of routine maintenance works for the hydraulic system of the steering control, which are
common for the integrated hydraulic system see the chapter “Dumping Mechanism”.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them as necessary (at the places of leakage);
– Check the condition and fastening of the steering cylinders, levers and arm of the steering control by
external inspection. No bends, cracks and/or other damages are allowed;
– Check the operability of the emergency drive of the steering control.
When the engine is running and the hydropneumatic accumulators are completely charged, the warning
lamp of the emergency pressure in the hydraulic system of the steering control shall not be lit and no beep
shall be heard. With the dumping mechanism control switch set to lifting, turn the steering wheel to one full
revolution to the left and right; it shall cause the steerable wheels to turn.
– Check the serviceability of the steering control on the run.
Maintenance 2 (M-2).
When performing the M-2:
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. The loosened fasten-
ers of the hoses shall be re-tightened;

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– Check the following fasteners and re-tighten them as necessary:

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

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

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Other kinds of the maintenance.

When the truck reaches 40-50 thousand kilometres run.
– Check gaps in the steering cylinders joints, steering linkage rods. Replace joint-type bearings if neces-
sary.
Gaps in the steering linkage joints are checked by sharp turning of the steering wheel to right and left
while engine operates. There shall be no backlash in the steering linkage joints.
When backlash in the joints of the steering cylinders and steering linkage rod increases up to 0.5 mm, it
is necessary to replace spherical bearings.
– Adjust the toe-in of the steerable wheels.
The adjustment shall be performed in case of replacement of the steering link and/or steering knuckles
and in case of increased wear of the tyre tread.
Adjusting the toe-in of the front wheels.
IN CASE OF REPLACEMENT OF THE STEERING LINKAGE ARM AND/OR STEERING KNUCKLES AND IN
CASE OF INCREASED WEAR OF THE TYRE TREAD, CHECK THE TOE-IN OF THE STEERABLE WHEELS AND AD-
JUST IT AS NECESSARY.
When installing the steering cylinders 1 and 5 (Figure 9.10) and steering linkage arm 3, the bolt 6 from
the side of the distance bushing 7 shall be only tightened after tightening the bolt 10 on the other side of the
pin. The tightening torque of the bolts shall be 490 – 600 N.m.
To adjust the toe-in of the wheels, proceed as follows:
– Set the front wheels to the position corresponding to the straightforward motion of the dump truck;
– Measure the distance between the points of the machined planes of the hubs at the level of the wheel
axis in front of the truck;
– Measure the distance between the respective points from the rear. The dimension measured from the
rear shall exceed that measured from the front by 5 – 10 mm;
– Install the arm 3 having adjusted its length in accordance with the position of the steerable wheels;
here the difference between the dimensions В and С shall not exceed 5 mm;
– After adjusting the toe-in of the wheels, tighten the nuts of the clamping joints of the arm tips to the
torque of 125 – 150 N.m.

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10 BRAKE SYSTEMS
10.1 General
The dump truck is equipped with the service, parking, auxiliary and reserve brake systems.
The service brake system with the hydraulic actuator divided into the circuit of the front wheels and that of
the rear ones acts upon all the wheels. It is not intended to slowdown the speed motion and braking in ordinary
mode. The system should only be used in low efficiency of the auxiliary brake system and when critical situation
occur for the emergency stop; for complete stop of a truck moving at low speed and short time parking.
The parking brake system has the hydraulic actuator and acts upon the rear axle wheels. It is intended
for braking of the dump truck at the parking places, when loading and unloading the dump truck.
The auxiliary brake is electric: is operates in the braking mode of the traction motors.
As a reserve (emergency) brake, the parking brake and the serviceable circuit of the service brake sys-
tem are used, for the BelAZ-7513 and BelAZ-7513А truck modifications with the complete electric transmis-
sion manufactured by General Electric Company, only the serviceable circuit of the service brake system is
used.
For parking when loading and unloading use the position " " – (load brake) switch of the electric drive
reverser or mechanical lock on the pedal of the service brake valve.
The hydraulic drive of the dump truck is provided with the function of automatic engagement of the brake
gears of the rear wheels in case of oil pressure drop in the brake circuits.
Operation of the Brake Systems’ Hydraulic Drive.
When the engine is running, the working fluid from the tank is passed by the variable-capacity axial-
piston pump Н (Figure 9.1) through the filter Ф1 into the manifold А5 and charges the pneumatic hydroaccu-
mulators АК3 – АК5 of the steering control.
Further, the working fluid is passed through the twin protective valve К08 (Figure 10.1) into the pneumat-
ic hydroaccumulators АК1, АК2 of the rear and front circuits of the service brake system and charges them.
From the pneumatic hydroaccumulators АК1, АК2, the working fluid is fed to the service brake valve А3.
When the pedal is released, the service brake valve slides shut off the channels from the pneumatic hydroac-
cumulators and connect the chambers of the service brake cylinders Ц3 – Ц10 with the drainage. The dump
truck is unbraked.
On depressing the pedal, the valve slides А3, while moving, shut off first the drain channels and then,
while moving further, connect the channels from the pneumatic hydroaccumulators with those to the brake cy-
linders; the working fluid is fed under pressure from the liquid chambers of the pneumatic hydroaccumulators
АК1, АК2 under the pistons of the brake cylinders Ц3 – Ц10. The dump truck is braked by the service brake sys-
tem.
The hydraulic drive is divided into the two independent circuits by the twin protective valve К08, separate
sections of the service brake valve А3 and separate pneumatic hydroaccumulator АК1 and АК2 for each cir-
cuit. The pressure switches РД1, and РД2 for the working fluid in the pneumatic hydroaccumulator and stop-
light switches РД5 and РД6 are connected in each circuit.
In case of pressure drop, the pressure switches РД1 and РД2 (the actuation pressure is 13 MPa) in-
stalled in the pneumatic hydroaccumulators of the rear and front circuits give the signal for switching on the
buzzer and emergency transparent of red colour on the instrument panel.
The pressure switches РД5, РД6 (the actuation pressure is 0,5 MPa) installed in the control lines of the
brake gears of the rear and front wheels give the signal for switching on the stop-lights.
In case of pressure drop, the pressure switch РД4 (the actuation pressure is 10 MPa) installed in the
parking brake control line gives the signal for switching on the pilot lamp on the instrument panel.
The parking brake gears are released by feeding the working fluid under pressure under the pistons of
the cylinders Ц1, Ц2 by turning the lever of the parking brake valve А4 which is supplied with the working fluid
from the pneumatic hydroaccumulators АК3 – АК5 of the steering control.
When pressure value is less than 8 MPa pressure sensor mounted in the steering collector provides
actuation of the electromagnet hydraulic distributor A6 in the rear brakes circuit.
In this case, the hydraulic distributor А6 becomes energized, the hydraulic distributor slide moves and
the working fluid from the pneumatic hydroaccumulator АК1 is passed through the two-line valve А7 into the
cylinders of the brake gears of the rear wheels and the automatic application of the rear service brakes at the
low low working fluid pressure in the hydraulic actuator is ensured.
When switchover reverser is shifted to the position " " – (load brake) application of rear service brakes

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occur.

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

10.2 Service Brake System

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

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piston.

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

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

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

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

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

Figure 10.4 – Brake gear of the front wheel:

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

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

Figure 10.5 – Twin protective valve:

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

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

The pressure switch (Figure 10.6 a) is intended for switching on brake signal in taillights when service
brake system is applied (actuation pressure is of 0,5 MPa).
The pressure switch (Figure 10.6 b) is intended for switching on the warning lamps mounted on the in-
strumentation panel and audible alarm in case of drop of the oil pressure in the pneumatic hydroaccumulators
below the specified limit of 13 MPa.
The pressure switch in the hydraulic actuator circuit of the parking brake when pressure drops ( braking
by parking brake system) sends signal to emergency alarm transparent on the instrumentation panel (actuation
pressure is of 10 MPa).

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Figure 10.6 – Pressure switch:

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

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

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Figure 10.7 – Brake valve:

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

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10.3 Parking Brake System

10.3.1 Parking brake system of the trucks with the reduction gears of the power-wheels manufac-
tured by BelAZ OJSC
The parking system is intended for braking the truck in the parking zones, during the loading and un-
loading as well as in emergency cases of failure of the service brake system.
The brake gear of the parking brake system is of hydraulically actuated disk dry-friction type with two
spring energy accumulators. The brake disk 28 (see Figure 10.2) is common for the parking and service
brakes. The parking brake gear is fastened to the bracket 22. The cheeks 50 and 52 are interconnected by the
pins through the inserts 19 and supports 20. The outer cheek bears the two parking brake cylinders 5 with the
pistons 48 and springs 47.
In the braked state, the piston 48 presses the brake pads to the brake disk under action of the spring 47.
For unbraking, the control pressure of the fluid is fed into the space under the piston, which, while moving,
compresses the spring and ensures the clearance between the brake pads and the brake disk.
If the brake pads got worn out in case of using the parking brake as a reserve one, it is necessary to ad-
just the clearance of 1 – 1,5 mm between the brake pads and the brake disk when the gear is in the unbraked
state.
The clearance between the brake pads and the brake disk is determined by the movement of the indica-
tor 42. The distance from the groove on the indicator 42 to the end of the cover 46 shall be 10 mm in the un-
braked state. If the indicator displacement exceeds 3 mm when braking the dump truck, it is necessary to ad-
just the clearance between the brake pads and the disk. The brake pads shall be replaced, should the friction
layer of the brake pad be worn to the residual thickness of less than 10 mm
The clearance between the inner brake pad and the brake disk is set by turning the stop 33 and that be-
tween the outer brake pad and the brake disk – by turning the cover 46 using a special wrench with the parking
brake released and the parking brake cylinder depressurized.
To release the parking brake, it is necessary to feed the fluid under pressure to the space under the pis-
ton 48 for compressing the springs and rotate the unbraking nut 44 clockwise up to the stop.
In the emergency, where no pressure is present in the pneumatic hydroaccumulators, it is necessary to
rotate the unbraking nut 44 clockwise up to the stop to release the parking brake. To return the cylinder to the
working state, turn out the unbraking nut 44 counter-clockwise flush with the unbraking screw and lock it with a
cotter pin 43.
Prior to adjusting the clearance, loosen the locknut 41 and locking bolt 40 and after the adjustment tigh-
ten the bolt and lock it by means of the locking nut.
In case of failure of the unbraking gear, the parking brake of the truck can be released by turning out the
nuts 7 fastening the parking brake cheek 50.
IT IS STRICTLY PROHIBITED TO TURN OUT THE UNBRAKING NUT 44 FOR DISASSEMBLING THE PISTON
COVER AND REMOVING THE SPRING 47 WITHOUT SPECIAL DEVICE ENSURING THE RELIABLE FIXATION OF
THE PISTON 48 AND COVER 46 AND SMOOTH LOOSENING OF THE SPRING 47.

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

The parking brake system is intended for braking of the dump truck at the parking places, when loading
and unloading the dump truck.
The brake gear of the parking brake system manufactured by KNOTT Company is of hydraulically-
actuated dry-friction disk type with two spring energy accumulators (for the detailed description of the parking
brake, see the operation and maintenance manual for the brake).
The parking brake is fastened by means of the bolts 33 (see Figure 10.3) to the bracket 8 which is fas-
tened to the cheek 22 by means of the nuts 7 through the bracket 20.
The energy accumulator consists of the body 32 with the cover 34 bolted to it. The piston 38 with the
brake pad 37 moves inside the case. The piston is sealed by means of the set of protective washers 40, 42
and sealing rings 39, 41.
In the braked state, the piston 38 presses the brake pads 37 to the brake disk 19 (outer) by the force of
the springs 35 and 36 (seven pairs). For unbraking, the control pressure of the fluid is fed into the space under
the piston, which, while moving, compresses the springs and ensures the clearance between the brake pads
and the brake disk.

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As the brake pads get worn out, the clearance between the brake pads and the brake disk shall be ad-
justed in the unbraked state. The clearance shall be 1 – 2 mm from each side of the brake disk that is adjusted
by placing the adjusting shims 30 with various thickness. The brake pads shall be replaced, if the clearance
exceeds 2 mm or if the brake gear fails to ensure the necessary brake force (with the allowable thickness of
the brake disk).
To tow the faulty truck, it is necessary to release rear circuit of the service brake system. To do this, dis-
connect the battery or screw out the locking needles of the service brake valve; in do doing, the chambers of
cylinders of the brake gears of the rear wheels are connected with the drainage.
Arrangement of brake systems hoses as well as valve for releasing of parking brake prior to towing a
faulty truck in the rear axle housing is shown in figure 10.8.
To release the parking brake prior to towing, screw in the valve locking needle 3 (Figure 10.9) up to
stop, unscrew the cap 5, connect the external source with the working fluid to the nipple 7, unscrew needle 4
and supply the pressure of 11 – 15 MPa to the parking brake. After releasing the parking brake, screw in the
needle 4, disconnect the external source and screw the cap onto the nipple 7. To continue dump truck opera-
tion after towing unscrew locking needle 3 to the initial position by 4 – 5 turnovers.
In case of emergency unbraking, when it is necessary to apply the pressure due to leakages, the brake
shoes can be drawn from the disk by loosening the bolts 33 (see Figure 10.3). Be careful, all the six bolts shall
be screwed out serially by one turnover.

