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Shop Manual 930E-3SE
Shop Manual 930E-3SE
Shop Manual 930E-3SE
Shop
Manual
SE
DUMP TRUCK
®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance
personnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by
all personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any
obligation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California to
cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NOTES
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have
æ10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). The three numbers
represent the basic truck model. The letter "M" designates a Mechanical drive and the letter "E" designates an
Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other compo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which
includes all accessories, body liners, tailgates, etc.) and then weigh truck.Record this value and subtract from the
GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To
maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often
as practical.
Exceeding the allowable payload will reduce expected life of truck components.
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
GENERAL INFORMATION
INDEX
Read and follow all safety precautions. Failure to do so may result in serious injury or
death.
Safety Rules
• Only trained and authorized personnel can operate and maintain the machine.
• Follow all safety rules, precautions and instructions when operating or performing maintenance on the
machine.
• When working with another operator or a person on work site traffic duty, be sure all personnel understand all
hand signals that are to be used.
Safety Features
• Ensure all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See
Walk-Around Inspection, Operating Instructions - Section 3)
• Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
• Never remove any safety features. Always keep them in good operating condition.
• Improper use of safety features could result in serious bodily injury or death.
Unauthorized Modification
• Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create
hazards.
• Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu
will not be responsible for any injury or damage caused by any unauthorized modification.
Fire Prevention
• Thoroughly remove wood chips, leaves, paper and other flammable items
accumulated in the engine compartment, as they could cause a fire.
• Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks.
Wipe up any excess oil, fuel or other flammable fluids, and dispose of properly.
• Ensure a fire extinguisher is present and in proper working condition.
• Do not operate the machine near open flames.
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote
or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near
tire and wheel area.
If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the
tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at
least 50 ft. (15 m) from the tread of the tire.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least 8
hours or until the tire and wheel are cool.
• Keep serviceable fire fighting equipment on hand. Report used extinguishers for replacement or refilling.
• Always have parking brake applied when the truck is parked and unattended. DO NOT leave the truck
unattended while the engine is running.
• Park the truck a safe distance away from other vehicles as determined by the supervisor.
• Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an
emergency arises, know where to get prompt assistance.
Traveling
• When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
• Lower the dump body and set the dump lever to the FLOAT position when traveling.
• If the engine should stop when the machine is in motion, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if
possible).
The following actions are effective in preventing accidents while working near high voltages:
• Wear shoes with rubber or leather soles.
• Use a signalman to give warning if the machine approaches an electric cable.
• If the work equipment should touch an electric cable, the operator should not leave the cab.
• When performing operations near high voltage cables, do not allow anyone to approach the machine.
• Check with the electrical maintenance department about the voltage of the cables before starting operations.
When Loading
• Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
• Do not leave the operator's seat during the loading operation.
TOWING
When Towing, Fix Wire To Hook
• Improper towing methods may lead to serious personal injury and/or damage.
• Use a towing device with ample strength for the weight of this machine.
• Never tow a machine on a slope.
• Do not use tow rope that has kinks or is twisted.
• Do not stand astride the towing cable or wire rope.
• When connecting a machine that is to be towed, do not allow anyone to go between the tow machine and the
machine that is being towed.
• Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and
secure it in position.
(For towing method, see the Operation and Maintenance Manual, Section 3, Operating Instructions - Towing.)
Proper Tools
• Use only tools suited to the task. Using damaged, low quality, faulty, or
makeshift tools could cause personal injury.
Attachments
• Place attachments that have been removed from the machine in a safe place and
manner to prevent them from falling.
Use Of Lighting
• When checking fuel, oil, coolant, or battery electrolyte, always use
lighting with anti-explosion specifications. If such lighting equipment is
not used, there is danger or explosion.
• Immediately after stopping operation, engine coolant and operating oils are
at high temperature and under high pressure. In these conditions, if the cap
is removed, the oil or water drained, or the filters are replaced, it may result
in burns or other injury. Wait for the temperature to cool and pressure to
subside, before performing the inspection and/or maintenance in as
outlined in the service manual.
Waste Materials
• Never dump waste oil in a sewer system, rivers, etc.
• Always put oil drained from your machine in appropriate containers. Never
drain oil directly onto the ground.
• Obey appropriate laws and regulations when disposing of harmful objects
such as oil, fuel, coolant, solvent, filters, batteries, and others.
The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on
the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
When tires become hot, a flammable gas is produced, and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pres-
sure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from
punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are
strictly prohibited when the tire is pressurized:
• Welding the rim
• Welding near the wheel or tire.
• Smoking or creating open flames
If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When performing such maintenance, consult your authorized
regional Komatsu distributor, or the tire manufacturer.
Any operating fluid, such as hydraulic oil or brake fluid escaping under pressure, can have sufficient force
to enter a person's body by penetrating the skin. Serious injury and possibly death may result if proper
medical treatment by a physician familiar with this injury is not received immediately.
Do not stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers
should not be permitted in the area and should be kept away from the sides of such tires.
Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the
tire may ignite, causing explosion of tire and rim.
14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should
move the truck under its own power in the repair facility or during road testing after repairs are complete.
Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown
and the red drive system warning lights must not be illuminated.
Leave the drive system in the “rest” mode until the truck is to be moved.
10. Before leaving this position, look under the 19. Move around the fuel tank. Inspect the fuel
lower edge of the chassis to be sure the flexible quantity gauge, (this should agree with what will
duct that carries the air from the main blower to show on the gauge in the cab). Inspect the
the final drive housing is in good condition with attaching hardware for the fuel tank at the upper
no holes or breakage. Also look up at the main saddles, and then at the lower back of the tank
hydraulic pumps to see that there is no leakage for the security and condition of the mounts.
or any other unusual condition with pumps or Check hoist filters for leaks.
pump drive shafts. 20. Move in behind the right front wheel, and
11. Move on around the dual tires, check to see that inspect the steering cylinder. Check the greas-
all nuts/studs are in place and tight. Inspect ing and attaching hardware. Check suspension
wheel for any oil that would indicate brake leak- attaching hardware and suspension extension.
age or wheel motor leakage. Be sure the suspension protective boot is in
good condition. Inspect the hub and brakes for
Check dual tires for cuts, damage or bubbles. any unusual conditions. Check entire area for
Verify that inflation appears to be correct. If the leaks.
truck has been run on a "flat", the tire must be
cooled before moving the truck inside. 21. Move out and around the right front wheel;
Check for any rocks that might be lodged inspect that all nuts/studs are in place and tight.
between dual tires. Check rock ejector condi- 22. Move in behind the front of the right front wheel,
tion and straightness (so that it can not damage check hub and brakes for leaks and any
a tire). unusual condition. Inspect steering cylinder for
12. Inspect left rear suspension for damage and for security and for proper greasing. Inspect the
correct rod exposure. Check for leaks. Ensure engine compartment for any leaks and unusual
that the covers over the chrome piston rod are conditions. Inspect the fan guard and belts.
in good condition and inspect for proper greas- Check for any rags or debris behind radiator.
ing. 23. Inspect auto lube system. See Automatic Lubri-
13. Open rear hatch cover. Inspect for leaks around cation System in Section P, for specific details
the parking brakes. Inspect condition of cooling concerning the auto lube system.
air exhaust ductwork to be certain that it is intact 24. Move around to the right front of the truck, drop
and that there are no obstructions. the air cleaner pans to remove dirt, latch up,
14. While standing in front of the rear hatch, look up and secure. Inspect battery box cover for dam-
to see that rear lights are in good condition, age and be sure it is in place and secure.
along with the back-up horns. Look up at pan- 25. As you move in front of the radiator, inspect for
hard rod to see that it is getting proper greasing. any debris that might be stuck in front of the
Also look at both body hinge pins for greasing radiator and remove it. Check for any coolant
and any abnormal condition. Check hoist limit leaks. Inspect headlights and fog lights.
switch and clear any mud/debris from contacts.
If any of the red warning lights come on or if any 8. Check brake lock performance periodically for
gauge reads in the red area during truck opera- safe loading and dump operation.
tion, a malfunction is indicated. Stop the truck as 9. Proceed slowly on rough terrain to avoid deep
soon as safety permits, and shut down the ruts or large obstacles. Avoid traveling close to
engine. Have the problem corrected before soft edges and the edge of fill area.
resuming truck operation.
10. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
10. If the "emergency steering" light and/or "low b. When the lever is rotated to full "down"
brake pressure warning" light (if equipped) illu- (clockwise) position, it is in the full "ON/
minate during operation, steer the truck imme- Retard" position.
diately to a safe stopping area, away from c. For long downhill hauls, the lever may be
other traffic if possible. Refer to item 7 above. positioned to provide a desired retarding
11. Check tires for proper inflation periodically dur- effort. It will remain where it is positioned.
ing shift. If truck has been run on a "flat", or NOTE: The retarder control lever must be rotated
under-inflated tire, it must not be parked in a back to the OFF position before the truck will resume
building until the tire cools. the “propel” mode of operation.
In the event that the equipment is being worked in If engine does not shutdown with keyswitch,
consecutive shifts, any questionable truck perfor- use engine shutdown switch on operator cab
mance the operator may have noticed must be center console, and hold this switch down until
checked by maintenance personnel before the truck engine stops.
is released to another operator. 4. With keyswitch OFF, and engine stopped, wait
at least 90 seconds. Insure steering circuit is
1. The truck should be parked on level ground, if
completely bled down by turning steering wheel
at all possible. If parking must be done on a
back and forth several times. No front wheel
grade, the truck should be positioned at right
movement will occur when hydraulic pressure is
angles to the grade.
relieved. If the vehicle continues to steer after
2. The parking brake must be applied and/or shutdown, notify maintenance personnel.
chocks placed fore/aft of wheels so that the
5. Verify all link voltage lights are off (one on back
truck cannot roll. Each truck should be parked
interior wall of operator cab, two on electrical
at a reasonable distance from another.
cabinet, on deck), and notify maintenance per-
3. Haul roads are not safe parking areas. In an sonnel if remains illuminated longer than five
emergency, pick the safest spot most visible to minutes after the engine is shut down.
other machines in the area. If the truck
6. Close and lock all windows, remove key from
becomes disabled where traffic is heavy, mark
keyswitch and lock cab to prevent possible
the truck with warning flags in daylight or flares
unauthorized truck operation. Dismount truck
at night.
properly. Put wheel chocks in place.
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF-2B FT. LBS. CODE (O.D.) UNF-2B FT. LBS.
–2 0.125 0.312 – 24 4 ±1 –2 0.125 0.312 – 24 4 ±2
–3 0.188 0.375 – 24 8 ±3 –3 0.188 0.375 – 24 5 ±2
–4 0.250 0.438 – 20 12 ±3 –4 0.250 0.438 – 20 8 ±3
–5 0.312 0.500 – 20 15 ±3 –5 0.312 0.500 – 20 10 ±3
–6 0.375 0.562 – 18 18 ±5 –6 0.375 0.562 – 18 13 ±3
–8 0.500 0.750 – 16 30 ±5 –8 0.500 0.750 – 16 24 ±5
– 10 0.625 0.875 – 14 40 ±5 – 10 0.625 0.875 – 14 32 ±5
– 12 0.750 1.062 – 12 55 ±5 – 12 0.750 1.062 – 12 48 ±5
– 14 0.875 1.188 – 12 65 ±5 – 14 0.875 1.188 – 12 54 ±5
– 16 1.000 1.312 – 12 80 ±5 – 16 1.000 1.312 – 12 72 ±5
– 20 1.250 1.625 – 12 100 ±10 – 20 1.250 1.625 – 12 80 ±5
– 24 1.500 1.875 – 12 120 ±10 – 24 1.500 1.875 – 12 80 ±5
– 32 2.000 2.500 – 12 230 ±20 – 32 2.000 2.500 – 12 96 ±10
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (N.m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
See NOTE on page A5-5 regarding Table usage
PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
See NOTE on page A5-5 regarding Table usage
PSI 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may 3. Multiply by 10:
be used as in the following example: 970 psi = 6688 kPa.
Example: Convert 975 psi to kilopascals (kPa). 4. Go to PSI row 0, column 5; read 34.475
psi = 34.47 kPa. Add to step 3.
1. Select Table X.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.
Multiply Multiply
To Convert From TO By To Convert From TO By
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft. meter (m) 0.3048 meter (m) foot – ft. 3.2808
yard – yd. meter (m) 0.914 meter (m) yard – yd. 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210
2 (cm2) 6.45 2) in.2 0.1550
sq. in. – in. sq. centimeters sq. centimeters (cm sq. in. –
sq. ft. – ft.2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft.2 0.001
cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu. in. – in.3 0.061
cu. in. – in.3 liters (l) 0.016 liters (l) cu. in. – in.3 61.02
cu. ft. – ft.3 cu. meters (m3) 0.028 cu. meters (m3) cu. ft. – ft.3 35.314
cu. ft. – ft.3 liters (l) 28.3 liters (l) cu. ft. – ft.3 0.0353
ounce – oz. kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353
fluid ounce – fl. oz. milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl. oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs. Newton (N) 4.448 Newton (N) pound (force) – lbs. 0.2248
in. lbs. (force) Newton.meters (N.m) 0.113 Newton.meters (N.m) kilogram.meters (kg.m) 0.102
ft. lbs. (force) Newton.meters (N.m) 1.356 Newton.meters (N.m) ft. lbs. (force) 0.7376
ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters kilogram.meters (kg.m) Newton.meters (N.m) 9.807
Newton.meters (N.m) 9.807
(kg.m)
Kilopascals (kPa) psi (pressure) 0.1450
psi (pressure) kilopascals (kPa) 6.895
megapascals (MPa) psi (pressure) 145.038
psi (pressure) megapascals (MPa) 0.007 2 2
kilograms/cm (kg/cm ) psi (pressure) 14.2231
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 2 2 kilopascals (kPa) 98.068
kilograms/cm (kg/cm )
ton (short) kilogram (kg) 907.2
kilogram (kg) ton (short) 0.0011
ton (short) metric ton 0.0907
metric ton ton (short) 1.1023
quart – qt. liters (l) 0.946
liters (l) quart – qt. 1.0567
gallon – gal. liters (l) 3.785
liters (l) gallon – gal. 0.2642
HP (horsepower) Watts 745.7
Watts HP (horsepower) 0.00134
HP (horsepower) kilowatts (kw) 0.745
kilowatts (kw) HP (horsepower) 1.3410
5. Clean the radiator; refer to Section C, Cooling 10. Exhaust openings and air cleaners should be
System, for the proper cleaning instructions. covered tightly with moisture barrier paper and
sealing tape.
6. The cooling system should be completely
drained, chemically flushed, and refilled with a 11. All lubrication points (grease fittings) should be
conditioned water/antifreeze solution suitable serviced with the prescribed lubricants.
for the lowest temperature anticipated. Refer to 12. Relieve tension from all drive belts. The engine
Section P, Lubrication and Service, for the manufacturer recommends insertion of heavy
proper anti-freeze and conditioner concentra- kraft paper between belts and pulleys to prevent
tions. After refilling the system, always operate sticking.
the engine until the thermostats open to circu-
late the solution through the cooling system. 13. All vandalism covers and locks should be in
place and secured.
NOTE: NEVER store a vehicle with a dry cooling
system.
The engine should be stored in a building which is An engine prepared in this manner can be returned
dry and can be heated during the winter months. to service in a short period of time by removing the
Moisture absorbing chemicals are available commer- seals at the engine openings, checking the engine
cially for use when excessive damage prevail in the coolant, fuel oil, lubricating oil, transmission oil and
storage area. priming the raw water pump (if used).
Temporary Storage (30 Days Or Less) Extended Storage (more Than 30 Days)
To protect an engine for a temporary period of time, To prepare an engine for extended storage, (more
proceed as follows: than 30 days), follow this procedure:
1. Drain the engine crankcase. 1. Drain the cooling system and flush with clean,
soft water. Refill with clean, soft water and add
2. Fill the crankcase to proper level with the rec-
a rust inhibitor to the cooling system.
ommended viscosity and grade of oil.
2. Remove, check and recondition the injectors, if
3. Fill the fuel tank with the recommended grade necessary, to make sure they will be ready to
of fuel oil. Operate the engine for two minutes at operate when the engine is restored to service.
1,200 rpm and no load. Shut down engine, do
not drain the fuel system or the crankcase after 3. Reinstall the injectors, time them and adjust the
this run. exhaust valve clearance.
4. Check the air cleaner and service, if necessary. 4. Circulate the coolant by operating the engine
until normal operating temperature is reached
5. If freezing weather is expected during the stor- 160° - 185° F ( 71° - 85° C).
age period, add an ethylene glycol base anti-
freeze solution in accordance with the 5. Stop the engine.
manufacturer's recommendations. 6. Drain the engine crankcase, then reinstall and
tighten the drain plug. Install new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL-L-
21260C, Grade 2.
STRUCTURES
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
RIGHT DECK AND COMPONENTS NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for
Removal service and maintenance procedures.
1. Shut down engine following all the procedures 5. Disconnect electrical harness at connector (7,
listed on page 2-1 in this section of the manual. Figure 2-3). Inspect underside of deck and if
necessary, remove any hoses or cables that
remain. (Light harness and clamps do not
require removal.)
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3- 7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation
1. Clean mating surfaces, and install a new gas-
ket.
2. Reinstall the sender unit in the tank. Use care
and ensure that the float is oriented properly
and works freely in the vertical plane during
installation.
3. Reinstall the four socket head capscrews and
tighten to standard torque. Reconnect the wire
to the terminal.
4. Refill the tank and check for leaks.
Removal
Unscrew breather valve (5, Figure 4-1) from fuel tank
(1).
Installation
Screw breather valve (5, Figure 4-1) into fuel tank
(1).
Disassembly
1. Remove clamp (3, Figure 4-2).
2. Remove cover (2) and screen (1).
3. Remove ball cage (10), solid ball (11), and float
balls (12).
4. Unscrew end fitting (7) from body (4). FIGURE 4-2. BREATHER VALVE
5. Remove stem (8) and valve spring (5).
1. Screen 7. End Fitting
Assembly 2. Cover 8. Stem
3. Clamp 9. O-Ring
1. Clean and inspect all parts. If damaged compo- 4. Body 10. Ball Cage
nents are evident, replace the entire assembly. 5. Valve Spring 11. Solid Ball
2. Place valve spring (5) into position in body (4). 6. O-Ring 12. Float Ball
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
ENGINE
INDEX
POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
POWER MODULE
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Install safety chain around the engine subframe Lift power module only at the lifting points on
cross member and main frame to prevent the subframe and engine/alternator cradle structure.
power module from rolling when the subframe (Refer to Figure 2-6 and 2-8.)
rollers are installed.
FIGURE 2-7. SUBFRAME ROLLERS 6. Roll the power module forward sufficiently so
that adequate clearance is provided in front of
1. Roller Assembly 3. Capscrews electrical cabinet for the lifting device to be
2. Subframe attached to the engine/alternator cradle struc-
ture (4, Figure 2-6) and front subframe lifting
points (7). Place stands or block under front of
subframe and lower hoist until front of subframe
is supported. Install safety chain to prevent sub-
4. Locate a jack under the rear of the power mod-
frame from rolling.
ule. Raise the rear portion of engine subframe
and install subframe rollers (Refer to Figure 2- 7. Attach lifting device (1, Figure 2-8) to hoist and
7). Lower the rear portion of the subframe care- attach to engine/alternator cradle structure and
fully until the rollers rest on the main frame front subframe lifting points as shown in Figure
guide rail. 2-8. Remove safety chain.
8. Raise the power module slightly to determine if
NOTE: Subframe rollers are supplied in the truck tool
module is on an even plane. Move the power
group and can be installed in the storage position
module straight out of truck to a clean work area
after use, as shown in Figure 2-7.
for disassembly.
5. Position hoist to front subframe lifting points (7,
Figure 2-6). Raise the engine subframe until the For further disassembly of the engine, alternator, and
engine is on a level plane. Remove the safety radiator, refer to the appropriate section of this man-
chain. ual.
The complete power module, including the hood 12. Remove the small blocks behind the subframe
and grille weighs approximately 37,386 lbs. rollers, remove safety chain, and slowly roll the
(16,958 kg). Make sure lifting device to be used power module into position over the main frame
has adequate capacity. mounts. Lower hoist until front subframe
mounts are aligned and seated on the front,
main frame mounts. Reinstall safety chain.
5. Raise the power module and align the subframe 13. Place a jack under rear of subframe to support
rollers within the main frame guide rails. the power module. Raise power module just
enough to permit removing the subframe roll-
ers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-6) located on
the main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front
subframe member.
16. Install rubber bushings, capscrews, washers
and nuts in the front mounts (6, Figure 2-6).
Tighten capscrews to 525 ft. lbs. (712 N.m)
torque.
17. Install the rear subframe mounting caps and
secure caps in place with lubricated capscrews.
Tighten capscrews to 407 ft. lbs. (551 N.m)
torque. (Refer to Figure 2-6).
FIGURE 2-9. POWER MODULE INSTALLATION
COOLING SYSTEM
INDEX
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
6. Install tube stay ends and install the felt air baf-
fles behind the front and back rows while com-
pleting tube installation.
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
5. Determining Shims:
Compare “Measurement C” (Step 3.c.) with
“Measurement A” (Step 4.f.).
