Grease Lubrication Systems

One big maintenance issue centers on moving parts: the more moving parts, the more maintenance. The lift arm features multiple pivots. Not only do pins and bushings need frequent replacing, but lubrication needs diligent attention. The size and speed of bearings determine the need for grease. Fifty percent of bearing failures are lubrication-related.

Grease does more than lubricate, explains Mark Barnes, of ­Des-Case Corp. It purges contamination. Using the right type and consistency is important. Grease is made of base oil, additives and a thickening agent. The first two are the same in all, but the thickening agent varies. Some have more thickening agent.

“Use a different consistency of grease in season,” he says. “Forcing thick, gooey grease through may not leave enough power to push an attachment.”

A lower consistency is required in ­automatic greasing systems for adequate pumpability. Automated lubrication systems provide many benefits for refuse trucks. They increase up-time and machine reliability, extend service intervals, improve safety for operators and mechanics, minimize down-time (planned and unplanned), and increase the productivity and value of the trucks.

Occasional refilling of the pump reservoir is necessary, but auto-lube systems have been known to eliminate the 7,000–10,000-mile PM interval for manual lubrication. Unlike manual lubrication, which requires the truck to be stopped and shut down, automated systems can lubricate while the truck is in motion. This creates a dynamic grease seal that aids in preventing contamination in addition to saving bearings and other components.

The unit sits on the side of the vehicle and pumps on a time clock, Barnes explains. “If set up properly, it works fine.”

Unfortunately, there is a “set it and forget it” mentality. “You need to check grease levels and for plugged lines. It dispenses through injectors, which can become plugged,” he says.

Leveling the Playing Field
The demanding start/stop duty cycle common to refuse and recycling collection applications has the potential to significantly impact a truck’s vital fluids, believes Mack Trucks’ vocational marketing manager, Curtis Dorwart . “The most critical fluid impacted is the engine oil, as additive technologies in the engine oil will degrade over time. For Mack vehicles, like the new LR model, it’s important for refuse and recycling collection operators to measure oil drain intervals in hours rather than miles.”

Other fluids such as DEF, coolant and hydraulic oil, are also important. High-quality fluids that meet the manufacturer’s specifications should be used. Keeping all fluids topped off and replaced at the recommended maintenance intervals is essential, Jim Zito, Peterbilt Motors Company national manager of vocational sales emphasizes.

“If a truck is operating with low fluid levels, it can put additional strain and excess heat on pumps and other components, which can also lead to catastrophic failure,” he says. “If fluids degrade or become contaminated, they can also cause premature failure.”

Operating with the right fluids at the right levels is critical. Support from the right options, such as auxiliary coolers, is also important. Operating in hot, harsh conditions can cook the fluids and degrade them to the point of ineffectiveness, leading to larger issues.

Before issues become big, Zito recommends regular oil and hydraulic fluid analysis. “This can provide comprehensive insight to fluid and vehicle performance, helping fine-tune maintenance intervals and helping identify potential issues before they manifest. Refuse collection and landfill operation can be excessively dusty and dirty, meaning fluids and filters are subjected to harsher conditions and may require special attention. Daily checks are important.”

Onboard diagnostic systems, mandated by the EPA, warn of conditions where trucks may have a problem of exhaust emissions and have to regenerate. “We took it further,” says Ed Steyn, vice president of engineering with Autocar, “by giving the operator more information on the state and condition of the vehicle.”

Standard engine codes for engine faults hasten repair and uptime, but Steyn says it’s still imperative that the operator does regular checks.

When operators don’t, bad things can happen. “DEF rolled in with SCR systems in 2010,” recalls Steyn. “There were initial issues: polluted fluid, dirt, filters locked when you launched product. . . . But most of the issues were just a matter of diligence: wipe off the filter cap to reduce contamination.”

He writes off some of it as the change of routine created by the addition of something new, but adds that “training issues” are partly to blame. “The burden is on us to train,” says Steyn. Autocar offers live, online training every day.

Adam Burck, vice president brand manager at Autocar believes that’s partly why they’re ranked #1 in service, but says their “call us first” policy and total system approach on maintenance contribute. As part of Autocar Solutions 24/7, he says they have “ninja technicians in the command center [who] are equipped with plans for all models to help diagnose any problem.” They even have a video link so an operator can show leaks to them.