Shop Manual 930E-2 A30296, A30297, A30300
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Gilberto TorresShop Manual 930E-2 A30296, A30297, A30300
Uploaded by
Gilberto TorresCEBM012200
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS A30296, A30297, A30300
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel 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 dis-
closed 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 obli-
gation 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 ser-
viceable 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.
A00017 03/01 Introduction A-1
This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” in this man-
ual to alert the reader to hazards arising from improper
operating and maintenance practices.
“DANGER” identifies a specific potential hazard WHICH WILL
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“WARNING” identifies a specific potential hazard WHICH MAY
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“CAUTION” is used for general reminders of proper safety
practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
A-2 Introduction 03/01 A00017
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00017 03/01 Introduction A-3
KOMATSU MODEL 930E DUMP TRUCK
A-4 Introduction 03/01 A00017
SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 02/94 Index A1-1
NOTES
A1-2 Index 02/94 A01001
MAJOR COMPONENT DESCRIPTION
Truck And Engine Operator's Cab
The 930E Dump Truck is an off-highway, rear dump The operator cab has been engineered for operator
truck with AC Electric Drive. The gross vehicle weight comfort and to allow for efficient and safe operation
is 1,100,000 lbs. (498 960 kg). The engine is a of the truck. The cab provides wide visibility, with an
Komatsu SSDA16V160 rated @ 2700 HP (2014 kW). integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
Alternator (GE-GTA42) tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
The diesel engine drives an in-line alternator at seat with lumbar support, a fully adjustable/tilt steer-
engine speed. The alternator produces AC current ing wheel, controls mounted within easy reach of the
which is rectified to DC within the main control cabi- operator, and an analog instrument panel which pro-
net. The rectified DC power is converted back to AC vides the operator with all instruments and gauges
by groups of devices called "inverters", also within which are necessary to control and/or monitor the
the main control cabinet. Each inverter consists of six truck's operating systems.
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each
phase module.
Power Steering
The truck is equipped with a full time power steering
Each phase module contains an air-cooled solid-
system which provides positive steering control with
state switch referred to as a "gate turn-off thyristor"
minimum operator effort. The system includes nitro-
(GTO). The GTO cycles on and off at varying fre-
gen-charged accumulators which automatically pro-
quencies to create an AC power signal from the DC
vide emergency power if the steering hydraulic
supply.
pressure is reduced below an established minimum.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency signal (VVVF). Dynamic Retarding
Frequency and voltage are changed to suit the oper-
The dynamic retarding is used to slow the truck dur-
ating conditions.
ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
AC Induction Traction Motorized Wheels system is controlled by the operator through the acti-
The alternator output supplies electrical energy to the vation of the retarder pedal (or by operating a lever
two wheel motors attached to the rear axle housing. on the steering wheel) in the operators cab and by
The motorized wheels use three-phase AC induction setting the RSC (Retarder Speed Control). Dynamic
motors with full-wave AC power. Retarding is automatically activated, if the truck
speed goes to a preset overspeed setting.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the Brake System
wheel motors is controlled by a forward or reverse Service brakes at each wheel are oil-cooled multiple
hand selector switch located on the center console. disc brakes applied by an all-hydraulic actuation sys-
tem. Depressing the brake pedal actuates both front
Blower and rear brakes, after first applying the retarder. All
wheel brakes will be applied automatically, if system
Both the inverters and the wheel motors produce
pressure decreases below a preset minimum.
heat while in operation and must be cooled. Cooling
air is provided by a dual impeller in-line blower The parking brake is a dry disc type, mounted
mounted on the alternator. inboard on each rear wheel motor, and is spring-
applied and hydraulically-released with wheel speed
Suspension application protection (will not apply with truck mov-
ing).
HYDRAIR®II suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02064 Major Component Description A2-1
930E MAJOR COMPONENTS
A2-2 Major Component Description A02064
SPECIFICATIONS
These specifications are for the standard Komatsu
930E truck. Customer options may change this listing.
ENGINE SERVICE CAPACITIES
Komatsu SSDA16V160 . . . . . . . . . . . . . . . . . . . . . . U.S. Gallons . . . . (Liters)
No. of Cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Crankcase * . . . . . . . . . . . . . . . . 74 . . . . . . . . . . . .280
Operating Cycle . . . . . . . . . . . . . . . . . . . . . . . 4-Stroke * Includes Lube Oil Filters
Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1750 rpm Cooling System . . . . . . . . . . . . . 157. . . . . . . . . . . .594
High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1910 rpm Fuel . . . . . . . . . . . . . . . . . . . . . 1200 . . . . . . . . . .4542
Full Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 rpm Hydraulic System . . . . . . . . . . . . 350. . . . . . . . . . 1325
Rated Brake HP . . . 2700 HP (2014 kW) @ 1900 RPM Wheel Motor Gear Box. . . . . .25/Wheel . . . . 95/Wheel
Flywheel HP . . . . . . 2550 HP (1902 kW) @ 1900 RPM
Weight* (Dry). . . . . . . . . . . . . 21,182 pounds (9608 kg) HYDRAULIC SYSTEMS
* Weight does not include Radiator, Sub-frame, or Alternator
Hoist & Brake Cooling Pump:. . . . . . . . . Tandem Gear
Rated @ . . . . . . . . 246 GPM (931 l/min.) @ 1900 RPM
AC ELECTRIC DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . .and 2500 psi (17 237 kPa)
(AC/DC Current) Steering/Brake Pump: . Pressure Compensated Piston
Alternator . . . . . . . . . . . . . . . General Electric GTA - 42 Rated @ . . . . . . . . . 65 GPM (246 l/min.) @ 1900 RPM
Dual Impeller, In-Line Blower 12,000 cfm (340 m³/min) . . . . . . . . . . . . . . . . . . . . . . .and 2750 psi (18 961 kPa)
Motorized Wheels . . . . GDY106 AC Induction Traction Relief Pressure-Hoist . . . . . . . . . . 2500 psi (17.2 MPa)
Motors Relief Pressure-Steering/Brake . . 4000 psi (27.6 MPa)
. . . . . . . . . . . . . . . . . . . . . . . . Wheel Slip/Slide Control Hoist Cylinders (2) . . . . . . . . . . . . . . 3-Stage Hydraulic
Standard Gear Ratio* . . . . . . . . . . . . . . . . . . . . 32.62:1 Tank (Vertical/Cylindrical). . . . . . . . . . Non-Pressurized
Maximum Speed . . . . . . . . . . . . . . 40 MPH (64.5 km/h) Tank Capacity . . . . . . . . . . 250 US Gal. (947 Liters)
*NOTE: Wheel motor application depends upon GVW, haul road Filtration . . . . . . . . . . . . . . In-line replaceable elements
grade and length, rolling resistance, and other parameters. Komatsu Suction . . . . . . . . . . . . . . . .Single, Full Flow, 100 Mesh
& G.E. must analyze each job condition to assure proper application.
Hoist & Steering Filters. . . . . . . . . .Beta 12 Rating =200
. . . . . . . . . . . . . . . . . . . . . Dual In-Line, High Pressure
DYNAMIC RETARDING
Electric Dynamic Retarding. . . . . . . . . . . . . . . Standard SERVICE BRAKES
Maximum Rating . . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous . . . . . . . . . . . . . . . . . . 3300 HP (2460 kW) All Hydraulic Actuation . . . . . . . . . with Traction System
Continuously rated high-density blown grids with retard at engine idle . . . . . . . . . . . . . . . . . . . . . . . Wheel Slip / Slide Control
and retard in reverse propulsion. Front & Rear Oil-Cooled Multiple Discs- . . .each wheel
Total Friction Area / Brake . . . . 15,038 in² (97 019 cm²)
BATTERY ELECTRIC SYSTEM Maximum Apply Pressure . . . . . 2500 psi (17 238 kPa)
Batteries . . . . . . . . . . . . . . . . . . . . . . .bumper mounted
. . 4 x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel STEERING
. . . . . . . . . . . . . . . . . . . . . 220 Ampere-Hour Capacity Turning Circle (SAE) . . . . . . . . . . . 97 ft. 7 in. (30.4 m)
. . . . . . . . . . . . . . . . . . . . . . . . With Disconnect Switch
Twin hydraulic cylinders with accumulator assist to pro-
Alternator . . . . . . . . . . . . . 26 Volt, 260 Ampere Output
vide constant rate steering.
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Starters (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt Emergency power steering automatically provided by
accumulators.
A02064 Major Component Description A2-3
STANDARD DUMP BODY CAPACITIES WEIGHT DISTRIBUTION
AND DIMENSIONS
Capacity, Empty Vehicle . . . . . . . . . Pounds . . . (Kilograms)
Heaped @ 2:1 (SAE) . . . . . . . . . 276 yd3 (211 m3) Front Axle (49.3%) . . . . . . 226,699 . . . . . (102 830)
Rear Axle (50.7%) . . . . . . . 233,137 . . . . . (105 750)
Struck . . . . . . . . . . . . . . . . . . . . . 224 yd3 (171 m3) Total (50% Fuel) . . . . . . . . 459,836 . . . . . (208 580)
Width (Inside) . . . . . . . . . . . . . . . .26 ft. 9 in. (8.15 m)
Depth . . . . . . . . . . . . . . . . . . . . . . .10 ft. 7 in. (3.2 m) Loaded Vehicle . . . . . . . . Pounds . . . (Kilograms)
Loading Height . . . . . . . . . . . . . . . . . . 23 ft. (7.01 m) Front Axle (33.9%) . . . . . . 363,000 . . . . . (164 656)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45° Rear Axle (66.1%) . . . . . . . 737,000 . . . . . (334 301)
Total * . . . . . . . . . . . . . . . 1,100,000 . . . . (498 957)
*Not to exceed 1,100,000 lbs. (498 957 kg) including options, fuel,
TIRES and payload. Weights in excess of this amount require factory
Radial Tires (standard) . . . . . . . . . . . . . . . 53/80 R63 approval.
. . . . . . . . . . . . . . . . . . . . . . . Rock Service, Tubeless
Rims . . . . . . . . . . . . . . . . . . . (patented Phase I rims)
A2-4 Major Component Description A02064
SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Precautions When Handling At High Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Precautions When Using ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
In Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
A03017 11/02 General Safety and Operating Instructions A3-1
Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions When Performing Maintenance At High Temperature Or High Pressure . . . . . . A3-16
Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Preliminary Procedures before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . . . A3-20
Normal Engine Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . A3-21
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
DYNAMIC RETARDING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
Dynamic Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
Starting On A Grade With A Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
DELAYED ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
A3-2 General Safety and Operating Instructions 11/02 A03017
GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts
of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to
the proper authority.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may
add many more to this list.
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.
Clothing And Personal Items
• Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death.
Additionally, never wear oily clothes as they are flammable.
• Wear a hard hat, safety glasses, safety shoes, mask and gloves when
operating or maintaining a machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials--particularly when driving pins with a hammer or when cleaning
air cleaner elements with compressed air. Also, ensure that the work area
is free from other personnel during such tasks.
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.
A03017 11/02 General Safety and Operating Instructions A3-3
Leaving The Operator’s Seat
• When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform the following:
• Move the shift control lever to NEUTRAL and apply the parking brake.
• Lower the dump body, set the dump lever to the FLOAT position.
• Stop the engine. When exiting the machine, always lock compartments, and take the keys with you. If the
machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or
death.
Mounting And Dismounting
• Never jump on or off the machine. Never climb on or off a machine while it is moving.
• When climbing on or off a machine, face the machine and use the hand-hold and steps.
• Never hold any control levers when getting on or off a machine.
• Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
• When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.
• If there is any oil, grease, or mud on the hand-holds or steps, wipe them clean immediately. Always keep these
components clean. Repair any damage and tighten any loose bolts.
• Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
Fire Prevention For Fuel And Oil
• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.
• Keep flames away from flammable fluids.
• Stop the engine and never smoke when refueling.
• Tighten all fuel and oil tank caps securely.
• Refueling and oiling should be done in well ventilated areas.
• Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.
A3-4 General Safety and Operating Instructions 11/02 A03017
Precautions When Handling At High Temperatures
• Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and
are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of
serious burns. Allow the heat and pressure to dissipate before performing such tasks and follow proper
procedures as outlined in the service manual.
• To prevent hot coolant from spraying:
1) Stop the engine.
2) Wait for the coolant temperature to decrease.
3) Turn the radiator cap slowly to release the pressure before removing.
• To prevent hot engine oil spray:
1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
Asbestos Dust Hazard Prevention
Asbestos dust is hazardous to your health when inhaled. If you handle materials containing
asbestos fibers, follow the guidelines below:
• Never use compressed air for cleaning.
• Use water for cleaning to control dust.
• Operate the machine or perform tasks with the wind to your back, whenever possible.
• Use an approved respirator when necessary.
Prevention Of Injury By Work Equipment
• Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious
bodily injury or death.
Fire Extinguisher And First Aid Kit
• Ensure fire extinguishers are accessible and proper usage techniques are known.
• Provide a first aid kit at the storage point.
• Know what to do in the event of a fire.
• Keep the phone numbers of persons you should contact in case of an emergency on
hand.
A03017 11/02 General Safety and Operating Instructions A3-5
Precautions When Using ROPS
• The Rollover Protection Structure (ROPS) must be properly installed for machine operation.
• The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support
the load of the machine, but also to absorb the energy of the impact.
• ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu,
or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be
able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or
modified as specified by Komatsu.
• When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
• Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments
• When installing and using optional equipment, read the instruction manual for the attachment and the
information related to attachments in this manual.
• Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu
distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper
operation and useful life of the machine.
• Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
A3-6 General Safety and Operating Instructions 11/02 A03017
PRECAUTIONS DURING OPERATION
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety require-
ments and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment
on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the equipment!
Safety At The Worksite
• When walking to and from a truck, maintain a safe distance from all machines even when the operator is
visible.
• Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
• Examine the road surface at the job site and determine the best and safest method of operation.
• Choose an area where the ground is as horizontal and firm as possible before performing the operation.
• If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work
site traffic duty or by installing fences around the work site.
• The operator must personally check the work position, the roads to be used, and existence of obstacles before
starting operations.
• Always determine the travel roads at the work site and maintain them so that it is always safe for the machines
to travel.
• If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts.
Never drive through water which exceeds the permissible water depth.
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.
Preparing For Operation
• Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in
motion. Always use handrails and ladders when mounting or dismounting the truck.
• Check the deck areas for debris, loose hardware, and tools. Check for people and objects that might be in the
way.
• Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-
skid material, grab bars, seat belts, etc.) are securely in place.
Ventilation For Enclosed Areas
• If it is necessary to start the engine within an enclosed area, provide adequate
ventilation. Exhaust fumes from the engine can kill.
A03017 11/02 General Safety and Operating Instructions A3-7
In Operator’s Cab - Before Starting The Engine
• Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all
unauthorized reading material out of the truck cab.
• Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
• Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use the seat belts when operating a machine.
• Read and understand the contents of this manual. Read Section 3 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
• Read and understand the WARNING and CAUTION decals in the operator's cab.
• Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.
• Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.
• Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities,
before operating the truck.
Mirrors, Windows, And Lights
• Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may
prevent an accident.
• Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass
or light should break, replace it with a new part.
• Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped
with the proper work lamps needed for the operating conditions.
OPERATING THE MACHINE
When Starting The Engine
• Never start the engine if a warning tag has been attached to the controls.
• When starting the engine, sound the horn as an alert.
• Start and operate the machine only while seated in the operator’s seat.
• Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.
Truck Operation - General
• Wear seat belt at all times.
• Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger
seat.
• Do not allow anyone to ride on the decks or steps of truck.
• Do not allow anyone to get on or off truck while it is in motion.
• Do not move the truck in or out of a building without a signal person present.
• Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should move in and out of buildings, loading areas and through traffic,
under the direction of a signal person. Courtesy at all times is a safety precaution!
• Immediately report any adverse conditions on haul road, pit or dump area that may cause an operating hazard.
A3-8 General Safety and Operating Instructions 11/02 A03017
• Check for flat tires periodically during a shift. If the truck has been run on a “flat”, it must not be parked in a
building until the tire cools. If the tire must be changed, do not stand in front of the 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 side of such tires.
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.
Check When Traveling In Reverse
Before operating the machine or work equipment, do as follows:
• Sound the horn to warn people in the area. For machines equipped with a
back-up alarm, ensure the alarm works properly.
• Check for personnel near the machine. Be particularly careful to check
behind the machine.
• When necessary, designate a person to watch the area for the truck
operator. This is particularly necessary when traveling in reverse.
• When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site
traffic.
• Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even with
machines equipped with a back-up alarm or rear view mirror.
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).
A03017 11/02 General Safety and Operating Instructions A3-9
Traveling On Slopes
• Traveling on slopes could result in the machine tipping over or slipping.
• Do not change direction on slopes. To ensure safety, drive to level ground before turning.
• Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.
• When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use
the foot brake except in an emergency.
• If the engine should stop on a slope, apply the service brakes fully and stop the machine. Apply the parking
brake after the machine has stopped.
Ensure Good Visibility
• When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if
necessary.
• Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed safely.
Operate Carefully On Snow
• When working on snowy or icy roads, there is danger that the machine may slip to the side on even the
slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions.
• Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and
cannot be seen. When traveling on snow-covered roads, always install tire chains.
Avoid Damage To Dump Body
• When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place
where there are height limits, always use extreme caution. The dump body must be completely lowered before
driving the machine.
Driving Near High Voltage Cables
• Driving near high-voltage cables can cause electric shock. Always maintain the safe distances between the
machine and the electric cable as listed below.
Voltage Minimum Safety Distance
6.6 kV 3m 10 ft.
33.0 kV 4m 14 ft.
66.0 kV 5m 17 ft.
154.0 kV 8m 27 ft.
275.0 kV 10 m 33 ft.
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.
A3-10 General Safety and Operating Instructions 11/02 A03017
When Dumping
• Before starting the dumping operation, check that there is no person or objects behind the machine.
• Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the
determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a
flagman.
• When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such
operations using extreme care.
• Never travel with the dump body raised.
Working On Loose Ground
• Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine
could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may
be weakened after heavy rain or blasting.
• Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine.
Avoid these areas whenever possible.
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.
Parking The Machine
• Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
• When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
• Before leaving the machine, lower the dump body fully, activate the parking brake, stop the engine, and lock
everything. Always take the key with you.
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.)
A03017 11/02 General Safety and Operating Instructions A3-11
WORKING NEAR BATTERIES
Battery Hazard Prevention
• Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid
on yourself, immediately flush the area with water.
• Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately
with large quantities of water and see a doctor at once.
• If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or
poison prevention center immediately.
• When working with batteries always wear safety glasses or goggles.
• Batteries generate hydrogen gas. Hydrogen gas is very explosive, and is easily ignited with a small spark of
flame.
• Before working with batteries, stop the engine and turn the key switch to the OFF position.
• Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools,
across the terminals.
• When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
• Tighten the battery cap securely.
• Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
Starting With Booster Cables
• Always wear safety glasses or goggles when starting the machine with booster cables.
• When starting from another machine, do not allow the two machines to touch.
• Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative
(-) cable first during removal.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution
when using tools near the battery.
• Connect the batteries in parallel: positive to positive and negative to negative.
• When connecting the ground cable to the frame of the machine to be started, connect it as far as possible from
the battery.
A3-12 General Safety and Operating Instructions 11/02 A03017
PRECAUTIONS FOR MAINTENANCE
BEFORE PERFORMING MAINTENANCE
Warning Tag
• If others start the engine or operate the controls while you are performing
maintenance, you could suffer serious injury or death.
• Always attach the warning tag to the control lever in the operator's cab to
alert others that you are working on the machine. Attach additional warning
tags around the machine, if necessary.
• These tags are available from your Komatsu distributor. (
• Part No. 09963-03000)
Proper Tools
• Use only tools suited to the task. Using damaged, low quality, faulty, or
makeshift tools could cause personal injury.
Stopping The Engine Before Service
• Before performing inspections or maintenance, stop the machine on firm flat ground, lower the dump body,
stop the engine and apply the parking brake.
• If the engine must be run during service, such as when cleaning the radiator, always move the shift control
lever to the NEUTRAL (N) position and apply the parking brake. Always perform this work with two people.
One person must sit in the operator's seat to stop the engine if necessary. Never move any controls not related
to the task at hand during these situations.
• When servicing the machine, use care not to touch any moving parts. Never wear loose clothing.
• Put blocks under the wheels.
• When performing service with the dump body raised, always place the dump lever in the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins or cable securely.
Securing The Dump Body
Any time personnel are required to perform mainte-
nance on the vehicle with the dump body in the raised
position, the body-up retention cable MUST be
installed.
1. To hold the dump body in the up position, raise the
body to it's maximum height.
2. Remove cable (3) from its stored position on the
body, and install between rear body ear (1) and axle
housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. Return the cable to stored position (2) after mainte-
nance is complete.
A03017 11/02 General Safety and Operating Instructions A3-13
DURING MAINTENANCE
Personnel
• Only authorized personnel can service and repair the machine. Extra precaution should be used when
grinding, welding, and using a sledge-hammer.
Attachments
• Place attachments that have been removed from the machine in a safe place and
manner to prevent them from falling.
Working Under The Machine
• Always lower all movable work equipment to the ground or to their lowest position
before performing service or repairs under the machine.
• Always block the tires of the machine securely.
• Never work under the machine if the machine is poorly supported.
Keep The Machine Clean
• Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always
keep your machine clean and tidy.
• If water gets into the electrical system, there is danger that the machine may
may move unexpectedly and/or damage to components may occur. Do not
use water or steam to clean any sensors, connectors, or the inside of the
operator's compartment.
• Use extreme care when washing the electrical control cabinet. Do not allow
water to enter the control cabinet around the doors or vents. Do not allow
any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control
cabinet (through any opening or crevice) major damage to the electrical components is possible.
• Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur.
• Do not spray water into the retard grids. Excess water in the retard grids can cause a ground fault, which will
prevent propulsion.
Rules To Follow When Adding Fuel Or Oil
• Spilled fuel and oil may cause slipping. Always clean up spills, immediately.
• Always tighten the cap of the fuel and oil fillers securely.
• Never use fuel for washing any parts.
• Always add fuel and oil in a well-ventilated area.
A3-14 General Safety and Operating Instructions 11/02 A03017
Radiator Water Level
• If it is necessary to add coolant to the radiator, stop the engine, and allow the
engine and radiator to cool down before adding the coolant.
• Slowly loosen the cap to relieve pressure during removal.
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.
Precautions With The Battery
• When repairing the electrical system or when performing electrical
welding, remove the negative (-) terminal of the battery to stop the flow
of current.
Handling High Pressure Hoses
• Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
• Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
Precautions With High Pressure Oil
• Do not forget that work equipment circuits are always under pressure.
• Do not add oil, drain oil, or perform maintenance or inspections before completely releasing the internal
pressure.
• Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin
and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check
for oil leakage.
• If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
A03017 11/02 General Safety and Operating Instructions A3-15
Precautions When Performing Maintenance At High Temperature Or High Pressure
• 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.
Rotating Fan And Belts
• Stay away from all rotating parts such as the radiator fan and fan belts.
• Serious bodily injury may result from direct or indirect contact with rotating
parts and flying objects.
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.
A3-16 General Safety and Operating Instructions 11/02 A03017
TIRES
Handling Tires
If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp
stones on rough road surfaces. This may lead to serious injury or damage.
To maintain tire safety, always adhere to the following conditions:
• Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is
too low.
• Use the specified tires.
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.
Storing Tires After Removal
• As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are
stored outside, always erect a fence around the tires and put up “No Entry” and other warning signs that even
young children can understand.
• Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
• If the tire should fall over, flee the area quickly. The tires for construction equipment are extremely heavy.
Trying to hold the tire must not be attempted and may lead to serious injury.
A03017 11/02 General Safety and Operating Instructions A3-17
ADDITIONAL JOB SITE RULES
• Use this space to add any additional job site rules not covered in any of the previous discussions.
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A3-18 General Safety and Operating Instructions 11/02 A03017
WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who understand the systems being repaired should attempt repairs.
2. Many components on the Komatsu truck are large and heavy. Insure that lifting equipment - hoists, slings,
chains, lifting eyes - are of adequate capacity to handle the lift.
3. Do not under a suspended load. Do not work under raised body unless body safety cables, props, or pins are
in place to hold the body in up position.
4. Do not repair or service the truck while the engine is running, except when adjustments can only be made
under such conditions. Keep a safe distance from moving parts.
5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for
protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants.
6. Follow package directions carefully when using cleaning solvents.
7. If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled
truck batteries to the 24V positive (+) post of the auxiliary assist. Use second cable to connect the 24V nega-
tive (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery.
8. Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the
unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging
alternator lead wire and isolate electronic control components before making welding repairs. (It is not neces-
sary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the “AID” circuit
control cards.)
Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be
attached as near as possible to the weld area. Never allow welding current to pass through ball bearings,
roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehi-
cle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause
damage to components.
9. If the truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special
towing precautions. (Also refer to the Operation and Maintenance Manual, Operating Instructions - Towing .)
10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
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.
11. Relieve pressure in lines or hoses before making any disconnects.
12. After adjustments or repairs, replace all shields, screens and clamps.
13. Tire Care:
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.
A03017 11/02 General Safety and Operating Instructions A3-19
SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK
Preliminary Procedures before Welding or Performing Maintenance
Prior to welding and/or repairing a 930E dump truck, maintenance personnel should attempt to notify a Komatsu
service representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should per-
form this service.
If it is necessary to perform welding or repair to the truck without the field engineer present, the following proce-
dures should be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the
chance for damage to equipment.
ANYTIME THE ENGINE IS RUNNING:
• Do not open any of the cabinet doors or remove any covers.
• Do not use any of the power cables for hand holds or foot steps.
• Do not touch the retarder grid elements.
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.
Normal Engine Shutdown Procedure
1. Stop the truck out of the way of other traffic on a level surface (dry, if possible) and free of overhead power
lines or other obstructions (in case dump body should need to be raised).
a. Reduce engine speed to idle. Allow the engine to cool gradually by running at low idle for approx. 5 min-
utes.
b. Place the directional selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the “parking brake applied” indicator light in the overhead display
panel is illuminated.
2. Place rest switch in ON position to put AC drive system in “rest” mode of operation. Be sure the “rest” indica-
tor light in the overhead panel is illuminated.
3. With engine cooled down, turn keyswitch counterclockwise to OFF position for normal shutdown of engine.
If the engine does not shutdown with keyswitch, use engine shutdown switch on operator cab center console,
and hold this switch down until engine stops.
4. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Insure the steering circuit is completely
bled down by turning the steering wheel back and forth several times. No front wheel movement will occur
when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance per-
sonnel.
5. Verify that all the link voltage lights are off (one on back wall of operator cab, and two on deck control cabi-
nets). Notify maintenance personnel if any light remains illuminated longer than five minutes after engine
shutdown.
6. Close and lock all windows, remove key from keyswitch, and lock the cab to prevent possible unauthorized
truck operation. Dismount the truck properly. Put wheel chocks in place.
A3-20 General Safety and Operating Instructions 11/02 A03017
Engine Shutdown Procedure before Welding or 7. Do not weld on the rear of the control cabi-
Performing Maintenance net! The metal panels on the back of the cabi-
net are part of capacitors and cannot be heated.
Normal operation of the drive system at shutdown
should leave the system safe to maintain. However, 8. Do not weld on the retard grid exhaust lou-
in the event of a system failure, performing the fol- vers - they are made of stainless steel. Some
lowing procedure prior to any maintenance activities power cable panels throughout the truck are
will ensure that no hazardous voltages are present in also made of aluminum or stainless steel. They
the AC drive system. must be repaired with the same material or the
power cables may be damaged.
1. Before shutting down the engine, verify the sta-
9. Power cables must be cleated in wood or other
tus of all the drive system warning lights on the
non-ferrous materials. Do not repair cable
overhead display panel. Use the lamp test
cleats by encircling the power cables with metal
switch to verify that all lamps are functioning
clamps or hardware. Always inspect power
properly.
cable insulation prior to servicing the cables and
If any of the red drive system warning lights prior to returning the truck to service. Discard
remain on, do not attempt to open any cabinets, cables with broken insulation.
disconnect any cables, or reach inside the
10. Power cables and wiring harnesses should be
retarder grid cabinet without a trained drive sys-
protected from weld spatter and heat.
tem technician present - even if engine is off.
Only qualified personnel, specifically Always fasten the welding machine ground (-)
trained for servicing the AC drive system, lead to the piece being welded; the grounding
should perform this service. clamp must be attached as near as possible
to the weld area.
2. If all red drive system warning lights are off, fol-
low the “Normal Engine Shutdown Procedure”. Always avoid laying welding cables over or
3. After the engine has been stopped for at least near the vehicle electrical harnesses. Welding
five minutes, inspect the link voltage lights on voltage could be induced into the electrical har-
the exterior of the main control cabinet and ness and cause damage to components.
back wall of the operator's cab (DID panel). If all Before doing any welding on the truck, always
lights are off, the retard grids, wheel motors, disconnect the battery charging alternator lead
alternator, and related power cables are safe to wire and isolate electronic control components.
work on.
In addition, always disconnect the positive and
4. Locate the GF cut-out switch in the access
negative battery cables of the vehicle. Failure
panel on the left side of the main control cabi-
to do so may seriously damage the battery and
net. Place the switch in the “alternator cutout”
electrical equipment.
position. This will prevent the alternator from re-
energizing and creating system voltage until the Never allow welding current to pass through
switch is returned to its former position. ball bearings, roller bearings, suspensions, or
5. The blower motors, control cabinet and power hydraulic cylinders.
cables connecting these devices are still 11. If the red lights on the exterior of the control
unsafe. To establish that these devices are cabinet and/or the back wall of the operator's
safe, open the top control cabinet cover and cab continue to be illuminated after following
inspect the red lights on the blower control the above procedure, a fault has occurred.
panel.
Leave all cabinet doors in place; do not touch
If these lights are off, the blower system, blower the retard grid elements; do not disconnect any
power cables and remainder of the control cab- power cables, or use them as hand or foot
inet is safe to work on. holds.
If these lights are on, refer to steps 11 - 12. Notify your Komatsu service representative,
6. Before welding on the truck, disconnect all elec- immediately. Only qualified personnel, specifi-
trical harnesses from the Engine Control Sys- cally trained for servicing the AC drive system,
tem (ECS) inside the electrical cabinet behind should perform this service.
the operator's cab. Also, disconnect the ground 12. If the red lights on the blower control panel are
strap from the ECS. illuminated after following the above procedure,
A03017 11/02 General Safety and Operating Instructions A3-21
a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control
panel, blower motor power cables.
Notify your Komatsu service representative, immediately. Only qualified personnel, specifically trained for
servicing the AC drive system, should perform this service.
13. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original
positions. Reconnect all harnesses prior to starting the truck.
Leave the drive system in the “rest” mode until the truck is to be moved.
A3-22 General Safety and Operating Instructions 11/02 A03017
TRUCK OPERATION
PREPARING FOR OPERATION Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
The safest trucks are those which have been prop- permitted, the operator should follow this or a similar
erly prepared for operation. At the beginning of each routine.
shift, a careful check of the truck should be made by
the operator before attempting to start the engine.
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a HIGH VOLTAGE MAY BE PRESENT ON THIS
potential accident by knowing the employer's safety TRUCK! DO NOT OPEN ANY ELECTRICAL CABI-
requirements, all necessary job site regulations, as NET DOORS ON THIS TRUCK WHEN THE
well as, use and care of the safety equipment on the ENGINE IS RUNNING! NEVER CLIMB ON ANY
truck. Only qualified operators or technicians should POWER CABLES OR USE POWER CABLES FOR
attempt to operate or maintain a Komatsu truck. HANDHOLDS OR FOOTHOLDS, UNLESS THE
Safe practices start before the operator gets to ENGINE HAS BEEN SHUT DOWN AND SYSTEM
the equipment! HAS BEEN VERIFIED AT “REST”!
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc., 1. Start at left front of truck. While performing the
can catch on a protrusion and cause a potential
walk around inspection, visually inspect all
hazard.
lights and safety equipment for external dam-
• Always use the personal safety equipment age from rocks or misuse. Make sure lenses
provided for the operator such as hard hats, are clean and unbroken.
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing Empty the dust pans on the left side air cleaner
devices should also be worn for operator safety. assemblies. Be sure battery box covers are in
place and secure.
• When walking to and from the truck, maintain a
safe distance from all machines, even if the 2. Move behind the front of the left front tire,
operator is visible. inspect the hub and brake assemblies for leaks
and any abnormal conditions. Check front
wheel hub oil sight gauge for oil level.
At The Truck - Ground Level Walk Around
Inspection Check that all suspension attaching hardware
is secure and inspect mounting key area for
At the beginning of each shift, a careful walk around evidence of wear. Check that the suspension
inspection of the truck should be performed before extension (exposed piston rod) is correct, and
the operator attempts engine start-up. A walk around that there are no leaks.
inspection is a systematic ground level inspection of 3. With engine stopped, check engine oil level.
the truck and its components to insure that the truck Use the service light if necessary.
is safe to operate before entering the operator's cab.
4. Inspect air conditioner belts for correct tension,
Start at the left front corner of the truck (see illustra- obvious wear, and tracking. Inspect fan guard
tion, next page), and move in a counter-clockwise security and condition. When leaving this point,
direction. Move front-to-rear, across the rear, and be sure to turn off the service light, if used.
continuing forward up the opposite side of the truck 5. Inspect anchor end of steering cylinder for
to the original starting point. proper greasing and for security.
If these steps are performed in sequence, and are 6. Move outboard of the front wheel, and inspect
repeated from the same point and in the same direc- attaching nuts/studs to be sure all are tight and
tion before every shift, many potential problems may in tact. Check tires for cuts, damage or bubbles
be avoided, or scheduled for maintenance. Unsched- Check for evidence of incorrect tire inflation.
uled downtime and loss of production can be
reduced as a result.
A03017 11/02 General Safety and Operating Instructions A3-23
START HERE
Walk Around Inspection
A3-24 General Safety and Operating Instructions 11/02 A03017
7. Move in behind the front wheel, and inspect the 15. Perform the same inspection on the right rear
steering cylinder. Check the greasing and suspension as done on the left.
attaching hardware. Check suspension attach- 16. Move around the right dual tires; inspect
ing hardware and suspension extension. Be between the tires for rocks, and check condition
sure the suspension protective boot is in good of the rock ejector. Inspect the tires for cuts or
condition. Inspect the hub and brakes for any damage, and for correct inflation.
unusual conditions. Check entire area for leaks.
17. Perform the same inspection for wheel nuts/
8. Inspect sight glass on hydraulic tank. With
studs and wheel leaks that was done on the left
engine stopped and body down, hydraulic fluid
hand dual wheels.
must be visible in lower sight glass.
9. Move around the hydraulic tank and in front of 18. Move in front of right dual tires, and inspect the
the rear dual tires; inspect the hoist cylinder for hoist cylinder in the same manner as the left
any damage and leaks. Inspect both upper and side. Check security and condition of body-up
lower hoist cylinder pins for security, and for limit switch. Remove any mud/dirt accumulation
proper greasing. from switch.
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.
A03017 11/02 General Safety and Operating Instructions A3-25
26. Before climbing ladder to first level, be sure ENGINE START-UP SAFETY PRACTICES
ground level engine shutdown switch is ON.
1. Ensure all personnel are clear of truck before
Inspect fire control actuator to be sure safety
starting engine. Always sound the horn as a
pin is in place and plastic tie that prevents acci-
warning before actuating any operational con-
dental actuation is in place and in good condi-
trols. If the truck is in an enclosure, ensure ade-
tion. Be sure battery disconnect switches are
quate ventilation before start-up. Exhaust
ON. Always use grab rails and ladder when
fumes are dangerous!
mounting or dismounting the truck. Clean lad-
der and hand rails of any foreign material, such 2. Be sure the parking brake switch is in the ON
as ice, snow, oil or mud. position. Check and insure selector switch is in
NEUTRAL before starting.
27. Use stairs and handrails while climbing from
first level to cab deck. Place rest switch in ON position (put drive sys-
tem in "rest" mode of operation). Refer to dis-
cussion of the rest switch in Section N,
Operator Cab Controls.
3. If truck is equipped with auxiliary cold weather
Always mount and dismount ladders facing the heater system(s), do not attempt to start engine
truck. Never attempt to mount or dismount while while heaters are in operation. Damage to
the truck is in motion. coolant heaters will result!
28. When checking coolant level in the radiator, use
coolant level sight gauge. If it is necessary to
remove the radiator cap, shut down engine (if
running), and relieve coolant pressure by
slowly removing the radiator cap.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
29. Inspect covers over retarding grids to be sure
latches are in place and secure. Inspect main
air inlet to be sure it is clear. Ensure all cabinet
door latches are secure.
30. Move around the cab to the back. Open the 4. The keyswitch is a three position (OFF, RUN,
doors to the brake cabinet; inspect for leaks. START) switch. When the switch is rotated one
31. Clean cab windows and mirrors; clean out cab position clockwise, it is in the RUN position and
floor as necessary. Ensure steering wheel, con- all electrical circuits (except START) are acti-
trols and pedals are free of any grease or mud. vated.
32. Stow personal gear in cab so that it does not a. Turn keyswitch to RUN (not START) posi-
interfere with any operation of the truck. Dirt or tion.
trash buildup, specifically in the operator's cab, b. With selector switch in NEUTRAL, rotate
should be cleared. Do not carry tools or sup- keyswitch fully clockwise to START position,
plies in the cab of truck or on the deck. and hold this position until engine starts (see
33. Adjust seat and steering wheel for use. NOTE below). The START position is spring-
loaded and will return to RUN when the key
34. Read and understand the description of all
is released.
operator controls in Section N, Operator Cab
Controls. Be familiar with all control locations
and functions before operating the truck.
A3-26 General Safety and Operating Instructions 11/02 A03017
c. After the engine has started, place rest AFTER ENGINE HAS STARTED
switch in the OFF position (de-activate the
1. Become thoroughly familiar with steering and
"rest" mode of operation). Refer to discus-
emergency controls. After engine has started
sion of rest switch, in Section N, Operator
and low pressure and warning systems are nor-
Cab Controls.
mal, test the truck steering in extreme right and
left directions. If the steering system is not
operating properly, shut the engine down,
NOTE: This truck is equipped with an engine prelube
immediately. Determine the steering system
system. With this feature, a noticeable time delay
problem and have repaired before resuming
may occur (while engine lube oil passages are being
operation.
filled and pressurized) before engine cranking will
begin. 2. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activa-
tion from the operator's cab of the service
Cold Weather Starting brake, parking brake, and brake lock. With the
• Do not crank an electric starter for more than 30 engine running and with the hydraulic circuit
seconds. fully charged, activate each circuit, individually.
If any application or release of any brake circuit
• Allow two minutes for cooling before attempting
to start the engine again. Severe damage to the appears sluggish or improper, or if warning
starter motors can result from overheating. alarms are activated on application or release,
shut the engine down and notify maintenance
personnel. Do not operate the truck until the
brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to ensure proper sys-
tem operation and proper instrument function-
ing. Give special attention to braking and
steering circuit hydraulic warning lights. If warn-
ing lights come on, shut down the engine imme-
diately and determine the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may pre-
vent an accident. Check operation of windshield
wiper.
5. When truck body is in dump position, do not
allow anyone beneath it unless body-up retain-
ing pin or cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the
ladder of the truck.
8. Do not leave the truck unattended while the
engine is running. Shut down the engine and
apply the park brake before getting out of the
cab.
A03017 11/02 General Safety and Operating Instructions A3-27
MACHINE OPERATION SAFETY
PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation. Do not use "brake lock" or "emergency brake" (if
equipped) for parking. With engine stopped,
hydraulic pressure will bleed down, allowing
brakes to release!
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.
The truck is equipped with "slip/slide" control. If
this function should become inoperative, operat- MACHINE OPERATION ON THE HAUL
ing the truck with stalled or free spinning wheel ROAD
motors may cause serious damage to wheel
motors! If the truck does not begin to move 1. Always stay alert! If unfamiliar with the road,
within 10 seconds after depressing throttle pedal drive with extreme caution. Cab doors should
(selector switch in a drive position), release remain closed at all times if truck is in motion or
throttle pedal and allow wheels to regain traction unattended.
before accelerating again. 2. Obey all road signs. Operate the truck so it is
under control at all times. Govern truck speed
1. Always look to the rear before backing the
by the road conditions, weather and visibility.
truck. Watch for and obey ground spotter's
Report haul road conditions, immediately.
hand signals before making any reverse move-
Muddy or icy roads, pot holes or other obstruc-
ments. Sound the warning horn (3 blasts).
tions can present hazards.
Spotter should have a clear view of the total
area at the rear of the truck. 3. Initial propulsion with a loaded truck should
begin from a level surface whenever possible,
2. Operate the truck only while properly seated
but when there are circumstances where start-
with seat belt fastened. Keep hands and feet
ing on a hill or grade cannot be avoided. Refer
inside the cab compartment while the truck is in
to Starting On A Grade With A Loaded Truck in
operation.
Secton A, General Safety and Operating
3. Check gauges and instruments frequently dur- Instructions.
ing operation for proper readings.
4. When backing the truck, give a back-up signal
4. Observe all regulations pertaining to the job (three blasts on the horn); when starting for-
site's traffic pattern. Be alert to any unusual traf- ward, two blasts on the horn. These signals
fic pattern. Obey the spotter's signals. must be given each time the truck is moved for-
5. Match the truck speed to haul road conditions ward or backward.
and slow the truck in any congested area. Keep 5. Use extreme caution when approaching a haul
a firm grip on the steering wheel at all times. road intersection. Maintain a safe distance from
6. Do not allow the engine to run at idle for oncoming vehicles.
extended periods of time. 6. Maintain a safe distance when following
7. Check parking brake periodically during shift. another vehicle. Never approach another vehi-
Use parking brake only for parking. Do not use cle from the rear, in the same lane, closer than
park brake for loading / dumping. Do not 50 ft. (15 m). When driving on a down grade,
attempt to apply parking brake while truck is this distance should not be less than 100 ft. (30
moving! m).
A3-28 General Safety and Operating Instructions 11/02 A03017
7. Do not stop or park on a haul road unless NOTE: The exact engine speed in retarding may vary
unavoidable. If you must stop, move truck to a due to the temperature of certain components; this is
safe place, apply parking brake, and shut down controlled by the propulsion system controller.
engine before leaving cab. Block wheels
Dynamic retarding will be applied automatically, if
securely and notify maintenance personnel for
the speed of the truck obtains the maximum truck
assistance.
speed of 40 mph (64 kph). Any application of the
8. Before starting up or down a grade, maintain a dynamic retarding system (automatic, retarder lever,
speed that will insure safe driving and provide or foot pedal) will cause an indicator light to illumi-
effective retarding under all conditions (Refer to nate in the overhead display panel.
Dynamic Retarding, in Section N, Operator Cab
Controls. The grade/speed chart in the opera- Dynamic Retarder Control Lever
tor's cab should always be referenced to deter-
The dynamic retarder control lever mounted on the
mine maximum safe truck speeds for
right side of the steering column can be used to mod-
descending various grades with a loaded truck.
ulate retarding effort. The lever will command the full
9. When operating truck in darkness, or when visi- range of retarding and will remain at a fixed position
bility is poor, do not move truck unless all head- when released.
lights, clearance lights, and tail lights are on. Do
not back truck if back-up horn or lights are inop- a. When the lever is rotated to full "up" (coun-
erative. Always dim headlights when meeting terclockwise) position, it is in the "OFF/No
oncoming vehicles. Retard" position.
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.
DYNAMIC RETARDING OPERATION The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
Dynamic Retarding is a braking torque (not a brake) The Propulsion System Controller (PSC) will deter-
produced through electrical generation by the wheel mine which device is requesting the most retarding
motors when the truck motion (momentum) is the effort and apply that amount.
propelling force. For normal truck operation, dynamic
retarding should be used to slow and control the
speed of the truck.
Dynamic Retarder/Service Brake Pedal
Dynamic retarding is available in "FORWARD/
The dynamic retarder/service brake pedal is a single,
REVERSE" at all truck speeds above 0 mph/kph;
foot-operated pedal which controls both retarding
however, as the truck speed slows below 3 mph (4.8
and service brake functions. The first portion of pedal
kph), the available retarding force may not be effec-
travel commands retarding effort through a rotary
tive. Use the service brakes to bring the truck to a
potentiometer. The second portion of pedal travel
COMPLETE stop.
modulates service brake pressure directly through a
Dynamic retarding will not hold a stationary truck on hydraulic valve. Thus, the operator must first apply,
an incline; use the parking brake or wheel lock brake and maintain, full dynamic retarding in order to apply
for this purpose. the service brakes. Releasing the pedal returns the
brake and retarder to the OFF position.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph). When the pedal is partially depressed, dynamic
retarding is actuated. As the pedal is further
When dynamic retarding is in operation, the engine
depressed to where dynamic retarding is fully
rpm will automatically go to an advance rpm retard
applied; the service brakes (while maintaining full
speed setting (usually 900 - 1000 rpm*).
retarding) are then actuated through a hydraulic
A03017 11/02 General Safety and Operating Instructions A3-29
valve, which modulates pressure to the service LOADING
brakes. Completely depressing the pedal causes
1. Pull into the loading area with caution. Remain
full application of both dynamic retarding and the
at a safe distance while truck ahead is being
service brakes. An indicator light in the overhead
loaded.
panel will illuminate, and an increase in pedal resis-
tance, will be felt when the service brakes are 2. Do not drive over unprotected power cables.
applied. 3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
For normal truck operation, dynamic retarding (lever
working in the area.
or foot-operated pedal) should be used to slow and
control the speed of the truck. 4. When pulling in under a loader or shovel, follow
"spotter" or "shovel operator" signals. The truck
Service brakes should be applied only when dynamic operator may speed up loading operations by
retarding requires additional braking force to slow the observing the location and loading cycle of the
truck speed quickly, or when bringing the truck to a truck being loaded ahead, then follow a similar
complete stop. pattern.
5. During loading, the operator must stay in the
truck cab with engine running. Place the selec-
Starting On A Grade With A Loaded Truck tor switch in NEUTRAL and apply the brake
Initial propulsion with a loaded truck should begin lock.
from a level surface whenever possible. There are 6. When loaded, pull away from shovel as quickly
circumstances when starting on a hill or grade cannot as possible but with extreme caution.
be avoided; use the following procedure:
1. Fully depress the foot-operated retarder/ser-
vice brake pedal (Do Not use retarder lever) to
hold the truck on the grade. With service brakes
fully applied, move the selector switch to a drive DUMPING
position (FORWARD/REVERSE) and increase
Raising The Dump Body
engine rpm with throttle pedal.
2. As engine rpm approaches maximum, and 1. Pull into dump area with extreme caution. Make
operator senses propulsion effort working sure area is clear of persons and obstructions,
against the brakes, release the brakes and let including overhead utility lines. Obey signals
truck movement start. Be sure to completely directed by the spotter, if present.
release the foot-operated retarder/service brake Avoid unstable areas. Stay a safe distance
pedal. As truck speed increases above 3-5 mph from edge of dump area. Position truck on a
(5-8 kph) the Propulsion System Control (PSC) solid, level surface before dumping.
will drop propulsion, if the retarder is still
applied.
Releasing and reapplying dynamic retarding
during a hill start operation will result in loss of
propulsion. As the body raises, the truck center of gravity will
move. Truck must be on level surface to prevent
tipping / rolling!
PASSING 2. Carefully maneuver truck into dump position.
When backing truck into dump position, use
1. Do not pass another truck on a hill or blind only the foot-operated brake pedal to stop and
curve! hold truck; Do not rely on wheel brake lock to
2. Before passing, make sure the road ahead is stop truck; this control is not modulated and
clear. If a disabled truck is blocking your lane, applies rear service brakes only.
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
A3-30 General Safety and Operating Instructions 11/02 A03017
3. When truck is stopped and in dump position, Lowering The Dump Body
apply wheel brake lock and move the selector
(When dumping on flat ground):
switch to the NEUTRAL position..
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
The dumping of very large rocks (10% of payload, clear the material) before the body can be lowered.
or greater) or sticky material (loads that do not 1. Shift selector switch to FORWARD, release
flow freely from the body) may allow the material brake lock, depress Override button and drive
to move too fast and cause the body to move rap- just far enough forward for body to clear mate-
idly and suddenly. This sudden movement may rial. Stop, shift selector switch to NEUTRAL
jolt the truck violently and cause possible injury apply brake lock.
to the operator, and/or damage to the hoist cylin- 2. Move hoist lever forward to DOWN position and
ders, frame, and/or body hinge pins. If it is neces- release. Releasing the lever places hoist control
sary to dump this kind of material, refer to the valve in the FLOAT position allowing the body
WARNING in the following procedure: to return to frame.
NOTE: If dumped material builds
4. Pull the lever to up at the rear of the body and the
the rear to actu- body cannot be lowered, then
ate hoist circuit. perform Steps "a" and "b" below:
(Releasing the
lever anywhere
during "hoist up"
will hold the body
a. Move hoist lever back to the RAISE position
at that position.)
to fully raise the dump body. Then release
the hoist lever so it returns to the HOLD posi-
tion.
5. Raise engine rpm b. Shift selector switch to FORWARD, release
to accelerate hoist speed. Refer to the WARN- brake lock, depress override button and
ING below. drive forward to clear the material. Stop, shift
selector switch to NEUTRAL, apply brake
lock and lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
If dumping very large rocks or sticky material as in the dump body suddenly lowering after the truck
described in WARNING above, slowly accelerate has pulled ahead of the material that was previously
engine rpm to raise body. When the material preventing the body from lowering.
starts to move, release hoist lever to HOLD posi-
tion. If material does not continue moving and
clear body, repeat this procedure until material
has cleared body.
6. Reduce engine rpm as last stage of hoist cylin- CAUTION! The truck is not to be moved with the
der begins to extend and let engine go to low dump body raised except for emergency pur-
idle as last stage reaches half-extension. poses only. Failure to lower body before moving
truck may cause damage to hoist cylinders,
7. Release hoist lever as last stage of hoist cylin-
frame and/or body hinge pins.
der reaches full extension.
3. With body returned to frame, move selector
8. After material being dumped clears body, lower
switch to FORWARD, release brake lock, and
body to frame.
leave dump area carefully.
A03017 11/02 General Safety and Operating Instructions A3-31
Lowering The Dump Body TOWING
(When dumping over a berm or into a crusher): Prior to towing a truck, many factors must be care-
1. Move hoist lever forward to DOWN position and fully considered. Serious personal injury and/or sig-
release. Releasing the lever places hoist con- nificant property damage may result if important
trol valve in the FLOAT position allowing the safety practices, procedures and preparation for
body to return to frame. moving heavy equipment are not observed. Do not
tow the truck any faster than 5 mph (8 kph).
NOTE: If dumped material builds
up at the rear of the body and the Attachments for towing the 930E are available from
body cannot be lowered, perform Komatsu Distributors as follows:
Steps "a" & "b" below: Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One
a. Move hoist lever back to MK3941 kit is required for each truck in the fleet.
the HOIST position to
fully raise the dump body. Release the hoist Tow Adaptor Structure - MK3945: This structure
lever so it returns to the HOLD position. must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
NOTE: DO NOT drive forward if the tail of body will unloaded vehicle only.
not clear the crusher wall in the fully raised position.
A disabled machine may be towed after the following
b. Shift selector switch to FORWARD, release minimum precautions have been taken.
brake lock, depress Override button and
drive forward to clear the material. Stop, shift 1. Shut down engine.
selector switch to NEUTRAL, apply brake 2. If truck is equipped, install hydraulic connec-
lock and lower body again. tions for steering and dumping between towing
and towed vehicles. Check towed vehicle for
NOTE: Failure to "hoist" the body after making an
braking system.
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck 3. Inspect tow bar for adequacy (approximately
has pulled ahead of the material that was previously 1.5 times the gross vehicle weight of truck being
preventing the body from lowering. towed).
4. Determine that towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
5. Block disabled truck to prevent movement while
CAUTION! The truck is not to be moved with the attaching tow bar.
dump body raised except for emergency pur-
6. Release disabled truck brakes and remove
poses only. Failure to lower body before moving
blocking.
truck may cause damage to hoist cylinders,
frame and/or body hinge pins. 7. Sudden movement may cause tow bar failure.
Smooth, gradual truck movement is preferred.
8. Minimize tow angle at all times - never exceed
2. With body returned to frame, move selector 30°. The towed truck must be steered in the
switch to FORWARD, release brake lock, and direction of the tow bar.
leave dump area carefully.
A3-32 General Safety and Operating Instructions 11/02 A03017
SAFE PARKING PROCEDURES
The operator must continue the use of safety precau- 3. With engine cooled down, turn keyswitch coun-
tions when preparing for parking and engine shut- terclockwise to OFF position for normal shut-
down. down of engine.
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.
NORMAL ENGINE SHUTDOWN DELAYED ENGINE SHUTDOWN
PROCEDURE PROCEDURE
The following procedure should be followed at each
1. Stop the truck out of the way of other traffic on
engine shutdown.
a level surface and free of overhead power
1. Stop the truck out of the way of other traffic on lines or other obstructions (in case dump body
a level surface and free of overhead power should need to be raised).
lines or other obstructions (in case dump body
a. Reduce engine speed to low idle.
should need to be raised).
b. Place the directional selector switch in NEU-
a. Reduce engine speed to idle.
TRAL.
b. Place the selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the
c. Apply the parking brake switch. Be sure the "parking brake applied" indicator light in the
"parking brake applied" indicator light in the overhead display panel is illuminated.
overhead display panel is illuminated. 2. Place rest switch in ON position to put AC Drive
d. Allow engine to cool gradually by running at System in "rest" mode of operation. Be sure the
low idle for 3 to 5 minutes, or if preferred, "rest" indicator light in the overhead panel is illu-
activate the 5 minute shutdown delay timer minated.
as described on the following page. 3. Refer to Instrument Panel and Indicator Lights
2. Place rest switch in ON position to put AC Drive in Section N for location of the engine shutdown
system in "rest" mode of operation. Be sure the switch with 5 minute idle timer delay. This is a
"rest" indicator light in the overhead panel is illu- 3-position rocker-type switch (OFF-ON-
minated. MOMENTARY).
A03017 11/02 General Safety and Operating Instructions A3-33
4. Press the top of the SUDDEN LOSS OF ENGINE POWER
engine shutdown switch
to select the ON (center) Bring the truck to a safe stop as quickly as possible
position. Press the top of by using the foot pedal to apply the service brakes.
the switch again to acti-
vate the timer delay
(momentary position).
Release the switch and
allow it to return to the
Dynamic retarding will not be available! Do not
ON position.
use the service brakes for continuous retarding
When the engine shutdown purposes.
timer has been activated,
the timer delay indicator If possible, steer the truck to the side of the road
light in the overhead status while bringing it to a complete stop. Apply the parking
panel will illuminate to indi- brake as soon as the truck has stopped moving. Turn
cate that the shutdown tim- key switch OFF and notify maintenance personnel
ing sequence has started. immediately.
The engine will continue to If the truck becomes disabled where traffic is heavy,
idle for approximately 5 minutes to allow for mark the truck with warning flags in daylight or flares
proper engine cool-down before stopping. at night.
5. Turn the keyswitch counterclockwise to the
If the engine suddenly stops, there is enough hydrau-
OFF position to cause the engine to shutdown
lic pressure stored in the brake and steering accumu-
when the timing sequence is complete. When
lators to allow the operation of the steering and brake
the engine stops, this will activate the hydraulic
functions. However, this oil supply is limited so it is
bleeddown timer and turn off the 24 VDC elec-
important to stop the truck as quickly and safely as
tric circuits controlled by the keyswitch.
possible after the loss of engine power. If the brake
NOTE: To cancel the 5 minute idle timer sequence, supply pressure drops to a pre-determined level, the
press the timer delay shutdown switch to the OFF "low brake pressure" warning light will illuminate and
(lower) position. If the keyswitch is in the OFF a buzzer will sound. If the brake pressure continues
position, the engine will stop. If the keyswitch is in the to decrease, the "auto-apply" feature will activate and
ON position, the engine will continue to run. the service brakes will apply automatically to stop the
truck. Apply the parking brake as soon as the truck
comes to a complete stop.
A3-34 General Safety and Operating Instructions 11/02 A03017
WARNINGS AND CAUTIONS
The following pages give an explanation of the warn- A plate attached to the right rear corner of the cab
ing, caution, and service instruction plates and states the Rollover Protective Structure (ROPS) and
decals attached to the truck. The plates and decals Falling Object Protective Structure (FOPS) meets
listed here are typical of this Komatsu model, but various SAE performance requirements.
because of customer options, individual trucks may
have plates and decals that are different from those
shown here.
The plates and decals must be kept clean and legi-
ble. If any decal or plate becomes unable to be read
or damaged, it should be replaced with a new one.
A warning decal surrounds the key switch located to
the right of the steering column on the instrument
! WARNING ! Do not make modifications to this
panel. The warning stresses the importance of read-
structure, or attempt to repair damage without
ing the operator's manual before operation.
written approval from Komatsu. Unauthorized
repairs will void certification.
A warning instruction is applied below the parking
brake and the rear wheel brake lock switches which
are located to the right of the steering column on the
instrument panel. Pushing the top of the rocker-style
switch turns the function ON, pushing the bottom,
turns it OFF.
A grade/speed retard chart is located on the left front
post of the operator's cab and provides the recom-
mended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
The parking brake is spring applied and
hydraulically released. It is designed to
hold a stationary truck when the engine
is shutdown and keyswitch is turned
OFF. The truck must be completely
stopped before applying the parking brake, or dam-
age may occur to parking brake.To apply the parking
brake, press the rocker switch toward the ON sym-
bol. To release the parking brake, press the rocker
switch toward the OFF symbol. When the keyswitch
is ON and parking brake switch is applied, the park-
ing brake indicator light (A3, overhead panel) will be
illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch ON and engine running,
sudden shock caused by loading or dumping could
cause the system’s motion sensor to release the park
brake.
A04039 Warnings and Cautions A4-1
The wheel brake lock switch is for hold- These decals are placed above the battery discon-
ing the truck while parked at the shovel nect switches on the right side of the front bumper to
during loading, or while dumping. It indicate OFF and ON positions of the switches.
applies the rear service brakes only. If
the brake treadle valve does not oper-
ate, apply this brake to stop the truck. Do Not use
this brake as a parking brake when leaving the truck.
With engine shut down, the hydraulic system will
eventually bleed down, releasing the service brakes.
A warning plate is mounted on top of the radiator
Attached to the exterior of both battery compart- surge tank cover near the radiator cap. The engine
ments is a danger plate. This plate stresses the need cooling system is pressurized. Always turn the key
to keep from making any sparks near the battery. switch OFF and allow the engine to cool before
When another battery or 24VDC power source is removing radiator cap. Unless the pressure is first
used for auxiliary power, all switches must be OFF released, removing the radiator cap after the engine
prior to making any connections. When connecting has been running for a time will result in the hot cool-
auxiliary power cables, positively maintain correct ant being expelled from the radiator. Serious scald-
polarity; connect the positive (+) posts together and ing and burning may result.
then connect the negative (-) lead of the auxiliary
power cable to a good frame ground. Do not con-
nect to the negative posts of the truck battery or
near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the bat-
teries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
Warning plates are mounted on the frame in front of,
and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
This plate is placed on both battery boxes and near
the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.
A4-2 Warnings and Cautions A04039
Warning plates are attached to both the hydraulic This danger plate is attached to all four suspensions.
tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
body-up retention device (pins or cable) is in position.
The plate contains instructions for releasing internal
pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
These danger plates are mounted on the outside of
each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
A plate on the side of the hydraulic tank furnishes
of each of the accumulators (both steering and
instructions for filling the hydraulic tank.
brake) with the same danger message.
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
system contamination. Service the tank with clean
Type C-4 hydraulic oil. All oil being put into the
hydraulic tank should be filtered through 3 micron fil-
ters.
These warning decals are mounted on the side of
each of the accumulators (both steering and brake)
to alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service man-
ual prior to performing any service.
A04039 Warnings and Cautions A4-3
A caution decal is attached below the hydraulic tank A wheel motor oil level decal is attached to the gear
oil level sight gauge. Check level with body down, cover on both electric wheel motors. This decal
engine stopped, and key switch OFF. Add oil per fill- stresses the fact that the truck must be on a level
ing instructions, if oil level is below top of sight glass. surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate is located on the frame near the left
hoist cylinder which provides the operator or techni-
cian with the hook-up procedure for dumping a
loaded, disabled truck, by using a functional truck for
A warning plate is attached to the hydraulic tank to hydraulic power.
inform technicians that high pressure hydraulic oil is Refer to the Section L for additional instructions for
present during operation. When it is necessary to using this procedure.
open the hydraulic system, be sure engine is stopped
and key switch is OFF to bleed down hydraulic pres-
sure. There is always a chance of residual pressure
being present. Open fittings slowly to allow all pres-
sure to bleed off before removing any connections.
Warning decals are applied to both brake accumula-
tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to be sure to close the accumulator drain
valves after they have been opened to bleed brake
pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
Any operating fluid, such as hydraulic oil, escap-
ing 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.
A4-4 Warnings and Cautions A04039
This caution decal is placed near the battery discon- A caution decal is also attached to the door of the
nect switches on the right side of the front bumper to rear hatch cover to alert personnel that hot exhaust
alert servicing technicians that before doing any air is present and may cause injury.
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.
This caution decal is also placed around the retard-
ing grid cabinet.
In addition, always disconnect the positive and nega-
tive battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area. These warning plates are mounted on all of the AC
Never allow welding current to pass through ball drive control housings and cabinets.
bearings, roller bearings, suspensions, or hydraulic
High voltage may be present, with or without, the
cylinders. Always avoid laying welding cables over or
engine running!
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and Only authorized personnel should access these cabi-
possibly cause damage to components. nets.
A high voltage danger plate is attached to the door of
the rear hatch cover. High voltage may be present!
Only authorized personnel should access this rear
housing.
A04039 Warnings and Cautions A4-5
This caution decal is placed on the back of the con- This decal is placed near three different indicator
trol cabinet to alert service technicians that this area lights:
contains capacitors and must not be disturbed in any
manner.
• In the operator cab, on the D.I.D. panel on the
rear wall.
• On the front of the control box which is mounted
on the right side of the main control cabinet.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exer-
cised!
This decal is placed on the ground level engine shut-
This information decal is placed on the outside of the
down switch which is mounted on the left side of the
door panel on the control cabinet wall that faces the
front bumper structure. It specifies that this switch is
right side of the operator cab. for emergency shutdown only.
A4-6 Warnings and Cautions A04039
This page illustrates a variety of decals which are
mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it should be replaced
immediately.
Maintenance personnel must follow these lifting
instructions.
A04039 Warnings and Cautions A4-7
A product identification plate is located
on the main frame in front of the right
side front wheel and shows the truck
model number, maximum G.V.W. and
product identification number (truck
serial number).
The product identification number (truck
serial number) contains information
which will identify the original manufac-
turing bill of material for this unit.
The complete truck serial number will be
required for the proper ordering of many
service parts and/or warranty consider-
ation.
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P, Lubrica-
tion and Service, in this manual for more complete lubrication instructions.
A4-8 Warnings and Cautions A04039
STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most spec- EFFECT OF SPECIAL LUBRICANTS
ifications. U.S. standard units are specified first, with On Fasteners and Standard Torque Values
metric (SI) units in parentheses. References through- KOMATSU engineering department does NOT recom-
out the manual to standard torques or other standard mend the use of special “friction-reducing” lubricants
values will be to one of the following Charts or Tables. such as, “Copper Coat”, “Never Seize”, and other simi-
For values not shown in any of the charts or tables, lar products on the threads of standard fasteners
standard conversion factors for most commonly used where “standard torque” values are applied.
measurements are provided in TABLE XIII, page 1-14.
The use of special “friction-reducing” lubricants will sig-
nificantly alter the clamping force being applied to fas-
INDEX OF TABLES
teners during the tightening process.
TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1
If special “friction-reducing” lubricants are used with the
TABLE II . Standard Torque, 12-Point, Grade 9 . . A5-2
“Standard Torque” values listed below in Table I (and in
TABLE III . . Standard Metric Assembly Torque . . A5-2 Komatsu shop manuals), excessive stress and possi-
TABLE IV . . . . . . JIC Swivel Nuts Torque Chart . . A5-3 ble breakage of the fasteners may result.
TABLE V . . . . . . . . .Pipe Thread Torque Chart . . A5-3 Where Torque Tables specify “Lubricated Threads” for
TABLE VI . . . . . . . . O-Ring Boss Torque Chart . . A5-3 the Standard Torque values listed, these standard
torque values are to be used with simple lithium
TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3 base chassis grease (multi-purpose EP NLGI) or a
TABLE VIII . Torque Conversions (ft.lbs. - N.m) . . A5-4 rust- preventive grease (see list, page 1-10) on the
TABLE IX . . Torque Conversions (ft.lbs. - kg.m) . . A5-4 threads and seats, unless specified otherwise.
TABLE X . . . Pressure Conversions (psi - kPa) . . A5-4
NOTE: Always be sure threads of fasteners and
TABLE XI . . Pressure Conversions (psi - MPa) . . A5-5 tapped holes are free of burrs and other imperfec-
TABLE XII . . . . . . . .Temperature Conversions . . A5-5 tions before assembling.
TABLE XIII . . . Common Conversion Multipliers . . A5-6 Standard torque values are not to be used when
“Turn-of-the-Nut” tightening procedures are rec-
ommended.
Grade 5 TABLE I. -STANDARD TORQUE CHART
Grade 8
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES ±10%
Cap- TORQUE - TORQUE - Cap- TORQUE - TORQUE -
screw GRADE 5 GRADE 8 screw GRADE 5 GRADE 8
Thread Thread
ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
Size Size
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
A05001 12/99 Standard Torque Chart and Tables A5-1
Standard Assembly Torques For 12-Point, Grade 9, Standard Metric Assembly Torque For Class 10.9
Capscrews (SAE) Capscrews & Class 10 Nuts
The following specifications apply to required assembly
The following specifications apply to required assembly torques for all metric Class 10.9 finished hexagon head
torques for all 12-Point, Grade 9 (170,000 psi minimum capscrews and Class 10 nuts.
tensile), Capscrews.
•Capscrew threads and seats SHALL NOT be
•Capscrew threads and seats SHALL be lubri- lubricated when assembled. These specifications
cated when assembled. are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.NOTE:
Unless instructions specifically recommend other- If zinc-plated hardware is used, each piece must
wise, these standard torque values are to be used be lubricated with a Rust Preventive Grease or
with simple lithium base chassis grease (multi-pur- Lithium-base grease to achieve the same clamp-
pose EP NLGI) or a rust-preventive grease (see list, ing forces provided below.
this page) on the threads.
•Torques are calculated to give a clamping force of
•Torques are calculated to give a clamping force of approximately 75% of proof load.
approximately 75% of proof load.
•The maximum torque tolerance shall be within
•The maximum torque tolerance shall be ±10% of ±10% of the torque value shown.
the torque value shown.
TABLE III. - STANDARD METRIC ASSEMBLY TORQUE
CAPSCREW TORQUE TORQUE TORQUE
SIZE* N.m ft.lbs. kg.m
TABLE II. - STANDARD ASSEMBLY TORQUE
M6 x1 12 9 1.22
for 12-Point, Grade 9 Capscrews
M8 x 1.25 30 22 3.06
CAPSCREW TORQUE TORQUE TORQUE M10 x 1.5 55 40 5.61
SIZE* ft. lbs. N.m kg.m M12 x 1.75 95 70 9.69
0.250 - 20 12 16 1.7 M14 x 2 155 114 15.81
0.312 - 18 24 33 3.3 M16 x 2 240 177 24.48
0.375 - 16 42 57 5.8 M20 x 2.25 465 343 47.43
0.438 -14 70 95 9.7 M24 x 3 800 590 81.6
0.500 -13 105 142 14.5 M30 x 3.5 1600 1180 163.2
0.562 - 12 150 203 20.7 M36 x 4 2750 2028 280.5
0.625 - 11 205 278 28.3 * Shank Diameter (mm) - Threads per millimeter
0.750 - 10 360 488 49.7 This table represents standard values only. Do not use these val-
0.875 - 9 575 780 79.4 ues to replace torque values which are specified in assembly
1.000 - 8 860 1166 119 instructions.
1.000 - 12 915 1240 126 Suggested* Sources for Rust Preventive Grease:
1.125 - 7 1230 1670 170 •AMERICAN ANTI-RUST GREASE #3-X from Stan-
1.125 - 12 1330 1800 184
dard Oil Company (also American Oil Co.)
1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
•GULF NORUST #3 from Gulf Oil Company.
1.375 - 6 2270 3080 313 •MOBILARMA 355, Product No. 66705 from Mobil
1.375 - 12 2475 3355 342 Oil Corporation.
1.500 - 6 2980 4040 411 •RUST BAN 326 from Humble Oil Company.
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per inch
•RUSTOLENE B GREASE from Sinclair Oil Com-
This table represents standard values only. Do not use these val- pany.
ues to replace torque values which are specified in assembly •RUST PREVENTIVE GREASE - CODE 312 from
instructions.
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineer-
ing approved sources for use in Komatsu manufac-
ture. It is not exclusive. Other products may meet
the same specifications of this list.
A5-2 Standard Torque Chart and Tables 12/99 A05001
TABLE IV. TABLE VI.
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEALS O-RING BOSS FITTINGS
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
TABLE V. TABLE VII.
TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS
PIPE WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE
SIZE THREAD SEALANT SEALANT CODE (O.D.) UNF-2B FT. LBS.
CODE SIZE FT. LBS. FT. LBS.
–4 0.250 0.438 – 20 11 ±1
–2 0.125 – 27 15 ±3 20 ±5
–6 0.375 0.562 – 18 18 ±2
–4 0.250 – 18 20 ±5 25 ±5
–8 0.500 0.750 – 16 35 ±4
–6 0.375 – 18 25 ±5 35 ±5
– 10 0.625 0.875 – 14 51 ±5
–8 0.500 – 14 35 ±5 45 ±5
– 12 0.750 1.062 – 12 71 ±7
– 12 0.750 – 14 45 ±5 55 ±5
– 16 1.000 1.312 – 12 98 ±6
– 16 1.000 – 11.50 55 ±5 65 ±5
– 20 1.250 1.625 – 12 132 ±7
– 20 1.250 – 11.50 70 ±5 80 ±5
– 24 1.500 1.875 – 12 165 ±15
– 24 1.500 – 11.50 80 ±5 95 ±10
– 32 2.000 – 11.50 95 ±10 120 ±10
A05001 12/99 Standard Torque Chart and Tables A5-3
TABLE VIII. TORQUE CONVERSIONS
Foot Pounds – ft. lbs. To Newton-meters (N.m)
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
TABLE IX. TORQUE CONVERSIONS
Foot Pounds – ft. lbs. To kilogram-meters (kg.m)
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
TABLE X. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa
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
A5-4 Standard Torque Chart and Tables 12/99 A05001
TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
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.
TABLE XII. TEMPERATURE CONVERSIONS
Formula: F° - 32 / 1.8 = C° or C° x 1.8 + 32 = F°
CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT
C° F° C° F° C° F°
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 –1 30 86
113 235 455 54 130 266 –4 25 77
110 230 446 52 125 257 –7 20 68
107 225 437 49 120 248 –9 15 59
104 220 428 46 115 239 – 12 10 50
102 215 419 43 110 230 – 15 5 41
99 210 410 41 105 221 – 18 0 32
96 205 401 38 100 212 – 21 –5 23
93 200 392 35 95 293 – 23 – 10 14
91 195 383 32 90 194 – 26 – 15 5
88 190 374 29 85 185 – 29 – 20 –4
85 185 365 27 80 176 – 32 – 25 – 13
82 180 356 24 75 167 – 34 – 30 – 22
79 175 347 21 70 158 – 37 – 35 – 31
77 170 338 18 65 149 – 40 – 40 – 40
74 165 329 15 60 140 – 43 – 45 – 49
71 160 320 13 55 131 – 46 – 50 – 58
68 155 311 10 50 122 – 48 – 55 – 67
66 150 302 7 45 113 – 51 – 60 – 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If
starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
A05001 12/99 Standard Torque Chart and Tables A5-5
TABLE XIII
COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS
ENGLISH To METRIC METRIC To ENGLISH
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
A5-6 Standard Torque Chart and Tables 12/99 A05001
SECTION A7
STORAGE AND IDLE MACHINE PREPARATION
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
Short Term Idle Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
After The Engine Has Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Preparing Engine For Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Temporary Storage (30 Days Or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Extended Storage (more Than 30 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
RESTORING AN ENGINE AFTER EXTENDED STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-14
ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storage Instructions and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Placing Equipment Into Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storing A Truck That Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15
Storing A Truck That Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16
Storing A Major Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16
Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
Placing Equipment Into Service After Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
When A Truck Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
When A Truck Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
For The First Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-18
A07003 Storage Procedures A7-1
NOTES
A7-2 Storage Procedure A07003
STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a 2. On a weekly schedule, perform a visual check
machine to be idle for an extended period of time. of the vehicle, start and run the engine until it is
Properly prepared, a stored machine may promptly up to operating temperature. Move the vehicle
and safely be put back into operational service. around the yard for a few minutes to insure that
Improper preparation, or complete lack of prepara- all internal gears and bearings are freshly lubri-
tion, can make the job of getting the vehicle back to cated.
operating status difficult. 3. Operate all hydraulic functions through com-
The following information outlines the essential plete range to insure that cylinder rams and all
proper steps for preparing a unit for extended stor- seals are fully lubricated.
age, and the necessary steps to bring it back to oper- 4. Check and operate all systems.
ational status - these are the ideals. Additional 5. After shutdown, drain air tank (if so equipped) to
information is given to help restore those machines expel any accumulated moisture.
which were not put into storage, merely shut down
and left idle for a long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
6. Once a month, perform the 10 hour service
can rely on.