Rotor-to-Drive Ring
Location “B” Alternator-to-Flywheel Housing Adapter
Location “D”
Shim Part Number Shim Thickness
Shim Part Number Shim Thickness
EJ1058 0.10 inch
EJ1056 0.10 inch
EJ1057 0.18 inch
EJ1055 0.18 inch
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
1. Dust Cap 6. Wing Nut Gasket 10. Safety Filter Element 13. Clean Air Outlet
2. Dust Cap Gasket 7. Safety Element 11. Main Filter Element 14. Pre-Cleaner Gasket
3. Tube Indicator 12. Main Element Gasket 15. Safety Filter Element
4. Unfiltered Air Inlet 8. End Cover Gasket
5. Wing Nut
INDEX
NOTE: Electrical system wiring hookup and electrical schematics are located in Section “R” of this Manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is properly discharged before repairs are started.
Do not attempt to perform auxiliary blower motor or blower electrical circuit repairs until it has
been verified the system is de-energized.
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
The electrolyte level of each cell should be checked Leakage can be detected by continual wetness of the
at the interval specified in the Lubrication and Ser- battery or excessive corrosion of the terminals, bat-
vice Section “P”, and water added if necessary. The tery carrier and surrounding area. (A slight amount of
proper level to maintain is 3/8 to 1/2 in. (10-13 mm) corrosion is normal in lead-acid batteries). Inspect
above the plates. To insure maximum battery life, the case, covers and sealing compound for holes,
use only distilled water or water recommended by the cracks or other signs of leakage. Check battery hold
battery manufacturer. After adding water in freezing down connections to make sure the tension is not
weather, operate the engine for at least 30 minutes great enough to crack the battery, or loose enough to
to thoroughly mix the electrolyte. allow vibration to open the seams. A leaking battery
should be replaced.
The truck batteries are located in an enclosure (2, When maintenance or repairs are performed, the
Figure 2-1) in the center of the truck below the diago- batteries can be quickly disconnected from the
nal ladder. For access to the batteries, remove the starter or control circuits using the disconnect
two covers by turning the cover handles counter- switches located on the battery control box (1).
clockwise until released. Lift eyes are attached to the An external battery charger may also be connected
ends of the enclosure if the entire battery container through auxiliary battery connectors also located on
must be removed. the battery control box.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
5 Minute Idle Timer The Engine Starter Failure Delay Timer (2, Figure 3-
2) is used in the circuitry which detects a failure of
The 5 minute idle timer (3, Figure 3-2) circuit is acti- one of the two starter motors. This circuit provides a
vated when the operator presses the 5 minute idle warning to the operator if either starter does not
timer engine shutdown switch mounted on the instru- energize for at least 2 seconds when engine starting
ment panel. (This is a momentary switch that also is first attempted OR if either starter stops operating
latches the 5 minute idle timer in the energized posi- during the engine starting process.
tion.) When the timer is energized, internal contacts
close and energize the relay.
Coolant Level/Flasher
The other half of the circuitry on the Coolant Level
The Coolant Level and Flasher Card contains two and Flasher Card operates the Coolant Level Light.
separate circuits. The flasher circuit at the top of the The Water Level Probe connected to terminal B11
card has Q12 transistor biased to be saturated when grounds the 31L circuit when the coolant in the radia-
no malfunction is present, resulting in there being 24 tor is above the probe position. The coolant saturates
volt positive output on pin “H” of the card and on wire the probe and electrically grounds the circuit. When
12F. When a indicating circuit is activated, the the circuit is grounded, Q6 transistor is off, resulting
ground side of the circuit connected to card pin “K” is in no indication. When the coolant level drops below
grounded. Q12 will turn off initially and then after a the probe, 31L is no longer grounded and Q6 turns
delay, adjusted by R20, will turn on and off to give on to ground the flasher through D5, ground the
the intermittent 24 volt output. Coolant Level Light through terminal D11, and
ground the alarm horn through D6. The light and
alarm horn will operate intermittently as their 24 volt
supply is from circuit 12F, the flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2KΩ resistor is installed to replace the
probe and disable the AID system circuit.
Diode Testing
Refer to the electrical schematic in Section R of this
manual for the specific circuit and diode to be tested.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking “ears” while pulling the connector off the
board. Note the connector “key” used to ensure FIGURE 3-5. DIODE BOARD
correct polarity. 1. Mounting Rail 5. Foam Block
NOTE: Some digital multimeters are designed to test 2. Screw 6. Board
diodes. If this type is used, follow the manufacturer's 3. Nut 7. Diode
instructions for proper test. 4. Mounting Plate
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
3 - 15 amp circuit breakers (CB13, CB14, CB15) 1 - Light Display Module card
Operation
When the hoist cylinders approach maximum stroke,
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically operated
switch to close the electrical contacts. When the con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic compo-
nents cabinet) to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ment.
1. Adjust limit switch to achieve an air gap (dimen-
sion “A”) of 0.50 to 0.56 in. (12.70 to 14.30 mm)
between sensing area and actuator arm (3).
Retighten capscrews.
Keep sensing area clean, free of metallic dust and 1. Body 4. Switch Mounting
other debris that may damage or inhibit operation of 2. Frame Plate
the limit switch. If the switch is not functioning or 3. Actuator Arm 5. Hoist Limit Switch
damaged the unit must be replaced.
CIRCUIT BREAKERS
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Troubleshooting
2. Open battery disconnect switch. Remove bat- HIGH NORMAL Watch until amps decrease or
voltage exceeds 28.8 volts. If
tery cable from alternator B+ terminal. amps decrease and volts remain
Refer to Figure 10-2 for the following steps. Meters normal, system is OK. If voltage
exceeds 28.9 volts, regulator and/
should be installed directly at the alternator as shown or alternator defective. Go to
to eliminate variations in readings due to cable Static Test.
lengths etc.:
HIGH HIGH STOP TEST! Regulator and/or
3. Install the ammeter (negative lead) to the bat- alternator defective. Go to Static
tery positive cable removed in step 2. Install the Test.
ammeter positive lead to the alternator B+ ter- LOW LOW 1. Recheck voltmeter leads. If
minal. connections are OK, alternator
and/or regulator defective.
4. Install a voltmeter between the alternator B+
2. Perform Regulator Bypass Test
terminal (positive lead) and the ground terminal per instructions on following page:
(voltmeter negative lead). a. If volts and/or amps
5. Secure all test equipment leads to prevent dam- increase, alternator is OK but reg-
ulator is defective.
age or short circuits when engine is started.
b. If no effect, replace alternator
Reconnect battery disconnect switch.
LOW NORMAL Charging system is OK.
LOW HIGH STOP TEST! If battery and volt-
meter check is OK, regulator and/
or alternator defective.
DEFINITIONS
B+ voltage is battery positive voltage, but does
NOTE: Charge voltage and amp rates vary from not refer to a specific value as does battery volt-
battery type to battery type, based on battery age.
construction technology and physical size of battery.
Remove strap between "R" and "E" terminal. NOTE: Alternator may not be turned on when engine
is operating. Go to "R" terminal test next, to prove if
Connect a 12 gauge jumper wire from the "B+" termi- vehicle "E" circuit will turn alternator on.
nal on alternator to the "E" terminal on alternator.
Vehicle Charging Circuit Test Is Now Complete: • If meter shows battery voltage, circuit is good.
Continue test.
Remove all jumper wires from alternator used to test
Insert "+" probe of voltmeter into "B" pin in connector.
charging circuit.
Insert negative probe of voltmeter into "B-" pin in
connector. (This is power circuit for voltage regula-
tor.)
Re-test Charging Circuit For Operation With The
Engine Running: • If circuit shows open (no voltage), alternator is
defective. Replace alternator.
Check charging system voltage with engine running.
• If circuit shows B+ voltage, regulator is
If no charge voltage, test for voltage at "E" defective. Replace the regulator, only.
terminal of alternator, with engine running.
NOTE: Turn key and battery switch OFF before
If no voltage on "E" terminal, shut engine installing new regulator. Turn battery switch and key
down and inspect link from "R" terminal to back on AFTER installing new regulator. Continue
"E". test.
Run engine and re-test charging circuit.
ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC 6. Fan Nut; 50 ft.lbs. (68 N.m) torque
2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque 7. Slip Bushing
3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque 8. Allowable Mounting Bracket Dimensional Span
Either Side; R.H. side shown 9. F+ Stud (NOTE: F+ Stud Not On All Models)
4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.NOTE: (2) NOT SOLD
SEPARATELY
Preliminary Checks:
1. Check Belt Tension. Use Belt Tension Gauge to
measure belt tension: Poly V Belt Adjustment
(20 lbs./strand): 240 lbs. maximum for 12
groove Poly V-belt.
2. Check Battery.Batteries must be in good condi-
tion and fully charged. If any battery condition is
marginal, it should be replaced with one known
to be in good condition.
For split battery pack, dual voltage systems,
battery rest voltages should agree within 0.3 V.
When "12V" battery voltage is more than 0.3 V
lower than "24V" battery voltage, check the
"12V" battery circuit to verify adequate charge.
Polarity of battery and alternator must agree;
FIGURE 10-5.
reverse polarity will damage the alternator. The
alternator is NEGATIVE ground.
1. Alternator 3. Ammeter
3. Check electrical connections in charging circuit. 2. Voltmeter 4. Battery
Make sure all connections are clean, tight, and
free of corrosion. Battery connections are espe- 7. Attach meters as indicated by Figure 10-5, be
cially important. sure to measure voltage and amperage at alter-
4. Check Energize circuit.If alternator is not charg- nator, not at batteries or intermediate point.
ing, check for voltage at the alternator energize If an in-line ammeter is used, disconnect battery
terminal. Refer to Figure 10-5 for energize ter- ground cable before connecting ammeter. Then
minal location on the outside of the control box. reconnect battery ground cable. Ammeter con-
Check for battery voltage at the "E" terminal nections must carry rated output of alternator.
with engine running.
Test Procedure
Test Set-up
8. Start engine. Accelerate to high idle.
5. Discharge Battery as Follows:
d.Disable fuel system.
e.Turn all lights and accessories "ON". Crank
the engine for 10 - 15 seconds to discharge
If voltmeter reading exceeds 32V for 24V system,
battery, then stop cranking engine.
stop engine immediately and refer to Table 10-3.
f. Turn all lights and accessories off.
9. Watch meter reading.If battery is sufficiently dis-
g.Enable fuel system. charged, amps should be high within ± 10% of
6. Determine setpoints of regulator. The setpoint output specified by performance curve (refer to
of the alternator is 28V. "Normal" range is within SPECIFICATIONS, alternator RPM = engine
±0.2V of setpoint. RPM x pulley ratio). Volts should be within or
below the "normal" range as battery
approaches full charge. Amps should fall as
Volts rise. When amps and volts stabilize, note
readings and refer to Table 10-3.
ON-VEHICLE TEST
Bypass Test:
Disconnect plug between alternator and regulator
and momentarily touch "F-" terminal from alternator
plug to ground.
FIGURE 10-7.
1. F+ Stud (some units have F+ Stud & Phase taps)
Refer to Figure 10-8 for location of control box termi- Check to make sure that all phase leads are discon-
nal strip connections. Refer to Figure 10-7 for loca- nected from the heat sink (refer to Figure 10-10).
tion of control box external connections to regulator
and ignition circuit.
Table 10-8:
CONTROL BOX CONTINUITY CHECKS
OHMETER TERMINAL CONTROL READING
SCALE STRIP BOX
CONNECTION EXTERNAL
CONNECTION
(Figure 10-5)
x 10K F- GND* (B-) VERY
HIGH
x1 F- (F-) PIN ZERO
x1 F+ (F+) ZERO FIGURE 10-10.
TERMINAL
*GND connections are made to ground terminal 1. Positive Diode Studs 2. “S” Phase Terminal
located on outside of front housing.
NOTE: Heat sink diodes are de-rated for heavy duty
With regulator disconnected, test for continuity from performance. If diode failure is detected, the entire
"E" terminal on control unit to connector Energize charging system should be examined for loose
("E") pin on regulator harness (See Figure 10-9). connections (especially battery). If diode failure is
indicated, stator failure must also be suspected.
Stator Tests
NOTE: The front stator related Phase leads are "P1",
"P2", & "P3"; The rear stator phase leads are "P4",
"P5", & "P6"
The Alternator has two separate assemblies that will
be checked individually. Make sure all phase leads
are disconnected from the heat sink (Refer to Figure
10-6).
Fan Removal
1. Remove fan guard.
2. Use a 3/4" socket wrench to loosen nut attach-
ing fan to alternator. Keep shaft from rotating by
holding the pulley in a vise, jaws padded with
brass or aluminum (Figure 10-11).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.
FIGURE 10-12.
FIGURE 10-11.
Pulley Removal
1. Use a 15/16" socket wrench on the pulley nut.
Clamp the pulley in a vise, jaws padded with
brass or aluminum, and loosed pulley nut (Fig-
ure 10-13).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
4. Remove woodruff key from shaft.
5. Remove pulley bushing from shaft.
FIGURE 10-13.
FIGURE 10-16.
1. Machine Screws
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
Rear Rotor Removal
tipped tool, vibrate the area around the
1. Remove six flanged locknuts from core studs or rotor element to rotor core attaching studs.
six self tapping screws (1, Figure 10-15). Scribe The vibrations should loosen any built up
location of stud or screw holes on rotor face rust in that area. Remove the rotor ele-
plate. ment. If resistance is still felt, use the
method described in "2a.", plus the air
hammer.
FIGURE 10-21.
1. Jack Screws
FIGURE 10-20.
FIGURE 10-24.
FIGURE 10-25.
1. Field Coil Bobbin Ear
FIGURE 10-27.
FIGURE 10-26.
FIGURE 10-28.
1. Tool (BF4818)
FIGURE 10-32.
FIGURE 10-38.
1. Bearing Seal 4. Fan Guard Screws
2. Bearing 5. Fan Mounting
3. Ring Seal Groove Hardware
FIGURE 10-40.
FIGURE 10-42.
FIGURE 10-41.
FIGURE 10-43.
Stator Installation
(Refer to Figure 10-45)
Shell Assembly Preparation
The bore that is to receive the new stator should be
clean and free from burrs.
1. Position the bottom thrust plate in the work
area.
2. Place the pressure plate, threaded hub facing
down, on the bottom thrust plate. Align the
smooth bored hole in the pressure plate with
the keyed hole in the bottom thrust plate. Insert
the correct length locating rod through the pres-
sure plate and into the bottom thrust plate.
NOTE: The correct length locating rod is a rod that
has a hole that will allow the locating pin to pass
through both the locating rod and shell drain hole.
3. Place new stator on the stator indexing pins on
the bottom thrust plate.
NOTE: Proper placement of the stator is achieved
when the single stator lead aligns with a stator slot FIGURE 10-45.
next to the other stator's single lead. The finished
shell assembly will have a slot arrangement of two
1. Bottom Thrust Plate 5. Locating Rod (Long)
leads-space, two leads-space, two leads-space.
2. Stator Index Pins 6. Locating Pin
The front stator is placed on the stator indexing 3. Guide Pins 7. Locating Rod (Short)
pins with the leads pointing down. 4. Jack Screw 8. Pressure Plate
The rear stator is placed on stator indexing pins
with leads pointing up.
Position the stator leads so they will not be
damaged during stator installation.
INDEX
NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.
Self-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55
In addition, the DID panel can be used by to perform No Power NO RETARD (red) light illumi-
the self-load test. nates.
No retarding allowed
No propulsion allowed
No power on the link
000 NO FAULT None Displayed when all faults have been reset.
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier.
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control Temperature exceeds a limit for a sufficient time.
:02 auxiliary inverter Temperature exceeds a limit for a sufficient time.
:03 afse Temperature exceeds a limit for a sufficient time.
:04 alternator Temperature exceeds a limit for a sufficient time.
:05 left stator Temperature exceeds a limit for a sufficient time.
:06 left rotor Temperature exceeds a limit for a sufficient time.
No Propel
:07 right stator Temperature exceeds a limit for a sufficient time.
:08 right rotor Temperature exceeds a limit for a sufficient time.
:09 chopper GTO Temperature exceeds a limit for a sufficient time.
:10 chopper diode Temperature exceeds a limit for a sufficient time.
:11 left GTO module Temperature exceeds a limit for a sufficient time.
:12 left diode Temperature exceeds a limit for a sufficient time.
:13 right GTO module Temperature exceeds a limit for a sufficient time.
:14 right diode Temperature exceeds a limit for a sufficient time.
:15 rectifier diode Temperature exceeds a limit for a sufficient time.
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost Communication with both inverters.
008 DC LINK OVERVOLTAGE DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit.
No power
:02 in retard Occurs while in retard, exceeds retard voltage limit.
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit.
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
No power
:01 normal Exceeds current limit over time.
:02 instantaneous Exceeds current limit with no persistence.
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD Incorrect input from retard lever.
None
:01 voltage too high Incorrect input from retard lever.
:02 voltage too low Incorrect input from retard lever.
012 RETARD PEDAL BAD Incorrect input from retard pedal.
:01 voltage too high None Incorrect input from retard pedal.
:02 voltage too low Incorrect input from retard pedal.
013 LINKV TEST FAILED No power Incorrect link volts
014 ANALOG SENSOR FAULT Incorrect input from a sensor.
:01 alt field amps Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
:03 load box amps Incorrect input from a sensor.
:04 3 phase alt volts Incorrect input from a sensor.
:05 alt field volts Incorrect input from a sensor.
:10 PSC link volts Incorrect input from a sensor.
Speed limit
:11 inv1 link volts Incorrect input from a sensor.
:12 inv2 link volts Incorrect input from a sensor.
:13 A2D ground Incorrect input from a sensor.
:14 A2D gain Incorrect input from a sensor.
:15 fault current Incorrect input from a sensor.
:16 ATOC Incorrect input from a sensor.
:21 grid blower 1 amps Incorrect input from a sensor.
:22 grid blower 2 amps Incorrect input from a sensor.
015 ANALOG SENSOR FAULT (restrictive) Speed limit Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1 failed to initialize
:02 task_2 failed to initialize
:03 task_3 failed to initialize
:04 task_4 failed to initialize
:05 task_5 No power failed to initialize
:06 task_6 failed to initialize
:07 maintenance task failed to initialize
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173) System CPU cannot communicate with analog I/O card.
No power
:01 analog card no response Card missing.
:02 analog card timeout Read timeout.
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
021 TCI COMM. FAULT No propel PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No power No serial data received from TCI and truck is stopped for
10 seconds.
023 TERTIARY OVERCURRENT No propel Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file.
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary Blower System fault.
:01 not ok or no speed feedback Aux speed feedback indicates no or incorrect blower
No power speed.
:02 numerous shutdowns Aux ok goes low twice when speed command is greater
than running speed.
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL SYS Event Engine load out of range.
:01 below minimum Engine load out of range.
:02 above maximum Engine load out of range.
:03 PWM signal failed low
:04 PWM signal failed high
:05 PWM signal failed incorrect period
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid val-
ues.
:01 aux pc temp sensor Aux phase controller temp. sensor
:02 aux inv temp sensor Aux inverter temperature sensor.
:03 afse temp sensor Speed limit AFSE temperature sensor.
:04 alternator temp Alternator temp out of range.
:05 left stator temp Temp out of range.
:06 left rotor temp Temp out of range.
:07 right stator temp Temp out of range.
:08 right rotor temp Temp out of range.
103/203 (cont.)
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High freq. on VCO DB chopper channel
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High freq. on VCO VA channel
:26 VB VCO hi None High freq. on VCO VB channel
:27 VC VCO hi High freq. on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
:02 P15V not ok INV1 (INV2) off +15 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:06 P24V not ok +24 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection open
:02 link V phase V mismatch Link and phase voltage mismatch
107/207 GDPS FAILURE SYS Event
:01 gate dr ps off No power to gate drive power supply or it failed
INV1 (INV2) off
:02 gate dr ps off S No power to gate drive power supply or it failed with
enable/DC volts
:03 multiple GTO not off S Multiple GTOs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
113/213 (cont.)
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur INV1 (INV2) off Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all GTOs off
:49 A volt lo off Phase A voltage low with all GTOs off
:50 B volt hi off Phase B voltage high with all GTOs off
:51 B volt lo off Phase B voltage high with all GTOs off
:52 C volt hi off Phase C voltage high with all GTOs off
:53 C volt lo off Phase C voltage high with all GTOs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
113/213 (cont.)
:72 Cph neg I low Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low INV1 (INV2) off Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
None
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative
624 BODY UP AND PAYLOAD INDICATION Speed Limit Full payload and body up signal received at same time.
625 Extended Battery Reconnect Time None Excessive time since battery separate and battery recon-
nection.
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts incorrect with engine
speed above low idle.
:01 control battery low SYS Event Control battery voltage below minimum limit (20).
:02 control battery high Control battery voltage above maximum limit (32).
:03 crank battery low Cranking battery voltage below minimum limit (20).
:04 crank battery high Cranking battery voltage above maximum limit (32).
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal outside operational limits.
SYS Event
:01 low Voltage below minimum operational limit.
:02 high Voltage above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal outside operational
limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low voltage Voltage feedback below minimum operational limit.
:03 high voltage Voltage above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal outside operational limits.
SYS Event
:02 high Voltage above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file.
:01 no file loaded No propel No configuration file loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file loaded.
