Service Brake Apply – With Rear Circuit Blowout

Should the rear circuit develop a line failure, the Rear Brake Accumulator will drain as the
brakes are applied. The Steering Accumulator will also begin to drain; but the Front Brake
Accumulator is protected by the check valve and will maintain 18960 kPa 2750 PSI).

The operator will have full front brake accumulator pressure to the front brakes when the pedal
is depressed.

Once system pressure falls below 1850 PSI the Stop Light and steer warning lights will
illuminate and the alarm buzzer will sound. At 1650 PSI the brake warning light will illuminate. At
1400 PSI the Low Pressure Sensor (LPS) will automatically apply the brakes if the alarms are
not reacted to by the operator. However, rear pressure will be zero and front supply pressure will
be less then 9997 kPa (1400 PSI).

The reverse sequence occurs with a front circuit failure. Automatic application will occur with the
rear pressure at less than 9997 kPa (1400 PSI) and the front pressure will be zero.

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Figure 42: Brake System (No ATC) – Brake Line Failure

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Figure 43: Brake System (With ATC) – Brake Line Failure

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Automatic Traction Control Apply

The Active Traction Control (ATC) System is a control system that monitors the hauler’s rear
wheel speeds and applies the appropriate amount of automatic retarding when necessary to
transfer power to the rear wheel with the best traction. The system is enabled through the ATC
System switch located on the dash. The system continuously monitors the left and right wheel
speeds to provide optimum traction in slippery conditions. If the ATC feature is ON, when one of
the rear wheels spins 50% faster than the other, the retarder will be applied to decrease the
speed of the faster wheel transferring torque to the slower wheel providing better traction. The
ATC light, located on the dash, will illuminate indicating when the system is actively applying the
retarder. In cases of extremely slippery conditions, the Traction boost mode may be utilized. The
Traction boost mode of ATC is enabled through a momentary switch that when pressed,
reduces the wheel speed differential from 50% to 10% for a period of approximately 15 seconds.
The Traction Boost Light will indicate when this mode is active.

The ATC System will be disabled when:

1. The ATC System Switch is turned OFF

2. The hauler road speed is above 24.1 km/h (15 mph)
3. Either the brake or retarder pedal is applied(throttle released)
4. There is a wheel speed sensor error.

If a wheel speed sensor error should occur while the ATC System is active, the ATC light will
flash indicating the error.

Electric Downhill Speed Control Apply

The Electronic Downhill Speed Control (EDSC) System provides automatic retarding for use
when the machine is running down a grade. The system will automatically apply the appropriate
amount of retarding in order to maintain the pre-selected gear and optimum engine speed to
provide maximum brake cooling. The road speed will be held to within a range of approximately
+1 mph. The system is enabled through the EDSC System Switch located on the dash next to
the ATC System/Boost Switch.

The EDSC System is engaged depending on a number of different variables such as the
selected transmission range (shift lever position), the transmission range attained (gear),
transmission output shaft speed, engine speed, and accelerator pedal position. Before a
downhill run, the operator will pre-select the appropriate transmission range for the grade, load,
and road conditions present at the time using the shift lever. When the transmission range
attained (gear) is equal to or greater than the transmission range selected (lever position), and
the engine speed is greater than 2000 rpm, the system will engage.

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The EDSC Light, located on the upper right hand side of the dash, and the brake lights will
illuminate indicating when the system is actively applying the retarder. When the EDSC System
is initially engaged, the CCU determines a control set speed and compares that value with the
individual wheel speeds. When there is a difference between the wheel speed and set speed,
the CCU will output signals to the Solenoid Valves in the Retarder Control Valve as necessary to
bring the machine’s speed down to the set speed. The CCU will initially send larger output
signals to the brake solenoids, which is necessary to bring the hauler speed down. A large initial
brake force is especially necessary considering that a loaded hauler will have a tremendous
amount of momentum and is accelerating down an incline at the point of engagement. As the
wheel speed approaches the control speed, the CCU will decrease the applied brake pressure.

The EDSC System will be disabled when:

1. EDSC System Switch is turned OFF

2. Accelerator pedal is applied
3. Gear/lever position are mismatched
4. There is an engine link or wheel speed sensor error

The gear/lever position mismatch may occur either when the transmission downshifts as a result
of the operator applying manual retarding or as a result of the operator upshifting from the
preselected range. If an engine link error, transmission link error, or wheel speed sensor error
should occur while the EDSC System is active, the EDSC Light will flash indicating the error.