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
Short Term Idle Periods
There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
1. Keep the vehicle fully serviced.
A07003 Storage Procedures A7-3
PREPARATION FOR STORAGE 7. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
For long term idle periods, proper preparation will specified in Section P, Lubrication and Service.
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. Engine should be prepared for storage accord-
ing to instructions found in the engine manufac-
turer's manual.
Any operating fluid, such as hydraulic oil, escap-
2. The vehicle should be in top operating condition ing under pressure can have sufficient force to
with all discrepancies corrected. Paint should enter a person's body by pentrating the skin.
be in good condition, no rust or corrosion, all Serious injury and possible death may result if
exposed, machined or unpainted surfaces proper medical treatment by a physician familiar
should be coated with a good rust preventative with this injury is not received immediately.
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hyd-
rair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
8. Disconnect batteries, If possible, batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean bat-
tery compartment, remove all corrosion and
paint compartment with acid proof paint.
9. Wheel axle housings should be fully serviced
with prescribed lubricants. Seal all vents.
5. Clean the radiator; refer to Engine Service Man- 10. Exhaust openings and air cleaners should be
ual and the Vehicle Service Manual for the covered tightly with moisture barrier paper and
proper cleaning instructions. sealing tape.
6. The cooling system should be completely 11. All lubrication points (grease fittings) should be
drained, chemically flushed, and refilled with a serviced with the prescribed lubricants.
conditioned water/antifreeze solution suitable 12. Relieve tension from all drive belts. The engine
for the lowest temperature anticipated. Refer to manufacturer recommends insertion of heavy
Section P, Lubrication and Service, for the kraft paper between belts and pulleys to prevent
proper anti-freeze and conditioner concentra- sticking.
tions. After refilling the system, always operate
the engine until the thermostats open to circu- 13. All vandalism covers and locks should be in
late the solution through the cooling system. place and secured.
NOTE: NEVER store a vehicle with a dry cooling
system.
A7-4 Storage Procedure A07003
14. If so equipped, cab windows should be closed, 5. Thoroughly inspect all drive belts and hydraulic
locked and sealed and the cab door locked to oil lines for evidence of damage, wear or deteri-
prevent vandalism and weather effects. oration. Replace any suspected lines. Don't
take chances on ruptures or blow-outs.
15. The vehicle fuel tank should be completely
drained of fuel, fogged with preservative lubri- 6. New hydraulic filters should be installed and the
cant, ("NOX-RUST" MOTOR STOR., SAE10) hydraulic tank (reservoir) checked and serviced
and closed tightly. All fuel filters should be with Type C-4 oil as specified in Section P,
replaced. Lubrication and Service.
16. If at all possible, to aid those who will eventually 7. Drain on fuel tank should be opened to remove
place the unit back in operation, all available any build up of moisture or sediment that may
service publications (vehicle and engine) and a have accumulated while in storage. Close drain
current parts catalog should be packaged in a then fill the fuel tank with approved diesel fuel.
moisture proof package and placed in the vehi-
cle cab.
17. Be certain water drain holes in truck body are
open.
Never blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
REMOVAL FROM STORAGE
cause an EXPLOSION.
If the STORAGE preparations were conscientiously 8. Make certain that all hydraulic controls, steering
followed in placing the vehicle into storage, getting it linkage and throttle linkage points are lubricated
back to operational status is a matter of reversing and operate freely before engine start up.
those steps.
9. All electrical connections must be clean and
NOTE: Before starting the job or restoring a vehicle tight. Check security of all ground straps and
to operation, obtain copies of the Operation and cables.
Maintenance Manual, Service Manual, Engine
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the fol-
lowing actions should be taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the engine
manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator; refer to the engine manufac-
turer's Operation and Maintenance Manual.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable 10. Install fully charged batteries in unit. Clean con-
for the lowest temperature anticipated. Refer to nectors and connect battery cables. Compart-
Fluid Specifications in Section P, Lubrication ment must be free of corrosion. Secure
and Service, for the proper anti-freeze and con- batteries with hold downs.
ditioner concentrations. After refilling the sys- 11. Check all electrical cables for weathering,
tem, always operate the engine until the cracks and/or damage. Replace any defective
thermostats open to circulate the solution cables.
through the cooling system.
A07003 Storage Procedures A7-5
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
12. Check all tires carefully for serviceability and
inflate to proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service, 17. Use the Operation and Maintenance Manual for
for both 10 and 100 hour inspections. guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
15. Adjust all drive belts to specified tension.
nections for leakage when the engine is run-
16. Make certain that all hydraulic controls, steering ning.
linkage and throttle linkage points are free
18. Before moving the vehicle, cycle all hydraulic
before engine start up.
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
19. When all systems are operational and all dis-
crepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qual-
ified, experienced operator only) to check steer-
ing response, service brake efficiency, and
hydraulic functions. Only when it is assured that
the vehicle is in safe operational condition
should it be turned over to an operator for pro-
duction.
20. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
A7-6 Storage Procedure A07003
RECONDITIONING AN IDLE VEHICLE
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
Never attempt operation of a vehicle which has inflated.
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage - Do not mix rim parts of different rim manufactur-
Don’t take chances! ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazard-
At times a vehicle is subjected to long idle periods
ous.
without being properly serviced for storage - merely
shut down and left to the elements for an extended b. If tires are dismounted, all wheel compo-
period. Reconditioning of this vehicle can and does nents must be cleaned, inspected, all rust
present a major expenditure of time and money when and corrosion removed and parts repainted
it is to be put into operating condition. as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
1. Remove all trash and thoroughly clean the
c. Mount and inflate tires as shown in Opera-
vehicle before starting any inspection or main-
tion and Maintenance Manual or service
tenance.
manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all
wheels to prevent possible movement of the
vehicle.
a. All brake lines, connections must be clean,
serviced and free of rust and corrosion.
b. When system reconditioning, the service
brake hydraulic circuits should be checked
2. Remove vehicle batteries and move to battery
out according to instructions in Section J,
shop for service and charging or replacement
Brake Circuit Check-Out Procedure.
as necessary.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed
off, before attempting to remove lockring. Also,
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.
A07003 Storage Procedures A7-7
5. The vehicle engine should be inspected and 6. If fuel was left in the tanks, it must be removed.
serviced according to the engine manufac- Do not attempt to use old diesel fuel.
turer's Operation And Maintenance Manuals. a. With tanks empty, remove inspection plates
a. Insure that exhaust is clear and clean, no for- and thoroughly check interior of tanks; clean
eign materials. If water entry is suspected, to remove sediment and contamination. If
disconnect air tubes at the turbochargers to fuel was contaminated, lines should be dis-
check for water damage before attempting connected and blown clear.
startup.
b. Check all fuel lines for deterioration or dam-
b. Replace fuel filters, fill filter cans with fresh age. Replace lines as necessary.
fuel for engine priming. c. Replace inspection covers;install new gas-
kets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
c. Remove and replace both the primary and sufficient force to enter a person's body by pene-
safety filter (secondary) elements in the air trating the skin. Serious injury and possible
cleaners. Check all intake lines between air death may result if proper medical treatment by a
cleaners and engine. All clamps must be physican familiar with this injury is not received
tight. Indicating plunger in filter condition immediately.
indicators must be free. 7. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean contain-
d. The tubes in precleaner section of air
ers, it may be reused if filtered through 3-micron
cleaner assembly should be inspected, all
filter elements when being pumped back into
tubes should be clear and clean. Use a light
the tank. Do not attempt to use contaminated
to inspect the tubes. The light should be visi-
hydraulic oil, especially if water entry into the
ble. If clogging is evident, precleaner must
system is suspected.
be cleaned. Clean precleaner according to
instructions in Section C, Air Cleaners. NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
e. Drain and flush engine cooling system. Fill
Lubrication and Service, for proper oil specifications.
with coolant and inhibitors after checking all
lines, hoses and connections. Refer to Sec- a. Replace hydraulic filter elements and clean
tion P, Lubrication and Service, for anti- suction strainer elements. While suction
freeze recommendations. Radiator cores strainers are removed, inspect and clean
must be clear of dirt and trash. interior of tank thoroughly to remove all sedi-
ment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - don't risk
hose ruptures or blow outs.
To prevent injuries, always release spring ten-
c. Check hydraulic components (pumps, valves
sion before replacing the fan belt.
and cylinders) for damage and corrosion.
f. Check and tighten engine fan drive belts, Secure all mountings and connections. Con-
install new belt set if necessary. trol valves must be free moving with no bind-
g. Check and tighten engine mounts. ing.
A7-8 Storage Procedure A07003
d. Check exposed portions of all hydraulic cyl- 12. Check security of steering cylinder ball joints
inder rams for rust, pitting and corrosion. If link and hydraulic connections.
plating is deteriorated, the cylinder should be 13. Examine Hydrair suspensions for signs of dam-
removed and overhauled or replaced; pitted age.
or scored plating will cause leakage at the
cylinder seals. a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check conditon
8. Check front wheel hub, final drive and wheel
of suspension oil and cylinder wipers. If wip-
axle lubricant. If contamination is suspected, oil
ers are cracked or hardened, the suspension
should be drained completely and the compo-
must be rebuilt. Recharge suspension with
nent serviced with clean prescribed lubricant. If
new oil if old oil is deteriorated.
major contamination is present, disassembly
and overhaul will be in order. b. Check exposed chrome portions of cylinder
9. Check parking brake. Since it is spring applied, for rust, pitting and corrosion. If plating is
the brake pads may be stuck tightly to the disc; deteriorated the suspension should be
it may be necessary to remove and overhaul removed and overhauled or replaced; pitted
the parking brake assembly. or scored plating will rapidly cause leakage
at the seals.
10. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic c. Recharge suspensions as outlined in the
lubrication system. Pay particular attention to service manual.
the steering linkage connections. All pivot If not previously done, install fully-charged batteries
points must be free of any binding. and insure that hook-up is correct.
11. Check battery charging alternator for corrosion
or deterioration. Alternator rotor must be free,
with no binding or roughness. Inspect, install
and properly tension the alternator drive belts.
A07003 Storage Procedures A7-9
ENGINE OPERATION
1. Insure all personnel are clear of equipment
before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving Before starting engine, clear the immediate area
in their housings. of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
When all reconditioning operations have been com- adequate.
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is 2. Turn key switch ON. Warning lights for low
moved. brake and steering pressure should illuminate
and the horn should sound. If it does not, check
all components in the circuit and correct the dis-
crepancy before continuing.
3. Turn key switch to start position to crank
engine, release switch when engine fires.
Watch engine oil pressure gauge; if pressure
does not show in 10 - 15 seconds, shut down
and locate problem.
4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines
for leaks. Check hydraulic pump for leakage as
well as all hydraulic lines.
5. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper tem-
peratures and pressures are shown in the Oper-
ation and Maintenance Manual.
A7-10 Storage Procedure A07003
After The Engine Has Started
Any machine which is unsafe and/or not in top oper- 5. When satisfied that all discrepancies have been
ating condition should not be assigned to an operator corrected, the vehicle is ready for a road test.
for production use. This test should be done only by a capable and
experienced operator and should be accom-
1. Become thoroughly familiar with steering and plished in a large open area where plenty of
emergency controls. Test the steering in maneuvering room is available. Some of the
extreme right and left directions. If the steering road test items which should be covered will
system is not operating properly, shut engine include:
down immediately. Determine the steering sys-
tem problem and have repairs made before • Repeated test of braking efficiency at
resuming operation. progressively higher speeds. Start at slow
speeds. Don't take chances with higher speeds
2. Operate each of the brake circuits at least twice until the machine is determined to be completely
prior to operating and moving the machine. safe.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab. 6. When all tests and checks have been made and
the vehicle is ready for work, it should be visu-
a. Activate each circuit individually with the
ally rechecked and fully serviced according to
engine running and with hydraulic circuit fully
Section P, Lubrication and Service.
charged.
b. If any application or release of any brake cir-
cuit does not appear proper or if sluggish- A few of the conditions (others may be found) which
ness is apparent on application or release, might be encountered after a machine has been
shut the engine down and notify mainte- exposed to the elements for a long period would
nance personnel. Do not operate machine include:
until brake circuit in question is fully opera-
• Increased corrosion and fungus growth on
tional.
electrical components in humid/tropical areas.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper • Accelerated rust formation in humid climates.
system operation and proper gauge functioning. • Increased sand and dust infiltration in windy, dry
Give special attention to braking and steering dusty areas. (These conditions can approach
circuit warning lights. If warning lights come on, sand blasting effects.)
shut down the engine immediately and deter- • Deterioration of rubber products in extreme cold
mine the cause. areas. Cables, hoses, O- rings, seals and tires
4. Cycle hoist controls and steering several times may become weather checked and brittle.
to remove trapped air. Complete steering cycles • Animal or bird's nests in unsealed openings.
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
A07003 Storage Procedures A7-11
ENGINE STORAGE 6. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
Preparing Engine For Storage compressed air.
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation
and corrosion. The parts requiring attention and the
To prevent possible personal injury, wear ade-
recommended preparations are given below.
quate eye protection and do not exceed 40 psi
It will be necessary to remove all rust or corrosion (276 kPa) compressed air pressure.
completely from any exposed part before applying a
rust preventative compound.
7. Seal all of the engine openings. The material
used for this purpose must be waterproof,
Therefore, it is recommended that the engine be pro- vaporproof and possess sufficient physical
cessed for storage as soon as possible after removal strength to resist puncture and damage from
from operation. the expansion of entrapped air.
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.
A7-12 Storage Procedure A07003
8. Drain the fuel tank. Refill with enough clean No. 15. Remove and clean the batteries and battery
1 diesel fuel or pure kerosene to permit the cables with baking soda-water solution and
engine to operate for about ten (10) minutes. If rinse them with fresh water. Do not allow the
it isn't convenient to drain the fuel tank use a soda solution to enter the battery. Add distilled
separate portable supply of the recommended water to the electrolyte, if necessary, and fully
fuel. charge the battery. Store the battery in a cool
(never below 32° F or 0° C) dry place. Keep
the battery fully charged and check the level
and the specific gravity of the electrolyte regu-
larly. Never set batteries on concrete floor.
Place on wooded blocks.
If engines in vehicle are stored where condensa-
16. Insert heavy paper strips between the pulleys
tion of water in the fuel tank may be a problem,
and belts to prevent sticking.
add pure, waterless isopropyl alcohol (isopro-
panol) to the fuel at a ratio of one pint to 125 gal- 17. Seal all engine openings, including the exhaust
lons(473 L) of fuel, or 0.010% by volume. Where outlet, with moisture resistant tape. Use card-
biological contamination of fuel may be a prob- board, plywood or metal covers where practical.
lem, add a biocide such as Biobor JF, or equiva- 18. Clean and dry the exterior painted surfaces of
lent to the fuel. When using a biocide, follow the the engine and spray with a suitable liquid auto-
manufacturer's concentration recommenda- motive body wax, a synthetic resin varnish or a
tions, and observe all cautions and warnings. rust preventive compound.
9. Drain and disassemble the fuel filter and
19. Protect the engine with a good weather-resis-
strainer. Discard the used elements and gas-
tant tarpaulin and store it under cover, prefera-
kets. Fill the cavity between the element and
bly in a dry building with temperatures above
shell with No. 1 diesel fuel or pure kerosene,
freezing.
and reinstall on the engine. If spin-on fuel filters
and strainers are used, discard the used car- Outdoor storage of engines is not recommended.
tridges, fill the new ones with No. 1 diesel fuel However, in some cases outdoor storage may be
or pure kerosene, and reinstall on the engine. unavoidable. If units must be kept out-off-doors, fol-
10. Operate the engine for five (5) minutes to circu- low the preparation and storage instructions already
late the clean fuel oil throughout the fuel sys- given. Protect units with quality, weather-resistant
tem. tarpaulins (or other suitable covers) arranged to pro-
vide air circulation.
11. Service the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is operat-
ing. However, the turbocharger air inlet and tur-
bine outlet connections should be sealed off Do not use plastic sheeting for outdoor storage.
with moisture resistant tape. Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
13. Apply a rust preventive compound to all the inside of the plastic and cause ferrous metal
exposed non-painted surfaces. surfaces to rust and/or pit aluminum surfaces. If
14. Drain the engine cooling system. a unit is stored outside for any extended period
of time, severe corrosion damage can result.
Drain the preservative oil from the engine crankcase.
Reinstall and tighten the drain plug.
The stored engine should be inspected periodically. If
there are any indication of rust or corrosion, correc-
tive steps must be taken to prevent damage to the
engine parts. Perform a complete inspection at the
end of one year and apply additional treatment, as
required.
A07003 Storage Procedures A7-13
RESTORING AN ENGINE AFTER 7. Close all of the drain cocks and fill the engine
EXTENDED STORAGE cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freez-
1. Remove the covers and tape from all of the ing temperatures, fill the cooling system with an
openings of the engine, fuel tank and electrical ethylene glycol base antifreeze solution refer to
equipment. Do not overlook the exhaust outlet coolant specifications in Lubrication and Ser-
or the intake system. vice, Section P.
2. Wash the exterior of the engine with fuel oil to 8. Install and connect the fully charged batteries.
remove the rust preventive.
9. Service the air cleaner as outlined in Section C,
3. Remove the rust preventive from the flywheel. Air Cleaners.
4. Remove the paper strips from between the pul-
10. Remove the covers from the turbocharger air
leys and the belts.
inlet and turbine outlet connections.
5. Remove the drain plug and drain the preserva-
tive oil from the crankcase. Reinstall the drain 11. After all of the preparations have been com-
plug. Then, refer to Lubrication and Service, pleted, start the engine. The small amount of
Section P, and fill the crankcase to proper level, rust preventive compound which remains in the
using a pressure prelubricator, with the recom- fuel system will cause a smoky exhaust for a
mended grade of lubricating oil. few minutes.
6. Fill the fuel tank with the engine manufacturer's NOTE: Before subjecting the engine to a load or high
specified fuel. speed, it is advisable to check the engine tune-up.
A7-14 Storage Procedure A07003
ELECTRIC DRIVE TRUCKS Placing Equipment Into Storage
Perform the following instructions when preparing
Storage Instructions and Procedures
General Electric equipment for storage. There are
This instruction provides the recommended proce- three main equipment categories to consider:
dures for protecting equipment from damage during
1. When storing a truck that is operational.
both short-term and long-term storage periods and
for maintaining adequate protection while in storage. 2. When storing a truck that is not operational.
Also included are instructions for placing this equip- 3. When storing major components (Motorized
ment into service after having been stored. Wheel, alternator, etc.).
For the purposes of this instruction, a short-term stor- These three major categories are the basis for deter-
age period is considered to be less than three mining required protective measures.
months; a long-term storage period is considered to
NOTE: In addition to these instructions, refer to truck
be three months or longer.
storage instructions.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the motorized wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings. Storing A Truck That Is Operational
These should be replaced if necessary.
When a fully operational truck is being placed into
Periodic (every three months) inspections should be storage for less than three months, the best protec-
made to determine the lasting qualities of long-term tive measure which can be taken is to drive the truck
storage protection measures. Such inspections will once a week for at least 30 minutes. Prior to driving
indicate the need for renewing protective measures the truck, the rotating equipment should be Meg-
when necessary to prevent equipment deterioration. gered and:
Proper storage of this equipment is vital to equipment 1. If greater than 2 megohms, run normally.
life. Bearings, gears, and insulation may deteriorate
2. If less than 2 megohms, isolate condition and
unless adequate protective measures are taken to
correct before running.
protect against the elements. For example, bearings
and gears in the motorized wheel gear case are sus- Driving the truck circulates oil in the gear case to
ceptible to the formation of rust; insulation in rotating keep gears and bearings lubricated and free from
electrical equipment can accumulate moisture; and rust. It also prevents deterioration of the brushes,
bearings may become pitted. commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
Never apply any spray, coating, or other protec- period as indicated above, perform the following:
tive materials to areas not specifically recom-
1. Drain the oil from the gear case and install rust
mended.
preventive 4161 (product of Van Straaten
It is also important to note that these instructions Chemical Co.) or equivalent. Fill per General
cannot possibly anticipate every type of storage con- Electric Motorized Wheel Service Manual.
dition and, therefore, cannot prevent all equipment 2. Megger the wheels as indicated in the instruc-
deterioration problems caused by inadequate stor- tions above. Operate the truck for at least 30
age. However, these instructions should be consid- minutes to insure that the rust preventive com-
ered as a minimum procedure to achieve the best pound has been thoroughly circulated through-
possible equipment life and the lowest operating cost out the gear case. Stop the truck and drain the
when the equipment is returned to service. rust preventive compound.
NOTE: Local conditions and/or experience may NOTE: Do not run a loaded truck with rust preventive
require additional procedures and/or additional stor- compound in the wheel motor gear cases.
age precautions.
A07003 Storage Procedures A7-15
Storing A Truck That Is Not Operational
When a truck which is not fully operational is being
Do not operate trucks without oil in the wheel stored for a period of any length, perform the follow-
motor gear cases. ing:
3. Perform a megohmmeter test. Refer to the 1. Drain the oil from the gear case and install rust
truck's Vehicle Test instructions for the correct preventive compound 4161 (or equivalent). Fill
procedure. Record the Megger readings for per General Electric Motorized Wheel Service
future reference. They will be helpful in deter- Manual.
mining if deterioration is being experienced 2. Jack each side of the truck (one side at a time)
when additional Megger tests are made as part enough to rotate the tires.
of the periodic inspection. 3. Connect a D-C welder as described in the Vehi-
4. Lift all brushes in the motorized wheels, blowers cle Test Instructions (Wheel Motor inst. 400A,
and the alternator. They must be removed from arm & field in stress 900- 1000 rpm arm).
the brushholder. Disconnecting brush pigtails is 4. Rotate each Motorized Wheel (one at a time)
not required. for at least 30 minutes to insure that the rust
5. Cover any open ductwork with screening mate- preventive compound has been thoroughly cir-
rial to prevent rodents from entering. Then tape culated throughout the gear case. Disconnect
over the screen to prevent the entry of water the welder. Remove the jacks. Drain the gear
and dirt (allow breathing). case.
6. Examine all exposed machined surfaces for 5. If the truck is partially dismantled, pay careful
rust or other dirt accumulation. Remove all dirt attention to ductwork, blower shrouds, etc.,
as necessary. Remove rust by using a fine which may be exposed to weather conditions as
abrasive paper. Old flushing compound can be a consequence. These areas will require the
removed with mineral spirits (GE-D5B8). Meth- same sealing measures as in Step 5 above
anol should be used to remove all residue. which deals with protecting ductwork. Cover
When clean, coat with Tarp B rust preventive. exposed blower housings to prevent entry of
Refer to General Electric Motorized Wheel Ser- water and dirt.
vice Manual for specifications. 6. Perform Steps 3 through 11 in Storing a Truck
7. Loosen exciter drive belts (where applicable). that is Operational, in this section.
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32° F (0° C) and de-energized above 41°
F (5° C). Storing A Major Component
10. Install a 500 watt heat source inside the com- When storing a motorized wheel, alternator, blower
mutator chamber of both motorized wheels and or control group for a period of any length, always
inside the alternator slip ring chamber. This will store it inside a warm, climate-controlled environ-
minimize the accumulation of moisture. A hole ment. Do not attempt to store individual components
in the bottom of the hubcap will accommodate where they would be exposed to inclement weather,
the electrical cord for the heat source in the climatic changes, high humidity and/or temperature
Motorized Wheels. These heat sources are to extremes.
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
A7-16 Storage Procedure A07003
Periodic Inspections 4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and
It is important that periodic inspections (every three
amount oil to be used. This oil should be
months) of stored equipment be performed to insure
drained and new oil should be added after 500
the continued serviceability of all protective mea-
hours of operation.
sures initially taken when the storage period began.
Items which should be checked at each inspection 5. Clean all motorized wheel grease fittings in the
interval are listed as follows: axle box. Insure that all grease lines are com-
pletely full of grease. Then add the recom-
1. Remove the weatherproof tape from the com- mended amount of grease to all fittings.
partment doors and preform a Megger test as
6. Install brushes in motorized wheels, blowers
described in the Vehicle Test Instructions.
and alternator. Make sure that brushes move
Record the test results and compare them with
freely in their carbonways and that they have
the recorded megger readings taken when stor-
enough length to serve until the truck's next
age first began, and those taken throughout the
inspection period. Install new brushes if neces-
storage period. Remove all test equipment and
sary. Insure that all brush pigtail screws are
close up the compartment. Reseal the compart-
tight.
ment doors with new weatherproof tape. If
megger readings indicate a deterioration of 7. Perform a megohmmeter test. Refer to the
insulation quality, to below 2.0 megohms then truck's Vehicle Test Instructions for the correct
consideration should be given to providing procedure. If megger readings are less than 2.0
more protection. megohms, the problem could be an accumula-
tion of moisture in motor or alternator. If this is
2. Check all other weatherproofing tape. Replace
the case, the faulty component will have to be
any that has become loose or is missing com-
isolated and dried out using procedures recom-
pletely.
mended in the G.E.Service Manual.
3. Check all heat sources. Replace or repair any
8. Perform a thorough inspection of the motorized
units which have become inoperative.
wheels, alternator, blowers and control com-
4. Check all machine surfaces which were coated partments. Look for:
with flushing compound when storage began. If
compound appears to be deteriorating, it must a. Rust or dirt accumulation on machine sur-
be cleaned off and renewed. faces
b. Damaged insulation
Placing Equipment Into Service After Storage
c. An accumulation of moisture or debris
When taking equipment out of storage, perform the
following procedures: d. Loose wiring and cables
e. Any rust on electrical connectors in the con-
When A Truck Is Operational trol compartment
If a truck has been operated weekly throughout the f. Any loose cards in the card panels
storage period, perform a complete visual inspection
g. Any accumulation of moisture or debris in
of the motorized wheels, blowers, alternator and con-
ductwork.
trol compartments. Repair any defects found, then
place the truck directly into service. 9. Clean and make repairs as necessary.
10. Check retarding grids and insulators for loose
When A Truck Is Not Operational connections and dirt accumulation. Clean and
If the truck was not operated weekly throughout the 11. Where applicable, check exciter drive belts for
storage period, perform the following procedures: cracks, and deterioration. If acceptable, set belt
1. Remove all weatherproofing tape from control tension to specification.
compartment doors and ductworks. 12. Before starting engine, turn on control power.
2. Remove all screening material from ductwork. Check that contactors and relays pick up and
3. Remove all heat sources from Motorized drop out normally.
Wheels, control compartments and the alterna- 13. Perform a start-up procedure on the complete
tor. system to insure maximum performance during
A07003 Storage Procedures A7-17
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
For The First Hour
After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the motorized wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.
A7-18 Storage Procedure A07003
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01016 Index B1-1
NOTES
B1-2 Index B01016
SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
B02015 Structural Components B2-1
NOTES
B2-2 Structural Components B02015
STRUCTURAL COMPONENTS
The 930E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck at the fac-
tory or after delivery.
Prior to removal or repair procedures, it may be nec-
essary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
Read and observe the following instructions
before attempting any repairs!
• Do not attempt to work in deck area until body
safety cables have been installed. FIGURE 2-1. DECK COMPONENTS
• Do not step on or use any power cable as a
handhold when the engine is running. 1. LH Deck Structure 5. Center Deck Str.
2. Electrical Cabinet 6. RH Deck Structure
• Do not open any electrical cabinet covers or 3. Cab 7. Retarding Grids
touch the retarding grid elements until all 4. Diagonal Ladder 8. Blower Intake
shutdown procedures have been followed.
• All removal, repairs and installation of Preparation
propulsion system electrical components, 1. Reduce the engine speed to idle. Place the
cables etc. must be performed by an
selector switch in NEUTRAL and apply the
electrical maintenance technician properly
trained to service the system. parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
• In the event of a propulsion system illuminated.
malfunction, a qualified technician should
inspect the truck and verify the propulsion 2. Place the drive system in the rest mode by turn-
system does not have dangerous voltage ing the rest switch on the instrument panel ON.
levels present before repairs are started. Be certain the rest warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If,
for some reason the engine does not shut
After the truck is parked in position for the repairs, down, use the shutdown switch on the center
the truck must be shut down properly to ensure the console.
safety of those working in the areas of the deck, elec-
4. Verify the link voltage lights are off. If they
trical cabinet and retarding grids. The following pro-
remain on longer than 5 minutes after shut-
cedures will ensure the electrical system is properly
down, notify the electrical department.
discharged before repairs are started.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
B02015 Structural Components B2-3
The anti-slip material on the decks should be
inspected and maintained for the safety of all per-
sonnel.
• If weld repairs are necessary, disconnect all
electrical harnesses and remove the ground
strap from the engine control system (governor)
located in the auxillary control cabinet behind the
cab.
• All hoses and mating fittings should be capped as
they are removed to prevent possible system
contamination.
• It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
• For cab removal instructions, refer to Section N,
Truck Cab, in this manual.
FIGURE 2-2. HOOD AND GRILLE REMOVAL
1. Hood & Grille 2. Capscrews and
Assembly Lockwashers
GRILLE, HOOD AND LADDER
Removal Installation
1. Remove hardware attaching diagonal ladder (4, 1. Move hood and grille assembly (1, Figure 2-2)
Figure 2-1) to front bumper. from work area to truck and lift into place.
2. Attach lifting device to the ladder and lift struc- 2. Align mounting holes with brackets attached to
ture off truck. radiator assembly. Install side mounting cap-
screws (2).
3. Disconnect wiring harnesses and remove cable
clamps as necessary to allow hood removal. 3. Lift diagonal ladder into position over mounting
pads on front bumper. Align mounting holes and
4. Attach lifting device to the hood and grille
install hardware. Tighten capscrews to standard
assembly (1, Figure 2-2).
torque.
5. Remove all side mounting capscrews and lock-
4. Connect harnesses, hoses etc. that were
washers (2).
removed previously. Install all clamps removed.
6. Verify all harnesses, cables, hoses etc. are
removed.
7. Lift hood and grille assembly from truck and
move to work area.
B2-4 Structural Components B02015
FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING
(NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck.)
1. Deck Structure 5. Headlights
2. Deck Mounting Location 6. Retard Grid Mounting Location
3. Payload Indicator Lights 7. Electrical Connector
4. Clearance Light
DECKS 4. Lift grid assembly clear of deck structure and
move to a work area.
The right and left deck mounting pad locations are
nearly identical. The decks are mounted directly to the NOTE: If grid assembly or cooling blower repairs are
frame support structures using hardened flatwashers. required refer to applicable G.E. publication for
Be certain to use hardened flatwashers during reas- service and maintenance procedures.
sembly. 5. Disconnect electrical harness at connector (7,
Figure 2-3). Inspect underside of deck and if
necessary, remove any hoses or cables that
remain. (Light harness and clamps do not
RIGHT DECK AND COMPONENTS
require removal.)
Removal 6. Install lifting device at eyes at each corner of the
deck and take up slack. Do not attach lifting
1. Shut down engine following all the procedures
device to the hand rail structure.
listed on page 2-1 in this section of the manual.
7. Remove deck mounting hardware at deck sup-
2. Remove access covers from retarding grid
port and front upright (2).
assembly. Tag and disconnect all electrical leads
in preparation for removal. Attach lifting device to 8. Verify all wiring harnesses, cables or hoses have
grid lifting eyes. been removed. Carefully raise deck and remove
from deck supports.
3. Remove grid assembly mounting hardware at
four locations (6) shown in Figure 2-3.
B02015 Structural Components B2-5
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications 4. Install lifting device to lift eyes at each corner of
as listed in Section A, Standard Torque Chart and the deck and take up slack. Do not attach lift-
Tables. ing device to the hand rail structure.
5. Remove deck mounting hardware at frame sup-
• Clean all mount mating surfaces before
port and front upright.
installation.
6. Verify all wiring harnesses, cables or hoses
• Clean mounting area before installing ground have been removed. Carefully raise deck and
cables.
remove from deck supports.
• Be certain all electrical connections and harness
clamps are reinstalled and secure. Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
All propulsion system power cables must be Tables.
properly secured in their wood or other non-fer- • Clean all mount mating surfaces before
rous cable cleats. If clamps are cracked and bro- installation.
ken, oil soaked or otherwise damaged, replace
• Clean mounting area before installing ground
them with new parts. Inspect cable insulation and
cables.
replace cable if insulation is damaged.
• Be certain all electrical connections and harness
LEFT DECK clamps are reinstalled and secure.
• If the air conditioning system has been
Removal discharged, refer to Section N, Operator
Comfort, for the correct procedure for system
NOTE: The left deck mounting arrangement is nearly
service.
identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions. 1. Start engine and allow systems to charge.
Observe for any air or oil leaks. Make sure all
1. Shut down engine following all the procedures shields, covers and clamps are in place.
listed on page 2-1 of this Section of the manual.
2. Service the hydraulic reservoir if required.
2. Be certain the brake system accumulators have Check for proper operation of the steering and
been bled to release pressure.
brake systems, including dynamic retarding.
3. Tag and disconnect all hydraulic lines and elec-
trical cables which will interfere with deck
removal. Cap all lines to prevent entrance of
foreign material. CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Be certain to follow proper shutdown procedures
If equipped with air conditioning and air condi- as described on page 2-1.
tioning system components are to be removed,
refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
system prior to disconnecting any air condition-
ing lines.
B2-6 Structural Components B02015
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Rock Ejectors (Type I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Rock Ejectors (Type II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
B03017 08/03 Dump Body B3-1
NOTES
B3-2 Dump Body 08/03 B03017
DUMP BODY
Removal 2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
lubrication hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylin-
ders to support them after the mounting pins
are removed.
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be 4. Remove pin retainer capscrew (4, Figure 3-2)
inspected daily for serviceable condition. Refer from each of the upper hoist cylinder mounting
to the manufacturer's manual for correct capaci- eyes. With adequate means of supporting the
ties and safety procedures when lifting compo- hoist cylinders in place, remove each of the
nents. Replace any questionable items. mounting pins (2, Figure 3-2).
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)
the dump body and take up the slack as shown 1. Dump Body 3. Hoist Cylinder
in Figure 3-1. 2. Hoist Cylinder Pin 4. Pin Retainer
5. Remove capscrews (1, Figure 3-3) and lock
nuts (2) from each pivot pin.
6. Attach a body pivot pin support fixture to
bracket on underside of dump body to aid in
supporting the pin as it is removed.
Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal of pins
is not necessary unless new pins are to be
installed.
7. Lift dump body clear off the chassis and move
to storage or work area. Block the body to pre-
vent damage to the body guide etc.
8. Inspect bushings (5, 8, & 9), body ear (4), and
FIGURE 3-1. DUMP BODY REMOVAL frame pivot (7) for excessive wear or damage.
1. Lifting Cables 2. Guide Rope
B03017 08/03 Dump Body B3-3
Installation 1. Park truck on a hard, level surface and block all
the wheels.
Attach cables and lifting device to the dump body
and take up the slack as shown in Figure 3-1. Lower
body over the truck frame and align body pivots to
Inspect all lifting devices. Slings, chains, and/or frame pivot holes.
cables used for lifting components must be 2. Install shims (6, Figure 3-3) in both body pivots,
inspected daily for serviceable condition. Refer as required, to fill the outside gaps and center
to the manufacturer's manual for correct capaci- the body on the frame pivot. Do not install
ties and safety procedures when lifting compo- shims at the inside. A minimum of 1 shim is
nents. Replace any questionable items. required at the outside end of both frame pivots.
Slings, chains, and/or cables used for lifting 3. Align the hole in pivot pin (3) with capscrew
components must be rated to supply a safety fac- hole in pin retainer (part of body pivot ear, 4)
tor of approximately 2X the weight being lifted. and push the pivot pin through the shims (6),
When in doubt as to the weight of components or frame pivot (7), and into the pivot bushings (5,
any assembly procedure, contact the Komatsu 9) in each side of the body pivot.
area representative for further information. 4. Install capscrew (1) through each pin and
Lifting eyes and hooks should be fabricated from tighten the nuts (2) to 300 ft.lbs. (407 N.m)
the proper materials and rated to lift the load torque. Use washers, as necessary on the nut
being placed on them. side only, to ensure the capscrew does not run
Never stand beneath a suspended load. Use of out of threads when tightening.
guy ropes are recommended for guiding and 5. Align hoist cylinder upper mounting eye bush-
positioning a suspended load. ings with the hole through the body, align retain-
Before raising or lifting the body, be sure there is ing capscrew (4, Figure 3-2) hole and install the
adequate clearance between the body and over- pin.
head structures or electric power lines. 6. Install the pin retaining capscrews and nuts and
Be sure that the lifting device is rated for at least tighten to 300 ft.lbs. (407 N.m).
a 45 ton capacity. 7. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Capscrew - M36 6. Shim
2. Lock Nut - M36 7. Frame Pivot
3. Body Pivot Pin 8. Pivot Bushing
4. Body Ear 9. Body Pivot Bushing
5. Body Pivot Bushing
B3-4 Dump Body 08/03 B03017
BODY PADS 5. Install the mounting hardware and torque to 65
ft.lbs. (88.1 N-m).
It is not necessary to remove the dump body to
replace body pads. Pads should be inspected 6. Remove blocks from frame and lower body
during scheduled maintenance inspections and onto the frame.
replaced if worn excessively.
Adjustment
1. Raise the unloaded dump body to a height suf-
1. Vehicle must be parked on a flat, level surface
ficient to allow access to all pads.
for inspection.
2. All pads, except the rear pad on each side,
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 0.075 in. (1.9 mm) is
Place blocks between the body and frame. required at each rear pad. This can be accom-
Secure blocks in place. plished by using one less shim at each rear
2. Remove hardware attaching pads to the dump pad.
body. Refer to Figure 3-4. 4. If pad contact appears to be unequal, repeat
3. Remove body pad and shims. Note number of the above procedure.
shims installed at each pad location. (The rear
pad on each side should have one less shim
! IMPORTANT !
than the other pads.)
Proper body pad to frame contact is required to
4. Install new pads with the same number of assure maximum pad life.
shims as removed in step 3.
FIGURE 3-4. BODY PAD INSTALLATION
1. Dump Body 3. Frame 5. Shim
2. Pad Mounting Hardware 4. Body Pad 6. Mounting Pad
B03017 08/03 Dump Body B3-5
BODY GUIDE BODY-UP RETENTION CABLE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-5) The body guide should be
centered between the wear plates (3), with a
maximum gap of 0.19 in. (4.8 mm) at each side
when new.
Any time personnel are required to perform main-
2. If gap becomes excessive, replacement parts tenance on the vehicle with the dump body in the
should be installed. (Refer to the Parts Cata- raised position, the body-up retention cable
log). MUST be installed.
1. To hold the dump body in the up position, raise
the body to it's maximum height. Refer to Figure
3-6.
FIGURE 3-5. BODY GUIDE
1. Dump Body 3. Body Guide Wear
2. Body Guide Plates FIGURE 3-6. BODY-UP CABLE INSTALLATION
1. Rear Body Ear 3. Cable Assembly
Structure 4. Axle Housing Ear
2. Cable Storage Structure
HOIST LIMIT SWITCH
2. Remove the cable (3) from its stored position on
Refer to Section "D", Electrical System (24VDC) for the body and install between the Rear Body Ear
adjustment procedure of the hoist limit switch. (1) and the Axle Housing Ear (4).
3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse
BODY UP SWITCH the above procedure to remove cable assembly
and place it in the storage position.
Refer to Section "D", Electrical System (24VDC) for
adjustment procedure of the body up switch.
B3-6 Dump Body 08/03 B03017
ROCK EJECTORS
Rock Ejectors are placed between the rear dual 2. With the truck parked on a level surface, the
wheels to keep rocks or other material from lodging arm structure should be approximately 4.33 in.
between the tires. Failure to maintain the Rock Ejec- (110 mm) from the wheel spacer ring (3). Refer
tors could allow debris to build up between the dual to Figure 3-7.
wheels and cause damage to the tires. NOTE: With Rock Ejector Arm (1, Figure 3-8)
hanging vertical as shown in Figure 3-7, there must
Rock Ejectors (Type I) be NO GAP at Stop Block (3, Figure 3-8).
3. If the arm (1) becomes bent, it must be
Inspection
removed and straightened.
1. The ejectors must be positioned on the center 4. Inspect the mounting brackets (4, Figure 3-8),
line between the rear tires within 0.25 in. (6.0 pins (2) and stops (3) at each shift change for
mm). wear and/or damage, and repair as necessary.
FIGURE 3-7. ROCK EJECTOR INSTALLATION FIGURE 3-8. ROCK EJECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm 3. Rear Wheel Spacer 1. Rock Ejector Arm 3. Stop Block
2. Wear Plate Ring 2. Pin 4. Mounting Bracket
B03017 08/03 Dump Body B3-7
Rock Ejectors (Type II)
Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 0.25 in.
(6.0 mm).
2. With the truck parked on a level surface, the
arm structure should be approximately 17.9 in.
(454.5 mm) from wheel housing (2). Refer to
Figure 3-10.
NOTE: With rock ejector arm (1, Figure 3-9) hanging
vertical as shown in Figure 3-10, there must be NO
GAP at stop block (3, Figure 3-9).
3. If arm (1) becomes bent, it must be removed
and straightened.
4. Inspect mounting brackets (4, Figure 3-9), pins
(2) and stops (3) at each shift change for wear
and/or damage, and repair as necessary.
FIGURE 3-10. ROCK EJECTOR INSTALLATION
1. Rock Ejector Arm 2. Wheel Housing
FIGURE 3-9. ROCK EJECTOR MOUNTING
BRACKET
1. Rock Ejector 3. Stop Block
2. Pin 4. Mounting Bracket
B3-8 Dump Body 08/03 B03017
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
LOW FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B04015 07/03 Fuel Tank B4-1
NOTES
B4-2 Fuel Tank 07/03 B04015
FUEL TANK
FIGURE 4-1. FUEL TANK INSTALLATION
1. Fuel Tank 9. Fuel Gauge Sender 17. Flatwasher
2. Capscrews & Lockwashers 10. Drain Cock 18. Rubber Dampener
3. Mounting Cap 11. Fuel Supply Connector 19. Ground Wire
4. Lifting Brackets 12. Capscrews & Lockwashers 20. Wire Harness
5. Breather 13. Low Fuel Switch 21. Capscrews & Lockwashers
6. Filler Cap 14. Wire Harness 22. Capscrews & Lockwashers
7. Fuel Return Hose 15. Tank Mount Bracket 23. Refueling Cap
8. Fuel Supply Hose 16. Capscrew, Flatwasher, Lockwasher 24. Fuel Receiver
B04015 07/03 Fuel Tank B4-3
Removal Repair
1. Raise the truck body and install the body-up If a tank has been damaged and requires structural
cable. repair, perform such repairs before final cleaning.
2. Drain the fuel from the tank into clean contain-
ers.
3. Disconnect the fuel tank wire harness and
remove the clamps attached to the tank.
Remove ground wire (19, Figure 4-1).
4. If equipped, close the in-line shut-off valves. If a tank is to be weld repaired, special precau-
Remove fuel supply hose (8) and return (hose tions are necessary to prevent fire or explosion.
7). Cap the hoses and tank fittings to prevent Consult local authorities for safety regulations
contamination. before proceeding.
5. Remove the hydraulic filter assembly on the
frame side of the tank. Support the filter assem-
bly by placing a chain over the frame rail. (It is Cleaning
not necessary to remove the hydraulic hoses.)
The weight of the empty fuel tank is approxi- The fuel tank is provided with a drain and a cleaning
mately 3725 lbs (1690 kg). Be certain to use lifting port in the side that allows steam or solvent to be uti-
devices with adequate capacity. lized in cleaning tanks that have accumulated foreign
material.
6. Attach a lifting device to tank lift eyes (4).
7. Remove lower mount capscrews (16). Remove It is not necessary to remove the tank from the truck
upper mount capscrews (2) and mounting caps for cleaning of sediment, however rust and scale on
(3). the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
8. Lift tank assembly from brackets and move to
tact with all interior surfaces by rotating the tank in
work area.
various positions, etc.
9. Remove fuel gauge sending unit (9), breather
(5) on top of the tank, and other fittings as Prior to a cleaning procedure of this type, all vents,
required to perform interior cleaning. fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
Installation and foreign material has been removed, the tempo-
rary plugs can be removed.
1. Thoroughly clean the frame mounting brackets
and the mounting capscrew hole threads. Re- A small amount of light oil should be sprayed into the
tap the threads if damaged. tank to prevent rust if the tank is to remain out of ser-
The weight of the empty fuel tank is approxi- vice. All openings should be sealed for rust preven-
mately 3725 lbs (1690 kg). Be certain to use lifting tion.
devices with adequate capacity.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
mount caps (3, Figure 4-1), capscrews (2) and
lockwashers. Do not tighten at this time.
3. Install the four capscrews, lockwashers, and
flatwashers (16), flat washers (17), and rubber
dampeners (18) in the lower mounts and tighten
the lower mounting bolts to 310 ± 31 ft. lbs.
(420 ± 42 N.m) torque.
4. Tighten the trunnion mount capscrews (2) to
525 ± 53 ft. lbs. (711 ± 72 N.m) torque.
5. Connect the hoses removed during the removal
procedure. Install the wire harness and clamps.
Open the in-line shut-off valves, if equipped.
B4-4 Fuel Tank 07/03 B04015
FUEL GAUGE SENDER LOW FUEL SWITCH
A fuel gauge sending unit (9, Figure 4-1) mounted on Low fuel switch (13, Figure 4-1) controls the low fuel
the side of the tank provides an electrical signal to level indicator on the overhead warning indicator light
operate the fuel gauge on the instrument panel. panel in the operator cab. The switch is calibrated to
turn on the low fuel indicator when the usable fuel
Removal remaining in the tank is approximately 25 gallons (95
1. Drain the fuel below the level of the gauge liters).
sender.
2. Disconnect the wire from the terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
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.
B04015 07/03 Fuel Tank B4-5
WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER properly on the stem. If not, adjust the cage,
accordingly.
The fuel receiver (24, Figure 4-1) is mounted on the
fuel tank (1). Receiver assembly (6, Figure 4-3) is
mounted on the left hand frame rail.
Keep the cap on the receivers to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or if the tank does not com-
pletely fill, check the breather valve to see that the
float balls are in place and the outlet screen is clean.
If the valve is operating properly, the problem will
most likely be with the fuel supply system.
TANK BREATHER VALVE
NOTE: The relief pressure of the breather valve is
10.2 - 12.9 psi (70 - 89 kPa).
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
B4-6 Fuel Tank 07/03 B04015
LEFT SIDE FILL
This location permits fueling the truck from the left side.
FIGURE 4-3. LEFT SIDE FILL
1. Hydraulic Tank 3. Frame Rails 5. Filler Cap 7. Refueling Box
2. Filler Hose 4. Fuel Tank 6. Receiver Assembly 8. Capscrew
9. Tapped Bar
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
B04015 07/03 Fuel Tank B4-7
NOTES
B4-8 Fuel Tank 07/03 B04015
SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01014 Index C1-1
NOTES
C1-2 Index C01014
SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Preparation for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4
Removal - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-7
Installation - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
Hookup - Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
C02021 Power Module C2-1
NOTES
C2-2 Power Module C02021
POWER MODULE
The radiator, engine and alternator assemblies are After the truck is parked in position for the repairs,
mounted on a roller equipped subframe which is con- the truck must be shut down properly to ensure the
tained within the truck's main frame and is referred to safety of those working in the areas of the deck, elec-
as a “power module”. This arrangement permits trical cabinet and retarding grids. The following pro-
removal and installation of these components with a cedures will ensure the electrical system is properly
minimum amount of disconnect and by utilizing the discharged before repairs are started.
unique “roll in/roll out” feature.
Preparation
Although the instructions in this section are primarily
based upon the “Rollout” method for major compo- 1. Reduce the engine speed to idle. Place the
nent removal, the radiator and fan may be removed selector switch in NEUTRAL and apply the
as separate items. Instructions for radiator and fan parking brake. Be certain the parking brake
removal are contained later in this section. Optional applied indicator lamp in the overhead panel is
equipment may be installed on the truck, requiring illuminated.
additional removal and installation steps not listed. 2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
The procedures outlined in this section of the manual
Be certain the rest warning lamp is illuminated.
are general instructions for power module removal
and installation. It may be necessary to perform 3. Shut down the engine using the keyswitch. If,
some procedures in a different order or use different for some reason the engine does not shut
methods for component removal and installation, down, use the shutdown switch on the center
depending on the lifting equipment available at the console.
mine site. Prior to removal or repair procedures, it 4. Verify the link voltage lights are off. If they
may be necessary to remove the body to provide remain on longer than 5 minutes after shut-
clearance for lifting equipment to be used. If body down, notify the electrical department.
removal is not required, the body should be raised 5. Place the GF cutout switch in the CUTOUT
and the safety cables installed at the rear of the position. (See Figure 3-1 in Section E, Propul-
truck. sion System, for switch location.)
Read and observe the following instructions before 6. Verify the steering accumulators have bled
attempting any repairs! down by attempting to steer.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
8. Open the battery disconnect switches.
Tag or mark all hydraulic lines, fuel lines and
• Do not attempt to work in deck area until body electrical connections to assure correct
safety cables have been installed. hookup at time of power module installation.
Plug all ports and cover all hose fittings or
• Do not step on or use any power cable as a connections when disconnected to prevent
handhold when the engine is running. dirt or foreign material from entering.
• Do not open any electrical cabinet covers or It is not necessary to remove the radiator
touch the retarding grid elements until all prior to the removal of the power module.
shutdown procedures have been followed. However, the coolant must be drained and
• All removal, repairs and installation of the piping connected to the brake cooling
propulsion system electrical components, heat exchanger removed. If radiator removal
cables etc. must be performed by an is desired or if only radiator repair is
electrical maintenance technician properly necessary, refer to Section C, Cooling
trained to service the system. 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.
C02021 Power Module C2-3
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump 4. Pump Drive Shaft
2. Shaft Guard 5. Alternator
3. Blower Duct
Preparation for Removal
The complete power module, including the hood
and grille weighs approximately 37,386 lbs. FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
(16,958 kg). Make sure lifting device to be used 1. Electrical Cabinet 6. Wheel Motor Duct
has adequate capacity. 2. Intake Duct 7. Main Alternator
1. If radiator removal is required, refer to Section 3. Alternator Inlet Duct 8. Alternator Inlet
B, Structural Components, for hood and grille 4. Blower Assembly Transition Structure
removal instructions. (Power module may be 5. Wheel Motor Duct-
removed with hood installed if desired.) Transition Structure
2. Remove driveshaft guard cover (2, Figure 2-1).
Disconnect hydraulic pump drive shaft (4) at the 4. Remove engine air intake duct support rods (9,
drive shaft U-joint companion flange mounted Figure 2-3). Remove any hoses or electrical
on the alternator (5). cables attached to center deck structure.
3. Remove main alternator blower ducts to provide 5. Attach overhead hoist to center deck structure.
clearance to raise the engine off the subframe Remove deck mounting hardware, lift deck from
mounts. (Refer to Figure 2-2): truck and move to storage area.
6. Disconnect the air cleaner restriction indicator
a. Disconnect cables and hoses as required.
nylon tubes at ports on inlet ducts.
b. Remove alternator inlet transition structure
7. Loosen clamps (5) on hump hoses (4) between
(8) and gasket.
the four engine air inlet ducts and air cleaner
c. Remove wheel motor cooling air duct transi- outlet ducts.
tion structure (5). 8. Disconnect inlet ducts at each of the four turbo-
d. Cover all openings to prevent entrance of chargers. Remove inlet ducts from truck. Cover
foreign material. openings at turbochargers.
C2-4 Power Module C02021
FIGURE 2-3. ENGINE AIR INLET PIPING
1. Air Cleaner Assemblies 7. Reducer Elbow
2. Left Rear Intake Duct 8. T-Bolt Clamp
3. Left Front Intake Duct 9. Duct Support Rod
4. Hump Hose 10. Right Front Intake Duct
5. T-Bolt Clamp 11. Right Rear Intake Duct
6. T-Bolt Clamp
C02021 Power Module C2-5
11. Close cab heater shutoff water valves, discon-
nect water lines and drain water from the heater
core. Secure water lines away from engine
compartment to prevent interference with power
module removal.
12. Drain engine coolant into clean containers for
re-use after engine installation. Coolant capac-
ity is approximately 195 gal (738 l).
13. Disconnect and remove piping (6, Figure 2-5)
from engine water pump and radiator routed to
the brake system cooling heat exchanger (7).
14. Remove upper radiator support rod (11) at each
side of radiator.
15. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders
FIGURE 2-4. ENGINE EXHAUST PIPING from truck and move to storage area.
16. Refer to Section N, Operator Comfort, for proce-
1. Capscrew 4. Front Exhaust Pipe
dures required to properly remove the refriger-
2. Lockwasher 5. Rear Exhaust Pipe
ant. After the system has been discharged,
3. Nut 6. Clamp Bands
disconnect refrigerant hoses routed to cab at
the compressor and receiver/drier (10).
NOTE: System contains HFC-134A refrigerant.
9. Remove exhaust duct clamps (6, Figure 2-4).
Remove capscrews (1), lockwashers (2) and
nuts (3) retaining exhaust pipes to turbocharger
outlet flange. Remove exhaust ducts (4 & 5).
Cover opening on engine exhaust outlets.
10. Remove alternator power cable protective Federal regulations prohibit venting air condi-
cover. Disconnect all (already marked) electrical tioning system refrigerants into the atmosphere.
cables, oil and fuel lines that would interfere An approved recovery/recycle station must be
with power module removal (see Figure 2-5). used to remove the refrigerant from the air condi-
Cover or plug all lines and their connections to tioning system.
prevent entrance of dirt or foreign material. To
simplify this procedure, most connections utilize
quick disconnects.
C2-6 Power Module C02021
FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION
1. 1. Alternator 5. Power Module Sub-frame 8. Front Frame/Sub-frame Mount
2. 2. Rear Power Module Lift Eye 6. Heat Exchanger Piping 9. Front Power Module Lift Eye
3. Rear Frame/Sub-frame Mount 7. Heat Exchanger 10. Receiver/Drier
4. Engine/Alternator Cradle Struc- 11. Upper Radiator Support Rod
ture
Removal - Power Module 2. Remove capscrews and caps securing sub-
frame mounting bushings to the subframe sup-
Recheck to be certain all hoses, electrical cables,
port bracket (3) at rear of subframe.
ground straps etc. have been removed.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
1. Remove capscrews, nuts and washers (8, Fig- been disconnected.
ure 2-5) securing front subframe support to
main frame.
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 2-5 and 2-7.)
rollers are installed.
C02021 Power Module C2-7
FIGURE 2-7. POWER MODULE LIFTING POINTS
1. Module Lifting Tool 4. Engine
2. Alternator 5. Power Module Sub-
3. Lifting Points frame
FIGURE 2-6. 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 (2, Figure 2-5) and front subframe lifting
points (9). 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 2-7) to hoist and
6). 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. 2-7. 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 2-6.
for disassembly.
5. Position hoist to front subframe lifting points (9,
Figure 2-5). 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
and grille weighs approximately 37,386 lbs.
(16,958 kg). Make sure lifting device to be used
has adequate capacity.
C2-8 Power Module C02021
Installation - Power Module 6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
1. Inspect the main frame guide rails. Remove
module into truck frame as far as possible
any debris which would interfere with power
before the lifting chains contact the electrical
module installation.
cabinet.
2. Clean the main frame rear support brackets.
7. Place stands or blocking under front of sub-
Apply a light film of soap solution to each rubber
frame to support assembly while repositioning
bushing (3, Figure 2-5) located at the rear of the
hoist.
subframe.
8. Install a safety chain around the truck frame
3. Check the subframe rollers making sure they
and the subframe. The safety chain will prevent
roll freely and are in the “roll-out” position. (Fig-
the power unit from rolling forward.
ure 2-6).
9. Place a small block behind each rear subframe
4. Attach a lifting device to engine/alternator cra-
roller to prevent rolling.
dle structure and front subframe lifting points
(Figure 2-7). 10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
The complete power module, including the hood rollers, remove safety chain, and slowly roll the
and grille weighs approximately 37,386 lbs. power module into position over the main frame
(16,958 kg). Make sure lifting device to be used mounts. Lower hoist until front subframe
has adequate capacity. mounts are aligned and seated on the front,
main frame mounts. Reinstall safety chain.
13. Place a jack under rear of subframe to support
5. Raise the power module and align the subframe the power module. Raise power module just
rollers within the main frame guide rails. 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 2-5) 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 (8, Figure 2-5).
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 2-5).
FIGURE 2-8. POWER MODULE INSTALLATION
Hookup - Power Module
1. Install all ground straps between frame and
subframe. Reconnect wire harnesses at power
module subframe connectors.
2. Install vertical and diagonal ladders on mount-
ing pads at front bumper.
C02021 Power Module C2-9
3. Attach hoist to the front center deck and lift into inlet transition structure (8, Figure 2-2) and
position. Install capscrews, flatwashers, lock- wheel motor duct transition structure (5).
washers and nuts at each mounting bracket. 8. Connect the hydraulic pump drive shaft compan-
Tighten capscrews to standard torque. ion flange (4, Figure 2-1) to the alternator (5).
4. Install engine air intake duct supports. Reinstall Tighten capscrews to standard torque. Install
intake ducts between turbochargers and air- driveshaft guard (2).
cleaner outlet ducts (see Figure 2-3). Clamp 9. Connect all remaining electrical, oil, and fuel
securely to insure a positive seal is made. (Refer lines.
to Figures 2-3 & 2-9 for correct installation and
alignment examples.) Install exhaust ducts (4 & 10. Connect the air filter restriction indicator hoses.
5, Figure 2-4) on turbocharger outlet flanges and 11. Close battery disconnect switches.
pipes at frame crossmember.
12. Connect hoses routed from cab to receiver/drier
5. Connect the cab heater inlet and outlet hoses and air conditioning compressor.
and open both valves.
13. Refill radiator and service engine with appropri-
6. Install piping (6, Figure 2-5) between heat ate fluids. Refer to Section P, Lubrication and
exchanger (7) and engine water pump and radia- Service, for capacity and fluid specifications.
tor.
14. Recharge air conditioner system per instructions
7. Inspect alternator/wheel motor cooling duct gas-
in Section N, Operator Comfort.
kets and replace if damaged. Install Alternator
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-10 Power Module C02021
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Removal - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Installation - Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
C03023 03/01 Cooling System C3-1
NOTES
C3-2 Cooling System 03/01 C03023
COOLING SYSTEM
RADIATOR
Removal - Radiator
1. Drain coolant from radiator and engine. Be pre-
pared to catch approximately 200 gallons (757 Federal regulations prohibit venting air condi-
liters) of coolant. If the coolant is to be reused, it tioning system refrigerants into the atmosphere.
must be stored in clean containers. An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
2. If radiator is being removed without the removal
tioning system.
of the complete power module, remove grille
and hood according to removal instructions in
Section B, Structural Components. 3. Refer to instructions in Section N, Operator
Comfort, and discharge the refrigerant from the
system with a recovery/recycle station. The sys-
tem is charged with HFC-134A refrigerant.
a. Remove refrigerant hose clamps and
remove the receiver/drier (7, Figure 3-1)
mounted on rear, left side of the radiator
shroud. Disconnect wiring from low pressure
switch.
b. Remove clamp and disconnect inlet and out-
let hoses (4 & 5, Figure 3-2) at the con-
denser. Remove mounting capscrews (3)
and remove condenser.
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching
hoses and wiring to radiator shroud and
reposition to allow removal of the radiator
and shroud assembly.
FIGURE 3-1. RADIATOR INSTALLATION
1. Fuel Cooler 7. Heat Exchanger
2. Radiator 8. Receiver Drier
3. Upper Hoses 9. Mount Capscrews FIGURE 3-2. AIR CONDITIONER CONDENSER
4. Upper Support Rod
1. Grille Structure 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Capscrews
5
C03023 03/01 Cooling System C3-3
FIGURE 3-4. FAN GUARD
1. Fan Guard (LH) 3. Fan Guard (RH)
2. Fan Shroud 4. Engine Subframe
FIGURE 3-3. RADIATOR PIPING
(Bottom View)
1. Drain Cock 4. Outlet Elbow (Rear)
2. Outlet Elbow (Front) 5. Heat Exchanger NOTE: The radiator and shroud assembly weigh
3. Radiator Mounting 6. Engine Subframe approximately 5,730 lbs. (2,600 Kg.).
Capscrews
10. Remove the upper radiator side support rods (4,
4. Disconnect lines at fuel cooler (1, Figure 3-1). Figure 3-1). Remove lower support rods (5).
Remove clamps securing fuel lines to radiator. 11. Remove nuts, lockwashers, flat washers and
5. Unclamp and separate all upper tank lines (3) capscrews (2, Figure 3-5) from power module
between the radiator and engine. subframe (3) at the lower radiator mounts.
6. Remove outlet elbows (2 & 4, Figure 3-3) at 12. Verify all hoses and wiring harnesses have
bottom tanks. Cap all coolant lines to prevent been removed. Lift radiator slightly with the
contamination. hoist, move assembly forward until clear of
7. Remove and cap hoses from radiator top tank engine fan. Move radiator to work area for ser-
and surge tank. vice.
8. Remove capscrews and lockwashers to free fan
guard (1 & 3, Figure 3-4) from radiator shroud
(2). The two halves of the fan guard may be dis-
assembled and removed or the complete guard
may be moved to the rear to clear the fan
shroud during radiator removal.
9. Attach hoist to lift radiator and take up slack.
C3-4 Cooling System 03/01 C03023
RADIATOR REPAIR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection entails removing tubes in the radiator core
and cutting them open. This type of inspection can
indicate overall radiator condition, as well as coolant
and additive breakdown.
To perform this inspection, remove about four ran-
dom tubes from the air inlet side of the radiator.
Remove tubes from both the top and bottom cores,
and near each end of the radiator. Refer to Disas-
sembly and Assembly in this section for proper
instructions for tube removal and installation. Ana-
lyze any contaminant residue inside the tube to
determine the cause. Flush the system before return-
ing to service. Contact your nearest L&M Radiator
facility for further instruction or visit the L&M website
for further information at www.mesabi.com.
FIGURE 3-5. RADIATOR MOUNT
1. Radiator 4. Battery Box External Cleaning
2. Mounting Hardware 5. Outlet Elbow Many radiator shops use a hot alkaline soap, caustic
3. Subframe soda, or chemical additives in their boil-out tanks
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder, otherwise damage to the
radiator will result. Be sure to completely rinse the
cleaned tube/core in clean water after removing from
the boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 1200 psi.
Unlike conventional cores, you can and should get
right up next to the core with the spray nozzle. Start-
ing from the air exit side, place the high pressure
washer nozzle next to the fins. Concentrate on a
small area, slowly working from the top down. Make
sure to spray straight into the core, not at an angle.
Continue washing until the exit water is free of dirt.
Repeat from the opposite side.
C03023 03/01 Cooling System C3-5
Disassembly
To aid in removal of the tubes, clean the radiator
prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination.
After cleaning, spray lubricating oil at the top end
of the tubes.
FIGURE 3-7. INSTALLATION TOOL (VJ6567)
2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-7 The upper jaw of
the tool should be positioned just below the
rectangular section of the tube. The bottom jaw
should rest on the seal. Squeeze the tool just
enough to allow the bottom of the tube to be
removed from the bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
FIGURE 3-6. BREAKER TOOL (XA2307)
1. Start at the top row of tubes, first, and use the
breaker tool (XA2307) to loosen the tube to be
removed. When using the tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the tool to lightly twist the tube back and forth
within the seals to loosen the grip. Refer to Fig-
ure 3-6.
FIGURE 3-8. ANGLING TUBE DURING REMOVAL
3. Pull the tube from the top seal while simulta-
neously twisting the tube. Angle the tube only
far enough to clear the radiator during removal.
Refer to Figure 3-8. Removing the tube at an
excessive angle may cause damage to the
tube.
C3-6 Cooling System 03/01 C03023
4. Remove all the tubes at the top, before remov- Assembly
ing the bottom tubes.
NOTE: For easier installation, soak the seals in hot
5. After all of the tubes are removed, pliers can be water before installing.
used to remove the seals from the tanks. Dis-
card all seals. New seals must be used for 1. Install the new tube seals onto the bottom tank
assembly. and the bottom side of the center tank. Do not
install seals for the top core at this time. Seals
for the top of the tubes do not have locking
grooves, bottom tube seals do. Ensure the cor-
rect seals are installed in the proper position.
Cleaning and Inspection The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
1. Clean tube holes using a drill with a 3/4 in. (19 force will drive the seals in too far. The seals
mm) wire brush. should be slightly convex when installed prop-
2. Clean the holes of any foreign debris and wipe erly. Improperly installed seals are concave with
clean. a smaller diameter hole. Refer to Figure 3-9.
3. Clean the inside of the tanks and tubes. In most
cases just flushing the inside with a high pres-
sure hot water washer, with soap, will do the Properly installed;
job. If not, contact an L&M manufacturing facility Improperly installed;
slightly convex concave
or visit the L&M website for further instruction at
www.mesabi.com.
4. Check for signs of internal blockage in tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and correc-
tive action must be taken to prevent such con-
tamination from occurring in the future. Refer to
Internal Inspection in this section.
5. Buff the tube ends with a polishing wheel and a FIGURE 3-9. PROPER SEAL INSTALLATION
copper polishing compound. If any debris can
not be removed by buffing, emery cloth, steel
wool, or a wire wheel (wire size 0.006 - 0.008 in.
(0.15 - 0.20 mm) is acceptable for use. Use
extreme care not to mar the tube ends. 2. Use a 1/2 in. (13 mm) diameter brush to lubri-
cate the seals with lube/release agent
(XA2308).
C03023 03/01 Cooling System C3-7
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
Ensure that all tube beads are seated in their
When installing tubes, start at one end and work respective bottom seals.
towards the center. After you reach the center, Align and straighten all tubes during the installa-
move to the opposite end, and again, work tion of each row to allow maximum air flow
towards the center. If any of the tubes are difficult through the radiator.
to install, do not proceed to force the tube.
Remove the tube and determine the problem.
6. Install tube stay ends and install the felt air baf-
Possible causes may be:
fles behind the front and back rows while com-
• inadequate seal/tube lubrication pleting tube installation.
• improperly installed seal
• damaged seal or tube end
• tube angle excessive during installation
and/or tube not centered in seal
Pressure Testing
Inspect seals for damage before trying to re-
install tube. Replace as necessary. Radiators should be pressure tested at 15 psi for 30
minutes. Various methods of pressure testing include
4. Working from the front of the radiator (opposite the following:
of fan side) install the bottom row of tubes start-
• Pressurize the radiator and submerge into a test
ing with the fan side row.
tank. Watch for leaks.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only • Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
as much as necessary. Twist the tube while
Pressurize the radiator and check for leaks.
applying upward force. Push the tube into the
seal until enough clearance is available to • Cap off radiator ports. Install an air pressure
install the bottom end of the tube into the bot- gauge and pressurize to 15 psi. Remove the air
tom seal. source and monitor the pressure gauge.
5. Center the bottom end of the tube in the bottom • Pressurize the radiator with air, and spray sealed
seal. Push the tube downward until the formed joints with soapy water.
bead on the tube is seated inside of the lock
ring groove in the seal. If necessary, you may
use the installation tool (VJ6567) to pull the
tube downward into the seal. The tool has a
hooking device on the end of one of the handles
for aiding in installation. Additional Service Information
Additional service information can be found on the
L&M Radiator website located at www.mesabi.com.
FIGURE 3-10. USING INSTALLATION TOOL TO
INSTALL TUBE
C3-8 Cooling System 03/01 C03023
Installation - Radiator
1. Attach a hoist to the radiator assembly and lift 11. Route hoses to fuel cooler, clamp in place and
into position on the subframe. attach to fuel cooler fittings.
2. Insert the capscrews, washers, and nuts (2, 12. Reinstall air conditioning system components:
Figure 3-5) at the lower radiator mounting
a. Install condenser, condenser hoses, and
brackets but do not tighten at this time.
clamps.
3. Inspect rubber bushings for lower support rods
(5, Figure 3-1) and replace if worn or damaged. b. Install receiver/drier and clamp hoses.
Install flatwashers, rubber bushings and nuts on Attach wires to low pressure switch.
the lower end of radiator support rods and insert c. Clamp all hoses and wiring to studs using
rods into the subframe mounting brackets. clamps removed during disassembly. Refer
Insert remaining bushings, flatwashers and to Section N, Operator Comfort, for complete
locknuts but do not tighten. Install rods at radia- instructions to evacuate and recharge the air
tor brackets and tighten to standard torque. conditioning system refrigerant supply.
4. Install upper support rods (4) and mounting 13. Install grille and hood according to instructions
hardware at radiator brackets and front upright in Section B, Structural Components.
brackets. Do not tighten at this time.
14. Make sure all coolant drains are closed, pipe
5. Adjust the lower stabilizer support rods to posi-
plugs installed, and all hoses installed. Service
tion the radiator perpendicular to the subframe
cooling system with the proper mixture of anti-
within ± 0.12 in. (3.0 mm) measured at top of
freeze as recommended in Section P, Lubrica-
radiator. When position is established, tighten
tion and Service Check for static leakage and
locknuts to 525 ft. lbs (712 N.m) torque to lock
correct any leaks. Start engine and run until
adjustment.
cooling system reaches operating temperature,
6. Tighten upper support rod mounts and recheck recheck the cooling system for leakage during
perpendicularity of radiator. engine operation.
7. Tighten nuts on capscrews (2, Figure 3-5) at
lower radiator mounting brackets to standard
torque.
8. Install the fan guard using capscrews and
washers removed during disassembly.
9. Install upper radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps securely.
10. Install lower radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps. If outlet elbows (2 & 4, Figure 3-3) have
been removed during radiator removal, install
new gaskets during installation.
C03023 03/01 Cooling System C3-9
RADIATOR FILLING PROCEDURE COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check coolant level and thoroughly inspect
The cooling system is pressurized due to thermal system for leaks.
expansion of coolant. DO NOT remove the radia- a. Check for proper coolant/antifreeze mixture.
tor cap while the engine and coolant are hot.
b. Follow engine manufacturer's recommenda-
Severe burns may result.
tions regarding use of cooling system addi-
tives.
1. With engine and coolant at ambient tempera- 2. Inspect radiator fins for restrictions. Be certain
ture, remove radiator cap. the air flow through the radiator is not restricted
by debris or bent radiator fins.
Note: If coolant is added using the Wiggins quick fill 3. Visually inspect fan blades for damage. Check
system, the radiator cap must be removed prior to radiator cap sealing surfaces.
adding coolant. 4. If equipped with a fan clutch, refer to Section N,
Operator Comfort for complete instructions for
2. Fill radiator with proper coolant mixture (as test and repairs if required.
specified by the engine manufacturer) until 5. Refer to engine manufacturer's Service Manual
coolant is visible in the sight gauge. for information regarding test and replacement
3. Install radiator cap. of the coolant system thermostats.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating tempera-
ture.
Engine coolant must always be visible in the sight
gauge before truck operation.
C3-10 Cooling System 03/01 C03023
SECTION C4
POWERTRAIN
INDEX
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Removal - Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining The Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
C04027 Power Train C4-1
NOTES
C4-2 Power Train C04027
POWER TRAIN
ALTERNATOR
Removal - Alternator
The following instructions cover the removal of the
main alternator from the engine after the power
module has been removed from the truck. (Refer to
Figure 4-2.)
When lifting the alternator, attach a hoist to the
lift eyes only. The alternator weighs approxi-
mately 8,200 lbs. (3,720 kg). Use a lifting device
that can handle the load safely.
1. Attach a hoist with two lifting chains to the two
alternator lifting eyes (8, Figure 4-2).
2. Block under the rear of the engine
a. Loosen cradle adjustments setscrews (3,
Figure 4-1).
FIGURE 4-1. CRADLE STRUCTURE
b. Loosen engine/cradle capscrews (5, Figure
1. Cradle Structure 4. Subframe
4-2).
2. Jam Nut 5. Gap
3. Adjustment Setscrew
FIGURE 4-2. ENGINE AND ALTERNATOR
1. Alternator 4. Flywheel Housing 7. Sub Frame
2. Capscrews & Lockwashers 5. Capscrews 8. Alternator Lift Eyes
3. Cradle 6. Engine
C04027 Power Train C4-3
3. Remove the access cover at the front, right side
of the engine flywheel housing. Reach through
the access openings and remove twelve [12]
capscrews (6, Figure 4-3) joining the engine
drive ring (7) to alternator rotor (8). (Rotate
crankshaft to align each capscrew with access
hole.)
Be certain all capscrews have been removed!
4. Remove sixteen capscrews (3) securing fly-
wheel housing adapter (2) to alternator housing
(1).