633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
Ready State:
STATE MANAGEMENT Ready state is the default powered state. The system
will be in this state whenever the engine and control
State Machine system are ready to provide power, but none is
As part of the total software package, a particular requested.
group of regulatory software commands is included Ready state also is the state where the DC link is dis-
called a “state machine”. The state machine controls charged in preparation for Shutdown, Rest, or in
the various functions of truck operation. reaction to certain event conditions. Therefore,
The software implements the state machine by keep- Ready state should not be considered strictly a pow-
ing track of which state the truck is in, and which ered state (as are Propel and Retard described
state the truck is allowed to move into if the operator below).
requests a different mode of operation. Each soft-
ware state is defined as follows:
Rest State:
Rest is an unpowered state whose purpose is to con-
Startup/Shutdown State: serve fuel while the truck idles for an extended period
The purpose of this state is to ensure the system is in of time. Rest state also provides an environment
a desired known state upon startup or shutdown. where maintenance personnel can control the engine
This is an unpowered state. without causing power to be applied to the DC link.
Power On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
1. CPU Card Checks - Upon powerup, the PSC
will confirm the integrity of its CPU card hard-
ware before transferring execution control to the
application program residing in its FLASH mem-
ory.
2. Battery-backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select “PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}.
7. Cursor to “View Data Packs” and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to “Record Screen” and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS “C:>”
prompt.
13. Insert a blank disk in drive A.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
Note: Insert the name assigned to the file in step 11
in place of “filename" in the command in step 14.
15. Press {enter} to copy the file to the disk.
REF.
NO. COMPONENT FUNCTION
AFSE 36 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel (17FM466) pulses from the PSC.
AMBTS 11 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
(17FB173) from the TCI and PSC.
BATFU1, 2 19 System Fuse Provides overload protection for control equipment and
the System Batteries.
BATTSW Battery Disconnect Switch Connects and disconnects the 12 VDC and 24 VDC cir-
(System Batteries) cuit batteries (located at right front corner of truck).
BDI 30 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 34 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance
CPU resets.
BFCR 60 Battery Filter Resistor Added to replace Battery line filter that was removed.
BM1, 2 24 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
(5GY19) retarding grids.
REF.
NO. COMPONENT FUNCTION
BM1I 29 Current Sensing Module Monitors current flowing through grid blower motor #1
BM2I 31 Current Sensing Module Monitors current flowing through grid blower motor #2
CCLR1, 2 20 Capacitor Charge Resistor Panels Connected across the DC link to provide a voltage atten-
1 and 2 uated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 3 Capacitor Charge Indicating Lights Illuminated when 50 volts or more is present on the DC
1 and 2 link (the DC bus connecting the Alternator output, Chop-
per Module/Resistor Grid circuits and traction Inverters).
CGBM1, 2 35 Blower Motor Capacitors Limit the rate of current increase when starting to opti-
mize motor commutation.
CIF11, 12, 13, 14 40 Inverter 1 Filter Capacitors Stores the Inverter 1 DC bus voltage to provide instanta-
neous power when the PM1 GTO Phase Modules first
turn on.
CIF, 21, 22, 23, 24 41 Inverter 2 Filter Capacitors Stores the Inverter 2 DC bus voltage to provide instanta-
neous power when the PM2 GTO Phase Modules first
turn on.
CLSW 21 Cabinet Light Switch Controls electrical cabinet interior lights.
CMAF 27 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.
CMT 28 Alternator Tertiary Current Sens- Detects amount of current flowing through the Alternator
ing Module tertiary winding.
CM1, 2 5, 6 Chopper GTO Phase Module 1 and Controls the DC voltage applied to the grids during
2 retarding.
CM1A, 1B 45 Current Sensing Modules, Phase Detects amount of current flow through the A and B
1A and 1B phases of Traction Motor 1.
CM2A, 2B 44 Current Sensing Modules, Phase Detects amount of current flow through the A and B
2A and 2B phases of Traction Motor 2.
CPR 53 Control Power Relay (17LV66) Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 33 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 22 Control Power Relay Suppression Suppresses voltage spike when CPR coil is de-ener-
Module gized.
REF.
NO. COMPONENT FUNCTION
DC link 38 DC Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to moni-
(17FM558) tor the operational status of certain truck systems and
perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
(17FB104) and provides drive signals to relays, contactors, indicator
lamps etc. (Located in PSC and TCI.)
DIT1A, 1B, 1C 43 DI/DT Transformers Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 1.
DIT2A, 2B, 2C 42 DI/DT Transformers Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 2.
FDR 48 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Nor-
mal discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 39 Filter Panel (17FM460) Filters electrical noise on 3 phases of Alternator output.
GDFU1, 2 1 Gate Driver Power Source Fuse 1 Provide overload protection for the Gate Drive Power
and 2 Supply.
GDPC1 17 Gate Drive Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Sup-
ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 GTO Phase and Chopper Modules.
GDPC2 16 Gate Drive Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Sup-
ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 GTO Phase and Chopper Modules.
GDPS 18 Gate Drive Power Supply Provides a 19 to 95 VDC output, at approximately 3kW,
(17FM645) from one of two input power sources; either the main
Alternator or the System Batteries.
GF 49 Alternator Field Contactor Connects the AFSE to the Alternator field.
REF.
NO. COMPONENT FUNCTION
GFR 52 Alternator Field Relay (17LV66) Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 50 Alternator Field Relay Coil Sup- Suppresses voltage spikes when GF coil is de-ener-
pression Module gized.
GRR9 & 10 61 Resistors Used with GRR to detect power circuit grounds.
ICP 32 Integrated Control Panel The ICP is the main controller for the AC drive system.
(17FL375) The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Unit Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
(17FB172) Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Unit Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
(17FB172) Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINKI 7 Link Current Sensing Module Detects amount of current flow through the DC link.
REF.
NO. COMPONENT FUNCTION
PSC Propulsion System Controller The PSC is a part of the ICP, and is the main controller
for the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
PM1A+, 1B+, 1C+ 13 GTO Phase Modules (17FM628) Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
PM1A-, 1B-, 1C- 12 GTO Phase Modules (17FM629) Provide negative driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
PM2A+, 2B+, 2C+ 15 GTO Phase Modules (17FM628) Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 2.
PM2A-, 2B-, 2C- 14 GTO Phase Modules (17FM629) Provide negative driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 2.
RDA, B, C 2 Rectifier Diode Panel Converts Alternator 3-phase, AC voltage to DC voltage
to power the two Inverters.
RG1A, 1B, 1C, 2A,
2B, 2C, 3A, 3B, 3C, 25 Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge oper-
4A, 4B, 4C, 5A, 5B, ations.
5C
RGBM1, RGBM2 59 Resistors To provide discharger path for grid blower motor DI/DT
capacitors.
When closed, connects Grid Resistors to the DC link dur-
RP1, 2 47 Retard Contactors 1and 2 ing retarding, load box testing, and Inverter Filter dis-
charge operations.
(17CM55) Note: Some trucks do not have RP3 installed.
RP1S, RP2S 55 Suppression Modules Suppresses voltage spikes in coil circuit when RP con-
tactors are de-energized.
RP1BR \ RP2BR 56 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
RSN 57 Snubber Resistors SN1 & SN2 are located on RSN panel, behind each
SN1, SN2 chopper module. Provides a current path for the associ-
ated Chopper Module filter capacitors.
RS1A, 1B, 1C 58 Snubber Resistors Provide a current path for the associated Phase Module
RS2A, 2B, 2C filter capacitors.
R1 51 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
A DC to DC converter which provides regulated ± 24
PS 37 Power Supply (17FH41) VDC outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card (17FB147) functions, battery backed RAM, real-time clock, down-
loadable code storage, and an RS422 serial link.
REF.
NO. COMPONENT FUNCTION
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
(17FL349 or 17FL373) between the various truck systems, controls, and equip-
ment and is used in conjunction with the DID by mainte-
nance personnel.
TH1 54 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 46 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
(17FM702) phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2 46 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
(17FM702) phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3 9 Voltage Attenuation Module Attenuates the high voltage outputs between the main
(17FM681) alternator and the rectifier panel, and between the recti-
fier panel and the inverters to a level acceptable for use
by the Analog I/O card in the ICP.
VAM4 10 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
(17FM681) and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section “J” for
instructions for removing and installing the electronic
pedal on brake actuator.
Note routing and clamp location of wire harness.
Proper wire routing is critical to prevent damage
during operation after reinstallation.
1. Disconnect pedal wire harness from truck har-
ness connector.
2. Remove mounting capscrews, lockwashers and
nuts and remove pedal assembly.
Installation
1. Install pedal assembly using hardware removed FIGURE 2-12. TYPICAL ELECTRONIC PEDAL
in step 2, “Removal”. Connect potentiometer to 1. Cable Clamp 3. Potentiometer
wiring harness. 2. Electrical Harness
2. Calibrate pedal potentiometer per instructions
in AC Drive System Checkout Procedure using
the DID panel.
Disassembly
1. Remove screws on cable clamps (1, Figure 2-
12).
2. Remove potentiometer mounting screws.
Remove potentiometer (3).
Battery and Control Checks of System WITH Battery Power OFF. . . . . . . . . . . . . . . . . . . . . . E3-6
Battery and Control Circuit Checks of System With Battery Power ON . . . . . . . . . . . . . . . . . . E3-9
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode should be attached as close
TO EXIST AFTER SHUTDOWN IF THE REQUIRED as possible to the area to be welded. NEVER
SHUTDOWN PROCEDURES ARE NOT FOLLOWED. weld on the rear of the Electrical Control Cabi-
Before attempting repairs or working near propul- net or the retard grid exhaust air louvers.
sion system components, the following precau- Power cables and wiring harnesses should be
tions and truck shutdown procedure must be protected from weld spatter and heat.
followed:
• Prior to welding, disconnect Engine Control
• DO NOT step on or use any power cable as a System (ECS) harnesses and ground wire
handhold when the engine is running. (MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
• NEVER open any electrical cabinet covers or GE cards should be pulled forward far enough
touch the Retarding Grid elements until all to disconnect card from backplane connector.
shutdown procedures have been completed.
• Some power cable panels throughout the
• ALL removal, repairs and installation of pro- truck are made of aluminum or stainless steel.
pulsion system electrical components, cables They must be repaired with the same material
etc. must be performed by an electrical main- or the power cables may be damaged.
tenance technician properly trained to service
the system.
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ * Measure at the 12VDC insulator in the Electrical Interface Cabinet
*Measure at the 24VDC insulator in the Electrical Interface Cabinet.
11 * ∞
All devices listed for 11A circuit reading must be OFF.
15V TB21 ∞
71GE TB22 120Ω
71TCI TB23 120Ω 17FL349 Panel Only (Not applicable on 17FL373 Panel.)
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights turned OFF.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch open
The following must be turned OFF:
Brake cabinet service light, operator cab light, passenger seat com-
11A TB30 ∞ partment service light, hazard lights, headlights, ground level engine
shutdown switch, engine governor heater switch (MTU 396 only - in
Electrical Interface Cabinet), left and right side engine service lights.
Engine governor heater switch in Electrical Interface Cabinet open.
11T TB30 >36Ω
(MTU 396 engine only)
11FR TB30 ∞ (MTU 396 engine only)
11HTR TB30 ∞ (MTU 396 engine only)
712 TB32 ∞ The Electrical Interface Cabinet service lights must be switched OFF.
71 TB32 ∞
11L CB30 ∞ Measure at circuit breaker CB30 in cab.
12M ∗ >10Ω *Measure at AID Module terminal B-13 under passenger seat in cab.
12F ∗ >200Ω *Measure at AID Module terminal B-12 under passenger seat in cab.
BE SURE TO VERIFY LINK VOLTAGE IS DIS- BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW- CHARGED BEFORE PERFORMING THE FOLLOW-
ING PROCEDURES. ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate 1. Disconnect Circuits 21SS and 21SR and insulate
from engine starter if equipped with MTU 396 from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits is installed, disconnect and insulate circuit 21B at
at starter solenoids. Apply park brake and brake the starter solenoids. Apply park brake and brake
lock. lock.
a. Connect the serial communication cable from a. Connect the serial communication cable from
the PTU to the TCI port located behind the the PTU to the PSC port located behind the
center console in the cab on the passenger center console in the cab on the operator’s
side. side.
b. Be certain the Rest Switch in the cab is in the b. Be certain the Rest Switch in the cab is in the
REST position. REST position.
2. Turn the key switch ON. 2. Turn the Key Switch ON.
To program the 17FB144 CPU card: To program the 17FB147 CPU card:
Highlight “PROGRAM TCI PANEL” {enter} Highlight “PROGRAM PSC PANEL” {enter}
Cursor to the appropriate configuration file for Cursor to the appropriate configuration file for
the truck being programmed from the list of con- the truck being programmed from the list of con-
figuration files {enter} figuration files {enter}
3. Cycle keyswitch or CPS when requested on 3. Cycle keyswitch or CPS when requested on
screen. screen.
4. Verify the Object Code and Configuration file 4. verify the Object Code and Configuration file
shown on the screen for downloading is correct. shown on the screen for downloading is correct.
BE SURE TO VERIFY LINK VOLTAGE IS DIS- BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED AND ENGINE IS NOT RUNNING CHARGED BEFORE PERFORMING THE FOLLOW-
BEFORE PERFORMING THE FOLLOWING PROCE- ING PROCEDURES.
DURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
1. Open the right door on the Electrical Control Cab- from engine starter if equipped with MTU 396
inet and connect the serial communication cable engine. If MTU/DDC 16V4000 or Komatsu engine
from the PTU to one of the two ports located to is installed, disconnect and insulate 21B circuits
the right of the PSC Panel. (RS11 is used for the at starter solenoids. Apply park brake and brake
inverter card in slot No. 09, RS12 is used for the lock.
inverter card in slot No. 11.)
Log on to the TCI panel:
To program the Inverters:
2. Connect the serial communication cable from the
PTU to the TCI port located behind the center
c:\>ACNMENU {enter}
console in the cab on the passenger seat side.
Highlight “PROGRAM INVERTERS” {enter} Turn control power ON.
Cursor to “TCI Real Time Data” {enter} Verify the PTU is communicating on this screen
by observing a blinking cursor on the screen.
Verify PTU display indicates:
• COMMLINK=OK {escape} {escape}
{escape} {escape}
Notes: Only 4 command numbers are supported
On the PSC PTU: through this port.
When the PTU starts, it sends out 3 or 4 commands
Move the cursor to “Normal Operation” {enter} that the TCI will not respond correctly to. At the top TCI
screen, press the space key a number of times when
Cursor to “PSC Real Time Data” {enter} the screen indicates a mismatch until reaching the Real
Time Data screen.
Verify PTU display indicates:
• COMMLINK=OK
{escape} {escape}
1. Verify analog values and functions highlighted on the PTU are similar to the examples below:
Note: Actual values shown in illustrations will vary from those displayed on truck being serviced:
2. Press {enter} to display “TCI SERIAL LINK DATA” screen shown below:
LOCATION
STEP DO NAME DESCRIPTION
(Fig. 3-3)
1 RESTLT Rest Light B6
2 PSCNOTRDY Propel System Not Ready Light C6
3 REDUCELT Reduced Propulsion Level Light D6
4 LINKONLT Link ON light, DID Panel (Behind Operator's Seat)
5 TEMPWARNLT Propulsion System Temperature Warning Light C5
6 NORETARDLT No Retard, No Propel Light A5
7 NOPROPELLT No Propel Light A6
8 PSCWARNLT PSC Warning Light B5
9 RTRDCONTLT Reduced Retarding Light E6
10 HYDBHOTLT Hydraulic Brake Fluid Hot Light D5
Verify park brake switch is applied:
11 PKBRKON Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts A3
Press {enter} to turn PKBRKON on: Verify approx. 24 volts
12 RETARDLT Retard Light (on overhead display) D3
13 RETARDXLT Retard light (on top of cab and rear of truck)
Battery Separate Relay
14 BATSEPC Measure Circuit 21BSR @ TB28 to ground
With BATSEPC highlighted, press {enter}: Verify 0.0 VDC
15 SPEED1 not used
16 SPEED2 not used
17 REVERSELT Activates backup horn and backup lights B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal
13. Release the key switch. B2* Autolube Low Pressure Amber
C2* Circuit Breaker Tripped Amber
14. Apply parking brake.
D2* Hydraulic Oil Filter Restricted Amber
E2* Low Fuel Amber
A3* Park Brake Applied Amber
AUX ERROR CODE Check:
B3* Service Brake Applied Amber
1. With the PTU still on the TCI Real Time Data C3* Body Up Amber
screen, check the AUX_ERROR_CODE at the
D3* Dynamic Retarding Applied Amber
upper right of the screen:
E3 STOP ENGINE Red
Value should be blank or (001)
A4* Spare
Note: A Value of (-01) may indicate the TCI is not B4* Manual Back-Up Lights Amber
communicating with the aux inverter.
C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* CHECK ENGINE Amber
A5 No Propel/Retard Red
B5 Propulsion System Caution Amber
C5 Propulsion System Temp. Caution Amber
D5 High Brake/Hydraulic Oil Temp. Red
E5* STOP ENGINE (Komatsu engine only) Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6 Propulsion System Not Ready Amber
D6 Propel System at Reduced Level Amber
E6 Retard System at Reduced Level Amber
8. Press {enter}. Verify PTU screen values are similar to Figure 3-6.
10. Press {enter}. Verify the values on the PTU are similar to Figure 3-8 below:
Cursor to “Engine Stopped Tasks” {enter} Cursor to “Engine Stopped Tasks” {enter}
Cursor to “Manual Test Mode” {enter} Cursor to “Manual Test Mode” {enter}
Highlight GD1E on the digital output section and Highlight GD2E on the digital output section and
press {enter}. press {enter}.
When performing the following procedures, never When performing the following procedures, never
look directly into the fiber optic light. Eye damage look directly into the fiber optic light. Eye damage
could result. could result.
18. Carefully remove the grey plug on the top of each 26. Carefully remove the grey plug on the top of each
Phase Module for Inverter 1. Phase Module for Inverter 2.
Without looking directly into the plug on each Without looking directly into the plug on each
Phase Module, verify that a red light is Phase Module, verify that a red light is
present. present.
19. Carefully remove the grey plug on the top of 27. Carefully remove the grey plug on the top of
Chopper Module 1. Chopper Module 2.
Without looking directly into the plug on Chop- Without looking directly into the plug on Chop-
per Module One, verify that a red light is per Module 2, verify that a red light is present.
present. 28. Reconnect plug on each Phase Module 2 for
20. For step 15 (GD2E) in the PSC Digital Output Test inverter 2 and Chopper Module 2.
Table, use an AC voltmeter to check for 90 to 100
volts AC between the pins on each round connec-
tor removed in step 3 (cable side) to Inverter 2
(bottom row).
21. Use an AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module 2 (CM2 G-X) removed
in step 3.
Press {enter} to go to TCI Analog Input Chan- On TCI Communication Menu, cursor to Exit
nels screen {enter} {enter} to return to Main Menu.
From the Main Menu, highlight “DOWNLOAD 7. With Retard Speed Control knob pulled up and
PSC PANEL” {enter} the knob turned fully clockwise, verify the follow-
ing is displayed:
Highlight “SELECT PSC SETUP” {enter} RSCMPH = 37 (see note below)
Cursor to configuration desired {enter} Note: In step 7, truck configurations 07E and 13E will
indicate 31 (instead of 37) for 38.1 gear ratio.
Highlight “DOWNLOAD PSC PANEL” {enter}
3. Place the Rest Switch in the REST position. 4. Connect one serial communication cable from the
PTU to the PSC port.
4. Make sure the wheels are chocked, and the park
brake switch is ON. C:\>ACNMENU {enter}
5. Remove the locking bar from the right side of the Highlight “PTU TCI & PSC” {enter}
auxiliary blower behind the inspection cover.
Type your name {enter}
6. Install locks on the three front doors of the electri-
Type your password {enter}
cal cabinet. Also secure the 3 top covers.
Cursor to “Normal Operation” {enter}
Preload Checks
Cursor to “PSC Real Time Data” {enter}
Alternator Speed Sensor Check: 5. Verify the analog values and the functions high-
1. Connect an AC voltmeter to circuits 74X (TB22) lighted on the PTU are similar to Figure 3-10.
and 74Z (TB22). 6. Connect a second serial communication cable
2. Place the GF Cutout Switch in the CUTOUT posi- from the PTU to the TCI port.
tion (down). C:\>ACNMENU {enter}
3. With Rest Switch in the REST position, start the Highlight “PTU TCI & PSC” {enter}
engine and operate at low idle.
Verify approximately 4 VAC on the meter. Type your name {enter}
Verify tach (in cab) reads approximately 700 Type your password {enter}
RPM. Cursor to “Normal Operation” {enter}
4. Shut down the engine. Remove voltmeter. Cursor to “TCI Real Time Data” {enter}
Battery Boost Check: 7. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-11.
8. Start the engine.
9. Place the GF Cutout Switch in the NORMAL posi-
tion (up).
THE BATTERY BOOST CHECK MUST BE PER- 10. While observing the voltmeter installed in step 1,
FORMED EXACTLY AS DESCRIBED BELOW. FAIL- place the Rest Switch in the OFF position.
