Detailed Description of Projects
Hardened track pin with modified track shoe - Current track pins bend, causing NMCM time in two different ways. They deform the bushings, resulting in track maintenance, and they are difficult to remove when bent. Harder track pins will allow higher torque which will reduce bending moment. This will reduce frequency of track failures and make pin removal easier when track needs to be separated. In addition to the hardened pins, future buys of track will also have a larger pocket for the track pin nut. This will make it easier to get a socket on the nut even after the track edges get worn.
Hydraulic troubleshooting procedures - Reformat all hydraulic troubleshooting procedures to simplify fault isolation. The ACE has an extensive and complex hydraulic system. Insufficient hydraulic troubleshooting expertise is the single largest contributor to M9 NMCM downtime. It also contributes to NMCS time because good components are being removed and replacements ordered unnecessarily. Unit mechanics require detailed and complete troubleshooting procedures which are easy to use. Goal is to cut troubleshooting time and eliminate ambiguous or faulty troubleshooting paths. No hardware changes to the vehicles are included in this project.
Actuator mounting rings - Provide a stronger mounting system for the rotary actuators. Currently, actuator mounting bolts screw into steel inserts in the aluminum hull. The inserts pull out, resulting in loose actuators, hull damage, hydraulic line failures and damage to roadarms and actuators. Under this project, steel rings will be fastened inside the hull. The actuator bolts will pass through the existing mounting points and screw into the steel rings. The field modification installs rings at the front actuator station only; however, the rings can be installed at the three other stations as well if those hull inserts should come loose.
Bowl access plates - Provide easy access to the front actuators for troubleshooting and maintenance. Front actuators, accumulators and hydraulic lines require both scheduled and unscheduled maintenance. Currently, mechanics must perform troubleshooting and repairs from underneath the ACE, working in dark and cramped conditions. This increases maintenance time and leads to leaking hydraulic fittings. Access through the bowl floor will decrease maintenance time and eliminate most causes of actuator hydraulic leaks.
Hydraulic filtration improvements - Hydraulic cleanliness is critical on the ACE. To achieve the cleanest possible hydraulic system, a more efficient return line filter and a high pressure filter at the compensating pump output will be added. Three hydraulic tests points are being added at the high pressure filters. Also as part of this project, the two compensating pump suction hoses will be modified to prevent collapse and cavitation. Finally, the compensating pump adjustment will be improved by replacing the existing adjusting clamp with an adjusting screw and jam nut.
'Hub and sprocket redesign - Current hub requires two unique sprockets. The outer one tends to bend and is difficult to fabricate, resulting in producibility delays and lengthy NMCS downtime. This project will eliminate the current outer sprocket and permit use of the inner sprocket in both positions. Goal is to eliminate shortages and higher cost of outer sprockets, and reduce maintenance burden. Also, the hub will be piloted onto the final drive output shaft, reducing the shear load and resultant failure of mounting bolts.
Semi-automatic track tensioner/adjuster - Currently, the operator checks and manually adjusts track tension using a grease gun before each mission. The new system will allow the operator to adjust track hydraulically from within the driver's compartment. With the manual system, the tension setting is a compromise, since the track needs sufficient slack to allow the suspension to go from sprung mode (travel) to unsprung mode (dozing). The semi-automatic track tensioner will relax the track to change between sprung and unsprung and then re-tension the track allowing a tighter envelope. This will reduce the number of track throws and associated damage and wear to suspension components and adjacent hull components.
Final drive improvements - Design an oil level indicator and modify the output shaft. Operators cannot assess the condition or lack of oil because there is no method to check oil level. This project will permit detection of water, contamination or loss of oil. Also, the output shaft will be modified to accommodate the redesigned sprocket hub.
Improved winch - With the current winch, the ACE has a limited ability to self-recover. This project will increase winch rating from 25,000 lbf to 35,000 lbf (110 to 155 kN), double cable length from 100 feet to 200 feet (30 to 60 m), and add a friction brake to enable the M9 to hold a load on a slope.
Steel dozer blade - Develop a steel replacement for the existing aluminum dozer blade. The current aluminum blade suffers damage when used in rocky terrain, is marginally suited for use with scarifier teeth, and generally wears down. Repair is difficult and involves time-consuming aluminum welding, resulting in extensive mission downtime. The complex hollow-box design also means that replacement blades are very expensive and have long leadtimes. A steel dozer blade will be less expensive, more resistant to wear and easier to repair if damaged.
"Dozer Blade Update" - The blades are no longer aluminum. The blades are made of steel. They are fabricated in Pennsylvania.
Automatic blade folder - This project is now part of SIP 4 - Let the operator remotely fold or unfold dozer blade from the crew compartment. This procedure now takes up to 1/2 hour to perform, requires crew to be exposed and stops the ongoing mission. Failure to fold the blade during cross-country travel could result in vehicle damage or operator injury. This project is not a readiness enhancement, rather it offers a major performance improvement to the mission.
Read more about this topic: M9 Armored Combat Earthmover, SIP Phase 3
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