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Figure 44: Brake System (With ATC) – ATC Apply

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 Hoist System
Hoist System

Component Description

Hoist and Brake Cooling Tandem Gear Pump

The Hydraulic pump is a tandem gear pump. It provides two separate pump sections. One
section supplies oil to the hoist system by directing oil to the hoist control valve. The other
section supplies oil to the brake cooling system.

The hydraulic pump is unidirectional and operates in one direction only. The lightweight,
aluminum high pressure gear type pump was assembled for clockwise rotation.

The hydraulic pump is a tandem gear pump. It provides two separate pump sections. One
section supplies oil to the hoist system by directing oil to the hoist control valve. The other
section supplies oil to the brake cooling system by directing oil to an adapter installed on the
hydraulic tank.

Figure 45: Hoist and Brake Cooling Tandem Gear Pump

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Hoist Control Valve

The Hoist Control Valve is comprised of three valve housing sections: the Inlet Valve Housing
(4), the Work Valve Housing (2) and the Outlet Valve Housing (1). The Inlet Valve Housing
includes a relief valve. The work valve housing includes Raise PWM Valve (3), Lower PWM
Valve (6), and a four position Control Valve Spool.

Figure 46: Hoist Control Valve

Figure 47: Hoist Control Valve – Components

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Hoist Raise and Lower PWM Valves

The hoist control valve is a spool type valve that is shifted by pilot pressure which is controlled
by the Raise and Lower Pulse Width Modulated (PWM) Valves. The two PWM valves receive
control signals from the CCU which receives a position signal from the hoist lever in the cab.
When the spool is shifted, the hoist control valve directs oil from the pump to raise or lower the
body. The hydraulic control valve has four positions: Raise, Hold, Float and Power Down
according to the hoist lever positions: RAISE, HOLD, FLOAT and POWER DOWN.

Load Check Valve

A load check valve is incorporated in the hoist control valve to prevent the body from coming
down should the pump output stop when the hoist lever is in the raised position.

Relief Valve

The hoist control valve contains a relief cartridge adjusted to relieve maximum system pressure
at 17250 ± 173 kPa (2500 ± 25 psi) at wide open throttle to protect the components in the
system from excessive pressure. At the indicated pressure, the relief cartridge opens and bleeds
excess pump volume directly back to the hydraulic tank. When system pressure drops below the
indicated pressure, the relief cartridge closes and returns pump output back into the hoist circuit.

Motion Control valve

The motion control valve is mounted at the cylinder rod end port of the work section of the Hoist
Control Valve. The Motion Control Valve continuously monitors and controls the rate at which
the rod-end oil returns to the tank during the body raise cycle. The valve creates just enough
back-pressure to effectively maintain a smooth and steady body movement, while inhibiting the
hoist cylinders from running ahead of the hydraulic pump.

While the body is in the raise mode or in the event of a load shift the Motion Control Valve
operates to restrict the oil flow of the hoist rod end lines. This is accomplished by a counter
balance valve which is constantly being adjusted hydraulically by the pilot-line pressure from the
adapter mounted at the base-end of the hoist control valve. While the body is lowering, oil flow
through the valve is virtually unrestricted.

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Figure 48: Motion Control Valve – Components

Figure 49: Motion Control Valve – Float

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 Figure 50: Motion Control Valve – Hold

Figure 51: Motion Control Valve – Loadshift

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Figure 52: Motion Control Valve – Power Down

Figure 53: Motion Control Valve – Raise

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Manual Float Down Valve

The manual float down valve allows the operator to safely lower the dump body when it is raised
off the frame rails and the control spool valve is stuck in the HOLD position. When the engine is
turned OFF, pull out the manual float down valve and hold.

Hoist Cylinders

Two hydraulically operated cylinders raise the body. The cylinders are inverted and mounted
outboard for easy access. The base end is secured to the body while the rod end pivots on the
frame. The reason for installing the hoist cylinders in this way is so there is less chance for dirt
or dust to collect on the stages and there is less wear and tear on the body hydraulic lines and
fittings. Each tube assembly of the cylinders is equipped with wiper rings and seals to prevent
leakage. The hoist cylinders are telescopic, extending in two stages and the hoist cylinders are
double acting in both stages enabling the body to be powered down from a fully raised position.

Hoist/Brake Cooling Filter

The return oil from hoist control valve is directed to the filter that is an assembly installed outside
of the hoist/brake cooling tank. The oil flows through the filter before combining with the oil from
brake cooling pump, then to the heat exchanger. The filter assembly contains a 6 micron filter
element (1), a by-pass valve (2), an indicator switch (3) and housing (4).

Figure 54: Hoist/Brake Cooling Filter

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Hoist System Operation

Raise

To raise the body the operator must lift the electronic hoist lever to the full RAISE position. The
four-position spool of the hoist control valve shifts into the raise position. (It is necessary to hold
the lever in this position as a centering spring will return the lever to the HOLD position.) Oil from
the hoist pump enters the hoist control valve and is directed to the base ends of the hoist
cylinders. Some of the oil is directed through a pilot line that connects to the motion control valve
pilot port. When the body is rising, hoist base-end pressure is high. Pilot pressure is also high.
This pilot pressure shifts the relief cartridge open enough to give low back pressure to return oil
passing through the motion control valve. The hoist cylinders cannot extend until base-end
pressure is high enough in the pilot line to open a valve in the motion control valve allowing oil
trapped in the rod ends to return to tank. If the load should shift, or if the body is empty, hoist
base-end pressure is reduced - Pilot pressure is reduced a like amount. This creates a high rod-
end back pressure that effectively throttles the return oil as well as the hoist cylinders. As the
body extends and the load starts to shift beyond the body pivot point, the shifting load could try
to accelerate the body speed. The motion control valve would sense this acceleration and react
to throttle return oil. This throttling of return oil would slow the body by causing a back pressure
in the rod ends of the hoist cylinders. During the complete dumping cycle the motion control
valve can modulate between fully open to fully closed for smooth and precise body speed.

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Figure 55: Hoist System – Raise

69
Hold

When the electronic hoist lever is moved to the HOLD position, the four-position spool of hoist
control valve is forced into the hold (neutral) position by both end springs. The base end hoist
cylinder oil is blocked at the hoist control valve. Oil from the pump enters the hoist control valve
and is sent back to tank. Oil in the rod end of the hoist cylinder is open through a metered port
back to tank. At this time the body cannot move down.

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Figure 56: Hoist System – Hold

71
Float

To move the electronic hoist lever from HOLD to FLOAT it is necessary that the operator
overcome a detent mechanism inside the hoist lever. Once moved into the FLOAT position, the
hoist lever will stay in this position.

The four-position spool of the hoist control valve shifts into the FLOAT position and allows the oil
from hoist pump to pass through the hoist control valve and back to return line. The hoist
cylinder base end oil is also open to hoist & cooling system oil tank via return path. If the body
has been raised, the weight of the body will tend to force oil out of the base ends of the cylinders.
This oil must travel through the hoist control valve which restricts the flow of base-end return oil
and, consequently, eases the body back to the frame. This FLOAT control position allows the
body to “float" along the haul road, placing no extra strain on the hydraulic components.

IMPORTANT: Any time the machine is moving, whether empty or loaded, the hoist lever
should be in the “FLOAT” position.

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Figure 57: Hoist System – Float

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Power Down

When the hoist lever is moved to the POWER DOWN position, the four-position spool of the
hoist control valve will shift into the power down position. (It is necessary to hold the lever in this
position as a centering spring tries to return the lever to FLOAT position.) Oil from the hoist
pump enters the hoist control valve and is directed to the rod ends of the hoist cylinders. An
orifice in the control valve spool diverts partial flow directly to hoist & cooling oil tank limiting flow
to rod ends of the hoist cylinders thus limiting maximum power down pressure. The body will
start moving down pushing base-end oil out into the hoist control valve, allowing the body to
return to the frame.

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Figure 58: Hoist System – Power Down

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Manual Float Down

The Manual Body Down Valve allows the operator to safely lower the dump body when it is
raised off the frame rails and the control spool valve is stuck in the hold position or some other
failure occurs that prevents the body from being lowered using the hoist lever.

By pulling and holding the body down valve out. The hoist cylinder base end oil is open to the
hydraulic tank. The hoist cylinder rod end port is open to the hoist return line so as not to have
any voids in the system as the weight of the body forces oil out of the cylinder base ends
allowing the body to “float” back down to the frame.

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Figure 59: Hoist System – Manual Float

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 HTT750(3)-10-1108

11/27/2008