URE TO DO SO MAY RESULT IN SERIOUS INJURY. The voltmeter will momentarily show about 18
• The contactors in the cabinet with the R1 volts and then drop to zero
resistor may be energized with the engine run- 11. Place the Rest Switch in the ON position.
ning. DANGEROUS VOLTAGES ARE
12. Place the GF Cutout Switch in the CUTOUT posi-
PRESENT INSIDE THE CABINET.
tion.
• Engine must be OFF during setup prepara-
13. Shut down the engine.
tion.
• Rest switch in the cab must be in REST. 14. Verify ALL lights indicating link voltage are OFF.
• GF cutout switch must be in the CUTOUT 15. Remove the voltmeter and lock the cabinet door.
position, (down).
• ALL Link Voltage lights must be OFF.
5. Without touching them, check for air flow from the Press the {F2} key
grid blowers as follows:
Cursor to “record” and press {enter}
a. Increase engine RPM until two RP contactors
pickup. Type a filename and press {enter}
Hot air should be felt from one front section of
the grid.
b. Reduce RPM to idle and then increase RPM 11. Note the “ENGLOAD” value On the screen:
to pickup two RP contactors. If the value is 5 volts during load testing, load-
Hot air should be flowing from the other front ing is satisfactory.
section of the grid. If the value is below 5 volts, the electrical sys-
6. Warm-up engine with two RP contactors picked tem needs to remove horsepower loading.
up until the engine coolant temperature stabilizes. (This is an indication of a weak engine.)
7. Compare values displayed on the Loadbox Test If the value is above 5 volts, the electrical sys-
Screen with the sample screen in Figure 3-18. tem needs to load the engine more.(This is an
indication of a strong engine.)
8. Fully depress the accelerator pedal to pickup all
three RP contactors.
Note: Some trucks have RP1 & RP2 only
5ms/20ms = .25 X 10 = 2.5VDC If the GE drive system follows the signal and with
c. Verify circuit 0 is connected to ground. 5VDC the system can produce full power, but cannot
function normally, troubleshoot engine boost or fuel
d. If the signal “908M” is correct and the supply injection system.
voltage (15SIM) to the PVM is correct, but out-
put is incorrect, replace the PVM module.
2. Move cursor to the appropriate GD1E or GD2E To Remove the Phase Modules:
signal in the digital output area and turn it ON.
1. Open the battery disconnects to disconnect the
(GD1E turns on all Inverter 1 phase modules and
truck batteries.
chopper module 1. GD2E turns on all Inverter 2
phase modules and chopper module 2.) 2. Short out the DC link by installing jumpers from
(+) to (-) next to the AFSE and then to ground.
3. Disconnect the GRAY fiber optic cable on the
phase module or chopper module being checked. 3. Remove the front cabinet supports between the
doors.
4. Disconnect the fiber optic cables and the plug at
the top of each Phase Module. Tuck the removed
cables under the blue loom to protect the cables
In the following step, DO NOT look directly at the when the modules are pulled out.
red light. Eye damage could occur.
5. With a 15/16” inch socket, remove the four
4. There should be red light visible out of the GRAY mounting nuts on each Phase Module.
receptacle on the gate drive module.
6. Cut the tyrap by the capacitor on top of each
5. If there IS red light, the phase module or chopper Phase Module.
module is OK.
7. Partially pull out each Phase Module. Using a
6. If red light IS NOT visible, disconnect the round 7/16” inch socket, remove the snubber wire
power supply harness from the gate drive mod- behind the top capacitor.
ule.
8. Remove each Phase Module which weighs 65
7. Check the AC voltage in the two pins in the har- pounds (29.5 Kg). Mark each Module so that it
ness; There should be 100 VAC square wave on will be put back in the same location that it was
the harness. The actual reading on the VOM will removed from.
depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or NO voltage at all on the
harness.
5. Remove the four screws holding the resistor to 5. Reconnect the fiber optic cables and the plug at
the base. (These screws have been installed and the top of each Phase Module.
retained with Loctite®, and will require extra force 6. Replace the front cabinet supports between the
to remove.) doors.
6. Remove the rubber grommet along with the resis- 7. Remove the ground jumpers from the DC link.
tor cables. 8. Close battery disconnect switches to reconnect
7. Remove the resistor from the base and remove the truck batteries.
and discard the gaskets.
Description: A low DC bus voltage was detected after Description: A high DC bus voltage was detected dur-
the phase controller power up sequence. ing operation.
1. Check the 3-phase input connections and fuses 1. Check Capacitor Bank and Controller connec-
F1 and F2. tions.
2. If no problem was found in step 1, use an ohm- 2. Check DC Sense connection (connector J13 to
meter to check for short circuits between AM101, IV+ (red wire) and IV- (black wire)).
AM201, and AM301 wires and between IV+ and
3. If problem still exists, replace controller.
IV-.
3. If no problem was found in step 1 or 2, replace
the controller.
Description: An overcurrent condition was detected Description: A sustained overload exists due to low
after the phase controller power up sequence. DC bus voltage.
1. Check Capacitor Bank and Controller connec- 1. Check the 3-phase input connections and fuses
tions. F1 and F2.
2. Verify the inductor connections match-up 2. Check Capacitor Bank and Controller connec-
(+ and -) from the Auxiliary Inverter and to the tions.
Auxiliary Capacitor bank (PH+ to IV+ and PH- to
3. After performing checks in step 1 and 2, attempt
IV-).
to restart.
3. If a problem was found and corrected in step 1 or 4. If problem still exists, replace the controller.
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary
Inverter to the blower motor. Subcode 13:
5. Using an ohmmeter, check for shorts between Description: IGBT protection circuit detected an over-
blower motor cables and between blower motor current condition.
cables and chassis ground.
1. Disconnect AM101, AM201 and AM301 wires
6. Using an ohmmeter, check for shorts between connecting the Auxiliary Inverter to the blower
AM101, AM201 and AM301 wires and between motor.
IV+ and IV-.
2. Using an ohmmeter, check for shorts between
7. If no problem was found in above steps, replace blower motor cables and between blower motor
the Controller. cables and chassis ground.
3. Using an ohmmeter, check for shorts between
AM101, AM201 and AM301 wires and between
Subcode 10: IV+ and IV-.
4. If no problem was found in above steps, replace
Description: A sustained current overload exists that the Controller.
is below component safe operating range.
1. Verify the inductor connections match-up
(+ and -) from the Auxiliary Inverter and to the
Auxiliary Capacitor bank (PH+ to IV+ and PH- to Subcode 14:
IV-).
Description: Zero input voltage detected.
2. Check the blower fan for blockage or damage.
1. Check the 3-phase input connections and fuses
3. If no problem was found in step 1 or 2, the blower F1 and F2.
motor may be damaged.
2. If no problems were found in step 1, replace the
controller.
Subcode 11:
The Auxiliary Capacitor Panel remains charged for 9. Disconnect the blower motor cables from AM101,
at least 15 minutes after engine shutdown. Be cer- 201, & 301 (4) and megger the Aux Blower motor
tain LED’s D1 and D2 (4, Figure 3-22) are OFF and its wiring. Be sure to reconnect properly to
before working on Auxiliary Blower Control cir- assure proper rotation direction.
cuits. 10. Check the Gate Drive Power Supply AC input
fuses GDFU1 & 2 and replace if necessary.
The following items should be checked if an auxiliary
Inverter failure is suspected. 11. Disconnect the main rectifier Filter Panel wires
T103, T203, & T303 at the rectifier bus bars.
1. Observe the two LED’s on top of the Auxiliary Using an analog VOM on the ohms scale, mea-
Power Filter Capacitor Bank (AXCAP); Both sure between T103 & T203, between T203 &
LED’s should be ON (lit) when the Aux. Inverter is T303, and between T303 & T103. A capacitance
running and OFF after the circuit has discharged. deflection should show on each measurement.
2. Check for loose wires and check resistance 12. Disconnect the main rectifier from the circuits and
between the terminals on the Aux Snubber panel. perform a standard diode check with a VOM and
Measurements from 1 to AF1, 2 to AF2, & 3 to back-bias each diode with a 1000 volt megger.
AF3 should all be 0 ohms. Measurements from 1
to either AF2 or AF3 and similarly from 2 & 3 13. After all checks are made, and repairs completed
should be 2 ohms. if required, reconnect all wiring to their proper ter-
minals and reinstall fuses.
3. Check continuity from PH+ to INV+ and from PH-
to INV-. These circuits connect the Aux Phase
Control, Aux Inductor, Aux Capacitors, & Aux
Inverter. The resistance should be 0 ohms for
these two measurements to verify continuity
through the Aux Inductor.
4. Check the fuses on the Aux Capacitor panel.
(The fuses must be removed from the circuit to
check.)
5. Check for loose connections on all wires associ-
ated with the Aux Inverter circuits.
6. Check Aux Inverter Phase Control SCR’s (see
Table below). Measure between AC input termi-
nals 1, 2, & 3 and DC output terminals PH+ & PH-
A reading of less than 100 ohms indicates a
shorted SCR. Good SCR’s will measure more
than 100K ohms. Replace at least the connected
pair of SCR’s if one is shorted (preferably replace
all 6 SCR’s).
Measurement Points
INDEX
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
8. Pull straight out to remove from wheel hub. 2. Grip inner wheel assembly with tire handler and
install onto wheel hub (5, Figure 2-5). Use care
to align tire inflation extension line (4) for mating
with inner extension (7).
3. Lubricate all stud threads and nut seating
flanges with lithium base grease. Install and
NOTE: If the wheel motor is to be removed from the
tighten nuts in the following sequence:
truck for service, install approximately 8 flanged nuts
with appropriate spacers in place of the outer wheel a. Install six nuts at the 12 o'clock and six nuts
adaptor ring and nuts removed in Step 4. This will at the 6 o'clock positions. Tighten each nut to
provide additional support for the wheel motor 1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
transmission (12) during removal and transportation. b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten these nuts to 1715 ± 100
Installation ft. lbs. (2326 ± 136 N.m) torque.
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 1715 ± 100
ft. lbs. (2326 ± 136 N.m) torque.
Always keep personnel away from a wheel d. Install the remaining nuts and torque in a
assembly when it is being removed and installed. clockwise direction to 1715 ± 100 ft. lbs.
(2326 ± 136 N.m) torque.
e. Re-torque all nuts in a clockwise direction to
NOTE: Clean all mating surfaces and check stud
the required 1715 ± 100 ft. lbs. (2326 ± 136
threads before installing wheel assemblies.
N.m) torque.
1. If either wheel motor has been removed, bleed 4. If the adaptor ring (9) requires installation,
the disc brakes before installing the rear tires. install adaptor onto wheel hub/wheel motor.
Refer to Section J, Wet Disc Brake Assembly - Lubricate the studs and nut flanges with lithium
Wet Disc Brake Bleeding Procedure. base grease.
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal
Remove the front tire and rim assembly. Refer to
Section G, Tires and Rims, Front Tire and Rim -
Removal
1. Close hydraulic pump shut-off valves.
2. Disconnect speed sensor connector(s) (5, Fig-
ure 3-1). Tie cables back away from the spindle
to prevent damage during spindle removal.
NOTE: The left wheel has two speed sensors
installed.
3. Disconnect disc brake cooling oil hoses (4) at
inlet and outlet ports on the brake housing.
Disconnect brake apply line. Cap hoses and
ports to prevent contamination. Remove the oil
in the brake housing and hub bearings by
removing hex plug (2) and draining into a suit-
FIGURE 3-1. FRONT WHEEL & SPINDLE
able container.
INSTALLATION
4. Remove the lubrication lines from the tie rod
1. Spindle 4. Brake Cooling Hose and steering cylinder.
2. Brake Housing 5. Speed Sensor 5. Disconnect the tie rod and steering cylinder rod
Drain Connector from the spindle being removed. Refer to
3. Disc Brake Housing Removal - Steering Cylinder and Tie Rod, in
this section.
a. Preshrink the cups by packing them in dry d. Loosen the four capscrews and rotate the
ice, or by placing them in a deep-freeze unit. hub at least three revolutions.
e. Tighten the four capscrews to 60 ft. lbs. (81
NOTE: Do not cool below -65°F (-54°C). N.m) torque. Rotate the wheel hub at least 3
full revolutions.
b. Install cups in wheel hub bores. f. Tighten the four capscrews to 100 ft. lbs.
c. After cups have warmed to ambient temper- (136 N.m) torque. Rotate the wheel hub at
ature, press the cups tight against hub shoul- least 3 full revolutions.
der as follows: g. Repeat Step 10 - f until torque is maintained.
1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force. 11. Using a depth micrometer, measure and record
the distance between the face of bearing
2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force.
retainer (13) and spindle (26) through each of
the two 0.50 in (13 mm) diameter access holes.
5. Install spacer (27). If necessary, tap lightly to 12. Add the two dimensions measured in step 11
seat the spacer against the spindle. The spacer and divide the sum by 2 to obtain the average
must fit tightly against the spindle shoulder. depth.
6. Install pin (39) in the pin groove and install inner 13. Subtract the retainer plate thickness (etched on
bearing cone (28) over the pin and against the the surface of bearing retainer (13) from the
spacer. (The cone is a loose fit on the spindle.) result calculated in Step 12.
7. Install wheel hub (1) onto spindle (26). Install
14. Assemble a shim pack to equal the dimension
outer pin (40) and outer bearing cone (7).
calculated in Step 13 within 0.001 in (0.0254
NOTE: To assure bearing lubrication during initial mm).
operation lightly lubricate the bearings with hydraulic
oil.
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.020 in. (0.508 mm) preload
for the bearings after assembly.
The brake assembly should not be installed at
this time in order to facilitate the bearing adjust-
ment procedure.
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal
1. Position the frame and the rear axle housing to
allow use of a puller arrangement to remove
anti-sway bar pins (4, Figure 4-4) on the rear
axle housing and the frame.
2. Securely install blocking between the frame and
the axle housing.
3. Disconnect the lubrication lines.
4. Position a fork lift or attach a lifting device to
anti-sway bar (11). The weight of the anti-sway
bar is 325 lbs (147 kg).
5. Remove capscrews (9) and locknuts (10) at
each mount.
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
7. Remove the anti-sway bar from the mounting
brackets.
8. Remove bearing spacers (6). FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
INDEX
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
11. Open access covers inside axle housing. 17. Remove automatic lube system hoses and
clamps attached to housing. Secure hoses to
12. Disconnect parking brake supply line (13). Dis-
frame to prevent interference during axle hous-
connect and remove RH parking brake supply
ing removal.
line at tee.
18. Remove rear suspensions. Refer to Section H,
13. Disconnect air sensor hose from duct.
Rear Suspensions.
14. Remove wheel motor cooling air exhaust duct
19. Remove anti-sway bar as described in Section
(5) from between wheel motors.
G, Rear Axle Housing Attachment.
15. Disconnect wheel motor power cables (7) at
20. Remove pivot pin as described in Section G,
wheel motor terminals. Remove cable clamps
Rear Axle Housing Attachment.
and pull cables from axle housing.
21. Remove wheel motors as described in this
16. Disconnect air pressure sensor/rear light har-
section.
ness (8) inside axle housing and remove
clamps. Disconnect speed sensor harness (9) 22. Attach overhead hoist or crane to lift eyes on
connectors and remove clamps. Pull both har- rear axle housing and move from rear of
nesses from axle housing. frame.
Removal
• Do not step on or use any power cable as a
hand hold when the engine is running. NOTE: If suitable equipment is available to lift wheel
motor assembly from the axle housing it is not
• All removal, repairs and installation of
necessary to remove the truck body. The equipment
propulsion system electrical components,
cables etc. must be performed by an used must be capable of lifting and supporting the
electrical maintenance technician properly weight of the complete wheel motor assembly,
trained to service the system. 39,975 lbs. (18,132 kg.), must be mobile and must be
capable of aligning the wheel motor to the axle
• In the event of a propulsion system housing mounting flange during installation. If the
malfunction, a qualified technician should
wheel motor must be removed by use of a crane or
inspect the truck and verify the propulsion
system does not have dangerous voltage overhead hoist. Refer to Section B, Dump Body for
levels present before repairs are started. removal instructions.
MASTIC SEALANT
Vendor Product Name:
Punch Marks
• Uniseal 310S Sealant
Description:
• 2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source:
• Uniseal
1800 W. Maryland Street
Evansville, IN 47712
FIGURE 5-4. AXLE HOUSING DIMPLE MARKINGS
• Other sources may be available
throughout the world.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements ppm's are rising rapidly: to be bearing, gears, etc.
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). If
the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and
gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse cri-
teria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil.
This wheel should then be monitored closely and replaced if the iron level spikes again.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(Cr)
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immedi-
ately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel
should be removed from service, disassembled, and the bearings and gears inspected.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or outboard.
Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper read-
ings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and
inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the
outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves
then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more
than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter
the oil and continue to monitor.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
phosphorus: occurring.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the
wheel for any further changes in viscosity.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Phosphorus If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:
Action: If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or
588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
motor.
Action: Flush the wheel motor and monitor element levels.
To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil, sam-
ple date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can
be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.
HYDRAIR® II SUSPENSIONS
INDEX
FRONT SUSPENSIONS
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
When using a cleaning agent, follow the manu- NOTE: The use of dry threads in this application
facturer's instructions for use, proper ventilation is not recommended. Due to the high tightening
and/or use of breathing apparatus. forces required to load these capscrews, dry
threads may cause damage to tools.
For the four inner, 14.0 in. (36 cm) long NOTE: If for any reason, these fasteners need to be
capscrews (6, Figure 2-3), tighten cap- checked for tightness after completing the above
screws initially to 100 ft. lbs. (136 N.m) procedure; loosen and inspect all 14 capscrews and
torque; then advance capscrew head 120° repeat entire process, starting with cleaning and
using steps d-1) through d-3). Refer to Fig- lubricating capscrews, washers, and nuts. In
ure 2-6. addition, the capscrew head will need to be
appropriately marked to show an additional use.
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
3. Install lower bearing (18) into lubricated sus-
Hydrair® suspension oil. Refer to the Oil and
pension housing. Install capscrews and hard-
Nitrogen Specifications Chart in Section H, Oiling
ened lockwashers (20 & 21) through bearing
and Charging Procedures.
flange and into tapped holes in housing. Tighten
to 500 ft. lbs. (678 N.m) torque.
Use care not to damage the machined or plated 4. Install new backup rings and O-rings (15, Fig-
surfaces, O-rings or seals when installing piston ure 2-7) in end cap grooves. Backup rings must
assembly. be positioned toward the flange on the end cap.
5. Install new bearing (14) on upper bearing
retainer (5).
1. Install new rod seal (28, Figure 2-8), step seal
(27), and rod wiper (29). 6. Slide upper bearing retainer assembly over cap
structure rod (16).
REAR SUSPENSIONS
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
FIGURE 3-5. SUSPENSION PIN REWORK 10. Install the nitrogen charging kit and add nitrogen
to raise frame off stands or cribbing, or use a
lifting device if available.
11. Connect lubrication lines and pressure sensor.
12. Service the suspension. For instructions, refer
to Section H, Oiling and Charging Procedures.
13. Install piston rod shield (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.
2. Dry all parts completely using only dry, filtered 10. Using new O-ring, install charging valve.
compressed air and lint free wiping materials. Tighten large hex of charging valve to 16.5
ft.lbs. (22.4 N.m) torque.
3. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
For best results, Hydrair® II suspensions should be FIGURE 4-1. HYDRAIR® CHARGING KIT
charged in pairs (fronts together and rears together).
If rears are to be charged, the fronts should be NOTE: Arrangement of parts may vary from
charged first. illustration above, depending on charging kit P/N.
NOTE: For longer life of suspension components, a 1. “T” Handle Valve
friction modifier should be added to the suspension 2. Charging Valve Adapter
oil. See Specifications Chart, Figure 4-5 at the end of 3. Manifold Outlet Valves (from gauge)
this chapter. 4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
NOTE: Set up dimensions specified in the charts
6. Manifold
must be maintained during oiling and charging
7. Charging Pressure Gauge (Suspensions)
procedures. However, after the truck has been
8. Dry Nitrogen Gas (Specifications Figure 4-5)
operated, these dimensions may vary.
REAR SUSPENSION DIMENSIONS (EMPTY) 3. Install the Hydrair® charging kit and a bottle of
pure dry nitrogen. Refer to Installation of Charg-
TRUCK MODEL OILING CHARGING *CHARGING
ing Kit in this section.
& OPTIONS HEIGHT HEIGHT PRESSURE
In. (mm) In. (mm) psi (kPa) 4. Charge the suspensions with nitrogen gas to 2
in. (50.8 mm) greater than the charging height
930E-1, 1.0 (25.4) 7.5 (190) 215 (1482) listed in Figure 4-4.
930E-2,
930E-3 5. Slowly release gas until the suspensions match
the charging height listed in Figure 4-4.
* Note: Charging pressures are for reference only and may vary
depending on body weights.