NOTE: The clearance between the head of capscrew
(3) and flywheel housing (4) will not permit complete
removal of the capscrews at all locations. Be sure all
the capscrew threads are completely disengaged
from alternator housing (1).
5. Take up slack in the hoist and remove cap-
screws and lockwashers (2, Figure 4-2) secur-
ing the alternator to the cradle structures.
6. Keep the alternator as level as possible and
move away from engine.
FIGURE 4-3. ALTERNATOR TO ENGINE
7. Note shim location and quantity. Retain shims
MOUNTING
for possible use during reinstallation. 1. Alternator 5. Capscrew
8. For further disassembly instructions for the 2. Flywheel Housing 6. Capscrew (12 ea.)
alternator, refer to the General Electric Service Adapter 7. Engine Drive Ring
Manual. 3. Capscrew (16 ea.) 8. Alternator Rotor
4. Engine Flywheel
Housing
C4-4 Power Train C04027
ENGINE/ALTERNATOR MATING Measuring Procedure
1. Thoroughly clean the alternator housing mount-
ing surface, rotor drive adapter mounting sur-
face and flywheel housing adapter mounting
surfaces.
2. With magnetic base mounted on the front of the
The following instructions must be followed to engine and the dial indicator on the front of the
ensure proper alignment and engine crankshaft crankshaft, measure total crankshaft end-play:
endplay. Failure to follow these instructions can Verify end play is within 0.13 - 0.38 mm
result in serious damage to the engine and/or (0.005 - 0.015 in.)
alternator.
Record Total Crankshaft End_______________
3. Refer to Figure 4-4. Move the engine crankshaft
General Instructions to the rear of its end travel.
• Never pry on the engine crankshaft damper! a. Carefully measure Dimension “C” at four
locations, 90° apart:
• Loosen or remove fan belts prior to measuring
1st measurement:___________________
crankshaft end-play to insure that the crankshaft
moves easily and completely. 2nd measurement:__________________
3rd measurement:___________________
• When taking measurements, always take four 4th measurement:___________________
equally spaced readings and average them. Dimension “C”: Average______________
• Always measure from mating surface to mating b. Add 1/2 (one-half) of Total End-play (Step 2).
surface.
c. Record (a + b) as;
• References to crankshaft rotation; clockwise ”Measurement C”:___________________
(CW), or counterclockwise (CCW), is the
direction of rotation when looking at the front
(damper end) of engine.
• Crankshaft end-play: 0.13 - 0.38 mm (0.005 -
0.015 in.)
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R
Max. Flywheel Housing Bore Eccentricity 0.66 mm
Max. Face Runout Flywheel Housing 0.25 mm
Max. Eccentricity of Flywheel 0.18 mm
(Coupling Assy.)
Max. Axial Runout of Flywheel Face 0.25 mm
(Coupling Assy.)
. FIGURE 4-4. SHIM LOCATION
1. Alternator Housing “A” - Dimension “A”
2. Alternator Rotor “B” - Drive Shims
3. Flywheel Housing “C” - Dimension “C”
Adapter “D” - Housing Shims
4. Engine Flywheel
Housing
5. Engine Drive Ring
C04027 Power Train C4-5
4. Refer to Figure 4-5. Alternator End-play:
a. Using a flat steel bar (3, Figure 4-5) bolted
rigidly to the alternator rotor (2), install a 5/8"
- 11 capscrew (4) at each end into alternator
housing (1). Leave capscrews finger-tight.
b. Move alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening
the capscrews (4) one-half-turn-at-a-time.
Do NOT exceed 12.0 ft. lbs. (16.3 N.m)
torque on each capscrew. This establishes
the maximum permissIble rear travel for the
alternator rotor.
c. Alternately loosen capscrews (4) one-turn-
at-a-time, until all torque is released. Care-
fully remove the bar (3).
Note: The object is to leave the rotor in its most
rearward position.
Refer to Figure 4-4.
d. Carefully measure Dimension “A” (Do not
move the alternator rotor) at four locations,
90° apart, and average the measurements.
1st measurement:___________________
2nd measurement:___________________
3rd measurement:___________________
4th measurement:___________________
Dimension “A”:_______________Average FIGURE 4-5. ALTERNATOR END-PLAY
e. Add 0.010" to Dimension “A”.
1. Alternator Housing 3. Steel Bar
f. Record (d + e) as; 2. Alternator Rotor 4. Capscrew
”Measurement A”:___________________
5. Determining Shims:
Compare “Measurement C” (Step 3.c.) with
“Measurement A” (Step 4.f.).
a. If C is greater than A, subtract: (C - A) = B
b. If A is greater than C, subtract: (A - C) = D
B = ______________Shim pack thickness
D = ________________Shim pack thickness
to be installed at location B, Figure 4-4.
to be installed at location D, Figure 4-4.
Rotor-to-Drive Ring
Location “B” Alternator-to-Flywheel Housing Adapter
Location “D”
Shim Part Number Shim Thickness
Shim Part Number Shim Thickness
TM3467 0.004 inch
TM3466 0.004 inch
TM3469 0.007 inch
TM3468 0.007 inch
C4-6 Power Train C04027
Joining The Alternator and Engine
When lifting the alternator, attach hoist to lift
eyes only. The alternator weighs approximately
8,200 lbs. (3,720 kg). Use a lifting device that can
handle the load safely.
1. Use the two top lift brackets provided on the
alternator for lifting. The top front lifting bracket
should be equipped with some method of
adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and
engage the engine drive ring (6, Figure 4-6) into
the alternator rotor drive (7) using shims “B”, if
required (refer to step 5.a. “Determining Shims”,
in Measuring Procedure).
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 175 ft.
lbs. (237 N.m) torque.
4. Install capscrews (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate FIGURE 4-6. ALTERNATOR TO ENGINE
crankshaft to access and align holes. Tighten MOUNTING
capscrews (5) to 175 ft. lbs. (237 N.m) torque. 1. Alternator Housing 5. Capscrew
5. Install alternator-to-cradle structure mounting 2. Point Capscrew 6. Engine Drive Ring
capscrews and washers (2, Figure 4-2) and 3. Flywheel Housing 7. Alternator Rotor
tighten to 525 ft. lbs. (712 N.m) torque. Adapter “B” - Drive Shims
6. Tighten engine-to-cradle structure mounting 4. Engine Flywheel “D” - Housing Shims
capscrews (5, Figure 4-2) to 345 ft. lbs. (465 Housing
N.m) torque.
The total engine crankshaft end-play (step 7)
must equal the original measurement or 0.020 in.
(0.51 mm) (alternator end-play), whichever is
smaller.
If the end-play after the alternator and engine are
assembled is less than 0.020 in. (0.51 mm), and
Never pry on the engine crankshaft damper! less than the starting engine crankshaft end-play,
Reshimming is required.
7. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
9. Rotate the crankshaft one full revolution and lis-
crankshaft, measure total crankshaft end-play:
ten for any unusual noise caused by moving
Record Total Crankshaft End-play:__________ components contacting stationary parts.
10. Install engine side cover, if removed. Install
8. Compare the step 7 value to the measurement lockwire on all alternator mounting capscrews.
taken before alternator was installed on engine. 11. Install access cover on flywheel housing.
C04027 Power Train C4-7
ENGINE Service
Complete instructions covering the disassembly,
Removal
assembly and maintenance of the engine and its
Refer to instructions in previous sections for removal components can be found in the engine manufac-
instructions for the power module, alternator, and turer's service manual.
radiator assembly.
Installation
1. Align engine to subframe and install front
mounting capscrews and lockwashers (5, Fig-
The engine weighs approximately 20,514 lbs. ure 4-7). Align and install rear engine mounting
(9,305 kg) wet. Be sure lifting devices are capable capscrews and lockwashers (2) through cradle
of handling the load safely. structure, but do not tighten at this time. Tighten
1. Disconnect any remaining wiring or hoses front mount capscrews to 345 ft. lbs. (465
between the engine and subframe. N.m) torque.
2. Remove capscrews and lockwashers (5, Figure 2. Install alternator on engine following. Refer to
4-7) securing front engine mount to subframe. Engine/Alternator Mating.
3. Attach spreader bar with lifting straps at front lift 3. Tighten rear engine mounting capscrews (2) to
hooks and rear lift hooks (6) on engine. Remove 345 ft. lbs. (465 N.m) torque after alternator is
capscrews and lockwashers (2) at rear engine installed.
mount securing engine to cradle structure (1). 4. Adjust setscrew (3, Figure 4-2) to equalize gap
Always use a spreader bar to ensure lift straps (5) between cradle structure (1) and subframe
are vertical at each lift hook. (4) at left and right side. Lock setscrew with jam
4. Lift engine from subframe and move to clean nut (2).
work area for further disassembly.
FIGURE 4-7. ENGINE MOUNTING
1. Cradle Structure 3. Engine Subframe 5. Capscrews and Lockwashers
2. Capscrews and Lockwashers 4. Engine 6. Engine Lift Hooks
C4-8 Power Train C04027
SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
General Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05013 05/98 Air Filtration System C5-1
NOTES
C5-2 Air Filtration System 05/98 C05013
AIR CLEANERS
AIR CLEANERS
Operation
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the The truck engine must be shut down before ser-
radiator. These air cleaners discharge heavy parti- vicing the air cleaner assemblies or opening the
cles of dust and dirt by centrifugal action and then engine air intake system.
remove finer particles by passing air through filter Never start the engine with the filter elements
cartridges. removed. Engine operation with elements
removed can cause serious engine damage.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air enter-
ing here is drawn through a series of tubes that are
designed to produce a cyclonic action. As the air General Service Information
passes through the outer portion of the tubes, a cir-
cular motion is set up causing dust and dirt particles • Inspect and empty dust collector cups at regular
to be thrown from the air stream into dust collectors intervals; daily inspection is recommended.
(1, Figure 5-1). At the same time, the air stream turns Never allow the dust level to build up to the tube
and is directed up through the center of the tubes into (precleaner) chamber.
the filter chamber. Here the air passes through the • During operation or after the engine has been
main filter element and safety filter element and out shut down, observe the air cleaner vacuum
the clean air outlet to the engine's air intake system. gauges mounted on the overhead display panel
The function of the safety filter is to increase overall in the operator's cab. Filter service is required
reliability and engine protection. when a gauge shows maximum restriction.
• Check all engine air inlet tubes, hoses and
clamps. All connections must be air tight to
prevent dirt entry.
• Air cleaner housing fasteners and mountings
must be tight.
• After filter service has been accomplished, reset
air cleaner service vacuum gauges by pressing
the reset button on the face of the gauge.
FIGURE 5-1. ENGINE AIR CLEANERS
1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Cover
C05013 05/98 Air Filtration System C5-3
FIGURE 5-2. AIR CLEANER ASSEMBLY
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
FILTER ELEMENT REPLACEMENT 4. Check safety (secondary) filter element indica-
tor nut (7). If solid red area is showing, safety fil-
1. Follow normal procedures and shut down the
ter replacement is required. If center is green,
engine. Clean dirt and dust off area around air
safety element does not require service.
cleaner element cover (4, Figure 5-1).
2. Loosen large wing nut (5, Figure 5-2) on air
cleaner cover to free main element assembly
(10). Pull main element clear of assembly.
3. Inspect filter element carefully for possible dam-
Have a new safety (secondary) filter element on
age, holes, breaks, etc., which might affect
hand before removing old one. Do not keep
reuse of element. If element appears service-
intake system open to the atmosphere any longer
able other than being dirty, proceed with the
than absolutely necessary.
cleaning procedure. If defects are found in filter
element, wing nut assembly (5) must be
removed from element assembly and installed 5. If indicator indicates safety filter replacement is
on the new filter element. required, remove indicator and remove safety
filter element. Discard element; DO NOT
attempt to clean the safety element.
C5-4 Air Filtration System 05/98 C05013
Main Filter Element Cleaning
6. Reset the indicator nut from red to green by NOTE: Remember that only the main filter elements
gently blowing air into threaded hole from gas- may be cleaned and then only if they are structurally
ket side of nut. intact. Do not reuse an element that is damaged. DO
7. Install new safety element and tighten safety NOT clean and reuse the safety (secondary) filter
indicator wing nut to 10 ft. lbs. (13 N.m) torque. elements. Replace them with new parts.
8. Install clean or new, main filter element into air After inspection, determine the condition of the ele-
cleaner and secure with wing nut. Tighten wing ment and choose either the washing or compressed
nut hand tight, do not use a wrench or pliers. If air method for cleaning the filter element. If the ele-
filter element is being reused, make sure seal- ment is clogged with carbon, soot, oil and/or dust, the
ing gasket is not damaged. The gasket must complete washing procedure will produce the best
seal completely. results.
9. Close and latch the dust collectors on the bot- 1. Wash elements with water and detergent as fol-
tom of the air cleaner assembly. lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen
dirt deposits. DO NOT soak elements for
more than 24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A com-
plete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140°F (60°C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thor-
oughly for slightest ruptures and damaged
gaskets. A good method to detect paper rup-
tures is to place a light inside the filter ele-
ment as shown in Figure 5-3, and inspect the
outer surface of the filter element. If holes or
ruptures are found, do not reuse the ele-
ment. Discard and replace with a new part.
FIGURE 5-3. INSPECTING FILTER ELEMENT
C05013 05/98 Air Filtration System C5-5
FIGURE 5-4. CLEANING FILTER ELEMENT
WITH COMPRESSED AIR
2. Clean dust loaded elements with dry filtered
compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter FIGURE 5-5. REMOVING DUST FROM
material. PRECLEANER TUBES
b. As shown in Figure 5-4, direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
Cleaning Precleaner Tubes
air flow should be opposite of normal air flow.
c. Move air flow up and down vertically with
pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or Both the main and safety elements must be
ruptures are noted, discard the element. installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
Precleaner Section 1. Dust can be removed with a stiff fiber brush.
DO NOT use a wire brush. Dust may also be
The tubes in the precleaner section of the air cleaner removed effectively using compressed air.
assembly should be cleaned at least once annually
2. Heavy plugging of tubes may require soaking
and at each engine overhaul. More frequent cleaning
and washing of complete precleaner section.
may be necessary depending upon operating condi-
The following instructions cover these proce-
tions and local environment should tubes become
dures.
clogged with oil, sludge or dirt.
NOTE: The precleaner section may be separated
To inspect tubes in precleaner section, remove main
from the air cleaner assembly without dismounting
filter element. Do not remove the safety element.
the complete air cleaner from the truck.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear 3. Remove the air intake cover (3, Figure 5-1).
and the light should be visible. Remove capscrews and locknuts holding pre-
cleaner section to the cleaner assembly and
Clean the tubes as follows if clogging is evident. remove precleaner. The safety element must
remain in place to protect the engine intake.
4. Loosen clamps and remove dust collector cup
(1) from precleaner section. Wash dust cup with
water and liquid soap solution.
C5-6 Air Filtration System 05/98 C05013
AIR INTAKE TROUBLESHOOTING
5. Submerge precleaner section (see Figure 5-6.) To insure maximum engine protection, be sure that
in a solution of Donaldson D-1400 and warm all connections between air cleaners and engine
water (mix solution according to package direc- intake are tight and positively sealed. If air leaks are
tions). Tube section must be down. Soak for 30 suspected, check the following:
minutes, remove from solution and rinse thor-
oughly with fresh water and blow dry. 1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow
6. Severe plugging may require the use of an Oak-
an intake air leak.
ite 202 and water solution. The solution should
be mixed 50% Oakite 202 and 50% fresh water. 2. Check all air cleaner gaskets for positive seal-
Soak precleaner section for 30 minutes, rinse ing.
clean with fresh water and blow dry completely. 3. Check air cleaner elements, main and safety,
7. Check precleaner gaskets carefully for any evi- for ruptures, holes or cracks.
dence of air leaks and replace if necessary 4. Check air cleaner assembly for structural dam-
8. Install precleaner section, with serviceable gas- age, cracks, breaks or other defects which
kets, on air cleaner assembly and install all could allow air leakage. Check all mounting
mounting hardware removed. hardware for tightness.
9. With a serviceable gasket, install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
FIGURE 5-6. WASHING AND SOAKING
PRECLEANER SECTION
C05013 05/98 Air Filtration System C5-7
NOTES
C5-8 Air Filtration System 05/98 C05013
SECTION C7
FAN CLUTCH
INDEX
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FAN CLUTCH - DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ASSEMBLY - FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
C07001 Fan Clutch C7-1
NOTES
C7-2 Fan Clutch C07001
FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING INSTALLER
TOOL B - REAR SLEEVE BEARING INSTALLER
C07001 Fan Clutch C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;
BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4 Fan Clutch C07001
TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER (LARGE)
C07001 Fan Clutch C7-5
FAN CLUTCH - DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW
1. Orifice Fitting 16. External Snapring (spacer) 31. Steel Clutch Plate
2. Dowel Pin (Rear) 17. Sealring (Hook type) 32. Internal Snapring
3. Pitot Tube 18. Bolt 33. Main Bearing (front)
4. Wear Sleeve 19. Washer 34. O-Ring Seal
5. Retainer/Seal Assembly 20. Pulley 35. Bearing Retainer (front)
6. Shaft Assembly 21. Pulley Adapter 36. Oil Seal
7. Nameplate Kit 22. Sealring (large) 37. Washer
8. Washer 23. Piston 38. Bolt
9. Bolt 24. Sealring (small) 39. Wear Sleeve
10. Oil Seal 25. Spring Washer 40. Retainer/Seal Assembly
11. Bearing Retainer (rear) 26. Shim 41. Sleeve Bearing (rear, short)
12. Bearing Spacer (External Snapring) 27. External Snapring 42. Fan Mounting Hub Assembly
13. O-Ring Seal 28. External Snapring 43. Dowel Pin (Front)
14. Main Bearing (rear) 29. Clutch Hub 44. Sleeve Bearing (front, long)
15. Internal Snapring 30. Facing Plate 45. End Cap
C7-6 Fan Clutch C07001
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
3. Pitot Tube 15. Internal Snapring 28. External Snapring 38. Bolt
4.Wear Sleeve 16. External Snapring 29. Clutch Hub 39. Wear Sleeve
5. Retainer/Seal Assembly 17. Sealring (Hook type) 30. Facing Plate 40. Retainer/Seal Assembly
6. Shaft Assembly 20. Pulley 31. Steel Clutch Plate 41. Sleeve Bearing
8. Washer 22. Sealring (large) 32. Internal Snapring (rear, short)
9. Bolt 23. Piston 33. Main Bearing 42. Fan Mounting Hub
10. Oil Seal 24. Sealring (small) 34. O-Ring Seal Assembly
11. Bearing Retainer 25. Spring Washer 35. Bearing Retainer 44. Sleeve Bearing
13. O-Ring Seal 26. Shim 36. Oil Seal (front, long)
14. Main Bearing 27. External Snapring 37. Washer 45. End Cap
C07001 Fan Clutch C7-7
FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan 3. Remove O-Ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-3. FIGURE 7-5.
2. Install lifting eyes, and attach a hoist and chains
to front bearing retainer (35). Use a small 4. Position the bearing retainer and hub assembly
screwdriver to separate the front bearing on the bench with clutch hub (29) up. Remove
retainer from pulley adapter (21), and set it external snap ring (28).
aside on a bench.
C7-8 Fan Clutch C07001
FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the bear-
ing retainer as close as possible to fan mount-
ing hub (42). Press the fan mounting hub out of
the front bearing using tooling (B).
C07001 Fan Clutch C7-9
FIGURE 7-10.
FIGURE 7-12.
11. Remove front retainer/seal assembly (40).
9. Turn bearing retainer (35) over on the press Wedge a large chisel or other appropriate tool
bed. Press front bearing (33) out of the bearing behind the retainer to force it off fan mounting
retainer using tooling (D). hub (42).
FIGURE 7-13.
FIGURE 7-11. Use a chisel to make three indentations in wear
sleeve (39) in order to loosen the sleeve. The inden-
tations should be approximately 120° apart from one
10. Support beneath the fan mounting hub with end another. Remove the wear sleeve.
cap (45) down, but approximately 2 in. (50 mm)
Use caution when using the chisel. Do not cut
above the press bed. Using a solid steel bar or
through the sleeve. Damage to the shaft can
equivalent, press the end cap from the fan
cause future leaks.
mounting hub.
C7-10 Fan Clutch C07001
FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart below. The lighter the appearance of the 14. Remove the stack of facing plates (30) and steel
bearing, the more worn it is. If either bearing clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-17.
FIGURE 7-15.
15. Remove external snap ring (27), shim (26), and
13. Position tooling (C) against sleeve bearing (41). spring washer (25).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out simulta-
neously.
C07001 Fan Clutch C7-11
FIGURE 7-20.
FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) with
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22 & 24) from the piston.
19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
C7-12 Fan Clutch C07001
FIGURE 7-22.
20. Position the shaft as shown. Insert a phillips-
FIGURE 7-24.
head screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is bro-
ken loose. Then, grip the pitot tube with a pair of
pliers, and gently tap on the pliers to remove the 22. Remove external snap ring (16).
pitot tubes from the hole in the shaft.
FIGURE 7-23. FIGURE 7-25.
21. Remove both seal rings (17).
23. Remove internal snap ring (15).
C07001 Fan Clutch C7-13
FIGURE 7-28.
FIGURE 7-26. 26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
24. Support the bearing retainer as close as possi-
ble to the bearing bore. Use care not to damage
the retainer/seal assembly. Press the shaft out
of bearing (14) using tooling (E).
FIGURE 7-29.
27. Use a chisel to make three indentations in wear
sleeve (4). The indentations should be approxi-
FIGURE 7-27. mately 120° apart from one another. Remove
the wear sleeve. Use caution when using the
chisel. Damage to the shaft can cause future
25. Remove oil seal (10) from bearing retainer (11). leaks.
C7-14 Fan Clutch C07001
FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive
the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.
C07001 Fan Clutch C7-15
CLEANING AND INSPECTION
Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse.
• Ball bearings - Replace at time of rebuild.
• Internal snaprings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
• External snaprings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
• Sealrings - Replace during rebuild.
• Oil seals - Replace during rebuild.
• Bolts & washers - Reuse unless damaged or worn.
• Retainer/Seal assemblies - Replace if damaged or worn.
• Wear sleeves - Replace during rebuild.
• Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do Not attempt to separate the shaft assembly.
2. Inspect and clean pitot tube holes in the shaft. Use a standard reamer, straight flute 0.3770 in. diameter.
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.
C7-16 Fan Clutch C07001
FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.
C07001 Fan Clutch C7-17
FIGURE 7-35. PISTON REWORK
(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside
face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 0.121 in. mini-
mum thickness (new) and must be flat within
0.005 in.
9. Inspect facing plates (30). New minimum thick-
ness for facing plates is 0.109 in. Grooves are
0.006 in. deep. The plates must be flat within
0.005 in. Check teeth for excessive wear. When
new, the space between the teeth is approxi- FIGURE 7-36.
mately 0.280 in.
10. Inspect fan mounting hub (42).
C7-18 Fan Clutch C07001
FIGURE 7-37.
11. Inspect front bearing retainer (35).
12. Inspect end cap (45) for any wear or raised
nicks.
C07001 Fan Clutch C7-19
ASSEMBLY - FAN CLUTCH
NOTE: The fan clutch is reassembled using Loctite ®
(or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing
surfaces.
1. Place end cap (45) in a freezer or on dry ice to
prepare for installation in the following steps.
FIGURE 7-39.
2. If removed, install dowel pin (43) into fan
mounting hub assembly (42). Refer to Figure
####. Press the pin into the hub leaving 0.090
in. (2.3 mm) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
FIGURE 7-38. instructions in Figures # and ########.
C7-20 Fan Clutch C07001
FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.
Again using tooling (B), press rear sleeve bear-
ing (41) into the fan mounting hub until the tool
contacts the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve
bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to Fig-
ure 7-40.
C07001 Fan Clutch C7-21
FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the
fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
0.040 in. (1.0 mm) below the shoulder.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interfer-
ence between it and the bearing retainer after
assembly.
• Front wear sleeve (39) is NOT
interchangeable with rear (notched) wear
sleeve (4). The ID of the front wear sleeve is
color coded red. FIGURE 7-45.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from 6. Coat the I.D. of front wear sleeve (39), and the
occurring. wear sleeve diameter of the shaft with Loctite®
Primer N and #242 (or equivalent). Using tool-
• Use extreme care when handling the wear ing (D), press the wear sleeve onto the shaft,
sleeve. The slightest nicks or scratches may
flush with the shoulder.
cause leakage.
NOTE: Some fan hubs may have a small hole on the
wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.
C7-22 Fan Clutch C07001
FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite® Primer N and #242. 9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.
Do not apply Loctite® to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite® Primer N and #609 to the mating
surfaces of front bearing (33) and front bearing 10. Turn the retainer over on the press bed. Coat
retainer (35). Place the bearing into position on the O.D. of front oil seal (36) and mating surface
the retainer with the notch for the bearing pin on the bearing retainer with Loctite® Primer N
facing downward. and #242 (or equivalent). Use tooling (E) to
press the oil seal into the front bearing retainer,
Press the front bearing into the bearing retainer flush with the front face. Ensure the lip of the
using tooling (E) or equivalent. Press ONLY on seal is dry. Wipe any excess Loctite® from the
the outer race of the bearing until it seats at the seal area and remove any rubber strings from
bottom of the bore. the seal.
C07001 Fan Clutch C7-23
FIGURE 7-50.
11. Coat the bearing I.D.and the fan mounting hub
bearing journal with Loctite® Primer N and #609
(or equivalent). Place the front bearing retainer FIGURE 7-51.
sub-assembly into position on the fan mounting
hub. (Ensure the notch in the bearing is aligned
with the bearing dowel pin.) Do not allow the 12. Install clutch hub (29) on the fan mounting hub
seal lip to come in contact with the Loctite®. assembly (42) with the open end down. (No
Press the bearing onto the hub using tooling (D) special timing is necessary.)
until it contacts the wear sleeve.
Wipe any lubricant or sealer from the seal
lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch
hub in place.
C7-24 Fan Clutch C07001
FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press the rear retainer/seal
assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 0.040 in. (1.0
mm) below the shoulder.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interfer-
ence between it and the bearing retainer after
FIGURE 7-54. assembly.
14. If removed, install rear dowel pin (2) in shaft
assembly (6). Press the pin until 0.080 in. (2.0
mm) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.
C07001 Fan Clutch C7-25
FIGURE 7-57.
FIGURE 7-56. 17. Coat the OD of rear bearing (14) and the mating
surface of bearing retainer (11) with Loctite®
Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Press the bearing into the bearing
retainer using tooling (F) or equivalent. Press
only on the outer race of the bearing, until the
bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The ID of the rear wear sleeve is color coded
blue.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
• Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the I.D. of the rear, (notched) wear sleeve
(4), and the wear sleeve diameter of the fan
mounting hub with Loctite® Primer N and #242
(or equivalent). Locate the sleeve so the notch
in the sleeve will be aligned with the small lube FIGURE 7-58.
hole in the shoulder. Press the wear sleeve onto
the fan mounting hub, flush with the shoulder
using tooling (D).
18. Install internal snap ring (15).
C7-26 Fan Clutch C07001
FIGURE 7-59.
19. Some fan clutches were assembled with an external snapring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snapring was used,
place the snapring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the following step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the O.D. of rear oil seal (10) with Loctite® 21. If a bearing spacer is used instead of a snapring
Primer N and #242 (or equivalent). Use tooling as explained in Step 19, place the spacer into
(E) or the equivalent to install the oil seal in the position in the groove on shaft assembly (6).
rear bearing retainer, flush with the rear face. Note the location of the spacer in Figure (7-61).
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
C07001 Fan Clutch C7-27
FIGURE 7-62.
FIGURE 7-63.
23. Install external snap ring (16). Ensure the
22. Place the shaft sub-assembly on the press bed. snapring is fully seated in the groove. It may be
Coat the bearing I.D., and bearing journal on necessary to tap on the snapring with a screw-
the shaft with Loctite® Primer N and #609 (or driver to fully seat the snapring.
equivalent).
Carefully, lower the rear bearing retainer sub-
assembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite®.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snapring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite® from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If interfer-
ence is found, remove the bearing retainer and
eliminate the point of interference.
FIGURE 7-64.
24. Be sure the pitot tube holes in the shaft are
clean and free of burrs and staking material, to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite® Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
C7-28 Fan Clutch C07001
tube to approximately 0.75 in. (20 mm) from the
end.
Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the bear-
ing retainer. Rotate the tube so the open, bent
end faces in a counter-clockwise direction, and
is exactly parallel to the surface of the bearing
retainer. (A large phillips-head screwdriver
inserted in the end of the tube can be conve-
niently used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three
places, (at the 9, 12, and 3 o'clock positions) to
prevent the tubes from rotating in operation.
FIGURE 7-66.
26. Install small seal ring (24) in the inside groove,
and large seal ring (22) in the outside groove of
piston (23). Lubricate the seal ring grooves with
an oil-soluble lubricant such as engine assem-
bly grease before installation. Refer to the Fig-
ure 7-66 for proper orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the
grooves in the shaft. Rotate the rings so the slits FIGURE 7-67.
in the rings are 180° apart from one another.
27. Lubricate the external surfaces of seal rings (22
& 24) with an oil-soluble lubricant such as
engine assembly grease. Also, lubricate the
seal mating surfaces in the pulley adapter.
C07001 Fan Clutch C7-29
28. Carefully, place the piston in the pulley.
Do Not push the piston in place!
Without pressing down on the piston, rotate it
slowly clockwise-counterclockwise until it falls
into place. (Forcing the piston will usually cause
the seal rings to be cut.)
FIGURE 7-69.
30. Install spring washer (25), shim (26), and
spirolock ring (27). It will be necessary to press
downward to compress the spring washer, while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for easy final
assembly of the fan clutch. Lift the front bearing
retainer sub-assembly in place on the pulley.
While doing so, the slots of the front bearing
retainer will engage the tangs of the piston, and
the retainer will rest against the pulley.
Then, rotate the bearing retainer (and piston)
until the bolt holes align in the bearing retainer
FIGURE 7-70.
and pulley. Carefully, remove the bearing
retainer sub-assembly. 31. Place the front bearing retainer sub-assembly
on the bench with the clutch hub up.
Install one steel clutch plate (31) in place in the
bearing retainer. Now dip a facing plate (30) in
new engine oil, allow the excess to drain off,
and place the plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.
C7-30 Fan Clutch C07001
32. Turn the pulley adapter assembly over and
install two lifting eyes 180° apart. Install a guide-
bolt in one bolt hole of the pulley. Refer to Fig-
ure 7-71.
Coat front O-Ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure the guide bolt
is aligned with a bolt hole in the bearing retainer
assembly and the O-ring seal is still securely in
place. Lower the pulley until it rests on the front
bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers
(37) and snug. Insert the bolts 90° apart.
FIGURE 7-72.
C07001 Fan Clutch C7-31
FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8), and torque
each one to 36-43 ft. lbs. (49-58 Nm).
34. Lubricate O-Ring seal (13) with petroleum jelly
or an oil-soluble grease and install in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate the hook type sealrings (17) on the 37. If removed, install orifice fitting (1) in the "oil in"
shaft assembly. Carefully lower the shaft sub- port of the bracket.
assembly into the pulley bore and onto the pul-
ley until the retainer rests on the pulley. Use
caution when lowering. Damage to the sleeve
bearings may result if the shaft is cocked during
installation.
C7-32 Fan Clutch C07001
FIGURE 7-78.
38. Turn the assembly over on the bench. Install the remaining bolts (38) and lockwashers (37), and torque all to
36-43 ft. lbs. (49-58 Nm).
C07001 Fan Clutch C7-33
TEST PROCEDURE
1. The fan clutch should be fully locked up with 40 psi oil pressure supplied at the control pressure port.
2. Operate the fan clutch with 180° F (82° C) oil supplied to the oil in port for 2 hours. Manually engage and dis-
engage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while
the clutch is disengaged, but ensure the fan mounting hub is allowed to rotate freely while the clutch is
engaged.
The fan clutch rotation causes the pitot tubes to pump lubrication oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.
C7-34 Fan Clutch C07001
SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
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.
D01033 Index D1-1
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake.
Be certain the “parking brake applied” indicator lamp in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Be
certain the rest warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down, use
the shutdown switch on the center console.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to
steer.
5. Verify the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If they
remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a tech-
nician trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet in the CUTOUT position.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND
ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform auxiliary blower motor or blower electrical circuit repairs until it has
been verified the system is de-energized.
D1-2 Index D01033
SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Isolation Diodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC Auxiliary Battery Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
D02025 24 VDC Electric Supply System D2-1
NOTES
D2-2 24 VDC Electric Supply System D02025
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical sys-
tem which supplies power for engine starting circuits
and most non-propulsion electrical components. The
24VDC engine starting circuit is supplied by four, Do Not smoke or allow flame around a dead bat-
heavy duty type 8D, 12 volt storage batteries. Sev- tery or during the recharging operation. The
eral components require 12VDC and are supplied by expelled gas from a dead cell is extremely explo-
circuits tapped off the starting batteries. Two, smaller, sive.
12VDC batteries (type 4D) supply 24VDC for the
non-propulsion components; engine control system,
circuit relays, indicator lamps, etc. Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
The batteries are of the lead-acid type, each contain- ing eight hours per day is about one to two ounces
ing six 2-volt cells. With the engine off, power is sup- per cell per month. For heavy duty operation (24
plied by batteries. During engine cranking, power is hour) normal consumption should run about one to
supplied by the four engine cranking batteries only. two ounces per cell per week. Any appreciable
When the engine is running, power is supplied by an increase over these figures should be considered a
engine driven high capacity alternator. danger signal.
Troubleshooting
Two most common troubles that occur in the charg-
Lead-acid storage batteries contain sulfuric acid,
ing system are undercharging and overcharging of
which if handled improperly may cause serious
the truck's batteries.
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro- An undercharged battery is incapable of providing
tection when handling and servicing lead-acid sufficient power to the truck's electrical system.
storage batteries. See the precautions in Section
Some possible causes for an undercharged battery
A of this manual to insure proper handling of bat-
are:
teries and accidents involving sulfuric acid.
Sulfated battery plates
During operation, the storage batteries function as an Loose or corroded battery connections
electrochemical device for converting chemical Defective wire in electrical system
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down. Loose alternator drive belt
A defective alternator
Overcharging, which causes overheating, is first indi-
BATTERIES cated by excessive use of water. If allowed to con-
tinue, cell covers will push up at the positive ends
Maintenance and Service and in extreme cases the battery container will
The electrolyte level of each cell should be checked become distorted and cracked.
at the interval specified in Lubrication and Service, Leakage can be detected by continual wetness of the
Section P, and water added if necessary. The proper battery or excessive corrosion of the terminals, bat-
level to maintain is 3/8 - 1/2 in. (10-13 mm) above the tery carrier and surrounding area. (A slight amount of
plates. To insure maximum battery life, use only dis- corrosion is normal in lead-acid batteries). Inspect
tilled water or water recommended by the battery the case, covers and sealing compound for holes,
manufacturer. After adding water in freezing weather, cracks or other signs of leakage. Check battery hold
operate the engine for at least 30 minutes to thor- down connections to make sure the tension is not
oughly mix the electrolyte. great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
D02025 24 VDC Electric Supply System D2-3
To remove corrosion, clean the battery with a solution The rate of self-discharge of a battery kept at 100°F
of ordinary baking soda and a stiff, non-wire brush (38°C) is about six times that of a battery kept at
and flush with clean water. Make sure none of the 50°F (10°C) and self-discharge of a battery kept at
soda solution is allowed into the battery cells. Be 80°F (27°C) is about four times that one at 50°F
sure terminals are clean and tight. Clean terminals (10°C). Over a thirty day period, the average self-dis-
are very important in a voltage regulated system. charge runs about 0.002 specific gravity per day at
Corrosion creates resistance in the charging circuit 80°F (27°C).
which causes undercharging and gradual starvation
To offset the results of self-discharge, idle batteries
of the battery.
should receive a booster charge (not a quick charge)
NOTE: When washing batteries, make sure cell caps at least once every thirty days. Batteries allowed to
are tight to prevent cleaning solution from entering stand for long periods in a discharged condition are
the cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
Addition of acid will be necessary if considerable
the majority of cases, irreparably damaged. In less
electrolyte has been lost through spillage. Before
severe cases, the sulfated battery may be restored to
adding acid, make sure battery is fully charged. This
limited service by prolonged charging at a low rate
is accomplished by putting the battery on charge and
(approximately normal rate).
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc- An undercharged battery is extremely susceptible to
cessive hourly readings show no rise in specific grav- freezing when allowed to stand in cold weather.
ity, the battery is considered charged. Additional acid
The electrolyte of a battery in various stages of
may now be added. Continue charging for another
charge will start to freeze at temperatures indicated
hour and again check specific gravity. Repeat the
in the table.
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80°F (27°C). The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
NOTE: Use 1.400 strength sulfuric acid when making
temperatures must be reached for a solid freeze.
specific gravity adjustments. Acid of higher strength
Solid freezing of the electrolyte may crack the battery
will attack the plates and separators before it has a
case and damage the positive plates. As will be
chance to diffuse into the solution.
noted, a charged battery is in no danger of freezing,
If the temperature of the electrolyte is not reasonably therefore, a charge or better is desirable, especially
close to 80°F (27°C) when the specific gravity is during winter weather.
taken, temperature should be corrected to 80°F
(27°C):
• For every 10°F (5°C) below 80°F (27°C), 0.004 Specific Gravity Freezing
should be SUBTRACTED from the specific Corrected to 80° F (27° C) Temperature
gravity reading. Degrees
• For every 10°F (5°C) above 80°F (27°C), 0.004
1.280 -90° F (-70° C)
should be ADDED to the reading.
Idle batteries should not be allowed to stand unat- 1.250 -60° F (-54° C)
tended. If equipment is to stand unused for more 1.200 -16° F (-27° C)
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be 1.150 +5° F (-15° C)
checked periodically and charged when necessary. 1.100 +19° F (-7° C)
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
D2-4 24 VDC Electric Supply System D02025
BATTERY SUPPLY SYSTEM Battery Control Box
The battery control box (4) is located near the right
24VDC Battery Charging Alternator
corner of the front bumper. This box contains the
Refer to Section D, Battery Charging Alternator for battery disconnect switches and other components
information regarding the truck battery charging listed below.
alternator.
Isolation Diodes
Schottky type isolation diodes are used to provide
Battery Box isolation between the system and the starter battery
circuits, and in the dual starter motor start command
The truck batteries are located in an enclosure (1,
circuits. These devices control the direction of cur-
Figure 2-1) in the center of the truck behind the front
rent flow in high current applications.
bumper. For access to the batteries, remove the two
covers by turning the cover handles counterclock- The battery system isolation diode (8) allows charg-
wise until released. Lift eyes are attached to the ing current from the battery charging alternator to
ends of the enclosure if the entire battery container charge both system batteries, but prevents current
must be removed. flow from the system batteries to the starter motors
when the engine is started.
Four, type 8D batteries (2) are installed in the bat-
tery box and are used for the 24VDC engine crank- The engine starter system isolation diode (4) pro-
ing circuit and the 12VDC circuits. Two Type 4D vides current flow from the cranking batteries
batteries (3) are installed to provide 24VDC for the through the engine start relay (described below) to
truck systems other than engine starting. A system the starter motor engagement drives.
battery starter disconnect relay isolates these bat-
teries from the engine starter circuit during engine
cranking.
FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX
1. Battery Box 3. System Batteries
2. Engine Cranking Batteries 4. Battery Control Box
D02025 24 VDC Electric Supply System D2-5
Battery Disconnect Switches
The three battery switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits.
The rear disconnect switch (2) opens the starter bat-
tery circuit only, preventing engine start-up while still
allowing battery power to the 24VDC control system
circuits if desired.
The front switches are ganged to ensure both are
opened or closed at the same time. The middle
switch (3) disconnects the 24VDC circuit and the
front switch (4) controls the 12VDC circuit.
24VDC Auxiliary Battery Connectors
Two pairs of receptacles (5), located adjacent to the
battery disconnect switches are provided to attach
battery charger leads for charging the truck batteries.
In addition, these receptacles can be used for con-
necting external batteries to aid engine starting dur-
ing cold weather. When external batteries are used,
they should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the top
receptacle and the other pair connected to the bot-
tom receptacle on the truck.
NOTE: If both the truck cranking batteries and
the system batteries are discharged, the system
batteries must be recharged before attempting to
start the engine. The external starting batteries
provide additional current for starter motor oper-
FIGURE 2-2. BATTERY CONTROL BOX
ation only. The system batteries are discon-
nected from the external (auxiliary) batteries and
1. Battery Control Box 5. Auxiliary Battery the truck mounted cranking batteries while the
2. Starter Circuit Connectors engine starter is engaged.
Disconnect Switch 6. 12 VDC Circuit
3. 24 VDC Circuit Breaker Battery Equalizer
Disconnect Switch 7. Isolation Diodes
The majority of the accessory and control circuits
4. 12 VDC Circuit 8. Battery Equalizer
operate at 24VDC. Several components however,
Disconnect Switch
require 12VDC (cab window regulator motors, cas-
sette/radio, cigar lighter etc.).
A battery equalizer (8) system is utilized to obtain the
required 12VDC and ensure that all the truck batter-
ies are charged and discharged equally.
A 50 amp circuit breaker (6) mounted in the box pro-
tects the 12VDC circuits.
D2-6 24 VDC Electric Supply System D02025
Troubleshooting
Normal battery maintenance procedures should be 4. If alternator voltage is outside above limits, refer
followed according to the intervals specified in the to Section D, Battery Charging Alternator, ser-
"Lubrication and Service" section of this manual. vice information.
Refer to the "Battery" information in this section for 5. With the engine running, verify voltages at the
detailed instructions regarding proper battery mainte- battery equalizer terminals.
nance and service procedures. Prior to troubleshoot- a. Measure the voltage between the 24 volt and
ing the battery equalizer system, inspect all battery 12 volt terminals.
circuit connections for excessive corrosion, loose
cables, ground connections etc. Use the following b. Measure the voltage between the 12 volt ter-
procedure to check the system if a problem occurs: minal and ground.
1. Check the 12VDC circuit breaker. 6. If the difference between the voltage measure-
ments above exceeds 0.75 volts, the battery
a. If the circuit breaker has opened, check cir- equalizer is defective and should be replaced.
cuits and repair cause.
b. Reset circuit breaker.
2. Check other applicable circuit breakers to deter-
mine if one or more has opened. (Refer to Cir-
cuit Breaker Chart in the following Section for a
list of circuit breakers and the circuits involved.)
a. If the circuit breaker has opened, check cir- Always open main battery disconnect switches
cuits and repair cause. prior to removing or connecting any wires or
b. Reset circuit breaker. cables on the battery equalizer terminals.
3. Check battery voltage with the battery equalizer
connected and the engine running.
a. Verify battery charging alternator output is
27.8 to 28.2 volts.
D02025 24 VDC Electric Supply System D2-7
NOTES
D2-8 24 VDC Electric Supply System D02025
SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
PASSENGER SEAT BASE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Tail Light Resistor Diode Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
5 Minute Idle Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
5 Minute Idle Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
5 Minute Idle Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Brake Warning Buzzer (BWB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Coolant Level/Flasher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Temperature and Latch Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Hot Switch Inverter Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Hot Switch Inverter Card (Slot 4) (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Oil Level Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Temperature Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Diode Matrix (Without Sound) Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Diode Matrix (With Sound) Card. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Electrical Interface Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Lubrication System Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Lincoln Lube Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Barometric Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
D03024 24 VDC System Components D3-1
Pulse Voltage Modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Truck Control Interface Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Kontrol Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Diode Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Boards: RB1, RB2, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Installing Additional Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Body Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
CIRCUIT BREAKER CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
D3-2 24 VDC System Components D03024
24 VDC ELECTRICAL SYSTEM COMPONENTS
PASSENGER SEAT BASE COMPONENTS
COMPARTMENT
Tail Light Resistor Diode Assemblies
The 24 VDC electrical system components shown in
Figure 3-1 are accessed by unlatching the passenger The tail light resistor diode assembly RD1, RD2 (2,
seat base lid and tilting the passenger seat forward. Figure 3-1) is a circuit designed to vary the intensity
of each of the stop/tail lamp bulbs.
The electrical schematics in Section R should be
used when troubleshooting problems with the follow- With the tail lights on, a resistor in series with the
ing components. lamp reduces voltage supplied to the lamp, thereby
reducing the lamp intensity. When the service brakes
are applied and the stop lights are activated, current
flows from the stop light relay, through a diode,
bypassing the resistor and applies 24 VDC to the
lamp filament.
Do not attempt repairs until the truck is properly RD1 controls the left lamp and RD2 controls the right
shut down. Dangerous voltage levels are present lamp. No adjustments are available or necessary.
in the propulsion system while the engine is run-
ning and for a period of time after shutdown. 5 Minute Idle Timer Components
Refer to the Section D Index for additional warn-
The 5 minute idle timer circuit automatically provides
ings.
approximately 5 minutes engine idle time before
actual engine shutdown occurs. This system allows
the engine cooling system to circulate coolant to
TRUCK SHUTDOWN PROCEDURE reduce and stabilize engine component tempera-
tures, when engine power requirements are minimal,
1. Reduce the engine speed to idle. Place the
resulting in extended engine life.
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake The circuit is controlled by a 3-position rocker switch.
applied indicator lamp in the overhead panel is Pressing the bottom of the switch will turn the circuit
illuminated. off. The engine will shut down by use of the key
2. Place the drive system in the “rest” mode by switch, console mounted engine shutdown switch, or
turning the rest switch on the instrument panel the ground level shutdown switch.
ON. Be certain the rest warning lamp is illumi- With the switch in the middle position, the circuit is
nated. on, but does not activate the 5 minute idle timer cir-
3. Shut down the engine using the keyswitch. If, cuit. The engine can be shut down immediately using
for some reason the engine does not shut any one of the three switches described above.
down, use the shutdown switch on the center
When the top of the switch is depressed and held
console.
momentarily, the idle timer circuit is activated. When
4. Verify the link voltage lights on the electrical released, the switch will return to the ON (middle)
cabinet and next to the DID panel in the cab are position, and the 5 minute idle timer circuit is latched
off. If they remain on longer than 5 minutes after on through the switch. The engine will not shut down
shutdown, the propulsion system must be with the key switch. Moving the key switch to the
inspected by a technician trained to investigate OFF position, will cause the engine to shut down
the cause. after the 5 minute time delay is completed. The nor-
5. Place the GF cutout switch in the CUTOUT mal shutdown sequence will then occur.
position throughout test and troubleshooting
However, if during the 5 minute idle timing sequence,
procedures. (See Figure 3-1, page E3-4, Pro-
the 5 minute delay switch (on the instrument panel) is
pulsion System, for switch location.)
pressed to the OFF position, the console shutdown
6. Verify the steering accumulators have bled switch is depressed, or the ground level shutdown
down by attempting to steer. switch is activated, the engine will shut down immedi-
ately, followed by the normal shutdown of all sys-
tems.
D03024 24 VDC System Components D3-3
FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT
1. Seat Base 6. 5 Minute Idle Timer 12. 5 Minute Idle Relay
2. Tail Light Resistor/Diodes 7. 5 Minute Idle Contactor 13. Connector (RP226)
(RD1/RD2) 8. Inclinometer 14. Connector (RP231)
3. Terminal Board (TB13) 9. Hoist Control 15. Connector (RP230)
4. Terminal Board (TB12) 10. Compartment Service Light 16. AID Module
5. Terminal Board (TB11) 11. Brake Warning Buzzer (BWB)
D3-4 24 VDC System Components D03024
5 Minute Idle Timer Brake Warning Buzzer (BWB)
The 5 minute idle timer (6) circuit is activated when The brake warning buzzer (11) provides an audible
the operator presses the 5 minute idle timer engine alarm for the operator if a malfunction occurs in the
shutdown switch mounted on the instrument panel. hydraulic service brake system. Refer to Section J for
(This is a momentary switch that also latches the 5 additional operational details.
minute idle timer in the energized position.) When the
timer is energized, internal contacts close and ener- Alarm Indicating Device (AID) System
gize the relay and contactor described below. The alarm indicating device (16, Figure 3-1) used on
Komatsu trucks is a device which is connected in the
5 Minute Idle Relay
electrical accessories circuits to provide the operator
The relay (12) contacts close when the idle delay with a warning indication of a malfunction. This sys-
timer is energized. When the contacts are closed, the tem consists of up to eight printed circuit cards,
AID system indicator light circuit (12M) is grounded located under the passenger seat in the operators
through the "5 minute idle timer" indicator lamp on cab. The actual quantity of cards will depend on
the overhead display, turning the lamp on. options installed on the truck.
5 Minute Idle Contactor The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability
The contactor (7) energizes the idle timer and main- of operating an audible alarm along with the light.
tains current flow to the engine "run" circuit if the The eight printed circuit cards are (refer to Figure 3-
operator turns the key switch off. 2):
5 Minute Idle Circuit Test • Diode Matrix (With Sound) Card (Slot 1)
Check 5 minute idle timer circuits as follows: • Diode Matrix (Without Sound) Card (Slot 2)
1. With the key switch ON, press the engine shut- • Hot Switch Inverter Card (Slot 3)
down switch firmly to the momentary position • Hot Switch Inverter Card (Slot 4) (Not Used)
and release (switch will return to the ON posi-
• Temperature Card (Slot 5) (Optional)
tion).
2. Turn the key switch OFF and verify the follow- • Oil Level Card (Slot 6) (Optional)
ing: • Temperature and Latch Card (Slot 7)
Circuit 712 (to ground) remains 24 volts for • Coolant Level and Flasher Card (Slot 8)
approximately 5 minutes. After 5 minutes, the
voltage drops to 0. NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
The 5 minute idle indicator lamp on the cards are removed, make sure card numbers
overhead display is on when circuit 712 reads correspond with housing numbers during installation
24 volts.
(See Figure 3-2).
3. Repeat step 1. While monitoring voltage at cir-
cuit 712, turn the key switch OFF. Turn the The following briefly describes each card and its
engine shutdown switch OFF. function. Refer to Section R for circuit components
described below.
Verify voltage at circuit 712 drops to 0 when
the shutdown switch is turned to OFF.
Coolant Level/Flasher
Inclinometer The coolant level and flasher card contains two sepa-
rate circuits. The flasher circuit at the top of the card
The inclinometer is used by the on-board load weigh- has Q12 transistor biased to be saturated when no
ing system to determine whether the truck is on a malfunction is present, resulting in there being 24 volt
level surface or tilted fore or aft. The information pro- positive output on pin "H" of the card and on wire
vided by the inclinometer is sent to the weighing sys- 12F. When a indicating circuit is activated, the ground
tem for use in calculating the payload. Refer to side of the circuit connected to card pin "K" is
Section M, Payload Meter, for detailed information on grounded. Q12 will turn off initially and then after a
the inclinometer and the on-board weighing system. delay, adjusted by R20, will turn on and off to give the
intermittent 24 volt output.
D03024 24 VDC System Components D3-5
Temperature and Latch Card
The temperature and latch card has two circuits to
operate two different indicating lights. The tempera-
ture circuit is controlled by a coolant temperature
sensor which decreases electrical resistance as its
temperature increases. It will have a resistance of
approximately 1000 ohms at 185°F (85°C) and 500
ohms at 250°F (122°C). Normal setting is 204°F
(96°C).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2KΩ resistor is installed to replace the
temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5 will be turned off which supplies
FIGURE 3-2. AID SYSTEM CARD ENCLOSURE
power to the gate of SCR Q7. With Q7 turned on, Q9
1. Diode Matrix With Sound will supply the ground path to turn on the low accu-
2. Diode Matrix Without Sound mulator precharge indicator light and sound the
3. Hot Switch Inverter alarm horn. The indicator light is connected to 12F
4. Hot Switch Inverter and will flash off and on. The SCR will remain on until
5. Temperature & Latch power is removed from the card by turning the key
6. Coolant Level & Flasher switch OFF.
The other half of the circuitry on the coolant level and
flasher card operates the coolant level light. The Hot Switch Inverter Card
water level probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is The hot switch inverter card (slot 3) is used to oper-
above the probe position. The coolant saturates the ate and test the service brake indicator light. In nor-
probe and electrically grounds the circuit. When the mal conditions Q4 transistor is off and the Indicator
circuit is grounded, Q6 transistor is off, resulting in no Light is off. When the stoplight switch is activated, 24
indication. When the coolant level drops below the volts is sent to pin "E" of the hot switch inverter card.
probe, 31L is no longer grounded and Q6 turns on to Transistor Q4 is turned on by this voltage and, in
ground the flasher through D5, ground the coolant turn, grounds the service brake Indicator Light. There
level light through terminal D11, and ground the is no alarm horn operation with this card.
alarm horn through D6. The light and alarm horn will A second circuit on this card is used to operate and
operate intermittently as their 24 volt supply is from test the retard speed control indicator light. When
circuit 12F, the flasher output. RSC is turned Off, transistor Q7 is off and the indica-
NOTE: Some electronic engine controls monitor tor light is off. When RSC is turned on, 24 volts is
coolant level. If the engine controls monitor the sent to pin "J" of the card. This voltage turns on Q7,
circuit, a 2KΩ resistor is installed to replace the grounding the indicator light circuit.
probe and disable the AID system circuit.
D3-6 24 VDC System Components D03024
Hot Switch Inverter Card (Slot 4) (Not Used) Diode Matrix (With Sound) Card
Oil Level Card The diode matrix with sound card works very much
like the other diode matrix card, except that it con-
The oil level card (optional) is used to turn on the low tains extra diodes to activate the alarm horn in addi-
oil level indicator light to warn the operator engine oil/ tion to the flasher. The circuits connected to terminals
hydraulic tank oil level is below acceptable levels. A1 through A8 operate in the same manner.
The oil float is connected to a variable resistor. As the
oil level decreases, the resistance goes down caus-
ing Q3 to turn on, grounding the indicator light and
Lamp Test Switch
alarm horn.
All of the card circuits are connected to the lamp test
switch on the overhead display area. In normal oper-
Temperature Card ation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
The temperature card (optional) is used to turn on activates all the indicator circuits by grounding them.
the high oil temperature indicator light. The indicator This is used to verify that all lamps are functional.
light tells the operator hydraulic tank oil temperature
has exceeded acceptable levels. Normal tempera-
ture setting is 250°F (121°C). As the temperature
goes up the resistance in the probe decreases pro-
viding a ground path for the indicator light and alarm
horn.
Diode Matrix (Without Sound) Card
The diode matrix without sound card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the Indicator detect-
ing switch activates the circuit, it grounds the lamp
and grounds the flasher circuit through the diodes.
Any circuits connected to terminals C1 through C8
will operate in the same manner. The alarm horn is
not activated by this card.
D03024 24 VDC System Components D3-7
Electrical Interface Cabinet Truck Control Interface Panel
The electrical interface cabinet (1, Figure 3-3) is The Truck Control Interface Panel (TCI) (6, Figure 3-
mounted near the rear of the cab and on the left side 3) is the main interface between truck systems and
of the main electrical control cabinet. The cabinet devices and service personnel. This panel is used in
houses various components for the 24VDC circuits, conjunction with the Diagnostic Information Display
engine controls and the Truck Control Interface (TCI) (DID) located in the operator's cab.
panel.
The TCI panel provides the following functions:
The following information describes the components
• Communicates with the Propulsion System
in the cabinet and their operation. Additional, detailed Controller (PSC) to exchange propulsion control
information for operation and troubleshooting proce- system status and control data and to provide
dures not included below can be found in Section E the PSC with truck systems status data.
of this manual, the engine manufacturer's service
publications and the appropriate G.E. publications. • Communicates with the Diagnostic Information
Display (DID) to exchange PSC and/or TCI
Refer to Section R in this manual for system sche-
diagnostic and parameter data. Refer to Section
matics. Refer to Figure 3-3 for location of the follow- E for additional information.
ing components.
• Communicates with the auxiliary blower system
Lubrication System Timer to exchange diagnostic data.
Automatic lubrication system activation frequency • Communicates with a Portable Test Unit (PTU) to
can be adjusted by removing the timer (4) cover and exchange TCI PTU data.
selecting one of five different timing intervals avail- • Communicates with a modular mining dispatch
able. System “on” time is automatically determined system to exchange truck status data.
by the timer and is not adjustable. Refer to Section P,
• Monitors engine control system, payload
Automatic Lubrication System for additional details. information, ambient and propulsion system
temperature, operator control inputs etc.
Lincoln Lube Delay Timer
• Controls the engine start sequence.
This 1 minute signal delay timer (22) allows the lube
system to attain normal grease pressure without acti- • Provides signals to activate many of the cab
vating the low pressure warning lamp on the over- mounted warning lamps and gauges. Controls
head display. the park brake solenoid.
• Processes front wheel speed signals for the
Barometric Pressure Transducer PSC.
The barometric pressure transducer (9) monitors
barometric air pressure, providing a signal to the
Truck Control Interface panel (TCI) and Propulsion Kontrol Power Relay
System Controller (PSC).
The kontrol power relay (18) is energized when the
control power switch (located in the main electrical
Pulse Voltage Modulator
cabinet) is turned on. This relay isolates the GE PSC
The Pulse Voltage Modulator (PVM) (2) receives a control power from the truck circuits and provides
load curve signal from the engine controls and con- power to non-propulsion system 24VDC compo-
verts it to a 0 to 10 volt signal for use by the Propul- nents.
sion System Controller (PSC).
Power Distribution Terminals
Circuit Breaker Panel
A 24 VDC terminal (17) and a 12 VDC terminal (19)
A panel (10) adjacent to the TCI panel in the electri-
are mounted on the left wall of the cabinet. These ter-
cal interface cabinet contains the cabinet service
minals distribute battery voltage and 12 VDC for
lights on/off switch (1, Figure 3-4) and circuit break-
devices requiring reduced voltage. This 24 VDC ter-
ers CB1 though CB12 (2). Refer to Circuit Breaker
minal is a convenient test point for measuring battery
Chart at the end of this section for functions and cir-
voltage during troubleshooting procedures.
cuits.
D3-8 24 VDC System Components D03024
FIGURE 3-3. ELECTRICAL INTERFACE CABINET
1. Cabinet Assembly 8. Cabinet Service Light 15. Cable Entrance Panel
2. Pulse Voltage Modulator (PVM) 9. Barometric Pressure Transducer 16. Diode Board (DB1)
3. Relay Board (RB1) 10. Circuit Breaker Panel 17. 24 VDC Terminal
4. Lincoln Lube System Timer 11. Relay Board (RB2) 18. Kontrol Power Relay
5. Relay Board (RB6) 12. Relay Board (RB3) 19. 12 VDC Terminal
6. Truck Control Interface Panel 13. Relay Board (RB4) 20. Cabinet Left Wall
(TCI) 14. Relay Board (RB5) 21. Cabinet Right Wall
7. Relay Board (RB7) 22. Lincoln Lube Delay Timer
D03024 24 VDC System Components D3-9
FIGURE 3-4. CIRCUIT BREAKER PANEL
1. Cabinet Service 2. Circuit Breakers
Light Switch
Diode Board - DB1
The diode board (16, Figure 3-3) contains replace-
able diodes. Some of the diodes are used in the coil
circuit of various relays to suppress the resultant coil
voltage spike when power is removed from the cir-
cuit, preventing damage to other circuit components
(lamp filaments etc.). Other diodes are used to con-
trol the flow of current in a circuit as required. Resis- FIGURE 3-5. DIODE BOARD 1
tors or diodes may also be installed in sockets P7
1. Diode Board (DB1) 3. Sockets (P7-P12)
through P12 (3, Figure 3-5). Refer to the schematics
2. Connectors (P1-P6) 4. Diodes (D1-D23)
in Section R for specific circuits.
Diode board, DB1 contains 24 replaceable diodes. 2. An analog ohmmeter can be used to test the
The diodes are mounted on a plug-in connector for diode as follows:
easy replacement.
a. Place the meter on the "x 100" scale.
Diode Testing b. With the red meter lead (+) on the banded
Refer to the electrical schematic in Section R of this end of the diode and the black lead (-) on the
manual for the specific circuit and diode to be tested. other diode lead, the meter should read
between 1000 and 2000 ohms.
If a diode failure is suspected, remove and check the
c. Reverse the meter leads and read infinite
diode as follows:
resistance.
1. Grasp the diode connector, compressing the
3. If no resistance is read on the meter, the diode
locking "ears" while pulling the connector off the
is open and must be replaced.
board. Note the connector "key" used to ensure
correct polarity. 4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
NOTE: Some digital multimeters are designed to test
5. Orient the diode assembly for proper polarity
diodes. If this type is used, follow the manufacturer's
("key" noted in step 1.) and insert connector
instructions for proper test.
until locked in position on mating receptacle.
D3-10 24 VDC System Components D03024
Relay Boards Service
The electrical interface cabinet contains six relay To replace a relay:
boards to provide control for many of the 24VDC cir-
NOTE: The relays are labelled to identify the
cuits. Two types of boards are used; those containing
applicable circuits and components Also, refer to the
circuit breakers in addition to 24VDC relays and a PC
Circuit Breaker Chart at the end of this section.
board for special functions, and a second type con-
taining relays only. 1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
All relays are interchangeable. The circuit breakers
are interchangeable, providing the circuit breaker 2. Swing crossbar away.
capacity is the same. Do not interchange or 3. Gently wiggle and pull outward to remove relay
replace any circuit breaker with one of a different (11).
capacity than specified for the circuit. Serious 4. Line up tabs and install new relay.
damage or a fire may result if the wrong capacity 5. Place crossbar in original position and install
breaker is used. screw (10) that was removed and tighten both
screws.
Relay Boards: RB1, RB2, RB3, RB4, RB5
To replace a circuit breaker:
Each relay board of this type is equipped with five
green lights (9, Figure 3-6) and one red light (7). Four NOTE: Always replace a circuit breaker with one of
green lights are labeled K1, K2, K3, or K4. These the same amperage capacity as the one being
lights will be on only when that particular control cir- removed.
cuit has been switched ON and the relay coil is being
1. Place battery disconnect switches in the OFF
energized. The light will not turn on if the relay board
position.
does not receive the 24 volt signal to turn on a com-
ponent. Each relay board has a 5th green light that 2. Unplug all wiring harness(s) from relay board.
has a different function on each board. Remove four relay mounting screws and
remove relay board from truck.
The red breaker open light if (ON) indicates that a cir-
3. Remove four hold down screws (3) (one in each
cuit breaker (on that relay board) is in the OFF posi-
corner) in circuit breaker cover plate and all cir-
tion. A light on the overhead display will also
cuit breaker screws. Remove cover plate from
illuminate, informing the operator that a circuit
circuit breakers.
breaker is in the OFF position. The red breaker open
light will turn on whenever there is a voltage differ- 4. Remove nuts and star washer from back side of
ence across the two terminals of a circuit breaker. circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
If a control switch has been turned ON and a green
were between inner circuit breaker nut and
(K) light is on, but that component is not operating,
relay board.
check the following on the relay board for that circuit:
6. Install one nut and two flat washers to each
Check for a circuit breaker that is in the OFF pole on the circuit breaker. Nuts must be
position or a red (breaker open) light is on. If adjusted to the same height as on the other cir-
a circuit breaker is off, turn it ON. Check cuit breakers. This is necessary so when cover
operation of component. If it trips again,
plate is installed, it will not press circuit breaker
check the wiring or component for cause of
overload. into, or pull up on, the circuit board. Install new
circuit breaker of the same capacity rating as
The contacts inside the relay may not be the one removed.
closing, or the contacts may be open,
preventing an electrical connection. Swap 7. Install star washer and nut to circuit breaker
relays and check again. Replace defective poles (on the back side) and tighten nuts.
relays. 8. Install cover plate and all screws removed dur-
Check the wiring and all of the connections ing disassembly.
between the relay board and the component
for an "open" circuit.
Defective component. Replace component.
Poor ground at the component. Repair the
ground connection.
D03024 24 VDC System Components D3-11
To replace a circuit panel card Relay Board Identification
DO NOT remove the small screws that hold the The relay boards are identified as follows:
cover plate to the circuit panel. Replace circuit panel (Refer to Figure 3-3 for location.)
as a complete assembly.
• Relay Board 1 . . . . . . . . . Clearance/Turn Signal
1. Place battery disconnect switches in the OFF
• Relay Board 2 . . . . . . . . . . . . . . . Payload Meter
position.
2. Remove the two mounting screws (6, Figure 3- • Relay Board 3 . . . . Stop, Retard, Backup Lights
6) and carefully remove the circuit panel card • Relay Board 4 . . . . . . . . . . Parking Brake, Horn,
from the relay board. . . . . . . . . . . . . . . . . . Body-up, Engine Cranking
3. Line up the new circuit panel in slots and with • Relay Board 5 . . . . . . . . . . . . . . . . . Head Lights
the socket on the relay board and install care-
fully. • Relay Board 6 . . . . . . . . . . . . Engine Functions,
. . . . . . . . . . . . Mid/Full Load Signals to PSC,
4. Install two mounting screws (6). . . Backup Lights & Horn, Park Brake Off Signal
• Relay Board 7 . . . . Autolube Pressure Signals,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ether Start
Refer to Circuit Breaker Chart for electrical circuit
identification numbers.
FIGURE 3-6. TYPICAL RELAY BOARD
(RB4 Shown)
1. Relay Board
2. Main Harness Connector
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
13. Circuit Harness Connector
D3-12 24 VDC System Components D03024
Relay Board Functions 1 - rev light (green): This light is on whenever the
selector switch is in the REVERSE position, and the
The following describes the components and func-
key switch is in the ON position.
tions of each relay board.
4 - 15 amp circuit breakers
(CB16, CB17, CB18, CB19)
Relay Board 1 (RB1)
1 - flasher power light (green): This light will be on 4 - relays
when the turn signals or hazard lights are acti- • manual back-up lights relay (K1)
vated.
• stop lights relay (K2)
>K1 light will be on during right turn signal operation
• retard lights relay (K3)
>K2 light will be on during left turn signal operation • slippery road relay (K4) (Not used)
>K3 light will be on when clearance lights are acti-
vated. Relay Board 4 (RB4)
>K4 light will be flashing when the turn signals or 1- steering pressure bleed down timer module card.
hazard lights are in operation. 1 - bleed down light (green): This light is on when the
NOTE: If circuit breakers (CB13 & CB15) are in the bleeddown solenoid is being energized. The bleed-
OFF position, no warning will be noticed until the down timer will energize the solenoid for 90 seconds
clearance light switch is turned ON. after key switch is turned OFF.
1 - flasher module card. 2 - 5 amp circuit breakers (CB20, CB22)
3 - 15 amp circuit breakers (CB13, CB14, CB15) 1 - 15 amp circuit breaker (CB21)
4 - relays 4 - relays
• right turn/clear light relay (K1) • park brake failure relay (K1)
• left turn/clear light relay (K2) • engine cranking oil pressure interlock relay (K2)
• clearance lights relay (K3) • horn relay (K3)
• flasher relay (K4) • body up relay (K4)
Relay Board 2 (RB2) Relay Board 5 (RB5)
1 - data storage module card. 1 - light display module card
1 - payload stored light (Green): This light is on for 1 - lights control light (green): This light is on when 24
one second when the payload meter actually stores volts is being supplied to the battery terminal of the
the load data into memory. light switch.
1 - 5 amp circuit breaker (CB29) (To payload meter) 5 - 15 amp circuit breakers
1 - 15 amp circuit breaker (CB28) (To payload lights (CB23, CB24, CB25, CB26, CB27)
& relays) 4 - relays
4 - relays • left low beam relay (K1)
• light relay 1 (Green) (K1) • right low beam relay (K2)
• light relay 2 (Amber) (K2) • left high beam relay (K3)
• light relay 3 (Red) (K3) • right high beam relay (K4)
• light control relay (K4) Relay Board 6 & 7 (RB6, RB7)
Relay boards 6 & 7 (Figure 3-7) do not contain circuit
Relay Board 3 (RB3) breakers or modular cards. Additional circuits may be
added by utilizing a spare relay socket.
1 - light module display card
The following relays are installed on RB6:
D03024 24 VDC System Components D3-13
• back-up lights & horn relay (K1) • Lincoln Lube low pressure relay (K3)
• engine run/Ignition relay (K2) • Lincoln Lube low pressure relay (K4)
• engine start relay (K3) • Lincoln Lube pressure apply relay (K5)
• engine retard speed relay (K4) • spare (K6)
• engine run relay (K5) • spare (K7)
• park brake off relay (K6) • spare (K8)
• 70% load signal to PSC relay (K7) Installing Additional Circuits
• full load signal to PSC relay (K8)
To add an additional circuit with a relay, connect the
wires as described below:
The control circuit for the relays are the "+" and "-"
terminals:
• "+" terminal is for positive voltage.
• "-" terminal is for grounding of the control circuit.
• Either circuit can be switched "open" or "closed"
to control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
• NC - Normally Closed
• COM - Common
• NO - Normally Open
>"COM" terminal is for the voltage source (protected
by a circuit breaker) coming into the relay which will
supply the electrical power for the component being
controlled.
>"NC" terminal is connected (through the relay) to
the "COM" terminal when the relay is not energized
(when the control circuit terminals "+" & "-") are not
activated).
>"NO" terminal is connected (through the relay) to
the "COM" terminal when the relay is energized (by
the control circuits "+" & "-") being energized).
FIGURE 3-7. RELAY BOARD 6 & 7
1. Relay Board 3. Relays (K1 - K8)
2. Terminal Strips
(TSI - TS8) If relay board 6 or 7 must be removed and
replaced, be certain to note correct orientation of
board! Improper orientation will result in incor-
rect hookup to existing wire harness.
The following relays are installed on RB7:
• Lincoln Lube low pressure relay (K1)
• ether start relay (K2)
D3-14 24 VDC System Components D03024
Body Up Switch Adjustment
The body-up switch (3, Figure 3-8) is located inside Prior to adjusting the body-up switch, inspect body
the right frame rail near the front of the body and pads for wear or damage and replace pads if
must be adjusted to specifications to ensure the required. The body must be resting on the frame in
proper electrical signal is obtained when the body is the normal body down position when adjustments
raised or lowered. The body-up switch is designed are made.
to prevent propulsion in REVERSE when the dump 1. Loosen capscrews (2, Figure 3-8) and adjust
body is not resting on frame rails. The switch also proximity switch bracket (3) to achieve an air
prevents forward propulsion with the body up unless gap (dimension "A") between sensing area
the override button is depressed and held. (crosshatched area as marked on switch) and
actuator arm (4), of between 0.50 in. (12.7
Operation
mm) minimum and 0.62 in. (15.9 mm) maxi-
When the body is resting on the frame, actuator arm mum. Tighten capscrews after adjustment.
(4) causes the electrical contacts in the magnetically 2. If necessary, loosen actuator arm mounting
operated switch to close. When the body is raised, capscrews (5), and position arm until centered
the arm moves away from the switch, opening the over sensing area of switch. Vertical set up
contacts. The electrical signal is sent to the control dimension ("B") should be 1.63 in. (41.5 mm).
system and the body-up relay. Tighten capscrews after adjustment.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may Service
cause false signals or damage to the switch assem- Keep sensing area clean, free of metallic dust and
bly. other debris that may damage or inhibit operation of
the proximity switch. If the switch is not functioning
or damaged, the unit must be replaced.
FIGURE 3-8. BODY-UP SWITCH ADJUSTMENT
1. Switch Mounting Bracket 3. Proximity Switch 5. Adjustment Screws
2. Adjustment Capscrews 4. Actuator Arm
D03024 24 VDC System Components D3-15
Hoist Limit Switch
The hoist limit switch (5, Figure 3-9) is located inside
the right frame rail above the rear suspension (near
the body pivot pin). The hoist limit switch is designed
to stop the hoist cylinders before reaching full exten-
sion, preventing possible damage to the dump body
or hoist cylinders.
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.
Service FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT
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.
D3-16 24 VDC System Components D03024
CIRCUIT BREAKER CHART
AMPS DEVICE(S) PROTECTED CIRCUIT LOCATION
CB00 50 12 Volt Power Source 11B1 Battery Control Box
CB1 5 ECM Main Power 440 Electrical Interface Cabinet
CB2 20 ECM Main Power 240M Electrical Interface Cabinet
CB3 20 ECM Main Power 241M Electrical Interface Cabinet
CB4 20 ECM Main Power 240R1 Electrical Interface Cabinet
CB5 20 ECM Main Power 241R1 Electrical Interface Cabinet
CB6 15 Engine Service Lights 11SL Electrical Interface Cabinet
CB7 10 Lincoln Lube Solenoids 68 Electrical Interface Cabinet
CB8 10 Body-up Limit Switch/Solenoid 712H Electrical Interface Cabinet
CB9 10 Aux. Keyswitch Power 712A Electrical Interface Cabinet
CB10 10 Spare Electrical Interface Cabinet
CB11 15 Spare Electrical Interface Cabinet
CB12 5 Spare Electrical Interface Cabinet
CB13 15 Clearance Lights 11CL RB1, Elect. Interface Cabinet
CB14 15 Turn Signals 11Z RB1, Elect. Interface Cabinet
CB15 15 RD1, RD2, & Tail Lights 41T RB1, Elect. Interface Cabinet
CB16 15 Dynamic Retard Lights 44C RB3, Elect. Interface Cabinet
CB17 15 Manual Back-up Lights 47B RB3, Elect. Interface Cabinet
CB18 15 Stop Lights 44A RB3, Elect. Interface Cabinet
CB19 15 Back-up Horn 79A RB3, Elect. Interface Cabinet
CB20 5 Control/Key Power, Kontrol Power Relay 439E, 712S, 71 RB4, Elect. Interface Cabinet
CB21 15 Aux. Battery Power 11A RB4, Elect. Interface Cabinet
CB22 5 Control/Key Power, Engine Shutdown 23D RB4, Elect. Interface Cabinet
CB23 15 Low Beam Headlight, L.H. 11DL RB5, Elect. Interface Cabinet
CB24 15 Low Beam Headlight, R.H. 11DR RB5, Elect. Interface Cabinet
CB25 15 High Beam Headlight, L.H. 11HL RB5, Elect. Interface Cabinet
CB26 15 High Beam Headlight, R.H. 11HR RB5, Elect. Interface Cabinet
CB27 15 Headlight Switch 11D RB5, Elect. Interface Cabinet
CB28 15 Payload Meter 39J RB2, Elect. Interface Cabinet
CB29 15 Payload Meter 39G RB2, Elect. Interface Cabinet
CB30 15 Fog/Ladder Lights 11L Power Distribution Module
CB31 15 Cab Heater/AC Blower Motor 12H Power Distribution Module
CB32 15 Warning Lights, A.I.D. Module 12M Power Distribution Module
CB33 Not Used Power Distribution Module
CB34 Not Used Power Distribution Module
CB35 Not Used Power Distribution Module
CB36 10 Cigar Lighter 11B2 Power Distribution Module
CB37 10 Windshield Washer & Wiper 712W Power Distribution Module
CB38 5 Fuel, Engine Temperature, Oil Pressure, Voltmeter Gauges 712D Power Distribution Module
CB39 Not Used Power Distribution Module
CB40A 5 Accessory Plug (12VDC) 12GE Power Distribution Module
CB40B 10 Radio/Cassette Player 11B4 Power Distribution Module
CB41A 15 Cab Door Window, L.H. 11B6 Power Distribution Module
CB41B 15 Cab Door Window, R.H. 11B7 Power Distribution Module
CB42 15 Air Seat Compressor 712A Power Distribution Module
CB43 10 Start Signal 21S Power Distribution Module
CB50 20 Communications Radio SPR42/SPR46 Power Distribution Module
CB51 20 Dispatch Radio SPR43/SPR47 Power Distribution Module
CB52 Not Used Power Distribution Module
CB53 Not Used Power Distribution Module
D03024 24 VDC System Components D3-17
NOTES
D3-18 24 VDC System Components D03024
SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . D10-9
BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS:. . . . . . . . . . . . . . . . . . . . . . . D10-9
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11
Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
ALTERNATOR OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
ALTERNATOR DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
ALTERNATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
D10002 Battery Charging Alternator D10-1
SERVICE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-15
ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Preliminary Checks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Bypass Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19
STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23
ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28
BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37
Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37
Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
D10-2 Battery Charging Alternator D10002
BATTERY CHARGING ALTERNATOR
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical sys- Excessive consumption of water indicates leakage or
tem which supplies power for all non-propulsion elec- overcharging. Normal water usage for a unit operat-
trical components. The 24VDC is supplied by pairs of ing eight hours per day is about one to two ounces
12 volt storage batteries wired in series. The batter- per cell per month. For heavy duty operation (24
ies are a lead-acid type, each containing six 2-volt hour) normal consumption should run about one to
cells. With keyswitch ON and engine not operating, two ounces per cell per week. Any appreciable
power is supplied by batteries. When the engine is increase over these figures should be considered a
operating, electrical power (non-propulsion) is sup- danger signal. No water consumption may indicate
plied by a 24 volt alternator. undercharging or sulphated plates.
Troubleshooting
BATTERY Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
During operation, the storage batteries function as an the truck's batteries.
electrochemical device for converting chemical
energy into the electrical energy required for operat- An undercharged battery is incapable of providing
ing the accessories when the engine is shut down. sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Lead-acid storage batteries contain sulphuric Defective wire in electrical system
acid, which if handled improperly may cause
serious burns on skin or other serious injuries to Loose alternator drive belt
personnel. Wear protective gloves, aprons and A defective alternator
eye protection when handling and servicing lead-
A defective battery equalizer
acid storage batteries. See the precautions in
Section A of this manual to insure proper han- Overcharging, which causes battery overheating, is
dling of batteries and accidents involving sulphu- first indicated by excessive use of water. If allowed to
ric acid. continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
Maintenance and Service become distorted and cracked.
The electrolyte level of each cell should be checked Leakage can be detected by continual wetness of the
at the interval specified in Lubrication and Service, battery or excessive corrosion of the terminals, bat-
Section P, and water added if necessary. The proper tery carrier and surrounding area. (A slight amount of
level to maintain is 3/8 - 1/2 in. (10-13 mm) above the corrosion is normal in lead-acid batteries). Inspect
plates. To insure maximum battery life, use only dis- the case, covers and sealing compound for holes,
tilled water or water recommended by the battery cracks or other signs of leakage. Check battery hold
manufacturer. After adding water in freezing weather, down connections to make sure the tension is not
operate the engine for at least 30 minutes to thor- great enough to crack the battery, or loose enough to
oughly mix the electrolyte. allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush
and flush with clean water. Make sure none of the
DO NOT SMOKE or allow flame around a dead soda solution is allowed into the battery cells. Dry off
battery or during the recharging operation. The battery. Be sure terminals are clean and tight. Clean
expelled gas from a dead cell or charging battery terminals are very important in a voltage regulated
is extremely explosive. system.
D10002 Battery Charging Alternator D10-3
Corrosion creates resistance in the charging circuit The rate of self-discharge of a battery kept at 100°F
which causes undercharging and gradual starvation (38°C) is about six times that of a battery kept at
of the battery. 50°F (19°C) and self-discharge of a battery kept at
80°F (27°C) is about four times that one at 50°F
NOTE: When washing batteries, make sure cell caps
(10°C). Over a thirty day period, the average self-dis-
are tight to prevent cleaning solution from entering
charge runs about 0.002 specific gravity per day at
the cells.
80°F (27°C).
To offset the results of self-discharge, idle batteries
Addition of acid will be necessary if considerable should receive a booster charge (not a quick charge)
electrolyte has been lost through spillage. Before at least once every thirty days. Batteries allowed to
adding acid, make sure battery is fully charged. This stand for long periods in a discharged condition are
is accomplished by putting the battery on charge and attacked by a crystallization of the lead sulfate on the
taking hourly specific gravity readings on each cell. plates. Such batteries are called sulfated and are, in
When all the cells are gassing freely and three suc- the majority of cases, irreparably damaged. In less
cessive hourly readings show no rise in specific grav- severe cases, the sulfated battery may be restored to
ity, the battery is considered charged. Additional acid limited service by prolonged charging at a low rate
may now be added. Continue charging for another (approximately 1/2 normal rate).
hour and again check specific gravity. Repeat the
An undercharged battery is extremely susceptible to
above procedure until all cells indicate a specific
freezing when allowed to stand in cold weather.
gravity of 1.260-1.265 corrected to 80°F (27°C).
The electrolyte of a battery in various stages of
NOTE: Use 1.400 strength sulphuric acid when
charge will start to freeze at temperatures indicated
making specific gravity adjustments. Acid of higher
in the table.
strength will attack the plates and separators before
it has a chance to diffuse into the solution. The temperatures in Table 1 indicate the points at
which the first ice crystals appear. Lower tempera-
If the temperature of the electrolyte is not reasonably
tures must be reached for a solid freeze. Solid freez-
close to 80°F (27°C) when the specific gravity is
ing of the electrolyte may crack the battery case and
taken, temperature should be corrected to 80°F
damage the positive plates. As will be noted, a 3/4
(27°C):
charged battery is in no danger of freezing, therefore,
• For every 10°F (5°C) below 80°F (27°C), 0.004 a 3/4 charge or better is desirable, especially during
should be SUBTRACTED from the specific winter weather.
gravity reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004 Table 10-1:
should be ADDED to the reading.
Specific Gravity Freezing
Corrected to 80° F (27° C) Temperature
Idle batteries should not be allowed to stand unat- Degrees
tended. If equipment is to stand unused for more 1.280 -90° F (-70° C)
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be 1.250 -60° F (-54° C)
checked periodically and charged when necessary. 1.200 -16° F (-27° C)
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place 1.150 +5° F (-15° C)
even though the battery is not connected in a circuit 1.100 +19° F (-7° C)
and is more pronounced in warm weather than in
cold.
D10-4 Battery Charging Alternator D10002
BATTERY CHARGING SYSTEM (Niehoff) TROUBLESHOOTING PROCEDURES
(On-Truck)
General Description
Most 24 volt charging system problems can be diag-
The Niehoff model N1227 or C609 (Figure 10-1) is a nosed with the alternator installed on the truck, oper-
heavy duty, 24 VDC unit rated at 240 amps. A solid ating under normal conditions. Many problems can be
state voltage regulator (6) mounted externally on the attributed to loose or corroded cable connectors. It is
end housing assembly provides voltage control during essential that all battery charging circuit cables are in
operation. A single output connection (5) is located on satisfactory condition and all connections are clean
the face of the control unit (4) for connection to the and securely tightened.
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located Equipment Required:
on the front housing. A fan guard (7) protects mainte-
nance personnel from the rotating fan when the • Belt tension scale
engine is operating. • Voltmeter, 0 - 40 volt range
• Ammeter, 0 - 400 amp range
FIGURE 10-1. ALTERNATOR EXTERIOR
1. Belt Tension Adjustment Capscrew 6. Voltage Regulator
2. Shaft Key 7. Fan Guard
3. Pulley Bushing 8. Cooling Fan Assembly
4. Control Unit 9. Mounting Lugs
5. Battery Positive Terminal 10. Ground Terminals
D10002 Battery Charging Alternator D10-5
Preliminary Checks Test Procedure
1. Check the drive belt tension as follows: 1. Start engine, accelerate to high idle and
observe meters.
a. Apply 20.9 lbs. (9.5 kg) force at center of belt
span.
b. Belt should deflect 0.50 in. (12.7 mm).
c. Adjust tension if necessary.
If voltmeter reading exceeds 30.5 volts, stop
Insure that an undercharged battery condition has engine immediately and refer to Table 2.
not been caused by accessories having been left ON
If batteries are sufficiently discharged, amps
for extended periods.
should be "high" (220 amps ± 10%) and
2. If a battery defect is suspected, check battery voltage should be between 27.2 and 28.8
as specified in Battery - Troubleshooting in this volts (normal range) or may be less than 23.7
section. volts if the batteries are significantly
discharged.
3. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and 2. As the batteries approach full charge, the
clean battery cables. amperage should fall as voltage rises.
4. If truck is equipped with a battery equalizer sys- 3. When amps and volts readings stabilize, note
tem, verify proper operation of equalizer and readings and refer to Table 2 to diagnosis sys-
individual battery voltages. Refer to Battery tem condition.
Equalizer in Section D, 24VDC Electrical Sup-
ply System. Table 10-2: TROUBLESHOOTING CHART
AMPS VOLTS DIAGNOSIS
HIGH LOW Charging system is OK. Batteries
Test Setup are not yet fully charged. Wait for
charging system to bring to full
1. Discharge batteries sufficiently to insure ade- charge; amps should decrease
quate loading of alternator when engine is and voltage should stabilize
operated during tests. between 27.2 and 28.8 volts.
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 increase,
5. Secure all test equipment leads to prevent dam- alternator is OK but regulator 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.
The following tests require working near the
engine when running. Use caution when working
near engine fan, alternator fan and belt.
D10-6 Battery Charging Alternator D10002
FIGURE 10-3. REGULATOR BYPASS TEST
1. Alternator Control Unit
FIGURE 10-2. TEST METER HOOKUP 2. “R” Terminal (Relay)
3. “E” Terminal (Energize)
4. Alternator “B+” Terminal
1. Alternator Under Test 5. Alternator / Voltage Regulator
2. 0 to 400 AMP Ammeter Harness Plug
3. 0 to 40 VDC Voltmeter
4. Alternator “B+” Terminal
5. Alternator Ground Terminal
6. Truck Batteries
Regulator Bypass Test
If the test procedure outlined on the previous page
indicates low current output and low voltage out-
put, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug
(3, Figure 10-3).
2. Momentarily touch the "F-" connector pin on the
alternator connector to ground.
3. Observe meter readings:
If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
If grounding the harness male pin has no
effect, the alternator is defective and should
be replaced.
D10002 Battery Charging Alternator D10-7
FIGURE 10-4. PARTS ILLUSTRATION
1. Locknut 10. Screw 19. Stud 28. End Housing
2. Flat Washer 11. Control Unit 20. Shell 29. Nut
3. Drive Pulley 12. Screw 21. Pan Head Screw 30. O-Ring
4. Pulley Bushing 13. Rotor 22. Field Coil 31. Retainer Ring
5. Retainer Ring 14. Shaft & Core 23. Rear Stator 32. Cooling Fan
6. Front Bearing 15. B+ Bolt Assembly 24. Rotor 33. Hardened Washer
7. Capscrew & Washer 16. Retainer Ring 25. Rear Bearing 34. Locknut
8. Cover Plate 17. Nut 26. Screw 35. Socket Head Screw
9. Control Unit Cover 18. Front Stator 27. Voltage Regulator 36. Fan Guard
D10-8 Battery Charging Alternator D10002
ON VEHICLE TROUBLESHOOTING GUIDE
ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES HIGH VOLTAGE OUTPUT
Common problems, all applications: Causes of high voltage:
Check alternator drive belt (s). Wrong regulator.
Check alternator positive connection High regulator set point.
Check alternator ground connection on alterna- Defective regulator.
tor.
Defective alternator.
Check condition of connector between regulator
and alternator.
Identify model of alternator_______________ NO VOLTAGE OUTPUT
Identify model of regulator________________ Causes of no voltage output:
Record voltage regulator set points stated on No drive belt.
regulator tag: No battery (B+) voltage at alternator's "B+" ter-
1)_______ 2)_______ 3)_______ (if applicable) minal (except isolator type systems).
No "link" from "R" terminal to energize ("E") ter-
minal on alternator when engine operating.
TOOLS AND EQUIPMENT: Defective regulator.
1 - Voltmeter (Digital type preferred.) Defective alternator.
1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
BATTERY CONDITIONS AND CHARGE
VOLTAGE REACTIONS:
LOW VOLTAGE OUTPUT NOTE: Until electrical system component
Causes of low voltage: temperatures stabilize, these conditions may be
observed during cold start voltage tests.
Loose drive belt.
Maintenance type:
Low state of charge of battery.
Immediately after engine start, system volts are
Current load on system greater than alternator
lower than regulator set-point with medium
can produce.
amps.
Defective wiring or poor ground path.
3-5 minutes into charge cycle, higher system
Low regulator set point. volts and reduced amps.
Defective voltage regulator. 5-10 minutes into charge cycle, system volts are
at, or nearly at, regulator set point, and amps
Defective alternator.
are reduced to a minimum.
Low Maintenance types:
Same as above, except cycle times may be
longer.
D10002 Battery Charging Alternator D10-9
Maintenance Free types: Medium amps are defined as some multiple of
the low amp value, perhaps 30 amps for the
Immediately after engine start, system volts are
Group-8D and 10-15 amps for the Group-31.
lower than regulator set-point with low amps.
This rate of amperage will cause a rise in bat-
15-30 minutes into charge cycle, still low volts tery temperature over a long period of time (4-8
and low amps. hrs) and may lead to an overcharge condition if
temperature elevates too high.
15-30 minutes into charge cycle, volts rise sev-
eral tenths, amps increase gradually then
increase quicker to medium to high amps.
High amps would be 50 to 75 amps for a Group-
20-35 minutes into charge cycle, volts rise to 8D, and 25 to 35 amps for a Group-31 size.
set-point and amps lower. High amperage rates over a short period of time
(2-3 hrs.) can severely damage any battery by
overheating the battery and causing thermal
High-Cycle Maintenance Free Types: runaway. The battery, in effect, forgets its state
of charge and will accept all amps offered. The
These types respond much better than standard
electrolyte solution is boiled off as the battery
maintenance free types. The charge acceptance
moves into an excessive gassing stage.
of these batteries may display characteristics
similar to standard, maintenance type batteries.
Charge voltage is the voltage delivered to the
battery when the alternator and regulator are
CHARGE VOLT AND AMP VALUES operating properly. This charge voltage value is
the voltage regulator's set-point. At times the
Voltage and amperage levels are functions of battery charge voltage value may be less than the regu-
state of charge. If the batteries are charged 95% or lator's set-point but it will never be higher than
higher when the engine is cranked, the charge volt- that set-point.
age will be near regulator set-point and the amps will
taper quickly from medium to low. True battery volt-
age is obtained AFTER removing any surface charge
Battery voltage is the steady state voltage of the
from the battery or after 24 hours of non-use.
battery. The value of this voltage relates directly
to state of charge.
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.
Surface charge is a higher than normal terminal
Low amps are the necessary amps that a bat- voltage a battery has when it comes off a
tery will take continuously over a period of time charger or after extended time in vehicle opera-
without damage to the battery when the battery tion. The surface charge must be removed to
is in an operating system and is constantly determine true battery voltage.
cycling. Batteries such as the Group-8D may
accept rates up to 15 amps over several hours
without raising their internal temperature more
than a few degrees. Group-31 batteries may
accept rates up to 5 amps over several hours
with minimal temperature rise.
D10-10 Battery Charging Alternator D10002
ADVANCED SYSTEM TROUBLESHOOTING
NO ALTERNATOR OUTPUT
Static Test - Engine OFF, Key ON, Battery Switch
ON.
Identify and locate "B+", "E", and "R" and ground DAMAGE WILL OCCUR IF UNIT IS OPERATED
("B-") terminals on alternator and check for link from WITH STRAP CONNECTED AND B+ APPLIED!
terminal "R" to "E".
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
Go To Alternator
If there is no magnetic attraction, alternator
Test for battery B+ voltage (__________V) at "B+" ter-
may not be turned on. Go to "Regulator Test"
minal on alternator: that follows and continue test.
If there is no B+ voltage on "B+" terminal, • If there is magnetic attraction alternator is good
repair VEHICLE wiring as necessary. Continue and regulator should be considered good.
test. Alternator will produce electricity because
• If B+ voltage is present on "B+" terminal, continue regulator is on. This test only shows regulator as
test. either on or off.
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.
D10002 Battery Charging Alternator D10-11
Go To 'R' Terminal On The Alternator Go To Regulator (If Required)
With engine running, measure value of AC voltage Disconnect voltage regulator from alternator. There
from "R" terminal to "Ground". are no static tests available for the regulator. Con-
tinue test.
If no AC volts are present, alternator is not
capable of turning on regulator.
NOTE: On a new, first time start up of an
Go To Regulator Connector On The Alternator
alternator, the alternator may test at less than 5
volts on "R" terminal. The cause of this problem Connect a jumper wire from ground on alternator into
may be loss of residual magnetism within the "F-" pin of connector attached to alternator.
alternator during shipping and handling of the
alternator. To restore the residual magnetism:
B+ F- E B-
With engine off and battery switch on,
momentarily (1-2 seconds) connect a jumper wire METRI-PACK™ Connector
from 'B+' terminal to 'E' terminal. (May spark -
this is OK.) Remove jumper and restart engine. Hold a steel wrench or screwdriver near alternator
Alternator should generate properly once the drive pulley; wrench or screwdriver held near drive
residual magnetism is restored. pulley will be attracted to pulley by magnetism.
• If AC voltage is approximately 14 Volts, alternator • If there is no attraction, alternator field is
is properly turned on and output of alternator will defective. Replace alternator.
be approximately 28 Volts.
• If there is magnetic attraction, alternator field is
If AC voltage is 3 Volts to 5 Volts, alternator is good. Continue test.
NOT turned on (regulator is OFF) but
alternator is capable of turning on a good With jumper still connected between "B+" terminal
regulator. NOTE: This test shows only if and "E" terminal on alternator: Insert "+" probe of
alternator is capable of energizing regulator. voltmeter into "E" terminal of connector, and Ground
To check harness from alternator to regulator negative probe of voltmeter to alternator ground ter-
go to "Regulator Connector On Alternator" minal.
test.Continue testing.
• If meter shows no voltage, alternator is
defective. Replace 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.
Remove all jumper wires from alternator used to test
charging circuit.
Reconnect link from "R" terminal to "E" terminal
D10-12 Battery Charging Alternator D10002
ALTERNATOR OVERHAUL
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)
FASTENER DESCRIPTION TORQUE SPECIFICATIONS
SAE METRIC
Pulley Nut 120 ft. lbs 163 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw 20 in. lbs. 2 Nm
Phase Terminal Screw 20 in. lbs. 2 Nm
Ground Bolt 11 ft. lbs. 15 Nm
Front & Rear Housing Hold Down Nut 18 in. lbs. 2 Nm
Tension Adjust Bolt 18 ft. lbs. 24 Nm
Rotor Hold Down Screws 45 ft. lbs. 61 Nm
Output Lead Bolt 11 ft. lbs. 15 Nm
Output Nut 20 - 22 ft. lbs. 27 - 30 Nm
Energize Terminal Nut 60 - 70 in. lbs. 7 - 8 Nm
Regulator Hold Down Screw 32 in. lbs. 4 Nm
(for taptite screws) 45 in. lbs. 5 Nm
Fan Nut 50 ft. lbs. 68 Nm
Field Coil Screw 9 in. lbs. 1 Nm
D10002 Battery Charging Alternator D10-13
ALTERNATOR SPECIFICATIONS
VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24VDC
AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
GROUND . . . . . . . . . . . . . . . . . . . . . . . . .NEGATIVE
REGULATOR STEPS. . . . . . . . . . . . . . . . . . . . . . . .2
REGULATOR SETTINGS. . . . . . . . . . . . . 27.6 / 28.6
WEIGHT . . . . . . . . . . . . . . . . . . . . . . 65 lbs. / 29.3 kg
1. Measurements listed on the curves are for a
stabilized machine at maximum output at tem-
peratures indicated for each curve.
2. A link between "E" and "R" terminal must be
used in order to provide self energizing. If resid-
ual magnetism is lost, self energizing will not
occur until magnetism is reestablished. This is
done by disconnecting the link and applying
24V momentarily to the E terminal while the
alternator is operating. After disconnecting the
+24V signal from "E" terminal, connect the link
between the "R" and "E" terminal.
D10-14 Battery Charging Alternator D10002
SERVICE PARTS
Ref
No. Part No. Qty. Description
1 BF3715 1 LOCKNUT (1)
2 BF1997 1 FLAT WASHER (1)
3 EF3527 1 PULLEY
4 BF1966 1 BUSHING, PULLEY
5 BF1989 1 RING, RETAINER (1)
6 BF1968 1 BEARING, FRONT
7 BF1988 1 RING, RETAINER (1)
8 BF1990 15 SCREW, PAN HEAD - #8 - 32NC X 3/8" (1)
9 BF1970 1 PLATE, COVER
9.a BF3712 1 HOUSING, FRONT
10 BF2002 18 NUT - (SPECIAL)
11 BF1969 1 COVER, CONTROL UNIT
12 BF1972 1 TERMINAL, OUTPUT
13 BF1971 1 CONTROL UNIT
14 BF3716 1 BOLT (+) - 5/16" - 18NC X 3/4"
15 BF1995 1 LOCKWASHER - 5/16" (1)
16 BF1996 1 FLAT WASHER (1)
17 BF3717 1 LOCKWASHER (1)
18 BF3718 1 CAPSCREW - 1/2" - 13NC X 1" (1)
19 BF3720 1 KEY WOODRUFF (1)
20 BF1973 1 SHAFT/CORE/ROTOR ASSEMBLY
20.a BF1974 2 ROTOR ASSEMBLY
20.b BF1975 1 SHAFT/CORE ASSEMBLY
20.c BF3713 2 RING, RETAINING
21 BF1992 2 LOCKWASHER (1)
22 BF1991 2 CAPSCREW - 3/8" - 16NC X 5/8" (1)
23 BF3719 12 CAPSCREW - #10 - 32NF X 1/2" (1)
24 BF3721 9 NUT - #8 - 32NC (1)
25 BF1976 1 SHELL/STATOR/FIELD ASSEMBLY
25.a BF1977 1 STATOR, FRONT
25.b BF1980 9 STUD
25.c 1 SHELL (2)
25.d BF1981 1 BUSHING, TENSION
25.e BF1978 1 COIL
25.f BF1979 1 STATOR, REAR
26 BF3722 18 SCREW, PAN HEAD - #6 - 32NF X 3/8" (1)
27 BF3723 9 NUT - #8 (1)
28 BF1982 1 HOUSING, END
29 BF1983 1 BEARING, REAR
30 BF3724 2 SCREW, LOCK - #10 - 32NC X 5/8" (1)
31 BF1962 1 REGULATOR
32 BF3714 1 O-RING
33 BF1985 1 FAN
34 BF2003 1 FLAT WASHER (HARDENED) (1)
35 BF2004 1 LOCKNUT - 1/4" - 20NF (1)
36 BF1961 1 GUARD, FAN
37 BF3725 3 SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.NOTE: (2) NOT SOLD
SEPARATELY
D10002 Battery Charging Alternator D10-15
ALTERNATOR PARTS
Refer to previous page for Parts List.
D10-16 Battery Charging Alternator D10002
ON-VEHICLE TEST
Equipment:
• Belt Tension Gauge
• Voltmeter, 0 - 40 Volt range
• Ammeter, 0 - 400 Ampere range
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.
D10002 Battery Charging Alternator D10-17
System voltage may rise above 32 volts on a 24 volt
system, during regulator bypass test. Possible dam-
Table 10-3: TROUBLESHOOTING age to sensitive electronic components could occur.
AMPS VOLTS DIAGNOSIS Refer to the "On Vehicle Troubleshooting Guide" for
HIGH LOW Charging system is OK. Battery is an alternative to the bypass test.
not yet fully charged. Wait for
charging system to bring to full
charge: AMPS should fall and
VOLTS should stabilize within nor-
mal range.
HIGH NORMAL Watch until AMPS fall, or VOLTS
exceed normal range. If AMPS fall FIGURE 10-6. VOLTAGE STEP ADJUST
and VOLTS remain normal, charg-
1. Low 3. High
ing system is OK. If VOLTS
exceed normal, regulator and/or 2. Medium
field coil should be replaced (Go to CAUTION! USE HIGH SETTING ONLY FOR:
Static Tests).
• EXTREME COLD
HIGH HIGH Stop test. Regulator and/or field
coil should be replaced. (Go to • INTERMITTENT SERVICE
Static Tests.) • MAINTENANCE - FREE BATTERIES
LOW LOW Make sure voltmeter leads are CHECK BELT TENSION BEFORE ADJUSTING
attached at alternator. If connec- VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO
tions are OK, alternator and/or
OTHER POST.
regulator must be repaired or
replaced. Bypass regulator (See
Figure 10-3). If VOLTS and/or
AMPS rise, alternator is OK and
regulator should be replaced. If no System voltage may rise above 32 volts on a 24
effect, repair alternator. (Go to
volt system during bypass test. Possible damage
Static Tests.)
to sensitive electronic components may occur.
LOW NORMAL Charging system is OK. Refer to the "On Vehicle Troubleshooting Guide"
LOW HIGH Stop test. If battery and voltmeter for an alternative to the bypass test.
check OK, regulator and/or field
coil must be replaced.
Table 10-4: VOLTAGE REGULATOR
SYSTEM FACTORY NORMAL
VOLTAGE SETTING RANGE
27.5 27.2 - 27.8
24 28.0 27.7 - 28.3
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)
D10-18 Battery Charging Alternator D10002
BENCH TEST TEST 2 - Full Load Test
Results of on-vehicle test should be confirmed With load set to rated output (nameplate) ± 10%, run
by these bench tests, if possible. When it is not alternator at 5000 rpm. Refer to Table 10-6.
possible to perform on-vehicle test, alternator
performance can be checked quickly by referring Table 10-6: FULL-LOAD TEST
to these bench tests.
AMPS VOLTS DIAGNOSIS
Equipment: HIGH LOW Test bench battery is dis-
charged (or defective). Allow to
• Test Bench, with 15 - 20 Hp motor set up to drive
alternator to 7000 RPM. charge or replace.
• Voltmeter, 0 - 40 Volt Range HIGH NORMAL Charging system OK.
HIGH HIGH Stop test. Regulator and/or
• Ammeter, 0 - 400 Amp Range
field coil should be replaced.
(Go to Static Tests.)
Mount alternator on test bench according to the LOW LOW Alternator and/or regulator
bench manufacturer's instructions. Refer to Figure must be repaired or replaced.
10-5 for set-up to measure voltage and amperage Go to Test 3.
produced by alternator. Voltage within ± 0.2V of regu- LOW NORMAL Increase load.
lator setpoint is "normal". Amperage within ± 10% of
rated output at 5000 rpm is "high". LOW HIGH Stop test. Bench malfunction or
wiring error.
TEST 1 - No Load Test
Without electrical load but with battery connected, TEST 3 - Regulator Bypass Test
run alternator at 5000 rpm. Refer to Table 10-5
below. Perform this test only when suggested by other tests.
Alternator connections and load same as test 2.
Table 10-5: N0-LOAD TEST Bypass regulator as shown in Figure 10-7. Note
AMPS VOLTS DIAGNOSIS whether amps rise to within ± 10% of output rating
when connecting F- terminal to ground. Note whether
HIGH LOW Test bench battery is dis-
amps fall when disconnecting F- terminal. Then refer
charged (or defective). Allow to
to Table 10-7 below.
charge or replace.
HIGH NORMAL Give time to stabilize while
monitoring VOLTS. If VOLTS
rise above normal range (Table
Limit terminal connection to a few seconds to
13-2) regulator and/or field coil
protect charging system from excessive voltage.
must be replaced. If AMPS fall,
charging system is OK.
Table 10-7: REGULATOR BYPASS TEST
HIGH HIGH Stop test. Regulator and/or
field coil should be replaced. CONNECT DISCONNECT DIAGNOSIS
(Go to Static Tests.) Amps Rise Amps Fall Alternator is OK.
LOW LOW Alternator and/or regulator See note, replace
must be repaired or replaced. regulator only if low
Go to Test 3. AMPS/low VOLTS
indicated in Test 1
LOW NORMAL Regulator OK. Go to Test 2. and/or Test 2.
LOW HIGH Stop test. Bench malfunction or No Change No Change Alternator must be
wiring error. repaired. Go to
Static Tests.
Note: Before replacing regulator, check continuity of
energize circuit (refer to Static Tests, Test 5).
D10002 Battery Charging Alternator D10-19
STATIC TESTS TEST 2 - Check Function Of Clamping Diode
Static tests are performed on the partially disas- Set ohmmeter to x100 scale and make sure ohmme-
sembled alternator to confirm component failure ter is zeroed. Using the regulator connector plug,
indicated by on-vehicle test or bench tests. connect one ohmmeter lead to terminal "F-", connect
the other lead to terminal "B-" and observe ohmmeter
Equipment: reading. Reverse leads and observe meter reading.
• Ohmmeter, Simpson 260 or equivalent In one direction the ohmmeter should read less than
600 ohms. In the other direction the ohmmeter
• Regulator Tester, or Ohmmeter should read very high. If the ohmmeter reads less
• Diode Tester or Ohmmeter than 600 ohms in both directions (short) or very high
in both directions (open) clamping diode is defective
Remove control box cover and drive pulley. Discon- and regulator must be replaced.
nect regulator from control unit. Remove cover plate.
Disconnect all phase leads attached to the front Note: If regulator failure is indicated, field coil failure
housing ("P1" through "P6" in Figure 10-10). must also be suspected.
NOTE: Refer to disassembly procedures in
Alternator Disassembly section of this manual.
Before repairing the alternator, perform all static
tests. Field Coil Tests
Regulator Tests TEST 3 - Check For Open Field Coil
The regulator is normally checked using a regulator Set ohmmeter to x1 scale and make sure ohmmeter
tester. If a regulator tester is used, make connections is zeroed. Connect one ohmmeter lead to "B+" out-
to regulator plug as follows (see Figure 10-4 for wire put stud. (NOTE: On unit with "F+" stud, connect
assignments): ohmmeter to "F+" stud). Connect the other lead to
NOTE: Terminal locations differ on SAE and metri- terminal "F-" of control unit harness. Ohmmeter
pack connectors. should read less than 3 ohms. If ohmmeter reads
above the specified limit, the field coil is open and
• Wire 1 to "Field Coil (-)" must be replaced (replace or repair Stator & Shell
• Wire 2 to "Ground" Assembly).
• Wire 3 to "Field Coil (+)" or "B+"
• Wire 4 to "Ignition" or "B+"
Refer to regulator tester manufacturer's instructions
for test procedure.
If regulator tester is not available, it is difficult to test
regulator for open output transistor. However, most
regulator failures are caused by shorted output tran-
sistor, so the following procedure utilizing an ohmme-
ter, will often suffice when a regulator tester is not
available.
TEST 1 - Check For Shorted Output Transistor
Set ohmmeter to x100 scale and make sure ohmme-
FIGURE 10-8.
ter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
1. Ignition (E) 5. F+ (Harness Lead #3)
to other lead to terminal "B-", and observe meter
(Harness Lead #4) 6. Ground Wire
reading. Reverse leads and observe meter reading.
2. Relay (R) from Regulator
In one direction the meter should read less than 600
3. Terminal Block (Harness Lead #2)
ohms. In the other direction the ohmmeter should
4 F- (Harness Lead #1) 7. B+ Buss Leads to
read very high. If ohmmeter reads zero in both direc-
Rectifier
tions, output transistor is shorted and regulator must
be replaced.
D10-20 Battery Charging Alternator D10002
TEST 4 - Check For Grounded Field Coil
Set ohmmeter to x10K scale and make sure ohmme-
ter is zeroed. Connect one ohmmeter lead to terminal
"F-" of the control unit harness. Connect the other
ohmmeter lead to the front housing ground stud. The
ohmmeter should read very high. If the ohmmeter
reads less than 100K ohms, the field coil is grounded
and must be replaced (replace or repair Stator &
Shell Assembly).
Move ohmmeter lead from "F-" to "F+" (if so
equipped), or to "B+" and repeat test. The ohmmeter
should read very high. If the ohmmeter reads less
than 100K ohms, the field coil is grounded and must
be replaced (replace or repair Stator & Shell Assem-
bly). Metri-Pack Connecter SAE Connecter
Control Box Tests FIGURE 10-9.
Note: Needle point probes may be required to pene-
trate the potting compound in the control box. TEST 6 - Diode Heat Sink Tests
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.
TEST 5 - Check Continuity Of Terminal Strip Con-
nections
Set ohmmeter scale according to Table 10-8 and
make ohmmeter connections between the terminal
strip inside the control box and control box terminals
located on the outside of the control box.
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.
D10002 Battery Charging Alternator D10-21
Note: Do not allow sleeving on leads to slide down TEST 9 - Check Front & Rear Stator
leads; phase terminal without sleeves can short
Set ohmmeter to x1 scale and make sure ohmmeter
against alternator body.
is zeroed. Check for open stator winding by connect-
The diode heat sink assembly is normally checked ing ohmmeter between each successive pair of stator
using a diode tester. If a diode tester is used, refer to phase leads (Refer to Figure 10-10: "P-1" - "P2"; "P2"
manufacturer's instructions for proper connections. - "P3"; "P1" - "P3"; "P-4" - "P5"; "P5" - "P6"; & "P4" -
When a diode tester is not available, use an ohmme- "P6").
ter and refer to the following procedure.
Note: It may be necessary to probe under the
Note: Do not use an AC Device such as a leakage sleeves of the phase leads in order to make electrical
tester to check the diode heat sink. contact. Ohmmeter should read less than 1 ohm
between each pair of stator phase windings. If
ohmmeter reads very high, the stator is open and
TEST 7 - Check Positive Diodes must be replaced (replace or repair stator or stator /
shell assembly).
Refer to Figure 10-10. Set ohmmeter to x100 scale
and make sure ohmmeter is zeroed. Connect one Set ohmmeter to x10K scale and make sure ohmme-
ohmmeter lead to the "B+" output stud, connect the ter is zeroed. Check for shorted stator windings by
other ohmmeter lead to each of the six heat sink connecting ohmmeter between each phase lead
phase terminals "S". All six readings should be nearly ("P1", "P2", "P3", "P4", "P5", & "P6") and the ground
alike; either less than 600 ohms or very high. If all six terminal located on the outside of the front housing.
readings are not alike, the diode rectifier assembly is Ohmmeter should read very high. If ohmmeter reads
defective and front housing assembly must be zero for the related test point, the stator is grounded
replaced. and must be replaced (replace or repair stator or sta-
tor / shell assembly).
Note: Grounded stator is difficult to confirm by static
TEST 8 - Check Negative Diodes test. Examine stator for burnt insulation or loose coil.
Refer to Figure 10-6, set ohmmeter to x100 scale,
and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to "B-" terminal located on the out-
side of the front housing, connect the other ohmme-
ter lead to each of the six heat sink phase terminals
"S". All six readings should be nearly alike; and all
should read very high. If all six readings are not alike
the diode rectifier assembly is defective and the front
housing assembly must be replaced.
Reverse ohmmeter leads, and again observe resis-
tance between "B+" terminal and each of the six heat
sink phase terminals "S". All six readings should be
very high. If any reading is not alike, the diode recti-
fier assembly is defective and the front housing
assembly must be replaced.
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).
D10-22 Battery Charging Alternator D10002
ALTERNATOR DISASSEMBLY Regulator Removal
Notes: Disassemble alternator only as far as 1. Disconnect regulator from alternator harness.
necessary to replace defective part(s). 2. Remove mounting hardware from regulator
mounting feet (Figure 10-12).
For stator removal, refer to BF4822 Stator Service
Tool Instructions. 3. Remove regulator.
In this publication, Front Housing refers to the Drive
End Housing, and Rear Housing refers to the
opposite end housing.
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.
D10002 Battery Charging Alternator D10-23
End Housing Removal
1. Remove nine flanged locknuts from stator-tube
assembly studs at rear of end housing.
2. With a gear puller, remove end housing from
alternator (Figure 10-14).
FIGURE 10-16.
1. Machine Screws
2a.Use three 10-32 UNF x 2" long machine
screws as jacks in the three threaded holes
of rotor end plate (Figure 10-16). Pull rotor
off of core gradually by working screws
against core in sequence. If rotor resists
FIGURE 10-14. movement, see alternate method below.
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.
Rear Bearing Removal
There are two types of rear bearing systems in
use:
1. For press fit rear bearings, support end hous-
ing on blocks with rear side facing up. Use a
proper tool and press to remove rear bearing
and seal.
2. The loose fit rear bearing is retained on the
FIGURE 10-15.
shaft and core assembly and can be removed
with a pulley puller.
1. Self Tapping Screws
D10-24 Battery Charging Alternator D10002
Front Housing Removal
Note: All control box and front housing connections
are coated with RTV Silicone Rubber. Remove RTV
Silicone Rubber as alternator is disassembled.
1. Remove five screws from control box cover.
2. Remove control box cover (Figure 10-17 A).
3. Loosen terminal strip screws and disconnect 2
field leads (white wires) from control box termi-
nal strip.
4. Remove six screws from front housing cover
plate (Figure 10-17 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 10-17 C).
7. Remove the six phase leads from the diode
studs and push the phase leads back through
the large openings in front housing (this will
facilitate separation of front housing from tube).
8. Remove nine flanged locknuts from stator/tube
assembly studs at front of front housing.
Note: The Front housing is attached to the rotor/shaft FIGURE 10-17.
core assembly.
9. Separate front housing with the rotor/shaft/core 1. Cover 3. Front Cover Screw
assembly from the stator/tube assembly. Light 2. Field Leads
taps with a soft faced mallet will help in the sep- (white wires)
aration of parts.
10. Support front housing on wood blocks. Using a
press, press shaft through front housing bear-
ing.
D10002 Battery Charging Alternator D10-25
Control Unit
(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 10-18 and -19 for the following
steps:
1. Remove the top cover of the control unit
assembly (Five screws).
Before removing the old control unit assembly,
observe wire position by wire function, not wire
color. Wire connections on some units are not
color coded.
FIGURE 10-18. TYPICAL CONTROL UNIT
2. Remove bolt and lock washer attaching "B+"
buss from the rectifier assembly to "B+" output 1. Ignition (E) 5. F+ (Harness Lead #3)
terminal. (Harness Lead #4) 6. Ground Wire from Reg.
3. Remove four attaching screws from the front of 2. Relay (R) (Harness Lead #2)
the control unit assembly. Pull control unit - face 3. Terminal Block 7. B+ Buss Leads to
plate forward to permit easy disconnection of 4. F- (Harness Lead #1) Rectifier
wire ends from "R" (or phase terminals) and
"B+" terminals. Leave the regulator harness
with grommet resting on frame while sliding
face plate up and off grommet.
4. Remove the phase lead wire from "R" terminal
(or phase terminals) on the face plate. Be care-
ful not to move or reroute the phase lead.
5. Disconnect the field leads from "F-" terminal
and "B+" terminal of the terminal block.
6. Disconnect the regulator harness ground wire
from the end housing. (lead #2)
7. Remove the terminal block from the housing.
NOTE: Two nuts are used as spacers underneath the
terminal block on attaching screws.
8. Desolder "B+" lead from the terminal block.
Take care to position "B+" lead coming from the
rectifier assembly.
FIGURE 10-19.
1. Cover Screws (TOP) 2. Control Unit Screw
Do not cut "B+" lead at terminal block. "B+" lead
does not have slack. 11. Inspect leads from field coil and rectifier assem-
9. Discard the old face plate assembly with regula- bly for chaffing, and repair as necessary.
tor connector harness assembly.
10. Clean old RTV from the top and the face of con-
trol unit area of the housing.
D10-26 Battery Charging Alternator D10002
Front Bearing Removal
1. Remove retaining ring (1, Figure 10-27) from
front outer side of front housing.
2. Remove retaining ring (3, Figure 10-27) from
rear inner side of front housing.
3. Support front housing on blocks and with a
press, remove front bearing (4, Figure 10-27)
from front housing. Use Tool BF4818 (Figure
10-28).
Front Rotor Removal
1. Remove six flanged locknuts from core studs or
six self tapping screws (Figure 10-20).
FIGURE 10-21.
1. Jack Screws
FIGURE 10-20.
1. Flanged Locknuts or Screws
2a.Use three 10-32 UNF x 2" long machine
screws as Jacks in the three threaded
holes of rotor end plate (Figure 10-21). Pull
rotor off core gradually by working screws
against core in sequence.
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen the built up
rust in that area. Remove the rotor ele-
ment. If resistance is still felt, use the FIGURE 10-22.
method described in "2a." above, plus the
air hammer. 1. Bobbin Removal Tool 2. Stator & Shell
(BF4820) Assembly
Field Coil Removal
2. Remove the screws attaching field coil bobbin
Do not attempt to repair field coil. Replace the whole to stator tabs (Figure 10-22).
assembly. 3. Use tool BF4820 to rotate field coil bobbin
1. Mark the position of field coil leads (white wires about 20 degrees to disengage bobbin ears
with spade terminals) on stator. New fields will from stator tabs.
be positioned in same opening in stator assem-
Note: Some force may be required to break the
bly, as the old field leads.
perma-fill coating on the tabs.
D10002 Battery Charging Alternator D10-27
4. After rotating field coil bobbin, remove field coil ASSEMBLY- ALTERNATOR
through back of stator and shell assembly (end
away from leads) while allowing field leads to Field Coil Assembly
slide through opening in front stator assembly. 1. Lay stator and shell assembly on its side,
Notes: As field coil is removed from stator and shell phase leads to the left (Figure 10-24).
assembly note and mark position of leads relative to 2. Insert field coil from right hand side of stator
drainage holes in shell for reassembly (Figure 10- and shell assembly, field leads (white wires with
23). spade terminals) facing toward phase leads.
Loctite should be used on all screws and nuts as
machine is assembled, except where told otherwise.
For stator installation, see BF4822 Stator Service
Tool Instructions.
FIGURE 10-24.
1. Field Leads 2. Remove or insert
field coil from this
end.
3. As field coil is inserted into stator and shell
FIGURE 10-23. assembly thread the field leads through the
proper openings between the front stator wind-
ings.
D10-28 Battery Charging Alternator D10002
4. Seat field coil bobbin ears over stator tabs (Fig- 5. Make sure field coil leads (white spade termi-
ure 10-25) by inserting field winding and rotat- nals) are pulled through proper stator openings
ing about 20 degrees after insertion with tool with no slack at the field coil and that neither
BF4820. Align screw holes in bobbin ears with wire is pinched by the bobbin ears.
screw holes in stator tabs. 6. Using eighteen screws coated with loctite, fas-
Note: Bobbin ears go over stator tabs as viewed from ten field coil bobbin ears to stator tabs (Figure
both ends of tube assembly. 10-26). Tighten screws to 8-10 lb-in. (0.9- 1.1
Nm) torque.
Note: If field coil leads cannot be threaded through
stator openings with the terminal attached, unsolder
terminals, remove sleeving and then insert leads.
After field coil is in place slip sleeving on field leads,
solder terminals to wires and slip sleeving back over
terminal.
Front Bearing Assembly
1. Clean bearing I.D. surface of front housing.
2. Install retaining ring in rear inner groove of front
housing.
Note: This retaining ring has two flat sides (3, Figure
10-27).
3. Coat outer race of front bearing (4, Figure 10-
27) with thin coat of loctite.
FIGURE 10-25.
1. Field Coil Bobbin Ear
FIGURE 10-27.
1. Retaining Ring 3. Retaining Ring
(Tapered) (Flat, both sides)
2. Front Housing 4. Bearing - Outer Race
FIGURE 10-26.
D10002 Battery Charging Alternator D10-29
4. Using tool BF4818 and a press, press front
bearing into front housing until bearing seats
against retaining ring (Figure 10-28). Outer ring
will be installed after housing is placed on shaft.
FIGURE 10-28.
1. Tool (BF4818)
Front Rotor Assembly
FIGURE 10-29.
1. Position rotor assembly on front end of shaft
and core assembly. 1. Shaft 3. SLot
2. Stud
Note: Front end of shaft and core assembly has
woodruff key slot in shaft (Figure 10-29).
2. Using six flanged locknuts or self tapping
screws, fasten rotor assembly to shaft and core
assembly. (Loctite should be applied to studs or
screws before installing). Torque flanged lock-
nuts to 45 in. lbs., 5.0 Nm, screws to 65 lb-in,
7.3 Nm.
Note: Center studs or holes of core in the center of
slot in rotor plate.
Front Housing - Rotor, Shaft & Core Assembly
Note: When replacing shaft and core assembly,
(using ring seal) refer to Figure 10-39 before
proceeding with assembly.
1. Support rotor, shaft and core assembly on
blocks with the rear bearing end down.
2. Position bearing in front housing assembly onto
shaft, drive side of housing facing up.
3. Using tool BF4810 press bearing on shaft until
bearing inner race seats on shaft shoulder (Fig-
ure 10-30).
4. Install tapered retaining ring with tapered side to
FIGURE 10-30.
front outer side, in front outer groove of front
housing (2, Figure 10-27).
1. Arbor Press 2. Tool (BF4810)
D10-30 Battery Charging Alternator D10002
Front Housing - Rotor, Shaft & Core Assembly 5. Route the two field leads (white wires) through
the hole in the front housing to the control box.
1. Support stator, field coil & shell assembly on
Connect the field leads to the control box termi-
blocks, with the six phase leads (black wires)
nal strip; one lead to the "B+" terminal the other
and the two field leads (white wires) pointing
lead to the "F" terminal (Figure 10-32, Figure
up.
10-8).
Note: Care must be used when setting stator, field
Note: Do not allow sleeving on leads to slide down
coil & shell assembly on blocks that neither the stator
leads; phase terminal without sleeves can short to
windings nor the studs are damaged.
front housing.
2. Set the front housing-rotor, shaft & core assem-
bly into the stator, field coil & shell assembly
(core goes through the field coil bobbin). Align
mounting foot of front housing with mounting
foot on shell (Figure 10-31). As the shell studs
come through the holes in the front housing,
guide the six phase leads (black wires) and two
field leads (white wires) through the large open-
ings in the front housing (Figure 10-31).
3. Make sure that shell and front housing are
seated together completely.
4. Fasten front housing to shell by installing nine
flanged locknuts on shell studs (apply Loctite to
studs before installing locknuts). Torque flanged
locknuts to 18 in. lbs. (2.0 Nm) maximum.
FIGURE 10-32.
1. Field Leads 2. Phase Leads
6. Using 6 nuts (coat with Loctite) attach the six
phase leads (black wires) to diode studs.
Note: Insulator and washer placed over positive
diode stud before securing phase terminal for
positive diode locations. Refer to Figure 10-33. If
insulator or washer were lost during disassembly,
replace before attaching phase lead.
7. Rotate shaft and make sure rotor does not con-
tact wires.
8. Coat the six phase terminals and the two field
terminals with RTV Silicone Rubber, type 3141
(flowable type). If control unit assembly requires
FIGURE 10-31. a replacement, skip step 9 and proceed to Con-
trol Unit Assembly Replacement.
1. Mounting Foot 3. Field Leads 9. Use five screws (coat with Loctite) to attach
2. Phase Leads 4. Drain Holes control box cover to control box. Torque screws
to 20 in. lbs. (2.2 Nm).
D10002 Battery Charging Alternator D10-31
FIGURE 10-34.
1. Ignition (E) (Harness Lead #4)
2. Relay (R)
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm)
FIGURE 10-33.
torque
1. Field Leads 2. Phase Leads
6. Terminal Block Screw; 30 in. lbs. (3.5 Nm)
torque
Control Unit Assembly Replacement 7. Ground Wire from Regulator
Refer to Figures 13-34 and 13-35 for the following (Harness Lead #2)
steps: 8. 24 in. lbs. (2.7 Nm) torque
9. B+ Buss Leads to Rectifier
1. Hold the new regulator connector harness in its 10.When replacing output stud only; tighten to
approximate installation position and bend 12-15 ft.lbs. (16-20 N.m) torque, coat with
wires into their proper position. epoxy.
2. Solder both the regulator connector lead "3", 10. Solder here.
and the output lead from "B+" buss, to the ter- 10. Apply RTV here.
minal block, "B+" position. (right of center) 10. Tighten to 180 in.lbs. (20 N.m) torque.
3. Position nuts on the terminal block attaching
screws about 2 threads from the tip of the
screw.
NOTE: These nuts are used as spacers.
4. Attach the terminal block to the alternator hous-
ing.
CAUTION: Thread both screws in evenly so as
not to cock the terminal block. Failure to keep the
terminal block parallel to the housing may break
the terminal block.
5. Attach the ground lead from the regulator har-
ness (lead "2") to the housing.
6. Route the regulator harness under “B+” buss
leads. Care should be taken to keep the regula-
tor connector flat with “A” pin properly posi- FIGURE 10-34.
tioned.
1.Cover Screws (TOP) 2. Control Unit Screw
NOTE: Wires in steps 7 & 8 should slant away from
both "E" & "R" terminals (down and left, as viewed NOTE: Tighten nine screws to 20 in.lbs.
from outside). (2 Nm) torque.
D10-32 Battery Charging Alternator D10002
7. Position the insulating sleeving over wire termi-
nals prior to attaching ring terminals to "E" & "R"
(or phase terminals) studs.
NOTE: Assembly sequence for "E" & "R" terminal (or
phase terminals) is: insulator-flatwasher-terminal-nut.
8. Position the control unit-face plate and attach
the regulator harness lead "4" to "E" terminal on
the face plate.
9. Attach the alternator phase lead to "R" terminal
(or phase terminals) on the face plate.
10. Use RTV #732 on the face of the housing. Use
Loctite in mounting screw holes for the face
plate.
11. Install the face plate onto the housing while slid- FIGURE 10-35.
ing slot in the face plate onto grommet on regu-
lator harness. Attach the face plate to the 1. Studs or Screws
housing with 4 screws.
NOTE: Align stud or screw holes of core with scribe
12. Attach "B+" buss leads from rectifier to the back marks on rotor, or center studs or screw holes of core
of "B+" terminal. in the center of slots in rotor plate as shown in Figure
13. Position "B+" buss leads from rectifier so that 10-36.
the leads will not contact inside ends of "E" or 2. Use six flanged locknuts or self tapping screws
"R" terminals (or phase terminals). to fasten rotor assembly to shaft and core
14. Attach leads from the field coil to the terminal assembly (Apply Loctite to studs before install-
block at "F" and "B+" positions. ing locknuts). Torque flanged locknuts to 45 in.
lbs. (5.0 Nm), screws to 65 in. lbs. (7.3 Nm).
15. Use RTV #732 to reseal the housing where the
field coil leads enter the housing. End Housing Assembly
16. Use RTV #3140 on inner ends of "R" (or phase 1. Stand alternator on front end.Observe extra
terminals) and "E" terminals, on the terminal care when installing housing if rotor shaft is
block, and all exposed wires on inner end of equipped with dust cap and ring seal carrier, as
"B+" stud to prevent corrosion. ring seal must compress to enter into housing
17. Apply RTV #732 on the top of the housing. bore.
18. Use five screws (coat with Loctite) to attach NOTE: If shaft has ring seal, rear housing must have
control box cover to control box. Tighten screws chamfer on bearing bore. Studs from stator, field coil
to 20 in. lbs. (2.2 Nm) torque. and shell assembly will come through holes in end
housing.
2. Ring Seal Conversion The fan and shaft/core
assemblies have been modified to accommo-
date a new bearing ring seal design (Figure 10-
37). These changes affect alternators manufac-
Rear Rotor Assembly tured after January 1996. The changes affect
the shaft and fan hub diameters on full units and
1. Place rotor assembly on shaft and core assem-
service parts. When new service parts are used
bly inside stator, field coil and shell assembly
to repair units manufactured before January
(Figure 10-36).
1996, the ring seals and lip seals must be
removed.
D10002 Battery Charging Alternator D10-33
Shaft/Core Replacement
Remove old shaft/core assembly. Remove the
shaft/core assembly from alternator (as directed
in this publication). Remove the front seal from
the old end housing.
Install New Shaft/Core Assembly
(Figure 10-39)
Remove the ring seal from the new shaft/core
assembly, if present.Install the shaft/core
assembly into the alternator (as directed in this
FIGURE 10-36. manual).
1. Ring Seal Groove 5. Ring Seal
2. Ring Seal 6. Ring Seal Groove
3. Bearing 7. Fan Mounting
4. O-Ring Hardware
8. Fan Guard Screws
To use new service parts on product manufac-
tured before the modification date, follow these
instructions:
Fan Replacement (Fan with Ring Seal) FIGURE 10-38.
Remove the fan and rear bearing seal. Remove
1. Ring Seal Groove 4. Fan Mounting
the old fan assembly from the alternator.
2. Bearing Hardware
Note: On older units a puller may be required to 3. Bearing Seal 5. Fan Guard Screws
remove the old fan from shaft. Using a pry bar or
3. Apply Loctite to studs, then install nine flanged
large screwdriver, remove the rear bearing seal from
locknuts on studs.Torque flanged locknuts to 18
end housing. Do not remove bearing.
in. lbs. (2.0 N.m) maximum.
Installation Of New Fan On Old Assembly 4. Install cover plate on front housing with six
(Figure 10-38). screws.
Remove the ring seal from the new fan, if
present.Install the new fan onto the shaft and
slide into position. Place fan nut and washer
onto the shaft and tighten to 55 ft.lbs (75 N.m).
FIGURE 10-37.
1. Bearing Seal 4. Fan Guard Screws
2. Bearing 5. Fan Mounting
3. Ring Seal Groove Hardware
FIGURE 10-39.
1. Insertion Tool (BF4821) placed here.
D10-34 Battery Charging Alternator D10002
Rear Bearing Assembly Regulator Assembly
1. Assembly alternator, including end housing, but 1. Set regulator on rear housing with regulator
leave out rear bearing and fan. Make sure plug toward control box.
mounting feet are aligned.Install front pulley 2. Using mounting hardware (coated with Loctite),
bushing on shaft. attach regulator to end housing (Figure 10-42).
2. There are two types of rear bearing systems Torque screw to 32 in. lbs. (3.6 N.m) maximum.
used: press fit and loose fit. 3. Connect regulator to regulator harness from
control unit.
Press Fit Bearings
Stand alternator on front end, in a press, supporting
the front bearing bushing. Insert bearing over rear
end of shaft. Place bearing insertion tool (part of
BF4821 package) over bearing and press until inner
race of bearing is seated onto shaft shoulder (Figure
10-41). Use caution when bearing outer race begins
to enter end housing bore because misalignment at
this point can damage housing.
FIGURE 10-41.
FIGURE 10-40.
1. Ball Bearing 5. Front Housing
2. Shaft 6. End Housing
3. Support 7. BF4821 Insertion
4. Bushing Tool
Loose Fit Bearings
Before starting installation of loose fit rear bearings,
check that O-ring is greased (grease with Amoco
Rykon or equivalent) and properly installed in O-ring
groove in housing bore. Continue with bearing instal-
lation as above.
3. Turn shaft by hand to make sure it spins freely.
Fan and fan hardware can now be installed.
D10002 Battery Charging Alternator D10-35
Fan Assembly Pulley Assembly
1. Place fan assembly on shaft (Figure 10-43). NOTE: Do not hold fan to prevent shaft rotation. Fan
damage may result.
Note: If fan hub has ring seals and carrier as ring
seal must compress ring enters housing. 1. Install pulley bushing on shaft.
2. Press Woodruff Key into shaft.
3. Position pulley on shaft.
4. Install pulley nut and hardened washer on shaft.
Place alternator and pulley into vise. With a 15/
16" socket on the pulley nut (Figure 10-44).
Torque pulley nut to 120 ft. lbs. (162.7 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
FIGURE 10-42.
When repairing units manufactured before June
1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Fig-
ure 10-38).
2. Use hardened washer and locknut to fasten fan
to alternator. Place alternator and pulley into
vise. With a 3/4" socket, tighten fan nut (Figure
10-43). Torque fan nut to 50 in. lbs. (68 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
FIGURE 10-43.
D10-36 Battery Charging Alternator D10002
BF4822 STATOR SERVICE TOOL INSTRUCTIONS
Function of Service Tool 9. Lubricate approximately 1" of the jack screw
where it enters the pressure plate with white
This tool has been designed to remove and install
lube or a wheel bearing type of grease. Also
stators in alternators. The user of this tool must be
place a dab of this grease on both sides of the
familiar with basic disassembly and reassembly tech-
thrust washer that is placed under the hex head
niques of dual stator alternators. Proper assembly
of the jack screw.
and use of this tool will result in correct placement of
stators inside the shell (indexing of stator, with 10. Position the stator leads so that they will not
respect to stator leads). Read through these snag on the pressure plate when the pressure
instructions to familiarize yourself with the plate is being inserted into, then through, the
names of various tool components prior to stator. Bend the stator leads over the top of the
attempting stator removal or installation. support ring (this will help to eliminate interfer-
ence).
Stator Removal And Replacement
11. Wrap a clean shop towel around the jack screw
Shell Assembly Preparation (Refer to Figure 10-45) and lift the pressure plate/jack screw/top thrust
plate assembly. Insert the pressure plate into
The field coil and shell studs must be removed from
and through the top stator assembly. Position
the shell assembly before a stator can be removed.
the pressure plate in the space between the two
REMINDER: A narrow, 1 - 3" wide, support ring is in stators, where the field coil had been. Turn the
the tool package (not pictured). This ring is used pressure plate to align the poles of the pressure
when necessary, to provide additional tool height to plate with the poles of the stator. This is easily
prevent the jack screw from protruding through the done by grasping both the jack screw and guide
bottom thrust plate and preventing proper tool use. pin and twisting. The pressure plate will then
rotate. Before releasing the assembly, make
1. Position the bottom thrust plate in work area.
sure the top thrust plate will once again rest on
2. Place the first support ring on the bottom thrust the end of the guide pin, not the support ring.
plate.Make sure the support ring seats in the
mating groove in the bottom thrust plate. 12. Position the stator leads inside the support ring.
Firmly grab the top thrust plate at the outer
3. Place the shell assembly on the support ring
edge, twist slightly until the guide pin enters the
with the stator to be removed, facing up.
curved slot. Lower the top thrust plate onto the
4. Place the second support ring on top of the support ring. The top of the support ring should
shell assembly.Reach inside the support ring enter the mating groove in the top thrust plate.
and position the stator leads inside and away
from the top of the shell assembly. 13. Thread the jack screw in, until the head of the
jack screw contacts the top thrust plate.
Pressure Plate Set-up (Refer to Figure 10-46) 14. Look through the large diameter holes (torque
5. Thread the 3/8" diameter guide pin into the arm holes) in the thrust plate to confirm the
pressure plate, from the hub side of the pres- proper seating of the pressure plate steps
sure plate. The threaded hub on the pressure against the stator. Adjust the pressure plate as
plate faces up, toward the top thrust plate. necessary.
6. Lay the top thrust plate on the pressure plate as NOTE: The pressure plate is properly seated when
you pass the guide pin through the curved slot the outer edge of the pressure plate presses against
in the top thrust plate. the field coil mounting tabs on the stator. Make sure
7. After properly placing the thrust washer (not that ALL field coil mounting tabs are in contact with
shown on drawing) on the jack screw, insert the the pressure plate.
jack screw through the top thrust plate and
15. Continue threading the jack screw in, until sig-
thread the jack screw into the pressure plate
nificant resistance is felt. Check position of the
about 1".
pressure plate again.
8. Lift the top thrust plate up and off the guide pin.
Turn the top thrust plate so that the guide pin
does not re-enter the slot.Lower the top thrust
plate and allow it to rest on top of the guide pin.
D10002 Battery Charging Alternator D10-37
16. If the tool assembly attempts to rotate after sig- 4. Place a support ring on the bottom thrust plate.
nificant resistance is felt, insert torque arm into Make sure the support ring is seated in the mat-
the large diameter holes in top thrust plate and ing groove in the bottom thrust plate.
use torque arm to prevent tool assembly from 5. Position the shell assembly on the support ring.
rotating. Continue threading jack screw in until Shell bore to receive new stator must be facing
stator is removed from shell, observe caution down.
below.
6. Insert 3/8" diameter locating pin, from outside of
CAUTION: The movement of the stator should be
shell, into and through, center drain hole in the
checked often during stator removal process.
shell assembly. Pass locating pin through shell
Use the exposed portion of the guide pin as an
assembly and into correct hole in locating rod.
indicator of stator movement. Tension on the
The locating pin must be in both shell and locat-
removal tool will abruptly cease when the stator
ing rod to maintain stator alignment during sta-
is free of the shell. The service technician may be
tor installation.
startled by this abrupt looseness, exposing the
technician to potential injury. Keep the stator ser- 7. Place second support ring on shell/stator
vice tool vertical. Do not use the tool laying on its assembly.
side.
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 10-44.
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.
D10-38 Battery Charging Alternator D10002
Pressure Plate Setup (Refer to Figure 10-46)
8. Place thrust washer on jack screw. Lube the
jack screw for 1", about 1" from the tip of the
jack screw. Lubricate approximately 1" of the
jack screw where it enters the pressure plate
with white lube or a wheel bearing type of
grease. Also place a dab of this grease on both
sides of the thrust washer that is placed under
the hex head of the jack screw.
Insert the jack screw through the top thrust
plate. Screw jack screw into the pressure plate
about 5 turns. Place a dab of lube on both sides
of the thrust washer under hex head of the jack
screw. Screw jack screw into the pressure plate
until contact is make between head of the jack
screw and top thrust plate.
9. Continue threading the jack screw in, until sta-
tor contacts shell/shell assembly. Measure from
top of locating pin to the top of the top thrust
plate. Record this measurement as starting
point to be used later.
10. Check the position of stator leads by looking
through the large torque arm holes in the top
thrust plate. Turn jack screw until significant
FIGURE 10-45.
resistance is encountered.
NOTE:If the tool assembly starts to rotate, insert 1. Top Thrust Plate 5. Bottom Thrust Plate
torque arm into holes in the top thrust plate for 2. Support Ring 6. Torque Arm
additional leverage. 3. Stator & Shell 7. Front Stator
11. Check the distance the stator has been inserted Assembly 8. Rear Stator
into the shell by measuring from the top of the 4. Support Ring
locating pin to the top of the top thrust plate
(first measurement taken in step 9, above). This
measurement should increase, which indicates
the stator is entering the shell.
12. After the stator has been properly seated, disas-
semble the tool. Pull the stator leads through
the correct slots. Continue with the alternator
assembly as per instructions in this manual.
D10002 Battery Charging Alternator D10-39
NOTES
D10-40 Battery Charging Alternator D10002
SECTION E
ELECTRICAL PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.
E01012 Index E1-1
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 precau-
tions 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
procedures are required before it is safe to do so. Refer to “Truck Shutdown Procedures”,
this Section, 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.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INI-
TIATED. It requires approximately 5 minutes after the truck is shut down before the Link Volt-
age has dissipated.
•AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR
AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
•BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far
enough to disconnect the card connector from the backplane connector. Disconnect the bat-
tery charging alternator lead wire and open the battery disconnect switches. The welding
ground electrode should be attached as close as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid
laying welding cables across or near truck wiring harnesses or power cables; voltages can be
induced in adjacent cables, damaging electrical components.
E1-2 Index E01012
SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Auxiliary Blower System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
TRUCK CONTROL INTERFACE PANEL (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID PANEL EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
STATE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Transitions Between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
De-Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Self-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
E02014 01/02 Electrical Propulsion System Components E2-1
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
AUXILIARY BLOWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
EVENT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Event Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Power On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
To Record and Save a Data Pack to a Floppy Disk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-41
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
PSC - TCI Communications processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
Entering/Exiting Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43
PROPULSION SYSTEM COMPONENT ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54
E2-2 Electrical Propulsion System Components 01/02 E02014
ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description The alternator field is supplied from a tertiary winding
of system operation and major components of the AC on the alternator and is controlled by a silicon con-
propulsion system. Refer to the appropriate GE pub- trolled rectifier (SCR) bridge. A starting boost circuit
lication for detailed information and theory of opera- initially energizes the alternator from the truck batter-
tion. ies until the flux builds up enough to sustain excita-
tion.
A list of commonly used propulsion system compo-
nent abbreviations is listed in Table V at the end of Cooling air for the Alternator only is supplied by an
this Section. Figures 2-3 through 2-8 illustrate the internal fan assembly mounted on the rear. Cooling
physical location of these components where appli- air for the traction system is provided by an AC motor
cable. driven auxiliary blower mounted behind the electrical
cabinet. The auxiliary blower motor is controlled by
GENERAL SYSTEM DESCRIPTION an auxiliary inverter which receives 3-phase AC
power from the alternator. This blower provides cool-
The AC drive system consists of the following major ing air to the traction motors, propulsion inverters,
components: dynamic retarding choppers, and auxiliary inverter.
• Alternator coupled to a diesel engine Blower speed is regulated by the PSC by monitoring
component temperatures to determine cooling
• Auxiliary Blower System
needs.
• Gate Drive Power Converters
A resistor grid package is used to dissipate power
• Main Rectifier from the traction motors (operating as generators)
• AC Power Inverters when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
• AC Induction Traction Motors by the two motor Inverters. The amount of retard
power dissipated by the grid package is controlled by
a GTO Chopper circuit and stage-controlled contac-
The Alternator supplies three phase power for the tors.
Auxiliary Blower System, Gate Drive Power Convert-
ers and Main Rectifier. The Main Rectifier supplies The PSC, mounted in the main Electrical Control
DC power to two AC Power Inverters. Each AC Cabinet, determines optimum engine operating
Power Inverter inverts the rectified DC voltage, deliv- speeds based on what the operator requests, propul-
ering variable voltage, variable frequency power to sion system requirements, and efficient fuel usage.
each of the AC Induction Traction Motors. Interfaces between the PSC and the truck brake sys-
tem allow the PSC to provide proper retarding, brak-
Refer to the diagram in Figure 2-1 for the following ing, and wheel slide control.
description.
The PSC interfaces with the Truck Control Interface
The two AC Induction Traction Motors, each with its
(TCI), mounted in the Electrical Interface Cabinet
own Inverter, are connected in parallel across the
mounted behind the cab at the side of the electrical
rectified output of the Alternator. The Inverters
control cabinet. System status and control signals
change the rectified voltage back to AC by turning on
are transmitted and received between these two
and off (chopping) the applied DC voltage.
components. An RS422 serial link enables the TCI to
The output AC voltage and frequency are controlled access real time data and event information stored in
to produce optimum slip and efficiency in the traction the PSC for displaying on a Diagnostic Information
motors. At low speeds, the rectified alternator output Display (DID), located in the cab behind the opera-
(DC link, or DC bus) voltage is chopped with patterns tor's seat.
called pulse width modulation (PWM) inverter opera-
tion. At higher speeds, the DC link voltage is applied
to the motors using square wave inverter operation.
The voltage of the DC link is dependent upon the
Propulsion System Controller (PSC) and engine
RPM during propulsion. The link voltage will vary
between 600 and 1400 volts during propulsion and
600 and 1500 volts during retarding.
E02014 01/02 Electrical Propulsion System Components E2-3
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
E2-4 Electrical Propulsion System Components 01/02 E02014
SYSTEM COMPONENTS The PSC contains the following internal, removable
printed circuit boards and an external fiber optic
Auxiliary Blower System board. Brief descriptions of board functions are as
follows:
The Auxiliary Blower System, mounted behind the
main electrical cabinet, consists of the blower assem-
›› *17FB127 Power Supply: Supplies regulated
bly and control electronics; power inverter/phase
+15VDC, -15VDC, and +5VDC for internal
control rectifier, power filter capacitor bank, and
panel use and ± 15VDC external circuits.
power filter inductor.
The control electronics provide a 3-phase, AC, vari- ›› 17FB147 System CPU Card: Provides serial
able voltage/variable frequency output to the blower communications and control functions; RS232
motor. Output frequency (blower motor speed) is communications to PTU.RS422 high speed
controlled by the PSC. communications to TCI.Microprocessor controls
for internal panel circuits.
›› 17FB104 Digital I/O Card: Receives digital
Propulsion System Controller (PSC) inputs and feedback information from various
The PSC (17FL320 Panel) is the main controller for propulsion and control system components.
the AC Drive System. The Panel receives input sig- Digital outputs drive propulsion system contac-
nals from speed sensors mounted on the alternator tors, relays and provide equipment enable com-
and traction motors, voltage and current feedback mands.
signals from various control devices, and status/com-
›› 17FB143 System Analog I/O Card: Receives
mand inputs from the Truck Control Interface (TCI).
engine and auxiliary blower speed signals, volt-
Using these inputs, the PSC controls the two Invert-
age and current signals for main alternator, link
ers, retarding circuits, relays, contactors, and other
voltage and current, retard pedal input, retard
external devices to provide:
lever input.Controls retard effort, engine speed
• Propulsion and wheel slip control request, Auxiliary Blower speed, AFSE firing
• Retarding and wheel slide control pulses.
• Engine speed control ›› **17FB134 Inverter 1, 2 I/O Cards (2 ea.):
• Auxiliary blower speed control. Receives motor speed signals, link voltage,
phase voltages, and phase currents for use by
• Event detection the Inverter 1 & 2 CPU cards. (See note below.)
• Initialization of the necessary operating
restrictions, including the shut down of the truck if ›› **17FB138 Inverter 1, 2 CPU Cards (2 ea.):
a serious system fault (event) is detected. If the Microprocessor control for inverters 1 & 2. Con-
fault is not serious, an indicator lamp alerting the trols GTO phase modules through the Fiber
operator to the problem will illuminate. All event Optic Assembly. Phase module status is
data is recorded for future review by maintenance returned via a separate Fiber Optic Assembly.
personnel. (See note below.)
• Log event data
›› 17FB172 Inverter 1, 2 CPU and I/O Cards (2
• Store statistical data of the history of various ea.): These cards are used in later production
component and system function operations. model trucks equipped with 17FL320E1 or H1
• Communicate with the TCI to exchange PSC Panel and replace the 17FB134 and
propulsion system status and control data (event 17FB138 cards.
data, statistical data, etc.) and to receive required
truck systems status data. ›› Fiber Optic Assembly: Provides electrical iso-
lation for control and feedback signals for
• Communicate with the TCI to exchange
Phase Modules and Chopper Modules.
propulsion PTU data (propulsion real time,
history, diagnostic, and parameter data: software NOTES: * The 17FL320H1 PSC panel does not have
code etc.) a 17FB127 card. **Early production trucks equipped
• Drive the operator cab status and warning lamps. with 17FL320D1 Panel have 17FB134 and 17FB138
cards installed instead of 17FB172 cards.
E02014 01/02 Electrical Propulsion System Components E2-5
TRUCK CONTROL INTERFACE PANEL The 17FL349/17FL373 TCI Panels contain the fol-
(TCI) lowing internal, removable printed circuit boards:
The Truck Control Interface Panel (TCI) (17FL349 or
17FL373) is the main interface between truck sys-
tems and devices and service personnel. This panel ›› *17FB127 Power Supply: Supplies regulated
is used in conjunction with the Diagnostic Information +15VDC, -15VDC, and +5VDC from the filtered
Display (DID) described later. battery supply (B+) input.
The TCI panel provides the following functions: ›› 17FB144 CPU Card: Provides high speed
RS422 serial communications to PSC and
• Communicates with the Propulsion System
RS232 serial communication with the PTU.
Controller (PSC) to exchange propulsion control
system status and control data and to provide the
›› 17FB160 Analog I/O Card: Provides RS232
PSC with truck systems status data.
serial communications with Diagnostic Informa-
• Communicates with the Diagnostic Information tion Display and an optional Modular Mining
Display (DID) to exchange PSC and/or TCI Dispatch System. Provides RS422 serial com-
diagnostic and parameter data. munication with the Auxiliary Blower Sys-
• Communicates with the Auxiliary Blower System tem.Receives signals for front wheel speed,
to exchange diagnostic data. motor cooling and barometric air pressures,
accelerator, retard speed setting, payload,
• Communicates with a Portable Test Unit (PTU) to
exchange TCI data. ambient and hydraulic oil temperature, and
engine cranking voltage. Outputs drive cab
• Communicates with a Modular Mining Dispatch mounted temperature gauges etc.
System to exchange truck status data.
• Monitors engine control system, payload ›› 17FB104 Digital I/O Card: Receives operator
information, ambient and propulsion system control, engine and body-up signals. Provides
temperature, operator control inputs etc. engine start controls, drives cab mounted indi-
cator/warning lamps, etc.
• Controls the engine start sequence.
*NOTE: The 17FL373 Panel does not contain the
• Provides signals to activate many of the cab
17FB127 card.
mounted warning lamps and gauges. Controls
the park brake solenoid.
• Processes front wheel speed signals for the PSC
and speedometer.
E2-6 Electrical Propulsion System Components 01/02 E02014
Diagnostic Information Display DID PANEL EVENT CODES
The 17FM558 Diagnostic Information Display (DID) The Tables on the following pages list the possible
(Figure 2-2) is located in the cab, behind the passen- event codes which may be displayed on the DID
ger seat. The display provides a means of communi- panel when accessed. Table I (below) describes
cations with the TCI by service personnel. restrictions to operation of the propulsion and retard-
Information from the PSC Aux Inverter is also routed ing systems when a fault occurs for a particular code
through the TCI for display on the DID. listed in Tables II, III and IV.
The panel has two display lines, each line 40 charac- NOTE: Event codes numbered 000 through 099 are
ters long. The top line is the "message" line and is applicable to the PSC and are listed in Table II.
used by the TCI to inform service personnel of the Codes numbered 100 through 199 are applicable to
truck systems and components status. Inverter 1, and codes numbered 200 through 299 are
The bottom display line provides information in addi- applicable to Inverter 2 and are listed in Table III.
tion to the top line or relates to the keypad, displaying Codes numbered 600 through 699 are applicable to
possible selection options and display functions. The the TCI and are listed in Table IV.The codes listed in
keypad, located below the display lines is used by the Tables are applicable to Release 18 software.
service personnel to direct the activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion sys- TABLE I
tem by displaying system status information or fault
RESTRICTION DEFINITION
codes as well as a description of the system status or
a problem on the top display line. Information on the No Power "NO RETARD" (red) light illuminates.
second display line may change to indicate what • No retarding allowed
functions are available by pressing the [F1] through • No propulsion allowed
[F5] keys. • No power on the link
In addition, the DID panel can be used by to perform No Propel “NO PROPEL" (red) light illuminates.
• No propulsion allowed
the self-load test.
• Retarding allowed
• Link power allowed
Speed Limit “PROPEL SYSTEM CAUTION"
(amber) light illuminates.
• Propel, retard and DC link power
still allowed.
• Speed is limited to 10 MPH
(16 KPH)
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engspd/RP Raises engine speed to account for a
possible stuck RP contactor. Closes
RP1
None No restrictions. Event is for informa-
tion purposes only.
FIGURE 2-2. DIAGNOSTIC INFORMATION
DISPLAY
E02014 01/02 Electrical Propulsion System Components E2-7
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
000 NO FAULT None Displayed when all faults have been reset.
002 GROUND FAULT No power A ground fault is detected if leakage current to ground
(truck chassis) exceeds 145 mA for more than 0.05 sec-
onds.
003 FAILED DIODE No power Shorted diodes 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.
E2-8 Electrical Propulsion System Components 01/02 E02014
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
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.
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 blower 1 amps Incorrect input from a sensor.
:22 blower 2 amps Incorrect input from a sensor.
015 ANALOG SENSOR FAULT (resrtictive) Speed limit Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
E02014 01/02 Electrical Propulsion System Components E2-9
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 BRAM CRC CRC on BRAM does not match expected value.
:10 flash CRC Flash CRC computation did not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers 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 (FB143) 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 None 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 No serial data received from TCI over period of time.
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 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.
E2-10 Electrical Propulsion System Components 01/02 E02014
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR No power A panel connector B, C, or D is not properly connected.
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 AFSE panels
:03 SCR3 shorted
032 RP CONTACTOR RP command/ feedback don't agree.
:01 RP1 RP command/ feedback don't agree.
Speed limit & engine
:02 RP2 speed/RP RP command/ feedback don't agree.
:03 RP3 RP command/ feedback don't agree.
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine Speed Sensor out of range.
036 GY19 GRID BLOWER FAILURE A grid blower has failed.
:01 blower 1 stall A grid blower has failed.
:02 blower 2 stall No power A grid blower has failed.
:03 blower 1 open A grid blower has failed.
:04 blower 2 open A grid blower has failed.
:05 blower 1 & 2 delta too large A grid blower has failed.
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V Power Supply out of limits.
:02 VOLTS 15 POS Speed limit +15V Power Supply out of limits.
:03 VOLTS 15 NEG -15V Power Supply out of limits.
040 VOLTS 24 POS +24V Power Supply out of limits.
041 VOLTS 24 NEG -24V Power Supply out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE No propel Selector switch moved to FORWARD or REVERSE dur-
ing self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a Chopper
Speed limit
:01 chopper 1 Open circuit in Chopper 1
:02 chopper 2 Open circuit in Chopper 2
046 RETARD CIRCUIT SHORT Speed limit & engine
speed
047 ENGINE STALL No power An engine stall condition has occurred.
E02014 01/02 Electrical Propulsion System Components E2-11
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR Input from M1 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
052 TACH RIGHT REAR Input from M2 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
053 TACH LEFT FRONT Input from left front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
None
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
None released.
:02 high output with truck stopped High output from sensor with all other wheel speeds zero
055 FRONT WHEEL TACHS None
056 INVERTER SW VERSION None
061 MOTOR OVERSPEED None Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL None Engine load out of range.
:01 below minimum None Engine load out of range.
:02 above maximum None Engine load out of range.
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.
E2-12 Electrical Propulsion System Components 01/02 E02014
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
:09 chopper GTO temp Temp out of range.
:10 chopper diode temp Temp out of range.
:11 left GTO module temp Temp out of range.
:12 left diode temp Speed limit Temp out of range.
:13 right GTO module temp Temp out of range.
:14 right diode temp Temp out of range.
:15 rectifier diode temp Temp out of range.
070 LINK CAPACITANCE LEVEL LOW None Link capacitance level low, but OK
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level too low
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
073 LEM OFFSET TOO HIGH
:01 link amps None
074 INV1 COMM FAILED INV1 Disable
075 INV2 COMM FAILED INV2 Disable
076 FB173 CARD FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Ucontroller
:05 slow task No power
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power
084 CONTROL POWER SWITCH OFF None Control Power Switch is turned off while truck is moving.
085 AUX COOLING None A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input None Rpm of Aux Blower out of range.
:03 aux rpm feedback None Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW None Horsepower adjust is at negative limit for 30 seconds.
E02014 01/02 Electrical Propulsion System Components E2-13
TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
088 HP LIMIT None Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH COM- None Engine speed feedback does not match commanded
MAND speed.
:02 RPM does not match command None Engine speed feedback does not match commanded
speed.
091 INVERTER 1 CUTOUT None
092 INVERTER 2 CUTOUT None
094 ILLEGAL LIMP REQUEST None A limp mode request is received while truck is moving.
095 BAD BRAM BATTERY None BRAM battery voltage low.
096 UNEXPECTED PSC CPU RESET None PSC CPU reset without request.
098 DATA STORE None PTU data store command.
099 SOFTWARE EVENT None Software error
E2-14 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
100/200 INVERTER CPU CARD (FB138)
:23 pat fail out 100 Pattern had bad A, B, C output 100%
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred
INV1 (INV2) off
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed
:38 PGA init failed PGA initialization failed
:39 PGA DP failed PGA D/P did not initialize
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on INV1 (INV2) off Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13 no chopper TIC1 Chopper 1 interrupt not running
:14 no chopper TIC2 Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset
E02014 01/02 Electrical Propulsion System Components E2-15
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
102/202 INV I/O CARD (FB134)
:05 gnd not ok Logic ground not ok
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work
:10 DB no brake DB on too long while not braking
:11 ptf A signal INV1 (INV2) off Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not ok
:17 cur measure not ok Phase A and B currents do not match
103/203 INV I/O CARD (NR)
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
None
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15 link V VCO hi High frequency on VCO link filter V channel
:16 infilV VCO hi High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
E2-16 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
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
INV1 (INV2) off
:01 DC pwr conn open DC power connection open
:02 link V phase V mismatch Link and phase voltage mismatch
107/207 GDPS FAILURE
: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
:01 linkV sensor flt INV1 (INV2) off Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
E02014 01/02 Electrical Propulsion System Components E2-17
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
113/213 INVERTER, GENERAL
:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
INV1 (INV2) off
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
E2-18 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
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
INV1 (INV2) off
:40 Cdn fault cur 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)
E02014 01/02 Electrical Propulsion System Components E2-19
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
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 Phase A positive current low (unbalance)
INV1 (INV2) off
: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
E2-20 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
115/215 INVERTER SYSTEM
:01 no direction No direction called for
:02 for dir mismatch Calling forward, running backward
:03 rev dir mismatch Calling reverse, running forward
:04 input volt low Input voltage too low
:05 link volt low Link filter voltage too low
INV1 (INV2) off
:06 no hi spd data No high speed data from system controller
:07 V line not ok Line voltage not ok
:08 I line not ok Line current not ok
:09 sys TIC fail System TIC not being updated.
:10 DB GTO jn hot DB GTO junction too hot
:11 inv GTO jn hot Inverter GTO junction too hot
:12 VI test incomplete VI test incomplete
116/216 INVERTER, PHASE A+/A-
:01 alarm A Phase A GTO did not turn off
:02 PTF A INV1 (INV2) off Overcurrent in phase A
:03 IGBT_SAT_AP IGBT saturated.
:04 IGBT_SAT_AN IGBT saturated.
117/217 INVERTER, PHASE A+
:01 alarm AP Phase A pos GTO did not turn off
:02 Aup fb not off Phase A up feedback not off
:03 phase A modl pos INV1 (INV2) off Phase A positive module failed
:04 hold AP Phase A positive and negative GTOs on (positive turn on)
:05 Aup fb not on Phase A feedback not on
:06 Aup GTO not on Phase A positive GTO did not turn on
:07 IGBT_PS_AP IGBT protective shutoff
118/218 INVERTER, PHASE A+ (NR)
:02 Aup temp short Phase A up thermistor short
:03 Aup temp open None Phase A up thermistor open
:04 Aup temp warm Phase A up thermistor warm
:05 Aup temp hot Phase A up thermistor hot
:06 Aup fb not off S Phase A not off with enable/DC volts
E02014 01/02 Electrical Propulsion System Components E2-21
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
119/219 INVERTER, PHASE A-
:01 alarm AN Phase A negative GTO did not turn off
:02 Adn fb not off Phase A down feedback not off
:03 phase A modl neg INV1 (INV2) off Phase A negative module failed
:04 hold AN Phase A positive and negative GTOs on (negative turn on)
:05 Adn fb not on Phase A down feedback not on
:06 Adn GTO not on Phase A negative GTO did not turn on
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open None Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A Phase A current sensor failed
:02 IA zero not ok INV1 (INV2) off Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off
:01 V sensor phase A Phase A voltage sensor failed
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B GTO did not turn off
INV1 (INV2) off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B GTO did not turn off
:02 Bup fb not off INV1 (INV2) off Phase B up feedback not off
:03 phase B modl pos Phase B positive module failed
:04 hold BP Phase B positive and negative GTOs on (positive turn on)
:05 Bup fb not on Phase B feedback not on
:06 Bup GTO not on Phase B positive GTO did not turn on
E2-22 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
127/227 INVERTER, PHASE B+
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open None Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
:01 alarm BN Phase B negative GTO did not turn off
:02 Bdn fb not off Phase B down feedback not off
:03 phase B modl neg Phase B negative module failed
INV1 (INV2) off
:04 hold BN Phase B positive and negative GTOs on (negative turn on)
:05 Bdn fb not on Phase B down feedback not on
:06 Bdn GTO not on Phase B negative GTO did not turn on
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open None Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B Phase B current sensor failed
:02 IB zero not ok INV1 (INV2) off Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off
:01 V sensor phase B Phase B voltage sensor failed
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C GTO did not turn off
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
E02014 01/02 Electrical Propulsion System Components E2-23
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
135/235 INVERTER, PHASE C+/C-
:01 alarm CP Phase C positive GTO did not turn off
:02 Cup fb not off Phase C up feedback not off
:03 phase C modl pos INV1 (INV2) off Phase C positive module failed
:04 hold CP Phase C positive and negative GTOs on (positive turn on)
:05 Cup fb not on Phase C up feedback not on
:06 Cup GTO not on Phase C positive GTO did not turn on
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open None Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
:01 alarm CN Phase C negative GTO did not turn off
:02 Cdn fb not off Phase C down feedback not off
:03 phase C modl neg INV1 (INV2) off Phase C negative module failed
:04 hold CN Phase C positive and negative GTOs on (negative turn on)
:05 Cdn fb not on Phase C down feedback not on
:06 Cdn GTO not on Phase C negative GTO did not turn on
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm None Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off
:01 V sensor phase C Phase C voltage sensor failed
:02 VC not ok Phase C voltage too high
E2-24 Electrical Propulsion System Components 01/02 E02014
TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
144/244 INVERTER, TACH 1 (NR) None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None
:01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
146/246 INVERTER, TACH 2 (NR) None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback not off
:02 chop1 fb not on Chopper 1 feedback not on
:03 chopA temp short None ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
:01 chop2 fb not off Chopper 2 feedback not off
:02 chop2 fb not on Chopper 2 feedback not on
:03 chopB temp short None ChopB thermistor short
:04 chopB temp open ChopB thermistor open
:05 chopB temp warm ChopB thermistor warm
:06 chopB temp hot ChopB thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS INV1 (INV2) off
:01 tach differential Too much speed difference.
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None
:01 rotor temp hi Motor rotor temperature high
:02 stator temp hi Motor stator temperature high
E02014 01/02 Electrical Propulsion System Components E2-25
TABLE IV: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
155/255 INVERTER, SECOND LOAD None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code.
176/276 INV 1 GENERIC EVENT INV1 (INV2) off
E2-26 Electrical Propulsion System Components 01/02 E02014
TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
601 TCI FB144 CPU CARD TCI CPU card problem.
:01 10ms task failed to init TCI CPU card problem.
:02 20ms task failed to init TCI CPU card problem.
:03 50ms task failed to init TCI CPU card problem.
:04 100ms task failed to init TCI CPU card problem.
:05 200ms task failed to init No propel TCI CPU card problem.
:06 flt manager task TCI CPU card problem.
:07 flash CRC Flash CRC computation did not match expected value.
:09 maint task failed to init Flash CRC computation did not match expected value.
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT No propel Internal TCI self-test detected an analog I/O card problem.
604 PSC FAULT Lost RS422 communication with PSC.
:01 missing message Lost RS422 communication with PSC.
:02 bad tick Lost RS422 communication with PSC.
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow Lost RS422 communication with PSC.
:05 bad start bit Lost RS422 communication with PSC.
:06 bad stop bit Lost RS422 communication with PSC.
Lost RS422 communication with Aux Blower Controller
605 AUX BLOWER COMM. FAULT None while Aux Blower in failure mode and DC link not ener-
gized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
E02014 01/02 Electrical Propulsion System Components E2-27
TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
611 FREQUENCY INPUT Front wheel speed input out of range
None
:01 left front wheel speed Left front wheel sensor out of range.
:02 right front wheel speed Right front wheel sensor out of range.
613 ANALOG INPUT Signal is outside the design range of valid values.
None
:01 A2D gnd Signal is outside the design range of valid values.
:02 A2D gainchk Signal is outside the design range of valid values.
614 BATTERY SEPARATE CONTACTOR FAILURE Signal is outside the design range of valid values.
:01 Battery Separate Failure Signal is outside the design range of valid values.
None
:02 crank batt > cntrl batt Voltage difference greater than 3V
:03 cntrl batt > crank batt Voltage difference greater than 3V
616 DIRECTION MISMATCH No propel Simultaneous FORWARD and REVERSE commands
received.
617 ENGINE START REQUEST DENIED Engine start request denied due to the following:
:01 engine warn while cranking Engine warning occurs after engine crank command
None given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED No propel Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING No propel Engine shutdown switch activated while truck is moving.
622 PARK BRAKE FAULT Error in park brake operation has occurred.
:01 command/response failure No propel Park brake command and feedback don't agree.
:02 set above maximum speed Park brake set feedback received when truck is moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded limit.
:01 tank
:02 left front outlet None
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
E2-28 Electrical Propulsion System Components 01/02 E02014
TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
624 BODY UP AND PAYLOAD INDICATION Speed Limit Full payload and body up signal received at same time.
625 DUMP BODY UP WITH SPEED None Dump body raised while truck is moving.
626 LOAD BRAKE APPLIED WITH SPEED None
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts incorrect with engine
speed above low idle.
:01 control battery low Control battery voltage below minimum limit
None
:02 control battery high Control battery voltage above maximum limit.
:03 crank battery low Cranking battery voltage below minimum limit.
:04 crank battery high Cranking battery voltage above maximum limit.
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal outside operational limits.
:01 low None 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 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.
None
:02 high Voltage above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file.
:01 no file No propel No configuration file loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file loaded.
633 BBRAM CORRUPTED None Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE Speed limit The over-payload signal is on, speed is reduced.
635 TRUCK OVERLOADED - NON-RESTRICTIVE None The over-payload signal is on, propulsion allowed.
E02014 01/02 Electrical Propulsion System Components E2-29
TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
636 AUX INVERTER None An Auxiliary Blower Control failure has occurred.
:01 buss volts low None Low dc bus detected during powerup.
:02 buss volts high None High dc bus detected during powerup.
:03 overcurrent None Overcurrent condition detected during operation.
:04 battery loss None Loss of blower control battery voltage has occured.
:05 high dc buss when running None High dc bus voltage detected during operation.
:06 high dc buss after pc powerup None High dc bus voltage detected after phase controller
powerup.
:07 Low dc buss after pc powerup None Low dc bus voltage detected after phase controller
powerup.
:08 high dc buss when running None High dc bus voltage detected during operation.
:09 overcurrent after pc powerup, current overload None Overcurrent condition detected after phase controller
power up.
:10 current overload None Sustained current overload exists.
:11 low dc buss overcurrent None Overcurrent due to low dc bus voltage.
:12 low dc buss current overload None Sustained current overload due to low dc bus voltage.
:13 gate drive trip None IGBT protection circuit detected overload.
:14 no input voltage None Zero input voltage detected.
638 ENGINE CRANKING TIMEOUT None
639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.
E2-30 Electrical Propulsion System Components 01/02 E02014
TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT EVENT EVENT DETECTION
NUMBER DESCRIPTION RESTRICTION INFORMATION
638 ENGINE CRANKING TIMEOUT None
639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.
E02014 01/02 Electrical Propulsion System Components E2-31
PSC SOFTWARE FUNCTIONS Test State:
The operation of the AC Drive System is regulated by The purpose of this state is to provide an environ-
a software program which resides in the Propulsion ment for the verification of system functionality. Test
System Control Panel's memory. The software pro- state will support a variety of activities, including:
gram also contains instructions to test and fault iso- 1. Waiting for the engine to start (if needed).
late the system.
2. Automatic testing on initial system startup or fol-
This section describes the PSC software program lowing rest state.
and its functions without regard to hardware. 3. Application of power to the DC link.
4. Externally initiated testing to clear a fault, set
temporary variables, or for maintenance pur-
Input Processing poses.
This function reads in all external inputs for use by NOTE: The Test state may be either powered or
the PSC. The Input Processing function performs unpowered at a given point in time, depending on
any signal conditioning required and computes the which activities are being performed.
required derived inputs.
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.
NOTE: Powered and unpowered refer to the state of
the DC link; 600 volts or more on the DC link equals Propel State:
"powered". 50 volts or less on the DC link equals
"unpowered". The purpose of this state is to provide the power sys-
tem configuration and overall environment for
engine-powered propulsion. This is strictly a powered
state, i.e., the system will not be allowed to maintain
propel state without sufficient power on the DC link.
E2-32 Electrical Propulsion System Components 01/02 E02014
Retard State: Transition from Test State to Ready State:
This state provides the power system configuration This transition will occur upon completion of any
and overall environment for retard, where energy required testing if all of the following conditions are
from vehicle movement is dissipated in the retard true:
grid resistors in an effort to slow the truck. Retard 1. The TCI rest request is not active.
state is strictly a powered state.
2. There is sufficient voltage on the DC link.
Transitions Between States Transition to Rest State:
Transitions between states under normal operational This transition will occur automatically from the Test
conditions (no failures, etc.) are described as follows: or Ready state if a request for Rest state is received
from the TCI and all of the following conditions are
true:
Transition to Startup/Shutdown State (Startup):
1. Any testing in progress is complete.
The system will transition to the Startup/Shutdown
2. The system temperatures are cool enough to
state for the purpose of "startup" whenever execution
allow the Rest state (function of GTO Phase
control is initially transferred to the application pro-
Module, Chopper Module, and Motor tempera-
gram (e.g., after application of power, system reset,
tures).
etc.).
3. The AFSE is disconnected and there is essen-
tially no voltage on the DC link.
Transition to Startup/Shutdown State 4. The truck is not moving.
(Shutdown):
The system will transition to the Startup/Shutdown
Transition from Ready State to Test State:
state for the purpose of "shutdown" from the Test,
Rest, Ready, or Startup/Shutdown (if previously This transition will occur if the truck is not moving,
entered for the purpose of startup) state if all of the and a request for testing is received.
following conditions are true:
1. System power is removed or the Control Power
Transition from Ready State to Propel State:
Switch or Key Switch is turned off.
2. The truck is not moving. The system will transition from Ready state to Propel
state if all of the following conditions are true:
3. There is essentially no voltage on the DC link.
4. Any testing in progress is complete.
1. The accel pedal is pressed.
2. A direction has been chosen, i.e., the truck is
NOTE: Testing in progress does not have to be
either in FORWARD or REVERSE.
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current 3. There is sufficient voltage on the DC link.
state is exited. 4. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
Transition from Startup/Shutdown State to Test b. Truck speed is such that retard is not
State: allowed.
This transition will occur automatically once initializa- 5. Truck speed is less than the motor overspeed
tion is complete (i.e., functions performed while in limit.
Startup/Shutdown state for the purpose of startup 6. The TCI accel inhibit is not active.
have been completed).
E02014 01/02 Electrical Propulsion System Components E2-33
Transition from Ready State to Retard State: Transition from Propel State to Retard State:
The system will transition from Ready state to Retard The system will transition directly from Propel state to
state if truck speed is such that retard is allowed and Retard state if at least one of the following conditions
at least one of the following conditions exists: exists:
1. The retard pedal or lever is pressed such that a 1. Truck speed is such that retard is allowed, and
significant amount of retarding effort is the retard pedal or lever is pressed such that a
requested. significant amount of retarding effort is
2. All of the following conditions are true: requested.
2. Truck speed exceeds the motor speed limit.
a. Retard speed control is selected.
Overspeed Will not be engaged such that it pre-
b. Truck speed exceeds the set retard speed, vents the truck from propelling at 40 mph (64
or the truck is accelerating such that the kph).
truck speed will soon exceed the set retard 3. All of the following conditions are true:
speed if no action is taken.
a. Retard speed control is selected.
c. One or both of the following conditions are
true: b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
1.)The accel pedal is not pressed, or truck speed will soon exceed the set retard
2.)The truck is configured such that accel speed if no action is taken.
pedal signal does not override retard
c. The truck is configured such that accel pedal
speed control.
signal does not override retard speed con-
3. Truck speed is greater than or equal to motor trol.
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph). Transition from Retard State to Ready State:
The system will transition from Retard state to Ready
Transition from Rest State to Test State: state if all of the following conditions exist:
The system will transition from Rest state to Test 1. Overspeed is not active.
state upon release of the TCI rest request. 2. At least one of the following conditions is true:
NOTE: A transition directly from Rest state to Ready a. The retard pedal or lever is not pressed or is
state is not allowed because the system is essentially pressed such that an insignificant amount of
off and should be brought back on-line and checked retarding effort is requested.
out before Ready state is entered. b. Truck speed is such that retard is not
allowed.
Transition from Propel State to Ready State: 3. At least one of the following conditions exists:
The system will transition from Propel state to Ready a. Retard speed control is not selected.
state if all of the following conditions exist: b. Truck speed is low enough such that retard
1. The accel pedal is not pressed. speed control is not active.
2. The retard pedal or lever is not pressed or is c. The accel pedal is pressed, and the truck is
pressed such that an insignificant amount of configured such that the accel pedal over-
retarding effort is requested. rides retard speed control. This allows the
3. Truck speed is less than the motor overspeed configuration constant to determine if press-
limit. ing on the accel pedal kicks the truck out of
retard, even if retard speed control is still
4. At least one of the following conditions is true:
active.
a. Retard speed control is not selected.
4. The retard torque control logic exit sequence is
b. Truck speed is below the set retard speed, complete.
and acceleration is such that no retard effort
is (currently) required to maintain this condi-
tion.
E2-34 Electrical Propulsion System Components 01/02 E02014
DC Link State De-Powering the Link
Power is provided to the inverters and motors via the The PSC software will attempt to de-power the DC
DC link. The DC link has two associated states: pow- link (i.e., command the system configuration defined
ered and unpowered. The following defines the con- below) if the system is in Test or Ready state, and
ditions necessary to establish each state as well as any of the following conditions are true:
the transitional conditions between the two states: 1. Event restrictions prohibit power on the DC link,
2. The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown
Powering the Link (i.e., all the non-link-related conditions for Star-
The PSC software will attempt to power the DC link tup/Shutdown state have been satisfied),
(i.e., command the system configuration defined 3. The system is preparing to transition to Rest
below) if all of the following conditions are true: state (i.e., all the non-link-related conditions for
1. Event restrictions do not prohibit power on the Rest state have been satisfied),
DC link. 4. The engine is being shut off.
2. The system is in Test state and any initiated To accomplish this, the PSC software will establish
testing is complete. the necessary system configuration as follows:
3. The engine is running. 1. Alternator field reference set to zero,
4. The Gate Drive Power Converters have been 2. AFSE disabled,
enabled.
3. GF open and GFR dropped out,
5. Neither inverter is requesting that a low voltage
4. Chopper turn on voltage set below approxi-
test be run.
mately 600 volts,
5. Close RP2 or RP3, alternating each time to pro-
In attempting to power the DC link, the PSC software vide even wear.
will establish the necessary system configuration as
follows:
1. GF closed and GFR picked up, Control Functions
2. AFSE enabled, Engine Control
3. Alternator field reference is commanded such
This software function generates the engine speed
that the desired DC link voltage or three-phase
command. The engine electronic fuel control is
voltage is maintained,
responsible for maintaining that speed.
4. RP contactors open,
The desired engine speed is determined according to
5. Chopper turn-on voltage is set above 600 volts.
the system state:
Propel State:
The engine speed is commanded such that the
NOTE: Before the AFSE is allowed to output firing engine supplies only as much horsepower as is
pulses, the RP contactors will be commanded open required to achieve the desired torque.
and GF contactor will be verified to be closed. The
AFSE will not output firing pulses if it is disabled, if
GFR is dropped out, or if the alternator reference All Other States:
signal is 0.
The engine speed is a direct function of the accel
pedal. Additional constraints on the engine speed
command are:
E02014 01/02 Electrical Propulsion System Components E2-35
1. If the truck is in neutral, the commanded engine Desired DC Link Voltage
speed at full scale accel pedal will be the
The desired link voltage is controlled by the alterna-
engine's high idle. If the truck is not in neutral,
tor during all powered states except retard. The
the maximum commanded engine speed will be
desired voltage is based on:
the engine's rated horsepower rpm. This allows
faster hoisting of the truck bed, if desired. 1. During propel, the desired DC link voltage will
These maximum speeds apply to the MTU be adjusted based on motor speed and horse-
engine. power commanded to the inverters.
2. During retard state the engine speed command 2. During retard, the DC link voltage may rise
will not be increased to support the DC link above the rectified three-phase voltage. When
when retard is being ramped out at low truck this occurs, the DC link voltage is controlled by
speeds. However, engine speed may be the retard torque command, grid resistor com-
increased if needed to support the DC link dur- mand and chopper start. If conditions occur
ing normal retard when wheel slides are occur- which prevent the motors from producing power
ring. to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
The following constraints are applied to generating 600 volts on the DC link.
the engine speed command during all operating 3. During all powered states, the DC link voltage
states: will not be allowed to drop below 600 volts.
• The engine speed command will always be 4. While the DC link is being powered up, the volt-
greater or equal to minimum idle signal. The TCI age will be controlled to the levels necessary to
can request the engine speed command be support the inverter self-tests.
increased by setting minimum idle.
• The engine speed command will be increased if
more alternator cooling is needed. Self-load
During self-load, the alternator provides power to the
ALTERNATOR FIELD CONTROL resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
The alternator is controlled by controlling the Alterna- alternator. The alternator field control will be based
tor field reference sent to the AFSE. on the following:
The desired alternator output voltage is dependent 1. The DC link voltage will not be allowed to drop
on system state. The PSC will command an alterna- below 600 volts.
tor field reference such that the desired DC link volt- 2. One mode of self-load will require the alternator
age or three-phase voltage is maintained. output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
Desired Three-Phase Voltage
3. Another mode of self-load will require the alter-
During all powered states, the three-phase line-to- nator output to be controlled to maintain a set
line voltage will not be allowed to drop below 444 desired link voltage between 600 volts and
volts. This is the minimum voltage needed to supply 1500 volts.
the gate drive power converters and the auxiliary
blower inverter.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase volt-
age. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be ade-
quate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
E2-36 Electrical Propulsion System Components 01/02 E02014
Propel Torque Control Retard Torque Control
This software function commands the appropriate The retard system converts braking torque from the
motor torque to the inverters during propel. The wheel motors to energy dissipated in the resistor
torque command is primarily a function of the accel grid. The requested retard torque is based on the fol-
pedal position and is limited by the physical con- lowing three sources:
straints of the system.
• Retard Foot Pedal or Lever
Each wheel torque is computed independently The maximum short time retard torque (at any
because the wheels may be operating at different speed, hence the constant torque level) will be
speeds. Each torque command is adjusted to scaled (linearly) by the retard foot pedal input
account for the following constraints: (RPINHI) to produce the foot pedal retard torque
call.
• Speed Override
The propulsion system will attempt to limit truck • Overspeed
speed to the design envelope of the wheel While overspeed is active, the full available retard
motors. As such, the torque command will be torque will be requested.
modulated as the truck speed approaches the
motor overspeed limit so that this limit is not • Retard Speed Control
exceeded if possible. Note, however, that steady
While RSC is active, the RSC retard torque call
state operation is kept as close to the overspeed
will be adjusted to control truck speed to the RSC
limit as possible without exceeding it.
set point. Retard speed control will not request
any retard torque if RSC is not active.
• Motor Torque Limits
The torque command will be constrained to the The maximum torque call from the above three
operating envelope of the inverters and the sources will be selected as the retard torque call.
traction motors. The maximum torque that can be
commanded is dependent on motor speed and Retard Torque Limits are as follows:
on DC link voltage.
1. The retard torque call will be limited to the max-
• Gear Stress imum torque level based on speed.
The torque commanded will not exceed that 2. The retard torque call will be limited to the max-
which will produce excess gear stress. imum torque level available within the thermal
constraints of the motors.
• Horsepower Available 3. The retard torque call will be limited as needed
The horsepower available will be estimated from to prevent overvoltage on the DC link.
the engine speed. Parasitic loads are taken into 4. While in retard, the minimum retard torque call
account. The torque will be limited such that the
will provide enough power to support at least
engine does not overload.
one grid with 600 volts on the DC link. Retard
• Jerk Limit will be dropped if the torque call falls below this
value.
The torque command will be slew-rate limited to
prevent jerking motion. 5. At low speed, the available retard torque will be
ramped to zero.
• Wheel Spin
In the event that the inverters detect a wheel spin
condition and reduce torque in the slipping Wheel Slide Control
wheel, the motor torque in the other wheel may
be increased within the above constraints such The inverters prevent wheel slide by limiting torque to
that as much of the total desired torque as maintain wheel speeds above preset limits. These
possible is maintained. preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
E02014 01/02 Electrical Propulsion System Components E2-37
Resistor Grid Control EVENT PROCESSING
The first resistor grid (RG1) will always be engaged The PSC contains very powerful troubleshooting
when retard is active since the grid blower motors are software. The PSC software constantly monitors the
wired across it. AC drive System for any abnormalities (events).
The second and third fixed resistor grids (controlled Automatic self-tests are performed periodically on
by RP2 and RP3) will be engaged as needed to dissi- various parts of the system to ensure its integrity.
pate the energy produced in retard state. Limitations Additionally, there are some elaborate tests which
are: may be run by an electrician with the use of DID
1. The use of RP2 and RP3 will be alternated to screens. Predictive analysis is used in some areas to
provide even wear on the contactors. report potential problems before they occur.
2. The grids will be engaged to prevent drawing The troubleshooting system is composed of two
more power than the motors can produce. At parts:
high motor speeds the maximum motor torque 1. The PSC for detection, event logging, data stor-
does not produce enough power to support age and fault light indications.
three grids across the DC link (at the given volt-
age). Therefore, at high speeds, only two resis- 2. The TCI (or a PTU) for retrieval of stored event
tor grids will be engaged. information, real time vehicle status, trouble-
shooting, etc.
Note: The 17KG526A1 Electrical Cabinet does not
have RP3 installed.
Chopper Voltage Control
Chopper turn-on voltage will be set to give the motors Event Detection
as much of the retard envelope as possible (i.e., This software function is responsible for verifying the
keep the voltage as close to the maximum value as integrity of the PSC hardware and the systems to
possible) and to keep the DC link voltage at or below which the PSC interfaces by detecting an "event"
the maximum link voltage value. (abnormal condition).
The events fall into three detection categories:
AUXILIARY BLOWER CONTROL Power On Tests
The Auxiliary Blower Control regulates the tempera- Three power-on tests are executed once every time
tures of the AFSE, auxiliary blower system, rectifier power is applied to the PSC. They are as follows:
diodes, phase modules, chopper modules, and trac- 1. CPU Card Checks - Upon powerup, the PSC
tion motors by controlling the speed of the auxiliary will confirm the integrity of its CPU card hard-
blower. Additionally, this software function checks for ware before transferring execution control to
faults in the auxiliary blower. the application program residing in its FLASH
This software function is performed using the follow- memory.
ing process: 2. Battery-backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery backed RAM
1. The commanded auxiliary blower speed will be
(BBRAM) check will be performed to check for
calculated to control all system temperatures.
BBRAM data integrity. If the check fails, all TCI/
The control priorities will be:
PTU-adjustable parameters will be initialized to
a. Keep all temperatures below allowable maxi- their default values.
mums. 3. Inverter Powerup Tests - The purpose of these
b. Keep the GTO temperatures as constant as tests is to verify that each inverter sub-system is
possible. functional:
2. If the aux blower system status (AUXOK) indi- a. Enabling Inverter Powerup Tests - The pow-
cates the aux blower system is not okay, a reset erup tests for a given inverter will be enabled
pulse will be sent. Additional reset pulses will be if all of the following conditions are true:
sent at periodic intervals if the aux blower sys-
tem does not respond. 1.) The system is in Test state for the purpose
of powerup.
E2-38 Electrical Propulsion System Components 01/02 E02014
2.) The associated gate drive power con- Initiated Tests
verter has been enabled.
These tests are performed when requested by main-
3.) The engine is running. tenance personnel; the truck must be in test mode for
4.) Battery voltage is at least 25 VDC. these tests to run:
5.) The inverter is requesting that the low 1. Maintenance Tests - The purpose of these tests
voltage and/or high voltage powerup tests is to facilitate verification of system installation
be performed. and wiring (particularly the "digital" interfaces -
relays, contactors, etc.).
6.) The inverter has not been physically cut
out of the system. 2. Self-load Test - Self-load testing is a means by
which the truck diesel engine can be checked
7.) Active event restrictions do not preclude
for rated horsepower output.
powering the DC link or running the
inverter. Periodic Tests
b. Low Voltage Test - A given inverter will auto- These automatic tests are run continuously during
matically perform its low voltage test if the operation of the truck to verify certain equipment.
needed once inverter powerup testing is
enabled per the above requirements. The
PSC will declare the test failed and log an
event if the test does not successfully com-
EVENT RESTRICTIONS
plete within an expected time period. The PSC software will not override an event restric-
c. High Voltage Test - If the low voltage testing tion as long as Limp Home mode is not active. Tran-
defined above is successful for a given sitions to restricted states will not be allowed. If the
inverter, the inverter will automatically per- system is in a state which becomes restricted, it will
form its high voltage test if needed once transition down to the highest unrestricted state. The
there is sufficient power on the DC link. The order from lowest to highest state is Startup/Shut-
PSC will declare the test failed and log an down, Rest, Test, Ready, Retard, Propel. Transitions
event if the test does not successfully com- to the Test state or lower states in reaction to event
plete within an expected time after the DC restrictions will not be allowed until the truck is not
link is sufficiently powered. moving.
4. DC Link Capacitance Test - Test will run once NOTE. Limp Home mode is a state which is entered
every 24 hours when conditions allow, normally when the truck has suffered a failure and is not able
after a VI-test during normal powerup to continue normal operation but is still capable of
sequence. This test can also be run from the "limping" (getting either back to the maintenance
DID panel to aid in troubleshooting. During test area or at least out of the way of other trucks).
execution, engine speed is set to 1500 rpm and Event Restrictions associated with a given event are
the link is charged to 1200VDC. The engine is listed in Table I, page E2-5.
then returned to idle while the link is allowed to
discharge to 100 volts.Total link capacitance is
then calculated using the time it took to dis-
charge. If capacitance is getting low, but still
OK, event 70 logs. If capacitance is below the
EVENT LOGGING AND STORAGE
minimum allowable level, event 71 logs and the
truck is restricted to 10 MPH. If test is not able This software function is responsible for the record-
to complete after numerous attempts, event 72 ing of event information. There are two basic levels
logs, indicating a problem in the truck's ground of event storage: event history buffer and data packs.
detection circuit, and truck speed is limited to 10 The event history buffer provides a minimum set of
MPH. information for a large number of events, while data
packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
E02014 01/02 Electrical Propulsion System Components E2-39
1. Fault information is maintained until overwrit- In the above default cases, data is stored for 3 sec-
ten, it is not cleared out following a reset. This onds (2.95 second actual) before the fault and 2 sec-
allows the user to examine data associated onds after the fault.
with events that have been reset, as long as
A data pack status structure is assigned to each data
there have not been so many new events as to
pack plus any programmable settings. This status
necessitate reuse of the storage space.
structure is used by the TCI (or PTU) to check for
2. If a given event is active (logged and not reset), available data (event number, id, and status, should
logging of duplicate events (duplicate is defined be set to zero if data pack is not frozen), as well as
as having the same event and sub-id numbers) for control of the data packs.
will not be allowed. If the event is reset and sub-
sequently reoccurs, it may be logged again. If a data pack is unfrozen (not holding any particular
Likewise, if an event reoccurs with a different fault data), it is continually updated each 100 frames,
sub-id from the original occurrence, the event organized in a circular queue, with new real time
may be logged again. snapshot data. When a fault occurs, the frame num-
ber at which the event occurred is used as a refer-
Event History Buffer ence to mark the end of the data pack, and data is
collected until the data pack is full. Only when the
Event history buffer is defined as a collection of event data pack is full will the event number, id and status
history records. be updated in the status structure.
A buffer contains 300 entries filled with event num- All logic control variables are saved in battery backed
bers occurring in chronological order. Also included RAM, in case a fault occurs and battery power is
in this buffer will be all the input and output values, cycled before the data pack is filled with data (the
time the event occurred, reset time, state information, software allows for proper recovery and then contin-
etc., for each event. This buffer is filled continuously ues to fill the data pack). Maintenance personnel, by
and overwritten (if necessary). way of the DID (or PTU), can assign the data pack to
Limits (accept-limit) are placed on the amount of hold only certain event numbers (for the case where
space which a given event code may consume. This it is desired to collect data on a particular fault).
prevents a frequently occurring event from using the However, in the default case, faults will be stored as
memory space at the expense of a less frequent they come until all data packs are frozen (holding
event. This data may be cleared (after downloading fault data). When all data packs are frozen, the data
for troubleshooting) at each maintenance interval. pack with the fault that was RESET first (either auto-
matically or by the DID/PTU), if any, will be unfrozen
and will start storing new data in case a new fault
Data Packs occurs.
A data pack is defined as an extended collection of
To Record and Save a Data Pack to a Floppy Disk
information relevant to a given event.
PSC:
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs. 1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each contain-
ing 100 frames of real time snapshot data. Snapshot 2. Select "PTU TCI and PSC" and press {enter}
data is defined as a collection of key data parameter 3. Type your name and press {enter}.
values for a single point in time). The purpose of
each data pack is to show a little "movie" of what 4. Type your password and press {enter}.
happened before and after a fault. 5. Cursor to "Special Operation" and press {enter}.
The time interval between snapshots is default to 50 6. Cursor to "Event Data Menu" and press {enter}.
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 7. Cursor to "View Data Packs" and press {enter}.
ms). The "TIME 0:00 frame #" at which the fault is 8. Type FLTR number to be recorded and press
logged is default to frame #60, but each data pack is {enter}.
programmable from 1 to 100.
9. Watch the lower right of the screen as 100 frames
are recorded. Press the F2 key.
E2-40 Electrical Propulsion System Components 01/02 E02014
10. Cursor to "Record Screen" and press {enter}. Event Reset
11. Assign a file name for the data pack. There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
12. Press {escape} until back to the DOS "C:>"
is a soft reset only affects events that have not been
prompt.
locked out and a hard reset affects events regardless
13. Insert a blank disk in drive A. of lockout status.
14. Type the following command: copy c:\geoh- • Events will be reset:
vac\ptuaccur\f2data\filename
On powerup - a soft reset will be issued against
Note: Insert the name assigned to the file in step 11 all events at powerup.
in place of "filename" in the command in step 14. By DID commands - the TCI can issue both hard
15. Press {enter} to copy the file to the disk. and soft resets.
By PTU commands - the PTU can issue both
hard and soft resets.
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.
E02014 01/02 Electrical Propulsion System Components E2-41
SERIAL DATA COMMUNICATIONS Inverter Communications Processing
The PSC System CPU Card uses serial data busses This software function performs the processing nec-
to communicate with the TCI, the PTU, and the two essary for the System CPU Card to communicate
Inverter CPU Cards. with both Inverter CPU Cards. The communications
is through a high-speed serial link that is operated in
PSC - TCI Communications processing a polled fashion with the System CPU Card initiating
communications to an Inverter CPU Card.
This software function performs the processing nec-
essary for the PSC (System CPU Card) to communi- Every message transmitted across the serial link
cate with the TCI through an RS-422 serial link. The may contain two separate sections of information:
communication is comprised of periodic data and periodic data and acknowledged data. The periodic
non-periodic data. data format is fixed and is used for transferring con-
trol information from the System CPU Card to the
Periodic data is a predefined set of data which is
Inverter CPU Card and vise-versa. The acknowl-
used for transferring real time control information
edged data format is used to transfer all background
from the PSC to the TCI and from the TCI to the PSC
data. When large amounts of background data are to
at a fixed rate.
be transferred via the acknowledged data format, the
The non-periodic messages are used to transfer all originating CPU will break the data down into smaller
background data. Background data consists of DID pieces and transmit each piece individually. All
Commands, Remote Monitor Data, and Download acknowledged data flows are initiated from the Sys-
Code. tem CPU with the Inverter CPU providing a
response.
Packets containing periodic data will be asynchro-
nously (not initiated) transmitted from the PSC to the The System CPU Card has one high-speed channel
TCI and from the TCI to the PSC every 200 ms. The available for communications to the Inverter CPU
TCI initiates the transfer of non-periodic data. Cards. This channel transfers periodic data across
the serial link every 5 ms. This means the periodic
The TCI and the PSC are interfaced using the Gen-
data to each Inverter CPU is updated every 10 ms.
eral Electric Asynchronous Communications Protocol
Each inverter responds to the data when the ID code
(ACP). ACP provides two general types of mes-
in the periodic data matches the ID code of the spe-
sages, acknowledged and unacknowledged. The
cific Inverter CPU Card: the ID code is hardwired in
unacknowledged messages are used to transmit the
the card's backplane wiring.
periodic data.
The acknowledged messages are used to transmit
the background data.
PSC - PTU Communications Processing
This software function performs the processing nec-
essary for the PSC (System CPU Card) to communi-
cate through an RS-232 serial link to the Portable
Test Unit (PTU).
E2-42 Electrical Propulsion System Components 01/02 E02014
OUTPUT PROCESSING Limp Home Mode
This software function processes all external outputs The purpose of Limp Home mode is to address the
from the PSC. Refer to the G.E. publication, "System situation where the truck has suffered a failure and is
Description" for a listing of the PSC outputs. not able to continue normal operation but is still
capable of "limping" (getting either back to the main-
ABNORMAL CONDITIONS/OVERRIDING tenance area or at least out of the way of other
FUNCTIONS trucks). The intent is that limp mode will be used by
maintenance personnel operating the truck at low
Software functions given up to this point assumed for speeds with the truck unloaded. Maximum truck
the most part that the truck is operating under more speed will be limited to a reduced value while in limp
or less normal circumstances. The following para- home mode.
graphs define system operation under abnormal or
exceptional circumstances. In the event of conflict If the TCI requests limp home mode, the state
between these functions and those given for normal machine will ignore the restrictions associated with
operation, the functions in this section will take pre- any fault for which limp home mode is possible.
cedence.
Entering/Exiting Limp Home Mode
Fast Start The PSC will enter limp home mode if all of the fol-
A fast start software function is provided to address lowing conditions are true:
the case where the PSC is reset unexpectedly 1. The truck is not moving.
(power supply glitch, etc.) while the system is run- 2. The TCI is requesting limp home mode.
ning. Its purpose will be to regain control of the truck
as quickly as possible. 3. The PSC is in Ready or test state and there is
no initiated testing in progress.
4. At least one inverter is functional.
Engine Shutdown/Engine Not Running 5. There are no events active for which limp home
mode is not possible.
The engine must be running to enable the gate
6. If there are any events active for which an
drives and to maintain power on the DC link. Typi-
inverter must be turned off or cut out before limp
cally, the PSC will be given advanced warning that
home mode is allowed, those actions have
the engine is about to be shut off. However, if the
been taken (Inverter is turned off or cut out as
engine stalls or stops because of a mechanical mal-
required).
function, the system will most likely have no advance
warning. The system reaction to an engine not run- NOTE: Two Inverter Cut Out Switches (I1CO and
ning condition will be the same as to an event carry- I2CO), located in the switch panel on the side of the
ing a "no power" restriction except that no event will Electrical Cabinet near the cab, can be used to cut
be recorded, and no external reset to clear the condi- out an Inverter. In some cases, certain DC link bus
tion will be required (the no power restriction will be bars/cables within the Inverter also may need to be
automatically lifted as soon as the engine starts run- removed. The DID will prompt maintenance
ning). If the system is given warning of an impending personnel if any of the above actions need to be
engine shutdown, the existing torque commands will accomplished.
be command to zero over a "long" ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be com- The PSC will exit limp home mode if any of the fol-
mand to zero over a "short" ramp time (0.1 to 0.5 lowing conditions occur:
second).
1. The TCI stops requesting limp home mode.
2. An event occurs for which limp home mode is
not possible.
E02014 01/02 Electrical Propulsion System Components E2-43
PROPULSION SYSTEM COMPONENT
ABBREVIATIONS
The following Tables list component abbreviations The GE part number for major components is shown
used in schematics and system description informa- in parentheses. A short description of the compo-
tion. Refer to Figures 2-3 through 2-8 for the location nent's primary function is also listed.
on the truck of components listed in the "Ref. No."
column.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
AFSE 36 Alternator Field Static Exciter Panel Regulates current in the alternator field based on firing
(17FM466) pulses from the PSC.
Alternator Field Voltage Divider Attenuates high voltage output from the AFSE to an
AFVLT 21 Panel (17FM363) acceptable level for use by the Analog I/O card in the
PSC.
ALT Alternator (5GTA34) Main alternator, propulsion and control system.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
(17FB143) from the TCI and PSC.
A 3-phase, AC induction motor mounted in the blower
AUX BLOWER Auxiliary Blower Motor (5GDY84) assembly behind the electrical cabinet. Used to drive two
blowers for cooling the traction motors and control cabi-
MOTOR net components.
Used with the AXIND to filter the regulated DC voltage
AXCAP 11 Auxiliary Power Filter Capacitor from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Bank Inverter.
AXFU1, 2 33 Auxiliary Power Rectifier Input Provide overload protection for the Auxiliary Power
Fuses 1 and 2 Inverter/Phase Control Rectifier.
Used with the AXCAP to filter the regulated DC voltage
AXIND 30 Auxiliary Power Filter Inductor from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Inverter
The Auxiliary Phase Control Rectifier converts the 3-
phase, AC input voltage from the Alternator to regulated
DC voltage and supplies the regulated voltage through a
AXINV 29 Auxiliary Phase Control Rectifier filter to the Auxiliary Power Inverter. The Auxiliary Power
and Power Inverter Module Inverter inverts the regulated, filtered, DC voltage into a
variable voltage, variable frequency, 3-phase output to
power the Auxiliary Blower Motor.
Monitors frequency of the tertiary winding and provides a
ASYN 35 Alternator Synchronization sample of the frequency to the PSC, which uses the input
to synchronize the firing pulses sent to the Alternator
Transformer Field Static Exciter Panel (AFSE).
A3PV 4 Alternator 3-phase Voltage Mea- Attenuates high voltage from two phases of the Alterna-
suring Module (17FM458) tor to a level acceptable to the Analog I/O card in the
PSC.
E2-44 Electrical Propulsion System Components 01/02 E02014
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
BATFU 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 68 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 67 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance
CPU resets.
BLFP 10 Battery Line Filter Panel Reduces voltage ripples in System Battery power sup-
(17FM311) plied to the PSC.
BM1, 2 63 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
(5GY19) retarding grids.
BM1I 65 Current Sensing Module Monitors current flowing through grid blower motor #1
BM2I 66 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 61 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).
CIF11, 12, 13, 14, 40 Inverter 1 Filter Capacitors Stores the Inverter 1 DC bus voltage to provide instanta-
15, 16 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-
25, 26 neous power when the PM2 GTO Phase Modules first
turn on.
CLSW 59 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 Sensing Detects amount of current flowing through the Alternator
Module tertiary winding.
CM1, 2 5, 6 Chopper GTO Phase Module 1 and Controls the DC voltage applied to the grids during
2 (17FM630) 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 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS Control Power Relay Suppression Suppresses voltage spike when CPR coil is de-ener-
Module gized.
CPS 56 Control Power Switch Energizes CPR coil.
E02014 01/02 Electrical Propulsion System Components E2-45
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
Detects amount of current flow through the Alternator ter-
CT 34 Battery Boost Current Transformer tiary winding. Signal turns off the AFSE battery circuit
when the tertiary winding voltage level is able to excite
the Alternator field.
CTR CT Voltage Limiting Resistor Provides a resistive load for the CT.
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.
FDP 24 Fault Detection Panel (17FM384) Provides an output signal when a diode fails in the Main
Rectifier.
FDT 23 Fault Detection Transformer Monitors Alternator Field current for FDP operation.
(17ET33)
FIBER OPTIC 31 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-
(17FM670) 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-
(17FM670) 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.
(17CM53)
GFCO 62 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFIP 22 Ground Fault Current Panel Reduces Alternator field voltage input to provide a low
(17FM363) voltage signal for use by the PSC. Used to provide
ground fault warning.
GFM 8 Gate Firing Module (17FM415) Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE.
E2-46 Electrical Propulsion System Components 01/02 E02014
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
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.
GRR 26 Ground Resistor Panel Detects power circuit grounds.
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.
I1CO 57 Inverter 1 Cut Out Switch Cuts out inverter 1 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
I2CO 58 Inverter 2 Cut Out Switch Cuts out inverter 2 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LDBXI 48 Load Box Current Sensing Module Monitors current during load box test.
LED's indicate status of the following:
CPR: Illuminated when CPR is energized.
SYS RUN: Illuminated when the PSC power-up
sequence has completed successfully and control logic
LEDP 60 Light Emitting Diode Panel is executing.
NAFLT: When illuminated, indicates a fault has occurred
that prevents propulsion or retarding.
TEST: Illuminated when system is in the Test state.
REST: Illuminated when system is in Rest state and there
is essentially no voltage on the DC link.
LINKI 7 Link Current Sensing Module Detects amount of current flow through the DC link.
LINKV 3 Link Voltage Measuring Module Attenuates the high voltage from the DC link to a level
(17FM458) acceptable to the electronics on the Analog I/O card in
the PSC.
L1, 2, 3 Cabinet Lights Provide interior cabinet illumination.
Each Motorized Wheel consists of a Traction Motor and a
M1, 2 Motorized Wheels (5GDY85) Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train (Trans-
mission).
E02014 01/02 Electrical Propulsion System Components E2-47
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
PSC 32 Propulsion System Controller The PSC is the main controller for the AC drive system.
(17FL320) 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.
RD 2 Rectifier Diode Panel (17FM528) Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A, 1B, 1C, 2A,
2B, 2C, 3A, 3B, 3C, 64 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
When closed, connects Grid Resistors to the DC link dur-
RP1, 2, 3 47 Retard Contactors 1, 2 and 3 ing retarding, load box testing, and Inverter Filter dis-
charge operations.
(17CM55) Note: Some trucks do not have RP3 installed.
RP1S, 2S, 3S 55 Suppression Modules Suppresses voltage spikes in coil circuit when RP con-
tactors are de-energized.
RSN1, 2 Snubber Resistors Provide a current path for the associated Chopper Mod-
ule filter capacitors.
RS1A, 1B, 1C, 2A, Snubber Resistors Provide a current path for the associated Phase Module
2B, 2C filter capacitors.
R1 51 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
AUX SNUB 25 Snubber Suppresses voltage spikes in Aux Blower Motor circuit.
SPS 37 Power Supply (17FH36) A DC to DC converter which provides regulated ± 24
VDC outputs from the unfiltered battery supply.
A DC to DC converter which provides regulated ± 24
VDC outputs from the unfiltered battery supply.
Note: This power supply replaces SPS above, and also
PS 37a Power Supply (17FH41) replaces the 17F127 power supply cards in the
17FL320H1 PSC and 17FL 373A1 TCI panels in later
model trucks.
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.
E2-48 Electrical Propulsion System Components 01/02 E02014
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION
REF.
NO. COMPONENT FUNCTION
TCI Truck Control Interface Provides the main interface between the various truck
(17FL349 or 17FL373) systems, controls, and equipment and is used in con-
junction with the DID by maintenance 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 PSC.
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 PSC.
E02014 01/02 Electrical Propulsion System Components E2-49
FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW
E2-50 Electrical Propulsion System Components 01/02 E02014
FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW
E02014 01/02 Electrical Propulsion System Components E2-51
FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW
E2-52 Electrical Propulsion System Components 01/02 E02014
FIGURE 2-6. CONTACTOR BOX
(Right Side, Electrical Cabinet)
FIGURE 2-7. INFORMATION DISPLAY PANEL
(Left Front Corner of Electrical Cabinet)
FIGURE 2-8. RETARDING GRIDS
E02014 01/02 Electrical Propulsion System Components E2-53
ELECTRONIC ACCELERATOR AND
RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the Pro-
pulsion System Controller (PSC) when the operator
requests retarding. The pedal signals are processed
by the analog card in the respective panel for use by
the system controllers to provide the desired mode of
operation.
As the operator depresses the pedal, the internal
potentiometer's wiper is rotated by a lever. The out-
put voltage signal increases in proportion to the
angle of depression of the pedal.
Repair and initial adjustment procedures are dis- FIGURE 2-9. TYPICAL ELECTRONIC PEDAL
cussed in the following. Refer to "AC Drive System 1. Cable Clamp 4. Potentiometer
Checkout Procedure" for final calibration of the pedal 2. Electrical Harness 5. Adjustment Screw
potentiometer after installation in the truck. 3. Grommet 6. Cover
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 Assembly
instructions for removing and installing the electronic
pedal on brake actuator. 1. Position new potentiometer with the flat side
toward the potentiometer cover and install on
Note routing and clamp location of wire harness. shaft as follows:
Proper wire routing is critical to prevent damage
a. Align cutouts in shaft with the potentiometer
during operation after reinstallation.
drive tangs.
1. Disconnect pedal wire harness from truck har-
b. Press potentiometer onto shaft until it bot-
ness connector.
toms against the housing.
2. Remove mounting capscrews, lockwashers and
2. Install screws (5) and lockwashers but do not
nuts and remove pedal assembly.
tighten.
Installation 3. Rotate potentiometer counterclockwise until
mounting slots contact the mounting screws
1. Install pedal assembly using hardware
and tighten screws (5) to 15 in. lbs. (1.70 N.m)
removed in step 2, "Removal". Connect potenti-
torque.
ometer to wiring harness.
4. Install grommet (3) and potentiometer cover.
2. Calibrate pedal potentiometer per instructions
Tighten screws to 15 in. lbs. (1.70 N.m) torque.
in "AC Drive System Checkout Procedure - Set-
ting Pedal Percentages". 5. Install cable clamps and tighten screws to 40 in.
lbs. (4.21 N.m) torque.
Disassembly 6. Inspect assembly and verify proper wiring clear-
1. Remove screws on cable clamps (1, Figure 2- ance during operation of pedal throughout the
9) and potentiometer cover (6). range of travel.
2. Remove potentiometer mounting screws (5)
and grommet (3). Remove potentiometer (4).
E2-54 Electrical Propulsion System Components 01/02 E02014
SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
TRUCK SHUTDOWN PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6
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
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
TCI PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14
TCI CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14
Modular Mining Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15
TCI Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18
TCI Digital Input Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-20
PSC Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Miscellaneous Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
A3PV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
LINKV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-1
(Release 18 Software)
Thermistor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
17FM384 Panel Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Pedal Percentages and Meter Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Meter Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Reprogram With Serial Numbers and Pedal Percentages . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
LOAD TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
Preload Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
ADDITIONAL TRUCK CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
On-Board Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Initiate Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39
Manual Offset HP Output Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Troubleshooting Phase Modules and Chopper Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Phase Module Removal and Snubber Resistor Replacement . . . . . . . . . . . . . . . . . . . . . . . . E3-44
Snubber Resistor Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45
AUXILLIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . E3-46
AUXILLIARY INVERTER (CONTROLLER) TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . E3-49
AUXILLIARY SNUBBER PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-50
IGBT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-51
E3-2 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
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.
• Power cables must be cleated in wood or TRUCK SHUTDOWN PROCEDURES
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables After the truck is parked in position for the repairs, the
with metal clamps or hardware. Always truck must be shut down properly to ensure the safety
inspect power cable insulation prior to servic- of those working in the areas of the deck, electrical
ing the cables and prior to returning the truck cabinet, traction motors, and retarding grids. The fol-
to service. Discard cables with broken insula- lowing procedures will ensure the electrical system is
tion. properly discharged before repairs are started.
• 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 lev-
els present before repairs are started. If a problem occurs in the AC drive system prevent-
ing NORMAL shutdown procedures, ADDITIONAL
PRECAUTIONS ARE NECESSARY to ensure dan-
gerous drive system voltages are not present when
tests or repairs are performed.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-3
(Release 18 Software)
NORMAL TRUCK SHUTDOWN
PROCEDURE
1. Reduce the engine speed to idle. Place the selec-
tor switch in NEUTRAL and apply the parking
brake and brake lock switches. Be certain the
“Parking Brake” and the “Service Brake Applied”
indicator lamps in the overhead display panel are
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the “REST” warning lamp on the
overhead display is illuminated.
3. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
4. After approximately 90 seconds, verify the steer-
ing accumulators have bled down by attempting
to steer.
5. Verify the LINK VOLTAGE lights on the electrical
cabinet Information Display Panel (6, Figure 3-1)
and the DID panel in the cab are OFF. If they
remain on longer than 5 minutes after shut-
down, the propulsion system must be
inspected to investigate the cause.
6. To ensure the link will not be energized during
test and repair procedures, turn the GF Cutout
Switch (8, Figure 3-1) to the CUTOUT position by
pulling the switch handle out before moving the
switch.
FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch 5. Status LED Panel
2. Inverter 1 Cutout Sw. 6. Link Voltage Lights
3. Inverter 2 Cutout Sw. 7. Chart Recorder Con-
4. Cabinet Interior light nector
Sw. 8. GF Cutout Switch
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED
FOR THE AUXILIARY BLOWER MOTOR CIRCUITS
TO DE-ENERGIZE. Do not attempt to perform Auxil-
iary Blower repairs until it has been verified the
system is de-energized by verifying the Blower
Module Link LED’s (6, Figure 3-2) on top of the
AXCAP are NOT illuminated.
If there is any question the system has potential
hazardous voltage present, return to the operator
cab and perform the normal shutdown procedure.
Normal operation of the drive system at shutdown
should allow high voltages to be dissipated over
the time periods noted.
IN THE EVENT OF A SYSTEM FAILURE, performing
the SHUTDOWN AFTER SYSTEM FAILURE proce-
dure will insure no hazardous voltages are present
in the drive system.
E3-4 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting down the engine, verify the status
of the drive system warning lights on the over-
head display. Use lamp check to verify proper
lamp function. IF THE RED LIGHTS (6, FIGURE 3-2) ON THE
BLOWER CAPACITOR PANEL (AXCAP) (4) ARE
NOTE: The Link Voltage lights on the control cabinet ILLUMINATED AFTER FOLLOWING THE ABOVE
Information Display Panel (6, Figure 3-1) are not lamp PROCEDURE, A FAULT HAS OCCURRED. (THE
checked. NORMAL DE-ENERGIZATION TIME IS 10 TO 15
2. If any of the red drive system warning lights MINUTES.)
are on, DO NOT attempt to open any cabinets, • Reinstall the control cabinet panel.
disconnect any cables, or reach inside the
retarder grid cabinet EVEN AFTER SHUTTING • Do not perform maintenance on the Blower
DOWN THE ENGINE. Capacitor Panel, blower motor, or blower
power cables.
3. If all red drive system warning lights are off, apply
the parking brake, shut down the engine and • Notify the Komatsu factory representative or
chock the wheels. Distributor immediately.
4. After the engine has been off for at least five (5)
minutes, inspect the Link Voltage lights in the
Information Display Panel (6, Figure 3-1) on the
main control cabinet and back wall of the operator
cab (next to the DID panel). If all lights are off, the
retard grids, wheel motors, alternator, and power
cables connecting these devices are safe to work
on.
5. The blower motors, control cabinet and power
cables connecting these devices may still be
unsafe. To establish these devices are safe, wait
approximately 15 minutes, open the top control
cabinet cover and inspect the red lights (6, Figure
3-2) on the Auxiliary Capacitor Panel (AXCAP)
(4). If these lights are off, the blower system,
blower power cables and remainder of the control
cabinet is safe to work on. The normal de-energi-
zation time is 10 to 15 minutes.
IF THE LINK VOLTAGE RED LIGHTS IN THE CON-
TROL CABINET INFORMATION DISPLAY PANEL,
AND/OR THE BACK WALL OF THE OPERATOR
CAB CONTINUE TO BE ILLUMINATED AFTER FOL-
FIGURE 3-2. BLOWER CONTROL DEVICES
LOWING THE ABOVE PROCEDURE, A FAULT HAS
OCCURRED. 1. Snubber Panel
2. Auxiliary Power Filter Inductor (AXIND)
• Leave all cabinet doors in place, do not touch 3. Auxiliary Phase Control Rectifier and Power
the retard grid elements, Inverter Module (AXINV)
4. Auxiliary Power Filter Capacitor Bank (AXCAP)
• Do not disconnect any power cables or use 5. Information Display Panel
them as hand or footholds. 6. Blower Control System Warning LED’s
7. Propulsion System Controller (PSC)
• Notify the Komatsu factory representative or 8. Control Cabinet (RH Side, Top View)
Distributor immediately.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-5
(Release 18 Software)
SYSTEM CHECKOUT Battery and Control Checks of System WITH
Battery Power OFF
Test equipment needed to fully test A/C system:
• One PTU (Portable Test Unit; lap top computer)
(The test could be more efficiently conducted
with two PTU units).
BE CERTAIN LINK VOLTAGE IS DRAINED DOWN
• One Digital Multi-Meter before servicing propulsion system or performing
• Several jumper wires tests.
• One analog VOM 1. Preparation
a. Turn all three battery disconnects to the OFF
The Portable Test Unit (PTU) is used to test, download
position.
and record system parameters on the TCI and PSC
modules. The PTU is plugged into the DB9 plug at the b. Disconnect and insulate circuit wires 21SS
rear of the console, closest to the operator seat for and 21SR from engine starter if equipped with
monitoring the PSC module. The PTU is plugged into MTU engine. If equipped with MTU/DDC
the DB9 plug closest to the passenger seat for monitor- 16V4000 or Komatsu engine, remove 21B
ing the TCI Module. from starter solenoids.
• The TCI and PSC are programmed through the c. Remove 50 amp fuse (BATFU) from inside the
DB9 port connectors in the operator cab. control cabinet. (Grid side, lower corner.)
• The Inverter cards are programmed through the d. Disconnect the four CN connectors on the
DB9 port connectors located to the right of the PSC panel and the three connectors on the
17FL320 (PSC) panel. TCI panel. Open both panels and slide cards
(except 17FB127 cards) out far enough to dis-
If only one PTU is available, in some cases it will be connect from backplane.
necessary to switch from the PSC port to the TCI port
e. Turn OFF all circuit breakers behind operator
or vice versa to complete the test when necessary to
seat in cab and RB1, RB2, RB3, RB4, and
monitor both during a test procedure. After the serial
RB5 in the Electrical Interface Cabinet.
cable has been switched, exit to the Main Menu and
the software will automatically switch to the menu for f. Be certain key switch is OFF, 5 minute delay
the connected panel. timer is OFF, and the Rest Switch is in the
REST position.
Several different numbering methods or symbols are
used in the following procedures to denote the opera- g. Turn all lights and switches off.
tion to be performed...
Battery Circuit Voltage Check:
1., 2., a., b. etc.: Test preparation and instruction steps
2. Measure voltage to ground at each of the follow-
are preceded by a number or a letter.
ing circuits; 11, 11B1, 712 @ TB32, 11ST
Procedures requiring visual checks, voltage @TB28.
measurements etc. are preceded by this sym-
All voltages should be zero.
bol.
Resistance Checks, Low Voltage Circuits:
PTU keyboard entry steps are preceded by this
symbol. 3. Measure resistance from ground to the circuits
listed in Table I. STOP and troubleshoot any
{escape}: When a keyboard key must be pressed, the direct short (0 ohms) to ground.
key label is enclosed in braces.
• PTU screen display information is
shown in this type font and pre-
ceded by this symbol.
Note: The following test procedures are applicable to
Release 18 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for current software
version available.
E3-6 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
TABLE I. CIRCUIT RESISTANCE CHECKS
(All readings - from circuit to ground)
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.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-7
(Release 18 Software)
Resistance Checks, Propulsion System Circuits: Chopper Modules (CM1, CM2):
4. Additional Preparation 9. With the VOM set on the Rx10,000 scale, mea-
sure the following at each Chopper Module in the
NOTE: Be certain preparations described in step 1.
electrical cabinet (left side when facing cabinet).
have been completed.
GR(-) wire to ground - approximately 2 mego-
a. Verify the PSC (17FL320) panel 104 pin con- hms or greater.
nectors are removed.
GR(+) wire to ground - approximately 2
b. Verify the TCI panel connectors are removed.
megohms or greater.
c. Place the two Inverter Switches in the Informa-
tion Display Panel, on the side of the control Gate Driver Power Supply (GDPS):
cabinet in the CUTOUT position (down). Note: Verify 50 amp fuse (BATFU) is removed.
d. Place the GF Cutout Switch, located in the 10. With the VOM set on the Rx10,000 scale, mea-
Information Display Panel on the side of the sure the following at the Gate Drive Power Sup-
control cabinet, in the CUTOUT position ply, located in the electrical cabinet, below the
(down). Chopper Modules (left side when facing cabinet).
e. Verify the Rest switch on the instrument panel Terminal AI-1 (circuit #GDAI1) to ground - 2
is in the REST state. megohms or greater.
f. Disconnect the CCLR1 connector and the Terminal AI-2 (circuit #GDAI2) to ground - 2
CCLR2 connector located in the electrical megohms or greater.
cabinet, to the left of the AFSE.
Terminal AI-3 (circuit #T305) to ground - 2
g. Disconnect the RTN62 wire on TB4-D to megohms or greater.
remove the VAMS ground circuit.
Terminal 1B+ (circuit #BATPO1) to ground -
h. Remove the wires on the GB1 ground block, approximately 1.0K ohms or greater.
behind the AFSE. Make sure the lug on these
Terminal 1B+ to terminal 1B- (circuit
wires are not touching one another after the
#RTNO1) - approximately 1.0K ohms on the
wires are removed.
Rx100 scale.
DC Link Checks: Terminal 1B- to ground - read 0 ohms.
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps:
5. Place VOM positive lead on the DC plus link bus
(top bus bar) and the VOM negative lead on a
cabinet ground.
Resistance should be 2 megohms or greater.
6. Place VOM positive lead on the DC negative bus
(bus underneath the positive link) and the VOM
negative lead on a cabinet ground.
Resistance should be 2 megohms or greater.
7. Place VOM positive lead on the DC plus link and
the VOM negative lead on the DC negative link.
VOM must be on the Rx1 scale otherwise the link
capacitors will start charging and an accurate
reading will not be possible.
Resistance should be infinity (∞).
8. VOM positive lead on the DC negative bus and
the VOM negative lead on the DC positive bus.
On the Rx1 scale the resistance should be
approximately 5.5 ohms.
E3-8 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
AFSE P1 adjustment: Battery and Control Circuit Checks of System With
Battery Power ON
11. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the Bat-
tery Boost Module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms. CHECK TO BE CERTAIN LINK VOLTAGE IS
12. Restore the following circuits: DRAINED OFF before performing tests.
a. Reconnect ground wires at GB1 ground block. 1. Preparation for Power Supply Voltage Checks:
b. Reconnect wire RTN62 on TB4-D. a. Remove the 50 amp system fuse (BATFU)
located on the bottom left wall in the left com-
c. Reconnect the CCLR1 and CCLR2 connec-
partment of the control cabinet.
tors.
b. If equipped with MTU 396 engine, disconnect
GRR wiring: circuits 21SS and 21SR and insulate wire ter-
13. Remove the circuit #DCP20 wire on the DCPBUS minals at the engine starter. If equipped with
located to the right of the Main Rectifier Panel Komatsu or MTU/DDC 16V4000 engine, dis-
(RD). Connect the VOM positive lead to this wire connect circuit 21B wires at the starter sole-
and the negative lead to the negative link bus. noids and insulate.
Make sure the ground block wires are connected. c. PSC panel (17FL320) - plug in all cards. Verify
Resistance should be 10K ohms. the CNA, CNB, CNC, and CND connectors
are connected.
14. Reconnect DCP20.
d. TCI panel (located in the Electrical Interface
15. Measure between the GRRC wire on GFIP Termi-
Cabinet) - plug in all cards. Verify the CNP
nal A to ground.
round connector is installed. Verify the CNA
Resistance should be 500 ohms. and CNB connectors are installed
16. Restore all circuits, harness connectors etc. e. Verify circuit breakers and battery disconnect
Remove meters. switches are closed.
17. Close battery disconnect switches. Close all open f. Verify key switch and 5 minute idle delay timer
circuit breakers. are off.
A3PV Panel (17FM458A2):
2. Measure the following resistances at the termi-
nals on the Alternator 3-phase Voltage Measuring
Module in the electrical cabinet (left side when
facing cabinet):
Terminal G to ground - Approximately 900
ohms
Terminal E to ground - Approximately 150
ohms
Terminal E (negative lead) to Terminal G (pos-
itive lead) - Approximately 6K ohms.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-9
(Release 18 Software)
Power Supply Check (PS): Sensor Power Supply (SPS):
Note: The following procedure is applicable to Note: The following is applicable to 17KG498D1 and
17KG498E1 Control Cabinets. For earlier model prior Control Cabinets. For later model trucks, refer to
trucks, refer to “Sensor Power Supply (SPS) Check”. “Power Supply Check (PS)”.
3. Remove the CN1 connector on the Power Supply 5. Measure the following resistances at the Sensor
and check the harness side connector pins to Power Supply located in the center of the electri-
ground using an ohmmeter. Refer to the table cal cabinet, above the terminal boards:
below for resistance value at each pin. V (+) P24VDC19 to ground: >100 ohms
VR (+) RTN58 to ground: 0 ohms
S (+) P24VDC14 to ground: >100 ohms
TABLE II.
RS (+) RTN57 to ground: 0 ohms
Pin Ohms Circuit Pin Ohms Circuit
S (-) N24VDC14 to ground: >100 ohms
1 47 +5 32 0 return
2 47 +5 33 0 return RS (-) RTN61 to ground: 0 ohms
3 47 +5 34 0 return V (-) N24VDC19 to ground: >100 ohms
4 47 +5 35 0 return VR (-) RTN60 to ground: 0 ohms
5 47 +5 36 0 return
IN (-) RTN59 to ground: 0 ohms
6 47 +5 37 0 return
IN (+) BP24V03 to ground: >100 ohms
7 — — 38 515 -15
8 47 +5 39 515 -15 6. Preparation continued.
9 47 +5 40 515 -15 a. Verify key switch is OFF, batteries are con-
10 47 +5 41 515 -15 nected and the battery disconnect switches
11 47 +5 42 0 return closed.
12 0 return 43 — — b. Verify all circuit breakers are closed.
13 0 return 44 0 return c. Ground level shutdown/prop lock out switch
14 0 return 45 0 return must be closed (Run position).
15 0 return 46 1.3K +24
Checks with Key Switch OFF
16 0 return 47 — —
17 0 return 48 1.3K +24 7. With key switch OFF, verify 25.0 volts to ground
18 — — 49 — —
minimum at the location shown in parenthesis on
the following circuits:
19 0 return 50 — —
11 (Front wall, Electrical Interface Cabinet)
20 0 return 51 — —
21 0 return 52 — — 11S (TB30)
22 — — 53 — — 11L (CB30)
23 600 +15 54 0 return 11A (TB30)
24 600 +15 55 0 return
11SL (TB28)
25 — — 56 543 -24
26 600 +15 57 — —
NOTE: The voltage should be 25.0 volts minimum. If
voltage is significantly low, check battery circuits. If
27 — — 58 543 -24
voltage is slightly low, install a battery charger.
28 210 +15 59 — —
8. Check circuit 11B1 voltage to ground.
29 210 +15 60 — —
30 0 return 61 — —
Read approximately 12V DC.
31 0 return 62 — — 9. Using a digital multimeter, check polarity at the
BATFU fuse holder.
4. After resistance checks are complete, reconnect
With the leads on BATP (positive lead) and
CN1 connector.
RTN (negative lead) meter should indicate
BATP is positive.
E3-10 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Verify voltage at BATP is equal to voltage If truck is equipped with Komatsu or MTU/DDC
measured at circuit 11, step 7. 16V4000 engine, measure the following:
10. Turn the Key Switch ON. +15 volts at the 15VL wire on TB32.
11. Check Circuit 712 to ground. Approximately 14.8 volts at the 15SIM wire on
Voltage should equal the Circuit 11 value in TB32.
step 7. 7. Measure voltage between circuit 72E (TB24) (+)
12. Turn the Key Switch OFF. Open the battery dis- and circuit 0 (TB24-H) (-) in the Electrical Inter-
connect switches. face Cabinet.
Voltage should be 5.0 volts.
13. Reinstall the 50 amp fuse (BATFU).
8. If truck is equipped with Komatsu engine, install a
jumper from 22F0 @ TB32 to ground.
Voltage should change to 7.0 volts.
Checks with Key Switch ON:
9. Remove jumper to 22F0.
1. Close the battery disconnect switches. Turn key
switch ON. 10. Verify the display on the DID panel is lit.
2. Turn ON the Control Power Switch (CPS) in the
Information Display Panel on the side of the con-
trol cabinet. Sensor Power Supply (SPS):
3. If truck is equipped with the 17KG489E1 Control NOTE: Check only if experiencing problems with the
Cabinet with Power Supply PS installed, verify all Fiber Optic Card, the LEM’s, or the Capacitor Monitor
five green lights in the power supply located on Panel. (Applicable to trucks equipped with 17KG498D2
the shelf behind the center cabinet door are lit. Control Cabinet only.)
4. Measure voltage between the circuits listed 11. Measure and verify the specified voltages below:
below and cabinet ground:
At A3PV (17FM458 panel, left side of control Input Voltage
cabinet), measure +15VDC at terminal G (cir- Voltage should be between +20 and +32 volts
cuit P15VDC04). with voltmeter positive (+) lead on “IN+”
At A3PV, measure -15VDC at terminal E (cir- (SP24V03) and negative lead (-) on “IN-”
cuit N15VDC04). (RTN59).
5. Check voltage on the following circuits in the Positive Output Voltage
Electrical Interface Cabinet. Voltage at each
should equal the circuit 11 voltage measured at Voltage should be between +22.8 and +25.2
step 7, “Checks With Key Switch OFF”: volts with voltmeter positive (+) lead on “V+”
(P24VDC19) and negative lead on “VR+”
Circuit 71 on TB32 (RTN58).
CIrcuit 71GE on TB22
Negative Output Voltage
Circuit 71TCI on TB23 if equipped with the
17FL349 TCI panel. Voltage should be between -22.8 and -25.2
volts with voltmeter positive (+) lead on “V-”
6. Measure and verify the specified voltage to (N24VDC19) and negative lead on “VR-”
ground at the following locations in the Electrical (RTN60).
Interface cabinet:
+15 volts at the 15PV wire on TB29. (From
TCI, supply to operator control pedals)
+15 volts at the 15V wire on TB21. (From TCI,
power to cab gauges)
Approximately 11 volts at the 10V wire on
TB28.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-11
(Release 18 Software)
CPU Battery Checks
12. Turn OFF the Control Power Switch (CPS) for this
test.
13. Connect a VOM across the screws securing the
green plate on the edge of the 17FB147 card in
the PSC panel. Connect the positive lead to the
top screw (2, Figure 3-3) and the negative lead to
the bottom screw (4).
Verify approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the 17FB144 card in
the TCI panel. Connect the positive lead to the top
screw and the negative lead to the bottom screw
Verify approximately 3.5 volts.
Note: If battery voltage is low in step 13 or 14, refer to
“Memory Backup Battery Replacement” instructions on
the following page.
FIGURE 3-3. BATTERY LOCATION
(PSC Panel Shown)
MEMORY BACKUP BATTERY
REPLACEMENT 1. FB147 CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. FL320 Panel Enclosure
The replaceable memory backup battery on the 3. Battery Assy.
17FB144 or 17FB147 card will require replacement if
voltage is low when performing “CPU Battery Checks”
test or if during truck operation an event code appears
on the DID display as follows:
17FB147: Event Number 095 (BBRAM Bat-
tery Low)
17FB144: Event Number 633 (BBRAM Bat-
tery Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery,
near the card edge. (See Figure 3-3.)
2. Have a replacement battery (Komatsu Part Num-
ber GE0455) available for immediate installation.
To prevent data loss, the new battery must be installed
within 5 minutes of removal of the old battery.
3. Remove the 2 screws (2 & 4, Figure 3-3) retain-
ing the battery assembly (3) to the mounting
bocks. (Note arrow direction (polarity) on green
plate before removal.)
4. Remove old battery and install new battery posi-
tioned for proper polarity. Reinstall screws.
5. Reinstall card in appropriate panel slot.
E3-12 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
TCI PROGRAMMING PSC PROGRAMMING
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:
c:\>ACNMENU {enter} c:\>ACNMENU {enter}
Highlight “PROGRAM TCI PANEL” {enter} Highlight “PROGRAM PSC PANEL” {enter}
Highlight “SELECT TCI SETUP” {enter} Highlight “SELECT PSC SETUP”
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}
Highlight- “PROGRAM TCI PANEL” {enter} Highlight “PROGRAM PSC PANEL”
Highlight- “PROGRAM TCI” {enter} Highlight “PROGRAM PSC”
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.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-13
(Release 18 Software)
INVERTER PROGRAMMING TCI CHECKOUT
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.
Highlight either “DOWNLOAD TMC - FB172 (27- c:\>ACNMENU {enter}
35) or “DOWNLOAD IMC - FB138”, depending
Highlight- “PTU TCI & PSC” {enter}
on which cards are installed in slots No. 09 and
11. {enter}.
Type technician’s (your) name {enter}
2. Cycle keyswitch or CPS when requested on
screen. Type your password {enter}
3. Verify the file shown on the screen for download- Set the Date and Time in the TCI panel:
ing is correct.
Cursor to “Special Tasks” {enter}
Cursor to “Set Date & Time” {enter}
Cursor to “Day of Month”
Type day of month {enter}
Cursor to “month” {enter}
Arrow to desired month {enter}
Cursor to “year” - type year {enter}
Cursor to “hour” - type hour {enter}
Cursor to “minute” - type minute {enter}
Move cursor to “(reset clock)” {enter}
Cursor to “exit” {enter}
E3-14 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Log on to the PSC panel: Modular Mining Communication Port
3. Connect the serial communication cable from
In the version 18 software, the PTU baud rate has been
another PTU to the PSC port, behind the center
increased from 9600 to 38400, however the Modular
console in the cab on the driver side.
Mining port remains at 9600 baud. Therefore, before
testing the Modular Mining port, the PTU baud rate
c:\>ACNMENU {enter}
must be changed back to 9600. Follow the instructions
Highlight - “PTU TCI & PSC” {enter} below to reset:
1. Using DOS, select the c:\geohvac\ptuaccur
Type your name {enter} directory.
Type your password {enter} 2. Select the following file to edit: ptu.cfg
3. At approximately line 94 the following should be
View/Set the Date and Time in the PSC panel:
displayed:
Cursor to “Special Tasks” {enter} • 27 0 38400 8 1 n/* comm port 1, 9600
baud, 8 data, 1 stop, no parity */
Cursor to “View/Set Time” {enter} 4. Change the “38400” value to 9600 and save the
file.
Cursor to “Day of Month”
Type day of month {enter}
Check MMI Port:
Arrow to desired month {enter}
1. Connect the serial communication cable from a
Cursor to “year” - type year {enter} PTU to the port near the DID panel in the cab
behind passenger seat.
Cursor to “hour” - type hour {enter}
c:\>ACNMENU {enter}
Cursor to “minute” - type minute {enter}
Highlight - “PTU TCI & PSC” {enter}
Move cursor to “(reset clock)” {enter}
Type your name {enter}
Cursor to “exit” {enter}
Type your password {enter}
Check Comm Status:
Cursor to “Normal Operation” {enter}
On the TCI PTU:
Cursor to “TCI Real Time Data” {enter} (see
Move the cursor to “Normal Operation” {enter} notes below)
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}
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-15
(Release 18 Software)
TCI Input Checks
On the TCI PTU:
Move cursor to “Normal Operation” {enter}
Cursor to “TCI Real Time Data” {enter
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:
E3-16 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
3. Press {enter} to display “TCI ANALOG INPUT CHANNELS” screen below:
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-17
(Release 18 Software)
TCI Digital Output Tests
Before performing step 18 (Table III), verify circuits
Note: The lamp test switch on the Overhead Display
21SS and 21SR (MTU 396 engine) are removed
will not activate the G.E. propulsion system lamps
from the starters or 21 B (MTU/DDC 16V4000 or
when the PTU is in the Manual Digital Output Test
Komatsu engine) are removed from starter sole-
mode.
noids and the parking brake is applied.
1. Apply the park brake switch and place the Rest
5. For Table III, step 18, change PTU from “Engine
switch in the OFF position.
Stopped Tasks” screen to Real Time Data screen:
2. On the TCI COMMUNICATION MENU, place cur-
sor on “Engine Stopped Tasks” and press {enter}. {escape} {escape}
3. Place cursor on “Manual Test Screen”. Press cursor to “Normal Operation” {enter}
{enter}.
4. For Table III steps 1 through 17, turn on each dis- cursor to “TCI Real Time Data” screen {enter}
crete output by highlighting it then pressing a. Place selector switch in NEUTRAL and apply
{enter}. After the output is verified, press {enter} park brake.
to turn it off. Refer to Figure 3-4 for lamp location
b. Turn key switch to START position.
and color.
TABLE III. TCI DIGITAL OUTPUT TESTS
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
E3-18 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Trucks without prelube system:
Measure 24V DC to ground on Circuit 21A
(TB25) and also 21B (TB31) to ground.
Trucks with prelube system:
Measure 24V DC to ground on Circuit 21A @
TB25 and also 21PT @ TB28 to ground, after
the prelube system has reached proper oil
pressure. (Note: Engine oil level must be cor-
rect.)
Verify digital input ENGSTRTREQ and digital
outputs ENGCRANK, ENGCRNK2, and BAT-
SEPC are highlighted when 21A (& 21PT)
and 21B are 24V DC.
6. Return key switch to ON position.
7. Move selector switch to FORWARD. FIGURE 3-4. STATUS/WARNING LIGHTS
8. Turn key switch to START.
Circuit 21A should remain 0V DC. Row-Col. Indicator Description Color
9. Release key switch. A1* Spare
B1* Low Steering Pressure Red
10. Place selector switch in NEUTRAL.
C1 Low Accumulator Precharge Red
11. Place park brake switch in the OFF position. D1 Spare
12. Turn key switch to START position. E1 Low Brake Pressure Red
Circuit 21A should remain 0VDC. A2* Low Hydraulic Tank Level Red
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
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-19
(Release 18 Software)
TCI Digital Input Tests
5. Turn OFF circuit breakers on RB2 (if installed).
1. Verify park brake switch is on. Turn REST switch Verify the Circuit Breaker Tripped lamp on the
OFF (down). overhead display illuminates.
2. On the TCI COMMUNICATION MENU, select 6. Check steps 17 and 18 in Table IV.
“Engine Stopped Tasks” and press {enter}.
7. Remove jumpers and turn circuit breakers on
cursor to “Manual Test Screen” RB2 ON.
3. Activate each truck function listed in Table IV for 8. Press {escape}.
Table checkout steps 1 through 16.
Verify the inputs are highlighted on the PTU
screen when activated.
When performing step 1 in Table IV, and if
truck is equipped with warning/caution light DID Display:
dimmer, adjust the dimmer control and verify 1. Observe the DID display.
intensity of lamps indicated by * in Figure 3-4 The cursor to the right of the event code
can be varied. (Remaining lamps will remain should appear to spin.
at full intensity regardless of dimmer control
position.)
NOTE: In some steps it may be necessary to jumper a
circuit to activate the function. Refer to Table IV on the
following page for instructions.
4. Turn OFF and ON all circuit breakers on relay
boards RB1, RB2 (if installed), RB3, RB4, and
RB5 in the Electrical Interface Cabinet.
Verify the Circuit Breaker Tripped lamp on the
overhead display illuminates when each cir-
cuit breaker is turned off, except as noted
below.
Notes:
• To check CB19 on relay board RB3, selector switch
must be in REVERSE position.
• CB20 will not activate Circuit Breaker Tripped lamp
when turned off.
• To check CB13 & CB15 on relay board RB1, the
running lights must be on.
E3-20 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
TABLE IV. TCI DIGITAL INPUT TESTS
STEP DO NAME DESCRIPTION
Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate)
Note: When version 18 software is installed, the following will occur when the Lamp Test Switch is
1 LAMPTEST activated:
• Back-up horn sounds and back-up lights turn on.
• Retard lights at rear of truck and on top of cab turn on.
Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp)
2 ENGCAUTION (Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU but overhead
display lamp should illuminate.)
Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp)
3 ENGWARN
If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.)
4 RESET Clear/delete/dump body up override pushbutton switch on console
Rest Switch (Place in REST position to activate) Note: Some trucks are equipped with a release but-
5 RESTSW ton on the Rest Switch that must be pressed before moving the switch to the REST position. Verify the
internal lamp on the Rest Switch lights when in REST position.
6 REVREQ Selector Switch in REVERSE position
7 FORREQ Selector Switch in FORWARD position
Engine Shutdown Switch (Depress switch on console) Verify circuit 439 (TB25) changes from 0 to
8 ENGKILL
24VDC.
9 DATASTORE Data Store Switch (on front of console - push to activate)
Body Up Switch (Activated when body is down) Circuit 63L (TB12) to ground voltage should be
10 BODYDWN approximately 24 volts with body down, 0 volts when body is raised. Verify lamp is Overhead Display
is OFF when body is down.
11 PRKBRKSW Park Brake Switch (Highlighted with switch ON)
Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on
12 PRKBRKFDBK
brake manifold in brake cabinet to ground to remove highlight.)
13 ENGSTRTREQ Engine Start Request (Refer to Digital Input for check procedure)
14 RSC Retard Speed Control Switch (on console - pull up to highlight)
15 OVERPAYLD Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32)
16 CONTROLON Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF, if RB2 is installed):
17 MIDPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.)
18 FULLPAYLD Truck Fully Loaded (Jumper 73LS @TB25 to ground.)
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-21
(Release 18 Software)
PSC Checkout Procedure 6. Type the following on the PTU keyboard:
PSC Digital Output Tests: c:\>ACNMENU {enter}
1. Turn OFF the Control Power Switch. Highlight “PTU TCI and PSC” {enter}
2. Place the Rest Switch In the cab in the OFF posi- Type your name {enter}
tion. Turn Park Brake switch ON.
Type your password {enter}
3. Disconnect the round connector at the top of
each Phase Module and Chopper Module. Cursor to “Normal Operation” {enter}
4. Connect the serial communication cable from the Cursor to “PSC Real Time Data” {enter}
PTU to the PSC port, behind the center console 7. Verify the values and functions highlighted on the
on the driver’s side. PTU are similar to the PSC Serial Link Data
5. Turn ON the Control Power Switch. screen in Figure 3-5 below:
FIGURE 3-5. PSC REAL TIME DATA SCREEN
8. Press {enter}. Verify PTU screen values are similar to Figure 3-6.
FIGURE 3-6. PSC SERIAL LINK DATA SCREEN
E3-22 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
9. Press {enter}. Verify the values on the PTU are similar Figure 3-7 below:
FIGURE 3-7. PSC ANALOG INPUT CHANNELS SCREEN
10. Press {enter}. Verify the values on the PTU are similar to Figure 3-8 below:
FIGURE 3-8. PSC TEMPERATURES SCREEN
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-23
(Release 18 Software)
Cursor to “Engine Stopped tasks” {enter} 13. Use the AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
Cursor to “Manual Test Mode {enter} the top of Chopper Module One (CM1 G-X)
11. Highlight the devices listed in steps 1 through 11 removed in step 3.
in Table V below on the digital output section on
Press {escape} {escape}
this screen and then press {enter}. Press {enter}
again to turn off 14. Turn OFF the Control Power Switch
12. For step 14 (GD1E) in Table V below, use an AC 15. Reconnect the round connectors to Inverter 1.
voltmeter set on 750V AC scale to check for 90 to
16. Reconnect the round connector to Chopper Mod-
100 volts AC between the pins on each round
ule 1.
connector removed in step 3 (cable side) to
Inverter 1, (top row).
TABLE V. PSC DIGITAL OUTPUT TEST
STEP DO NAME DESCRIPTION DEVICE CHECKOUT
Verify the GF contactor picks up and GFFB is highlighted on the PTU
1 GF GF Contactor (NOTE: The GF Cutout Switch must be in the NORMAL (up) position
to check).
2 GFR GFR Contactor Verify the GFR relay picks up.
3 RP1 RP1 Contactor Verify RP1 picks up and RP1FB is highlighted.
4 RP2 RP2 Contactor Verify RP2 picks up and RP2FB is highlighted.
5 RP3 RP3 Contactor (If installed) If installed, verify RP3 picks up and RP3FB is highlighted.
With CPRL highlighted turn off CPS and verify that control power is not
6 CPRL Control Power Relay
lost. Turn CPS back on.
With AFSE highlighted verify 24 volts to ground on the “+25” terminal
7 AFSE Alternator Field Static Exciter
on the AFSE terminal board.
Verify the second LED from the top (labelled Control System OK),
8 SYSRUN Control System OK LED located on Information Display Panel on the side of the control cabinet
is ON
Verify the fourth LED from the top (labelled Test Mode), located on the
9 TEST Test Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the fifth LED from the top (labelled Rest Mode), located on the
10 REST Rest Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the third LED from the top (labelled System Fault), located on
11 SYSFLT System Fault LED
the side of the control cabinet is on.
Early Production Trucks: For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor
across circuits 79RD (TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed.
Verify circuit 72FD changes from 24VDC to 0VDC when FORT is acti-
12 FORT Forward Travel Direction
vated
Verify circuit 79RD changes from 24VDC to 0VDC when REVT is acti-
13 REVT Reverse Travel Direction
vated
Gate Drive Power, Inverter 1
14 GD1E Refer to steps 12 through 19 in digital output test procedure.
Enable Signal
Gate Drive Power, Inverter 2
15 GD2E Refer to steps 20 through 28 in digital output test procedure.
Enable Signal
16 CMCTL Chopper Module Control Do not check.
17 AUXRESET AUX Inverter Reset AUXRSET should be highlighted.
E3-24 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
17. Turn ON the Control Power Switch 25. Turn ON the Control Power Switch
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 {escape} {escape}
22. Turn OFF the Control Power Switch
23. Reconnect the round connectors to Inverter 2.
24. Reconnect the round connector for Chopper Mod-
ule 2.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-25
(Release 18 Software)
PSC Digital Input Checks 4. Turn ON the key switch.
5. Turn OFF the Control Power Switch.
The following tests are made on the “Manual Test
Screen” as selected during PSC Digital Output Test KEYSW will stay highlighted, CPSFB will no
procedure. longer be highlighted.
1. With the key switch and the Control Power Switch 6. Turn ON the Control Power Switch.
ON:
Press {enter} to turn off CPRL.
Verify the digital inputs in steps 1 through 5 in
Table VI below are highlighted. {escape} {escape}
2. Check digital inputs in Table steps 6 through 8 7. Turn OFF Control Power Switch.
using the instructions in the Device Checkout col-
umn.
Highlight CPRL on the digital output section of
the PTU screen and then press {enter}.
3. Turn OFF the key switch in the cab.
KEYSW and CPSFB will no longer be high-
lighted
TABLE VI. PSC DIGITAL INPUT TEST
STEP DI NAME DESCRIPTION DEVICE CHECKOUT
1 KEYSW Key Switch
Control Power Switch Feed-
2 CPSFB
back
3 CNFB Panel Connectors Status With the Key Switch and Control Power Switch ON, digital inputs should be
CNI and CNENG Connector highlighted.
4 CNIFB
Status
Auxiliary Blower Connector
5 CNXFB
Status
Inverter 1 Cutout Switch Sta- Will be highlighted with Inverter #1 switch on the side of the control cabinet in
6 INV1CO
tus the CUTOUT position (down).
Inverter 2 Cutout Switch Sta- Will be highlighted with Inverter #2 switch on the side of the control cabinet in
7 INV2CO
tus the CUTOUT position (down).
Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires do not
8 BRKON Service Brake Apply Status
have to be removed.)
E3-26 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Miscellaneous Checks Verify panel output is 0.12 volts (battery volts
divided by 200)
A3PV Panel
6. With the PTU connected to the PSC, enter the
1. Remove the wires from panel terminals A and C. following:
2. With the Control Power Switch ON, measure volt-
c:\>ACNMENU {enter}
age between terminals D and F:
Verify 0.0 ±30 Millivolts. Highlight “PTU TCI & PSC” {enter}
3. Connect a jumper wire from the BATFU fuse
Type your name {enter}
located on the bottom left wall in the left compart-
ment to terminal A on A3PV. Type your password {enter}
4. Connect a jumper wire from a cabinet ground to
terminal C on A3PV. Cursor to Normal Operation {enter}
5. Measured voltage between terminals D and F. Cursor to “PSC Real Time Data” {enter}
Verify panel output is 0.12 volts (battery volts
Verify LINKV is equal to battery volts
divided by 200)
7. Remove the jumper wires. Reconnect the wires
6. Connect a serial communication cable from the to terminals A and C.
PTU to the PSC.
7. On the PSC PTU, enter the following:
c:\>ACNMENU {enter} Thermistor Checks
1. With the PTU connected to the PSC:
Highlight “PTU TCI & PSC” {enter}
Cursor to Normal Operation {enter}
Type your name {enter}
Cursor to “PSC Real Time Data” {enter}
Type your password {enter}
Verify AUXPCT is showing ambient tempera-
Cursor to Normal Operation {enter} ture
Verify AUXIT is showing ambient temperature
Cursor to “PSC Real Time Data Screen” {enter}
Verify AFSET is showing ambient tempera-
Verify A3PV is approximately 1.17 X battery
ture
volts
8. Remove the jumper wires.
9. Reconnect the wires to terminals A and C.
17FM384 Panel Check
1. With the PTU connected to the PSC;
LINKV Panel Cursor to Normal Operation {enter}.
1. Remove the wires from panel terminals A and C. Cursor to “PSC Real Time Data” {enter}
2. With the Control Power Switch ON, measure volt- 2. Carefully remove the “FAILDIOD” wire from termi-
age between terminals D and F: nal D on the 17FM384 panel.
Verify 0.0 ±30 Millivolts. Verify FDIODE is highlighted on PTU screen
3. Connect a jumper wire from the BATFU fuse
3. Reconnect wire to terminal D.
located on the bottom left wall in the left compart-
ment to terminal A on LINKV.
4. Connect a jumper wire from a cabinet ground to
terminal C on LINKV.
5. Measure voltage between terminals D and F.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-27
(Release 18 Software)
Pedal Percentages and Meter Calibration Meter Calibration Procedure
1. Connect the serial communication cable from the
The following procedures are used to calibrate the
PTU to the TCI port, behind the center console,
retarder and accelerator pedals, retarder lever, and the
on the passenger side.
hydraulic brake temperature and propel system tem-
perature gauges and the speedometer for the software. 2. Turn ON the Key Switch and the Control Power
If any of the above components require replacement Switch.
during truck servicing or troubleshooting procedures, 3. On the PTU, enter the following:
the new or rebuilt component must be recalibrated
c:\>ACNMENU {enter}
using the applicable procedure before the truck is
returned to service. Highlight “PTU TCI & PSC” {enter}
1. Connect the serial communication cable from the Type your name {enter}
PTU to the PSC port, behind the center console Type your password {enter}
on the driver’s side.
4. Turn park brake switch ON and turn Rest switch
2. Turn keyswitch and Control power Switch ON. OFF.
3. Enter the following on the PTU:
c:\>ACNMENU {enter}
Highlight “PTU TCI & PSC” {enter} C: Hydraulic Brake Fluid Temperature Meter:
Type your name {enter} Cursor to “Engine Stopped Tasks” {enter}
Type your password {enter} Cursor to “Temporary Meter Calibration”. {enter}
Cursor to “Normal Operation” {enter} Cursor to the box to the right of “Type a Test
Hydraulic brake Fluid Temperature” {enter}
Cursor to “View/Set PSC Analog Outputs”
{enter} Type in: 120 {enter}
5. Hydraulic Brake Fluid Temperature meter should
move to a position near the line separating green
and red.
A: Retard Pedal:
Move the cursor to the “Increment\Decrement”
Move the cursor under the (K - Z) column on boxes and press {enter} to position the meter
channel 1 (CH1) {enter} pointer on the line between the green and red
sections.
Cursor to Parameter name rpinhi_ail5 {enter}
6. When at the desired meter position, record the
Record the parameter value with the retard value shown in the Gauge Scale box.
pedal fully released. (typical value; 1.53
volts).
Record the parameter value with the retard
pedal fully depressed. (typical value; 9.50 D: Propulsion System Temperature Meter:
volts). Cursor to the box to the right of “Type a Test
Propulsion System Temperature” {enter}
Type in: 60 {enter}
B: Retard Lever: 7. Propulsion System Temperature meter should
move to a position near the line separating green
Cursor down to channel 2 (CH2) and position
and yellow.
the cursor under the (K - Z) column {enter}
Move the cursor to the “Increment\Decrement”
Cursor to parameter name retlever_ail4 {enter} boxes and press {enter} to position the meter
pointer between the green and yellow sections.
Record the parameter value with the lever up
(typical value; 0.0 volts). 8. When at the desired meter position, record the
value that is in the Gauge Scale box.
Record the parameter value with the lever
down (typical value; 8.75 volts).
E3-28 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
E: Truck Speed: 10. Record the following information from the screen:
Arrow to mph box {enter} F: Accelerator pedal:
Record the accel pedal voltage with pedal
Type in: 25 {enter}
released (typical value; 1.61)
Adjust speedometer internal adjustment pot
Record the accel pedal voltage with pedal
to obtain 25 mph (or 40 km/h).
fully depressed (typical value; 8.53)
Type in: 40
G: Retard Speed Pot Setting:
Verify speedometer in cab reads 40 mph (or
11. Pull the retard speed control button UP.
64 km/h).
Record value of RSC POT with knob fully
9. Press {escape} to return to Engine Stopped Menu counterclockwise (typical value; 10.75)
screen.
Record value of RSC POT with knob fully
Cursor to Exit {enter} clockwise (typical value; 0.01)
On the TCI Communication Menu, cursor to H: Pot Reference:
“Normal Operation” {enter}
Record value of POTREF (typical value;
10.86)
Cursor to “TCI Real Time Data” {enter}
12. Press {escape} to return to TCI Normal Operation
With TCI Real Time Data screen displayed, Menu.
press {enter} to go to TCI Serial Link Data
screen Cursor to Exit {enter}
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.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-29
(Release 18 Software)
Reprogram With Serial Numbers and Pedal
Percentages
On the Main Menu, highlight “AC TRUCK
SETUP (CFG)” {enter} Note: If the calculated value for “Retard Lever Travel
Off Request” is less than 3%, use 3% as the input
Cursor to “Mine Configuration” {enter} value.
Cursor to: “0) Select a truck config, currently
using file:” {enter}
Cursor to desired configuration file {enter} Type meter scale values, and stat quarter start
month.
Cursor to: “3) View GE Product Service Data”
{enter} Cursor to Truck Identification Number and type
assigned mine truck number {enter}
Cursor to “Leave GE Product Service” screen
{enter}. Cursor to “Leave Truck Specifics Screen” {enter}
Cursor to: “4) Change/View Truck Specifics” Cursor to “S) Save a truck configuration, file-
{enter} name:” {enter}
Type accelerator pedal, retard pedal and retard Type the configuration filename {enter}
lever percentages (see instructions and exam- Cursor to “Q) Quit” {enter}
ple in Figure 3-5), for the OFF and fully applied
positions. Type Y
FIGURE 3-9. PEDAL PERCENTAGE CALCULATIONS
E3-30 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
I: Program TCI K: Check Pedal Percentages
(PTU connected to TCI port)
On the PSC PTU - cursor to “Normal Operation”
1. 1. Place the REST switch in the OFF position and {enter}
turn keyswitch ON.
Cursor to “PSC Real Time Data” {enter}
To program the 17FB144 CPU card:
1. With the accelerator pedal released, verify the fol-
lowing is displayed:
From the Main Menu, highlight “DOWNLOAD
TCI PANEL” {enter} ACCEL_SEL = 0.00
2. With the accelerator pedal fully applied, verify the
Highlight “SELECT TCI SETUP” {enter} following is displayed:
Cursor to configuration desired {enter} ACCEL_SEL = 1.00
3. With the retard pedal released and retard lever
Highlight “DOWNLOAD TCI PANEL” {enter} up, verify the following is displayed:
Highlight “DOWNLOAD TCI” {enter} RETRD_SEL = 0.00
2. Cycle keyswitch or CPS when requested on 4. With the retard pedal fully applied, verify the fol-
screen. lowing is displayed:
3. Verify the Object Code and Configuration file RETRD_SEL = 1.00
shown on the screen for downloading are correct. 5. With the retard lever fully down, verify the follow-
ing is displayed:
J: Program PSC
RETRD_SEL = 1.00
(PTU connected to PSC port) 6. With Retard Speed Control knob pulled up and
1. Turn keyswitch ON. the knob turned fully counterclockwise, verify the
following is displayed:
To program the 17FB147 CPU card: RSCMPH = 5
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}
Highlight “DOWNLOAD PSC” {enter}
2. Cycle keyswitch or CPS when requested on
screen.
3. Verify the Object Code and Configuration file
shown on the screen for downloading are correct.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-31
(Release 18 Software)
LOAD TESTING 1. Connect a voltmeter across resistor R1 located in
the Contactor Box on the Electrical Cabinet.
1. Reconnect wires 21SR and 21SS (MTU 396
engine) to the starter or 21B (MTU/DDC 16V4000 a. Connect the positive lead to BAT
or Komatsu engine) to the starter solenoids. b. Connect the negative lead to F101.
2. Place both Inverter Cutout Switches on the side 2. Close the cabinet door.
of the control cabinet to the CUTOUT position
(down). 3. Turn Key Switch and Control Power Switch ON.
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.
E3-32 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
FIGURE 3-10. PSC REAL TIME DATA SCREEN
FIGURE 3-11. TCI REAL TIME DATA SCREEN
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-33
(Release 18 Software)
ADDITIONAL TRUCK CHECKS 6. On the PSC Real Time data screen:
• Be certain Rest Switch is ON. Verify BRKON is highlighted when the wheel
brake lock is applied.
• Place Inverter Cutout switches in the CUTOUT
7. Turn brake lock switch OFF.
(down) position.
8. In the brake cabinet, short Circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
Brake System Pressure Switch Checks:
display and the low brake pressure buzzer
1. Start engine and allow engine to warm up for should be active.
approximately 10 minutes.
9. On the left frame rail, short Circuit 33F at the
2. Verify the following: steering pressure switch on the bleeddown mani-
All indicator lights on overhead are OFF fold to ground.
except System Rest, Propel System Not The low brake pressure, low steering pres-
Ready and Park Brake. sure lights in the overhead should come on
3. Individually check (other than the differential and the low brake pressure buzzer should be
pressure switch in rear axle housing) the service active.
brake system switches on the truck. (This can be
Hoist & Steering Circuit Switch Checks:
done by shorting the circuit to ground, momen-
tarily. The circuits are active while being shorted.) 10. On the inner side of the fuel tank, short Circuit 39
on hoist circuit hydraulic filters bypass indicator
a. Front to rear brake differential Circuit 33Z, in
switch, to ground.
the front of operator cab. (There is a 5-second
delay timer in this circuit.) The Hydraulic Oil Filter light in overhead turns
on.
b. Front differential brake Circuit 33Z in the brake
cabinet. (There is a 5-second delay timer on 11. At the steering circuit hydraulic filter, short circuit
this circuit.) 39 on filter bypass indicator switch to ground.
The Hydraulic Oil Filter light in overhead turns
4. Put brake lock switch ON.
on.
a. Short Circuit 33T to ground (brake lock degra-
12. On the fuel tank, short Circuit 38 at low fuel level
dation pressure switch located in brake cabi-
switch to ground.
net). (There is a 5-second delay timer on this
circuit.) The Low Fuel light indicator in the overhead
should light.
b. Note that when the brake lock is applied, the
service brake lights on the truck are active and 13. Short Circuit 51A at nitrogen precharge pressure
the service brake light indicator on the over- switches on top of steering accumulators to
head display illuminates. ground.
5. Connect the PTU to the PSC communication The Low Accumulator Precharge indicator
port. light is activated. This light stays on even
when the short is removed.
c:\>ACNMENU {enter} 14. Use engine shutdown switch on selector switch
console to shut down engine. Do not turn Key
Highlight PTU TCI & PSC {enter}
Switch OFF.
Enter your name {enter} The Accumulator Precharge light should
remain on and brakes and steering pressure
Enter your password {enter} remain charged.
15. Turn key switch OFF.
Cursor to “Normal Operation” {enter}
Verify steering pressure bleeds down.
Cursor to PSC Real Time Data {enter}
E3-34 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Aux Blower Rotation Check Final Checks:
1. Connect the PTU to the PSC communication
If the blower has been replaced or cables removed and port.
reinstalled, verify correct blower rotation to insure cor- 2. Start the engine. Select PSC Real Time Data
rect hookup. screen on the PTU:
Note: On some trucks the Auxiliary Blower System is c:\>ACNMENU {enter}
replaced by the Alt external fans. Highlight PTU TCI & PSC {enter}
1. Remove the inspection cover from the Aux Enter your name {enter}
Blower on the driver side of the truck.
Enter your password {enter}
2. Verify Inverter Cutout Switches are in the CUT-
Cursor to “Normal Operation” {enter}
OUT position (down).
Cursor to PSC Real Time Data {enter}
3. Start the engine.
3. Place the GF cutout switch in the normal position
4. Move the GF Cutout Switch to the NORMAL posi-
(up).
tion.
4. Place the REST switch in the OFF position.
5. Move the Rest Switch to the OFF position. 5. Compare the values displayed with the values
6. Check the rotation of the Aux Blower. shown on the sample screen in Figure 3-12.
6. Verify AUXFB is about 1700 rpm and exhaust air
Make sure it is rotating counterclockwise as
is flowing from the rear exhaust ports of the con-
viewed from the driver side of the truck.
trol cabinet.
Verify the Link Voltage lights are ON. 7. With the engine running, move the GF cutout
Verify that the exhaust holes on the control switch to the normal position and turn the Rest
cabinet are free of debris and air is flowing Switch OFF:
out of them. Verify both inverter link voltages (I1V & I2V)
7. Move the Rest Switch to the REST position. Note are approximately 700 volts.
the Link Energized lights turn off. 8. Place the Rest Switch in the ON position.
8. Shut down the engine. 9. Press {escape} {escape}.
9. Replace the Aux Blower cover. 10. Shut down engine and remove equipment.
FIGURE 3-12. PSC REAL TIME DATA SCREEN
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-35
(Release 18 Software)
On-Board Load Testing 2. Connect a VOM from circuit 72E @ TB24-G (+) to
circuit 0 @ TB24-H (-). This is the 10 volt load
hand-shaking signal from the engine. (Value
should be 5.0 volts with just control power on.)
Refer to “PVM Test” at the end of this section for
Inspect and verify the front and side electrical cabi- additional information.
net doors are closed and locked before performing 3. Turn brake lock ON.
the following tests.
4. On the PSC PTU:
Preparation Cursor to “Normal Operation” {enter}
1. Jumper fan clutch control circuit to lock fan in full Cursor to “PSC Real Time Data” {enter}
on condition.
5. With the engine running, place the Rest Switch in
a. If truck is equipped with DDEC engine, jumper the OFF position.
circuit 541M @ TB24 to ground.
6. Verify the values and the functions highlighted on
b. If truck is equipped with Komatsu engine, the PTU are similar to the screens shown in Fig-
jumper circuit 22FO @ TB32 to ground. ures 3-13 through 3-15.
Note: Load testing can be performed through the DID Note: Press {enter} to move to the next screen.
panel or by using the PTU. The procedures below
assume the PTU will be used.
FIGURE 3-13. PSC REAL TIME DATA SCREEN SAMPLE
E3-36 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
FIGURE 3-14. PSC SERIAL LINK DATA SCREEN
FIGURE 3-15. PSC ANALOG INPUT CHANNELS
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-37
(Release 18 Software)
7. Place the Rest Switch in the REST position. 9. With the engine running, place the Rest Switch in
the OFF position.
8. On the TCI PTU:
Verify the analog values and the functions
Cursor to “Normal Operation” {enter}
highlighted on the PTU are similar to the
Cursor to “TCI Real Time data” {enter} screen shown in Figure 3-16.
FIGURE 3-16. TCI REAL TIME DATA SCREEN
E3-38 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Initiate Loadbox Test NOTE: If the “HP ADJ” value is (-)400 it is an indication
that the zero to ten volt engine command is not getting
1. To initiate the loadbox test, on the PSC PTU:
to the PSC (Circuit 72E and 0).
Cursor to “Normal Operation” {enter} Refer to “PVM Optimum Load Curve Handshaking
Troubleshooting Test” for additional troubleshooting
Cursor to “SELF LOAD ENGINE TEST” {enter} information.
Cursor to ENTER LDBX {enter}
2. “CCU” should momentarily display at the bottom
of the screen. (This is a self-test indication).
3. Put the Selector Switch in NEUTRAL and
depress the accelerator pedal. RPM must be
above 1300 RPM to pick up RP1.
4. Compare the values on the Loadbox Screen to
the values shown in Figure 3-17.
FIGURE 3-17. SELF LOAD TEST; RP1 PICKED UP
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-39
(Release 18 Software)
9. Compare the values on the loadbox screen with
the values shown in the sample screen in Figure
3-19.
10. Record the Loadbox Screen on the PTU as fol-
In the following step, air exhausted from grid vents lows:
can be very hot.
a. While viewing the loadbox screen during full
load:
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
FIGURE 3-18. SELF LOAD TEST SCREEN; RP1 RP2/RP3 PICKED UP
E3-40 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
FIGURE 3-19. SELF LOAD TEST SCREEN; RP1 RP2 & RP3 PICKED UP
12. The load box screen should be recorded and val- Manual Offset HP Output Adjustment
ues compared to values calculated to account for
parasitic losses at the elevation of the test site If necessary to troubleshoot HP problems, use the fol-
and ambient temperature during testing as fol- lowing procedure:
lows: 13. With loadbox initiated, cursor to “HP Offset”
{enter}
Trucks with DDEC engine:
Cursor to => 0 HP
a. The output horsepower should be 2700 HP
±5% @ 1900 +10, -15 rpm. Input a + or - offset but not greater than +300
{enter}
b. The requested rpm from GE must be 1910
rpm. 14. Perform load test again.
c. Refer to Figure 3-20 for parasitic losses curve. Return offset to 0.0 {enter}
Read the parasitic losses from the graph cursor to HP Offset {enter}
based on ambient temperature and altitude.
cursor to LDBXINIT {enter}
Add the value on the graph to the delivered
15. Exit the loadbox test mode and allow engine to
HP to GE and compare that to the “-5%”
cool down:
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP) Cursor to LDBX INIT on the Loadbox Screen
and press {enter}.
Trucks with Komatsu SSDA16V160 engine:
16. Note engine temperature and pressure gauges for
a. The output horsepower should be 2700 HP normal values.
±5% @ 1900 +10, -15 rpm.
17. Place Rest Switch in the ON position.
b. The requested rpm from GE must be 1900
rpm. 18. Turn key switch OFF. Allow steering accumulators
to bleed down.
c. Refer to Figure 3-21 for parasitic losses curve.
19. Record all data to create a truck record for future
Read the parasitic losses from the graph comparison.
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-41
(Release 18 Software)
FIGURE 3-20. TOTAL PARASITIC LOSS AT FULL POWER
DDEC 4000, 2700 GHP, ECS 8 Blade, 78” dia. 5.3” PW @836 RPM
FIGURE 3-21. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM
E3-42 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
TROUBLESHOOTING
PVM Optimum Load Curve Handshaking Trucks equipped with Komatsu engine:
Troubleshooting 1. With the engine shut down, keyswitch ON and
Note: a value of below 0.5VDC or above 9.5VDC (on control power ON, measure voltage between 72E
circuit 72E) indicates a failure. (+) and 0 (-) lead.
Voltage should be 5.0 volts.
Trucks equipped with DDEC engine:
a. Jumper circuit 22FO to ground and verify volt-
1. 1. With the engine shut down, keyswitch ON and
age on 72E to 0 changes to 7.0VDC.
control power ON, measure voltage between 72E
(+) and 0 (-) lead. Voltage should be 5.0VDC. b. If the voltage is 0VDC, verify the connections
a. If the voltage is low or 0VDC, check voltage of to the PVM are correct and circuit 439 and
circuit 15VL @ TB32. (This supply is from the 11SL connected to CN P382 positions 5 and
GE drive system power supply card through 40 are 24VDC.
the GE/Auxiliary Control harness.) 2. With the engine running and under load, with key-
Voltage should be 5.0 volts. switch and control power switch ON, check the
voltage at 72E(+) to 0 (-).
b. Then check voltage of circuit 15SIM @ TB32.
Voltage should be 5.0 volts
Voltage should be approximately 14.5 VDC.
a. Check the PVM diagnostic connector P381.
c. If voltage is 0VDC or considerably lower than
14.5 volts, check the 20 ohm resistor on DB1. b. Verify the voltage between position A to B is 8
to 11VDC. (A reading of 0VDC indicates the
2. 2. With the engine running and under load, with 1939 transmission line failed. Check 1939 wir-
keyswitch and control power switch ON, check ing.)
the voltage at 72E(+) to 0 (-).
c. Verify the voltage between position C to B is 8
Voltage should be 5.0 volts
to 11VDC. (A reading of 0VDC indicates the
a. If the voltage in step 2 is lower or higher than PVM has failed only if the voltage from posi-
5.0 volts, check using the DDR to see the per- tion A to B is correct and the filtering circuit is
cent of load the engine is given to the PVM correct.) Check filtering circuit resistors and
module. capacitors connected to P383 positions 12
b. Multiply the percentage value in the previous and 20 and P382 position 33 mounted on
step by 10. This should equal the 72E to 0 diode board DB1.
voltage reading. (i.e. 50% X 10 = 5.0 VDC)
3. If both step 1 and 2 are 0VDC, then circuit 439 or
Note: The DDR is updated every second and is not a 11SL or both are incorrect.
true real (electronic) time value. The GE system
updates every 20msec. A more accurate method of
measuring the updated value is to attach an
oscilloscope to the circuit 908M terminal point to Trucks with Either Engine:
ground and measure the time the signal is positive
If necessary, a variable voltage can be substituted for
divided by the total time of the signal wave form and
the 72E/0 circuit voltage to determine if the problem is
multiply it by a factor of 10. This should equal the 72E
caused by the engine or the GE drive system.
to 0 circuit voltage. This is a 50HZ signal.
This voltage can be varied above and below 5VDC to
Examples:
see if the GE drive system follows this signal, dropping
10ms/20ms = .50 X 10 = 5.0VDC load when the signal is below 5VDC and increasing
15ms/20ms = .75 X 10 = 7.5VDC load if the signal is above 5VDC.
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.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-43
(Release 18 Software)
MISCELLANEOUS COMPONENT REPAIR 8. If there is NO voltage, troubleshoot the Gate
Drive Power Converter (GDPC) or the harness.
9. If there IS voltage, reconnect the harness and
disconnect the GTO Gate lead on the “G” termi-
nal.
• BE CERTAIN TO ALLOW ADEQUATE TIME 10. If there IS red light visible with the gate lead dis-
FOR LINK VOLTAGE TO DRAIN DOWN before
connected, the GTO is shorted and the entire
opening the electrical cabinet to perform the
phase module or chopper module must be
following checks or repairs. Verify the Blower
replaced.
Control Panel (AXCAP) LED’s (4, Figure 3-22
are OFF. 11. If there IS NOT red light visible with the gate lead
disconnected, the GATE DRIVE MODULE is
• If any of the above warning lights remain ON, faulty and should be replaced. All the gate drive
a system failure may have occurred. Refer to sections for phase modules and chopper modules
“Truck Shutdown Instructions Shutdown After are alike and interchangeable. The Red-covered
System Failure” for procedures to follow and White-covered gate drive modules are inter-
before attempting repairs. changeable where mounted by the 6 capscrews
to the cooling tubes of the phase module or chop-
Troubleshooting Phase Modules and Chopper per module.
Modules
1. To troubleshoot a phase module or chopper mod-
ule, access the PSC Manual Test screen on the
PTU while connected to PSC panel, engine Phase Module Removal and Snubber Resistor
stopped, and NOT in rest mode. Replacement
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.
E3-44 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
To Remove the Snubber Resistors: 8. When the outer snubber assemblies are installed,
reinstall the “L” brackets.
1. Disconnect the upper and lower “L” brackets to
the DC link with a 3/4” inch socket. Remove only 9. Following a similar procedure as explained
the outer four “L” brackets on the snubbers and above, replace the resistors on the center top and
leave the brackets on the center two snubbers. bottom snubber resistor assemblies.
Note: The brackets on the two center snubbers must
remain in place to prevent the DC link from falling.
2. Remove the cables to the DIT located on the “L” Phase Module Installation
brackets. 1. Return each Phase Module to its original location.
3. Remove the snubber mounting bolts with a 3/4” 2. Apply two full twists on the snubber cables prior
inch socket. to connecting it to the phase modules. Put a tyrap
4. Remove the snubber assembly. The threaded rod at each twist.
pulls out with the snubber assembly. To remove 3. Secure each snubber cable to the capacitor box
the top left snubber assembly, loosen the bolts on on top of each phase module with a tyrap.
the bracket securing the left side of the link and
then push the link up to get the snubber assembly 4. Tighten the four 5/8”-11 Phase Module mounting
out. bolts to 111-124 ft. lbs. (150 - 168 N.m) torque.
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.
Snubber Resistor Installation
1. To pull the new resistor cables through the hole in
the base, spray the cables with ether or alcohol
near the new grommet so that it slides easier in
place. Do not RTV the new grommet.
2. Using RTV 6708, seal the corners of the resistor
where it contacts the snubber base to prevent air
leakage at the seams.
3. Install a flat washer over each mounting hole
between the base and the gasket.
4. Install new inner and outer gaskets. Using RTV
6708, seal the seam between the outer gasket
and the two inner gaskets.
5. Apply Loctite® to the four mounting screws for the
snubber resistors and install the resistors on the
base.
6. Install the snubber assembly in the truck, making
sure the resistor wires are on top.
7. Install the four mounting bolts for each snubber
resistor assembly. Tighten to 65 ft. lbs. (88 N.m)
torque.
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-45
(Release 18 Software)
AUXILLIARY BLOWER CONTROL SYSTEM Subcode 03:
TROUBLESHOOTING
Description: An overcurrent condition was detected
during operation.
1. Check Capacitor Bank and Controller connec-
tions.
The Auxiliary Capacitor Panel remains charged for 2. Verify the inductor connections match-up (+ and -
at least 15 minutes after engine shutdown. Be cer- ) from the Auxiliary Inverter and to the Auxiliary
tain LED’s D1 and D2 (4, Figure 3-22) are OFF Capacitor bank (PH+ to IV+ and PH- to IV-).
before working on Auxiliary Blower Control cir-
cuits. Short CP+ to CP-. 3. If a problem was found and corrected in step 1 or
2, restart and check operation again.
The following are recommended checks to be made to 4. If problem still exists, disconnect AM101, AM201
the Auxiliary Blower Control System components and and AM301 wires connecting the Auxiliary
circuits based on the detection of Event Code 636 and Inverter to the blower motor.
the subcodes listed. Refer to Figure 3-22 for compo-
nent and terminal locations. 5. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
Subcode 00: cables and chassis ground.
6. Using an ohmmeter, check for shorts between
No fault condition - initial state upon applying power.
AM101, AM201 and AM301 wires and between
Subcode 01: IV+ and IV-.
7. If no problem was found in above steps, replace
Description: A low DC bus voltage was detected dur- the Controller.
ing power up sequence.
1. Check the 3-phase input connections and input Subcode 05:
fuses F1 and F2.
Description: A high DC bus voltage was detected dur-
2. Check Capacitor Bank and Controller connec- ing operation.
tions.
1. Check Capacitor Bank and Controller connec-
3. If a problem was found and corrected in step 1 or tions.
2, restart and check again.
2. Check DC Sense connection (connector J13 to
4. If no problem was found in above steps, replace IV+ (red wire) and IV- (black wire)).
the Controller.
3. Attempt to restart and check operation.
Subcode 02: 4. If problem still exists, replace controller.
Description: A high DC bus voltage was detected dur- Subcode 06:
ing power up sequence.
Description: A high DC bus voltage was detected after
1. Check Capacitor Bank and Controller connec-
the phase controller power up sequence.
tions.
1. Check Capacitor Bank and Controller connec-
2. Check DC Sense connection (connector J13 to
tions.
IV+ (red wire) and IV- (black wire)).
2. Check DC Sense connection (connector J13 to
3. If a problem was found and corrected in step 1 or
IV+ (red wire) and IV- (black wire)).
2, restart and check again.
3. If problem still exists, replace controller.
4. If no problem was found in above steps, replace
the Controller.
E3-46 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
Subcode 07: Subcode 08:
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.
FIGURE 3-22. AUXILIARY BLOWER CONTROL COMPONENTS
1. Auxiliary Inductor (AXIND) 6. Capacitor Fuses
2. Snubber (AUX SNUB) 7. Propulsion System Controller (PSC)
3. Auxiliary Inverter (Controller AXINV) 8. Cover
4. Blower Control System Warning LED's 9. Input Fuses (F1 & F2)
5. Auxiliary Power Filter Capacitor Bank (AXCAP) 10. 3- Pin Connector
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-47
(Release 18 Software)
Subcode 09: Subcode 12:
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:
Description: An overcurrent condition exists due to a
low DC bus voltage.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. Check Capacitor Bank and Controller connec-
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.
E3-48 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
AUXILLIARY INVERTER (CONTROLLER) 7. Whenever it is determined that an Aux Inverter
TROUBLESHOOTING input SCR has failed, both AC Input fuses must
be replaced and the old ones discarded.
8. Check pin and wire continuity between Aux con-
troller CNX connector (7, Figure 3-25) and appro-
priate PSC & TCI connectors.
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
AC Input 1 AC Input 2 AC Input 3
Term 1 PH+ Term 2 PH+ Term 3 PH+
Term 1 PH- Term 2 PH- Term 3 PH-
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-49
(Release 18 Software)
AUXILLIARY SNUBBER PANEL
TROUBLESHOOTING
The Auxiliary Capacitor Panel remains charged for
at least 15 minutes after engine shutdown. Be cer-
tain LED’s D1 and D2 (6, Figure 3-25) are OFF
before working on Auxiliary Blower Control cir-
cuits.
1. After verifying capacitor charge warning LED’s (6,
Figure 3-25) are not lit, disconnect external wiring
from snubber panel terminals (3, Figure 3-23) to
isolate the panel from other system components FIGURE 3-23. AUXILIARY SNUBBER PANEL
before making measurements.
1. Capacitor 3. Terminals
2. Using an ohmmeter and capacitance meter, ver-
2. Choke
ify Snubber Panel components by measuring
resistance values between points shown in Table
below. Refer to Figure 3-23 and 3-24 for test point
locations.
Measuring Point Specified Value
1 C2-4 23.75Ω 26.25Ω
1 C1-4 23.75Ω 26.25Ω
2 C3-4 23.75Ω 26.25Ω
3 C2-2 0Ω 0Ω
C1-2 R1-1 0Ω 0Ω
3 C3-2 0Ω 0Ω
C1-4 C1-2 0.10 µF 0.17 µF
C2-4 C2-2 0.10 µF 0.17 µF
C3-4 C3-2 0.10 µF 0.17 µF
3. After all measurements have been made and
repairs completed if needed, reconnect wiring
removed in step 1.
FIGURE 3-24. AUXILIARY SNUBBER
E3-50 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
IGBT TROUBLESHOOTING 7. After all circuits have been tested, reconnect all
cables to their proper terminals. Reconnect J1,
J2, J3, J4, J7 and J8.
8. Reinstall cover (2) and attach harness connector
at CNX receptacle.
The Auxiliary Capacitor Panel remains charged for
at least 15 minutes after engine shutdown. Be cer-
tain LED’s D1 and D2 (6, Figure 3-25) are OFF
before working on Auxiliary Blower Control cir-
cuits.
1. After verifying capacitor charge warning LED’s (6,
Figure 3-25) are not lit, remove cable attached at
CNX connector (7).
2. Remove 6 screws retaining cover (2). Remove
cover.
3. Disconnect cables at AM101, AM201, and
AM301 connection studs (4) and isolate from
other circuits.
4. Disconnect wires at IV+ and IV- terminals (5).
5. Remove connectors J1, J2, J3, J4, J7 and J8.
Refer to Figure 3-25 for pin numbers when view-
ing face of harness end of connector.
6. Using an ohmmeter and the specifications in the
Table below, measure by probing the pins in the
harness connectors. All circuit test points listed in
the Table should show continuity.
Note: All #3 pins in connectors should show an open
circuit to all other test points.All IGBT’s should be free
of cracks or leaks.
FIGURE 3-25. IGBT CHECK TEST POINTS
Connector From Pin To Measurement
1 IV+ Continuity 1. Auxiliary Inverter (Controller)
J1 2. Cover
2 AM101 Continuity 3. 3-Pin Connectors
1 AM101 Continuity 4. AM101, AM201, AM301 Connection Studs
J2 5. IV+, IV- Terminals
2 IV- Continuity 6. Blower Control System Warning LED's
1 IV+ Continuity 7. CNX Connector
J3
2 AM201 Continuity
1 AM201 Continuity
J4
2 IV- Continuity
1 IV+ Continuity
J7
2 AM301 Continuity
1 AM301 Continuity
J8
2 IV- Continuity
E03015 1/02 AC Drive System Electrical Checkout Procedure E3-51
(Release 18 Software)
NOTES
E3-52 AC Drive System Electrical Checkout Procedure 1/02 E03015
(Release 18 Software)
SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
G01017 Index G1-1
NOTES
G1-2 Index G01017
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02015 08/01 Tires and Rims G2-1
NOTES
G2-2 Tires and Rims 08/01 G02015
TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con-
sult the tire manufacturer for recommended tire pres-
sure. When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
Insure valve caps are securely applied to valve
place. Do not stand in front of or over the lock-
stems. The caps protect valves from dirt build up and
ring during inflation procedures. Never overin-
damage. DO NOT bleed air from tires which are hot
flate a tire. Refer to tire manufacturers
due to operation; under such circumstances, it is nor-
recommendations.
mal for pressure to increase in the tire due to expan-
Always keep personnel away from a wheel and
sion.
tire assembly when it is being removed or
A bent or damaged rim which does not support the installed.
bead properly may cause abnormal strain on the tire The tire and rim weigh approximately 14,285 lbs.
resulting in tire damage. If a tire becomes deeply cut, (6,480 kg). Be certain tire handling equipment is
it should be removed and repaired. Neglected cuts capable of lifting and maneuvering the load.
cause many tire problems; water, sand, dirt and other
foreign materials work into the tire through a cut,
eventually causing tread or ply separation. Due to the size and weight of the tire and rim assem-
blies, special handling equipment such as a modified
Tires should be stored indoors if possible. If stored
fork lift (“tire handler”) as shown in Figure 2-1 is
outdoors, cover tires with tarpaulin to keep out dirt,
desirable. Consult local tire vendors for sources of
water and other foreign materials. Long exposure to
equipment designed especially to remove, repair,
the sun will cause ozone cracks. Storage should be
and install large off-highway truck tires.
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease and other petroleum prod-
ucts.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explo-
sion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
FIGURE 2-1. TYPICAL TIRE HANDLER
G02015 08/01 Tires and Rims G2-3
FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring
2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
FRONT TIRES AND RIMS
Removal
6. Grip tire and wheel assembly with tire handler.
1. Apply parking brake and block rear wheels to
Remove nuts (11) securing wheel assembly.
prevent movement of truck.
7. Care should be taken not to damage the infla-
2. Following normal shutdown procedures, place
tion hose during tire removal. Move wheel
rest switch in the ON position, shut down the
assembly away from wheel hub and into clean
engine and verify the link voltage lights are OFF. work area.
Allow at least 90 seconds for the accumulators
to bleed down. Turn the steering wheel to be
sure no pressure remains. As a safety precau-
tion, bleed down brake accumulators.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tire clears ground Do not attempt to disassemble wheel assembly
and block up securely under frame. until all air pressure is bled off.
5. Inspect hydraulic brake lines for damage or
leaking fittings. Always keep personnel away from a wheel
assembly when it is being removed or installed.
G2-4 Tires and Rims 08/01 G02015
Installation REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts
Removal
before installing wheel assembly.
1. Park truck on level ground and block front
1. Grip wheel assembly with the tire handler and
wheels. Position a jack under rear suspension
align tire inflation hose and wheel hub (1, Fig-
mounting plates as shown in Figure 2-3.
ure 2-2). Position rim onto wheel hub studs.
2. Raise rear axle housing of truck until tires clear
2. Lubricate all stud threads and nut seating
ground. Securely block up rear axle housing
flanges with lithium base grease. Install and
near the wheel motor mounting flange.
tighten nuts in the following sequence:
3. If rear, inner tire is to be removed, remove inner
a. Install six nuts at the 12 o'clock and six nuts tire inflation hose at clamp on outer wheel and
at the 6 o'clock positions. Tighten each nut to disconnect from inner extension (7, Figure 2-5).
1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
4. Grip outer wheel and tire with tire handler arms
b. Install three nuts directly below the 3 o'clock as shown in Figure 2-4. Remove flanged nuts
and three nuts directly above the 9 o'clock (10, Figure 2-5) from adaptor ring (9) securing
positions. Tighten the nuts to 1715 ± 100 ft. outer rim to wheel motor hub.
lbs. (2326 ± 136 N.m) torque. 5. Pull straight out on outer wheel assembly and
c. Install three nuts directly above the 3 o'clock remove.
and three nuts directly below the 9 o'clock 6. If inner wheel removal is necessary, disconnect
positions. Tighten these nuts to 1715 ± 100 inner tire inflation extension (7) and remove.
ft. lbs. (2326 ± 136 N.m) torque.
7. Position tire handler to grip inner wheel.
d. Install the remaining nuts and torque in a Remove flanged nuts (6).
clockwise direction to 1715 ± 100 ft. lbs.
(2326 ± 136 N.m) torque.
e. Re-torque all nuts in a clockwise direction to
the required 1715 ± 100 ft. lbs. (2326 ± 136
N.m) torque.
3. Remove blocking etc. and lower jack.
4. Operate truck for one load and retighten wheel
nuts to the specified torque.
FIGURE 2-4. REAR TIRE REMOVAL
1. Tire Handler 3. Inner Rear Tire
2. Outer Rear Tire
FIGURE 2-3. REAR AXLE JACK LOCATION
G02015 08/01 Tires and Rims G2-5
FIGURE 2-5. REAR WHEEL ASSEMBLY
1. Wheel Motor 4. Extension 8. Clamps 12. Wheel Motor
Mounting Flange 5. Wheel Hub 9. Adapter Ring Transmission
2. Inner Wheel Rim 6. Flanged Nut 10. Flanged Nut 13. Extension
3. Disc Brake Assembly 7. Inner Extension 11. Flanged Nut 14. Bracket
15. Outer Wheel Rim
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.
G2-6 Tires and Rims 08/01 G02015
5. Using the procedures in Step 3, install flanged 8. Secure inner and outer dual tire inflation lines to
nuts (10) in the sequence described and tighten bracket (14) on outer rim.
to the same torque value as the inner wheel. 9. Remove blocks from under truck and lower
6. Grip outer wheel assembly with tire handler and truck to the ground. Operate truck for one load
position onto wheel motor hub. and retighten outer wheel nuts (11) and adapter
flange nuts (10) to 1715 ± 100 ft. lbs. (2326 ±
136 N.m) torque.
NOTE: Position outer dual wheel to align tire valve
bracket with inner wheel inflation line.
7. Using the procedures in Step 3, install flanged
nuts (11) in the sequence described and tighten
to the same torque value as the inner wheel. Recheck torque after each load for first day and
then intermittently thereafter until all nuts hold
torque.
NOTE: Inner flanged nuts (6) and studs should be
visually inspected for breakage or missing nuts
during scheduled maintenance checks by inserting a
mirror between the rear tires.
G02015 08/01 Tires and Rims G2-7
RIM
Tire Removal
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (7, Figure 2-6). Make sure
the jaws of the frame are as near to the bead
seat band (6) as possible.
DO NOT weld or apply heat on the rim assembly 3. Following tool manufacturers instructions, move
with the tire mounted on the rim. Resulting gases tire bead in far enough to permit placing a
inside the tire may ignite causing explosion of wedge between tire and flange at side of tool.
tire. 4. Repeat this procedure at locations approxi-
When inflating tires always use a safety cage. mately 90° from the first application. Continue
Never inflate a tire until the lockring is securely in this procedure until tire bead is free from rim.
place. Do not stand in front of or over the lock- 5. After bead is broken loose, insert flat of tire tool
ring during inflation procedures. Never overin- in beading notch on lockring (8). Pry lockring up
flate a tire. Refer to tire manufacturers and out of groove on rim.
recommendations.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove O-ring.
1. Place tire and wheel assembly in safety cage 7. Remove bead seat band (6) from rim (5) and
and discharge all air pressure from tire. remove flange (7).
Reposition wheel assembly and repeat removal pro-
cedure on opposite side of tire. Remove tire from rim.
FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring
2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
G2-8 Tires and Rims 08/01 G02015
Tire Installation
1. Before mounting tire to rim, remove all dirt and 5. Install outer flange (7, Figure 2-6) in position
rust from rim parts, particularly the O-ring and install bead seat band (6). Push in on bead
groove and bead seats. It is advisable to touch seat band to expose O-ring groove in rim.
up all metal parts with a good anti-rust paint to 6. Lubricate new O-ring (9) with soap solution and
prevent bare metal from being exposed to the install in groove of rim.
weather. 7. Install lockring (8) and tap into place with lead
NOTE: Do not allow paint, rust or other hammer. Lockring lug must fit into slot of
contamination to cover mating faces of lockring (8, rim.
Figure 2-6) and rim (5). 8. With tire inside safety cage, remove valve core
from valve stem and inflate tire to seat beads of
tire and O-ring as specified by tire manufac-
turer.
Check to be sure that proper rim parts are used
for reassembly, use of incompatible parts may
not properly secure the assembly resulting in Use a safety cage whenever possible. Stand to
violently flying parts upon inflation. one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
2. If tire inflation hose and hardware were inflating.
removed, reinstall in rim. Position hose assem-
bly for proper routing.
9. If beads of tire and O-ring do not seat within one
3. Install inner flange on rim. Coat beads of tire
minute, raise tire slightly and tap bead seat
with tire mounting soap solution.
band. This will help the air pressure to push the
tire bead out into position.
10. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
4. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.
G02015 08/01 Tires and Rims G2-9
NOTES
G2-10 Tires and Rims 08/01 G02015
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Installation - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Disassembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Cleaning and Inspection - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Assembly - Wheel Hub and Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Removal - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Installation - Steering Cylinder and Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
G03017 08/02 Front Wheel Hub and Spindle G3-1
NOTES
G3-2 Front Wheel Hub and Spindle 08/02 G03017
FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY Preparation
The following instructions will cover the complete 1. Reduce the engine speed to idle. Place the
removal, installation, disassembly, assembly and selector switch in NEUTRAL and apply the
bearing adjustment of front wheel hub and spindle. If parking brake. Be certain the parking brake
only brake service is to be performed, refer to Sec- applied indicator lamp in the overhead panel is
tion J, Brake Circuit. illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If,
for some reason the engine does not shut
Do not loosen or disconnect any hydraulic brake down, use the shutdown switch on the center
line or component until engine is stopped, Key console.
switch is OFF for 90 seconds and drain valves on
4. Verify the link voltage lights are off. If they
brake accumulators are opened.
remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
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.
G03017 08/02 Front Wheel Hub and Spindle G3-3
8. Remove 16 of the arm attachment capscrews
(5) as follows:
a. Refer to Figure 3-5 (spindle removal tool)
and remove the capscrews in the steering
arm designated by an "X".
The front spindle, brake and wheel hub assembly
weighs approximately 10,670 lbs. (4840 kg). Be b. Remove the capscrews using a circular pat-
certain lifting device is capable of lifting the load. tern and torque increments of 500 ft. lbs.
(678 N.m). Do not attempt to remove each
capscrew in one sequence!
6. Position a fork lift under the wheel hub and 9. Run a tap (1.25 in. - 12 UNF) in the threads
spindle assembly as shown in Figure 3-2. Use after the capscrews are removed.
blocking as necessary to keep the assembly
10. Using several 1.25" UNF x 8.00" long, grade 8
level.
capscrews and hardened flatwashers (see Fig-
7. Remove capscrews and washers (1, Figure 3- ure 3-4 for Komatsu part numbers), install the
3) securing retainer plate (2) to spindle structure spindle removal tool on the bottom of the steer-
and suspension. To prevent thread damage, ing arm. Lubricant, such as chassis lube, is rec-
loosen capscrews in a circular pattern, in torque ommended for use on the washers and threads
increments of 500 ft. lbs. (678 N.m). Remove of the capscrews.
retainer plate.
NOTE: Multiple washers may be required to allow the
NOTE: A tool may be fabricated locally to aid in pusher capscrews to be effective. One or two
spindle removal. Refer to Section M, Special Tool washers can be installed with the pusher tool in place
Group for fabrication information. Usage of this tool is to gauge the washer height required to prevent
described in the following steps. capscrews from bottoming out. The minimum
recommended thread engagement is 1.62 in. (41
mm).
FIGURE 3-3. WHEEL HUB AND SPINDLE
REMOVAL
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL 1. Capscrews 4. Steering Arm
(TYPICAL) 2. Retainer Plate 5. Arm Retainer
3. Spindle Capscrews
G3-4 Front Wheel Hub and Spindle 08/02 G03017
FIGURE 3-4. SPINDLE REMOVAL TOOL FIGURE 3-5. SPINDLE REMOVAL TOOL
INSTALLATION
1. Capscrew Insertion 2. Tool Structure
1. Capscrew 3. Removal Tool Holes (“X”)
(P/N KC7095) 4. Steering Arm
2. Hardened Washer 5. Spindle
(P/N WA0366) 6. Suspension Piston
13. Tighten the capscrews, again to the maximum
specified torque. Using a large hammer and
heat as specified in the previous step, carefully
tap the top surface of the spindle.
Heavy components and high forces are involved
in this procedure. Use caution at all times when
applying force to these parts. Sudden release of NOTE: In extreme cases, it may be necessary to
the spindle could cause components to move remove additional steering arm retaining capscrews
forcefully and unexpectedly. and use additional pusher capscrews to apply more
force.
11. Install the remaining capscrews in the holes
marked "X" (Figure 3-5). Progressively increase 14. Lower the wheel hub and spindle assembly
the torque in a circular pattern until the tapered away from suspension piston rod. Use care dur-
piston breaks loose, or 1580 ft. lbs. (2142 N.m) ing removal to prevent damage to the suspen-
torque is reached. sion piston rod taper and the tapered spindle
12. If the specified torque is reached and the bore.
tapered parts have not separated, apply heat to 15. Move the spindle and hub assembly to a clean
the spindle at two places, 180° apart. Do not work area for repair.
exceed 850°F (454°C) saturated temperature
of the spindle.
G03017 08/02 Front Wheel Hub and Spindle G3-5
Installation - Wheel Hub and Spindle Assembly
1. Clean spindle bore and suspension rod taper to 7. Install steering cylinder into steering arm. Use
be certain they are free of rust, dirt, etc. EH4638 sleeve alignment tool (included in tool
group) to position spacers and bearing during
2. Lubricate spindle bore and suspension rod
pin insertion. Tighten pin retaining nut to 750 ±
taper with multi-purpose grease Number 2 with
75 ft. lbs. (1017 ± 102 N.m) torque.
5% Molybdenum Disulphide.
8. Install tie rod on steering arm using EH4638
alignment tool. Tighten pin retaining nut to 750
± 75 ft. lbs. (1017 ± 102 N.m) torque.
9. Connect lubrication lines.
Use of “anti-seize” compounds that contain cop-
10. Install the brake system cooling hoses using
per are prohibited from use on spindle bores and
new O-rings in the flange fittings. Install the
rod tapers. These lubricants can cause severe
brake apply line. Be certain drain plug (2, Figure
damage. Only use multi-purpose grease Number
3-1) is installed.
2 with 5% Molybdenum Disulphide.
3. Position spindle and wheel hub assembly on 11. Reconnect the speed sensor cables.
fork lift or similar lifting device as shown in Fig- 12. Install wheel and tire as described in Section G,
ure 3-2. Front Tires amd Rims - Installation.
4. Raise the spindle and wheel hub assembly into 13. Be certain hydraulic pump shut-off valves are
position. open.
5. Secure spindle to suspension using retainer
14. Start the engine. Move the hoist control lever to
plate (2, Figure 3-3) and capscrews (1). Tighten
the FLOAT position to allow hydraulic oil to cir-
capscrews using the following procedure:
culate through the brake cooling system, and fill
a. Tighten capscrews uniformly to 500 ft. lbs. the front wheel hub and disc brake assembly
(678 N.m) torque. with oil.
b. Continue to tighten capscrews in increments 15. Bleed air from brake apply lines as described in
of 250 ft. lbs. (339 N.m) to obtain a final Section J, Wet Disc Brake Assembly - Wet Disc
torque of 1995 ± 100 ft. lbs. (2705 ± 135 Brake Bleeding Procedure.
N.m). 16. Shut off the engine. Check hydraulic tank oil
6. If removed, install steering arm. Tighten cap- level and refill if necessary.
screws to 1995 ± 100 ft. lbs. (2705 ± 135 N.m)
17. Inspect the brake assembly and all hose con-
torque.
nections for leaks.
G3-6 Front Wheel Hub and Spindle 08/02 G03017
Disassembly - Wheel Hub and Spindle Assembly
1. Remove the wheel hub and spindle as covered 12. Attach a lifting eyes and an overhead hoist to
in "Removal" before proceeding to Step 2. the brake assembly. Carefully lift the assembly
Remove any dirt and mud from the assembly. off the hub.
2. To aid in complete disassembly of the wheel Refer to Section "J" for brake assembly rebuild
hub and spindle assembly, support the assem- instructions.
bly in a vertical (hub cover up) position using a
fabricated spindle stand. 13. Remove and discard seal carrier O-ring (38).
3. Install six, 0.50 in. -13 x 0.75 in. long socket 14. Remove speed sensor gear (35) and shims
head capscrews (34, Figure 3-6) through the (36).
disc brake back plate into the mating holes in 15. If bearings require replacement, press cups (6 &
the seal retainer. Tighten securely. 29) from the wheel hub.
NOTE: The capscrews installed in Step 3 will secure 16. Remove capscrews (31) and hardened flat-
the seal carrier and face seal assembly to the brake washers (32). Remove brake adapter (19) and
housing during brake removal. DO NOT rotate the discard O-rings (22 & 25).
wheel hub.
17. Remove inner bearing cone (28) and retainer
pin (39).
4. Disconnect speed sensor cables. Loosen sen- 18. Remove bearing spacer (27).
sor clamping capscrews and remove speed
sensors (16).
5. Remove capscrews (20) and hardened flat-
washers (21) securing brake adapter (19) to
brake housing. Cleaning and Inspection - Wheel Hub and Spindle
Assembly
6. Remove the capscrews and washers that
secure cover (5). Remove the cover and dis- 1. Clean all metal parts in fresh cleaning solvent.
card O-ring seal (41). 2. Inspect wheel hub studs (2, Figure 3-6) and
7. Remove capscrews (11) and hardened flat- replace if damaged or broken.
washers (12). Remove bearing retainer (13)
and shims (8).
8. Attach a lifting device to the wheel hub/brake NOTE: If new studs are installed, coat the hole in the
assembly and carefully lift it straight up and off hub and serrated portion of the stud with an anti-
the spindle. seize compound prior to installation. DO NOT coat
threads.
9. Remove outer bearing cone (7) and retainer pin
(40).
10. Remove spindle cap (10) and O-ring (9). 3. Inspect tapped hole threads and re-tap if neces-
sary.
11. Rotate hub vertically 180° and place on blocking
to prevent damage to wheel studs and 4. Inspect bearing seating surfaces in hub and on
machined surfaces. spindle. Inspect bearing spacer. Use a stone to
carefully dress high spots that may interfere
10. Remove capscrews (14) and washers (15) with re-assembly.
securing seal carrier (37) sensor gear (35) and
5. Inspect all other machined surfaces for dam-
shims (36) to wheel hub.
age.
11. Remove capscrews (23) and hardened washers 6. Always use new O-ring seals during assembly.
(24) securing brake assembly inner gear to
wheel hub.
G03017 08/02 Front Wheel Hub and Spindle G3-7
FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub 15. Washer 29. Inner Bearing Cup
2. Stud 16. Speed Sensor 30. Seal Assembly
3. Capscrew 17. Sensor Bracket 31. Capscrew
4. Washer 18. Disc Brake Assembly 32. Hardened Washer
5. Cover 19. Brake Adapter 33. Drain Plug
6. Outer Bearing Cup 20. Capscrew 34. Socket Head Capscrew
7. Outer Bearing Cone 21. Hardened Washer 35. Speed Sensor Gear
8. Shims 22. O-ring 36. Shims
9. O-Ring 23. Capscrew 37. Seal Carrier
10. Spindle Cap 24. Hardened Washer 38. O-ring
11. Capscrew 25. O-ring 39. Bearing Retainer Pin
12. Hardened Washer 26. Spindle 40. Bearing Retainer Pin
13. Bearing Retainer 27. Bearing Spacer 41. O-ring
14. Capscrew 28. Inner Bearing Cone
G3-8 Front Wheel Hub and Spindle 08/02 G03017
Assembly - Wheel Hub and Spindle Assembly 8. Install a new O-ring (9) onto spindle cap (10).
Lubricate the O-ring with clean hydraulic oil.
Install the cap into the end of spindle (26). The
tapped holes on the spindle cap must face the
outside for disassembly purposes.
NOTE: All mating surfaces of wheel and brake
components must be clean and dry during Wheel Bearing Adjustment:
assembly. No thread lubricant is permitted on
9. Install bearing retainer (13) onto the spindle
these surfaces.
without any shims. The thickness of the retainer
1. Position the spindle vertically (hub end up). is etched on the surface of the retainer. This
2. Check bearing cones (7 & 28, Figure 3-6) for a side should be facing outward. Use 4, equally
slip fit on spindle (26). spaced capscrews in order to secure the
3. Check the threads in the bearing retainer holes retainer. Two capscrews must be positioned
in the end of the spindle to be certain the cap- adjacent to the 0.50 in. (12.7 mm) diameter
screws will thread freely. If not, re-tap the access holes in the retainer.
threads. 10. Seat the wheel bearings using the following pro-
4. Install bearing cups (6 & 29) in the wheel hub cedure:
(1)as follows: a. Tighten the 4 capscrews to 80 ft. lbs. (108
a. Preshrink the cups by packing them in dry N.m) torque. Rotate the wheel hub at least 3
ice, or by placing them in a deep-freeze unit. full revolutions.
b. Tighten the 4 capscrews to 160 ft. lbs. (217
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. c. Repeat Step 10-b until torque is maintained.
c. After cups have warmed to ambient temper- d. Loosen the 4 capscrews and rotate the hub
ature, press the cups tight against hub shoul- at least three revolutions.
der as follows:
e. Tighten the 4 capscrews to 60 ft. lbs. (81
1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force. N.m) torque. Rotate the wheel hub at least 3
2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force. full revolutions.
f. Tighten the 4 capscrews to 100 ft. lbs. (136
N.m) torque. Rotate the wheel hub at least 3
5. Install spacer (27). If necessary, tap lightly to full revolutions.
seat the spacer against the spindle. The spacer
must fit tightly against the spindle shoulder. g. Repeat Step 10 - f until torque is maintained.
6. Install pin (39) in the pin groove and install inner 11. Using a depth micrometer, measure and record
bearing cone (28) over the pin and against the the distance between the face of bearing
spacer. (The cone is a loose fit on the spindle.) retainer (13) and spindle (26) through each of
7. Install wheel hub (1) onto spindle (26). Install the two 0.50 in (13 mm) diameter access holes.
outer pin (40) and outer bearing cone (7). 12. Add the two dimensions measured in step 11
and divide the sum by 2 to obtain the average
NOTE: To assure bearing lubrication during initial
depth.
operation lightly lubricate the bearings with hydraulic
oil. 13. Subtract the retainer plate thickness (etched on
the surface of the retainer plate (13) from the
result calculated in Step 12.
14. Assemble a shim pack to equal the dimension
calculated in Step 13 within 0.001 in (0.0254
The brake assembly should not be installed at mm).
this time in order to facilitate the bearing adjust-
ment procedure.
G03017 08/02 Front Wheel Hub and Spindle G3-9
NOTE: Measure the shims individually for accuracy. 19. Install hardened flatwashers (32) and cap-
The above procedure results in a shim pack which screws (31). Tighten capscrews to 1995 ± 100
will provide a nominal 0.020 in. (0.508 mm) preload ft. lbs. (2705 ± 136 N.m).
for the bearings after assembly.
Example:
Step 12 (average depth) 1.416 in.
Step 13 subtract etched dim. -1.375 in.
Step 14 Required shim pack = 0.041 in. Socket head capscrews (34) are installed to posi-
tion the seal carrier on the brake back plate after
NOTE: After a shim pack has been determined, the assembly and prior to installation on the hub/
shim pack, spindle, wheel hub, spacer, and bearings spindle. In the next step, it may be necessary to
are now an interdependent group. If any of the parts loosen these capscrews, slightly to align the
are replaced, the shim pack is no longer valid, and a brake assembly holes with the brake adapter.
new pack must be calculated.
NOTE: The following instructions must be performed
15. Remove bearing retainer (13), outer cone (7),
carefully to prevent damage during assembly to
retainer pin (40), and wheel hub (1) from spin-
brake adaptor O-ring seal (22).
dle (26) for installation of the brake assembly.
20. Prior to installing the hub and brake assembly
Brake Installation on the spindle, install four alignment studs on
16. Position the wheel hub vertically on blocks with the brake adapter (in place of capscrews (20).
the inner bearing bore at the top. Space the studs 90° apart to ensure the brake
assembly is properly aligned during the follow-
17. Assemble the brake to the hub as follows: ing steps.
a. Install nine 0.020 in. (0.51 mm) thick shims a. Install a new O-ring (22) onto the brake
(36) on top of the wheel hub flange at each adapter shoulder. Be certain the O-ring is not
of the six gear/seal retainer mounting loca- twisted and properly seated.
tions. NOTE: Shims may be installed on
either side of speed sensor gear (35) for b. Lubricate the O-ring with petroleum jelly or
speed sensor alignment. chassis grease.
b. Install speed sensor gear (35). 21. Attach an overhead hoist to wheel hub and
brake assembly. Rotate hub 180° in preparation
c. Install new O-ring (38) in the groove in the for lowering onto spindle.
hub. Ensure the O-ring is not twisted. Lubri-
cate the O-ring. NOTE: The hoist must be rigid enough to prevent
"springing" or "jerking" as the hub and brake
d. Install lift eyes on the brake assembly and assembly is lowered into position.
attach to an overhead hoist.
22. Lift the hub over the spindle and slowly lower
e. Lower the brake assembly onto the hub while aligning the brake mounting holes with the
while aligning the hub and seal carrier alignment studs.
mounting holes.
a. When the brake piston housing is approxi-
NOTE: Do not remove the shipping bars until the mately 0.50 in. (13 mm) from the adaptor,
inner gear ring of the brake assembly is attached to install four capscrews (20) and flatwashers
the hub. (21) spaced evenly in between the alignment
a. Install capscrews (14) and washers (15) from studs.
under hub flange. Tighten the capscrews to b. Carefully pull the brake and wheel hub
standard torque. assembly into position by tightening the cap-
b. Align the brake hub holes with the wheel hub screws evenly and in small increments.
and install hardened flatwashers (24) and c. Do Not allow the assembly to "cock" (angle).
capscrews (23). Tighten the capscrews to If the assembly is cocked, lift the assembly,
1995 ± 100 ft. lbs. (2705 ± 136 N.m). and inspect O-ring (22) for damage. Replace
c. Remove shipping bars from brake assembly. the O-ring if necessary, and repeat the pro-
cedure.
18. Install a new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
G3-10 Front Wheel Hub and Spindle 08/02 G03017
23. After the brake assembly is properly positioned
on the adapter and the four capscrews are
snug, remove the alignment studs.
Remove socket head capscrews (34) securing
seal retainer (37) to brake assembly (18).
Install the remaining brake adapter/brake
assembly mounting capscrews (20) and hard-
ened flatwashers (21). Tighten the capscrews
to 1995 ± 100 ft. lbs. (2705 ± 136 N.m).
24. Install bearing retainer pin (40) in groove in
spindle. Align and slide outer bearing cone (7)
over pin. Lubricate the bearing with clean
hydraulic oil.
25. Install shim pack (8), retainer (13), capscrews
(11), and washers (12). Tighten the capscrews
alternately in several successive increments
while rotating the hub. Final torque is 750 ± 75
ft. lbs. (1017 ± 100 N.m). FIGURE 3-7. MEASURING SEAL GAP
26. Install a new O-ring (41) on cover (5). Install the
1. Spindle 4. Capscrews
cover, capscrews, and washers. Tighten the
2. Wheel Hub 5. Shims
capscrews to standard torque.
3. Seal Carrier 6. Brake Back Plate
Seal Assembly Gap Check
After the assembly of the wheel and brake is com-
plete, the gap between seal carrier (3, Figure 3-7) 30. Install speed sensor(s) (16, Figure 3-6) in sup-
and the brake assembly back plate (6) must be mea- port bracket(s) (17). Adjust sensor gap as fol-
sured and adjusted if necessary. lows:
The ideal gap is 0.433 in (11.0 mm). If necessary, the a. Rotate hub to position the top of a gear tooth
gap must be adjusted, using shims as required to directly under the sensor tip.
maintain a minimum gap of 0.423 in (10.75 mm) to
b. Insert a 0.060 in (1.5 mm) feeler gauge
0.443 in (11.25 mm) maximum.
between sensor tip and gear tooth. Loosen
27. Measure seal gap as follows: and adjust sensor clearance.
a. Measure gap, dimension "A", Figure 3-7 at c. Lock the sensor in place.
three, equally spaced places and record the
d. Rotate hub 180° and verify clearance
results.
remains within 0.040 in (1.0 mm) minimum to
b. Add the three dimensions and divide the 0.080 in (2.0 mm) maximum.
result by 3 to obtain the average gap width
31. Install speed sensor cables.
28. If average gap width is not between the mini-
32. Install hub and spindle assembly on suspension
mum and maximum allowable range, loosen the
per instructions in Installation.
seal retainer capscrews (4, Figure 3-6) and add
shims (5) as required to reduce the gap or
remove shims to increase the gap. The quan-
tity and thickness of shims at each of the six
locations must be equal.
29. Re-tighten seal retainer capscrews to standard
torque and measure gap as described in Step
28. If necessary, repeat Step 29 until the proper
gap is maintained.
G03017 08/02 Front Wheel Hub and Spindle G3-11
STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod mounting arrange-
ments are similar. The removal, installation, and
bearing wear limits are applicable to both.
Spherical Bearing Wear Limits
Use extreme caution when performing mainte-
It is necessary to determine the condition of spheri- nance on any vehicle with an active steering
cal bearings on steering linkage components for system. Serious injury or death can result from
optimum steering performance. Ball diameter new contact with moving parts. Always keep a safe
dimensions and maximum allowable wear specifica- distance from crush points.
tions are listed in Table 1. Bearings that exceed the
maximum wear limits must be replaced.
If premature wear of the bearings is evident, check TABLE 1. STEERING SPHERICAL BEARING
the automatic lubrication system to ensure the WEAR SPECIFICATIONS
proper amount of lubrication is being received at the
joint(s) in question. If lubrication is done manually, Spherical Bearing Ball 4.31 in.
ensure that a sufficient amount of grease is being Diameter (New) (109.47 mm)
applied on a regular basis. Refer to Section P, Lubri-
cation and Service, for information on proper lubri- 0.043 in.
Maximum Allowable Wear
cation intervals. (1.09 mm)
It is also important to ensure that steering linkage
components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.
This dimension represents
maximum joint wear limit.
NOTE: Pin (3) should
be perpendicular with
surface D when
checking wear.
FIGURE 3-8. SPHERICAL BEARING WEAR LIMITS
1. Outer Race 3. Pin
2. Ball 4. Bearing Housing
G3-12 Front Wheel Hub and Spindle 08/02 G03017
Removal - Steering Cylinder and Tie Rod 3. Remove locknuts (9, Figure 3-9), capscrews
(3) and retainers (10) from both ends of
1. With engine shut down and key switch OFF,
assembly.
allow at least 90 seconds for the accumulator
to bleed down. Turn the steering wheel to 4. Remove pins (16) from each end of assembly
make sure no hydraulic pressure is present. and move assembly to clean work area.
Block front and back of rear wheels.
2. Disconnect hydraulic and lubrication lines at
the steering cylinders. Plug all line connections
and cylinder ports to prevent contamination of
hydraulic system.
The bearing spacers and the washers are
secured by the pin. Take measures to prevent
components from falling during removal of pin.
FIGURE 3-9. STEERING CYLINDER AND TIE ROD INSTALLATION
1. Steering Cylinder 5. Tie Rod End 9. Locknut 13. Bearing Retainer
2. Tie Rod Assembly 6. Capscrew 10. Retainer 14. Capscrew
3. Capscrew 7. Locknut 11. Bearing 15. Washer
4. Spacer 8. Washer 12. Spindle Arm 16. Pin
17. Frame
G03017 08/02 Front Wheel Hub and Spindle G3-13
Installation - Steering Cylinder and Tie Rod
NOTE: Sleeve alignment tool, part number EH4638 2. Install pins (16), capscrews (3) and retainers
included in tool group, should be used to hold (10) and secure with locknut (9). Tighten to
bearing spacers (4, Figure 3-9) and spherical 750 ± 75 ft. lbs. (1017 ± 100 N.m).
bearings (11) in position when pins are inserted 3. Connect hydraulic and lubrication lines to their
during assembly. respective ports. Operate steering and check
for leaks and proper operation.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with pin bores in spindle or frame.
Bearing Replacement
Insert bearing spacers (4) and washer (8).
NOTE: Tie rod is to be installed with clamping bolts 1. Remove capscrews (2, Figure 3-10) and lock-
toward the rear of the truck. washers (3). Remove bearing retainer (4).
2. Press bearing (1) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and
Always install pin retaining capscrews from the lockwashers. Tighten capscrews to standard
top with the locknut on the bottom side at steer- torque.
ing arm as shown in Figure 3-9.
FIGURE 3-10. TYPICAL BEARING INSTALLATION
(Steering Cylinder Shown for Reference)
1. Bearing 4. Bearing Retainer
2. Capscrew 5. Rod End
3. Lockwasher
G3-14 Front Wheel Hub and Spindle 08/02 G03017
TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut down engine
and turn key switch OFF. Allow at least 90 sec-
onds for the accumulators to bleed down. Do
Not turn the steering wheel. Block front and
back of the rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
centerline at front and rear of tires. Refer to Fig-
ure 3-11.
3. Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts on tie rod and rotate tie
rod as necessary to obtain correct toe-in set-
ting.
5. When adjustment is complete, tighten clamp
locknuts (7, Figure 3-9) on tie rod to 310 ± 31 ft.
lbs (420 ± 42 N.m).
6. Remove blocks from rear wheels.
930E TOE-IN DATA in. (cm)
Nominal tie-rod length, radial tires. 144.37 (366.7)
(Zero toe-in)
FIGURE 3-11. MEASURING TOE-IN
G03017 08/02 Front Wheel Hub and Spindle G3-15
NOTES
G3-16 Front Wheel Hub and Spindle 08/02 G03017
SECTION G4
REAR AXLE HOUSING ATTACHMENT
INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04014 06/03 Rear Axle Housing Attachment G4-1
NOTES
G4-2 Rear Axle Housing Attachment 06/03 G04014
REAR AXLE HOUSING ATTACHMENT
PIVOT PIN
Removal
1. Park the truck on firm, level surface and block
the front and rear of all tires.
The truck body must be empty and resting on the
frame before attempting this procedure.
2. Release all brakes.
3. Charge the rear suspensions with nitrogen until
the pistons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.
FIGURE 4-1. PIVOT PIN ASSEMBLY
Blocks must be securely in place before lowering 1. Truck Frame 9. Cover Ring
the frame. Check the blocks on the wheels to 2. Capscrew 10. 12 Pt. Capscrew
make sure they are in place. 3. Lockwasher 11. Locknut
4. 12 Pt. Capscrew 12. Puller Holes
5. Lock Plate 13. Bearing
5. Release the nitrogen from the front suspen-
6. Sleeve 14. Bearing Retainer
sions.
7. Pivot Pin 15. Pivot Eye Structure
6. Release the nitrogen from the rear suspen- 8. Spacer 16. Bearing Carrier
sions. 17. Clamp
7. Attach a hoist to the lift eye at the top of the
pivot eye to control downward movement of the Installation
front of the axle housing.
1. Raise pivot eye (15, Figure 4-1) into position.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye 2. Be certain the inner race of the spherical bear-
and frame. ing is aligned.
9. Remove capscrew (2, Figure 4-1) and lock- 3. Install cover rings (9) and spacers (8). Install pin
washer (3). (7).
4. Position lock plate (5) by lining up the cap-
10. Remove capscrews (4). Remove lock plate (5).
screws with the capscrew holes in the pin.
11. Install puller using tapped holes (12) in head of Install the capscrews.
pin. Remove pin (7).
5. Rotate the pin and lock plate to align capscrews
NOTE: Placement of a pry bar or jack between the (2) with holes in frame mounting structure.
mounting structure and pivot eye may be necessary a. Install capscrews (2) and lockwashers (3).
to push the pivot eye downward and away from the
mount structure. Spacers (8) and cover rings (9) will b. Tighten capscrews (2) to 175 ft. lbs. (237
fall free. N.m) torque.
c. Tighten capscrews (4) to 1715 ft. lbs. (2325
N.m) torque.
G04014 06/03 Rear Axle Housing Attachment G4-3
6. Install the ground wire and the lubrication line. Assembly
Pressurize the lube line to assure bearing (13) 1. Setup an appropriate tool to press spherical
receives grease. bearing (4, Figure 4-2) into bearing carrier (3).
7. Install clamps (17) onto cover rings (9). Tighten Be certain bearing outer race is flush with bear-
the clamps just enough to hold the covers in ing carrier sides.
place. 2. Install bearing retainers (2) using capscrews (5)
8. Charge the front suspension as described in and locknuts (6). Tighten the capscrews to 575
Oiling and Charging Procedures, Section H. ft. lbs. (779 N.m).
9. Charge the rear suspensions with nitrogen to
fully extend the pistons.
10. Remove the blocks or stands from beneath the
frame.
11. Release the nitrogen from the rear suspension
and charge according to the procedure in Oiling
and Charging Procedures, Section H.
Before removing the blocks from the wheels,
make sure the parking brake is applied.
12. Remove the blocks from wheels.
PIVOT EYE BEARING
Disassembly
1. Remove capscrews and locknuts (5 and 6, Fig-
ure 4-2). Remove bearing retainers (2). Setup
an appropriate tool to press spherical bearing
(4) from bearing carrier (3).
2. Inspect all parts for wear or damage. Replace
any parts showing excessive wear or damage.
Spherical bearing outer race O.D.:
8.7500 - 8.7488 in. (222.25 - 222.22 mm)
Bearing bore I.D.:
5.9990 - 6.0000 in. (152.37 - 152.40 mm)
3. If bearing carrier (3) is damaged or worn, refer FIGURE 4-2. PIVOT EYE BEARING
to Pivot Eye Repair in this section for repair pro- INSTALLATION
cedure.
1. Pivot Eye Structure 4. Spherical Bearing
2. Bearing Retainer 5. 12 Pt. Capscrew
3. Bearing Carrier 6. Locknut
G4-4 Rear Axle Housing Attachment 06/03 G04014
PIVOT EYE REPAIR Assembly
If damage occurs to pivot eye (4, Figure 4-3), it may 1. Setup an appropriate tool to press bearing car-
be necessary to remove it from rear axle structure (1) rier (3, Figure 4-2) into the bore of the pivot eye
to facilitate repair and bearing replacement. structure.
NOTE: With parts to correct size, the fit of the
Removal
bearing carrier into the bore of the pivot eye structure
To remove the axle housing pivot eye: may be 0.001 - 0.003 in. (0.025 - 0.08 mm)
interference fit. Freezing the bearing carrier will
1. Follow all preceding instructions in Pivot Pin -
ease installation.
Removal.
Be certain axle housing (1) and wheels are
blocked, securely.
2. Attach a lifting device to pivot eye (4). The
weight of the pivot eye is 762 lbs. (346 kg).
3. Remove capscrews (2) and flatwashers (3). The lubrication groove in the bearing carrier
Remove pivot eye. outer diameter must be aligned with the lubrica-
tion fitting hole in the pivot eye structure.
Disassembly
1. Remove spherical bearing (4, Figure 4-2) as
described in Pivot Eye Bearing - Disassembly. 2. Press the bearing carrier into the bore. Be cer-
tain the carrier is pressed fully into the pivot eye
2. If bearing carrier (3) is damaged or worn, setup
bore, flush with the sides.
an appropriate tool to press the bearing carrier
out of the pivot eye structure bore. 3. Install spherical bearing (4) as described in
Pivot Eye Bearing - Assembly.
Bearing carrier (new):
I.D. = 8.7484 ± 0.0005 in. (222.209 ± 0.013 mm)
Installation
O.D.= 9.7520 ± 0.0005 in. (247.701 ± 0.013 mm)
1. Be certain the mating surfaces of axle housing
3. Inspect pivot eye structure bore for excessive (1, Figure 4-3) and pivot eye (4) are clean and
wear or damage. not damaged.
2. Install an appropriate lifting device to the pivot
eye. The weight of the pivot eye is 762 lbs. (346
Pivot eye bore (new):
kg).
9.7500 ± 0.0005 in. (247.650 ± 0.013 mm) 3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flatwashers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flatwash-
ers. Tighten the capscrews alternately until the
pivot eye is properly seated. Tighten the cap-
screws to 1715 ± 170 ft. lbs. (2325 ± 231 N.m)
final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure 3. Flatwasher
2. Capscrew 4. Pivot Eye
G04014 06/03 Rear Axle Housing Attachment G4-5
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
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
1. Mounting Structure 7. Retainer Ring
2. Capscrew 8. Bearing
Installation 3. Lockwasher 9. Capscrew
1. Place pin (4, Figure 4-4) into position at the 4. Pin 10. Locknut
front of the frame mount. Push the pin through 5. Sleeve 11. Anti-Sway Bar
spacer (6), and rotate the pin to align retaining 6. Bearing Spacer
capscrew (9) hole with the hole in mounting
structure (1).
2. Raise the anti-sway bar into position. The Disassembly
weight of the anti-sway bar is 325 lbs (147 kg). 1. Remove retainer rings (7, Figure 4-4) from the
3. Push the pin through the spherical bearing, bores of both ends of anti-sway bar (11).
insert the second spacer and continue pushing 2. Press out spherical bearings (8).
into the other ear of the bracket. If necessary,
realign the pin with the retainer capscrew hole. Cleaning and Inspection
Install capscrew (9) and locknut (10). 1. Inspect bearing bores of the anti-sway bar. If
4. Repeat the previous steps to install the remain- the bores are damaged, repair or replace the
ing pin and spacers at the opposite end of the anti-sway bar.
bar. Start the pin into the bore of the axle hous- 2. Inspect bearing spacers (6) for damage or
ing mount from the rear of the truck. wear.
5. Attach the lubrication lines. Pump grease into
the bearing to verify the line and the system is Assembly
operational. 1. Press new bearings into the sway bar.
6. Remove the blocking from between the frame 2. Install retainer rings (7). Be certain the rings are
and the axle housing. properly seated in the grooves.
7. If necessary, recharge the suspensions. Refer
to Section H, Oiling and Charging Procedures.
G4-6 Rear Axle Housing Attachment 06/03 G04014
SECTION G5
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Cleaning and Inspection - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation - Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Cleaning and Inspection - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Installation - Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12
ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
G05018 Rear Axle Housing G5-1
NOTES
G5-2 Rear Axle Housing G05018
REAR AXLE HOUSING
REAR AXLE HOUSING 6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
Read and observe the following instructions
before attempting any repairs on propulsion sys- 7. Open the battery disconnect switches.
tem components!
Front wheels must be securely blocked to
prevent movement as brakes will be
released.
All electrical cables and hydraulic hoses
should be marked prior to removal.
• Do not step on or use any power cable as a Close the shut-off valves on the hydraulic
hand hold when the engine is running. pumps to reduce amount of oil loss from
• All removal, repairs and installation of brake system.
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly Removal
trained to service the system.
1. Remove the dump body as outlined in Section
• In the event of a propulsion system B, Dump Body. Block up truck and remove rear
malfunction, a qualified technician should tires as described in this Section G, Tires and
inspect the truck and verify the propulsion
Rims.
system does not have dangerous voltage
levels present before repairs are started. 2. Loosen hose clamps and disconnect wheel
motor cooling air duct from connection on front
center of housing.
After the truck is parked in position for the repairs, 3. With the pump shut-off valves in the closed
the truck must be shut down properly to ensure the position, remove drain plugs at bottom of brake
safety of those working in the area of the wheel assemblies and drain oil from disc brakes.
motors, and possibly the electrical cabinet and
4. Disconnect hydraulic hoses at manifold (4, Fig-
retarding grids. The following procedures will ensure
ure 5-1). Cap fittings and plug hoses to prevent
the electrical system is properly discharged before
contamination.
repairs are started.
5. Remove covers from access holes (17).
Preparation 6. Remove cable grips at right front corner from
1. Reduce the engine speed to idle. Place the wheel motor cables (7), air pressure sensor/
selector switch in NEUTRAL and apply the rear light (8) and speed sensor (9) harnesses.
parking brake. Be certain the parking brake Slide cable grips forward on cables.
applied indicator lamp in the overhead panel is 7. Remove cable grip mounting cover and slide
illuminated. forward for access to brake cooling line clamp
2. Place the drive system in the rest mode by turn- inside axle housing.
ing the rest switch on the instrument panel ON. 8. Disconnect brake system cooling lines (2 & 10)
Be certain the rest warning lamp is illuminated. at each brake back plate. Disconnect brake
3. Shut down the engine using the keyswitch. If, apply lines (11). Cap and plug openings.
for some reason the engine does not shut 9. Remove clamps (3) securing brake hoses to
down, use the shutdown switch on the center spindles.
console. Place the GF cutout switch in the CUT- 10. Open rear access cover and remove wing nuts
OUT position. securing duct tube to axle housing. Remove
4. Verify the link voltage lights are off. If they tube.
remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
G05018 Rear Axle Housing G5-3
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS
1. Disc Brake Assembly 6. Relay Valve 12. LH Wheel Motor
2. Brake Cooling Oil Return 7. Wheel Motor Power Cables 13. Park Brake Line
3. Clamp 8. Air Sensor/Rear Light Harness 14. RH Wheel Motor
4. Manifold 9. Speed Sensor Harness 15. Capscrew
5. Cooling Air Duct 10. Brake Cooling Oil Supply 16. Hardened Flatwasher
11. Brake Apply Line 17. Access Hole
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.
G5-4 Rear Axle Housing G05018
Cleaning and Inspection - Rear Axle Housing Installation - Rear Axle Housing
1. Thoroughly clean the capscrew holes and 1. Position axle housing under frame.
wheel motor mounting faces. Re-tap holes if 2. Align pivot pin bores and install pivot pin. Refer
threads are damaged. to Section G, Rear Axle Housing Attachment.
2. Check wheel motor mounting faces for nicks, 3. Install anti-sway bar. Refer to Section G, Rear
scratches or other damage. Inspect all welds Axle Housing Attachment.
and repair as necessary.
4. Install rear suspensions, as described in Sec-
3. Inspect pivot pin bearing. If worn or damaged, tion H, Rear Suspensions.
refer to Section G, Rear Axle Housing Attach-
5. Connect auto lube system hoses and clamps.
ment - Pivot Eye Bearing, and repair as
required. 6. Route wheel motor cables (7, Figure 5-1) into
housing and clamp in place. Install cable grip
4. Inspect brake system relay valve (6, Figure 5-1)
mounting plate and cable grips.
and hoses for leaks. Inspect manifold (4) hose
connections and repair leaks or damaged 7. Install speed sensor harness (9, Figure 5-1)
hoses. through housing. Install cable grip.
8. Install air sensor/light harness through housing,
clamp in place and install connectors. Install
cable grip.
9. Install wheel motors, cables, brake lines and
tires as described on the following pages.
10. Connect hoses to manifold (4) at front of hous-
ing.
11. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
12. Reconnect wheel motor cooling air duct and
clamp securely.
13. Open pump shut-off valves. Service hydraulic
system.
G05018 Rear Axle Housing G5-5
WHEEL MOTOR Front wheels must be securely blocked to
prevent movement as brakes will be
Read and observe the following instructions released.
before attempting removal of the wheel motors or
any repairs on the propulsion system compo- All electrical cables and hydraulic hoses
should be marked prior to removal.
nents!
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
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.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the 1. Raise the rear of truck as described in this sec-
safety of those working in the area of the wheel tion, until tires clear the ground. Use support
motors, and possibly the electrical cabinet and stands or cribbing to block under rear housing.
retarding grids. The following procedures will ensure 2. Remove the inner and outer wheels from wheel
the electrical system is properly discharged before motor. Refer to tire and wheel removal instruc-
repairs are started. tions in this Section G, Tires and Rims. Be cer-
tain additional capscrews have been installed to
provide support for the wheel motor transmis-
Preparation sion housing while the rear tires are removed.
3. With the pump shut-off valves in the closed
1. Reduce the engine speed to idle. Place the
position, remove the drain plug at bottom of
selector switch in NEUTRAL and apply the
brake assembly and drain oil from disc brake
parking brake. Be certain the parking brake
housing.
applied indicator lamp in the overhead panel is
illuminated. 4. Remove covers from access holes (17, Figure
5-1)
2. Place the drive system in the rest mode by turn-
ing the Rest switch on the instrument panel ON. 5. Disconnect brake system cooling lines (2 & 10)
Be certain the rest warning lamp is illuminated. at brake back plate. Disconnect brake apply
lines (11). Cap and plug openings.
3. Shut down the engine using the keyswitch.
Place the GF cutout switch in the CUTOUT 6. Remove clamps (3) securing brake hoses to
position. spindles.
4. Verify the link voltage lights are off. If they 7. Open rear access cover and remove wing nuts
remain on longer than 5 minutes after shut- securing duct tube to axle housing. Remove
down, notify the electrical department. tube.
5. Verify the steering accumulators have bled 8. Open access covers inside axle housing.
down by attempting to steer. 9. Disconnect parking brake supply line for the
6. Bleed down the brake accumulators using the motor to be removed. Disconnect air sensor
manual bleed valves on the brake manifold. hose if necessary.
7. Open the battery disconnect switches. 10. Remove wheel motor cooling air exhaust duct
(5) from between wheel motors.
G5-6 Rear Axle Housing G05018
11. Disconnect wheel motor power cables (7) at
wheel motor terminals. Disconnect speed sen-
sor cable at connector in center of housing.
12. Tie up cables and hoses as necessary to pre-
High tightening force is required on wheel motor
vent damage during wheel motor removal.
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original instal-
lation. The mounting hardware must be replaced
after the third use.
Each complete wheel motor assembly weighs
approximately 41,105 lbs. (18,645 kg). Be certain The following method is suggested to control the "3 -
lifting device is capable of handling the load Use" maximum:
safely.
13. Attach lifting device to wheel motor assembly. Punch mark the capscrew heads with a center punch
DO NOT allow lifting device to contact brake after each tightening as follows:
housing. • Initial Installation . . . . . . . . . . . . . . . .Zero marks
• Second Installation . . . . . . . . . One punch mark
14. Remove capscrews (15) and hardened flat- • Third Installation . . . . . . . . . . . .Two punch marks
washers (16) securing wheel motor to rear
housing. Before installation, inspect each capscrew for any
defects and number of punch marks. Replace cap-
15. Move wheel motor assembly out of axle hous- screws and washers if two punch marks are evident;
ing, using care to prevent damage to brake do not reuse if any defect is suspected. Hardware
hoses if not removed previously. showing signs of rust, corrosion, galling, or local
16. Refer to appropriate GE service information for yielding on any seat or thread surfaces should be
wheel motor repair instructions. replaced. Replace mounting hardware if the truck
was operated with the wheel motors in a loose joint
condition. Replace wheel motor mounting hardware
Cleaning and Inspection - Wheel Motor with original Komatsu parts.
1. Thoroughly clean the capscrew holes and The hardened flat washers used in this application
mounting faces of the rear housing and the are punched during the manufacturing process,
wheel motor. therefore, they must be assembled with the punch lip
2. Re-tap holes if threads are damaged. away from head of the mounting capscrews to pre-
3. Check mounting faces of wheel motor and rear vent damage to the fillet between capscrew head and
housing for nicks, scratches or other damage. shank. Refer to Figure 5-2.
4. Check components inside axle housing. Inspect
brake system relay valve (6, Figure 5-1) and
hoses for leaks. Inspect manifold (4) hose con-
nections and repair leaks or damaged hoses.
5. Inspect wheel motor power cables, terminals,
cable grips, and clamps. Replace any cables or
hardware that is damaged or worn.
All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable FIGURE 5-2. MOUNTING HARDWARE
insulation and replace entire cable if insulation is 1. Washer 2. Capscrew
damaged.
G05018 Rear Axle Housing G5-7
Installation - Wheel Motor
1. Install two guide pins 180° apart in the rear
housing.
The wheel motors must be properly aligned
before installing onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
The complete wheel motor assembly weighs located at the 3 o’clock and 9 o’clock positions.
approximately 41,105 lbs. (18,645 kg). Be certain A centerline symbol marks the 12 o’clock posi-
lifting device is capable of handling the load tion of the wheel motor. Refer to Figure 5-3.
safely.
The axle housing also contains dimples at the 3
2. Lift the wheel motor into position on the axle o’clock and 9 o’clock positions next to the wheel
housing. Ensure all cables and lines are clear motor mounting rings. Refer to Figure 5-4.
before installation. If brake system hoses (2,
10, & 11, Figure 5-1) have not been removed, When installing the wheel motors, ensure the
guide hoses through the spindle holes during markings on both components line up. The top
installation capscrew hole on the axle housing may also be
determined by counting the holes in between
the two sets of punch marks. The top hole on
the axle housing should line up with the “CL”
stamping on the wheel motor.
FIGURE 5-3. WHEEL MOTOR DIMPLE MARKINGS
G5-8 Rear Axle Housing G05018
5. Connect brake apply line (11) to the port on the
brake assembly back plate.
6. Using new O-rings, install brake cooling lines.
7. Seal gap around brake cooling hoses (see seal-
ant specification below) where cooling hoses
pass through spindle holes. Install clamps (3).
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.
3. Install lubricated capscrews and flat washers
securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
NOTE: Brake system hoses must be sealed where
seated against axle housing flange at all points.
they pass through axle spindle holes to prevent
Final tighten (alternating capscrews 180° apart)
cooling air loss.
to 1480 ft. lbs. (2007 N.m) torque.
8. Connect air sensor hose, if removed. Install
4. Connect power cables (7, Figure 5-1) to their
park brake apply hose (13).
appropriate location on the wheel motor. Con-
nect speed sensor cable. 9. Install inspection covers on access holes (17).
10. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
11. Open pump shut-off valves.
12. Check wheel motor oil level. Rotate a magnetic
All propulsion system power cables must be plug to the 6 o’clock position and remove the
properly secured in their wood or other non-fer- plug. The oil level should be even with the bot-
rous cable cleats. If clamps are cracked or bro- tom of the plug opening. Refer to Figure 5-5. Fill
ken, replace them with new parts. Inspect cable as necessary.
insulation and replace entire cable if insulation is 13. Check hydraulic tank oil level before and after
damaged. engine start-up and brake bleeding procedure.
Service as necessary.
14. Bleed the brake apply line according to the
instructions in Section J, Wet Disc Brake
Assembly, Wet Disc Brake Bleeding Procedure.
G05018 Rear Axle Housing G5-9
FIGURE 5-5. WHEEL MOTOR OIL LEVEL
15. Remove temporary capscrews previously
installed in wheel motor transmission housing
mounting flange. Install tires and rims using pro-
cedures outlined earlier in this section.
16. Raise truck, remove support stands. Lower
truck and remove jack.
G5-10 Rear Axle Housing G05018
WHEEL MOTOR GEAR OIL Particles that are smaller than 5 microns in size are
not large enough to cause any gear or bearing fail-
Filtering Requirements ures. Particles over 25 microns can damage bear-
ings and must be filtered from the oil.
Wheel motor gear oil must be changed (or filtered) at
the first 500 hours of operation and every 2500 oper- General Electric (GE) recommends that the oil be
ating hours, thereafter. Filtering synthetic oil for reuse tested according to the International Standards Orga-
is recommended, and can significantly extend the life nization's ISO Particle Analysis 4406. This standard
of the oil. Due to their additive formulation, GE documents the size and number of particles permit-
approved oils may last up to a year (5-6 filter cycles), ted in the lubricant. This is an extremely important
or possibly longer. After a year, the synthetic oil must measurement of the condition of the oil.
be analyzed by the oil manufacturer if continued use
An "ISO Cleanliness Code" is used to document the
is desired. A 10 micron filter must be used for filtering
number and size of the contaminates that can be tol-
the oil.
erated in a specific application of a lubricant. An
Viscosity of filtered oil must be monitored by oil anal- example of an "ISO Cleanliness Code" would be 18/
ysis to ensure proper lubrication. Viscosities below 13. The first number (18 in this example) applies to
the condemning limit indicates entry of contamination the allowable number of particles between 5 - 15
that will affect the oil film and lubricating quality. The microns in size. The second number (13 in this
condemning limit for 680 oil, is 53cSt when tested at example) applies to the allowable number of particles
212° F (100° C), and 588cSt at 104° F (40° C). This between 15 - 25 microns. If the particle count identi-
value can be used along with element tracking of fied by the "ISO Cleanliness Code" is exceeded or
phosphorus, calcium, and zinc to verify correct oil there are particles present larger than 25 microns,
viscosity. Ensure the appropriate viscosity value is the oil should be filtered.
being maintained for the approved oil you are using.
GE recommends that a Cleanliness Code of 18/13
If the viscosity of the oil is below the acceptable limit,
be used for motorized wheels. Oil qualified for reuse
the oil should be rechecked. If the second test fails,
must be filtered to 10 microns absolute.
dispose of the oil. Fill the wheel motor with new, GE
approved oil. The contaminated oil should be prop- If particle analysis yields a result of greater than 18
erly disposed of according to local regulations. for the top number or greater than 13 for the lower
number the motorized wheel oil should be filtered to
10 microns absolute. On occasion, one should check
the results of the filtering process to assure the filter-
ing process is yielding the desired results. Should the
If the viscosity of the oil is below the condemning result be unacceptable, check the filter type, particle
limits, the oil may be contaminated with hydrau- size, and condition prior to filtering again.
lic oil. Ensure all joints are properly sealed before
filling the wheel motor with fresh oil. If hydraulic
oil continues to contaminate the wheel motor,
Flushing
serious damage to internal components may
result. The transmission of the wheel motor must be flushed
using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
Particle Size Analysis new or filtered oil. A sample should be taken for anal-
ysis after 100 hours of operation. If results of the oil
When filtering synthetic oil for reuse, the oil must be
analysis are within the acceptance range, the wheel
monitored to determine when filtering is necessary.
motor may return to the 250 hour interval for oil anal-
The process of monitoring the oil for this purpose is
ysis. If the results of the analysis are not within the
particle size analysis. The test consists of passing a
acceptance range, immediately contact your area GE
beam of light through the oil as it passes through a
or Komatsu service representative. Large quantities
clear tube. A computer analyzes the quantity and
of loose material in the oil may be an indication of
size of particles contained in the oil.
imminent wheel motor failure.
G05018 Rear Axle Housing G5-11
Oil Sample Analysis
Spectrographic oil analysis results should be exam- A gradual rise of elements between oil samples is
ined prior to sun pinion gear inspection. The trends of normal. Only when a sharp increase occurs is there
element parts per million (ppm) or sudden ppm ele- evidence that a mechanical failure is imminent. Lev-
ment changes can estimate the present condition of els of elements that indicate mechanical stress differ
the wheel motor and also predict the immediate from element to element. Additionally, oil sampling
future of the mechanical components within the criteria established for each element may differ at
wheel motor. each mine site due to factors such as uphill or down-
hill hauling, grades, and speeds.
While examining oil sample history, the most impor-
tant characteristic to look for is a rapid increase in the Elements for the wheel motor that can be detected
presence of an element in the oil such as iron (Fe). with oil analysis are iron (Fe), chromium (Cr), nickel
Rapid changes in element content indicate that a (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
component(s) may be deteriorating. In many cases (Zn), and calcium (Ca). Monitoring and plotting levels
oil analysis can help detect which component may be of these elements should aid in identifying opera-
deteriorating and the cause of the failure. tional status of the wheel motor. Rapid changes or
high levels of these elements are indicators that
Oil sampling must be done every 250 hours of opera-
problems exist in the mechanical components.
tion. The sample must be taken within a half an hour
of truck shut down and within an hour of actual truck As stated above, some guidelines for analyzing oil
operation. Oil samples that are not taken under this samples can be given, but specific levels should be
stipulation will not convey an accurate measurement established at the operating mine site. The element
of wheel motor condition. type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
When taking an oil sample, position one of the mag-
indicators, and possible causes and actions are
netic plugs in the six o’clock position on the wheel.
listed in the following charts. These charts provide
Oil samples should be taken from this plugged hole
basic guidelines for analysis of oil sampling informa-
using a flexible tube that is 18 inches (457 mm) in
tion.
length. The tube must be inserted downward exactly
12 inches (305 mm) toward the bottom of the torque
tube.
When a sample is extracted from the wheel motor
and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions indi-
cate a problem.
G5-12 Rear Axle Housing G05018
ELEMENT SPECIFICATION CHARTS
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.
G05018 Rear Axle Housing G5-13
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If calcium, zinc, and phosphorus are Hydraulic oil has entered the drive train.
Calcium (Ca) 40 20 high:
Action: If calcium and zinc spike 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
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.
G5-14 Rear Axle Housing G05018
G05018 Rear Axle Housing G5-15
NOTES
G5-16 Rear Axle Housing G05018
SECTION H
HYDRAIR® II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01013 Index H1-1
NOTES
H1-2 Index H01013
SECTION H2
FRONT SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation - Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
"TURN-OF-THE-NUT" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
H02013 03/03 Front Suspensions H2-1
NOTES
H2-2 Front Suspensions 03/03 H02013
FRONT SUSPENSION
The Hydrair®II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
1. Park unloaded truck on hard level surface.
and gas in the four suspensions carry the gross truck
Block wheels and set parking brake. Remove
weight less wheels, spindles and rear axle assembly.
front wheel and tire. Refer to Section G, Tires
The front suspension cylinders consist of two basic and Rims. Remove front wheel hub and spindle
components; a suspension housing attached to the as covered in Section G, Front Wheel Hub and
truck frame and a suspension rod attached to the Spindle.
front spindle. 2. Remove boot clamp and boot from around sus-
Check valves and orifice dampening holes control pension.
suspension travel to provide good ride qualities on 3. Discharge nitrogen pressure from suspension
haul roads under loaded and empty conditions. by removing cap from charging valve (5, Figure
2-1). Turn the charging valve swivel nut (small
The front suspension rods also act as kingpins for
hex) (2, Figure 2-2) counterclockwise 3 full
steering the truck.
turns to unseat valve seal (DO NOT turn more
The Hydrair®II suspension cylinder requires only than three turns). DO NOT TURN LARGE HEX
normal care when handling as a unit. However, after (4) (see DANGER below). Wearing face mask
being disassembled these parts must be handled or goggles, depress valve stem until all nitrogen
carefully to prevent damage to the machined sur- pressure has been relieved.
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Make certain only the swivel nut (2) turns. Turn-
ing the complete charging valve assembly may
result in the valve assembly being forced out of
the suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove charging valve
assembly. Discard O-ring seal.
FIGURE 2-1. SUSPENSION CHARGING VALVE
FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Suspension Housing 3. Pressure Sensor
2. Cap Structure Port 1. Valve Cap 3. Charging Valve
4. Vent Plug 2. Swivel Nut (Small Body (Large Hex)
5. Charging Valve Hex) 4. Vent Plug
H02013 03/03 Front Suspensions H2-3
5. Place a suitable container under suspension
cylinder. Remove bottom drain plug (19, Figure
2-8) and allow cylinder to drain completely. A
properly charged front suspension cylinder
contains 25.8 gallons (98 l) of oil.
NOTE: Front Hydrair®II suspensions are equipped
with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
s (Lower Bearing & Seals) for bearing retainer
removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
7. Attach fork truck or suitable lifting device to sus-
pension. Secure suspension to lifting device.
The front Hydrair®II suspension weighs approxi-
mately 6150 pounds (2790 kg). Be certain the lift-
ing device to be used is of sufficient capacity to
handle load.
8. Remove capscrews and washers (1, Figure 2-
3) and nuts and washers (2).
9. Remove capscrews and washers (8), and nuts FIGURE 2-3. SUSPENSION INSTALLATION
and washers (10).
1. Capscrews, Washers 6. Capscrews, Washers
10. Remove capscrews and washers (6), and spac- 2. Nuts, Washers 7. Piston
ers (9). 3. Housing 8. Capscrew, Washers
11. Move suspension to a clean work area for disas- 4. Mounting Surface 9. Spacer
sembly. 5. Shear Bar 10. Nuts & Washers
Installation - Front Suspension
2. Inspect suspension and frame mounting sur-
Use the following procedure for preparing mounting
faces and spotfaces for flatness. Surface finish
surfaces and mounting hardware.
must not exceed 250 (RMS) (medium tool cut).
1. The mounting surface of both the suspension Surface flatness must be within 0.010 in. (0.254
and the frame must be clean and dry. Use a mm).
cleaning agent that does not leave a film after
3. Clean and dry all capscrews, nuts and washers
evaporation, such as trichlorethylene, tetrachlo-
as stated in Step 1, above.
rethylene, acetone or lacquer thinner.
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.
H2-4 Front Suspensions 03/03 H02013
4. Lubricate capscrew threads, capscrew head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
• AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Division of American Oil Company.
• RUSTOLENE D grease from Sinclair Oil
Company.
• GULF NORUST #3 from Gulf Oil Company.
• RUST BAN 326 from Humble Oil Company.
• 1973 RUSTPROOF from the Texas Company.
• RUST PREVENTIVE GREASE-CODE 312 from
the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the FIGURE 2-4. INSTALLATION OF HARDENED FLAT
following lubricants: WASHER
• SAE 30 weight oil. 1. Hardened Flat 2. Capscrew
• 5% Molybdenum - Disulphide Grease Washer
NOTE: Special hardened flat washers are punched
during the manufacturing process, therefore when
High tightening force is required to load front used under the capscrew head they must be
suspension mounting capscrews. Repeated assembled with the inside diameter radius of the hole
tightening operations will cause capscrew mate- toward the head (punch lip away from head) to
rial to fatigue and break. DO NOT reuse mounting prevent damage to the fillet between capscrew head
hardware (capscrews, hardened washers, and and shank. See illustration above.
nuts) more than twice after original installation (3
total- see NOTE below). Replace capscrews,
washers and nuts after third use. 5. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame mak-
NOTE: The following method is suggested to control
ing certain shear bar (5, Figure 2-3) is flush with
the "3 - Use" maximum:’
end of suspension keyway. Install fourteen cap-
Punch mark the capscrew heads with a center punch screws (1, 6, 8) with hardened washers and
after each tightening as follows: nuts. (A flatwasher is used under each cap-
screw head and each nut.) The four bottom
• Initial Installation . . . . . . . . . . . No punch marks.
holes tapped into suspension housing require
• Second Installation . . . . . . . . . One punch mark.
capscrews (6) with hardened washers, and
• Third Installation . . . . . . . . . . Two punch marks.
spacers (9) only.
Suspension mounting capscrews are specially 6. The capscrews are now ready for tightening
hardened bolts to meet or exceed Grade 8 using the "turn-of-the-nut" Tightening Procedure
specifications. Replace only with bolts of correct described on the following page.
hardness. Refer to the Komatsu Parts Catalog for
correct part number. Before installation, inspect each
capscrew for any defects and number of punch NOTE: The "turn-of-the-nut" tightening procedure
marks. Replace capscrew and related hardware if was developed for high strength capscrews (grade 8
two punch marks are evident; do not reuse if any or better) in this joint application only. Do not use this
defect is suspected. Hardware showing signs of rust, tightening method for other joint types or capscrews
corrosion, galling or local yielding on any seat or of lesser grade/size.
thread surfaces should be replaced. Replace all
suspension mounting hardware, if the truck was
operated with the suspension mounting in a loose
joint condition.
H02013 03/03 Front Suspensions H2-5
"Turn-Of-The-Nut" Tightening Procedure 1.) Mark a reference line on a corner of the
hexagonal capscrew head or nut and the
a. Tighten all fourteen capscrews (1, 6, 8, Fig-
mounting surface opposite this corner as
ure 2-3) to 400 ± 40 ft.lbs. (542 ± 5 N.m)
shown. Then mark the position located
torque. Use a torque wrench of known cali-
60° or 120° clockwise relative to the first
bration.
reference line on the mounting surface.
b. Maintain this torque on the top two corner Refer to Figures 2-5 and 2-6.
capscrews and the bottom outer four cap-
2.) To insure that the opposite end of the
screws (item 8, the 4 bottom capscrews with
turning member, either the capscrew
nuts).
head or nut remains stationary, scribe a
c. Loosen the 8 remaining capscrews and then reference mark for this check.
tighten again using "turn-of-the-nut" tighten-
3.) Each corner of a hexagon represents 60°.
ing procedure as follows:
The turning member, either the capscrew
d. For the four, 6.0 in. (15 cm) long capscrews head or nut, is turned until the marked
(1, Figure 2-3) at the upper mount, tighten corner is adjacent with the marked refer-
capscrews initially to 70 ft. lbs. (95 N.m) ence line. Ensure that the opposite end of
torque; then advance capscrew head 60° the turning member has NOT turned dur-
using steps d-1.) through d-3.). Refer to Fig- ing the tightening procedure.
ure 2-5.
NOTE: Do not exceed 4 RPM tightening
speed. Do not hammer or jerk wrench
during the tightening procedure.
e. Loosen the top two corner capscrews (1)
and the bottom outer four capscrews (8, the
4 bottom capscrews with nuts).
1.) Tighten the top, two corner 6.0 in. (15 cm)
capscrews to 70 ft. lbs. (95 N.m) torque,
then use "turn-of-the-nut" method to
advance capscrew heads 60°.
FIGURE 2-5. REFERENCE MARKS FOR 60
DEGREE ADVANCE 2.) Tighten the bottom, outer four 14.0 in. (36
cm) capscrews to 200 ft. lbs. (271 N.m)
(6.0 in. (15 cm) Capscrews) torque, then use "turn-of-the-nut" method
to advance capscrew heads 120°.
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.
7. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
8. Install wheel, spindle, and tire according to
instructions in Section G.
FIGURE 2-6. REFERENCE MARKS FOR 120 9. Service the suspension. For instructions refer to
DEGREE ADVANCE Section H, Oiling and Charging Procedures.
10. Install suspension boot and secure with clamp.
14.0 in. (36 mm) Capscrews
H2-6 Front Suspensions 03/03 H02013
MINOR REPAIRS (LOWER BEARING &
SEALS)
Removal - Bearing Retainer
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to steps below
for lower bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-6). Install
pusher bolts into tapped holes in retainer
flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing retainer as it exits the suspension
housing. Remove retainer assembly (18).
3. 3. Remove wiper (29), rod seal (28), step seal
(27), O-ring (22), backup ring (23) and lower
bearing insert (24).
Installation - Bearing Retainer
1. Install new rod seal (28), step seal (27) and rod
wiper (29).
When installing backup rings with rod seal (28)
and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
2. Install new O-rings (22) and backup rings (23)
in their appropriate grooves in the lower bearing
retainer (18). Install new bearing (24).
FIGURE 2-7. PISTON ROD REMOVAL
NOTE: Backup rings must be positioned toward the
flange of bearing retainer as shown in Figure 2-9.
1. Capscrew 9. Steel Ball (2 each)
3. Install temporary, guide bolts to ensure bolt hole
2. Hardened Flatwasher 10. Roll Pin
alignment as bearing retainer is seated. Lift
3. Capscrew 11. Nut
lower bearing retainer (18) assembly into place
4. Hardened Flatwasher 12. Piston Stop
and carefully start into suspension housing.
5. Upper Bearing 13. Key
4. Install capscrews and hardened washers (20 & Retainer 14. Upper Bearing
21). Tighten capscrews to 500 ft. lbs. (678 6. Housing 15. O-Ring & Backup
N.m) torque. 7. Piston Ring
5. Install wheel, tire and spindle assembly. Refer 8. Mounting Holes 16. Cap Structure
to Section G for installation instructions.
H02013 03/03 Front Suspensions H2-7
FIGURE 2-8. FRONT SUSPENSION
1. Housing 16. Steel Check Ball
2. Cap Structure 17. Piston
3. Capscrew 18. Lower Bearing
4. Hardened Washer Retainer
5. O-Ring 19. Plug
6. Backup Ring 20. Capscrew
7. Capscrew 21. Hardened Washer
8. Hardened Washer 22. O-Ring
9. Charging Valve Assy. 23. Backup Ring
10. Vent Plug 24. Lower Bearing
11. Plug (Pressure Sen- 25. Key
sor Port) 26. Upper Bearing
12. Upper Bearing 27. Step Seal
Retainer 28. Rod Seal
13. Piston Stop 29. Rod Wiper
14. Nut
15. Roll Pin
H2-8 Front Suspensions 03/03 H02013
MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu distributor for
Hydrair®II repair information and instructions not When installing backup rings with rod seal (28)
covered in this manual. and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
1. With suspension held in a vertical position (end
away from the seal as shown in Figure 2-8.
cap up), remove capscrews (1, Figure 2-7) and
hardened washers (2). Attach hoist to end cap
structure (16) and lift end cap out of suspension 2. Install new O-rings (22) and backup rings (23)
housing (6) until piston stop (12) contacts upper in their appropriate grooves in the bearing
bearing retainer (5). Remove capscrews (3) retainer (18).
and hardened washers (4). Lift cap structure
and bearing from housing. NOTE: Backup rings must be positioned toward
bearing retainer bolt flange as shown in Figure 2-9.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
3. Rotate the suspension 180°.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (7) and care-
fully lift out of housing.
5. Remove capscrews and washers (20 & 21, Fig-
ure 2-8). Install pusher bolts and remove lower
bearing retainer (18).
6. Remove and discard rod seal (28) step seal
(27) and rod wiper (29). Remove and discard O-
rings (22) and backup rings (23). Remove lower
bearing (24). FIGURE 2-9. BACK-UP RING REPLACEMENT
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).
H02013 03/03 Front Suspensions H2-9
7. Install key (13) and piston stop (12) on cap 10. Apply a light coating of petroleum jelly to the
structure rod. Make sure piston stop is fully seals, wiper and bearings. With suspension
seated against the rod shoulder. Install locknut housing in a vertical position, carefully lower the
(11) against piston stop. Tighten locknut one piston rod and end cap assembly into the bore
half turn further, until hole for the roll pin (10) is of the cylinder housing to its fully retracted posi-
in alignment. Install roll pin. tion
8. Attach a lifting device to top side of end cap 11. Install capscrews and hardened washers (1 & 2)
assembly. Lower assembly down on piston (7). and tighten to 500 ft. lbs. (678 N.m) torque.
Insert steel balls (9) in holes in piston prior to
fully seating bearing on top of piston. A small 12. Install bottom plug (19, Figure 2-8) and tighten
amount of petroleum jelly will prevent the balls to 13 ft. lbs. (17.5 N.m) torque.
from dropping out during assembly. NOTE: If suspension is to be stored, put in two pints
9. Install upper bearing retainer (5) onto piston (1.0 l) of a rust preventive oil. This oil must be
rod. Secure bearing in place with new cap- drained when suspension is put into service.
screws (3) and hardened washers (4). Tighten 13. Install charging valve and new O-ring (5, Figure
capscrews to 500 ft. lbs. (678 N.m) torque. 2-1). Lubricate O-rings with clean Hydrair® oil
NOTE: Always use new capscrews (3, Figure 2-7) before threading into end cap. Tighten large hex
during assembly. Used capscrews will be stressed of charging valve to 16.5 ft. lbs. (27.4 N.m)
and fatigued because of loads imposed on these torque.
capscrews during operation.
H2-10 Front Suspensions 03/03 H02013
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Disassembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly - Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
H03013 3/03 Rear Suspensions H3-1
NOTES
H3-2 Rear Suspensions 3/03 H03013
REAR SUSPENSIONS
The Hydrair® II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem- TABLE 1. TOOL LIST FOR SUSPENSION PIN
bly. The rear suspension cylinders consist of two REMOVAL
basic components; a suspension housing attached to
Part Number Description Quantity
the rear axle housing, and a suspension rod attached
to the frame. EJ2847 Pin Removal Tool 2
The Hydrair® II suspension cylinder requires only EJ2848 Cylinder 1
normal care when handling as a unit. However, after
being disassembled these parts must be handled EJ2849 Hand Pump 1
with extreme care to prevent damage to the EJ2850 Shackle 2
machined surfaces. Surfaces are machined to
extremely close tolerances and are precisely fitted. MM0093
Capscrew
4
All parts must be completely clean during assembly. (M16 x 2 x 70 mm)
NOTE: Suspension mounting pins must contain
threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is
necessary. Refer to Figure 3-4 for pin rework details.
1. Remove capscrews, washers, and shield (2,
Figure 3-1) from the suspension.
FIGURE 3-2. CHARGING VALVE
1. Valve Cap 6. Valve Body
FIGURE 3-1. REAR SUSPENSION INSTALLATION 2. Seal 7. O-Ring
1. Mounting Pins 3. Suspension Cylinder 3. Valve Core 8. Valve Stem
2. Piston Rod Shield 4. Swivel Nut 9. O-Ring
5. Rubber Washer
H03013 3/03 Rear Suspensions H3-3
2. Remove charging valve cap, (1, Figure 3-2)
loosen small hex (4) on charging valve and
turn counterclockwise three full turns to unseat
valve seal. Connect suspension charging kit.
Make certain only the swivel nut turns. Turning
the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 5.0 in. (127 mm).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open valve on suspension charging kit to
release nitrogen from the suspension. Discon-
nect charging kit. FIGURE 3-3. SUSPENSION MOUNTING PIN
Typical, top & bottom
6. Disconnect lubrication lines. Disconnect pres-
sure sensor cable. 1. Pin 6. Bearing
7. Position a fork lift under the suspension hous- 2. Retainer Capscrew 7. Capscrew
ing, above the lower mounting pin. Secure sus- 3. Locknut 8. Washer
pension to fork lift. 4. Bearing Spacer 9. Sleeve
5. Retainer Ring
12. Apply pressure to the cylinder using the hand
pump (not shown).
The rear Hydrair®II suspension weighs approxi-
mately 2,470 pounds (1120 kg.). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
Do not exceed 10 tons of force when applying
NOTE: The mounting arrangement for the top and pressure to the cylinder. Damage to the tool or
bottom pins is identical. suspension components may result, as well as
8. Remove locking capscrew (4, Figure 3-4) from personal injury to maintenance personnel.
the lower suspension pin that is to be removed.
The locking capscrew on the remaining cylinder
must remain installed.
9. Install pin removal tool (1) to each lower pin
using the capscrews listed in Table 1. Tighten
the capscrews to a torque of 177 ± 17 ft.lbs
(240 ± 24 Nm).
10. Attach both shackles (2) to cylinder (3).
11. Attach each shackle to pin removal tools (1), as
shown above.
FIGURE 3-4. REAR SUSPENSION
PIN REMOVAL TOOL
1. Pin Removal Tool 3. Cylinder
2. Shackle 4. Locking Capscrew
H3-4 Rear Suspensions 3/03 H03013
13. When the cylinder reaches the end of its stroke, Installation - Rear Suspension
remove one of the shackles from the cylinder 1. Inspect mounting bore sleeves (9, Figure 3-3)
and connect the cylinder shackle directly to the and bearing spacers for damage or wear.
pin removal tool. This is necessary to pull the Check fit of pins in bores prior to installing sus-
pin the remaining distance. pension. Replace worn or damaged parts.
14. Remove the pin from the lower mounting. 2. As noted earlier, all pins must have 2 threaded
15. Install the tool on the upper pin and repeat the holes at the inboard ends of the pin for future
pin removal process. (If the pin does not contain pin removal tool usage. Install new pins or
the necessary puller holes, an alternative rework the existing pins per Figure 3-5.
removal method is needed.) 3. Secure suspension to fork lift and raise into
16. Remove the cylinder from the truck. position. (Suspension assembly should be
retracted as far as possible prior to installation.)
17. If it is necessary to remove the remaining rear
4. Position top suspension eye with its spherical
suspension cylinder, insert the pins back into
bearing, between the ears on the frame as
the upper and lower mountings.
shown in Figure 3-3. Be certain the upper and
18. Secure the pins using locking capscrews (4), lower mounting eyes are aligned and the vent
and repeat the removal process. plugs are positioned to the rear.
5. Lubricate all pin to bearing and pin to sleeve
contact surfaces with Anti-Seize. Lubricating
the pin surfaces aids in removal and installation,
as well as prevention of rust and corrosion.
6. Align the retaining capscrew hole in pin (1, Fig-
ure 3-3) with the hole in the mounting bore.
Drive in far enough to hold pin in position.
7. Insert spacer (4) and continue to drive the pin in
through the spherical bearing. Insert the
remaining spacer and continue to drive the pin
in until the retaining capscrew hole is aligned
with the hole in the pin.
8. Install capscrew (2) and locknut (3). Tighten to
343 ft. lbs. (465 N.m) torque. If further align-
ment of the capscrew and hole are necessary,
install a pin removal tool onto the pin. Use the
tool in conjunction with a large pipe wrench or
other suitable device to align the locking cap-
screw holes.
9. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear
axle housing and repeat the above procedure to
install the bottom pin. Mounting components in
the top and bottom joints are identical.
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.
H03013 3/03 Rear Suspensions H3-5
Disassembly - Rear Suspension NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
NOTE: The suspension should be placed in a fixture
instructions not covered in this manual.
which will allow it to be rotated 180° vertically.
1. Depress charging valve stem to insure all nitro- Assembly - Rear Suspension
gen gas pressure has been released prior to
Assembly must be accomplished in a clean, dust free
removing charging valve. Wear face mask or
work area. All parts must be completely clean, dry
goggles while relieving nitrogen gas.
and free of rust or scale. Lubricate all interior parts
2. Remove charging valve cover. Remove charg- and bores with fresh suspension oil. Refer to the Oil
ing valve (12, Figure 3-6). Remove and discard and Nitrogen Specifications Chart in Section H, Oil-
charging valve O-ring. Remove vent plug (14). ing and Charging Procedures.
3. Remove protective shields (8), if installed. 1. Install spherical bearings (6, Figure 3-3) in the
Place the suspension in a vertical position (pis- eyes of the piston rod and cylinder housing.
ton rod down), and drain the suspension oil
2. Place the ring retainers (5) in position to secure
through the vent port. A properly charged rear
the bearings.
suspension cylinder contains 10.2 gallons (39 l)
of oil. 3. Install the piston rod vent plug (7, Figure 3-6).
4. Rotate the suspension 180°. Remove socket 4. Install the wiper seal (15), rod seal (16), and
head capscrews (18) and pull piston assembly step seal (17). When installing backup rings
(5) from housing (1). The housing bearing (21) with rod seal (16) and step seal (17), be cer-
will be removed with the piston assembly. tain radius is positioned toward the seal and
the white dot is positioned away from the
5. Remove capscrew and hardened washers (2 &
seal as shown in Figure 3-6.
3). Remove piston bearing (4) from piston rod.
Remove ball checks (22) from piston. Slide the 5. Install O-ring (20) and backup ring (19) on the
housing bearing (21) off of the piston. bearing (21). Backup rings must be positioned
toward the flange of the bearing.
6. Remove and discard wiper seal (15), rod seal
(16), step seal (17), O-ring (20), and backup 6. Slide the bearing (21) onto the lubricated piston
ring (19) from housing bearing. rod (5).
7. Remove vent plug (7). 7. Place the ball checks (22) in the piston and
install the piston rod bearing (4) with the cap-
8. If the spherical bearings (6, Figure 3-3) require
screws and hardened washers (2 & 3). Tighten
replacement, remove the retainer rings (5).
the capscrews to standard torque.
Press bearing out of bore.
8. With the lubricated housing (1) held in a vertical
Cleaning and Inspection - Rear Suspension position, slide the piston assembly part way into
the housing. Slide the loose housing bearing
1. Clean all parts thoroughly in fresh cleaning sol-
down onto the housing and fasten with socket
vent. Use a solvent that does not leave a film
head capscrews (18). Tighten the capscrews to
after evaporation, such as trichlorethylene, ace-
standard torque. Use care during piston instal-
tone or laquer thinner.
lation to prevent damage to machined and
chrome surfaces.
9. Install vent plugs (11 & 14). Install shield (8).
NOTE: If suspension is to be stored, put in two pints
When using cleaning agents follow the solvent
(1.0 l) of a rust preventive oil. This oil must be
manufacturer's instructions.
drained when suspension is put into service.
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.
H3-6 Rear Suspensions 3/03 H03013
1. Housing
2. Capscrews
3. Hardened Flatwashers
4. Piston Bearing
5. Piston Rod
6. Bleeder Screw
7. Vent Plug
8. Shield
9. Capscrew
10. Washers
11. Vent Plug
12. Charging Valve
13. Plug (Sensor)
14. Vent Plug
15. Wiper Seal
16. Rod Seal
17. Step Seal
18. Socket Head
Capscrew
19. Backup Ring
(See Note)
20. O-Ring
21. Housing Bearing
22. Ball Check
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
H03013 3/03 Rear Suspensions H3-7
NOTES
H3-8 Rear Suspensions 3/03 H03013
SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURE
INDEX
SUSPENSION OILING AND CHARGING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Hydrair® Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
H04015 10/03 Oiling and Charging Procedures H4-1
NOTES
H4-2 Oiling and Charging Procedures 10/03 H04015
SUSPENSION OILING AND CHARGING PROCEDURE
GENERAL EQUIPMENT LIST
These procedures cover the oiling and charging of • Hydrair® Charging Kit
Hydrair®II suspensions on Komatsu 930E dump
• Jacks and/or Overhead Crane
trucks.
• Support Blocks (Front and Rear) for:
Suspensions which have been properly charged will Oiling Height Dimensions
provide improved handling and ride characteristics Nitrogen Charging Height Dimensions
while also extending the fatigue life of the truck frame
and improving tire wear. • Hydrair® Oil (See Specifications Chart)
NOTE: Inflation pressures and exposed piston • Friction Modifier (See Specifications Chart)
lengths are calculated for a normal truck gross • Dry Nitrogen (See Specifications Chart)
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc. should Hydrair® Charging Kit
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/ Assemble service kit as shown in Figure 4-1 and
Speed Retard chart in the operator cab will extend attach to container of pure dry nitrogen (8).
the service life of the truck main frame and allow the
Installation of Charging Kit
Hydrair®II suspensions to produce a comfortable
ride. 1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
All Hydrair®II suspensions are charged with com-
pressed nitrogen gas with sufficient pressure to
cause injury and/or damage if improperly han-
dled. Follow all safety instructions, cautions, and
warnings provided in the following procedures to
prevent any accidents during oiling and charg-
ing.
Proper charging of Hydrair®II suspensions requires
that three basic conditions be established in the fol-
lowing order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.
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.
H04015 10/03 Oiling and Charging Procedures H4-3
3. Ensure outlet valves (3) and inlet valve (4) are Support Blocks For Oiling And Charging
closed (turned completely clockwise). Dimensions
4. Turn swivel nut (small hex) on charging valve
three full turns counterclockwise to unseat the
valve. Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
5. Attach charging valve adapters (2) to each sus-
correct exposed piston rod extensions.
pension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open the gas cham-
ber of the suspension).
7. Open both outlet valves (3).
Rear support blocks for nitrogen charging are no
NOTE: By selective opening and closing of outlet longer necessary. Rear suspensions still require
valves (3), and inlet valve (4), suspensions may be support blocks for oil charging.
charged separately or together.
Exposed piston rod extensions are specified for both
Removal of Charging Kit oil level and nitrogen charging for Hydrair®II suspen-
sions. These dimensions are listed in the tables
1. Close both outlet valves (3).
below Figures 4-2 and 4-4. Measure dimensions
2. Turn "T" handles (1) counterclockwise to from the face of the cylinder gland to the machined
release charging valve cores. surface on the spindle at the front suspension. Mea-
3. Remove charging valve adapters (2) from sure from the face of the cylinder gland to the piston
charging valves. flange at the rear suspension.
4. Tighten swivel nut (small hex) on charging
valve. If a new charging valve is being used, Support blocks may be made in various forms. Mild
tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) steel materials are recommended. Square stock or
torque, then loosen and retighten swivel nut to pipe segments [1 in. (25 mm) minimum] may be
10.5 ft. lbs. (14.2 N.m) torque. Again loosen used. Blocks must be capable of supporting the
swivel nut and retighten to 4 ft. lbs. (5.4 N.m) weight of the truck during oiling and charging proce-
torque. Replace valve cap (1) and tighten to 2.5 dures while avoiding contact with plated surfaces
ft. lbs. (3.3 N.m) torque (finger tight). and seals on the suspension. Refer to Figure 4-2 for
front suspension support block placement and Figure
5. Install charging valve caps and protective cov-
4-4 for rear support block placement.
ers on both suspensions.
H4-4 Oiling and Charging Procedures 10/03 H04015
FRONT SUSPENSION 2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
1. Park the unloaded truck on a hard, level sur-
three full turns to unseat valve seal. DO NOT
face. Apply the parking brake, and chock the
turn the large hex. The charging valve body
wheels.
has a bleeder groove in its mounting threads,
2. Thoroughly clean area around the charging but for safety of all personnel the valve body
valve on the suspensions. Remove the protec- must not be loosened until all nitrogen pres-
tive covers from the charging valves. sure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly
All Hydrair®II suspensions are charged with com-
and be seated solidly on the support blocks.
pressed nitrogen gas with sufficient pressure to
Remove top fill plug next to the charging valve
cause injury and/or damage if improperly han-
(Figure 4-2).
dled. Follow all the safety notes, cautions and
warnings in these procedures to prevent acci-
dents during servicing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they
must be secured with a strap or other means to
avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby person-
nel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the Oil and Nitrogen Specifications Chart,
Figure 4-5, at the end of this chapter.
1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower
and rest on the blocks. Ensure the blocks do
not mar or scratch the plated surfaces of the
FIGURE 4-2. FRONT SUSPENSION
pistons or damage wiper seals in the lower
bearing retainer. Support blocks must seat on
the spindle and the cylinder housing. The FRONT SUSPENSION DIMENSIONS (EMPTY)
blocks should be positioned 180° apart to pro- TRUCK MODEL OILING CHARGING CHARGING
vide stability. & OPTIONS HEIGHT HEIGHT PRESSURE
In. (mm) In. (mm) psi (kPa)
930E-1* 1.0 (25.4) 9.0 (229) 440 (3034)
930E-2* 1.0 (25.4) 9.0 (229) 425 (2930)
Wear a face mask or goggles while relieving 930E-3*
nitrogen pressure.
* with standard Rock Body
Note: If truck starts to lift off blocks before charging pressure
is attained, STOP CHARGING.
H04015 10/03 Oiling and Charging Procedures H4-5
4. Fill the suspension with clean Hydrair® oil (with 2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
6% friction modifier) until the cylinder is full to (22.4 N.m) torque. The valve swivel nut (small
the top of the fill plug bore. Drip pans should be hex, 4) must be unseated by turning counter-
used and all spillage cleaned from outside of clockwise three full turns.
the suspension. Allow the suspension to stand
for at least 15 minutes to clear any trapped
nitrogen and/or bubbles from the oil. Add more
suspension oil if necessary. Install a new fill Dry nitrogen is the only gas approved for use in
plug O-ring, and install the plug.
Hydrair®II suspensions. Charging of these com-
ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
Front Suspension Nitrogen Charging
3. Install the Hydrair® charging kit and a bottle of
pure dry nitrogen. Refer to Installation of Charg-
ing Kit in this section.
Lifting equipment (crane or hydraulic jacks) must 4. Charge the suspensions with nitrogen gas to 2
be of sufficient capacity to lift the truck weight. in. (50.8 mm) greater than the charging height
Be certain that all personnel are clear of lift area listed in Figure 4-2. Close inlet valve (4, Figure
before lift is started. Clearances under the truck 4-1).
may be suddenly reduced. 5. Remove the oiling blocks from the suspensions
1. If removed, install the charging valve with new and install the nitrogen charging blocks. Secure
O-ring (9, Figure 4-3). Lubricate the O-ring with the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-
clean Hydrair®oil.
inder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure has
dropped below the pressure listed in Figure 4-2,
and then close the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Figure 4-2. Do Not use an overcharge of
nitrogen to lift the suspensions off of the charg-
ing blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
11. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
12. If charging valve is being reused, tighten swivel
FIGURE 4-3. CHARGING VALVE nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
13. If a new charging valve is being used, tighten
1. Valve Cap 6. Valve Body
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
2. Seal 7. O-Ring
then loosen and retighten swivel nut to 10.5 ft.
3. Valve Core 8. Valve Stem
lbs. (14.2 N.m) torque. Again loosen swivel nut
4. Swivel Nut 9. O-Ring
and retighten to 4 ft. lbs. (5.4 N.m) torque.
5. Rubber Washer
Replace valve cap (1) and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
H4-6 Oiling and Charging Procedures 10/03 H04015
14. Install the protective guard over the charging REAR SUSPENSION
valve.
1. Park the unloaded truck on a hard, level sur-
15. Raise the truck body in order to extend the front face. Apply the parking brake, and chock the
suspensions and allow for removal of the nitro- wheels.
gen charging blocks. Ensure that sufficient 2. Thoroughly clean the area around the charging
overhead clearance exists before raising the valve on the suspensions. Remove the protec-
body. If the suspensions do not extend after tive covers from the charging valves and the
raising the body, turn the steering wheel from metal covers from the suspension piston.
stop to stop several times. If the suspensions
still do not extend enough to allow for removal
of the blocks, use a crane or floor jacks to raise
the truck and remove the blocks.
When the blocks are in place on a suspension,
The front Hydrair® suspensions are now ready for
they must be secured in place with a strap or
operation. Visually check the extension with the truck
other means to insure the blocks staying in place
both empty and loaded. Record the extension dimen-
while being used. An unsecured block could fly
sions. Maximum downward travel is indicated by the
loose as weight is applied, presenting the possi-
dirt ring at the base of the piston. Operator com-
bility of serious injury and/or damage.
ments on steering response and suspension rebound
should also be noted. NOTE: For longer life of suspension components, a
friction modifier must be added to the suspension oil.
See the Oil and Nitrogen Specifications Chart, Figure
4-5, at the end of this chapter.
Rear Suspension Oiling
1. If the suspensions are extended, position and
secure oiling height dimension blocks (sup-
ports) in place (See Figure 4-4) so the blocks
are seated between the piston flange and the
cylinder housing. Ensure the blocks do not mar
or scratch the plated surfaces on the piston or
damage the wiper seals in the cylinder barrel.
Support blocks must seat on the piston flange
and the cylinder housing. The blocks should be
positioned 180° apart to provide stability.
Make certain all personnel are clear and support
blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
turn the large hex. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
must not be loosened until all nitrogen pres-
sure has been vented from the suspension.
H04015 10/03 Oiling and Charging Procedures H4-7
3. Depress the charging valve core to release Rear Suspension Nitrogen Charging
nitrogen pressure from the suspension. When
nitrogen pressure has been vented to the atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks. Lifting equipment (overhead or mobile cranes, or
hydraulic jacks) must be of sufficient capacity to
4. Use a plastic tube to help bleed off trapped air
lift the truck weight. Be certain that all personnel
inside the piston. Remove vent plugs and the
are clear of lift area before lift is started. Clear-
bleeder screw. Fill the suspension with clean
ances under the truck may be suddenly reduced.
Hydrair® oil (with 6% friction modifier) until
clean oil comes out of the port where the
bleeder screw and plug were removed from the
side of the housing. Drip pans should be used
and all spillage cleaned from the outside of the
suspension. Install the bleeder and vent plugs.
Continue to fill the oil until it reaches the fill port. Ensure the automatic apply circuit has not
Allow the suspension to stand for at least 15 applied the service brakes during truck mainte-
minutes to clear any trapped nitrogen and/or air nance. If the front brakes are applied during rear
bubbles from the oil. Add oil if necessary, and suspension charging, the axle cannot pivot for
install the fill plug. frame raising / lowering, and the rear suspension
may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair®oil.
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.
Dry nitrogen is the only gas approved for use in
Hydrair®II suspensions. Charging of these com-
ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
FIGURE 4-4. REAR SUSPENSION
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.
H4-8 Oiling and Charging Procedures 10/03 H04015
6. Close inlet valve (4, Figure 4-1). Leave outlet 10. If a new charging valve is being used, tighten
valves (3) open for five minutes in order to allow swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
the pressures in the suspensions to equalize. then loosen and retighten the swivel nut to 10.5
7. Ensure both of the suspension cylinders are ft. lbs. (14.2 N.m) torque. Again, loosen the
extended the same distance ± 10 mm (0.39 in.). swivel nut and retighten to 4 ft. lbs. (5.4 N.m)
If the difference in the extension from side to torque. Replace valve cap (1) and tighten to 2.5
side exceeds 10 mm, check the front suspen- ft. lbs. (3.3 N.m) torque (finger tight).
sions for equal extension. Adjust the front as 11. Install the protective guards over the charging
necessary. valves and install the metal covers over the pis-
NOTE: A low left front suspension will cause the right ton rods.
rear suspension to be high. A low right front The rear Hydrair® suspensions are now ready for
suspension will cause the left rear suspension to be operation. Visually check piston extension both with
high. the truck loaded and empty. Record the extension
8. Close outlet valves (3) and remove charging kit dimensions. Maximum downward travel is indicated
components. Refer to Removal of Charging Kit by the dirt ring at the base of the piston rod. Operator
in this section. comments on steering response and suspension
9. If the charging valve is being reused, tighten rebound should also be noted.
swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m)
torque.
H04015 10/03 Oiling and Charging Procedures H4-9
OIL AND NITROGEN SPECIFICATIONS CHART
HYDRAIR® II OIL SPECIFICATIONS
Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobil 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid
6% of Texaco TDH Oil Conoco Power Tran III Fluid
-30°F & above AK3761) Amoco Ultimate Motor Oil 5W-30 Petro Canada Duratran Fluid
(-34.5°C & above) Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-30 Conoco High Performance
-55°F & above AK3761) Synthetic Motor Oil, 5W-30
(-48.5°C & above) AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.
OIL CAPACITY OF A PROPERLY CHARGED SUSPENSION CYLINDER
Front Rear
930E-1 24.3 gallons (92 liters) 10.2 gallons (39 liters)
930E-2 25.8 gallons (98 liters) 10.2 gallons (39 liters)
930E-3 30.8 gallons (117 liters) 10.2 gallons (39 liters)
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions
(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS
Property Value
Nitrogen gas used in Hydrair® II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -68°F (-55°C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART
H4-10 Oiling and Charging Procedures 10/03 H04015
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01027 Index J1-1
NOTES
J1-2 Index J01027
SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
Rear Axle Brake Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-8
J02027 Brake Circuit J2-1
NOTES
J2-2 Brake Circuit J02027
BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic The dual relay valve for the rear brakes is located in
actuated wet disc service brake system. The brake the rear axle housing. Two additional accumulators
system utilizes Type C-4 hydraulic oil provided by the are mounted on the frame rail, behind the right front
brake/steering pump from the main hydraulic tank for tire.
brake application. Brake disc cooling during truck
The brake manifold contains dual circuit isolation
operation is provided by the hoist circuit pump
check valves, accumulator bleed down valves, and
through the hoist valve. A disc type parking brake,
valves for brake lock, park brake and automatic apply
located in the rear axle housing, is attached to each
functions. All of these components are screw-in car-
wheel motor. The fundamental function of the brake
tridge type valves.
system is to provide an operator the control he needs
to stop the truck in either a slow modulating fashion In the Komatsu truck, there are two independent
or in as short a distance as reasonably possible. means of brake actuation by the operator; the service
brake pedal and brake lock switch. Additionally, the
Outlined below are the functions that Komatsu feels
brakes will apply automatically if the brake system
are necessary for safe truck operation:
supply drops below a predetermined pressure.
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake SERVICE BRAKE CIRCUIT
pressure so proper action can be taken to stop
the truck before the secondary system is This portion of the system provides the operator the
exhausted of power. precise control he needs to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
• Provide secondary brake circuits such that any
single failure leaves the truck with sufficient effort to stop as quickly as possible. The heart of this
stopping power. circuit is the treadle operated, dual circuit brake
valve. This valve enables the operator to control the
• Automatically apply service brakes if low relatively high pressure energy within the brake
pressure warnings are ignored and pressures accumulators directed to the brakes. There are two
continue to decrease.
valves in the dual brake valve. One supplies pres-
• Wheel brake lock to relieve the operator from sure to a dual relay valve to provide apply pressure
holding the brake pedal while at the dump or for the brakes on the front axle. The other supplies
shovel. pressure to a dual relay valve to provide apply pres-
• Spring applied park brake for holding, not sure for the brakes on the rear axle.
stopping, the truck during periods other than As the brake pedal is depressed, each valve within
loading or dumping.
the dual circuit brake valve simultaneously delivers
• Brake system that is easy to diagnose and fluid from its respective accumulators to the dual
perform necessary service. relay valves which deliver fluid to the wheel brakes at
a pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
The following brake circuit description should be the brake force, giving a very positive feel of control.
used in conjunction with the hydraulic brake system
schematic, refer to Section R. Brake accumulators have two functions; storing
energy for reserve braking in the event of a failure
The brake system consists of several major valve and, provide rapid oil flow for good brake response.
components; the foot operated dual circuit treadle
valve, hydraulically operated dual relay valves, and Depression of the brake pedal also actuates the stop
the brake manifold. The dual circuit treadle valve is light pressure switch, which in turn actuates stop and
the only component located in the operator's cab. service brake indicator lights and propulsion inter-
The remainder of the system, including the dual relay lock.
valve for the front brakes, brake manifold, two accu-
mulators, and electrical components, are located in a
weatherproof cabinet (Figure 2-1) behind the cab.
The hydraulic components cabinet is easily accessi-
ble for brake system diagnostic and service work.
J02027 Brake Circuit J2-3
FIGURE 2-1. HYDRAULIC COMPONENTS CABINET
1. Rear Brake Accumulator 16. Front Brake Accum. Bleed (NVF)
2. Charging Valve 17. Automatic Apply Valve
3. Front Brake Accumulator 18. Low Accum. Test Port (LAP1)
4. Charging Valve 19. Rear Brake Accum. Bleed (NVR)
5. Relief Valve (Hoist-Power Down) 20. Low Brake Pressure Switch
6. Hoist Pilot Valve 21. Park Brake Pressure Switch
7. Dual Relay Valve 22. Stop Light Pressure Switch
8. Differential Pressure Switch 23. Brake Lock Degradation Switch
9. Park Brake Release (Plug Port) 24. Rear Brake Pressure Test Port (BR)
10. Brake Cabinet 25. Front Brake Pressure Test Port (BF)
11. Brake Lock Shuttle Valve 26. Manifold
12. Brake Manifold 27. Brake Warning Delay Timer
13. Pressure Reducing Valve (PR) 28. Brake Warning Relay
14. Brake Lock Solenoid (SV1) 29. Supply Pressure Test Port
15. Park Brake Solenoid (SV2) 30. Brake Lock Pressure Test Port
J2-4 Brake Circuit J02027
SECONDARY BRAKING AND
AUTOMATIC APPLY Normal Operation (key switch on, engine running)
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
single failure. For this reason, the system is divided de-energized. The oil pressure in the parking
into multiple circuits, each with its own isolation brake lines return to tank and the springs in
check valve, two accumulators, and circuit regulator. the parking brake will apply the brake. The
The secondary system becomes whatever circuit(s) parking brake pressure switch (21) will close,
is operable after a failure. If the failure is a jammed completing a path to ground, and illuminating
treadle valve, then the brake lock becomes the sec- the parking brake light on the overhead
ondary system, otherwise, either of the two brake cir- display panel.
cuits would be the secondary system. Parking brake switch OFF
The parking brake solenoid is energized. The
The four brake accumulators perform two functions;
oil flow is routed from the park brake
to provide rapid flow for good response and to store solenoid, to the park brake calipers for
energy for secondary braking. The check valves release. The parking brake circuit is protected
assure this energy is retained should a failure occur against accidental application by monitoring a
in the brake system supply or an accumulator circuit. wheel motor speed sensor to determine truck
An additional check valve located between the sup- ground speed. The park brake will not apply
ply line from the brake/steering pump and the brake until the truck is virtually stopped. This
manifold, provides additional protection against pres- eliminates park brake damage and will extend
sure loss if the oil supply is interrupted. brake adjustment intervals.
If a failure occurs in the pump, steering or either If the key switch is turned OFF (park brake
switch ON or OFF), the park brake will not
brake accumulator circuit, a low brake pressure
apply until vehicle speed is less than 1/3 MPH
warning light (on the overhead display panel in the
(0.5 km/h).
cab) and an audible alarm will actuate and the vehi-
cle should be stopped as soon as practical. When If a loss of hydraulic supply pressure occurs,
the pressure in one accumulator circuit is less than with the parking brake switch OFF, the
the preset level, all the service brakes will be auto- parking brake solenoid will still be energized.
The supply circuit (that lost pressure) is still
matically applied. Automatic brake application is
open to the parking brake calipers. To prevent
accomplished by the "automatic apply valve" (PS),
park brake pressure oil from returning to the
located in the brake manifold. This valve senses the supply circuit, a check valve (in the park
lower brake accumulator pressure, and when the brake circuit) traps the oil, holding the parking
pressure is less than 1650 psi (11.4 MPa), the valve brake in the released position.
shifts, operating the brake treadle valve hydraulically
NOTE: Normal internal leakage in the parking brake
which in turn applies pressure to the dual relay
solenoid may allow leakage of the trapped oil to
valves and applying all the brakes.
return back to tank, and eventually allow park brake
Regardless of the nature of location of a failure, application.
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after
the low brake warning light and buzzer, and before If 24 volt power to the solenoid is interrupted,
automatic apply. This allows the operator the oppor- the park brake will apply at any vehicle
tunity to safely stop the truck after the warning has speed. The spring in the solenoid will cause it
turned on. to shift, opening a path for the oil pressure in
the park brake line to return to tank and the
springs in the parking brake will apply the
PARKING BRAKE CIRCUIT brake. The parking brake pressure switch
The parking brakes are spring applied and hydrauli- (21) will close, completing a path to ground,
cally released. illuminating the parking brake light on the
overhead display panel and interrupting
NOTE: Whenever the park brake solenoid is de- propulsion.
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.
J02027 Brake Circuit J2-5
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a means for the operator to hold the vehicle while at the shovel
or dump. The brake lock only applies the rear service brakes. It may also provide a second means to stop the truck
in the event the primary means (brake valve) malfunctions. By turning on the dash mounted toggle switch, a sole-
noid valve (14, Figure 2-1) and pressure reducing valve (13) will apply unmodulated pressure oil at 2000 psi (13.8
MPa) to fully actuate the rear brakes. A shuttle valve (11) in the rear brake line provides the independence from the
brake treadle valve for brake application.
WARNING CIRCUIT
The brake warning circuit is equipped with a low
brake pressure warning light (on the overhead dis-
play panel) and an audible alarm (in the cab) to alert
the operator of low brake pressures. Several electri-
cal sensors, a relay and delay timer are used to
detect brake system problems. (See Figure 2-1 for
the following component references.)
• Brake lock degradation switch (23)
• Pressure sensor, system supply pressure Located on the junction block (26) in the
Located on the pump pressure sensing manifold. hydraulic components cabinet. When the brake
When system supply pressure drops below 2300 lock switch is turned on, the brake lock solenoid
psi (15.8 MPa), the low steering pressure light, (14) and brake warning relay are energized. The
low brake pressure light and buzzer will turn on. brake warning relay switches the electrical
• Pressure switch, low brake pressure (20) connection from the differential pressure switch
Located on the brake manifold. When the to the brake lock degradation switch (23). If the
accumulator with the lower pressure falls below brake lock apply pressure is less than 1000 psi
1850 psi (12.7 MPa), the low brake pressure light (6.9 MPa), a path to ground will be completed
and buzzer will turn on. and the low brake pressure light and buzzer will
turn on.
• Differential pressure switches (8)
Located on the dual controller valve (foot treadle) • Brake warning relay (28)
and on each dual relay valve. During brake Located on the RH wall of the hydraulic
application, if the difference in brake apply components cabinet. When the brake lock switch
pressure between the front and rear circuits is is turned on, the brake warning relay is energized
greater than a preset level, the differential and switches the electrical connection from any
pressure switch located on the dual controller of the differential pressure switches to the low
valve will turn on the low brake pressure light and brake lock degradation switch. When the brake
buzzer. If the difference in brake apply pressure lock switch is turned off, the relay is de-energized
between the left and right circuits of the front or and switches the connection from the brake lock
rear wheel brakes is greater than a preset level, degradation switch to the differential pressure
the differential pressure switch located on the switches.
dual relay valve at either the front or rear wheels • Brake warning delay timer (27)
will turn on the low brake pressure light and Located on the RH wall of the hydraulic
buzzer. The pressure differential switches components cabinet. The delay timer is
complete a path to ground in order to turn on the connected in series between the low brake
low brake pressure light and buzzer. The pressure light/buzzer and the brake warning
differential pressure switches provide detection of relay. If any of the differential pressure switches
faults such as a brake line rupture, poor brake or the brake lock degradation switch completes a
valve tracking, line blockage, excessive brake path to ground, the delay timer will not complete
displacement or air trapped in the system. the circuit for 1.2 seconds. This will allow
sufficient time for the hydraulic brakes to reach
the proper pressures after actuation to avoid
false warnings.
J2-6 Brake Circuit J02027
FIGURE 2-2. BRAKE VALVE
(FULL CUT-AWAY)
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
A. Adjustment Collar Maximum
Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
NOTE:
B1 - Rear Brakes
B2 - Front Brakes
J02027 Brake Circuit J2-7
Rear Axle Brake Lines
For reference to the brake lines that connect to the
rear axle housing, refer to Figure 2-3.
NOTE: If hoses (4, Figure 2-3) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.
FIGURE 2-3. REAR BRAKE HOSES
1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
J2-8 Brake Circuit J02027
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-9
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . J3-15
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
J03025 06/03 Brake Circuit Component Service J3-1
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
ACCUMULATORS - HYDRAULICS COMPONENTS CABINET . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
ACCUMULATORS - FRAME MOUNTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . J3-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-34
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-34
J3-2 Brake Circuit Component Service 06/03 J03025
BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE • Valve holds pressure when in the neutral
position.
The brake pedal assembly combines the dynamic
retarding control with service brake control functions. • Varying output pressure with pedal fully
depressed.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which pro-
vides an electrical signal to the propulsion system,
signalling a request by the operator for retarding. The
electrical signal is modulated by the operator as he
continues to depress the pedal, increasing the level
of retarding effort from minimum to maximum. Fur-
ther pedal depression after maximum retarding
request is achieved, results in service brake applica-
tion from minimum to maximum when the pedal is
fully depressed. A slight increase in pedal resistance
can be felt when service brake actuation occurs.
Additionally, indicator lights on the overhead display
panel in the cab will turn on as dynamic retarding is
applied. A second lamp will turn on when service
brakes are applied.
NOTE: The following information discusses the
operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (8, Figure 3-1).
The brake valve controls the pressure delivered to
the front and rear service brake dual relay valves
which provide the apply pressure for the front wheel
and rear wheel disc brake assemblies. Apply pres-
sure can be modulated from zero to maximum brak-
ing effort by use of the foot pedal.
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. FIGURE 3-1. BRAKE ACCUMULATOR
BLEEDDOWN
• Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
1. Rear Brake Accumulator
position and system pressure supplied to the
2. Charging Valve
"P1" and "P2" inlet ports.
3. Front Brake Accumulator
• Tank port leakage must be less than 250 cc/ 4. Charging Valve
minute with valve pilot or manual applied at 2750 5. Brake Manifold
psi (18,960 kPa) system pressure. 6. Accumulator Bleed Down Valve (Front)
• Failure of the pedal to return to full release 7. Accumulator Bleed Down Valve (Rear)
position. 8. Automatic Apply Valve
J03025 06/03 Brake Circuit Component Service J3-3
Removal Installation
If the brake valve is to be removed from the vehicle 1. Place the brake valve assembly into position
for repair or adjustment, additional equipment will be and secure in place with capscrews and lock-
required as outlined in disassembly, assembly. washers. Tighten capscrews to standard
torque.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve. 2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten. Connect
differential pressure switch to harness.
NOTE: Prior to checking the brake valve operation,
Before disconnecting pressure lines, replacing the steering system must have the proper nitrogen
components in the hydraulic circuits, or install- precharge in the steering accumulators (refer to
ing test gauges, always bleed down hydraulic Section L, Hydraulic System for steering accumulator
steering and brake accumulators. The steering precharge procedure). In addition, the brake system
accumulators can be bled down with engine shut lines must be bled of air and the brake accumulators
down, turning the key switch OFF and waiting 90 must also be precharged with nitrogen (refer to brake
seconds. Confirm the steering pressure is accumulator precharge procedures, this section).
released by turning the steering wheel - No front
wheel movement should occur.
3. Connect electronic retard pedal connector to
Open bleed down valves (6 & 7, Figure 3-1) truck harness.
located on the brake manifold. This will allow 4. With the engine shut down and key switch OFF,
both accumulators for the rear brakes and both open both brake accumulator bleed down
accumulators for the front brakes to bleed down. valves (6 & 7, Figure 3-1). Precharge both
Before disabling brake circuit, be sure truck accumulators mounted on brake manifold (5) to
wheels are blocked to prevent possible roll-away. 1400 psi (9.65 MPa).
5. Remove charging kit from brake manifold accu-
1. Securely block the wheels to prevent possible mulators and install on external accumulators
roll-away. located behind right front tire. Precharge both
accumulators to 1400 psi (9.65 MPa).
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering sys-
NOTE: For best performance, charge the
tem accumulators to bleed down. Open valves
accumulators in the temperature conditions the
(6 & 7, Figure 3-1) to bleed down all four brake
vehicle is expected to operate in. During the
accumulators.
precharge, allow temperature of the nitrogen gas to
3. Remove access panel in front of operator's cab. come into equilibrium with the ambient temperature.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except 6. Close both accumulator bleed down valves
the fitting at port "PX". Disconnect wiring har- after all four accumulators have been properly
ness at differential pressure switch connector. charged.
5. Disconnect retard pedal harness. 7. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to bleed air
6. In the cab at the brake valve, remove cap-
from brake lines and brakes. Close supply plug
screws and lockwashers securing the brake
after bubbles disappear.
valve assembly to the mounting structure.
8. Check for fluid leaks at the brake valve.
7. Slide brake valve downward and remove from
cab.
8. Move brake valve assembly to a clean work
area for disassembly.
J3-4 Brake Circuit Component Service 06/03 J03025
DISASSEMBLY 1. Match mark each section of the brake valve
prior to disassembly.
NOTE: If not already removed, remove electronic
retard pedal (16, Figure 3-2) from brake pedal by 2. Drain all oil from all ports of the valve by rotat-
removing pivot shaft (8). ing the valve over a suitable container.
3. Secure brake valve in an upright position in a
NOTE: During disassembly, precision machined vice.
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. 4. Remove the brake pedal actuator (17, Figure
All items must be placed back into the bores from 3-2) by removing the retaining clips (2), then
which they were removed. remove the pivot shaft (3) with a punch and
hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasp-
ing the boot and gently lifting from the valve
body.
FIGURE 3-2. BRAKE VALVE / RETARD PEDAL
ASSEMBLY
1. Brake Valve 13. Pad
2. Retainer Clip 14. Nut
3. Pivot Shaft 15. Capscrew
4. Bushings 16. Electronic Retard Pedal
5. Shims Assembly
6. Retainer Clip 17. Brake Pedal Actuator
7. Nylon Bearing 18. Spring Pivot (Lower)
8. Pivot Shaft 19. Spring
9. Place 0.025 in. Shim 20. Spring Pivot (Top)
Here 21. Set Screw
10. Jam Nut 22. Jam Nut
11. Capscrew 23. Differential Pressure
12. Pedal Structure Switch
J03025 06/03 Brake Circuit Component Service J3-5
NOTE: The spools (12), reaction plungers (21, 22)
and spool return springs (20) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (3) down with the other hand
until the regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the "B2"
regulator sleeve.
20. Turn the valve on its side on the work bench
and remove the regulator sleeves (19) from the
valve body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
FIGURE 3-3. ACTUATOR CAP & BOOT given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
1. Actuator Cap 5. Capscrew separate.
2. Boot 6. Actuator Base
3. Capscrew 7. Threaded Insert
4. Retainer Plate 21. Remove the spools (12), reaction plungers (21,
22) and spool return springs (20) from the regu-
lator sleeves (19).
7. Remove capscrews (36, Figure 3-4) and the dif- 22. Remove the plunger return springs (10), regula-
ferential pressure switch (35). Refer to Differen- tor springs (8 & 10), and spring seats (11) from
tial Pressure Switch for further switch repair the valve body.
instructions.
23. Remove the actuator plungers (3) by pushing
8. Remove and discard the seals (27 & 28).
down (toward the bottom of the valve) on the
9. Loosen the plunger locknuts (2). Loosen the actuator plunger with your hand until the actua-
socket head capscrew from the adjustment col- tor plunger slides out.
lars (1).
24. Remove the staging seat (6). Remove and dis-
10. Unscrew and remove the adjustment collars. card packing (5).
11. Remove the two socket head capscrews (5, Fig- 25. Remove the Glyde ring assembly (7) from the
ure 3-3) that retain the actuator base (6) to the actuator plunger.
valve body.
26. Remove the O-rings (14, 16 & 18) and teflon
12. Remove the actuator base from the valve body. back-up rings (13, 15 & 17) from the regulator
13. Remove controller from vice. sleeves and discard.
14. Remove the four capscrews (34, Figure 3-4) 27. Remove the wiper seals (23), poly-pak seals
and washers (33) from the base of the valve. (25), and the orange back-up rings (24) from
the actuator section of the valve and discard.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
J3-6 Brake Circuit Component Service 06/03 J03025
FIGURE 3-4. BRAKE VALVE
1. Adjustment Collar 10. Plunger Return Spring 20. Spool Return Spring 30. O-Ring
2. Nut 11. Spring Seat 21. Reaction Plunger (B1) 31. Retaining Plug
3. Actuator Plunger 12. Regulator Spool 22. Reaction Plunger (B2) 32. Base Plate
4. Stud 13. Back-up Ring 23. Wiper Seal 33. Washer
5. Packing 14. O-Ring 24. Back-up Ring 34. Capscrew
6. Staging Seat 15. Back-up Ring 25. Poly-Pak Seal 35. Differential Pressure
7. Glyde Ring Assembly 16. O-Ring 26. Valve Body Switch
8. Regulator Spring 17. Back-up Ring 27. Seal 36. Capscrew
9. Regulator Spring 18. O-Ring 28. Seal
19. Regulator Sleeve 29. Set Screw Orifice Plug
J03025 06/03 Brake Circuit Component Service J3-7
Cleaning and Inspection scraper. Clean thoroughly to remove all adhe-
sive or particles of the old boot.
1. Clean all metal parts with solvent and air dry.
3. Apply a thin bead of Loctite® Prism 410 onto
2. Inspect the plunger (3, Figure 3-4) for wear on
the upper sides of the cap. Apply the bead to
the sides where it moves through the seals. If
the two long sides only. Do not apply it to the
axial grooves are seen or if any wear is appar-
rounded ends, these must not be sealed to
ent, replace the plunger.
allow the boot to "breathe".
3. Place the regulating spool (12) into its sleeve
4. Carefully position the cap into the new boot
(19). Push the spool lightly through the sleeve.
groove wiping off the excess glue.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it 5. Position the boot such that it conforms to the
cannot, it must be replaced. Never replace just contour of the cap, then set aside. Adhesive
the spool or sleeve. They must be replaced as a requires about 30 minutes to cure.
matched set.
Valve Body Seal Installation
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must 1. Install the poly-pak seal (3, Figure 3-5) in the
be replaced. Also, if the valve was not reaching seal groove first. Position the seal in the groove
proper regulated pressure, replace all regulator so that the internal O-ring inside the poly-pak
springs. seal is facing down toward the bottom of the
valve.
5. Inspect the threaded inserts (7, Figure 3-3) in
the actuator base. If any of the threads are 2. Make sure the internal O-ring is still seated
damaged, the inserts must be replaced. inside the poly-pak seal (3) and did not get dis-
lodged during installation. Position the poly-pak
6. Lubricate all parts with a thin coat of clean type
seal to the bottom of the groove.
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
ASSEMBLY
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-3) were removed
from the actuator base (6), position the actuator
base upside down on the work bench and sup-
port directly under each of the four floor mount-
ing holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
Boot and Cap
1. Examine the boot (2, Figure 3-3) for any
cracks, tears, or other damage. If damage is
evident, the boot must be replaced. To replace
the boot, follow the procedure below. FIGURE 3-5. VALVE BODY SEAL INSTALLATION
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides 1. Actuator Plunger 4. Back-Up Ring
of the cap by scraping the lip where the cap 2. Valve Body 5. Wiper Seal
contacts the boot. Use a knife or suitable 3. Poly - Pak Seal 6. Actuator Base
J3-8 Brake Circuit Component Service 06/03 J03025
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation
1. Install an O-ring (2, Figure 3-6) onto the small-
est groove (on the top) of the regulator sleeve
(3). Install O-ring (5) onto the middle groove on
the regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of the O-ring (5) located in the middle of
the regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve. FIGURE 3-6. SLEEVE SEAL PLACEMENT
This O-ring is the smallest of the three O-rings.
1. Back-Up Ring 4. Back-Up Ring
Position the back-up ring so that it is next to the
2. O-Ring 5. O-Ring
top of the regulator sleeve. The top of the
3. Regulator Sleeve 6. O-Ring
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve. 4. Install the "B1" actuation plunger (3) into the
"B1" circuit. Be careful not to damage or cut the
Actuator Plunger O-ring Installation Glyde ring during installation. Observe the
1. Install an O-ring (7, Figure 3-4) into the O-ring Glyde ring assembly through the tank port as
groove located at the large diameter end of the the plunger is being installed. (Refer to Figure
actuation plunger (3). 3-7) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
2. Install a split Glyde ring over the O-ring. (Twist damage to the seal. Make sure the actuation
and squeeze the split Glyde ring into a small cir-
plunger is completely seated and bottomed.
cle before installing to insure a tight fit over the
O-ring).
3. Repeat Steps 1 & 2 for the second plunger.
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 1. Actuator Plunger 3. Glyde Ring
ring (7). 2. Valve Body 4. Sharp Edges
J03025 06/03 Brake Circuit Component Service J3-9
5. Repeat Steps 1 through 4 for the "B2" actuation 13. Insert reaction plunger (21 or 22) into regulator
plunger. spool.
6. Install the plunger return spring (10, Figure 3-4), 14. Install regulator spool (12) into regulator sleeve
regulator springs (8 & 9) and spring seat (11) (19).
into the appropriate circuit. If spring seat does
15. Repeat Steps 6 through 14 for the second cir-
not seat correctly on top of the control spring,
cuit.
lightly shake the valve to correctly position the
spring seat. 16. Lightly lubricate the large retainer plate O-ring
7. Lightly lubricate the regulator spool (12). (30) and install into the counter bore in the bot-
tom end of the valve.
8. Install the regulator spool into the regulator
sleeve (19). The spherical end of the spool 17. Install the retainer plug (31) into the counter
should be at the top of the regulator sleeve. The bore on the bottom of the valve. Make sure
top of the sleeve is the end with the smallest steps on the retainer plug are facing the counter
O.D. bore or toward the top of the valve.
NOTE: Check to insure that the spool will slide 18. Install the base plate (32) on top of the retainer
smoothly and freely. Replace the entire sleeve plug. Tighten the four allen screws (34) evenly,
assembly and spool, if the spool does not slide alternating diagonally, to evenly seat the regula-
smoothly and freely. tor sleeve assembly. Tighten to 140 - 150 in.
lbs. (15.8 - 16.9 N.m) torque.
19. Using new seals (27 & 28, Figure 3-4), install
9. Remove spool from sleeve before installing
pressure differential pressure switch assembly
sleeve into body.
(35) on valve body. Install socket head cap-
10. Lightly lubricate the O-rings (14, 16, & 18) on screws (36). Tighten capscrews to 140 - 150 in.
the regulator sleeve. lbs. (15.8 - 16.9 N.m) torque.
11. Install the regulator sleeve assembly into the 20. Install the actuator base (6, Figure 3-3) on top of
correct circuit in the valve. Make sure the spring the valve. Make sure to position properly for
seat is correctly seated in the regulator spring correct port direction. Tighten the two socket
before installing the regulator sleeve assembly. head capscrews (5) and tighten to 180 - 190 in.
Push sleeve into bore until sleeve retaining lbs. (20.3 - 21.5 N.m) torque.
flange at the base of sleeve contacts the valve
21. Screw the adjustment collars (1, Figure 3-4)
body.
onto the top of the actuation plungers. Screw all
12. Install the spool return spring (20) into spool the way down until they bottom on the threads.
(12).
J3-10 Brake Circuit Component Service 06/03 J03025
DIFFERENTIAL PRESSURE SWITCH 4. Using new O-ring (12), install switch assembly
(3). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m)
Differential pressure switch (1, Figure 3-8) on the torque.
brake valve detects an imbalance in the brake apply
pressure between the front and rear brake circuits. If 5. Turn valve over and install piston (9), spring (8)
the pressures differ more than 600 ± 50 psi (4137 ± and screw plug (7). Plug should be inserted
345 kPa), switch (3) will activate a warning horn and approximately 0.5 in. (13 mm) below edge of
lamp in the cab to alert the operator of a potential body. Temporarily install plug (6) in screw plug
brake system problem. port.
NOTE: The adjustment of screw plug (7) controls the
Disassembly switch actuation point. Refer to Valve Bench Test and
1. Remove the four socket head capscrews Adjustment, Differential Pressure Switch Adjustment
attaching the differential pressure switch body for calibration procedure.
(1, Figure 3-8) to the valve body (2).
2. Remove switch assembly (3) and O-ring (12).
3. Remove plugs (5, 6 & 11).
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its
bore.
Cleaning and Inspection
1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (10, Figure 3-8) for
scoring and other evidence of damage. Inspect
spool bore in body (4). If seals are damaged,
entire differential switch assembly should be
replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential pressure switch assembly must be
replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released. Plunger must operate freely in switch
body.
FIGURE 3-8. DIFFERENTIAL PRESSURE
Assembly SWITCH
1. Install plug (11, Figure 3-8). Tighten plug to 190
1. Differential Pressure 7. Screw Plug
- 210 in. lbs. (21.5 - 23.7 N.m) torque.
Switch Assembly 8. Spring
2. Lightly lubricate Glyde rings on spool assembly 2. Valve Body 9. Piston
(10) and carefully insert in body (4) until it bot- 3. Switch Assembly 10. Spool Assembly
toms on plug (11). 4. Body 11. Plug
3. Install plug (5). Tighten plug to 190 - 210 in. 5. Plug 12. O-Ring
lbs. (21.5 - 23.7 N.m) torque. 6. Plug
J03025 06/03 Brake Circuit Component Service J3-11
VALVE BENCH TEST AND
ADJUSTMENT • Hose fittings for valve ports:
The following parts and test equipment will be Port PX: . . . . . . . . . . . . . . . . .7/16 in., # 4 SAE
required to completely bench test and adjust the Ports P1, P2, B1 and B2: . . . . . 3/4 in., #8 SAE
brake valve. The differential pressure switch can Port T: . . . . . . . . . . . . . . . . .1 1/16 in., #12 SAE
also be calibrated and operation tested.
• Ohmmeter or continuity tester
• Pressure gauges (3), 0-to-3000 psi (20,680
kPa). NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
• Hydraulic pressure supply, regulated to 2750 psi Remove the brake pedal assembly and actuator cap
(18,960 kPa).
and boot assembly to adjust individual brake circuit
• Hydraulic test stand, Refer to Figure 3-9. pressures.
FIGURE 3-9. TEST BENCH SET UP
1. Motor 5. Needle Valve 9. Simulated Brake Volume
2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.
J3-12 Brake Circuit Component Service 06/03 J03025
Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Position the valve in the fixture to allow plung- 1. Install the pedal pivot shaft pin in the actuator
ers to be activated by hand using a lever (refer base by itself without installing the pedal
to Figure 3-9). assembly.
2. Attach the pilot input supply pressure to the pilot 2. By taking a screw driver or pry bar and placing it
port labeled "PX" on the rear of the valve. under the pivot pin and on top of the threaded
3. Attach the main supply input pressure to the O- plunger assembly, each circuit can be actuated
ring ports on the rear of the valve labeled "P1" individually. Refer to Figure 3-9.
and "P2". 3. Gradually apply pressure on each circuit (one at
4. Attach the tank return line to the O-ring port a time) to check for leaks around the plunger.
labeled "T" on the rear of the valve. Make sure the adjustment collar is screwed all
the way down on the threads.
5. Attach the regulated output ports "B1" and "B2"
to the test lines. Pressure monitoring devices in 4. "B1" Adjustment: Adjust the adjustment collar
these two lines must be capable of 3000 psi up (counter-clockwise) starting with one turn
(20,680 kPa). Connect all ports. The connec- increments until the output pressure at port "B1"
tions should be according to the diagram shown is 2400 ± 75 psi (16,545 ± 517 kPa) with the
in Figure 3-9. All ports must be used and con- adjustment collar contacting the actuator base
nected. (fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B2"
is 2400 ± 75 psi (16,545 ± 517 kPa) with the
All ports must be used. Relieve pressure before adjustment collar contacting the actuator base
disconnecting hydraulic and other lines. Tighten (fully actuated). Fine adjustment will require
all connections before applying pressure. turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact 6. Tighten the setscrews in the adjustment collars
with hot oil if the machine has been operating. to 25 - 30 in.lbs. (2.8 - 3.4 N.m) torque. The
The oil will be at very high pressure. entire plunger may have to be rotated to get to
Hydraulic fluid escaping under pressure can the capscrews.
have sufficient force to enter a person's body by 7. Check pressures again after tightening the set
penetrating the skin and cause serious injury and screws. If the pressures have moved out of
possibly death if proper medical treatment by a specified range, loosen the appropriate set
physician familiar with this injury is not received screw and re-adjust.
immediately. 8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
6. Start hydraulic pump and regulate output pres- opening needle valve (4). Read pressure on
sure to 2750 psi (18,960 kPa) at pressure gauges (7 & 10). Close valve (4) and open
gauge (3). Pressure gauges (7 & 10) should valve (5). The pressure gauges (7 & 10) should
read zero. read 0 psi.
7. Pilot supply circuit pressure must also be 2750 9. Recheck pressures after cycling. If they have
psi (18,960 kPa). changed, re-adjust pressures.
8. Return line pressure during this test is not to Differential Pressure Switch Adjustment
exceed 5 psi (34 kPa).
10. Attach an ohmmeter or continuity tester lead to
9. Test the valve with ISO 32 grade hydraulic oil at
connector on the differential pressure switch
120° ± 10° F (49° ± 3° C).
wire. Attach the other lead to the valve body.
Verify that switch contacts are open.
11. Remove plug (6, Figure 3-8) for access to
adjustment screw plug (7).
12. Insert pry bar under pivot pin to actuate the "B1"
section of valve.
J03025 06/03 Brake Circuit Component Service J3-13
13. Slowly depress plunger until 600 ± 30 psi (4137 Final Test and Adjustment
± 345 kPa) is shown on the pressure gauge.
The brake pedal actuator must be installed on the
Adjust screw plug (7) in the bottom port of brake valve body prior to final test and adjustment.
differential pressure switch. If the contacts are Refer to Installation of Brake Pedal Actuator to Brake
open, turn the plug counterclockwise until the Valve.
contacts close. If the switch contacts are
already closed, turn the plug counter- NOTE: The Final Test and Adjustment procedure can
clockwise until the contacts open, then turn also be performed with the brake valve installed in
the plug clockwise until the contacts close the truck. To perform final test with brake valve
again. mounted in the truck, install valve per instructions in
14. Release plunger and depress again while Installation. Install 3000 psi (20 682 kPa) gauges at
observing "B1" gauge and ohmmeter to verify the "B1" and "B2" diagnostic test connectors in the
switch contacts close at the pressure specified brake cabinet. Follow Steps 21. - 33. below for final
above. If not, readjust as necessary. test.
15. Insert pry bar under pivot pin to actuate the "B2" 21. Reinstall brake valve (with actuator pedal
section of valve. attached) on the test stand following Steps 2
through 9 under Test Setup Procedure.
16. Slowly depress plunger while observing ohm-
meter and the pressure gauge on "B2". The 22. With test stand pump adjusted for 2750 psi
switch contacts should close at the pressure (18,960 kPa) or with engine running and brake
specified in step 13. A slight adjustment may be system supply pressure at or above 2750 psi
necessary. (18, 960 kPa), depress the pedal as quickly as
possible. The pressure on the output circuits
17. Slowly depress both plungers equally from mini- must reach the minimum pressure listed below
mum to maximum application pressure. Switch at port "B1" and port "B2" within 1.0 second.
contacts must remain open. Measurement of time begins the moment force
18. Install plug (6) and tighten to 90 - 100 in. lbs. is applied to move the pedal.
(10.2 - 11.3 N.m) torque.
• Rear Brake - "B1": 2400 ± 75 psi
19. Shut down the test bench and relieve all (16,545 ± 517 kPa)
hydraulic pressure from the lines. • Front Brake - "B2": 2400 ± 75 psi
(16,545 ± 517 kPa)
23. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
Avoid spillage and contamination! Avoid contact
pressure is reached. Make sure the pressure
with hot oil if the machine has been operating. increase is smooth and no sticking of the spools
The oil will be at very high pressure. is observed. Fully depress the pedal. Pressures
Hydraulic fluid escaping under pressure can must remain within specification at "B1" and
have sufficient force to enter a person's body by "B2" for 20 seconds.
penetrating the skin and cause serious injury and
24. Adjust set screw (21, Figure 3-10) until the set
possibly death if proper medical treatment by a
screw is not touching the actuator cap. Apply
physician familiar with this injury is not received
Loctite® 242 to the adjustment screw prior to
immediately.
setting the deadband.
25. Set the deadband by placing a 0.010 in (0.254
20. Remove hoses from valve and remove valve mm) thick shim at location (9) between the
from test stand. Refer to instructions below for pedal structure and return stop boss on pivot
pedal actuator installation prior to final test. structure.
26. Adjust the set screw (21) until the set screw is
just touching the cap.
J3-14 Brake Circuit Component Service 06/03 J03025
27. Continue turning the set screw until pressure Installation Of Brake Pedal Actuator Assembly to
begins to rise on one of the brake apply pres- Brake Valve
sure gauges.
28. Back-off the set screw 1/8 turn.
1. Install jam nut (22, Figure 3-10) and set screw
29. Tighten the jam nut (22) and remove the shim (21) to brake pedal actuator (17).
stock inserted in step 25. 2. Insert nylon bushings (4) into brake pedal actu-
30. Fully stroke the brake pedal actuator to check ator.
that output pressure at port "B1" and "B2" are 3. Install one retaining clip (2) to one end of pivot
within specifications. shaft.
NOTE: If pedal is adjusted properly, the spring and 4. Align pedal structure to brake valve (1) and par-
spring pivots will not interfere with pedal travel. tially insert pivot pin. Move pedal structure to
the "B2" side of valve and insert shims (5)
31. If pressure is not within specifications, re-adjust.
between pedal structure and brake valve ear to
If pressure is within specifications, apply a few
fill gap. Fully insert the pivot shaft (3). Install the
drops of Loctite® to the jam nut.
remaining retainer clip (2).
32. Check internal leakage at port "T". Leakage 5. Assemble spring assembly (19) and install com-
must be less than 100 cc/minute with the valve plete assembly to brake pedal actuator as
in the released position and system pressure shown.
supplied to the "P1" and "P2" inlet ports.
33. "T" port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
applied.
Be sure to install spring assembly correctly, with
larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
Installation of Retard Pedal To Brake Pedal
1. Install nylon bearings (7, Figure 3-10) in retard
pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust capscrew (11)
until roller on retard pedal just contacts the
brake pedal actuator. Tighten jam nut (10).
J03025 06/03 Brake Circuit Component Service J3-15
FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY
1. Brake Valve 10. Jam Nut 18. Spring Pivot (Lower)
2. Retainer Clip 11. Capscrew 19. Spring
3. Pivot Shaft 12. Pedal Structure 20. Spring Pivot (Top)
4. Bushings 13. Pad 21. Set Screw
5. Shims 14. Nut 22. Jam Nut
6. Retainer Clip 15. Capscrew 23. Differential Pressure
7. Nylon Bearing 16. Electronic Retard Pedal Switch
8. Pivot Shaft Assembly
9. Place 0.010 in. Shim Here 17. Brake Pedal Actuator
J3-16 Brake Circuit Component Service 06/03 J03025
DUAL RELAY VALVE Removal
The dual relay valves (one for front and one for rear 1. Securely block the wheels of the truck.
brake circuits) supply the apply pressure for each 2. Place selector switch in NEUTRAL, turn the rest
disc brake assembly. When the operator depresses switch ON. Turn key switch OFF to shut down
the brake valve, hydraulic pressure, proportional to engine and allow 90 seconds for steering sys-
the amount of brake valve application, is applied to tem accumulators to bleed down. Open valves
the pilot pressure circuit of each dual relay valve. (6 & 7, Figure 3-1) to bleed down all four brake
Regulated pressure (proportional to the pilot pres- accumulators. Close valves after all pressure is
sure applied) is then delivered from the "B1" and "B2" released.
ports of each dual relay valve to each wheel.
NOTE: Follow Steps 3 & 4 below for the front valve
The regulated pressures supplied to each wheel are or Steps 5 through 9 for rear valve removal.
equal. If a malfunction occurs, causing a pressure
Front Brake Circuit:
differential greater than 600 psi (4137 kPa) between
the right and left brake apply circuit, a differential 3. Tag and remove all hydraulic lines from dual
pressure switch (3, Figure 3-11) mounted on the relay valve. Plug lines and ports to prevent pos-
valve activates a warning horn and lamp in the cab. If sible contamination. Disconnect wiring harness
a pressure differential greater than 600 psi (4137 at differential pressure switch connector.
kPa) occurs in the pilot circuit supplying the front and 4. Remove two capscrews and washers securing
rear dual relay valves, a differential pressure switch valve to rear wall of cabinet. Remove valve and
mounted on the brake valve activates the warning move to clean work area for disassembly.
horn and lamp in the cab.
Rear Brake Circuit:
The dual relay valve for the front brake circuit is 5. Open rear access cover and remove wing nuts
located in the hydraulic components cabinet behind securing duct tube to axle housing. Remove
the cab. The dual relay valve for the rear brake circuit tube.
is located in the rear axle housing and requires
6. Open access covers inside axle housing.
removal of the wheel motor cooling air duct compo-
nents for access to the valve as described below. 7. Remove wheel motor cooling air exhaust duct
from between wheel motors.
8. Tag and remove all hydraulic lines from dual
relay valve. Plug lines and ports to prevent pos-
sible contamination. Disconnect wiring harness
at differential pressure switch connector.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install- 9. Remove two capscrews and washers securing
ing test gauges, always bleed down hydraulic valve to mounting bracket. Remove valve and
steering and brake accumulators. The steering move to clean work area for disassembly.
accumulators can be bled down with engine shut
Installation
down, turning the key switch OFF and waiting 90
seconds. Confirm the steering pressure is 1. Install dual relay valve in hydraulic components
released by turning the steering wheel - No front cabinet (front brake circuit) or rear axle housing
wheel movement should occur. (rear brake circuit). Install the two mounting
Open bleed down valves (6 & 7, Figure 3-1) capscrews and lockwashers to secure valve.
located on the brake manifold. This will allow Tighten capscrews to standard torque.
both accumulators for the rear brakes and both 2. Remove hose and fitting caps and plugs and
accumulators for the front brakes to bleed down. attach hoses to the proper valve ports. Connect
Before disabling brake circuit, be sure truck differential pressure switch connector to wire
wheels are blocked to prevent possible roll-away. harness.
3. Start engine and check for leaks and proper
brake operation. Shut down engine.
4. For the rear valve, reinstall the wheel motor
cooling air duct between wheel motors. Close
access covers and reinstall tube in axle access
opening.
J03025 06/03 Brake Circuit Component Service J3-17
FIGURE 3-11. DUAL RELAY VALVE & DIFFERENTIAL
PRESSURE SWITCH
1. Manifold Body 9. Sleeve 18. O-Ring 27. Body
2. Valve Body 10. Seal 19. Plug 28. Plug
3. Differential Pressure 11. Spool Spring 20. Capscrew 29. Screw Plug
Switch Assembly 12. Regulator Spool 21. Backup Ring 30. Spring
4. Packing 13. Lower Spring Seat 22. O-Ring 31. Piston
5. Plug 14. Regulator Spring 23. Backup Ring 32. Spool Assembly
6. Sleeve Retainer 15. Upper Spring Seat 24. O-Ring
7. Capscrews & Washers 16. Plunger 25. O-Ring
8. Reaction Plunger 17. Sleeve 26. Switch
J3-18 Brake Circuit Component Service 06/03 J03025
Disassembly Cleaning and Inspection
The parts installed in the valve body for the "B1" and 1. Clean all metal parts with solvent and air dry.
"B2" bores are identical, however the parts must not 2. Apply a light film of type C-4 hydraulic oil to
be interchanged between the two bores. plungers (14, Figure 3-11) and insert in sleeves
1. Thoroughly clean valve to remove dirt accumu- (15). Sleeves must slide smoothly and freely in
lation. Drain all oil from all ports of the valve by sleeve bores. If parts do not slide smoothly or
rotating the valve over a suitable container. excessive wear is apparent, replace both the
sleeve and plunger.
2. Use a felt tip pen to mark manifold body (1, Fig-
ure 3-11) and valve body (2) to ensure correct 3. Apply a light film of oil to regulator spools (12)
reassembly. and slide into bore of sleeves (9). Spools must
slide smoothly and freely in sleeve bores. If
NOTE: As the valve is disassembled, lay out parts in parts do not slide smoothly or excessive wear is
order of disassembly, being certain to note the valve apparent, replace both the sleeve and spool.
body bore from which they are removed. Parts must
4. Inspect each spring carefully for cracks or
be reinstalled in the same bore from which they are
breaks. Any damaged spring must be replaced.
removed.
If the valve was not reaching proper regulated
3. Secure valve in an upright position in a vice. pressure, replace the regulator springs.
4. Remove capscrews securing the differential 5. Lubricate all parts with a thin coat of clean type
pressure switch (3) to the valve body. Remove C-4 hydraulic oil. Take care to keep compo-
and discard seals behind differential pressure nents protected from contamination.
switch ports. Refer to Differential Pressure
Switch for disassembly.
5. Remove the two socket head capscrews (20) Assembly
retaining the manifold body (1) to the valve 1. Install sleeves (17, Figure 3-11) in bores in top
body (2). Remove manifold body and discard O- of valve body (2).
rings (18).
2. Install plungers (16) in sleeves as shown in Fig-
6. Remove plungers (16) and sleeves (17). ure 3-11.
7. Remove controller from vice. 3. Apply film of oil to O-rings (18) and position in
8. Remove the four capscrews and washers (7) grooves on top of valve body.
from the base of the valve. 4. Position manifold body (1) on valve body, align-
9. Remove the sleeve retainer (6). ing marks made during disassembly.
10. With the valve upright, the plug (5) should fall 5. Secure manifold to valve body with two socket
out. If not, tap lightly to dislodge. head capscrews (20). Tighten capscrews finger
tight.
11. Remove the spools (12), reaction plungers (8)
and spool return springs (11). Keep parts sepa- 6. Assemble upper spring seat (15), spring (14)
rate so they may be installed in the same spool and lower spring seat (13). Insert assembly into
from which they were removed. bore from bottom of valve. Be certain upper
spring seat is positioned against plunger (16).
12. Remove and discard the packing (4) from the Repeat for other bore.
counterbore in the base of the valve body.
7. Install sleeve packing seal (10). Refer to Detail
13. Turn the valve on its side on the work bench "A" and "B", Figure 3-11 and install O-rings (22
and remove the sleeves (9) from the valve body. & 24) and backup rings (21 & 23) in the sleeve
14. Remove seal (10), O-rings (22 & 24), and (9) grooves.
backup rings (21 & 23) and discard. 8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in
15. Remove spring seats (13 & 15) and regulator
the valve body until flange at base of sleeves
springs (14).
contact valve body.
9. Assemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.
J03025 06/03 Brake Circuit Component Service J3-19
10. Install regulator spool assemblies into their Cleaning and Inspection
respective sleeve bores. The spherical end 1. Clean all metal parts with solvent and air dry.
must be inserted toward the spring seat. Push
into bore until contact is made with lower spring 2. Inspect spool assembly (32, Figure 3-11) and
seat. bore for scoring and other evidence of damage.
If spool seals are damaged, the entire switch
11. Install sleeve retainer plug packing (4) in valve assembly should be replaced.
body.
3. Lightly lubricate spool assembly and insert in
12. Check to be certain spring seats (13 & 15) are bore. Spool must slide freely and smoothly in
properly positioned into the regulator springs bore. If there is binding, the entire differential
(14) and the reaction plunger (8) slides pressure switch assembly must be replaced.
smoothly in its bore. Install retaining plug (5) in 4. Lubricate piston (31) and insert in its bore. Pis-
valve body counterbore. ton must move freely with no binding.
13. Position sleeve retainer (6) on valve body. 5. Inspect spring (30) for cracks, distortion, etc.
Install the four capscrews and washers (7), 6. Attach an ohmmeter to switch assembly (26)
tightening capscrews evenly to properly seat center terminal and switch body. Actuate the
plug (5) in counterbore. Final tighten capscrews switch plunger to verify contacts close when
to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque. plunger is depressed and contacts open when
14. Tighten the two capscrews (20) holding the released.
manifold body (1) to the valve body (2) to 180 -
190 in. lbs. (20.3 - 21.5 N.m) torque.
15. Install plugs (19) in manifold body ports. Tighten Assembly
the larger (#8 SAE) plugs to 275 - 300 in. lbs. 1. Install one plug (28, Figure 3-11) in the spool
(31.1 - 33.9 N.m) torque. Tighten the smaller assembly bore. Tighten plug to 190 - 210 in.
(#4 SAE) plugs installed in the "TC1" and "TC2" lbs. (21.5 - 23.7 N.m) torque.
ports to 90 - 100 in. lbs. (10.2 - 11.3 N.m)
2. Lightly lubricate Glyde rings on spool assembly
torque.
(32) and carefully insert in valve body bore until
16. Install differential pressure switch on valve body seated against the plug.
using new seals. Tighten capscrews to 140 - 3. Install plug in other end of spool bore. Tighten
150 in. lbs. (15.8 - 16.9 N.m) torque. to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (25), install switch (26).
DIFFERENTIAL PRESSURE SWITCH
Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m)
Differential pressure switch (3, Figure 3-11) mounted torque.
on the dual relay valve detects an imbalance in brake 5. Turn valve over and install piston (31), spring
apply pressure between the left and right wheels on (30) and screw plug (29). Plug should be
the front or rear brake circuits. inserted approximately 0.5 in. (13 mm) below
If the regulated output pressures at the “B1” and “B2” edge of valve body. Temporarily install plug in
ports differ more than 600 psi (4137 kPa), the switch screw plug port.
(26) activates a warning horn and lamp to alert the NOTE: Screw plug (29) adjustment controls switch
operator to a potential brake system problem. actuation point. Refer to Valve Test and Adjustment,
Differential Pressure Switch Adjustment for
Disassembly
calibration procedure.
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(3, Figure 3-11) to the dual relay valve body (2).
2. Remove switch assembly (26) and O-ring (25).
3. Remove plugs (28).
4. Remove screw plug (29).
5. Remove spring (30) and piston (31).
6. Carefully push spool assembly (32) out of its
bore.
J3-20 Brake Circuit Component Service 06/03 J03025
VALVE TEST AND ADJUSTMENT • Hose fittings for valve ports:
The following parts and test equipment will be Port "PX": . . . . . . . . . . .7/16 in.,#4 SAE O-ring.
required to completely bench test the dual relay Ports "B1" and "B2": . . . 3/4 in., #8 SAE O-ring.
valve. The differential pressure switch can be cali- Port "T": . . . . . . . . 1 1/16 in., #12 SAE O-ring.
brated and its operation tested. • Ohmmeter or continuity tester
• Pressure gauges (4), 0-to-3000 psi (20,680 NOTE: It is possible to check the pressures with the
kPa). dual relay valve installed on the truck by using the
• Hydraulic pressure supply, regulated to 2750 psi brake treadle valve to modulate pilot pressure and
(18,960 kPa). monitoring brake apply pressure in the appropriate
• Hydraulic test stand, Refer to Figure 3-12. brake apply pressure lines.
FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor 6. Needle Valve 11. Needle Valve
2. Pump (Pressure Bleed to Tank) 12. Needle Valve
3. Main Pressure Gauge 7. Pilot Pressure Gauge 13. Shut-off Valves
4. Pressure Regulator 8. Dual Relay Valve 14. Simulated Brake Volume
(Pilot Pressure) 9. LH Brake Apply Pressure 15. Relief Valve
5. Needle Valve Gauge
(Pilot Pressure Release) 10. RH Brake Apply Pressure
Gauge
J03025 06/03 Brake Circuit Component Service J3-21
Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Setup valve on test stand as shown in Figure 3- 1. With pump operating and supply and pilot pres-
12. sure adjusted as described in setup instruc-
2. Attach the pilot input supply line to the port tions, inspect valve for leakage.
labeled "PX" on the side of the valve. 2. With 2400 psi (16,545 kPa) pilot pressure
3. Attach the main supply input pressure line to applied, verify the following regulated output
the port on the front of the valve labeled "P". pressures:
4. Attach the tank return line to the port labeled "B1" port gauge (10) reads 2400 ± 75 psi
"T". (16,545 ± 517 kPa)
5. Attach the regulated output ports "B1" and "B2" "B2" port gauge (9) reads 2400 ± 75 psi
to the test lines. Pressure monitoring devices in (16,545 ± 517 kPa)
these two lines must be capable of 3,000 psi
(20,680 kPa). Connect all ports. The connec- 3. Close the pilot supply needle valve (5) and
tions should be according to the diagram shown open the pilot pressure release needle valve (6)
in Figure 3-12. All ports must be used and con- to bleed pressure back to the reservoir.
nected.
Pilot pressure gauge (7) should drop to 0 psi
(0 kPa).
Regulated output pressure lines "B1" and
"B2" should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten 4. Repeat Steps 2 and 3 approximately 50 times
all connections before applying pressure. to cycle valve from minimum to maximum apply
Avoid spillage and contamination! Avoid contact pressure.
with hot oil if the machine has been operating. 5. Verify output pressure remains within specifica-
The oil will be at very high pressure. tion. If not, the valve must be rebuilt.
Hydraulic fluid escaping under pressure can 6. While observing pilot pressure gauge (7) and
have sufficient force to enter a person's body by regulated output pressure gauges (9 & 10),
penetrating the skin and cause serious injury and apply pilot pressure slowly and steadily until
possibly death if proper medical treatment by a 2400 psi (16,545 kPa) (maximum) pilot pres-
physician familiar with this injury is not received sure is obtained.
immediately.
Pilot pressure and regulated output pressure
must track within 50 psi (345 kPa) after the
6. Start hydraulic pump and regulate output pres- pilot pressure reaches 100 psi (690 kPa).
sure to 2750 psi (18,960 kPa) at pressure
gauge (3). Pressure gauges (9 & 10) should 7. Reduce pilot pressure to 0 psi (0 kPa). Apply
read zero. 2400 psi (16,545 kPa) pilot pressure as quickly
7. Adjust pressure regulator (4) to set pilot supply as possible.
pressure to 2400 psi (16,545 kPa) on gauge (7). Regulated output pressure must increase to
8. Return line pressure during this test is not to 2400 ± 75 psi (16,545 ± 517 kPa) within 1.0
exceed 0 psi (0 kPa). second after pressure is applied to pilot line.
9. Test the valve with ISO 32 grade hydraulic oil at
120° ± 10° F (49° ± 3° C). 8. Check internal valve leakage from port "T" with
full supply pressure (port "P") applied:
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 2400 psi (16,545 kPa) pilot pressure
applied, leakage must not exceed 150 cc/
minute.
9. Adjust differential pressure switch using the fol-
lowing procedure.
J3-22 Brake Circuit Component Service 06/03 J03025
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire.
16. Reduce pilot pressure. Close "B1" needle valve
Attach other lead to valve body. Verify switch
(11, Figure 3-12) and open "B2" circuit needle
contact is open.
valve (12).
11. Remove plug on bottom of valve body for
17. Slowly increase pilot pressure and verify switch
access to adjustment screw plug (29, Figure 3-
contacts close at 600 ± 50 psi (4137 ± 345 kPa)
11).
as read on "B1" circuit gauge (10).
12. Open the "B1" regulated output circuit needle
18. If necessary, adjust screw plug (29, Figure 3-11)
valve (11, Figure 3-12) to bleed the pressure
and repeat steps 12 through 17.
back to tank. Adjust pilot pressure regulator for
0 psi (0 kPa) on gauge (7). 19. Install plug in switch adjustment port. Tighten to
90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
13. Slowly adjust regulator valve to obtain 600 psi
(4137 kPa) on the "B2" circuit pressure gauge 20. Shut down the test bench and relieve all
(9). hydraulic pressure from the lines.
a. If switch contact has not closed, turn differ-
ential pressure switch adjustment screw (29,
Figure 3-11) counterclockwise until switch
contact just closes. Be certain all hydraulic pressure has been
b. If switch contact closed before reaching 600 released prior to disconnecting hoses and valve.
psi (4137 kPa), turn the screw plug counter- Hydraulic fluid escaping under pressure can
clockwise until the contacts open, then turn have sufficient force to enter a person's body by
the plug clockwise until the contacts close. penetrating the skin and cause serious injury and
14. Reduce pilot pressure until switch opens. possibly death if proper medical treatment by a
physician familiar with this injury is not received
15. Slowly increase pilot pressure and verify switch immediately.
contacts close at 600 ± 50 psi (4137 ± 345
kPa).
21. Remove hoses from valve and remove valve
from test stand.
J03025 06/03 Brake Circuit Component Service J3-23
HYDRAULIC BRAKE ACCUMULATORS ACCUMULATORS - HYDRAULICS
Four hydraulic brake accumulators are installed on COMPONENTS CABINET
the truck. Two identical accumulators are located on
Removal
the brake manifold in the brake control cabinet
behind the operator's cab. The left accumulator sup- 1. Shut down engine to bleed steering accumula-
plies the pressure necessary for actuation of the rear tors. Exhaust all pressure from the brake sys-
service brakes. The right accumulator supplies pres- tem by opening accumulator manual drain
sure to activate the front service brakes. valves.
2. Remove the valve guard and "Dyna-seal" from
Two larger volume accumulators, located on the RH
top of accumulators.
frame rail behind the tire, supplement the above
accumulators, one for the front and one for the rear 3. Depress valve core to release gas precharge
brake circuits. pressure from accumulator bladder. (Refer to
Figure 3-13).
4. Remove accumulator mounting bracket.
Loosen and remove accumulator from the
brake manifold. Plug opening on brake manifold
Accumulators maintain high pressure. DO NOT to prevent contamination.
disconnect any hydraulic line from the accumula- 5. Transfer accumulator to work area.
tors or brake system until all hydraulic pressure
has been manually drained from accumulators. Installation
Open manual drain valves located on the brake 1. After service repairs or bench test has been
manifold in the brake cabinet to drain pressur- completed, move the accumulators to the brake
ized oil. The manual bleeddown valve for the rear control cabinet. DO NOT precharge accumula-
accumulators is identified as "NVR". The manual tors on the bench test.
bleeddown valve for the front accumulators is
2. Position the accumulators on the brake mani-
identified as "NVF".
fold. Tighten fittings securely. Install mounting
brackets. Secure mounting brackets in place
Brake Accumulator Bleed Down Procedure
with capscrews and lockwashers. Tighten cap-
The four brake accumulators can be bled down by screws to standard torque.
rotating the manual bleeddown valves (NV1 and 3. Refer to Charging Procedure in this section.
NV2) counterclockwise. The valves are located on
4. Replace "Dyna-seal" and valve guard on top of
the brake manifold in the hydraulic brake cabinet.
accumulators.
1. Turn handles counterclockwise to open valves.
2. Confirm accumulators are bled down by apply- Disassembly
ing brake lock switch (key switch ON, engine 1. Securely clamp accumulator (preferably in a
off) and applying brake pedal. The service chain vise). Make sure accumulator shell is
brake light should not come on. suitably protected by strips of padding or soft
3. Close bleeddown valves by rotating clockwise. metal on vise base.
2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-13).
3. Remove pipe plug from plug and poppet.
4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque. (Refer to Figure 3-14).
5. Remove spacer, Figure 3-15.
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
FIGURE 3-13. VALVE CORE REMOVAL Figure 3-16).
J3-24 Brake Circuit Component Service 06/03 J03025
FIGURE 3-17. PLUG AND POPPET REMOVAL
8. Remove plug and poppet assembly from shell.
(Refer to Figure 3-17.)
9. With wrench on valve stem flats, remove the nut
FIGURE 3-14. LOCKNUT REMOVAL from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
FIGURE 3-15. SPACER REMOVAL
FIGURE 3-18. BLADDER REMOVAL
11. Grasp heel of the bladder and withdraw from
shell. (Refer to Figure 3-18).
Cleaning and Inspection
1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Check all rubber items for deterioration, abra-
sion marks, cracks, holes, bubbles or any simi-
lar defects.
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL 4. Replace all O-rings and any other items
deemed unsuitable for further usage.
J03025 06/03 Brake Circuit Component Service J3-25
5. Bladder may be checked by inflating to normal 7. Position name plate over valve stem and install
size and checking with a soapy solution. After valve stem nut by hand (Figure 3-20). Remove
testing, deflate immediately. bladder pull rod.
6. Check plug and poppet valve for proper func- 8. Grasp threaded section of plug and insert pop-
tioning. pet end into shell mouth.
9. Install anti-extrusion ring inside shell. Fold anti-
Assembly extrusion ring to enable insertion into shell.
1. Replace shell in vise, if removed. Place anti-extrusion ring on plug and poppet
2. Pour a liberal amount of clean C-4 hydraulic oil assembly with its steel collar toward shell
into shell to serve as a cushion. mouth.
3. With bladder assembly on bench, expel all air to 10. Withdraw threaded end of plug through shell
completely collapse bladder and fold bladder mouth. (Refer to Figure 3-21).
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
FIGURE 3-21. PLUG ASSEMBLY
FIGURE 3-19. BLADDER INSTALLATION
11. Pull plug until seated solidly into position on
5. Pass bladder pull rod through shell oil port and shell mouth opening.
out through valve stem opening. (Refer to Fig- 12. Install valve core. Using dry nitrogen, slowly
ure 3-19). pressurize bladder with sufficient pressure
6. Pull bladder pull rod out of shell with one hand [approximately 5 psi (34 kPa)] to hold plug and
while feeding bladder into shell with other hand. poppet assembly in place.
FIGURE 3-20. VALVE STEM INSTALLATION FIGURE 3-22. WASHER INSTALLATION
J3-26 Brake Circuit Component Service 06/03 J03025
13. Install washer onto plug and poppet assembly Charging Procedure
and push until seated against anti-extrusion 1. Mount hose assembly gland nut on pressure
ring. (Refer to Figure 3-22). regulator.
14. Install O-ring over plug and poppet assembly
and push until seated. DO NOT TWIST O-
RING.
15. Install spacer with smaller diameter of the
shoulder toward shell.
Pure dry nitrogen is the only gas approved for
16. Install locknut on plug and poppet assembly and use in brake accumulators. Accidental charging
tighten securely. This will squeeze O-ring into of oxygen or any other gas in this component
place. (Refer to Figure 3-23). may cause an explosion. Be sure pure dry nitro-
gen gas is being used to charge accumulators.
NOTE: Remove "Dyna-seal" or O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-24.
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress
gasket swivel connector in order to prevent gas
leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
FIGURE 3-23. LOCKNUT INSTALLATION
3. Precharge bladder slowly to about 10 psi (69
17. Insert pipe plug into plug and poppet assembly. kPa) before completely tightening the valve
stem nut. With wrench on valve stem flats,
18. Install accumulator on truck and charge accord- tighten valve stem nut.
ing to Charging Procedure.
4. Proceed to inflate accumulator to 1400 ± 50 psi
(9653 ± 345 kPa) pressure by slowly opening
the pressure regulator valve on nitrogen cylin-
der, closing it occasionally to allow needle on
pressure gauge to stabilize (thus giving accu-
rate reading of precharge pressure). When cor-
rect precharge has been reached, close
pressure regulator valve on nitrogen cylinder
securely.
5. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
6. Replace "Dyna-seal" and valve guard over
valve stem.
NOTE: For recharging only:
Bleed all hydraulic pressure from the system using
FIGURE 3-24. INSTALLATION/REMOVAL OF the bleed valves on the brake manifold. Remove
“DYNA-SEAL” valve guard and "Dyna-seal". Then, follow Charging
Procedure, Steps 1 thru 6.
1. "Dyna-Seal" 3. Accumulator
2. Accumulator Charging
Valve
J03025 06/03 Brake Circuit Component Service J3-27
ACCUMULATORS - FRAME MOUNTED
Figure 3-26 illustrates the (RH) frame mounted brake
circuit accumulators which provide additional oil stor-
age for the front and rear brake circuits.
Removal
1. Place the selector switch in NEUTRAL, turn the
rest switch ON. Turn key switch OFF to shut
down engine and allow at least 90 seconds to
allow steering accumulator oil to drain to tank.
2. Open needle valves (6 & 7, Figure 3-1) on
brake manifold (5) and allow the four brake sys-
tem accumulators to bleed completely.
3. Remove charging valve guard (2, Figure 3-25)
and loosen small hex on charging valve (3) FIGURE 3-25. CHARGING VALVES
three complete turns. Depress the valve core 1. Accumulator 3. Charging Valve
until all nitrogen pressure has been relieved. 2. Charging Valve
Guard
Make certain only the small swivel hex nut turns.
Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when dis-
charging nitrogen gas.
4. Remove oil line (5, Figure 3-26) from bottom of
the accumulator. Plug all hoses and openings to
prevent possible contamination of the system.
5. Attach a lifting device to the accumulator.
6. Remove the mounting band capscrews, wash-
ers, and nuts (3) and remove the mounting
bands (4).
7. Raise the accumulator until clear of mounting
bracket and move to a clean work area for dis-
assembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the anti-rotation block positioned between the
two stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting
bracket using mounting bands (4, Figure 3-26),
and corresponding hardware. Do not over-
tighten nuts, as this could distort the accumula- FIGURE 3-26. BRAKE ACCUMULATOR
tor. INSTALLATION
3. Reconnect oil line to the bottom of the accumu- 1. Rear Brake Circuit 3. Capscrews, Washers
lator. Accumulator & Nuts
4. Precharge both accumulators with pure dry 2. Front Brake Circuit 4. Mounting Bands
nitrogen as outlined in Frame Mounted Brake Accumulator 5. