The main challenge in removing the riding bolts after installation stems from the excessive length of the light holes on the riding shaft bolts, which are placed on the balance shaft housing (180 mm long). During operation, dirt and mud accumulate in the gap between the bolts and the holes. Over time, this dirt dries and hardens, causing the bolts to become tightly embedded within the housing, making removal extremely difficult.
One key factor contributing to this issue is the elongated design of the light holes once the balance shaft housing is installed. To address this, one effective solution is to reduce the length of these light holes. A practical structural improvement involves eliminating the central portion of the hole, thereby minimizing the contact area between the bolt and the housing. This modification significantly eases the removal process during maintenance, reducing both labor intensity and costs while increasing overall efficiency.
To further assist with the removal of the rear riding bolts, a specialized removal device was designed. The working principle of this tool is illustrated in a schematic diagram. Here's a brief description of the operational steps:
a. Use a jack to lift the frame and then remove the nut securing the rear riding bolt.
b. Attach the removal device to either the inside or outside of the balance shaft housing, and position jacks 4 and 5 as shown.
c. Apply pressure to jack 4, which pushes the bolt upward. Periodically strike the top of the riding bolt with a hammer to loosen it, allowing for easy removal.
Before servicing the leaf spring, it is recommended to pour some water along the rear riding bolt to moisten the soil in the gap between the bolt and the housing. This helps to soften the dirt, making the bolt easier to extract.
In the case of Steyr double rear axle balance shaft housing improvements, a dedicated rear riding bolt removal device was developed. This device simplifies the maintenance process and ensures smoother operations.
Reasons for oil contamination: Damage to the cylinder injector, such as a stuck needle valve, cracks, or a burned fuel injection head, can cause diesel to enter the cylinder without proper atomization. Instead, it flows into the oil sump, raising the oil level. This condition is often accompanied by increased engine vibration, reduced power, and excessive black smoke from the exhaust. To identify the faulty injector, the cylinder stop method can be used. Once identified, replace the affected injector or its assembly.
Another common cause is hydraulic oil mixing with engine oil. Although there may be no external leaks in the steering system, the hydraulic oil level in the tank may drop, requiring frequent refilling. This happens when the oil seal on the steering pump shaft is damaged, allowing hydraulic oil to leak into the gear chamber and eventually into the oil pan. The solution is to replace the damaged oil seal or the entire pump assembly.
The chances of water, diesel, or hydraulic oil entering the engine oil are relatively low, but they should still be checked systematically using the methods described above.
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