BRAKE CIRCUIT
INDEX
A fundamental function of the secondary brake sys- • Parking brake switch “ON”.
tem is to provide reserve braking in the event of any The parking brake solenoid (15, Figure 2-1) is de-
single failure. For this reason, the system is divided energized. The oil pressure in the parking brake
lines return to tank and the springs in the parking
into multiple circuits, each with its own isolation
brake will apply the brake. The parking brake
check valve, accumulators, and circuit regulator. The
pressure switch (21) will close, completing a path
secondary system becomes whatever circuit(s) is to ground, and illuminating the parking brake light
operable after a failure. If the failure is a jammed on the overhead display panel.
treadle valve, then the brake lock becomes the sec-
ondary system, otherwise, either of the two brake cir- • Parking brake switch “OFF”
The parking brake solenoid is energized. The oil
cuits would be the secondary system.
flow is routed from the park brake solenoid, to the
The brake accumulators perform two functions; to park brake pistons for release. The parking brake
provide rapid flow for good response and to store circuit is protected against accidental application
energy for secondary braking. The check valves by monitoring a wheel motor speed sensor to
assure this energy is retained should a failure occur determine truck ground speed. The park brake
will not apply until the truck is virtually stopped.
in the brake system supply or an accumulator circuit.
This eliminates park brake damage and will
An additional check valve located between the sup-
extend brake adjustment intervals.
ply line from the brake/steering pump and the brake
manifold, provides additional protection against pres- • If the key switch is turned “OFF” (park brake
sure loss if the oil supply is interrupted. switch “ON” or “OFF”), the park brake will not
apply until vehicle speed is less than 1/3 MPH
If a failure occurs in the pump, steering or either (0.5 km/h).
brake accumulator circuit, a low brake pressure
• If a loss of hydraulic supply pressure occurs, with
warning light (on the overhead display panel in the
the parking brake switch “OFF”, the parking
cab) and an audible alarm will actuate and the vehi- brake solenoid will still be energized. The supply
cle should be stopped as soon as practical. When circuit (that lost pressure) is still open to the
the pressure in one accumulator circuit is less than parking brake pistons. To prevent park brake
the preset level, all the service brakes will be auto- pressure oil from returning to the supply circuit, a
matically applied. Automatic brake application is check valve (in the park brake circuit) traps the
accomplished by the “Automatic Apply Valve” (PS), oil, holding the parking brake in the released
located in the brake manifold. This valve senses the position.
lower brake accumulator pressure, and when the NOTE: Normal internal leakage in the parking brake
pressure is less than 1650 psi (11.4 MPa), the valve solenoid may allow leakage of the trapped oil to
shifts, operating the brake treadle valve hydraulically return back to tank, and eventually allow park brake
which in turn applies pressure to the dual relay application.
valves and applying all the brakes.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres- • If 24 volt power to the solenoid is interrupted, the
sure assures two to four full brake applications after park brake will apply at any vehicle speed. The
spring in the solenoid will cause it to shift,
the low brake warning light and buzzer, and before
opening a path for the oil pressure in the park
automatic apply. This allows the operator the oppor- brake line to return to tank and the springs in the
tunity to safely stop the truck after the warning has parking brake will apply the brake. The parking
turned on. brake pressure switch (21) will close, completing
a path to ground, illuminating the parking brake
PARKING BRAKE CIRCUIT light on the overhead display panel and
The parking brakes are spring applied and hydrauli- interrupting propulsion.
cally released.
NOTE: Whenever the park brake solenoid is de-
energized, a spring in the solenoid valve will shift the
spool, diverting oil pressure from the parking brakes
to direct the oil back to the hydraulic tank.
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
Note:
B1 - Rear Brakes
B2 - Front Brakes
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-33
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-33
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-35
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
• Excessive cam rock in pedal actuator.
• Any sign of external leakage.
• Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
position and system pressure supplied to the
“P1” and “P2” inlet ports.
• Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 2750
psi (18,960 kPa) system pressure.
• Failure of the pedal to return to full release
position.
Assembly
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4. before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
FIGURE 3-7. GLYDE RING INSTALLATION
3. Lightly lubricate the actuation plunger Glyde
ring (7). 1. Actuator Plunger 3. Glyde Ring
2. Valve Body 4. Sharp Edges
Recharging Accumulators
The brake system accumulators may require
recharging the nitrogen pressure to maintain the
required 1400 psi (9.8 MPa) pressure after extended
use.
When necessary to recharge the accumulators, be
certain to bleed the hydraulic pressure using the
brake manifold needle valves (2 & 4, Figure 3-13)
prior to attaching the nitrogen charging kit and follow
instructions in “Accumulator Charging Procedure” .
Due to frequent use and wear, retarder control lever Disassembly and Adjustment
(5, Figure 3-21) may occasionally require adjustment
or repair. 1. Remove capscrews (7, Figure 3-21) and lock-
washers (8) from housing (15).
Removal 2. Remove potentiometer (9).
Adjustment of the retarder control lever or replace- 3. Bend tangs on washer (11) away from slots in
ment of the potentiometer requires removal of the locknut (10).
assembly from the steering column. a. Lever Disassembly:
1. Tilt the steering wheel downward, and tele-
If the retarder control lever is to be com-
scope the wheel towards the operator seat.
pletely disassembled, loosen and remove
Remove the top cover from the steering col-
locknut (10). Remove tang washer (11),
umn.
spring (12), and washer (13).
2. Remove capscrews (1, Figure 3-21), lockwash-
ers (2) and bracket (3) from steering column (4). Remove set screw (14).
3. Disconnect the wiring harness from harness Remove the lever and shaft assembly. If
connector (6) on retarder control lever (5). necessary, unscrew lever (17) from shaft
4. Remove the retarder control lever assembly (5). (16) and handle (18).
Wash the mechanical parts in clean solvent
and inspect for excessive wear, burrs, or
scratches. Replace any defective parts.
Installation b. Lever Adjustments:
1. Connect the wiring harness to harness connec- Rotational Friction Adjustment: The lever
tor (6, Figure 3-21) on retarder control lever (5). assembly should be adjusted such that the
2. Place the retarder control lever into position on frictional forces will hold the lever firmly in
steering column (4). the position selected by the operator. At the
3. Install capscrews (1), lockwashers (2) and same time, the adjustment should not be so
bracket (3). Tighten the capscrews to 36 in. lbs. tight as to cause the operator to use undue
(4.1 N.m) torque. force to move the lever. Loosen or tighten
locknut (10) to attain the proper frictional
4. Place the cover on the top of the steering col-
force (2 - 3 in.lbs (0.23 - 0.34 Nm) at the
umn and return the steering wheel to its original
handle.
position.
The position of the lever should remain sta-
tionary without moving from its own weight or
due to machine vibrations during truck oper-
ation.
When the desired adjustment is obtained,
bend the tang on washer (11) into the slots
on locknut (10).
Detent Adjustment: The detent that holds the lever in
the OFF position can be adjusted, as well. Loosen or
tighten set screw (14) to adjust the detent. The brea-
kout force of the detent must be between 17 - 20
in.lbs (1.92 - 2.26 Nm).
BRAKE CIRCUIT ABBREVIATIONS Included on the last page of this module is a data
sheet to record the information observed during the
AA Automatic Apply Pressure hydraulic brake system check-out procedure. The
Supply Pressure to Brake Valve for data sheet can be removed, copied, and used during
AR1
Rear Brakes, Rear Accumulator the check-out procedure.
Supply Pressure to Brake Valve for
AF1
Front Brakes, Front Accumulator
* Steps indicated in this manner should be recorded
Pressure Tap Test Port on the data sheet for reference.
BF
Front Brake Pressure
BL Brake Lock Apply Pressure
Pressure Tap Test Port The following equipment will be necessary to prop-
BR erly check-out the hydraulic brake circuit:
Rear Brake Pressure
Cavity Plug, One Direction Flow - • Hydraulic brake schematic, refer to Section “R”
CP1 this manual.
No specific function in this application.
CV1, Calibrated pressure gauges:
CV2, Check Valve • One 0-5000 psi (0-34,475 kPa) range.
CV3
• Three 0-3000 psi (0-20,685 kPa) range.
HS1 High Pressure Shuttle Valve
• One PB6039 female quick disconnect and hose
LS1 Low Pressure Shuttle Valve
long enough to reach from brake cabinet to the
Pressure Tap Test Port inside of the operator's cab for each gauge.
LAP1
Low Accumulator Pressure
• Accumulator charging kit (EB1759 or equivalent)
Low Brake Pressure Switch with gauges and dry nitrogen.
LAP2
N.C., 1850 ±75 psi (12.95 MPa)
NV1 Rear Accumulator Manual Drain Valve
NV2 Front Accumulator Manual Drain Valve
PK1 Park Brake Release Pressure
Park Brake Pressure Switch
PK3
N.C., 1250 psi (8.75 MPa)
Pressure Tap Test Port
PP3
Brake Lock Pressure
Brake Lock Pressure Regulator
PR
2000 psi (13.8 MPa)
Automatic Apply Valve
PS1
1650 psi (11.55 MPa)
SP1 Supply Oil Inlet
Pressure Tap Test Port
SP3
Supply Oil
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return To Tank
Verify brake indicator lamp and stop lights Verify warning resumes when pressure
illuminate at 75 ± 5 psi (517 ±34 kPa) rear drops to 1000 ±25 psi (6,895 ±172 kPa).
brake pressure. * Record pressure reading when alarm resumes.
* Record on data sheet. 25. Reconnect harness at brake lock solenoid coil.
15. Quickly and completely depress pedal. Verify Remove jumper between circuits #33 and
that within 1 second after brake is applied: #33W.
Left rear brake pressure (“LBP”, 9) reads 26. Cycle brake lock several times to assure crisp
2400 ± 75 psi (16,545 ±517 kPa). shift of solenoid valve and release of oil pres-
sure. Verify stop lights illuminate when brake
Right rear brake pressure (“RBP”, 8) reads lock is ON.
2400 ± 75 psi (16,545 ±517 kPa).
27. Apply brake lock and read brake pressure at
Both pressures must remain above their
“BR” gauge:
minimum values for a minimum of 20
seconds. Pressure should be 2000 ± 100 psi (13,788
* Record on data sheet. ±690 kPa).
16. Release pedal, assure that each circuit's pres- * Record on data sheet.
sure is zero. 28. If above pressure is not correct, remove plug on
17. Move the two 3000 psi (20,685 kPa) gauges to end of PR valve (13, Figure 4-1) and adjust to
the test ports on the front brake backplates. obtain correct pressure. Reinstall plug after
adjustment.
18. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
Left front brake pressure reads 2400 ± 75
psi (16,545 ±517 kPa)
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE
ACTION
Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports Correct the plumbing.
Brakes are locked; reversed.
Service and/or Park-
Parking brake solenoid coil defective. Replace coil.
ing
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
Tank line has back pressure. Ensure tank line has no back pres-
Both brake circuits sure.
are dragging Pedal set screw out of adjustment; residual Adjust pedal deadband with set
pressure. screw.
Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instruc-
tions.
One brake circuit is Actuator piston defective. Replace piston.
dragging Brake valve is defective. Rebuild or replace brake valve
assembly.
A dual relay valve is defective Rebuild or replace dual relay valve
assembly.
Supply pressure is low. Check steering/brake pump system
and accumulators.
Brakes are not going Internal malfunction of modulating section of Remove, disassemble, clean, and
to full pressure Brake Valve. inspect brake valve.
Improper collar adjustment on brake valve. Adjust collars according to instruc-
tions.
Short in electrical system. Check wiring.
Brake accumulator bleeding down. Valve Open; close valve.
A Low Brake Pres-
sure Warning occurs Differential pressure switch defective. Check switch on brake valve and
when the brakes are dual relay valves; replace defective
not applied switch assembly or adjust as neces-
sary.
Brake warning relay defective. Replace relay.
The Low Pressure The Low Brake Pressure lamp is burned out. Replace the bulb.
Warning circuit not The electrical circuit is open. Check switch circuit wiring.
operating properly Pressure switch defective. Replace the pressure switch.
Low Pressure Warn- Short in electrical system. Check wiring.
ing is on even though Pressure switch is defective. Replace the switch.
system pressure is
correct
Low Pressure Warn- Steering circuit is malfunctioning. Check steering circuit pressures.
ing comes on and The pump is worn. Rebuild or replace pump.
pressure is low
Oil is leaking around Defective seal on top of brake valve. Replace the seal.
the pedal base
Excessive internal leakage in a component. Check all steering and brake sys-
tem components.
Steering accumulator precharge too high or too Check steering accumulator pre-
low. charge.
The pump cycles too
often or low pressure Brake Valve plumbed incorrectly. Correct plumbing.
warning comes on at Internal leakage in brake valve assembly. Replace brake valve assembly.
low engine rpm Internal leakage in dual relay valve assembly. Rebuild or replace dual relay valve
Steering/Brake pump is worn. Rebuild or replace pump.
Pump unloader or compensator not adjusted Adjust pump pressure controls.
correctly.
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 2 __________ Both brake Accumulators charged to 1400 psi (9.65 MPa).
Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes.
STEP 15 _________ Left rear brake pressure within one second (LBP).
__________ Right rear brake pressure within one second (RBP).
___________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20
seconds.
STEP 45__________ Front brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
STEP 51__________ Rear brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
DATE _________________________
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
OPERATION
The ring gear (4, Figure 5-1) is internally splined to
retain the dampers (8) and separator plates (12). The
separator plates are alternately placed between the
friction faced discs (7) which are splined to the inner
gear (6). The inner gear mounts directly to the wheel
hub on the front wheel brakes. On the rear, the inner
gear requires an adapter hub which mounts on the
wheel hub on the wheel motor.
The inboard side of the assembly contains the piston
(9) which is activated by hydraulic pressure supplied
by the dual relay valves (controlled by the brake
valve). As hydraulic pressure is applied, the piston
moves to compress the rotating friction faced discs
against the stationary steel discs. The friction forces
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maxi-
mum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely iso-
lated from the high pressure, piston apply circuit.
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
Cooling oil flows from the hydraulic tank to the hoist
pump, through the hoist circuit high pressure filters, 1. Hub Adapter 5. Capscrew & Hardene
through the hoist valve, and into the brake housings. (Rear Only) Washer
A parallel circuit from the hoist valve outlet is con- 2. Capscrew & Lock- 6. Inner Gear
nected to relief valves at the hydraulic tank which washer 7. Friction Disc
limit brake cooling circuit pressure to 35 psi (241 3. Socket Head Screw 8. Damper
kPa). Oil routed to the front brakes passes through (Temporary) 9. Piston Assembly
the oil cooler before entering the front brake hous- 4. Ring Gear 10. Seal Carrier
ings. In addition, the brake cooling oil provides lubri- 11. Back Plate
cation for the front wheel bearings. Oil exiting the
brake housings returns to the hydraulic tank.
Disassembly
Rear Wheel Brake Only: FIGURE 5-4. BRAKE ASSEMBLY
Refer to Wheel Motor Rebuild instructions for rear 1. Ring Gear 4. Shipping/Storage
wheel brake assembly removal. 2. Back Plate Bar
1. Verify socket head capscrews (3, Figure 5-1) 3. Capscrew 5. Inner Gear
are installed at each of the six locations on the
back plate (11). These capscrews are required 6. Remove socket head capscrews (2, Figure 5-
to retain the seal carrier (10) to the back plate 5). Lift seal retainer (1) off brake assembly.
when the brake assembly is not installed on the
NOTE: Socket head capscrews (2) are required to
truck. Shipping bars (4, Figure 5-4) must be
retain and position seal carrier on brake back plate
installed.
when the brake assembly is not installed on the
2. Remove the 12-point capscrews and hardened wheel hub or during brake assembly shipping or
washers (5, Figure 5-1). storage. Shipping bars (4, Figure 5-4) must be
3. Remove capscrews and lockwashers (2) used installed to retain the inner gear inside the brake
to retain the hub to the seal carrier. assembly.
4. Be certain hub and other parts are marked to 7. Remove capscrews (4, Figure 5-5) and hard-
ensure proper orientation during reassembly. ened flatwashers (5) from backplate (3).
Lift the hub adaptor (1) from brake assembly. 8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
Be certain to note shim packs installed at six the three tapped holes in the back plate.
locations on between seal carrier and hub. Tighten bolts evenly to lift back plate from ring
Both Front and Rear Wheel Brakes: gear (7). Remove and discard O-ring (6).
9. Noting order of assembly of discs, remove the
Remove the front wheel/brake assembly according to
damper (10) from top of stack. Remove friction
the instructions in Section G, Front Wheel Hub and
discs (11), separator plates (9) and remaining
Spindle.
damper at bottom of stack.
5. Position brake assembly on work surface with
ring gear retainer bars on bottom as shown in 10. Rotate the brake assembly to position shipping
Figure 5-5. bars on top as shown in Figure 5-4.
11. Remove capscrews (3) retaining shipping bars
(4) to housing.
12. Attach a lift strap through bars and lift inner gear 15. Position piston assembly with retract springs on
(5) out of brake assembly. Remove shipping top as shown in Figure 5-7.
bars and spacers. 16. Remove capscrews (1, Figure 5-7), spring
13. Remove capscrews (2, Figure 5-6) and hard- guides (2), and piston retract springs (3).
ened washers (3) from piston housing (1).
NOTE: Capscrew (1) threads are coated with
14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of Loctite® during assembly. A small amount of heat
the three tapped holes in the piston housing. applied to the piston housing may be required for
Tighten bolts evenly to lift housing from ring easier removal.
gear (5). Remove and discard O-ring (4).
17. Loosen or remove plugs installed in piston
housing ports. Carefully lift piston (4) out of
housing (5). Remove seal assemblies (6 & 7).
PARKING BRAKE
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
1. Apply the parking brake, put selector switch in 6. Connect a clear plastic hose to the parking
NEUTRAL, place the rest switch in the ON brake bleeder screw. Place the other end of
position, turn the key switch OFF to shut down hose in a container.
the engine, and allow approximately 90 sec- 7. Slowly open bleeder valve and allow hydraulic
onds for the steering accumulators to bleed fluid to run until clear and free of bubbles. Close
down. Confirm the steering pressure is bleeder screw securely.
released by turning the steering wheel - no
movement should occur. Block the truck 8. Repeat Steps 6 & 7 for the other parking brake.
wheels. 9. Shut down engine.
2. Block the truck wheels securely to prevent 10. Remove brake bleed equipment, close axle
movement when the parking brake is released. housing cooling air ducts and reinstall duct tube
3. Open the rear axle housing access door, at door.
remove the cooling air duct tube and open
access covers.
4. Be certain the brake accumulator bleeddown
valves are closed.
5. Start the engine and allow the steering system
to fully charge (pump unloads). Turn the parking
brake to the OFF position.
HYDRAULIC SYSTEM
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
1. Drive Gear & Shaft 10. Connector Plate 19. Dowel 28. Snap Ring
2. Seal 11. O-ring 20. Bearing Plate 29. Coupler
3. Idler Gear 12. Bearing Plate 21. Dowel 30. Steel Ring
4. Stud 13. Gear Plate 22. Transition Plate 31. Backup Ring
5. Steel Ball 14. Connector Plate 23. O-ring 32. O-ring
6. Flange 15. Washer 24. (Not Used) 33. Pressure Plate
7. Dowel 16. Nut 25. Coupler 34. Isolation Plate
8. Gear Plate 17. Stud 26. O-ring 35. Plug
9. O-ring 18. Idler Gear 27. Drive Gear (Rear) 36. Snap Ring
1. Flange 3. Bearings
2. Punch
FIGURE 3-9. GEAR BORE INSPECTION FIGURE 3-10. SHAFT SEAL INSTALLATION
1. Gear Track-In 2. Gear Plate 1. Flange 3. Bearing Projection
2. Wood Blocks
FIGURE 3-17.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench 3. Pump
2. Input Shaft
26. Install coupling (19). 31. Install a new O-ring on steering pump flange
and install steering pump to the transition plate
(16, Figure 3-15). Install the capscrews and
tighten to standard torque.
3. Gear and journals black 2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Broken shaft 8. Over Pressure 1. Relief valve setting correct?
2. Broken housing or flange 2. Did relief valve function?
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Accumulators
High Pressure Filter
The two steering accumulators (3, Figure 4-1) are a
bladder type accumulator with a capacity of 16.5 gal- The high pressure filter (9, Figure 4-1) filters oil for
lons (62 liters) each. The accumulators are charged the steering and brake circuits.
to 1400 psi (9.7 MPa) with pure dry nitrogen using
If the filter element becomes restricted, a warning
the charging valve located on the top end.
indicator is activated at 40 psi (276 kPa) differential
Oil entering the accumulators compresses the nitro- and oil will bypass the element at 50 psi (345 kPa)
gen located inside the bladder. The nitrogen pres- differential.
sure increases directly with steering circuit pressure.
Refer to Section L9 for further information regarding
When steering circuit pressure reaches 3025 psi
hydraulic system filters and maintenance proce-
(20.9 MPa) the unloader valve will unload the pump.
dures.
The accumulators will contain a quantity of oil under
pressure and held by check valves in the bleeddown Quick Disconnect Ports
manifold, available for steering the truck. When sys-
tem pressure drops to 2750 psi (19.0 MPa) the pump Ports on the bleeddown manifold allow service per-
output will again increase, to refill the accumulators sonnel to connect an external hydraulic supply to
and increase steering system pressure. The accumu- allow operation of the truck steering and service
lators also provide oil, for a limited period of time, to brake systems if the steering/brake pump, engine
be used in case the pump becomes inoperative. etc. is not operational.
The external supply is connected to port 24, Figure
4-3 and the return is connected to port 25. This fea-
ture should only be used for emergency use to allow
operation of the truck to return to the shop for service
or move the truck out of haul road traffic.