Figure 10.8 – Arrangement of brake systems hoses as well as valve for releasing of parking brake
prior to towing a faulty truck in the rear axle housing:
1 – electric motor-wheel; 2 – rear axle housing; 3 – parking brake pipe; 4 – service brake system pipe; 5, 6 – high-pressure hoses
of the parking brake; 7, 12, 14, 15 – high-pressure hoses of the service brake system; 8, 10, 13 – tees; 9 – junction valve; 11 – valve

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Figure 10.9 – Valve:

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

The parking brake valve (LT 08ММА-2Х/125/02М) is of following-action lever-actuated type. It is in-
tended for controlling the parking brake.
The valve lever 1 (Figure 10.10) is locked in the applied (braked) state by means of the latch 2. To move
the lever to the released (unbraked) position, it is necessary to release the control lever 1 from the slot by lift-
ing slightly the lever latch upwards and moving the lever forward.
The outlet S is connected with the pneumatic hydroaccumulator, the outlet T – with the drainage into the
hydraulic tank and the outlets B and DS – with the cylinders of the parking brake gear.
When the lever 1 is set to the “released” (I) position, the passage from the chamber S from the pneumat-
ic hydroaccumulator into the chamber B to the brake cylinders is open.
When setting the lever 1 to the “applied” (II) position, where the lever is fixed in the slot, the pressure is
released from the chamber B into the chamber T in direct proportion to the lever travel and speed of its move-
ment. Therefore, the the parking brake cylinder chamber is connected through the chamber T with the drai-
nage into the hydraulic tank. At this moment, the chamber II from the pneumatic hydroaccumulator is shut off
and no working fluid is fed into the parking brake cylinder. The parking brake gear is applied by the force of the
power springs.

Figure 10.10 – Control valve of the parking brake:

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

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10.4 Auxiliary Brake System

The auxiliary braking system is intended for maintaining the necessary speed of motion downhill for long
time. The electrical braking mode of the electric traction drive is used as an auxiliary brake system of the truck.
Never operate the dump truck with the faulty auxiliary brake system, because braking the dump truck by
the service brake system when driving downhill would cause overheating of the disks and increased wear of
the brake pads and subsequent worsening of the brake efficiency.
For braking the dump truck or maintaining its speed within certain limits when driving it downhill, release
the drive pedal and depress the pedal of the auxiliary brake system (electric brake). The speed is set by the
driver depending on the angle of setting the electric braking pedal.
Auxiliary brake system of the BelAZ-75135, BelAZ-75131, BelAZ-75139, BelAZ-75137 and
BelAZ-7513В dump trucks.
To drive the truck downhill at the constant speed in the electrical braking mode, it is necessary to enable
the speed stabilization mode by means of the switch on the instrument panel. The speed will be maintained at
the value as it was at the moment of actuation of the switch.
The electrical braking mode in the forward and reverse motion is implemented in two variants: the stan-
dard electrical braking mode throughout the whole range of the motion speeds and the forced electrical braking
mode in the low speed range only.
To improve the efficiency of the braking when driving the truck in the low speed range and to ensure the
full stop of the truck, use the forced electrical braking mode. To do this, depress additionally the running pedal.
The auxiliary braking system is not efficient at the truck speed of below 10 km/h. To stop the truck com-
pletely, use the service brake system.
The auxiliary brake system of the BelAZ-7513 and BelAZ-7513А trucks (with the electrical trans-
mission manufactured by General Electric Company) cannot stop the truck completely; it reduces the lat-
ter's speed to 1,6 – 3,2 km/h. To stop the truck completely, use the service brake system.
To drive the truck at a constant speed in the electrical braking mode, release the fuel feeding pedal, set
the speed stabilization switch to the ON position and set the necessary speed of the motion by means of the
rheostat.
The more detailed information in the operation of the auxiliary (electrical) brake is given in the documen-
tation for the electric traction drive manufactured by General Electric Company.

10.5 Rules of Use of the Brake Systems

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

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

10.6 Maintenance of the Brake Systems

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

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When performing the inspection, it is necessary to check the fastening of the brake disks, housings of
the brake gears, cylinders of the brake gears of the rear wheels and parking brake, covers of the brake gears
of the front wheels and parking brake, fastening of the pneumatic hydroaccumulators and condition of the
brake shoes and disks.
For the list of lubricants to be applied, periodicity of the check and change of the lubricant, see chapter
“Maintenance”. For the list of routine maintenance works for the hydraulic system of the brakes, which are
common for the integrated hydraulic system see the chapter “Dumping Mechanism”.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them, as necessary (at the places of leakage);
– Check the conditions of the mechanisms of the service and parking brake systems. The brake gears
shall have no mechanical damages, cracks and/or leaks of the working fluid;
– Check the serviceability of the brake systems.
Maintenance 2 (M-2).
When performing the M-2:
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. The loosened fasten-
ers of the hoses shall be re-tightened;
– Check the condition and fastening of the mechanisms of the service and parking brake systems. The
parts shall be fastened reliably, the bolts and nuts shall be tightened as far as they will go and the crown nuts
shall be fixed with cotter pins;
– Check the condition of the brake disks and wear of the brake pads of the brake gears of the front and
rear wheels and of the parking brake, and replace the brake pads as necessary.
The brake pads (except for those of the parking brake manufactured by KNOTT Company) shall be re-
placed, should the friction material of the liner be worn to the residual thickness of less than 10 mm.
When replacing the brake pads, do not fit the new brake pads and the used ones in the same gear. After
replacing the service brake pads, it is necessary to run them in by braking the truck from the speed of 10 km/h
with the interval of 5 minutes five times.
The damaged brake pads shall be obligatorily replaced. It is allowed to use the disk, the wear of the
working surfaces of which does not exceed 3 mm from each side.
Should the brake pads be worn out, the brake pads of the brake gears of the left and right wheels shall
be replaces at the same time. The brake pads shall be from the same manufacturer.
– Check the clearance between the brake disk and brake pads of the parking brake system; if neces-
sary, adjust the clearance or replace the brake pads;
– Check the tightness of adjoining of the pedal roller to the pusher of the valve controlling the service
brake system When the pedal is lifted until it rests against the pedal adjusting screw, the roller shall adjoin the
pusher without causing its displacement;
– Check the nitrogen pressure in the pneumatic hydroaccumulators and recharge them as necessary.
The procedure of checking the pressure and charging the pneumatic hydroaccumulators with nitrogen is de-
scribed in the chapter “Steering Control”.
CHECKING THE NITROGEN PRESSURE IN THE PNEUMATIC HYDROACCUMULATORS AND CHARGING
THE LATTER SHALL BE ONLY PERFORMED WHEN THE PISTON IS IN THE BOTTOM POSITION, I.E. IN THE AB-
SENCE OF THE WORKING FLUID IN THE LIQUID CHAMBER.
Should there be oil pressure, the accumulators shall be discharged.
To depressurize the pneumatic hydroaccumulators of the service brake system, turn out the locking
needles on the brake valve. The release of the working fluid pressure in the pneumatic hydroaccumulators of
the steering control is performed automatically after scheduled stop of the engine within 80s or on pressing the
push button on the steering control manifold.
After performing operations tied with pressure lines of the brake systems hydraulic drive to remove air
from working fluid perform pumping of the corresponding circuits – for service brakes circuit press several
times on the brake pedal as for parking brake circuit apply parking brake control valve several times.

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Replacement of the brake pads of the front wheels without disassembling the brake gears.
To replace the brake pads of the brake shoes, proceed as follows:
– Remove the front wheel from the hub;
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Disconnect the brake system pipelines from the brake cases 2 (see Figure 10.4);
– Unscrew fastening bolts 27 of tightening plates 12 and remove the plates;
– Loosen lower bolt 15 of brake case fastening to steering knuckle 1;
– Screw out the upper bolt while holding the brake case;
– Turn smoothly the brake case held on the lower bolt to the horizontal position and remove the brake
pads;
– Return the pistons of the brake case to the initial position, having pushed the pistons until their ends
rest against the covers 7;
– Fit the new brake pads;
– Tighten the bolts 15 (tightening torque is given in the appendix В). Ensure the clearance of at least
1,5 mm between the end faces of the axles of the brake pads of the brake case 2 and the brake disk 4 by
means of the adjusting washers 13;
The surface of each adjusting washer, a joint of the brake case and the steering knuckle are to be
coated with mixture of – over amount of 80 – 85% of the sealant TU U 6.10-00204234-004-95 and 15 – 20% of
the grinding material 14A, 10H, 14A 8H GOST 28818-90.
The mixture is to be stirred preliminarily up to grinding material is evenly blended with the sealant. Subs-
titutes of grinding material: 25A 10H GOST 28818-90; 63C 10H GOST26327-84;
– Stop the bolts 15 against unscrewing tightening plates 12 with bolts 27 and washers;
– Reconnect the brake system pipelines to the brake cases.
Replacing the brake pads of the brake gears of the rear wheels and of the brake gears of the
parking brake of the dump trucks with the reduction gears of the power wheels manufactures by
BelAZ OJSC.
The brake pads are replaced immediately in the driving axle housing, without dismantling the power-
wheel reduction gear. The brake pads shall be from the same manufacturer.
To replace the brake pads of the brake gears of the rear wheels and of the parking brake, proceed as
follows:
– Depressurize the hydraulic system of the brakes (to do this, turn out the locking needles of the brake
valve);
– Unlock the unbraking nut 44 (see Figure 10.2) and turn it in up to the stop;
– Unlock and screw out the supports 9 and bolts 54 on all the cheeks of the service brake and, if neces-
sary, on the cheeks of the parking brake;
– Remove the released brake pads;
– Slide the pistons 29 of the service brake cylinders 11 into the body 31 up to the stop;
– Fit sequentially the new brake pads 27, screw in the supports 9 and bolts 54 and lock them;
– Adjust the clearances between the parking brake pads and the brake disk;
– Turn out the unbraking nuts 44 until the nut holes are aligned with the screw hole and fix it with the
cotter pin 43.

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

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

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

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

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11 PNEUMATIC SYSTEM

11.1 Components and Operation of the Pneumatic Apparatus

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

Figure 11.1 – Schematic diagram of the pneumatic system:

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

The installation of the pneumatic system on the

BelAZ-7513 truck is shown in Figure 11.2.
The compressor 3 installed on the engine serves
as a compressed air source. The compressor sucks air
from the intake air duct 4 of the engine and feeds it
through the air cooler 2 and drain tank 1 into the pres-
sure regulator with adsorber 7.
In the cooler 2, air is cooled and cleaned from
condensate which is accumulated in the drain tank 1.
The regulator 7 ensures the air drying, maintains the air
pressure in the pneumatic system within the range 0.65
to 0.8 MPa and controls the compressor operation.
From the pressure regulator, the air is fed into the
receiver 5 and further to the consumers.
The pressure sensor in installed in the consumer
receiver for monitoring the compressed air pressure.
The pilot lamp is installed on the instrumentation panel
in the truck cab.

Figure 11.2 – Installation of the pneumatic system

of the BelAZ-7513 dump truck:
1 – drain tank; 2 – cooler; 3 – compressor; 4 – air duct;
5 – receiver; 6 – second crossbeam of the frame; 7 – pressure regula-
tor with adsorber; 8 – regeneration receiver

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According to the customer's order, the truck can be equipped with a pneumatic horn 3 (Figure 11.3)
supplied with air from the receiver 2 through the solenoid valve 5.
The compressor is delivered complete with the engine. Its maintenance shall be performed in accor-
dance with the recommendations of the operation manual for the engine.

Figure 11.3 – Installation of the pneumatic horn:

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

11.2 Pneumatic System Apparatus

Pressure regulator with adsorber
The design of the regulator is shown in Figure 11.4, the simplified diagram of the regulator illustrating
the principle of its operation is shown in Figure 11.5 and the technical characteristics of the regulator are given
in Table 11.1.
The compressed air from the pressure pipeline of the compressor is fed to the outlet I (see Figure 11.5)
and further to the chamber А, passed sequentially through the filters 7 and 10, zeolite adsorber 8 and gets into
the chamber В. At the same time, the compressed air is fed from the chamber А to the safety valve 2.
In the chamber В, the cleaned and dried compressed air releases the check valve 12 and is passed into
the chamber С and into the truck's pneumatic system through the outlet II. At the same time, the compressed
air is passed from the chamber В through the channel F into the chamber D and further through the outlet III
into the regeneration receiver.
From the chamber C, the compressed air pressure is passed through the channel G to the following pis-
ton 14 and ball control valve 16. The deformation-force characteristic of the spring 13 of the following piston 14
is selected in such a way that when the pressure in the truck's pneumatic system is below the value 0.8 MPa,
the ball control valve 16 is pressed tightly against the seat and no compressed air pressure is transmitted to
the piston 17 and safety valve 2 connected with the latter, which is pressed against its seat by the force of the
spring 1.
When the air pressure in the pneumatic system exceeds the value 0.8 MPa, the following piston 14
moves to the right while compressing the spring 13, and the valve 16 together with the following piston 14
comes off its seat as the pre-compression of its spring decreases so that the compressed air pressure is
transmitted to the piston 17 of the safety valve 2.
At that time, the additional force is transmitted to the valve 2 while upsetting the balance between the
compressed air pressure of the chamber А and spring 1 due to that the safety valve 2 drops open to connect
the chamber А with the atmosphere.

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Figure 11.4 – Pressure regulator with adsorber:

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

Figure 11.5 – Schematic of the pressure regulator with adsorber:

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

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

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

Parameter or dimension Parameter value

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

The control outlet valve (Figure 11.6) is intended for connecting the measuring instrumentation to it
when checking the air pressure.
To check the pressure, screw out the cap 2 and turn the instrument nut onto the valve. When turning the
nut on, the instrument fitting acts upon the pusher 3 and presses the valve from the seat. The air is fed into the
instrument through the hole in the pusher. After disconnecting the instrument, the valve is pressed against the
seat in the body 1 by the spring 5 so that the air stops escaping from the circuit. After disconnecting the in-
strument, screw on the cap 2.

Figure 11.6 – Control outlet valve:

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

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11.3 Maintenance of the Pneumatic System

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

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12 LOW-VOLTAGE ELECTRIC EQUIPMENT

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

12.1 Power Supply System

The power supply system of the truck includes two series-connected storage batteries for trucks with
pneumatic starting, four series-parallel connected storage batteries only for BelAZ-75135-10 truck with electric
starting, and generator with a built-in voltage regulator. The generator is connected in parallel to the storage
batteries.
Storage batteries. The truck is provided with storage batteries of the 6СТ-190А type.
Technical characteristic of the storage battery
Rated voltage, V ....................................................................................................... 12
Capacity for 10-hour discharge at the electrolyte temperature of 30°C, A-h ........... 174
Discharging current for 10-hour discharge, A .......................................................... 17.4
First-charging current for the dry-charged batteries, А ............................................ 19

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

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

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

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

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

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

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

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

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

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

12.2 Engine Starting and Stopping System

The system provides for preheating of the engine cooling fluid and starting of the engine.
The engine starting system comprises the starter, oil priming pump and fuel transfer pump driven from
electric motors, starting preheater of the cooling fluid and switchgear.
The starting preheater of the cooling fluid is an autonomous unit. It is used depending on the season of
operation of the dump truck.
Engine starting system can be pneumatic or electric (only for BelAZ-75135-10 truck with Cummins
КТТА38-С engine).
To start the engine, proceed as follows:
– Insert the key into the ignition switch up to the stop. In this position, the contactor connecting the mi-
nus leads of the storage batteries to the truck chassis will operate to energize the monitoring instruments and
pilot lamps;
– Switch on the fuel priming pump by means of the switch on the instrument panel and bleed the feeding
system;
– Turn the key in the key switch at the angle of 90° to switch on the electric motor of the oil-priming
2
pump; on reaching the pressure in the lubrication system of approximately 0.2 kg/cm , the pump is switched off
and the engine is started;
– After starting the engine, release the key of the ignition switch so that it would return into the initial po-
sition.
Electric starter continuous run time must be not more than 15 sec. If the engine doesn’t begin stable op-
eration within this period, it’s necessary to turn off the starter and restart the engine in one minute.
Press the engine shutdown pushbutton to stop the engine. Time relay (for 80 sec) for electric power
and engine electronic control unit turn-off delay after engine shutdown is installed in engine starting and shut-
down system in order to release pressure in steering hydropneumatic accumulators. The same functions are to
be actuated by emergency engine shutdown pushbuttons (two) installed in the lower part on the side pa-
nels from both sides of the front bonnet; they are intended to shutdown the engine from the “ground”.
Electric starter is delivered with engine. See its design, maintenance and repair in maintenance docu-
mentation of the electric starter producer.
Electrical equipment of dump trucks BELAZ-75131 and BELAZ-75139 since April 2017 comprises the
breakers unit. This unit is installed on the dump truck deck and fastened to the storage batteries box. The unit
comprises the storage battery switch (two poles breaker), contactors and automatic fuses of the electrical
equipment circuits ( look details in the low-voltage diagram).
If necessary during maintenance or repair disconnect the electrical equipment circuits from the storage
batteries using the switch in the breakers unit. Lock-up device can be latched in the position “Обслуживание”
(Maintenance) and “Эксплуатация” (Operation) by means of the padlock.

12.3 Audible and Light Alarm System

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

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

12.4 External and Internal Lighting System

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

12.5 Protection of the Electric Equipment Circuits

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

12.6 Alarm of the Approach to the Overhead Power Transmission Line

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

12.7 Maintenance of the Electric Equipment

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

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Besides, the maintenance shall obligatorily include the checking of the condition of the electric wiring
and plug connectors, as well as fastening of the electric wiring to the apparatus terminals and connecting pa-
nels. Tightening torque for power terminals of the “ground” contactor as well as for МЗН contactor (relay PR60
on the storage batteries box) is of 12 – 13 N.m.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the voltage of the storage batteries prior to starting the engine using a voltmeter on the instru-
mentation panel; Start the engine. Make sure that the monitoring instrumentation, lighting armature, light and
audible alarm devices are in good order.
Maintenance 2 (M-2).
When performing the M-2:
– Check the condition, installation and connection of the electric wires and cables of the low-voltage
electric equipment. Neither damage of insulation of the wires and cables nor loosening of their fastening is al-
lowed;
– Re-tighten the fastening the lugs to the terminals and fastening of the storage batteries. Lubricate the
terminals of the batteries;
– Check the electrolyte level in the storage batteries and top up the electrolyte as necessary. Cleanse
the vent holes in the plugs of the batteries.
Prior to checking, clean the storage batteries using rags moistened in 10% ammonia solution. The elec-
trolyte level shall be above the protective shield by 10 – 15 mm.
To check the electrolyte level, make two marks on a glass tube with the diameter of 3-5 mm at the dis-
tance of 10 and 15 mm from the end (Figure 12.1).
Screw out the plug in the battery and insert the tube into the hole until it rests against the protective
shield. Close the free end of the tube with your finger and lift it – the tube shall be filled with electrolyte to the
level between the marks. It is just the electrolyte level in the battery.
– Check the electrolyte density in the storage batteries. If necessary, restore the electrolyte density and
recharge the batteries.

Figure 12.1 – Checking the electrolyte level in the storage battery

Checking the electrolyte density.

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

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Figure 12.2 – Checking the electrolyte density

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

The battery is discharged

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

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

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

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

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13 CAB AND BODY

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

Figure 13.1 – Cab installation on the dump truck chassis:

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

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

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Figure 13.2 – Driver seat:

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

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

Figure 13.3 – Seat support with pneumatic equipment:

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

The driver's seat manufactured by PILOT Company of P1102 SUPREME model (Figure 13.4) is a
pneumatic suspension with a compressor, automatic adjustment by weight up to 150 kg, equipped with ar-
mrests and safety belt.
The seat is equipped with pneumatic compressor connected to the dump truck on-board electrical power
circuit of 24V through a fuse.

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Adjustment by weight is performed in automatic mode when connecting the "ground" of the dump truck.
Adjustment of the cushion position and seat backrest is performed by using the switches 5, 6, 7. Additional
seat adjustments are performed with the compressor being OFF.
The pre-adjusted positions of the seat after adjusting by weight and height are also saved when the
"ground" of the truck is off.

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

The other operator needs the seat to be adjusted again.

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

Figure 13.4 – Driver's seat "PILOT":

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

Heating and air-conditioning unit.

The heating and air-conditioning unit is installed in the cab under the instrumentation panel cover oppo-
site to the passenger seat. The front panel of the unit accommodates the controls of the heater and air condi-
tioner as well as rotating vents 1 (Figure 13.5) for varying the direction of the air flow.

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ATTENTION! THE AIR CONDITIONER ONLY OPERATES WHEN THE TRUCK ENGINE IS RUNNING.
To switch on the heater, use the rotary switch 2. The rotary switch varies the rotational speed of the air
blowing fan. The fan has three speeds and OFF position.
The switch 5 varies the position of the shutter of the outdoor and indoor air intake into the heater (out-
door air only, indoor air only (recirculation), outdoor and indoor (mixed)) and controls the quantity of the air de-
livered into the cab.
To clean the air to be delivered into the cab through the heater, a filtering element is installed in the
front wall of the cab in the air filter body.
The filtering element shall comply with the following requirements:
3
– Rated throughput capacity at least 500 m /h;
– The filter efficiency shall comply with the requirements of the State Standard
GOST ISO 10263-2-2000;
– The filters with mechanical damages shall not be installed in the air filter body;
– The filter replacement shall be performed in accordance with the operating conditions and information
on the service life from the data sheet;
– The filter surface shall be free of sharp edges, corrosion, dents, holes, warps as well as cracks and
tears;
– The overall dimensions of the filter are 208x350 mm and the thickness is not more than 50 mm;
– The used filters are not restorable and shall be replaced with new ones.
The fluid from the engine cooling system is used for the heater operation. To connect the heater to (dis-
connect the same from) the engine cooling system, thee feeding hose of the heater is fitted with a cock.
TO ENABLE THE HEATER OPERATION, THE COCK FOR FEEDING THE ENGINE COOLING FLUID SHALL
BE SET TO THE “OPEN” POSITION.
To switch on the air conditioner and to control the temperature of the delivered air, it is necessary to use
the rotary switches 2 and 4.
Use the switch 4 for varying the temperature of the cooled and dried delivered air. This switch has the
scale coloured blue.
To switch on the air conditioner, turn the switch 4 clockwise. Then turn the switch 2 to one of the three
marked positions. After 3 – 5 minutes, set the desirable temperature in the cab by means of the switch 4 and
set the necessary direction of the air by means of rotary vents 1. To switch off the air conditioner, turn both
switches counter-clockwise to the required position.
To adjust the air flow (from maximum to full shutting off) for blowing the driver's feet, use the handle 3.
During the operation in the air-conditioner mode, it is recommended to shut off the air flow for blowing the driv-
er's feet.
Charging the air conditioner with Freon, its commissioning and repair shall be performed in accordance
with the Operating Manual for the air conditioner by the specialists of the air conditioner supplier company or
their regional representatives.

Figure 13.5 – Heating and air-conditioning unit:

1 – rotating vents; 2 – switch for varying the speed
of the air blowing fan; 3 – handle for controlling the air flow
for blowing the driver's feet; 4 – switch for controlling the air
temperature; 5 – switch for varying the position of the out-
door and indoor air intake shutter

TO ENSURE THE EFFICIENT OPERATION OF THE AIR-CONDITION SYSTEM IN SUMMER, IT IS NECESSARY

THAT THE COCK FOR CONNECTING THE HEATING UNIT TO THE ENGINE COOLING SYSTEM WOULD BE SET TO
THE “ЗАКРЫТО” (SHUT) POSITION AND THE SWITCH OF THE POSITION OF THE OUTDOOR AIR INTAKE SHUT-
TER 5 – TO THE “ЗАКРЫТО” (SHUT) POSITION (INTAKE OF THE INDOOR AIR (RECIRCULATION) ONLY).

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THE GUIDELINES FOR MAINTENANCE OF THE AIR-CONDITIONING SYSTEM AND SAFETY PRECAUTIONS
ARE STATED IN THE ATTACHED OPERATION MANUAL FOR THE БС-306 STANDARD AIR CONDITIONER.
ATTENTION! PRIOR TO STOPPING THE TRUCK'S ENGINE, SWITCH OFF THE AIR-CONDITIONING USING
THE SWITCH 4!

Optionally, on the customer's request truck can be equipped with a climate control system, for which
controlling there is control unit mounted on the instrumentation panel in the truck cab. Technical description
and system operating rules see the instruction manual that is attached to the operation documentation.
The windscreen washers. The cab is equipped with electrical washer for front and rear windscreens
The windscreen washer consists of a polyethylene tank for the fluid and a pump with an electric motor installed
in this tank. The pump is connected with two nozzles by means of hoses.
When switching on the pump, the fluid fro the tank is fed via hoses to the nozzles which spray it onto the
glass. In the tank cap, there is a hole for equalizing the pressure in the tank when the pump is running. The flu-
id jet direction shall be adjusted by turning the ball in the plastic nozzle in such a way that the jet would be di-
rected to the upper zone of the sector wiped by the windscreen wiper brush.
To exclude the clogging of the jets and filter, the tank shall be filled with filtered fluid only and the jets
shall be regularly cleansed. As working fluid for the windscreen washer, use special low-freezing fluids mixed
with water in proportion according to the instructions for application of the fluid.
The windscreen washer tank (with the pump) is installed in the front lower corner of the cab, as one for
rear windscreen is installed near the cabin rear panel, behind the passenger’s seat inside the low-voltage con-
trol cabinet.
The windscreen wiper for the front windscreen is of two-brush type, it consists of the electric motor with
driving mechanism, rods and levers with brushes fastened to the front panel of the cab. The windscreen wiper
for the rear windscreen is of single-brush type, it consists of the electric motor with driving mechanism, and
lever with brush fastened to the rear panel of the cab.
During operation, the wiper blade of the brush must be clean and undamaged, brush in the the adapter
must swing freely and without jamming. It is not allowed to actuate the wiper when the brush is frozen to the
glass to avoid the drive damage. Recommended replacement of brushes is to be performed each 12 months,
as check of threaded joints tightening – each 6 months.
Video surveillance system The truck is equipped with the video surveillance system consisting of two
cameras installed on the post of the front handrail of the right-hand fender and last crossbeam of the frame,
monitor located in the cab and complete set of additional equipment. The installation of the video surveillance
system on the chassis and in the cab of the dump truck is described in the Assembling Manual.

13.2 Body
The body is of metallic welded bucket-type construction with an overhead guard above the cab. The
body design is well suitable for loading the dump truck by both an excavator and a frontal loader. The body is
equipped with stone shields protecting the tyres and empennage against damaging by pieces of rocks falling
when loading the dump truck. The body heating by the engine exhaust gases is provided for.
The base and sides of the body are made of high-strength wear-resistant steel sheets and reinforced by
the box-section counterforces. The top edges of the sides are provided with massive stiffeners of round-
section rolled steel protecting the sides against destruction during the loading.
For heavier operation conditions (carrying the rocks with specially high hardness and abrasiveness), the
body bottom can be provided with additional flooring on the customer’s request.
The body is pivotally fastened to the brackets on the body by means of the pins 10 (Figure 13.6). The
main clearances between the supports and bosses of the brackets of the bodys are adjusted by the adjusting
washers 11 and shall not exceed 2 mm. The clearance shall be determined in the zone of the least distance
between the planes. The locking plate is aligned with the latch slit.
The shock absorbers 13 are fastened by means of the bolts 14 to the side members of the body base.
The uniform adjoining of the shock absorbers 13 to the bearing surface of the frame side members is ensured
by placing the adjusting shims 12. The gap between the shock-absorber and the frame shall not exceed 1 mm.
In some places, a wedge-shaped clearance of up to 3 mm is allowed. Compression of individual shock-
absorbers as seen in detail view E is allowed.

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The guides limiting the transversal movement of the body are welded to the body base. The clearance of
0 – 1,2 mm between the body guides and contact plates 4 is set by means of the adjusting plates 3. The end
plate of the first crossbeam of the bottom has the hole for removing the soot from the engine exhaust gases
which is closed with the cover 16.
Should it be necessary to release the engine exhaust gases to the right side, it will be allowed to fit the
plug 18 on the left side with removing simultaneously the hopper cover 16 on the right side.
The stone ejectors 19 are provided for removing the pieces of rocks squeezed between the doubled
tyres of the driving axle. To ensure the normal operation of the stone ejectors, it is necessary to remove the
hoist cramps from the spacing rings of the rear wheels and clean the place of welding (to exclude the damage
of the stone ejectors).
To lock the body 2 (Figure 13.7) in the lifted position when inspecting and repairing the dump truck as-
semblies, the bracket for fastening the locking rope is welded to the body bottom. The rope 1 is fastened by
the thimbles on its ends to the ears of the rear axle housing brackets by means of two towing pins 4. To pre-
vent the pins from dropping out of the ears, they shall be fixed with cotter pins.
Each time prior to locking, check the condition of the rope and welds of the locking device bracket.
THE LOCKING ROPE IS DESIGNED FOR LOCKING THE EMPTY BODY ONLY.

Figure 13.6 – Body installation:

1 – body; 2 – dumping mechanism cylinder; 3, 12 – adjusting plates; 4 – contact plate; 5, 8, 14, 15 – bolts; 6, 10, 20 – pins;
7 – distance bushing; 9 – cover; 11 – adjusting washer; 13 – shock absorber; 16 – hopper cover; 17 – gasket; 18 – plug; 19 – stone push-
er; 21 – ring

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The information plate 7, “Instruction for using the body locking device” is attached to the rear portion of
the body.
Instruction content:
1. When performing the maintenance and repair of the dump truck, the body shall be locked in the lifted
position by means of the rope.
2. It is prohibited to be under the lifted body unless it is locked.
3. The maintenance and repair shall be only performed with the empty body of the dump truck.
4. Prior to locking the body, check the condition of the rope and welds of the locking device brackets. It
is prohibited to use the body locking device, should any damages of the rope and/or cracks in the bracket
welds be detected.
5. Body locking procedure:
– remove the rope ends from the body hooks;
– Remove the pivots from the rear axle brackets;
– Insert the thimbles at the rope ends into the rear axle brackets and fix them with pivots;
– Fix the pivots with cotter pins.
6. Prior to lowering the body after maintenance and repair of the dump truck, disconnect the rope from
the rear axle, fasten it on the body hook, insert the pivots into the rear axle brackets and fix them with cotter
pins.

Figure 13.7 – Locking the body:

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

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13.3 Maintenance of the Cab and Body

Technical maintenance of the air conditioner is to be performed in accordance with air conditioner Oper-
ation Manual, which is attached to the operation documentation package.
Daily maintenance (DM).
When performing the daily maintenance:
– check the fluid level in the windscreen washer tank and top up it as necessary;
– check the operation of the windscreen wiper and washer. The fluid jet shall hit the windscreen at the
upper zone of the sector wiped by the windscreen brush;
– clean the cab windows and rear view mirrors;
– check condition of the air conditioning system (see the air conditioner Operation Manual).
Maintenance 2 (M-2).
When performing the M-2:
– check the condition of the welds of the frame and body. Weld up any cracks detected.
– check reliability of the air conditioner compressor attachment. System units are to be reliably fastened;
there should not be any mechanical damage.
Perform technical maintenance of the air conditioner (see the air conditioner Operation Manual).
Maintenance 3 (M-3).
When performing the M-3:
– Check by visual inspection the fastening of the fendering elements as well as elements of traction con-
troller. All the assemblies should be fastened reliably; if necessary retighten threaded joints.
– Perform the maintenance (replacement) of the filtering element of the cab air intake system. The filters
should be clean and free of mechanical damages.
THE USED FILTERS ARE NOT RESTORABLE AND SHALL BE REPLACED WITH NEW ONES.
Seasonal maintenance (SM).
When performing the seasonal maintenance:
– Remove soot from the body soot collectors through the side hatches. With the covers of hatches re-
moved, start the engine and let it run for 5 – 10 minutes at the crankcase rotational speed of 1000 – 1200 rpm
until soot is removed.

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14 DUMPING MECHANISM

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

14.1 Operating Principle of the Hydraulic Drive

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

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Figure 14.1 – Schematic hydraulic diagram of the dumping mechanism:

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

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

14.2 Assemblies of the Dumping Mechanism

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

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

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

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

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Figure 14.3 – Axial-piston pump:

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

Filter The pressure line of the axial-piston pump is

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

Figure 14.4 – Filter:

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

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

Figure 14.5 – Drain manifold:

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

Suction connection with magnet.

The suction connection 1 (Figure 14.6) of the pump is
fitted with a magnetic separator 3. It is intended for cleaning
the working fluid from the metal-origin contaminants (chips,
scale, etc.).

Figure 14.6 – Suction connection with magnet:

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

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

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From the pump the working fluid flow is fed to the channels VII and VIII. When the spool-valve is in the
neutral position, the channels VII and VIII are connected with the channel III. As the control pressure from the
control unit is applied to the channels I or V, the spool-valve 13 displaces and directs the working fluid flow
from the pump through the channels II or IV to certain chambers of the hydraulic cylinders. In this case, the in-
verse chambers are connected with the drain hydraulic line.

Figure 14.7 – Hydraulic distributor:

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

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

Figure 14.8 – Control unit:

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

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

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

Figure 14.9 – Automatic pump-unloading device:

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

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

Figure 14.10 – Two-line valve:

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

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

The hydraulic cylinders are fastened to the frame and body by

means of the spherical bearings 5 (Figure 14.12). The upper and lower
supports are lubricated through the lubricators 6.

Figure 14.12 – Installation of the dumping mechanism cylinder:

1 – bracket; 2 – dumping mechanism cylinder; 3 – cover; 4 – packing box;
5 – spherical bearing; 6 – lubricator

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

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Figure 14.11 – The cylinder of the dumping mechanism:

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

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

Figure 14.13 – Oil tank:

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

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Body position sensor.

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

Body lifting limiting mechanism.

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

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

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14.3 Maintenance of the Dumping Mechanism

The maintenance of the dumping mechanism consists in monitoring the working fluid level in the oil tank
of the united hydraulic system and replacing the fluid, checking the leak-tightness and timely re-tightening the
threaded connections, lubricating periodically the rubbing surfaces and replacing the filtering elements of the
oil filters and breather.
Special attention shall be paid to the quality of cleaning the working fluid, timely replacement of the filter
elements of the filter of the hydraulic system and air filter of the breather, because the cleanness of the work-
ing fluid is one of the main factors affecting the reliability and durability of the hydraulic system operation.
The filter of the oil tank and the filter installed in the pressure line of the pump are provided with the
clogging indicators which give the signal to the pilot lamp on the instrumentation panel when the filtering ele-
ment gets clogged. When the pilot lamp lights up, find the clogged filter and replace the filtering element.
Prior to beginning the running-in of a new dump truck, it is necessary to clean the working fluid by
means of the on-board filtering elements of the hydraulic system. The cleaning procedure is described in the
Assembling Manual.
Daily maintenance (DM).
When performing the daily maintenance:
– Check the condition and fastening of the hydraulic system pipelines and hoses by external inspection
and re-tighten them, as necessary (at the places of leakage);
– Check the level of the working fluid in the oil tank of the integrated hydraulic system and add the fluid
as necessary.
The working fluid level shall be not above the middle of the upper sight window when the pneumatic hy-
droaccumulators are discharged and not below the middle of the lower sight window when the pneumatic hy-
droaccumulators are charged (after starting the engine).
If the dump truck is equipped with the refilling center look the oil tank refilling procedure in the chapter
“Technical Maintenance”.
The working fluids complying with the operation season and outside air temperature shall be used in the
hydraulic system. The working fluids recommended depending on the climatic conditions of operation are listed
in Table 14.1; using the oils from well-known manufacturers of the world is preferable.
Never mix oils of different brands.
The operational characteristics of the working fluids shall correspond to the values given in Table 14.2.
It is necessary to keep in mind that contaminated working fluid is one of the main causes of the prema-
ture wear and faults in the units of the dumping mechanism, steering control, brake system and, especially, in
the pump.
The first replacement of the working fluid shall be performed after completion of the running-in, the fol-
lowing replacements shall be performed after every 4000 – 5000 hours, but not later than the seasonal main-
tenance.
In case of overheating of the working fluid (tр>95ºC), it is necessary to change the working fluid ahead of
time after eliminating the cause of the overheating because the working fluid used in the hydraulic system at
increased temperatures for long time gets oxidized and losses its performance characteristics.
Prior to departure to the route at the temperatures of the outdoor air below 0ºC, the working fluid in the
oil tank shall be warmed up. To warm up the working fluid, start the engine and let it run without loading the
pump until the oil temperature in the tank reaches 15ºC;
– check over the signal transparent on the electronic instrumentation panel clogging of the filtering ele-
ments of the filter in the oil tank and steering filter installed in the pressure line of the axial-piston pump (after
heating of the oil up to the operation temperature). When constant signaling of the transparent (color is red)
replace the filtering element.
Perform the filtering element of steering filter replacement no later than in 1000 motor-hours after the
last replacement.
Perform the filters filtering elements replacement during the Seasonal maintenance when oil changing.

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Table 14.1 – Recommended brands of oils depending on the operation conditions

Clima Temperature scale

Oil body
te Oil brand
class ISO -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60 +70 +80 +90
zone

Shell Tellus S2
V 68 * **
Mobil DTE 10
Tropical

Excel 68
VG68 ТНК Гидравлик
HVLP 68
LUKOIL GEYSER
LT 68
Gazpromneft
Hydravlik HVLP 68

Shell Tellus S2
V 46
* **
Mobil DTE 10
Temperate

Excel 46
summer

ТНК Гидравлик
VG46
HVLP 46
LUKOIL GEYSER
LT 46
Gazpromneft
Hydravlik HVLP 46

Shell Tellus S2
V 22
* **
Temperate

Mobil DTE Excel

winter

VG22 22
ТНК Гидравлик
Зима 22

Shell Tellus S4
VX 32
* **
Univis HVI 26
ТНК Гидравлик
Арктик 32
Cold

VG15 ВМГЗ
* **
Univis HVI 13
MГE-10А

Admissible temperature limits of atmosphere air

Admissible temperature limits of working fluids (viscosity from 1500 to 10 мм2/с (сСт))
Optimal temperature limits of working fluids (viscosity from 20 to 35 мм2/с (сСт))
* Temperature limits, when heating of working fluids is required
** Temperature limits for applying of working fluids for short term operation

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Table 14.2 – Allowable operational characteristics of the working fluids

Description of he parameters Value

Purity class according to the 12
State Standard (GOST) 17216
Kinematic viscosity, mm2/s (cSt):
– optimum 20 – 35
– maximum starting 1500
– minimum long-term 10
Filtering fineness (rated), µm 10

Maintenance 2 (M-2).
When performing the M-2:
– Re-tighten attachment of the pump drive cardan shaft. Bolts tightening torque is of 105 – 130 N.m.
– Check the intactness of the hydraulic system pipelines and hoses as well as their fastening. Replace
the sleeves and hoses having leaks, swelling, cracks and/or those having lost elasticity. Re-tighten the loo-
sened fasteners of the hoses and bolts fastening the flanges to the pump;
– Replace the filtering element of the breather of the integrated hydraulic system.
Seasonal maintenance (SM).
When performing the seasonal maintenance:
– check the plays in the joints of the pump drive cardan shaft. When swinging the cardan shaft by hand
no play shall be felt;
– disassemble the drain manifold and suction connection of the pump and clean the magnets from me-
tallic particles;
– wash the oil tank of the hydraulic system. The internal surface of the tank shall be clean and free of
gum residues. Screw out the drain magnetic plugs from the tank and clean them from metallic particles;
– replace the oil in the tank to that of the mark corresponding to the season, perform the filtering ele-
ments filters replacement;
– perform checking of the oil pressure in the integrated hydraulic system (see section “Hydraulic system
diagnostics”). Compare indications of the oil pressure with indications on the electronic instrumentation panel.

PERFORM THE SCHEDULED REPLACEMENT OF THE HIGH-PRESSURE HOSES OF THE INTEGRATED HY-
DRAULIC SYSTEM AFTER EVERY 20 THOUSAND HOURS OF RUNNING OF THE ENGINE OR AFTER EVERY
THREE YEARS OF OPERATION OF THE DUMP TRUCK (WHATEVER WOULD BE EARLIER). USE THE HIGH-
PRESSURE HOSES SPECIFIED IN THE CATALOGUE OF PARTS.
It is recommended to fit the following filter elements in the hydraulic system:
– in the oil tank of the integrated hydraulic system: Regotmas (Реготмас) 690AM-1-CM manufactured
by Filter-R Small Enterprise LLC or ЭФМ-ЕЭ-06 АС, Technical Specifications (ТУ) 4591-55620847-02-04
manufactured by Euroelement LLC or 99.163649 H10XL-S00-0-0 manufactured by EPE Company;
– in the filter of the pressure line of the axial-piston pump: Regotmas (Реготмас) 631ВМ-1-СМ manufac-
tured by Filter-R Small Enterprise LLC or ЭФМ-ЕЭ-23С ТУ 4591-55620847-02-04 manufactured by Euroele-
ment LLC or 05.8500.12.200.10.В.P.8 manufactured by Internormen Company or НС8500FKS8H manufac-
tured by PALL Company, М5402МК – manufacturer “DIFA” Company;
– In the oil tank breather: ЭФВ-3-1А УХЛ2 ТУ 3689-004-26361511-94 CM manufactured by Filter-R
Small Enterprise LLC, DIFA 4347M – manufacturer “DIFA” Company.
WHEN LOWERING THE BODY TO UNLOAD THE DUMP TRUCK WITH FAULTY DUMPING MECHANISM US-
ING THE TOWING VEHICLE, IT IS NECESSARY TO DRAIN THE WORKING FLUID FROM THE CYLINDERS INTO
THE HYDRAULIC SYSTEM OF THE TOWING VEHICLE TO EXCLUDE THE OVERFLOW OF THE WORKING FLUID
THROUGH THE BREATHER DUE TO OVERFILLING THE OIL TANK OF THE FAULTY DUMP TRUCK.

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14.4 Diagnostics of the Hydraulic System

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

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

1. Check the nitrogen pressure in the gas chambers of the pneumatic hydroaccumulators (HPA).
The check shall be performed in the absence of the working fluid in the HPA. The pressure shall be
equal to (8+0.2) MPa. To check the leak-proofness of the gas chambers of the HPA, check the pressure again
after (24+1) hours. No pressure drop is allowed. To check the pressure, use the pressure gauge МП3-У-10
MPa х1.5 to the Technical Specifications (ТУ) 25-02.180335-84.
2. Connect the pressure gauge М2 МП3-У-10МПа х1,5 ТУ 25-02.180335-84 to the reduced-pressure
line of the control unit 75132-8606410 (valve 75306-8609360-01) (see Figure 14.1);
Connect the pressure gauges МП3-У-25 MPa х1.5 to the Technical Specifications (ТУ) 25-02.180335-
84 to the measuring points indicated in the figures:
– the pressure gauge М1 – to the discharge line of the adjustable pump (valve 75306-8609360-01 on
the plate 75306-8609344) (see Figure 14.1);
– the pressure gauge М3 – to the line for supplying the parking brake cylinders (nipple 379473 on the
connecting valve 75212-3408430 in the rear axle housing) (Figure 10.1);
– the pressure gauge М4 – to the line for supplying the service brake cylinders (nipple 379473 on the
connecting valve 75212-3408430 in the rear axle housing) (Figure 10.1);
The parameters shall be monitored at the temperature of the working fluid in the hydraulic system of the
dump truck from 10 to 30ºC.
3. Checking the setting of the pressure regulator of the adjustable pump (the pressure of charg-
ing the HPA) and functioning of the automatic pump unloading device:
– Screw in the needle of the valve 75306-8609360-01 on the manifold 75132-3408800;
– Disconnect the high-pressure hose (HPH) from the two-line valve 78221-4619074 to the pump gover-
nor from the angle piece 344435 on the pump governor (Figure 14.15) and close the hose with a plug;
– Start the engine at the minimum stable rotational speed of idling. The pointer of the pressure gauge
М1 shall deflect and indicate the value of the pressure of Р1=(3-3.2) MPa. If the pressure value deviates from
the specified one, adjust it by means of the screw of the LS regulator (see Figure 14.15) located on the pump
governor;
– Stop the engine;
– Reconnect the hose to the angle piece on the pump
governor. Disconnect the HPH, which runs from the automatic
pump unloading device 75131-3428010 to the two-line valve
78221-4619074, and the HPH, which runs from the valve
75306-8609360-01 on the manifold 75132-3408800 to the au-
tomatic pump unloading device, from the nipples 344025 on the
automatic device and connect the free ends of the hoses with
one another by means of the nipple 342662 (М14х1.5 х
М14х1.5). Connect the unions, which became free, by means of
the high-pressure hose 7513-8609670 (L=250 mm);
– Screw out the needle of the valve 75306-8609360-01
on the manifold 75132-3408800 by 1 – 2 revolutions;

Figure 14.15 – Axial-piston pump:

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

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– Start the engine at the minimum stable rotational speed of idling. The pointer of the pressure gauge
М1 shall jump to point to the pressure value Р2=(7.8-8.2) MPa and then move smoothly for the time
Т1=(11-13) s to point to the pressure value Р3=(17.5-18) MPa. In case of deviation of the pressure value Р3
from the specified one, adjust it by means of the screw DR of the governor (see Figure 14.15) located on the
pressure regulator of the pump;
– Stop the engine. – Screw in the needle of the valve 75306-8609360-01 on the manifold 75132-
3408800; Re-connect the hoses back to the automatic pump unloading device;
– Screw out the needle of the valve 75306-8609360-01 on the manifold 75132-3408800 by 1-2 revolu-
tions. Start the engine and check the operability of the automatic pump unloading device, which shall operate
as follows if the setting is correct:
– The pointer of the pressure gauge М1 shall jump to point to the pressure value Р2=(7.8-8.2) MPa (the
pressure of charging the pneumatic hydroaccumulators (HPA) with nitrogen);
– Then the pointer of the pressure gauge М1 shall move smoothly for the time Т2=(10-15) s to point to
the pressure value Р4=(16.5-17) MPa;
– On reaching the pressure of Р4, the pointer of the pressure gauge shall jump to point to the pressure
value Р1=(3.0-3.2) MPa (the pump is unloaded);
– When turning the steering wheel from one extreme position to another, the pointer of the pressure
gauge М1 shall jump to point to the pressure value Р5=(12.5-13.5) MPa, then the pressure shall increase
smoothly (the pump is loaded) to the value Р4. The cycle is closed;
– When the controls are in the neutral position, the following charging of the HPA shall be performed af-
ter the expiration of the time Т3 of at least 180 s.
4. Checking the operation of the system of hydraulic actuator of the service and parking brake:
– On depressing completely the brake pedal and subsequent release of it, fix the pressure Р6 by means
of the pressure gauge М4 (see Figure 10.1). Both increase and decrease of the pressure shall be smooth
(without jumps or derangements). The pressure increase in steps of up to 0.4 MPa is allowed. On depressing
completely the brake pedal, the pressure as read from the pressure gauge М4 shall not be less than the pres-
sure in the HPA (12.5-16.5 MPa) by more than 1 MPa;
– On applying and releasing the parking brake, fix the pressure Р7 by means of the pressure gauge М3.
When the parking brake is released, the value Р7 shall be at least 11.5 MPa.
5. Checking the efficiency of operation of the redundant actuator of the steering control:
– Make sure that the HPA’s are charged completely (the pressure gauge М1 points to the pressure
Р1=(3-3.2) MPa);
– Disconnect the power plug connection from the hydraulic distributor Р10 (see Figure 14.1) and stop
the engine;
– With the engine stopped, check the operation of the emergency drive of the steering control (the turn
of the steerable wheels from the middle position to one of the extreme position and back to the middle position
shall be ensured). On completing the check, connect the power supply plug.
6. Perform the diagnostics of the hydraulic system of the dumping mechanism:
– At the rotational speed of the engine crankshaft of (n=(1500+50) rpm), fix the pressures Р8, Р9 by
means of the pressure gauges М1, М2, respectively (the rotational speed of the engine crankshaft shall be
monitored by means of the tachometer in the dump truck cab).
When the pneumatic hydroaccumulators are charged, the pressures shall be as follows:
– Р8=(3+1) MPa – the pressure in the discharge line of the adjustable pump;
– Р9=(3+0,5) MPa – the pressure in the control line.
– Set the dumping mechanism control switch to the “Lifting” position and lift the body; when doing this,
fix the pressures Р8, Р9 by means of the pressure gauges М1, М2 and the body lifting time Т4, which shall be
as follows:
Р8=(2-5) MPa, Р9 =(2-3) MPa, Т4=(24-26) s;
– Set the dumping mechanism control switch to the “Lowering” position and lower the body (after col-
lapse of the first section reduce the engine rotational speed to the idling value) while fixing the pressures Р10,
Р11 by means of the pressure gauges М1 and М2 and the lowering time Т5:
Р10=(2-4) MPa, Р11=(2-4) MPa, Т5=(16-18) s.

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15 FIRE-EXTINGUISHING SYSTEM

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

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

15.1 Specification
Fire-extinguishing agents:
powder line……………………………………………............... fire-extinguishing powder
solution line………………………………………………………. water solution of calcium chloride
Weight of fire-extinguishing agents, kg (+ 5%):
powder line of engine compartment…………..…………....... 5077ннн7н777777777770-7
powder line of rear axle………………………….................... 677ннн7н777777777770-7
solution line………………………………………………………. 33
Working gas…………………………………………………………….. nitrogen or air
3
Gas cylinder volume, dm , not more than:
powder line of engine compartment ………………............. 8
powder line of rear axle ………………………………………. 40*
solution line …………………………………..….……………… 7
Pressure in gas cylinder of engine compartment powder line and
solution line, MPa…….………………………………………………… see Table 15.1
Working pressure in system tanks, MPa, not more than 1.2
Range of fire-extinguishing agent emission, m, at least:
solution …………………………………………………………. 10
powder …………………………………………………………. 4
Time of fire-extinguishing agent emission, s, not more than:
solution ………………………………………………………… 60
powder of the engine compartment .………………………. 60
powder of the rear axle …..…….……………………………. 15
Length of flexible hose of solution line, m, at least……………… 15
+6
Supply voltage of remote actuation device, V 24
−4
Useful current, A, not more than: 0,05
Actuation:
powder line of engine compartment ….…………….......... automatic or remote or manual
powder line of rear axle ……………………………………... automatic or remote
solution line……………………………………………………. manual

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

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

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

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

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Remote switching device performs:

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

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Figure 15.2 – Locking-and-triggering head:

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

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

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Figure 15.3 – Combined fire-extinguishing system:

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

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

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– a number of vertically located indicators "TEMPERATURE":

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

15.4 Safety Requirements

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

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

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

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Figure 15.4 – Control appliance:

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

Table 15.1 – Working pressure in cylinders depending on environmental temperature

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

To charge gas cylinders with valve act as follows:

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

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Figure 15.5 – Layout of fire-extinguishing system

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

Density of calcium chloride water solution check.

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

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

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

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

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

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

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

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16 PECULIARITIES OF THE OPERATION

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

16.1 Running-in of the Dump Truck

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

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16.2 Starting the Engine

Prior to starting the engine, perform all the works provided in the section "Daily Maintenance".
At the outdoor air temperature of below 5°С, warm up the engine cooling fluid by means of the starting
preheater to the temperature recommended by the Operating Manual for the engine.
Set all the switches on the instrumentation board to the OFF position.
Make sure that the parking brake is applied and the switch of the reverser is set to the neutral position
– ”N” (neutral), the traction electric drive is OFF using the switch on the console (for dump trucks
BelAZ–75135, BelAZ–75131, BelAZ–75139, BelAZ–75137 and BelAZ–7513B), as using the switch deacti-
vating the drive on the electric drive panel (for dump trucks BelAZ–7513 and BelAZ–7513А equipped with
electrical transmission “GE”).
Insert the key to the ignition switch up to the stop; the negative terminals of the storage batteries will be
connected to the truck chassis.
After long-term parking and/or maintenance of the dump truck, pump fuel through the feeding system to
remove air from there. To do this, press the button of the fuel transfer pump.
Turn the key around 90°: oil pump electric motor will switch on and, when defined pressure in lubricating
system is reached, pneumatic or electric starter will switch on (electric starter only for BelAZ-75135-10 truck).
The engine starts.
Electric starter continuous run time must not exceed 15 sec. If the engine doesn’t begin stable opera-
tion within this period, it’s necessary to turn off the starter and restart the engine in one minute.
After starting the engine, release the key of the ignition switch so that it would return into the initial posi-
tion.
At a minimum stable engine speed, as well as while driving a dump truck alarm lamps signalling the
emergency systems status (red colour) and banners of the alarm situation on the EIP display are to be OFF.
Lighting lamps or banners mean the fault of the corresponding system. The lamp warning that the parking
brake system is applied lights up with flashing light. When an alarm signal appears or deviations of the pre-
scribed parameters are detected - identify the problem and fix it.
To warm up the engine of the BelAZ-7513 and BelAZ-7513А trucks at the lower environment tempera-
ture, set the «прогрев дизеля» (Warming up the diesel) switch to the ON position. On reaching the necessary
temperature, switch off the warming-up.

16.3 Starting the Motion, Acceleration and Driving of the Dump Truck
Set the minimum stable rotational speed of the engine crankcase; to do this, set the governor of in-
creased rotational speed to the ON position or return the handle of manual control of feeding the fuel to the ini-
tial position.
For the dump trucks BelAZ-75135, BelAZ-75131 and BelAZ-75137 actuate the traction electric drive,
set the toggle switch of the reverser to the “Вперед” (Forward) or “Назад” (Reverse) position depending on the
motion direction. Give the signal about the starting of motion, release the parking brake system and increase
smoothly the fuel feeding by depressing the running pedal.
The dump truck starts the motion. Should the allowable driving speed of the dump truck be exceeded,
the traction mode of the electric drive is switched automatically to the electric braking mode and the respective
pilot lamp on the instrumentation board lights up. To switch on the power circuit of the traction mode again, it is
necessary to release the drive pedal to the zero position and depress it again.
On operation of the protective devices of the traction electric equipment, the respective signal is sent to
the program-control unit and the unit ensures the de-energizing of the field circuit of the traction generator and
power circuit and the pilot lamp of operation of the protective device on the instrumentation board lights up.
Description of possible malfunctions occurring during operation of the electric traction drive, which the
indicators on the instrumentation panel inform about, and actions for the truck operator to do under the cir-
cumstances look in the Chapter 4 of the current manual and in the documentation for the traction electric
drive.
For the dump trucks BelAZ-75139 and BelAZ-7513В actuate the traction electric drive. Then the self-
testing will be performed for a few seconds when all the six LED's of the panel of the traction electric equip-
ment light up for short time (four coloured amber and two – red).
After performing the self-testing, the LED's shall go out for some time and then the LED marked “CAN”
shall light up with green colour.

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The green colour of the “CAN” LED with the other LED's not shining is its normal working state and
means that the control commands from the cab are passed to the drive of the both wheels (the communication
is present) and it is possible to continue the switching on of the electric drive.
After passing successfully through the self-testing, the cab controller screen (КК) takes the basic view
where the 7th and 8th lines shall display the words “1 Инверт. СВЯЗЬ ЕСТЬ” (the 1st inverter: the COMMU-
NICATION IS PRESENT), “2 Инверт. СВЯЗЬ ЕСТЬ” (the 2nd inverter: the communication is present) that
confirms the presence of the communication with the drives and the 15th line shall display the works «СКТем-
пер СВЯЗЬ ЕСТЬ» (Temperature telementic monitoring system: the COMMUNICATION IS PRESENT).
Set the reverser switch to the “Вперед” (Forward) or “Назад” (Reverse) position having chosen the de-
sirable motion direction. Wait for lighting-up of the green LED “Готовность” (Ready) (it takes 1-2 seconds, to
speed up the process, the engine rotational speed can be increased for short time). Give the signal about the
starting of motion, release the parking brake system with the idling engine (otherwise a jerk can occur) and
take off by increasing the engine rotational speed.
Should it be necessary to inverse the motion direction without switching off (disconnecting) the drive, the
toggle switch “Вперед/Назад” (Forward/Reverse) should be set after braking to the opposite position in a sin-
gle movement (without delay in the neutral position). Delay of the toggle switch SA2 in the neutral position for
2-3 seconds causes the demagnetization of the generator and switching off (disconnection) of the drive.
When taking off after a short-time parking, it is necessary the choose the motion direction by means of
the reverser switch, wait for readiness (as indicated by the LED) and take off as described above.
The truck shall be driven downwards (downhill) in the speed stabilization mode!
IT WILL BE IMPOSSIBLE TO RE-CONNECT THE DRIVE AFTER ITS DEACTIVATION (WHEN SETTING THE
DRIVE TOGGLE SWITCH IN THE POSITION OFF), THEREFORE IT IS PROHIBITED TO DEACTIVATE THE TRAC-
TION DRIVE USING THE TOGGLE SWITCH DURING THE MOTION!

For the dump trucks BelAZ-7513 and BelAZ-7513А actuate traction electric drive, set the reverser switch
in the position “Вперед” (“Forwards”) or “Назад” (“Reverse”) depending on the motion direction, give the signal
about the starting of motion. Release the parking brake system and increase smoothly the fuel feeding by depress-
ing the running pedal. The dump truck starts the motion.
The driving speed is set by the driver depending on the angle of setting the drive pedal.
To reduce the driving speed, reduce the rotational speed of the crankshaft by releasing the drive pedal.
If the drive pedal is set to zero position, the power circuit of the traction mode is switched off and transmission
of the torque to the driving wheels is ceased so that the dump truck moves in the run-down mode.

16.4 Braking and Stopping the Dump Truck

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

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16.5 Stopping the Engine

Prior to stop the engine after operation with the full load, it is necessary to let it run at low idling rotation-
al speed for 3 – 5 minutes. Then stop the engine by pressing the engine stopping pushbutton on the instru-
mentation panel.
If the dump truck is parked for long time, put the chocks under the wheels.
NEVER STOP THE ENGINE UNDER LOAD OR IMMEDIATELY AFTER REMOVAL OF THE LOAD; OTHERWISE
THE BREAKDOWN COULD BE CAUSED.
PRIOR TO LEAVING THE CAB, MAKE SURE THAT THE PARKING BRAKE IS APPLIED AND THE SWITCH OF
THE REVERSER IS SET TO THE NEUTRAL POSITION – ”N” (NEUTRAL), THE TRACTION ELECTRIC DRIVE IS OFF
USING THE SWITCH ON THE CONSOLE (FOR DUMP TRUCKS BELAZ–75135, BELAZ–75131, BELAZ–75139, BE-
LAZ–75137 AND BELAZ–7513B), AS USING THE SWITCH DEACTIVATING THE DRIVE ON THE ELECTRIC DRIVE
PANEL (FOR DUMP TRUCKS BELAZ–7513 AND BELAZ–7513А EQUIPPED WITH ELECTRICAL TRANSMISSION
“GE”).
More detailed information about operator’s operations depending on various situations look in the docu-
mentation of the electric drive manufacturer, which is attached to the Operation Documentation for dump
trucks.

16.6 Towing the Dump Truck

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

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

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16.7 Unloading the Faulty Truck

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

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

on the dump truck:

To unload the dump truck, proceed as follows:

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

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

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

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

16.8 Placing the Jacks

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

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

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

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

Control method, instru-

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

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Table 17.1 (cont'd)

Control method, instru-

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

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Table 17.1 (cont'd)

Control method, instru-

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

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Table 17.1 (cont'd)

Control method, instru-

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

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Table 17.1 (cont'd)

Control method, instru-

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

THIRD MAINTENANCE (M-3)

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

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and accesso-
Description of the operation Technical requirements
No. ries for performing the
works
7 Check and retighten as necessary: The tightening torques are given in Appendix Wrench set
1) the bolts fastening the traction electric motors B
to the reduction gears of the power-wheels;
2) the bolts fastening the pin of the central joint
of the front suspension;
3) the bolts fastening the upper and lower brack-
ets of the front suspension cylinders;
4) the nut fastening the pin of the central joint of
the front suspension;
5) the bolts fastening the housing of the brake
gears of the front wheels;
6) the nut fastening the brake gears of the rear
wheels
8 Perform the maintenance (replacement) of the The filters shall be clean and free of me- Wrench set
filtering element of the cab air intake system. chanical damages. The used filters are not
restorable and shall be replaced with new
ones. Look chapter “Cab and body”
9 Check the operability of the pumping elements of See the section “Maintenance of the Centra- Wrench set
the pump of the centralized automatic lubrication lized Automatic Lubrication System”
system. If necessary, replace the pumping
elements
10 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”
SEASONAL MAINTENANCE (SM)
1 Check and if necessary tighten bolts fastening Tightening torques are in the Appendix В Wrench set
electromotors to the reduction gears of motor-
wheels
2 Check the adjoining of the spring-loaded area of In case of loss of mobility and slump of the Wrench set, metallic brush,
the exhaust system sealing device to the gas in- plate on the springs, it is necessary to disas- liquid for removing the scale
take of the body of the BelAZ-7513, BelAZ- semble the sealing device and clean its rub-
75131, BelAZ-75135 and BelAZ-75139 bing surfaces
3 Wash the fuel tank, fuel pipelines and the filter There shall be no sediment on the bottom Wrench set, bath, hair
element of the fuel tank breather and alls of the tank. The filter element shall brush, washing liquid
be clean
4 Perform the maintenance of the engine starting Clean the glow plug, injector and burner Wrench set, metallic brush,
preheating system. from the scale, wash the electromagnetic bath, liquid for removing the
valve filter and cleanse the drain hole of the scale, washing liquid
The maintenance shall be performed once a
year when transiting to the autumn and winter fuel pump
operation period and repeatedly after each 50
hours of operation of the heater.
5 Check the necessity of adjustment of bearings See the section “Maintenance of the power- Hoist, complete set of fix-
of the hubs of the reduction gears of the power- wheels” tures, micrometer
wheels manufactured by BelAZ OJSC
6 Adjust the taper bearings of the hubs of the front See the section “Maintenance of the Front Wrench set
wheels Axle”
7 Check backlashes in the joints of the pumps There should be no backlash when shaking Wrenches kit
drive cardan shaft the shaft by hand.
8 The rotational speed of the steering wheel at the See the section “Maintenance of the Steer- Wrench set, pressure
extreme positions of the steerable wheels (“slip”) ing Control” gauge, play gauge
9 Check the oil pressure in the integrated hydrau- See section "Hydraulic system diagnosis" in Pressure gauge
lic system the chapter "Dumping mechanism".
10 Perform the maintenance of the storage batte- Adjust the electrolyte density in accordance Areometer, charging device
ries with the season and re-charge the batteries

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Table 17.1 (cont'd)

Control method, instru-

Item ments, tools and accesso-
Description of the operation Technical requirements
No. ries for performing the
works
11 Wash the oil tank of the hydraulic system, clean The internal surface of the tank shall be Wrench set, bath, hair
the magnetic drain plugs, perform the mainten- clean and free of gum residues. See the sec- brush, washing liquid
ance of the magnetic filters fitted in the suction tion “Maintenance of the dumping mechan-
branch-pipe of the pump and drain manifold. ism”
Replace oil in the tank and filtering elements of
filters
12 Perform maintenance of the traction electric See the section “Traction electric drive Kit of wrenches, Hair brush,
drive maintenance” blowing gun, compressor
plant
12 Remove soot from the body soot collectors See section “Maintenance of the Cab and Wrench set
through the side hatches Body”
13 Perform the operations for maintenance of the See the section “Maintenance of the Fire- Wrench set
fire-extinguishing system Extinguishing System”
14 Perform the lubricating works See the section “Lubrication of the Dump Lubricating equipment
Trucks” and chapter “Operational Materials”
OTHER KINDS OF THE MAINTENANCE
1 After every five thousand hours of running of the The tightening torques are given in Appendix Wrench set
engine, check and retighten as necessary: B
1) the bolts fastening the ears of the central joint
of the front suspension to the lever;
2) the nuts fastening the ears of the central joint
of the rear suspension to the lever;
3) the bolts fastening the pressure plates to the
transverse rod pins of the rear suspension and
covers to the pins of the transverse rod of the
front suspension;
4) the nuts fastening the ball joints of the cylind-
ers of the front and of the rear suspension;
5) the bolts fastening the covers of the bearings
of the central joints of the suspension
2 Perform the scheduled replacement of the high- Use the high-pressure hoses specified in the Wrench set
pressure hoses of the integrated hydraulic sys- catalogue of parts
tem after every 20 thousand hours of running of
the engine or after every three years of operation
of the dump truck (whatever would be earlier)
3 When the truck reaches 40-50 thousand kilome- See the section “Maintenance of the Steer- Wrench set
tres run: ing Control”
– check gaps in the steering cylinders joints,
steering linkage rods;
– Adjust the toe-in of the steerable wheels
4 Perform the scheduled replacement of the bear- See the Repair Manual 7513-3902080 РС Wrench set
ings of first-row pinions of the reduction gears of
the power-wheels manufactured by BelAZ OJSC
on reaching the dump truck run of 150 thousand
kilometres
5 When reaching the truck run of 175 – 200 thou- To exclude the possibility of operation of the Wrenches kit. Performance
sand kilometres perform the following: insert with widened clearance. See the ruler, measuring devices, cy-
– perform scheduled adjustment of the clearance section “Maintenance of the Suspension” linder with nitrogen, charging
between the inserts and the ball joint supports of device
the suspension cylinders
– check the oil level in the covers of the suspen-
sion cylinders
– check the charge of the suspension cylinders
with gas and recharge them, if necessary

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17.2 Lubrication of the Dump Trucks

The reliability of operation of the dump truck units depends considerably on the periodicity of lubrication
of the rubbing pairs as well as on the brand and quality of the lubricants used. Using the lubricants not speci-
fied in the “List of Lubricants to Be Used” and failure to adhere to the periodicity of replacement of the lubri-
cants affects adversely the serviceability of the units and systems.
Diagram of arrangement of the lubrication points of the dump truck is shown in Figure 17.1, the list of lu-
bricants to be used in Table 17.2, the operational materials to be used depending on the ambient air tempera-
ture are listed in Table 18.1 and the equivalent lubricants are listed in Table 18.2.

Figure 17.1 – Diagram of arrangement of the lubrication points

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It is only allowed to use substitutes of the lubricants in case of unavailability of the main brands. When
changing the brands of the lubricants, the old lubricants shall be removed completely. Mixing the lubricants of
different brands is not allowed.
When checking the oil level in the units and systems as well as when filling them, the dump truck shall
be placed on a level ground.
When performing the lubrication using a lubricator, it is necessary to take care to prevent dirt from hitting
the mating faces with the lubricant; to do this, clean the place for feeding the lubricant and wipe thoroughly the
lubricators prior to lubrication.
Prior to filling the vessels with oil, clean thoroughly the caps from dirt and dust. The vessels shall be
filled with oil from oil dispensers. Should no dispensers be available, oil shall be poured through a funnel from
clean oil-dispensing vessel. The dump truck units shall be filled with preheated oil. The waste oil shall be
drained from warmed up units. After draining oil, the magnets of drain plugs shall be cleaned.

Table 17.2 – List of lubricants to be used

of the operations
in Fig. 17.1

Periodicity
lubrication
Number of
Pos. No.

points

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

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

Oil tank of the integrated hydrau- For applying the oils in the hydraulic system and periodicity of the opera-
8 1
lic system tions, see section 14 “Dumping Mechanism”
11 Reduction gears of the power-
wheels manufactured by Gener- In accordance with the documentation for the traction electric drive
al Electric Company
Reduction gears of the power- Transmission oil M-1 Check the oil level
wheels manufactured by the Be- SAE 80W–140 API:GL-5
lAZ OJSC SAE 85W–140 API:GL-5 Replace oil
2
The temperature of oil blowback in 2500 ч
the open crucible no less than
2100С (ГОСТ 4333 or ASTM D 92)
– Cups of the housing of the pow- Grease Lithol-24 Add 150 g of the grease
er-wheel reduction gear manu- 4 Grease Лита (Lita) M-1 into two lubricators of each
factured by BelAZ OJSC cavity between the cups
Suspension cylinders Shock absorber fluid LUKOIL-AZh Add the fluid each time
7 front suspension Alternates: when recharging the cy-
rear suspension 4 M-2 linder as necessary
13 Shock absorber fluid МГП-12;
Shock absorber fluid ГРЖ-12
Ball joints of the suspension cy- Grease МС-1000 Lubricate through the lu-
3* linders
8 Grease Lithol-24 M-2
bricators until fresh grease
14* front suspension appears from the safety
rear suspension Grease Лита (Lita) valves
Central joints of the suspension: Grease МС-1000 Lubricate through the lu-
4* – of the front axle 2 Grease Lithol-24 M-1 bricators until fresh grease
10* – of the rear axle appears from the seals
Grease Лита (Lita)

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Table 17.2 (cont'd)

Number of lubri-

Periods of the
cation points
in Fig. 17.1

operations
Pos. No.

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

Joints of the longitudinal rods of Grease МС-1000 Lubricate through the lu-
the suspension of the Grease Lithol-24 bricators until fresh grease
4 M-2
6* front axle appears from the seals
Grease Лита (Lita)
12* rear axle
5 Bearings of the hubs of the front Grease МС-1000 Place 100 g of grease
wheels Grease Lithol-24 through each lubricator of
1500 – 2000 the outer bearings, and
Grease Лита (Lita)
h 200 g grease through
8 each lubricator of the inner
bearings
Remove the hubs, wash
SM (once
the bearings, mating parts
three years)
and put the fresh lubricant
18* Bushings of the front axle pivots Grease МС-1000 Lubricate the bushings
Grease Lithol-24 through the lubricators in
4 M-2 the quantity of 0.2-0.3 kg
Grease Лита (Lita)
per each ear of the
knuckle
20 Cardan shaft joints of the drive Grease No. 158М Lubricate through the lu-
of the integrated hydraulic sys- 2 M-1 bricators until fresh grease
tem pump appears from the seals
Splined joint of the cardan shaft Grease Lithol-24 Lubricate through a lubri-
of the drive of the integrated hy- Grease Лита (Lita) cator until fresh lubricant
1 M-2
draulic system pump appears from the hole in
the choke
2 Splined joint of the cardan shaft Greases Lithol-24 SM (once a Lubricate with a thin layer
of the steering control 1 Grease Лита (Lita) year) of grease when assem-
bling the unit
Cardan shaft joints of the steer- Grease No. 158М SM (once a Disassemble the units and
2
ing control year) put the grease
19* Joints of the steering control lin- Grease МС-1000 Lubricate through the lu-
kage 2 M-2 bricators until fresh grease
Grease Lithol-24
appears from the seals
Grease Лита (Lita)
17* Joints of the steering cylinders of Grease МС-1000 Lubricate through the lu-
the steering control 4 M-2 bricators until fresh grease
Grease Lithol-24
appears from the seals
Grease Лита (Lita)
1 Steering column shaft bearings Grease Lithol-24 SM (once Disassemble the bearing
2 Grease Лита (Lita) two years) units, wash them and put
the fresh lubricant
9* Supports of the dumping me- Grease МС-1000 Lubricate through the lu-
chanism cylinders bricators until fresh grease
4 Grease Lithol-24 M-1
appears from the gaps
Grease Лита (Lita)
15* Axles of the rear body supports Grease МС-1000 Lubricate through the lu-
2 M-1 bricators until fresh grease
Grease Lithol-24
appears from the gaps
Grease Лита (Lita)

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Table 17.2 (cont'd)

Number of lubri-

Periods of the
cation points
in Fig. 17.1

operations
Pos. No.

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

– Traction controller bearings Grease Lithol-24 Lubricate the bearings when

2 –
Grease Лита (Lita) disassembling the units
– Pneumatic starter bearings In accordance with the operating manual for the pneumatic starter
Pneumatic starter bearings Grease Lithol-24 Disassemble and wash the
manufactured by BelAZ OJSC
6 Grease Лита (Lita) –
bearing units and put the
fresh grease when repairing
the unit
– Bearings of the electric motor of Grease Lithol-24 1000 h Pour lubricant through the
the fan cooling the brake system SM (not pressure pipes of the elec-
УВТР rare than tromotor ЭТВ-20М3 till old
2 once two lubricant is ejected through
years drain pipes
Change lubricant when
–
bearings replacing
– Bearing units of the traction
electric equipment of the appa- In accordance with the documentation for the traction electric drive
ratus and machines
– Pegboards and connecting pa- Grease Lithol-24 Lubricate the metallic sur-
nels of the conductors of the faces with thin layer each
20 –
low-voltage electric equipment time when disassembling
the units
– Terminals of the storage batte- Grease Lithol-24 – Lubricate with a thin layer of
ries 4 Grease Лита (Lita) the grease when installing
the batteries
– Electric motor of the fuel prim- Grease Lithol-24 Disassemble and wash the
SM (once
ing pump 2 bearing units and put the
a year)
fresh grease
– Bearings of the low-voltage ge- See operation manual for the generator
nerator
– Heater cock Grease Lithol-24 SM (once Lubricate after preliminary
1 a year) cleaning (in autumn)
Grease Лита (Lita)
– Cab door lock Grease Lithol-24 – Lubricate, if necessary
2
Grease Лита (Lita)
– Cab door lock actuator Grease Lithol-24 – Lubricate, if necessary
2
Grease Лита (Lita)
Axles of the hinges of the cab Grease Lithol-24 – Lubricate, if necessary
– 6
doors Grease Лита (Lita)
– Race tracks of the balls and roll- Grease Lithol-24 – Lubricate, if necessary
ers of the guiding mechanisms 2 Grease Лита (Lita)
of the driver seat movement
– Axles of the rollers and guides of Greases Lithol-24 – Lubricate the bearings when
the seat levers 16 Grease Лита (Lita) disassembling and repairing
the units
Note:
1. The “*” mark designates the units to be lubricated by the centralized automatic lubrication system. Should the units be lubricated
by the centralized automatic lubrication system, the lubricants of the brands specified in Table 17.3 shall be used.
In case of the lubrication system malfunction look schedule and directions on the operations for units being lubricated by centra-
lized lubrication system in the table.
2. It is only allowed to use substitutes of the lubricants in case of unavailability of the main brands of the lubricants. In case of
changing the lubricant brands, the old lubricant shall be removed completely. Mixing the lubricants of different brands is not allowed.

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17.3 Centralized Automatic Lubrication System

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

Specification of the lubrication systems.

For the specification of the lubrication systems see Table 17.3.

Table 17.3 – Technical characteristic of the lubrication systems

Parameter value
Parameter, unit of measurement
Lincoln Vogel

Pump:

Operating voltage, V 24 24
Oil tank charge capacity, l 8 10
Maximum working pressure, MPa 35 30
Number of the lubrication outlets 2 2
Volume supply by a single pumping element, cm3/min 4 2.5

Control unit:

Specified time of the pump running, minutes 8 4

Specified time of the pause in the pump running, minutes 180 60

NLGI 2 plastic greases to be used:

МС-1000, lubricants specified in the operating

at the temperature of down to minus 25°С
manuals for the Lincoln or Vogel systems
МС-1400 (NORD), Лита (Lita), greases speci-
at the temperature of below minus 25°C fied in the operating manuals for the Lincoln
or Vogel systems
Note: It is allowed to use the Lithol-24 grease of the class NLGI 3 in the spring and summer period with re-
placement when performing the seasonal maintenance SM)

Construction and Operating Principle of the Centralized Automatic Lubrication System.

The lubrication system consists of the pump (Figure 17.2) with the vessel for lubrication and control unit,
safety valves, metering units, pipelines and illuminated pushbutton on the instrumentation panel. The metering
pumps II, III, IV, V are located on the beam of the front axle of the dump truck and the metering pumps I, VI,
VIII – on the left side member of the dump truck frame.
The pump VII is switched on automatically on starting the engine. From the pump tank, the lubricant is
fed via pipelines to the main metering units IV and VI, from the main metering unit – to the additional metering
units I, II, III, V, VIII and then to the lubrication points. During the pump operation, each lubrication point rece-
ives a certain quantity of the lubricant based on the volume in the friction unit to be filled with the lubricant and
periodicity of its change. When the pump is running, the pushbutton lamp is lit steadily.
The tank shall be filled through the cover or filler valve on the pump casing. Filling through the filler valve
is more preferable, because it excludes the contamination of the lubricant.

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The pump is driven from the electric motor located in a single casing with the pump. The lubricant is fed
by two pumping elements. The pump elements are fitted with the safety valves. They limit the pressure in the
system and operate at the pressure of 30 – 35 MPa.
If the lubricant is exuded from the valve, it means that the system is blocked. The time of the pump run-
ning and pause in the running are to be set by the switches located on the pump.
The pump is fitted with a button for starting the additional lubrication cycle. The additional lubrication
cycle can be also started by means of the pushbutton located on the instrumentation panel. To start the addi-
tional lubrication cycle, it is necessary to press the button and hold it down for two seconds.
The direction of the pump vane rotation is shown by the arrow on the pump tank.

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

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

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Maintenance of the Centralized Automatic Lubrication System

Daily maintenance (DM).
When performing the daily maintenance, it is necessary to inspect the system externally.
When performing the inspection, check the absence of damages of the pump, metering units, pipelines
and discharge of lubricant from the connections. Check the presence of the lubricant in the pump tank and if
the lubricant is discharged from the safety valves. Never allow the tank to be emptied; fill it with the lubricant.
The lubricant level shall not be below the mark of the minimum level on the tank. The lubricant shall be clean
and free of contaminants and/or air bubbles. Otherwise, the system can be blocked. Only the lubricants of the
recommended brands shall be used. Check regularly the oil feed to the rubbing units. The discharge of the lu-
bricant from the valves or clearances shall be visible.
Maintenance 3 (M-3).
When performing the M-3:
– Check the serviceability of the pumping elements of the lubrication system pump according to the op-
erating manual delivered complete with the Lincoln or Vogel systems.
IF A UNIT TO BE LUBRICATED BY THE LUBRICATION SYSTEM HAS BEEN LUBRICATED DURING THE
DUMP TRUCK OPERATION, THE UNIT SHALL BE FILLED OBLIGATORILY WITH GREASE BY MEANS OF THE A
MANUAL BOOSTER UNTIL THE GREASE APPEARS FROM THE VALVES OR GAPS AFTER ASSEMBLING IT
PRIOR TO CONNECTING THE LUBRICATING SYSTEM.
WHEN PERFORMING THE MAINTENANCE AND REPAIR OF THE DUMP TRUCK AS WELL AS WELDING
WORKS, THE PROTECTION OF THE PIPELINES OF THE LUBRICATION SYSTEM SHALL BE ENSURED.
WHEN MOVING ON THE CHASSIS, IT IS PROHIBITED TO LEAN AGAINST THE METERING UNITS, PIPE-
LINES, ANGLE PIECES AND NIPPLES OF THE LUBRICATION SYSTEM.

Troubleshooting of the Lubrication System.

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

Table 17.4 – Troubleshooting of the Lubrication System

Trouble and its symptom Possible cause Remedy

The electric motor of the No voltage is supplied Check the power supply unit, fuses and wires. Eliminate the fault,
pump does not operate replace the fuses
Electric motor failure Replace electric motor
Control unit failure Replace the control unit
The pump fails to feed the The pump tank is empty Fill the pump with clean lubricant. Switch the pump by starting the
lubricant additional lubrication cycle. To do this, press the illuminated button
on the instrumentation panel or on the pump and hold it down for 2 s.
Perform a few additional lubrication cycles until the lubricant reach
all the points
Presence of the air bubbles in Loosen the fastening of the pipelines from the pump to the main me-
the lubricant tering units. Start the additional lubrication cycle. As soon as the lu-
bricant without bubbles will be discharged, connect the pipelines
Use of the lubricant which is Replace the lubricant by the specified one
not recommended
The suction hole of the pump- Cleanse the suction hole
ing element is clogged
The pumping element piston is Replace the pumping element
worn out
The check valve or pumping Replace the pumping element
element is faulty

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Table 17.4 (Continued)

Trouble and its symptom Possible cause Remedy

Uneven (either excessive or The time of running and pause Check the time setting on the pump
insufficient) lubrication of the of the pump is set incorrectly
lubrication points. The lubri-
cant is discharged through
the valves or clearances
from some friction units in
larger quantity than from the
other ones
Blocking of the system: the Metering devices, pipelines or To locate and eliminate the blocking, proceed as follows:
lubricant is discharged from lubrication points are clogged 1. Check the safety valve. To do this, connect a pressure gauge to
the safety valve
the valve, start the additional lubrication cycle and check the pres-
sure at which the valve is opened. The check can be also performed
using a manual pump with a pressure gauge. The safety valve shall
open at the pressure of 35 MPa for the Lincoln system and at 30
MPa for the Vogel one. If necessary, replace the valve.
2. Disconnect the pipeline between the pump and the main metering
unit from the latter. Switch on the pump and check if the lubricant is
discharged from the pipeline. Connect the pipeline to the main me-
tering unit.
3. Disconnect the pipelines between the main metering unit and the
additional ones. If the lubricant is discharged from the metering unit
hole, the blocking should be sought in the additional metering unit
circuit.
4. Connect the pipelines to the main metering unit and disconnect
sequentially the pipelines connecting the additional metering unit
with the lubrication points from the additional metering unit. If the lu-
bricant is discharged from the metering unit hole, the blocking should
be sought in the pipeline or lubrication point.
5. Connect the pipelines with the additional metering unit and dis-
connect sequentially the pipelines from the lubrication points. If the
lubricant is discharged from the pipeline, the lubrication point is
blocked.
6. Screw the lubricator into the blocked lubrication point and fed the
lubricant using a lubrication gun until the fresh lubricant starts to be
discharged. Then connect the pipeline to the lubrication point and
make sure that the blocking is eliminated and the system operates
normally. Should it be detected that the pipeline is blocked, pump the
lubricant through it using a manual pump.
7. If it is found when checking the system that no lubricant is dis-
charged from the metering unit hole, the metering unit is blocked.
8. Disconnect all the pipelines from the metering unit. Screw out the
plugs of the metering unit pistons and remove the pistons using an
elastic ramrod to exclude the damage of the working surfaces. Wash
the metering unit holes and pistons with a fat-decomposing deter-
gent and blow compressed air through them. Re-assemble the me-
tering unit and fill it with the lubricant by means of a manual pump
prior to connecting the pipelines. The pressure in the metering unit
shall not exceed 2.5 MPa. Otherwise, the metering unit shall be re-
placed.
Attention! The pistons are not interchangeable. It is necessary to
mark the pistons and the holes, into which they are mounted

17.4 Installation of refilling centre

Refilling centre 5 is installed (by customer order) at oil tank 4 (figure 17.3) of combined hydraulic system
in order to reduce the time of filling with operational materials during the dump truck maintenance.
Refilling centre connects through ball cocks 6 to engine cooling system pipe 1, engine sump 2, com-
bined hydraulic system oil tank 4 and pump 3 of central self-lubrication system (without ball cock). Each line at
refilling centre is marked by appropriate plate.

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When there is need of filling up, remove plugs 7 or covers 9, 11 of valves 8, 10 and 12, of the appropri-
ate system at refilling centre 5, connect filling equipment to the valves, open ball cocks 6 and fill the dump
truck systems with operational materials. After filling up, close the ball cocks, disconnect hoses of filling
equipment, and mount plugs or covers to the valves of refilling centre.

Figure 17.3 – Installation of refilling centre:

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

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18 OPERATIONAL MATERIALS
WHEN OPERATING OF THE DUMP TRUCKS, USE ONLY THE OPERATION MATERIALS OF THE RECOM-
MENDED BRANDS, THE QUALITY OF WHICH SHALL BE CONFIRMED BY THE RECOMMENDATIONS STATED IN
THE OPERATING MANUAL FOR THE ENGINE.

18.1 Fuel
Fuel for the engine shall be used in accordance with the recommendations stated in the Operating Ma-
nual for the engine.
To prevent the fuel equipment failure due to presence of water in fuel, it is recommended to fill the tank
with fuel having settled at least 10 days.

18.2 Lubricants
Universal all seasons motor oil BELAZ G-Profi Mining 15W-40 or one in accordance with the operating
manual should be be used for the engine.
The oil for reduction gears of the power-wheels manufactured by General Electric Company shall be
used in accordance with the documentation for the traction electric motor.
The transmission oils, working fluids for the hydraulic systems (hydraulic oils) and plastic lubricants shall
be used in accordance with the season and climatic conditions of operation of the dump trucks.
The lubricants and recommendations for their use depending on the temperature of the ambient tem-
perature are listed in Table 18.1.
The brands of the lubricants and their equivalents are listed in Table 18.2.

Table 18.1- Using the lubricants depending on the ambient temperature

State Standard (ГОСТ), Temperature range

Lubricant brand
Technical Specifications (ТУ) of using the lubricants

Shock absorber fluid LUKOIL-AZh Technical Specification (ТУ) 0253-025-00148599 Above minus 50°С

Shock absorber fluid МГП-12 Technical Specification (ТУ) 0253-052-00148843 Above minus 40°С

Shock absorber fluid ГРЖ-12 Technical Specification (ТУ) 0253-048-05767924 Above minus 50°С

Grease No. 158М ТУ 38.301-40-25 Above minus 30°С

Grease Lithol-24 ГОСТ 21150 Above minus 40°С

Grease Лита (Lita) ТУ 38.101808 Above minus 50°С

Grease МС-1000 Technical Specification (ТУ) 0254-003-45540231 Above minus 40 оС

Grease МС 1400 (NORD) Technical Specification (ТУ) 0254-028-45540231 Above minus 50°С

Note: For using the oils in the hydraulic system depending on the ambient air temperature, see the chapter “Dumping Mechanism”

Table 18.2 – List of equivalent lubricants

Equivalent lubricants
Lubricant brands Classification and
Manufacturer Description
specification
Lithol-24 MIL-G-18709A Shell Alvania EP 2;
MIL-G-10924C Retinax EP 2
Mobil Mobilux EP 2,
Mobilux EP 3
BP Energrease L2

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Table 18.2 (cont'd)

Equivalent lubricants
Lubricant brands Classification and
Manufacturer Description
specification
Лита (Lita) SM-1C-4515A Shell AeroShell Grease 6
(Ford) Mobil Mobilux EP 2
BP Energrease LT2
МС-1000 MIL-G-18709A Shell Alvania EP 2;
MIL-G-10924C Retinax EP 2
Mobil Mobilux EP 2,
Mobilux EP 3
BP Energrease L2
МС 1400 (NORD) – BP Energrease LТ2
Energrease L2
ЖРО MIL-G-10924C Shell Alvania RL 3
Mobil Mobilux EP 3
BP Energrease LS2
158М – Shell Alvania RL 1
BP Energrease LS-EP2
Note: For the equivalents of oils for the hydraulic system, refer to chapter “Dumping Mechanism”.

18.3 Cooling Fluid

It is recommended to use special low-freezing cooling fluids for the engine cooling system according to
the operating manual for the engine year round.

THE COOLING FLUIDS ARE TOXIC!

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

18.5 Commercial Ethyl Alcohol

For filling the anti-freezer of the pneumatic system and washing the parts of the electrical machines and
equipment, use commercial rectified ethyl alcohol to the State Standard (ГОСТ) 18300.

THE RECOMMENDED ALCOHOL IS PRODUCED FROM NON-FOOD VEGETABLE RAW MATERIAL. AS RE-
GARDS THE SEVERITY OF THE HUMAN HEALTH IMPACT, IT IS RELATED TO THE FORTH CLASS OF DANGER TO
THE STATE STANDARD (ГОСТ) 12.1.007.

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19 STORAGE RULES. TRANSPORTATION

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

19.1 Preservation materials

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

19.2 Preservation and represervation

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

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

19.3 Storage Rules

Set the dump truck for storage having evidence that it is technically sound, fully completed and the pre-
served.

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

19.4 Depreservation of the dump truck

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

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

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20 DISPOSAL

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

Preparing the truck for disposal.

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

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

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

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21 APPENDIСES

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

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

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

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

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

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

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

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

Table B – Tightening torques of the most critical threaded connection

Item Tightening
Description of the threaded connection
No. torque, N.m
1 Nut fastening the fan wheel on the traction generator shaft of the BelAZ-75131, BelAZ-
882 – 980
75135, BelAZ-75139, BelAZ-75137 and BelAZ-7513В trucks
2 Bolts fastening the power-wheels to the rear axle housing of the trucks with complete
1728 – 1936
electrical transmission manufactured by General Electric Company
3 Bolts fastening the power-wheels to the rear axle housing of the trucks with the reduction
1200 – 1300
gears manufactured by BelAZ OJSC
4 Bolts fastening the traction electric motor to the power-wheel reduction gear manufac-
800 – 1000
tured by BelAZ OJSC
5 Bolts fastening the flanges on the shaft of the traction motor of the trucks with the reduc-
260 – 320
tion gears manufactured by BelAZ OJSC
6 Bolts fastening the thrust ring of the power-wheel reduction gear manufactured by BelAZ
400 – 440
OJSC
7 Nuts of the ball joint supports of fastening the front suspension cylinder 2700 – 3150
8 Nuts of the ball joint supports of fastening the rear suspension cylinder 2700 – 3150
9 Pressure nut of the suspension cylinder 9000 – 10000
10 Bolts fastening the lower bracket of the front suspension cylinder to the steering knuckle
920 – 1020
and upper bracket to the frame bracket
11 Bolts fastening the ear of the central joint of the front suspension to the central lever 920 – 1020
12 Bolts fastening the pin of the central joint of the front suspension (no axial clearance on
1100 – 1250
the both sides of the inner ring of the bearing is allowed)
13 Nuts for fastening the ear of the central joint of the rear suspension to the central lever 1200 – 1400
14 Nut fastening the pin of the central joint of the rear suspension (no axial clearance on the
both sides of the inner ring of the bearing is allowed; after tightening, turn the nut to addi- 1800 – 2000
tional angle of 60° (one face))
15 Bolts fastening the pins of the cross rod of the cross rod (tighten in several steps evenly
over the circumference, while striking simultaneously the end face of the pin from the
1100 – 1250
bearing side after fitting an extension made of non-ferrous metal on the end face of the
pin)
16 Bolts fastening the locking plate to the pin of the central joint of the front suspension 450 – 560
17 Bolts fastening the pressure plates to the pin of the transverse rod of the rear suspension 450 – 560
18 Bolts fastening the caps of the bearings of the central joints of the front and rear suspen-
270 – 300
sion.
19 Bolts fastening the tapered pins of the transversal rod of the front suspension 161 – 199
20 Bolts fastening the hold-down ring to the steering knuckle 100 – 140
21 Adjusting bushings (for adjusting the tapered bearings of the front wheel hub) 100 – 140
22 Nuts fastening the steering linkage arm to the steering knuckles 800 – 1000
23 Nut of the clamping connections of the steering linkage rod 110 – 140
24 Bolts fastening the pressure plates to the pins of the steering cylinders and steering lin-
490 – 600
kage arm

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Table B (cont'd)

Item Tightening
Description of the threaded connection
No. torque, N.m
25 Nuts fastening the front wheels 1150 – 1300
26 Nuts fastening the rear wheels 800 – 900
Nuts Fastening of rear wheels for dump trucks BELAZ–7513 (-01, -06) of
1300 – 1400
BELAZ–7513A (-01, -02) with the full complete General Motors electric transmission
27 Bolts fastening the housing of the brake of the front wheels to the steering knuckle 2500 – 3000
28 Bolts fastening the inner cheeks of the brake gears of the rear wheels of the trucks with
550 – 700
the power-wheel reduction gears manufactured by BelAZ OJSC
29 Nuts fastening the outer cheeks of the brake gears of the rear wheels of the trucks with
370 – 450
the power-wheel reduction gears manufactured by BelAZ OJSC
30 The torques of tightening the brake gears of the rear wheels of the BelAZ-7513 and Be-
lAZ-7513А dump trucks with the complete electric transmission manufactured by General
Electric Company are given in the chapter “Brake Systems”

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

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

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 BELAZ OJSC – Management Company of BELAZ–HOLDING
MINING DUMP TRUCKS BELAZ-7513 SERIES
Operating Manual
Republic of Belarus

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