Flow Amplifier
Flow amplifier (4, Figure 4-1, & Figure 4-6) is located The flow amplifier uses the amount of flow from the
on the left frame rail forward of the accumulators and steering control unit to determine a proportional
is used in the steering circuit to provide the high vol- amount of flow to send from the bleed down manifold
ume of oil required for the steering cylinders. to the steering cylinders.
Neutral Position:
Neutral position (Figure 4-14) results when the con-
trol piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the cres-
cents in the valve plate and subsequently no delivery
from pump ports.
FIGURE 4-14. PUMP IN NEUTRAL POSITION
INDEX
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Spline Inspection
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean splines on steering column
shaft and inspect for damage or excessive
FIGURE 5-1. STEERING CONTROL UNIT wear.
INSTALLATION 2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
1. Steering Wheel 7. Steering Control Unit
splines on the steering column shaft.
2. Button Horn 8. Bracket L.H.
3. Steering Column 9. Bracket R.H. • Minimum diameter: 0.950 in. (24.13 mm)
4. Capscrew 10. Capscrew 3. If splines are worn more than minimum diame-
5. Flat Washer 11. Lock Washer ter specification, replace steering column.
6. Lock Washer (Refer to Section “N”.)
FIGURE 5-12. CHECK BALL INSTALLATION 19. Tighten cover capscrews in a criss-cross pat-
tern to 2 ± 0.4 ft. lbs. (3 ± 0.5 N.m) torque.
1. Check Ball hole 3. O-Ring
2. Check Ball 4. Housing
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27
Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace with
a new one.
1. Perform normal truck shutdown procedures.
Turn keyswitch OFF and allow 90 seconds for
the accumulators to bleed down. Manually
bleed brake system accumulators using the
needle valves located in the hydraulic compo-
nents cabinet.
2. Remove the protective cover from the manifold.
Disconnect wires at solenoids (6 & 15, Figure 6-
1) and pressure switch (7). FIGURE 6-1. BLEEDDOWN MANIFOLD
3. Disconnect, identify and plug each hydraulic
1. To Hoist Valve, Power Up
line to prevent contamination.
2. To Hoist Valve, Power Down
4. Remove mounting capscrews and remove the
3. Spare Pressure Port
bleed down manifold. Clean exterior of manifold 4. Test Port
before starting disassembly. The weight of the 5. To Brake System
valve is 375 lbs (170 kg). 6. Steering Accumulator Bleed Solenoid
7. Steering System Pressure Switch
Installation 8. Supply To Flow Amp
1. Position the bleeddown manifold on the truck. 9. Return From Flow Amp
The weight of the valve is 375 lbs (170 kg). 10. To Front Steering Accumulator
Tighten the capscrews to standard torque. 11. To Rear Steering Accumulator
12. Relief Valve, 600 psi (4.1 MPa)
2. Unplug lines and attach. Tighten connections
13. Relief Valve, 4000 psi (28.0 MPa)
securely. Install new O-rings at flange fittings.
14. Auto Lube Pump Supply Port
3. Attach electrical leads to solenoids and pres- 15. Hoist Up Solenoid Valve
sure switch. If check valves or relief valves were 16. Return From Hoist Pilot Valve
removed, replace using new O-ring seals. 17. Hoist Pilot Valve, Power Down
4. Start the engine and check for proper operation 18. Hoist Pilot Valve, Power Up
and leaks. Check steering and brakes systems. 19. Return to Tank
5. Reinstall protective cover. 20. Feedback Pressure to Unloader valve
21. Supply From Pump
NOTE: Relief valves are factory preset. Do not 22. Test Port (TP3)
attempt to reset or repair if relief valves are defective. 23. Check Valve (7,11)
Replace as a unit. The check valves are also 24. Quick Disconnect Port (Supply)
replaced only as units. 25. Quick Disconnect Port (Return)
Installation
1. Install a new O-ring on pump mounting flange.
2. Make certain the steering pump splined coupler
is in place (inside hoist pump) prior to steering
pump installation.
When disassembling or assembling pump, Stroke adjuster assembly (items 12, 13, 14, 15
choose a work area where no traces of dust, and 16, Figure 6-9) MUST be removed BEFORE
sand or other abrasive particles which could further disassembly of control piston.
damage the unit are in the air. Do not work near 8. Without disturbing jam nut (16, Figure 6-9),
welding, sand-blasting, grinding benches and the unscrew gland (15) and remove stroke adjuster
like. Place all parts on a CLEAN surface. To clean as a complete assembly.
parts which have been disassembled, it is impor-
9. Back out capscrews (1, Figure 6-11), then
tant CLEAN solvents are used. All tools and
remove cap (4).
gauges should be clean prior to working with
these units and new, CLEAN and threadless rags 10. Remove bias control spring (1, Figure 6-10).
used to handle and dry parts.
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
1. Drain off excess hydraulic oil from pump inlet fit in the pump housing.
and discharge ports. It may be necessary to
loosen the four valve plate capscrews (8, Figure 11. Support valve plate (11) from an overhead hoist
6-11) pull back on valve plate to allow fluid to (lifting lug holes are provided) and remove four
seep out of the case. capscrews (8) from valve plate.
2. Thoroughly clean and dry the outside surface of 12. Remove valve plate from pump housing by tap-
the pump housing. ping away from the housing with a mallet until
valve plate pilot diameter disengages from the
NOTE: Depending upon what part or parts are to be case 0.25 in (6.35 mm).
inspected, it may not be necessary to completely
disassemble all components. 13. With the weight of the valve plate still sus-
pended from the overhead hoist, slide valve
plate back until it disengages from driveshaft
and set valve plate aside. Care must be taken
Control Piston Group
not to damage the “wear face” of the valve
3. Remove the two large plugs (24, Figure 6-9) plate.
with O-rings (25) from both sides of pump.
14. To further disassemble control piston assembly,
4. Control piston (11, Figure 6-10) must be in the move control piston (11, Figure 6-10) into
“neutral” position. Control link pin (16) should be sleeve (4) until control piston maximum stop pin
centered in the plug opening. (8) contacts the sleeve. Use a large mallet to
5. Using appropriate snap ring pliers, remove drive piston and sleeve assembly outward from
retaining rings (14) from both sides of the pin the valve plate.
and remove control link washers (15).
15. When all sleeve seals (5, 6, & 7, Figure 6-10)
6. For handling purposes, insert a 1/4-20 UNC are clear of the valve plate, re-extend control
capscrew into the threaded end of the control piston. While tipping the assembly enough to
link pin (16). clear the hole, pull the assembly from the valve
7. Using a brass rod and hammer, tap on end plate.
opposite the capscrew to remove control link
16. Remove pin (18) from control piston by pressing
pin.
or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-12) and
remove compensator block (10).
18. Remove capscrews (7, Figure 6-11 ) and cover
plate (9).
FIGURE 6-14. O-RING LOCATION ON PISTON NOTE: The valve plate is a slight press fit into pump
SLEEVE housing. Make sure pilot diameter on valve plate is
aligned with mating diameter on the pump housing
1. Back-Up Ring 4. O-Ring prior to assembly.
2. O-Ring 5. Back-Up Ring 43. Insert four capscrews (8, Figure 6-11) and alter-
3. Back-Up Ring nately tighten until valve plate is drawn up to the
pump housing. Tighten capscrews evenly to
32. Insert bias control piston springs (1, Figure 6- 244 ft.lbs. (330 N.m) torque.
10) into control piston (11). Use four capscrews
(1, Figure 6-11) to fasten control cover cap to 44. Install cover plate (9) with new O-ring (10) and
back of valve plate. Tighten capscrews evenly capscrews (7).
to 138 ft.lbs. (187 N.m) torque. 45. Install O-rings (2, 3 and 4, Figure 6-12) in
33. Install O-ring (10) in rear of valve plate. Use four proper location on top of valve plate. Install
capscrews (7) to fasten cover plate (9) over block (10) to valve plate with socket head cap-
opening in valve plate. screws (12) and tighten to 183 in lbs (20.7
N.m) torque.
34. Pull free end of control link (17, Figure 6-10)
toward back of pump housing until the open 46. Install 4-way valve (11), and compensator valve
hole in the link lines up with open ports on sides (16).
of pump case. 47. Install 0.062 in (1.575 mm) diameter orifice (9)
35. Install stroke adjuster assembly (Figure 6-13) to and plug (7) with new O-ring (8) in side of com-
hold swashblock in place. pensator block as shown in Figure 6-11. Install
0.032 in (0.813 mm) diameter orifice (15), plug
Valve Plate Group (7) and O-ring (8) in top of block.
36. Be sure driveshaft bearing (13, Figure 6-11) is in 48. Install remaining plugs with new O-rings.
place. Using assembly grease (to hold desired 49. Install unloader module (18) on compensator
position), place valve plate gasket (12) in posi- block with new O-rings (19) and socket head
tion on valve plate (11). capscrews (17). Tighten capscrews to 87 in.
37. Support valve plate assembly from an overhead lbs. (9.8 N.m) torque.
hoist (lifting lug holes are provided) in prepara- 50. Install plugs (9 & 24, Figure 6-9) and O-rings
tion for mating to the pump housing. (10 & 25) in pump housing.
38. Assemble one control link retainer ring (14, Fig- 51. Measure pump rotation torque. Rotation torque
ure 6-10) and one control link washer (15) onto should be approximately 15 ft. lbs. (20.4 N.m).
the threaded hole side of the control link pin
(16). Then thread a 1/4 in - 20 UNC capscrew
into pin to ease holding.
39. Carefully maneuver valve plate assembly, sup-
ported by overhead hoist, over driveshaft and
into pump housing so slot on control piston (11)
engages control link (17).
Correct precharge pressure is the most important NOTE: This is done to insure there is no trapped oil
factor in prolonging accumulator life. When pre- or air inside the accumulator which will affect the
charging the accumulator, use only nitrogen that nitrogen precharge pressures.
meets or exceeds CGA (Compressed Gas Associa-
tion) specification G-10.1 for type 1, grade F. The
nitrogen should be 99.9% pure. Use only nitrogen
cylinders with standard CGA number 580 connec- Nitrogen pressure is present in the accumulator.
tions with appropriate high pressure regulator. Make Make certain only the small swivel hex nut is
sure nitrogen supply is shut off and attach charging turned during the next step. Turning the com-
manifold to nitrogen bottle. plete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
3. Remove gas valve cover and gas valve cap.
Do not loosen or disconnect any hydraulic line or 4. Turn gas valve “T” handle all the way out (coun-
component until engine is stopped and key terclockwise) before attaching charging assem-
switch has been OFF for at least 90 seconds. bly to accumulator gas valve.
Pure dry nitrogen is the only gas approved for
5. Close bleed valve.
use in the steering accumulator. The accidental
charging of oxygen or any other gas in this com- 6. Making sure not to loop or twist the hose, attach
partment may cause an explosion. Be sure pure the charging and gauging assembly to the gas
dry nitrogen gas is being used to charge the valve by turning the swivel not on the gas chuck
accumulator. on the gas valve and tighten to (10-15 in.-
When charging or discharging nitrogen gas in lb.)(11.5 - 17cm-kg) of torque.
the accumulator, be sure the warning labels are 7. Turn gas valve “T” handle until the gauge starts
observed and the instructions regarding the showing the pressure in the accumulator. Do
charging valve are carefully read and under- not turn the “T” handle all the way down, as it
stood. will damage the valve core.
Only precharge accumulators to 1400 psi (9653 8. Hold gas valve at bottom hex with one wrench
kPa) while installed on the truck. Never handle while unscrewing hex nut at top with a second
accumulator with lifting equipment with a nitro- wrench. This will open the poppet inside the
gen precharge of 1400 psi (9653 kPa). Always set gas valve.
precharge to 100 - 120 psi (690 - 827 kPa) before
handling (removing or installing) accumulators. NOTE: Three turns will fully open the valve.
9. Set the regulator for 25 psi (172 kPa), then
NOTE: If one accumulator is low on nitrogen, it is
slightly open nitrogen bottle and slowly fill the
recommended that both accumulators be checked/
accumulator. Refer to Table 1 for fill rate time.
charged at the same time.
1. With engine shut down and key switch in the
OFF position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to be certain no oil remains in accumula-
tor under pressure. Ensure that all hydraulic
pressure has been relieved from the hydraulic
system.
NOTE: If a new or rebuilt accumulator (or any blad-
der accumulator with all nitrogen discharged) is
being precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge pres-
sure to be obtained for safe operation.
5 (and 2 32 oz (0.94 l)
below)
7.5 3 48 oz (1.41 l) NOTE: Precharge pressures below 1194 psi (8232
10 3 64 oz (1.91 l) kPa) are not recommended to avoid low precharge
pressure warnings. The low accumulator precharge
12.5 4 80 oz (2.31 l) pressure warning switch activates at 1100 ± 45 psi
16.5 4 106 oz (3.1 l) (7584 ± 310 kPa).
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE ACTION
STEERING CIRCUIT
1. Overloaded Steering Axle 1. Reduce Axle Loading
2. Malfunctioning relief valve preventing 2. Check system pressure. Adjust
Slow steering, hard steer- adequate system pressure build-up or replace relief valve
ing or loss of power assist 3. Worn or malfunctioning pump 3. Replace pump
4. Restricted high pressure filter or suction 4. Replace filter element or clean
strainer strainer
1. Rod end of cylinder slowly extends 1. A small rate of extension may be
without turning the steering wheel normal on a closed center system
Drift - truck veers slowly in
one direction. 2. Worn or damaged steering linkage 2. Inspect and replace linkage if
necessary. Check alignment or
toe-in of the front wheels.
1. Air in system due to low oil level, pump 1. Correct oil supply problem or
cavitation, leaking fitting, pinched bleed air
hoses, etc. 2. Repair or replace steering cylin-
2. Loose cylinder piston der
3. Broken centering springs (spool valve, 3. Repair or replace steering control
Wander - truck will not stay steering valve) unit
in straight line
4. Worn mechanical linkage 4. Repair or replace
5. Bent linkage or cylinder rod 5. Repair or replace defective com-
ponents
6. Severe wear in steering control unit 6. Repair or replace steering control
unit
Slip - a slow movement of 1. Leakage of steering cylinder piston 1. Repair or replace steering cylin-
steering wheel fails to steer seals der
front wheels 2. Worn steering control unit meter 2. Replace steering control unit
1. Low oil level 1. Service hydraulic tank and check
for leakage
Spongy or soft steering
2. Air in hydraulic system. Probably air 2. Bleed air from system
trapped in cylinders or lines.
1. Air in system due to low oil level, cavi- 1. Correct condition and add oil as
tating pump, leaky fittings, pinched necessary
Erratic steering hose, etc. 2. Repair or Replace steering cylin-
2. Loose steering cylinder piston der
1. Splines of steering column/steering 1. Repair or replace steering col-
control unit coupling may be disen- umn or coupling.
Free wheeling - steering gaged or damaged
wheel turns freely with no 2. No flow to steering control unit; 2. Repair as required:
back pressure. Front a. Low oil level a. Add oil and check for leakage
wheels do not steer. b. Ruptured hose b. Replace hose
c. Broken steering control unit gerotor c. Repair or replace steering control
drive pin unit
STEERING PUMP
1. Air trapped inside steering pump 1. Bleed air from pump and/or sys-
tem
2. Broken pump drive shaft 2. Inspect hoist and steering pump,
replace drive shaft
No pump output 3. Excessive circuit leakage 3. Check for external leaks, internal
system pressure loss
4. No oil to pump inlet 4. Check hydraulic tank oil level.
Make certain pump inlet shut-off
valve is open.
FLOW AMPLIFIER
1. Stuck amplifier spool 1. Disassemble valve, check ampli-
fier spool for damage or obstruc-
tion
2. Obstruction in orifice, directional spool 2. Disassemble valve, check direc-
Slow or hard steer
tional spool and orifices for dam-
age or obstruction
3. Incorrect relief valve pressure setting 3. Check and correct relief valve
setting
1. Leaking shock and suction relief valve 1. Disassemble valve, check and
Free wheeling (no end clean shock and suction valves.
stop) Replace valves if necessary.\
2. Pressure setting of shock valve too low 2. Adjust pressure settings
Inability to steer (no pres- 1. Defective steering control unit 1. Repair or replace steering control
sure build-up) unit
1. Air in “LS” line 1. Bleed air from “LS” line
2. Priority valve spring compression weak 2. Disassemble flow amplifier.
Resistance when initially
Replace priority valve spring.
turning steering wheel
3. Obstruction in orifice in “LS” or “PP” 3. Disassemble flow amplifier.
port Inspect and clean orifice.
HOIST CIRCUIT
INDEX
Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
246 gpm (931 l/m) at 1900 rpm and 2500 psi (17, 235
kPa).
A smaller, piston type, pressure compensated pump
rated at 66 gpm (250 l/m) @ 1900 rpm, coupled to
the hoist pump, supplies oil to the steering system FIGURE 7-2. HOIST VALVE
and brake apply system.
Hoist pressure is limited to 2500 psi (17,235 kPa) by
internal relief valves located in the hoist control valve 1. Inlet Section 4. Inlet Section
inlet sections. 2. Work Ports Spool 5. Inlet Port
Section 6. Outlet Port
High Pressure Filters 3. Tank Ports Spool 7. Spool Section Cover
Section 8. Separator Plate
Hoist pump output oil is directed to the high pressure
filters, mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element Inlet Sections - Hoist Valve
becomes excessively restricted. Flow restriction
through the filter element is sensed by an indicator Each of the front and rear inlet sections of the hoist
switch. This switch will turn on a cab mounted red valve contains of the following components:
warning light to indicate filter service is required. The • Flow control valve and main relief valve
indicator light will illuminate when restriction reaches
• Secondary Low pressure relief valve
approximately 40 psi (276 kPa). Actual filter bypass
will result when the filter element restriction reaches • Anti-void check valve
approximately 50 psi (345 kPa). • Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
Hoist Valve
cooling circuit unless the body is being raised or low-
The hoist valve (Figure 7-2) is mounted on a modular ered. The relief portion of the valve is direct acting
assembly containing the hoist valve, overcenter man- and has the capacity to limit the working pressure at
ifold, and both hydraulic pumps. This assembly is full pump flow.
bolted to brackets attached to the frame rails behind
the main alternator. The hoist valve is a split spool
design. (The term “split spool” describes the spool
section of the valve.) The hoist valve precisely fol-
The following pages describe the hoist circuit operation in the FLOAT, POWER UP,
HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-17
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
3. Overcenter Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube (7, Figure 8-2) at
the cover end and remove. Remove capscrews
(14, Figure 8-5), remove cover (13). Remove
springs (12), check valves (11) and O-rings
(10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and flow control/main relief valve
(4). Remove sleeve (6), low pressure relief (7)
and O-rings (8).
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) is required, refer to Step 4 and Figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required. FIGURE 8-6. RESTRICTOR POPPET REMOVAL
(Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring
FIGURE 8-7. POPPET AND BALL *Note: Items 2 and 3 not used on all valves.
1. Poppet 3. O-Ring
2. Steel Ball
1. Pin 4. Locknut
2. Retainer Ring 5. Capscrew
3. Bearing
Quill Installation
1. The plugs (3, Figure 8-22) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to “Installa-
tion of Check Balls and Plugs in Quill”.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite “LOCQUIC® Primer T” (Komatsu
part number TL8753, or equivalent), spray mat-
ing threads of both cap assembly (1) and quill
assembly (2). Allow primer to dry 3 to 5 min-
utes.
4. Apply Loctite Sealant #277 (Komatsu part num-
ber VJ6863, or equivalent) to mating threads of
both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1000 ft. lbs. (1356 N.m) torque. Allow parts
to cure for 2* hours before exposing threaded
areas to oil.
Plugs should be checked during any cylinder repair * Note: If “LOCQUIC® Primer T” (TL8753) was not
to be sure they are tight. If found to have any move- used, the cure time will require 24 hours instead of 2
ment, they should be removed and the ball seat in hours.
the quill checked to see if it is deformed. 5. Stake plug threads in two places (between
• If deformation of the ball seat has occurred, holes) as shown in Figure 8-22 to prevent
the quill should be replaced. loosening of plug.
• If the ball seat area is not deformed, measure If removal of the plug is necessary in a later rebuild,
the plug thickness as shown in Figure 8-21: it will be necessary to carefully drill out the stake
marks and destroy the plug. A new plug should be
Older Plug is 0.25 ±0.02 in. thick. Newer plug is
installed and staked as previously detailed.
0.38 ±0.02 in. thick.
10. Thread two guide bolts 4 in. (100 mm) long in 14. Install hoist cylinder eye bearing (5, Figure 8-
the end of the rod (1). Install seal (8) on the end 19) and retainer rings (4) if removed.
of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
Hookup
Be certain there is an adequate, clear area to dump FIGURE 8-27. PUMP MODULE, HOSE HOOKUP
the loaded box. When the good truck is in position,
shut down the engine and allow the hydraulic system 1. Hoist Valve
to bleed down. Be certain pressure has bled off 2. Tubes to LH Hoist Cylinder
before connecting hoses. 3. Power Down Quick Disconnect; Connect to
power up circuit of disabled truck
1. With the good truck parked as close as possi-
4. Power Up Quick Disconnect; Connect to power
ble to the disabled truck, attach a hose from the
down circuit of disabled truck
power up quick disconnect (4, Figure 8-27) to
5. Overcenter Manifold
the power down circuit of the disabled truck.
(Hose must be rated to withstand 2500 psi (17
MPa) or greater pressure.
b. Remove the cap from the hoist pilot valve
NOTE: The power down circuit will use a smaller
relief valve (2, Figure 8-14) located in the
diameter hose (tube) than the power up circuit.
hydraulics components cabinet behind the
2. Connect another hose from the power down cab. While counting the number of turns,
quick disconnect (3) to the power up circuit of slowly screw the relief valve adjustment
the disabled truck. screw clockwise until it bottoms.
NOTE: If both trucks are a model 930E, the hoses 5. Repeat step 4 to dump the disabled truck.
will be installed at the quick disconnects shown in
Figure 8-27 and will be crossed when connected. Lowering the Body
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
DUMPING PROCEDURE place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accel-
Raising the Body erate the engine.
3. On the disabled truck, move the hoist control 7. After body is lowered, shut down the truck,
lever to power up and then release it to place bleed the hydraulic system and disconnect the
the hoist pilot valve in the HOLD position (leave hoses.
in this position during entire procedure). 8. Reduce power down relief valve pressure to
4. Start the engine on the good truck, place the normal on good truck by turning the adjustment
hoist control in the power down position and counterclockwise the same number of turns as
increase engine rpm to high idle to dump the required in Step 4 b.
disabled truck. If the body of the disabled truck 9. Check power down relief pressure per instruc-
fails to raise, increase the good truck power tions in Section L, Hydraulic Check-Out Proce-
down relief pressure as follows: dure.
a. Shut down engine and allow the hydraulic 10. Check hydraulic tank oil level.
system to bleed down.
INDEX
Hydraulic fluid escaping under pressure can 1. Indicator Switch 6. Filter Element
have sufficient force to enter a person's body by 2. Setscrew 7. Bowl
penetrating the skin and cause serious injury and 3. Head 8. O-Ring
possibly death if proper medical treatment by a 4. Pressure Tap 9. Drain Plug
physician familiar with this injury is not received 5. O-Ring
immediately.
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
Equipment Requirements
The following equipment will be necessary to prop-
erly check-out the hoist relief and brake cooling cir-
cuit pressures:
FIGURE 10-4. PRESSURE TAPS
• Hydraulic schematics, refer to Section “R”.
1. Test Port - Front Brake Cooling
• Three 0-3500 psi (0-25,000 kPa) range calibrated 2. Test Port - Hoist Pump Pressure at Filter
pressure gauges and hoses for hoist circuit
pressure readings.
Brake Cooling Circuit Test
• Two 0-100 psi (0-1000 kPa) low pressure gauges
and hoses for brake cooling circuit pressure 1. Start engine and run at low idle. Place hoist
readings. control lever in the FLOAT position.
Note: Hydraulic oil temperature should be Hoist pump outlet pressures at the filters
approximately 70°F (21°C) during test. should be approximately 80 psi (550 kPa).
* Record on Data Sheet
Pressure Gauge Locations
1. Install a 0-100 psi (0-1000 kPa) low pressure Pressure at front (1, Figure 10-4) and rear
(3, Figure 10-7) brake cooling circuits
gauge at the brake cooling circuit manifold
should be approximately 25 psi (172 kPa)
block (1, Figure 10-4) at the front of the hoist or less.
valve to monitor front brake cooling oil pressure.
* Record on Data Sheet
2. Install a 0-3500 PSI (0-25,000 kPa) gauge in
the overcenter manifold power down test port 2. With engine at low idle, move the hoist control
marked “TPD” (3, Figure 10-9) located on front lever to POWER UP.
face of manifold. Pressure at front and rear brake cooling
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in circuits should drop to 0 psi (0 kPa) while
each hoist pump filter pressure test ports (2, body raises.
Figure 10-4). * Record on Data Sheet
4. Install a 0-100 psi (0-1000 kPa) low pressure 3. Increase engine speed to 1500 RPM. Place
gauge at the upper left test port (3, Figure 10-7) hoist control lever in HOLD or FLOAT.
in the brake/hoist return manifold to monitor
rear brake cooling supply pressure. Pressure at front and rear brake cooling
circuits should be approximately 50 psi
(344 kPa) or less.
* Record on Data Sheet
Adjustment
If hoist relief pressure is incorrect on either gauge,
the corresponding relief valve should be readjusted.
Adjust relief valve in rear hoist valve inlet section if
the rear pump section pressure was incorrect and/or
adjust the relief valve in front hoist valve inlet section
FIGURE 10-5. INLET SECTION
if the front pump section pressure was incorrect.
(Front & Rear Inlet Sections are Identical)
1. If power up relief pressure is incorrect in either
the front or rear inlet section, adjust pressure as 1. Capscrew 6. Sleeve
follows: 2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
a. Lower body until it is resting on frame rails
4. Main Relief Valve 8. O-Rings
and shut down engine. Wait at least 90 sec-
5. Spring 9. Inlet Valve body
onds until accumulators bleed down.
b. Relieve all hydraulic pressure from hoist sys-
tem.
Adjustment
1. If power down relief pressure is not within spec-
ifications, adjust as follows:
a. Remove cap from power down relief valve
(2, Figure 10-6).
1.) To increase power down relief pressure,
turn adjusting screw in (clockwise).
2.) To decrease power down relief pressure,
turn adjusting screw counter-clockwise.
1. Check Valves
2. Overcenter Valve Manifold
3. Power Down Test Port (TPD)
FIGURE 10-8. COUNTERBALANCE VALVE 4. Counterbalance Valve
ADJUSTMENT 5. Counterbalance Valve Test Port (TCBVP)
1. Hoist Valve 5. “TPD” Pressure Test 6. Power Up Test Port (TPU)
2. Counterbalance Valve Port 7. Test Port (TR)
3. Needle Valve 6. Overcenter Manifold
8. Pilot Vent Port
4. “Pilot Vent” Port Plug
9. Needle Valve
10. Counterbalance Valve Port (TCBV)
a.
Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage.
Date __________________________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Proce-
dures.
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position.
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position.
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position.
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position.
DATE _________________________
INDEX
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Control Module
(Figure 2-4):
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system. FIGURE 2-4. CONTROL MODULE
FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).
! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2-14. INSTALL JUMPER tem from discharging when squib is installed in
electric detection and actuation system.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec- FIGURE 2-16. REMOVE JUMPER ASSEMBLY
tion.
FIGURE 2-19.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.
FIGURE 2-23. ATTACH INDICATOR LIGHT 14. Install actuation cartridge back into lower actua-
ASSEMBLY (Test Module) tor body and tighten firmly by hand.
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
2.00 in.
"D" Plate I.D.
(50.8 mm)
1.37 in.
"E" Plate Thickness
(34.8 mm)
PLMIII uses a speed signal to calculate speed, dis- The circuit board inside the payload meter housing is
tance, and other performance data. This input is crit- made from multi-layer, dual-sided surface-mount
ical to the proper operation of the system. PLMIII electronics. There are no field serviceable compo-
receives this signal from the speedometer/operator nents inside. The electronics are designed to with-
display on the dashboard. The same signal dis- stand the harsh operating environment of the mining
played to the operator is used by the system. Dis- industry. Opening the payload meter housing will
tance calculations are made based on the rolling result in voiding the warranty.
radius of the tires for a particular truck.
Communications Ports
Body-Up Switch The payload meter has two RS232 serial communi-
The Body-Up input signal is received from a mag- cations ports and two CAN ports. Connections for
netic switch located on the inside of the truck frame, the two serial ports are available inside the payload
forward the pivot pin of the truck body. This is the meter junction box. The two CAN ports are available
same switch typically used for input to the drive sys- for future electronics systems.
tem. When the body is down, the switch closes and Serial port #1 is used to communicate with the dash-
completes the circuit to 71-Control Power. 24vdc board display. It is also used to connect to the laptop
indicates the body is down. Open circuit indicates computer. The display gauge will remain blank when
that the body is up. the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
Brake Lock Switch tings change automatically to increase the
The brake lock is used to lock the rear brakes on the communications rate when the PC is using the port.
truck. It is necessary for the accurate calculation of This serial port uses a 3-wire hardware connection.
swingloads during the loading process. Without the Serial port #2 is used to communicate to other on-
brake lock applied, the payload meter will not calcu- board electronics like Modular Mining's Dispatch®
late swingloads during the loading process. Without system or the Scoreboard from Komatsu. This port
the brake lock, the payload meter will assume that uses a 3-wire hardware connection. Connections to
the truck was loaded using a continuous loader and this serial port need to be approved by Komatsu.
flag the haul cycle record. All other functions will be Several protocol options are available and detailed
normal regardless of brake lock usage. The brake technical information is available depending on
lock input comes from the switch located on the dash licensing.
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off.
Ground indicates brake lock on.
TCI Outputs
The GE drive system on the 930E requires informa-
tion from the payload meter regarding the loaded
condition of the truck. There are three outputs from
the payload meter to GE to indicate the relative load
in the truck. 24 vdc on the 73MSL circuit indicates
that the load is 70% of rated load. 24 vdc on the
73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.
2. Hold the “SET” button until the display clears. “SELECT” switch until rr= is displayed.
• Inclinometer - To display the truck incline, press
The units for the display are controlled by the config- scroll, ----930E---.
uration of the payload meter. If the payload meter is
set to display metric units, the pressures will be dis-
played in tenths of kg/cm2. For example, if the dis- If the PLMIII encounters memory problems, it will dis-
play shows 202 the actual value is 20.2 kg/ play ER88 where 88 is the specific memory
error. In this very rare circumstance, the system
cm2. If the payload meter is set to display short tons, should be turned off for 30 seconds and restarted.
the pressures will be displayed in psi (lbs/in2). To
convert from kg/cm2 to psi, multiply by 14.2 1kg/cm2
= 14.2 psi. There is no way to detect the units setting
for the gauge without the PC software.
PC SOFTWARE OVERVIEW
Installing the PLMIII Software
PC Overview
The CD ROM containing the Payload Data Manage-
The PC software has several basic functions: ment (PDM) Software will automatically begin instal-
lation when it is inserted into the drive on the PC. If
• Configure the PLMIII system on the truck.
this does not happen, the software can be installed
• Troubleshoot and check the PLMIII system. by running the Setup.exe program on the CD ROM.
• Download data from the PLMIII system. The minimum PC requirements for running the soft-
• Analyze data from the payload systems. ware is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
Configuration, troubleshooting and downloading be a Celeron, AMD K6-2 or better processor with 128
require a serial connection to the payload meter on MB of ram running at 400 Mhz. The PDM Software
the truck. Analysis can be done at any time without a uses a powerful database to manipulate the large
connection to the payload meter. amounts of data gathered from the PLMIII system.
Using a more powerful computer and added memory
Payload data is downloaded from several trucks into
to run the software can result in a significant improve-
one database on the PC. The database can be que-
ment in performance. The software is written to use
ried to look at the entire fleet, one truck or truck a minimum 800x600 screen resolution.
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
The data analysis tools allow the user to monitor the Sorting on Truck Unit Number
performance of the payload systems across the fleet.
The truck unit number is the truck unit number
Analysis begins when the "View Payload Data" but-
entered into the payload meter when it was config-
ton is pressed. This starts an "all trucks, all dates, all
ured at installation. The query can be set to look for
times" query of the database and displays the results
all trucks or one particular truck number. When the
in the Payload Summary Form.
program begins, it searches through the database for
The user can change the query by changing the all the unique truck numbers and creates a list to
dates, times, or trucks to include in the query for dis- select from.
play.
Choosing one particular truck number will limit the
Haul cycles in the data grid box at the bottom can be data in the displays, summaries and reports to the
double-clicked to display the detailed results of that one selected truck. To create reports for truck num-
haul. ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display Sorting on Truck Type
can be narrowed by selecting which trucks or types
The truck type is the size of the truck from the family
to view and for what dates and times.
of Komatsu trucks. This allows the user to quickly
The query items are added in the "AND" condition. If view results from different types of trucks on the
the user selects a truck # and date range, the query property. For example, a separate report can be
will sort the data for that truck number AND the date generated for 830E and 930E trucks.
range.
6:00
3. Change the “To” date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
12:00
the date range. Times are entered in 24:00 format. Query : Date: 1/5/00 to 1/8/00
Haul Cycles Included in the Query
To view the haul cycle reports from the first shift for Daily Shift Time: 6:00 to 18:00
Time
Date
Reports can be generated and viewed on the screen
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.
12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00
24:00
CSV Export
• Truck number
• Haul cycle start date The second series of data below the haul cycle data
• Haul cycle start time is the alarms. The alarm columns, left to right are:
• Payload
• Swingloads
• The alarm type
• Operator ID
• The date the alarm was set
• Warning Flags
• The time the alarm was set
• Carry Back
• Alarm description
• Total Haul Cycle time
• The date the alarm was cleared
• Empty Running Time
• The time the alarm was cleared
• Empty stop time
• Loading time
• Loaded running time
Compressed
• Loaded stopped time
• Dumping time
• Loading start time
• Dumping start time
• Loaded haul distance
• Empty haul distance
• Loaded maximum speed
• Time when loaded maximum speed occurred
• Empty maximum speed
• Time when loaded maximum speed occurred
• Maximum + frame torque
• Time when the maximum + frame torque
occurred
• Maximum - frame torque This export function allows the data from one laptop
• Time when the maximum - frame torque to be transferred to another computer. This can be
occurred useful when a service laptop is used to download
• Maximum sprung weight calculation
multiple machines and transfer the data to a central
• Time when the maximum sprung weight
calculation occurred computer for analysis. This can also be used to copy
• Left Front Tire-kilometer-hour haul data from a particular truck onto a diskette for
• Right Front Tire-kilometer-hour analysis.
• Average Rear Tire-kilometer-hour The file format is a compressed binary form of the
• Frame serial number
displayed query. The file can only be imported by
another computer running the PDM Software.
• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Keyswitch is Turned ON”.
• Confirm that the truck operator uses the “Brake Lock / Neutral" switch during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15 A breaker CB-B in payload junction box.
• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.
• Confirm the Body Up switch signal. When the Body Up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
Inclinometer
Date
Truck
Signature
Speedometer - PC0550
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Tank Fill Control (Optional) NOTE: This procedure adds oil to the reserve tank.
With the reserve oil system the engine oil level is 1. Connect the pressure supply hose from the
held constant, with only the reserve tank needing new oil supply to the quick coupler on the truck.
routine filling. The fill system automatically controls Open valve on supply hose to apply pressure.
the filling of remote tank from a convenient ground 2. Pull out on system switch (2, Figure 31-3) to
level position. Filling of the tank to the proper “full” turn the fill system on.
level is fast and accurate and accomplished in 2 to 3 3. Push start switch (3). VALVE OPEN light (5)
minutes. should illuminate and the filling process will
The reserve oil tank for the engine is designed to add begin.
more oil capacity to the engine to reduce the frequent 4. When the tank is full, the VALVE OPEN light
servicing of the engine oil. The engine oil level must will turn off and FULL light (4) will illuminate.
still be checked every shift using the dipstick. 5. Close the oil supply valve in the fill hose.
If the engine oil has been drained from the engine oil 6. Press and hold start switch (3) for a couple of
pan, the new oil must be added through the engine seconds to relieve oil pressure in the line.
fill tube. After an oil change, both engine and reserve 7. Disconnect the new oil supply hose.
tank must be full of oil before starting the engine.
8. Push switch (2) in to turn fill system power off.
NOTE: Do Not use the oil in the reserve tank to fill
the engine pan.
Between oil drains, the only normal servicing 1. Drain both the engine sump and the reserve
required is routine replenishment of oil at the reserve tank. Refill both engine and reserve tank with
supply tank. Maintenance of running levels should be new oil to proper levels.
checked routinely; manually before starting the 2. Change engine and reserve tank filters as
engine and with the LED system monitor on the required.
reserve tank pumping unit (11, Figure 31-1) when the 3. Start engine and check for proper operation.
engine is running.
NOTE: Do not use the oil in the reserve tank to fill the
There is also an in-line filter (screen) installed at the engine sump. Both must be at proper level before
inlet of the fill valve (3, Figure 31-1). This filter starting engine.
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back The engine oil level should be checked with the
flushing through the filter. engine dipstick at every shift change. The oil level in
CAUTION: Always check the engine oil level the reserve tank must also be checked at every shift
before starting engine. Use the engine dipstick. change. Oil must be visible in the middle sight gauge.
If not, add oil to the reserve tank until oil is visible in
the top sight gauge
CAB COMPONENTS
INDEX
TRUCK CAB
INDEX
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Removal - Cab
NOTE: The following procedure describes removal of
After the truck is parked in position for the repairs, the cab as a complete module with the hydraulic
the truck must be shut down properly to ensure the brake cabinet attached. All hoses and wire
safety of those working in the areas of the deck, elec- harnesses should be marked prior to removal for
trical cabinet and retarding grids. The following pro- identification to ensure correct reinstallation:
cedures will ensure the electrical system is properly
discharged before repairs are started. 1. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses attached to, and routed under the
cab.) Cap all lines to prevent contamination.
2. Disconnect wire harnesses (4) at connectors
located under hydraulic cabinet.
3. Remove cable and hose clamps as needed for
cab removal
4. Close heater shutoff valves located at the water 7. Evacuate air conditioning system:
pump inlet housing on the right side of the
a. Attach a recycle/recovery station at the air
engine and at the water manifold. Disconnect
conditioning compressor service valves.
heater hoses at each valve and drain coolant
(Refer to Section N, Operator Comfort for
into a container.
detailed instructions.)
5. Remove clamps and heater hoses from fittings
b. Evacuate air conditioning system refrigerant.
underside of deck, below heater. Cap fittings
and plug hoses. c. Remove the air conditioner system hoses
6. Remove air cleaner restriction indicator hoses which are routed to the bottom of the cab
near front, inside corner under cab. from the receiver/drier and compressor. Cap
hoses and fittings to prevent contamination.
8. Attach a lifting device to the lifting eyes pro-
vided on top of the cab.
FIGURE 2-8.
FIGURE 2-7.
FIGURE 2-9.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the
edge of the opening. Go all the way around the
opening. Be sure that the seal fits tight in the
corners. A soft face tool may be used to work
the seal up into the corners.
2. Continue going all the way around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
FIGURE 2-17.
3. Fit both ends so that they meet squarely, then
1. Door Opening Seal 2. Door Hinge Seal
while holding ends together, push them firmly
into the center of the opening.
CAB COMPONENTS
INDEX
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Installation
1. Place the linkage into position in the wiper com-
partment.
2. If removed, place spacer blocks (1, Figure 3-4)
into position under pillow blocks (3). Install pil-
low block (3) with capscrews (2), washers and
FIGURE 3-3. PARK POSITION the nuts to secure the pillow blocks.
1. Wiper Motor 2. Linkage Retainer 3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight. Then
tighten nuts to 160-177 in. lbs. (18-20 Nm)
torque. Do not overtighten. The threads on
the shafts are easily stripped when improp-
erly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
Wiper Linkage Replacement drive arm using retainer (2, Figure 3-3).
Removal NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 3-3.
1. Remove the wiper arms. Refer to Wiper Arm
Removal in this section.
2. Remove wiper retainer (2, Figure 3-3) and dis- 5. Install the wiper arms. Refer to Wiper Arm
connect the wiper linkage from the wiper motor Installation. Ensure the wiper arms operate
drive arm. properly and park in the proper position after
installation is complete.
3. Remove nut (6, Figure 3-2) and washer (5) from
each wiper shaft.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: (1, Figure 3-6) will move up, down,
fore, or aft by moving headrest to desired posi-
tion.
2. Armrests: rotate adjusting knob until armrest is
in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle: release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of the seat. Release lever to lock adjust-
ment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Press rocker switch (8) on
top to increase ride firmness. Press on lower
part of rocker switch to decrease ride firmness.
9. Fore/Aft Location of Seat: Lift lever (9) and
hold. Bend knees to move seat to a comfortable
position: release control lever to lock adjust-
ment.
12. Seat Height: Lift lever (12) and hold to adjust
the height of the seat. Release lever to lock
adjustment.
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
• Defroster outlet
• Bi-level or floor outlets
A failure to switch one of the above modes of opera-
tion may be caused by a faulty actuator.
Test
Visually inspect the flappers (11, 43) and linkage for
the function being diagnosed. Make certain the flap-
per is not binding or obstructed, preventing move-
ment from one mode to the other.
FIGURE 4-3. CAB FILTER LOCATION
Verify voltage (12 VDC) is present at the actuator
when the toggle switch is closed or absent when the 1. Access Cover 2. Cab Filter
toggle switch is opened.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
R-134a Refrigerant Containers
more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin Two basic, readily available containers are used to
refrigerant. Because of this, reclaimed refrigerant is store R-134a: the 30 or 60 pound bulk canisters (Fig-
acceptable for use in all systems, not just mobile. ure 4-6).
The reclaiming equipment used for this process is
Always read the container label to verify the contents
expensive, and therefore, not common among nor-
are correct for the system being serviced. Note the
mal maintenance shops. Equipment such as this is
containers for R-134a are painted light blue.
more commonly found in air conditioning specialty
shops.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger- FIGURE 4-6. R-134a CONTAINERS
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may 1. 30 lb. Cylinder 2. 60 lb. Cylinder
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operat-
ing with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
12 30 - 35 ft.lbs. 41 - 47 Nm
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the Installation torque for the single M10 or 3/8 in. cap-
appropriate refrigerants are to be performed screws securing the inlet and outlet fittings onto the
when removing debris from the system. Other compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
methods may be harmful to the environment, as
well as air conditioning components.
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
Compressor
NOTE: Some compressors may be discarded
The compressor can fail due to shaft seal leaks (no because it is suspected that internal components
refrigerant in the system), defective valve plates, within the compressor have seized. Ensure that
bearings, or other internal parts or problems associ- the compressor clutch is working properly before
ated with high or low pressure, heat, or lack of lubri- discarding a compressor for internal seizure. The
cation. Be sure the compressor is securely mounted normal compressor life span should be about
and the clutch pulley is properly aligned with the twice as long as the normal life span of the com-
drive pulley. pressor clutch.
Use a mechanic's stethoscope to listen for noises It is important to note that often times a weak clutch
inside the compressor. coil may be mistaken for a seized compressor. When
a coil’s resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
FIGURE 4-14.
Servicing the Compressor Clutch 1. Belt Pulley 3. Shaft
2. Clutch Hub/Drive 4. Locknut
* RECOMMENDED TOOLS FOR COMPRESSOR Plate
CLUTCH REMOVAL AND INSTALLATION
**J-9403 Spanner Wrench 2. Remove the drive belt from compressor belt
pulley (1, Figure 4-14).
**J-25030 Clutch Hub Holding Tool
FIGURE 4-15.
Use the proper tools to remove and replace 1. Thin Wall Socket 3. Clutch Hub
clutch components. Using the recommended 2. Clutch Hub Holding
tooling helps prevent damage to compressor Tool
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the com-
pressor may result.
FIGURE 4-18.
FIGURE 4-17.
FIGURE 4-19. If the resistance of the coil is not within the specifica-
tions, the clutch will not operate properly. Remove
1. Pulley Assembly 3. Retaining Ring Pliers the retaining ring and replace the coil.
2. Pulley Retainer Ring
FIGURE 4-21.
1. Bearing Installer 2. Universal Handle
• Oil leaks - Inspect all connection or components 1. Start engine and operate at 1200 to 1500 RPM.
for refrigeration oil leaks (especially in the area of 2. Place fan in front of condenser to simulate nor-
the compressor shaft). A leak indicates a mal ram air flow and allow system to stabilize.
refrigerant leak. 3. Place a thermometer in air conditioning vent
• Electrical check - Check all wires and closest to evaporator.
connections for possible open circuits or shorts. 4. Evaluate the readings obtained from the
Check all system fuses. gauges to see if they match the readings for the
Note: Some systems use different safety devices in ambient temperature.
the compressor circuit to protect the compressor.
As preliminary steps to begin checkout of the system,
Check the thermal fuse, the low pressure cutout
perform the following:
switch, high pressure cutout switch or trinary
pressure switch if equipped. 1. Close all windows and doors to the cab.
• Cooling system - Check for correct cooling 2. Set air conditioning system at maximum cooling
system operation. Inspect the radiator hoses, and blower speed operation.
heater hoses, clamps, belts, water pump, 3. Readings on the two manifold gauges should
thermostat and radiator for condition or proper be within normal range, adjust for ambient tem-
operation. perature.
• Radiator shutters - Inspect for correct operation 4. Compare evaporator discharge air temperature
and controls, if equipped. reading to see if it matches the recommended
• Fan and shroud - Check for proper operation of temperature for the ambient temperature and
fan clutch. Check installation of fan and shroud. gauge readings obtained.
• Heater/water valve - Check for malfunction or 5. Carefully feel the hoses and components on the
leaking. high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
• System ducts and doors - Check the ducts and even temperatures, if outlet is cooler than inlet,
doors for proper function.
a restriction is indicated.
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Indications:
Low side pressure - Normal
High side pressure - Normal
Discharge air is only slightly cool.
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Indications:
Low side pressure - HIGH
High side pressure - HIGH
Discharge air is only slightly cool.
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Indications:
Low side pressure - HIGH
High side pressure - Normal
Air from vents in the cab seems warm
or only slightly cool.
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Discharge air is only slightly cool.
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.
Indications:
Low side pressure - HIGH
High side pressure - LOW
Compressor operates noisily.
Indications:
Low side pressure - Normal
High side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
4. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 5. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
6. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened
Horn Button
Horn (2, Figure 5-3) is actuated by pushing the but-
ton in the center of the steering wheel. Operation of
the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting
engine and moving the vehicle.
Lighter
Lighter (5, Figure 5-5) may be used for lighting
cigars/cigarettes. Always use caution with smoking
materials!
This socket may also be used for a 12 VDC power
supply.
Lowering The Dump Body: Use this switch to shutdown the engine if the engine
Move the hoist lever forward to DOWN position and does not shutdown by turning off the keyswitch, or to
release. Releasing the lever places the hoist control shutdown the engine without turning off the 24 VDC
valve in the FLOAT position allowing the body to electric circuits.
return to the frame. There is also a ground level engine shutdown switch
on the left front frame rail behind the ladder.
PAYLOAD METER
Service Engine Light (Blue)
Payload meter (1, Figure 5-6) and download connec-
The service engine light (14, Figure 5-5) will illumi- tor (2) are used to provide management with opera-
nate if a problem is detected by the electronic engine tional data such as tonnage hauled and cycle times.
monitoring system. The payload meter is located on the back wall inside
of the cab.
Electric propulsion and dynamic retarding will still be
available. Refer to Section M, Payload Meter, for a more com-
plete description of the payload meter and its func-
If this light is ON, notify maintenance personnel so
tions.
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next Download connector (2, Figure 5-6) is used with a
PM (Preventative Maintenance) interval. special cable to allow the Payload Meter (1) to com-
municate with a portable computer.
Payload Meter
This connector (16, Figure 5-5) is for use by qualified
maintenance personnel to download data from the
paylaod meter system.
INSTRUMENT PANEL
(Figure 5-7)
The operator must understand the function and oper-
ation of each instrument and control. Control func-
tions are identified with "International" symbols that
the operator should learn to recognize immediately.
This knowledge is essential for proper and safe oper-
ation.
Items that are marked “optional” do not apply to
every truck.
D2* Hydraulic Oil Filter Amber-12FD/39 C6* Propulsion System Not Amber-12MD/72NR
Ready
E2* Low Fuel Amber-12F5/38
D6* Reduced Propulsion Amber-12MD/72LP
A3* Park Brake Applied Amber-12MD/52A System
B3* Service Brake Applied Amber-12MD/44L E6* Retard @ Continuous Amber-12MD/76LR
C3* Body Up Amber-12MD6/63L Level
D3* Dynamic Retarding Amber-12MD/44DL -Switches-
E3 Stop Engine Red-12M/509MA 7 Hazard Lights Switch N/O 11L/45L/45R
A4* Starter Failure Amber-21SL/710 8 Lamp Check Switch N/O 33H/528/710/712P
(Momentary)
B4* Manual Back-Up Lights Amber-12MD/47L
C4* 5 Min. Shutdown Timer Amber-12MD/23L1 * NOTE: Brightness for these Indicator Lamps can be
D4* Retard Speed Control Amber-12MD/31R adjusted by using dimmer control (12, Figure 5-2).
E4* Check Engine Amber-12MD7/419
A2 Low Hydraulic Tank RED This amber low fuel indicator will illuminate when the
Level usable fuel remaining in the tank is approximately 25
gallons (95 liters). A warning buzzer will also sound.
A3 Parking Brake AMBER This red warning light will illuminate if a serious
engine malfunction is detected in the electronic
engine control system. (Continued on next page.)
A3. PARKING BRAKE A few conditions that would cause the Stop Engine
light to illuminate are listed below:
This amber parking brake indicator will illuminate
when the parking brake is applied. Do not attempt to • Low Oil Pressure - Red warning light will
drive truck with parking brake applied. illuminate, but engine does not shut down.
• Low Coolant Level - Red warning light will
B3. SERVICE BRAKE illuminate, but engine does not shut down.
This amber service brake indicator will illuminate • Low Coolant Pressure - Red warning light will
when the service brake pedal is applied or when illuminate, but engine does not shut down.
wheel brake lock or emergency brake is applied. Do
not attempt to drive the truck from stopped position • High Coolant Temperature - Red warning light
will illuminate, but engine does not shut down.
with service brakes applied, except as noted in Sec-
tion 3, Operating Instructions, Starting On a Grade
With a Loaded Truck, in the Operation and Mainte-
nance Manual.
C3. BODY UP
This amber indicator, when illuminated, shows that
the body is not resting on the frame. The truck should
not be driven until body is down and light is off.
INDEX
INDEX
*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation).
*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation), check:
FIGURE 2-7.
1. Magnetic Plug 2. Cover
FIGURE 2-8.
INDEX
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pump Cutoff Pressure Switch (N.O. 2500 psi [17 237 kPa]) . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch (N.O. 2000 psi [13 789 kPa]) . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
NOTE: The above illustration shows the standard location for the lube pump & reservoir (right platform). This
assembly may be located on left platform on some models.
1. L.H. Suspension, Top Bearing 13. R.H. Hoist Cylinder, Bottom Bearing
2. L.H. Suspension, Bottom Bearing 14. R.H. Anti-Sway Bar Bearing
3. L.H. Body Pivot Pin 15. Truck Frame
4. L.H. Hoist Cylinder, Top Bearing 16. Vent Hose
5. L.H. Hoist Cylinder, Bottom Bearing 17. Oil Level Plug
6. L.H. Anti-Sway Bar Bearing 18. Pressure Switch, N.O., 2500 psi (17 237 kPa)
7. Rear Axle Pivot Pin 19. Grease Pump
8. Grease Supply From Pump 20. Vent Valve
9. R.H. Suspension, Top Bearing 21. Filter
10. R.H. Suspension, Bottom Bearing 22. Grease Supply to Injectors
11. R.H. Body Pivot Pin 23. Injector
12. R.H. Hoist Cylinder, Top Bearing 24. Pressure Switch, N.O., 2000 psi (13 790 kPa)
Hydraulic Motor and Pump The solid state lubrication cycle timer (1, Figure 3-4)
provides a 24 VDC timed-interval signal to energize
The rotary hydraulic motor and pump (3 & 9, Figure
solenoid valve (5, Figure 3-1), providing oil flow to
3-1) is a fully hydraulically operated grease pump. An
operate the grease pump motor. This timer is
integrated pump control manifold is incorporated with
mounted in the electrical interface cabinet.
the motor to control input flow and pressure.
NOTE: The pump crankcase oil level must be Time Delay Module
maintained to the level of the pipe plug (17, Figure 3- Time delay module (7, Figure 3-4), located in the
2). If necessary, refill with 10W-30 motor oil. electrical interface cabinet, provides a one minute
delay in the low pressure warning lamp circuit to
allow a normally operating system to attain full
grease system pressure without activating the warn-
Hydraulic oil supply inlet pressure must not ing lamp. If the system fails to reach 2000 psi (13 789
exceed 3000 psi (20 685 kPa). Exceeding the kPa) within this time period, the timer will apply
rated pressure may result in damage to the sys- 24VDC to several relays which will illuminate the low
tem components and personal injury. pressure warning lamp in the overhead display. An
external 604K ohm resistor determines the delay
period.
Grease Reservoir
Pump Cutoff Pressure Switch (N.O. 2500 psi [17
Grease reservoir (12, Figure 3-1) has a capacity of 237 kPa])
90 lbs. (41 kg). When the grease supply is replen-
ished by filling the system at the service center, the Pump cutoff pressure switch (11, Figure 3-1) de-
grease passes through a filter to remove contami- energizes the pump solenoid relay when the grease
nants before it flows into the reservoir. line pressure reaches the switch pressure setting,
turning off the motor and pump.
Pressure Reducing Valve
Grease Pressure Failure Switch (N.O. 2000 psi
Pressure reducing valve (4, Figure 3-1), located on
[13 789 kPa])
the manifold, reduces the hydraulic supply pressure
(from the truck steering circuit) to a suitable operating Grease pressure failure switch (24, Figure 3-2) moni-
pressure, [325-350 psi (2 240-2 415 kPa)] for the tors grease pressure in the injector bank on the rear
hydraulic motor used to drive the lubricant pump. axle housing. If the proper pressure is not sensed
within 60 seconds (switch contacts do not close),
NOTE: Newer models are equipped with non-
several relays energize, actuating a warning lamp
adjustable pressure reducing valves.
circuit to notify the operator a problem exists in the
Flow Control Valve lube system.
Flow control valve (10, Figure 3-1), mounted on the Pressure Gauge
manifold, controls the amount of oil flow (2.5 GPM
Pressure gauge (8, Figure 3-1) monitors hydraulic oil
(9.5 L/min.)) to the hydraulic motor.
pressure to the inlet of the hydraulic motor.
NOTE: Newer models are equipped with non-
adjustable flow control valves. Injectors
Each injector (23, Figure 3-2) delivers a controlled
Solenoid Valve
amount of pressurized lubricant to a designated lube
Solenoid valve (5, Figure 3-1), when energized, point. Refer to Figure 3-2 for locations.
allows oil to flow to the hydraulic motor.
System Priming 1. With the truck engine running, activate the man-
ual override switch (2, Figure 3-5) to start the
The system must be full of grease and free of air hydraulic motor and pump.
pockets to function properly. After maintenance, if 2. Loosen the locknut on the pressure control (1)
the primary or secondary lubrication lines were by turning the nut counterclockwise.
replaced, it will be necessary to prime the system to
eject all entrapped air. 3. Turn the valve stem counterclockwise until it no
longer turns. (The valve stem will unscrew until
1. Fill lube reservoir with lubricant, if necessary. it reaches the stop - it will not come off.)
2. To purge air from the main supply line, remove
Note: This is the minimum pressure setting, which is
the main supply line at the canister and connect
about 170 psi (1 172 kPa).
an external grease supply to the line.
4. With the pump stalled against pressure, turn the
3. Remove plugs from each injector group in
pressure control valve stem clockwise until 325
sequence (right front, left front, and rear axle).
to 350 psi (2 240 to 2 413 kPa) is attained on
4. Using the external grease source, pump grease the manifold pressure gauge (3).
until grease appears at the group of injectors
5. Tighten the locknut to lock the stem in position.
and re-install the pipe plug. Repeat for remain-
ing injector groups. Note: Flow control valve (5) is factory adjusted to 2.5
5. Remove the caps from each injector and con- gpm (9.5 L/min.). Do not tamper with this setting.
nect an external grease supply to the zerk on
the injector and pump until grease appears at
the far end of the individual grease hose or the
joint being greased.
LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Oil level should be
checked at 1000 hour intervals. To add oil, remove
pipe plug (4, Figure 3-5) and fill housing to bottom of
plug hole.
FIGURE 3-5. PUMP CONTROLS
Injector Adjustment
The injectors may be adjusted to supply from 0.008 FIGURE 3-8. TYPE SL-1 INJECTOR
in3 to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per 1. Adjusting Screw 11. Spring Seat
injection cycle. The injector piston travel distance 2. Locknut 12. Plunger
determines the amount of lubricant supplied. This 3. Piston Stop Plug 13. Viton Packing
travel is in turn controlled by an adjusting screw in 4. Gasket 14. Inlet Disc
the top of the injector housing. 5. Washer 15. Viton Packing
Turn the adjusting screw (1, Figure 3-8) counter- 6. Viton O-Ring 16. Washer
clockwise to increase lubricant amount delivered and 7. Injector Body Assy. 17. Gasket
clockwise to decrease the lubricant amount. 8. Piston Assembly 18. Adapter Bolt
9. Fitting Assembly 19. Adapter
10. Plunger Spring 20. Viton Packing
STAGE 1.
The injector piston (2) is in its normal or
“rest” position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the pas-
sage (4) leading to the measuring chamber
(1) above the injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the pas-
sage (4), lubricant (6) is admitted to the
measuring chamber (1) above the injector
piston (2) which forces lubricant from the dis-
charge chamber (3) through the outlet port
(7) to the bearing.
STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and measur-
ing chamber (1). The injector piston (2) and
slide valve (5) remain in this position until
lubricant pressure in the supply line (6) is
vented.
STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston
to move upward, forcing the lubricant in the
measuring chamber (1) through the passage
(4) and valve port (8) to refill the discharge
chamber (3).
If the following procedures do not correct the problem, contact a factory authorized service center.
NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge, therefore the first timing
cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as
specified.
Low lubricant supply. Dirt in reservoir, pump inlet clogged, filter clogged.
Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair leakage.
Vent valve leaking. Clean or replace vent valve.
Pump worn or scored. Repair or replace pump assembly.
No system pressure to the pump motor. Check hydraulic hose from steering system.
No 24 VDC signal at pump solenoid. Determine problem in 24 VDC electric system.
Pressure reducing valve set too low. Refer to Pressure Control Valve Adjustment.
Relay (RB7K5) may be defective. Replace relay.
Timer BAT (-) connection is not on grounded mem- Connect to good ground.
ber.
Timer BAT (+) connection not on circuit continu- Establish direct connection between Timer BAT (+)
ously connected to BAT (+) terminal during opera- connection and 24 V BAT (+) terminal.
tion of vehicle.
Loose wire connections at any of the timer termi- Secure wire connections.
nals.
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval
Electrical noise is being introduced into the power IMPORTANT: In some instances, electrical noise
supply to the timer overcoming suppressor capaci- may be generated into vehicle electrical system
tor causing uncontrolled turn-on of its output relay. which may cause timer to turn on at random
intervals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+)
and BAT (-) terminals to suppress this noise and
improve timer performance.
Timer out of adjustment or damaged component. Refer to Timer Adjustment and re-adjust timer or
replace timer.
Daily Lubrication System Inspection It is good practice to manually lube each bearing
point at the grease fitting provided on each Injector.
1. Check grease reservoir level. This will indicate if there are any frozen or plugged
Inspect grease level height after each shift of opera- bearings, and will help flush the bearings of contami-
tion. Grease usage should be consistent from day-to- nants.
day operations. 5. System Checkout
• Lack of lubricant usage would indicate an a. Remove all SL-1 injector cover caps to allow
inoperative system. Excessive usage would visual inspection of the injector cycle indica-
indicate a broken supply line. tor pins during system operation.
2. Check filter bypass indicator when filling reser- b. Start truck engine.
voir. Replace element if bypassing.
c. Actuate the manual override switch (6, Fig-
3. Check all grease feed line hoses from the SL-1
ure 3-1). The hydraulic motor and grease
Injectors to the lubrication points.
pump should operate.
a. Repair or replace all damaged feed line
d. With the grease under pressure, check each
hoses.
SL-1 injector assembly. The cycle indicator
b. Make sure that all air is purged and all new pin should be retracted inside the injector
feed line hoses are filled with grease before body.
sending the truck back into service.
e. When the system attains 2500 psi (17 237
4. Inspect key lubrication points for a bead of lubri- kPa), the pump should shut off and the pres-
cant around seal. If a lubrication point appears sure in the system should drop to zero, vent-
dry, troubleshoot and repair problem. ing back to the grease reservoir.
250 Hour Inspection f. With the system vented, check all of the SL-1
injector indicator pins; all of the pins should
1. Check all grease feed line hoses from the SL-1 be visible. Replace or repair injectors, if
Injectors to the lubrication points (see, Figure 3- defective.
1).
g. Reinstall all injector cover caps.
a. Repair or replace all worn / broken feed line
hoses. h. Check timer operation.
b. Make sure that all air is purged and all new
feed line hoses are filled with grease before Note: With engine running, lube system should
sending the truck back into service. activate within 5 minutes. The system should build
2. Check all grease supply line hoses from the 2000 to 2500 psi within 25-40 seconds.
pump to the SL-1 injectors.
a. Repair or replace all worn / broken supply
lines. i. If the system is working properly, the truck is
ready for operation.
b. Make sure that all air is purged and all new
supply line hoses are filled with grease j. If the system is malfunctioning, refer to the
before sending the truck back into service. troubleshooting chart.
3. Check grease reservoir level.
a. Fill reservoir if low. 1000 Hour Inspection
b. Check reservoir for contaminants. Clean, if 1. Check pump housing oil level and correct if nec-
required. essary.
c. Check that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
O
Oiling and Charging Procedure, Suspension . . . . H4-3
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-3 S
Optional Equipment Safety Rules, General . . . . . . . . . . . . . . . . . . . . . . A3-3
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-3
Software Functions, PSC. . . . . . . . . . . . . . . . . . . E2-31
Payload Meter III. . . . . . . . . . . . . . . . . . . . . . . .M20-1
Starter, 24VDC (Refer to Engine Manual)
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-23
Seal Assemblies, Gap Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-12
P Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Pedal Solenoid
Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-55 Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-55 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 Specifications
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1 HYDRAIR® II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-10
Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . E3-6 HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . . . . . H4-10
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Pressure Control Adjustment, Pump . . . . . . . . . . L10-4 Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Propulsion System Controller (PSC) . . . . . . . . . . . E2-5 Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-24
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-22 Steering
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3 Accumulator Charging Procedure . . . . . . . . . . . L6-28
Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-12 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-32
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Suspension, HYDRAIR® II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
U
Unloader Valve, adjustment . . . . . . . . . . . . . . . . .L10-4
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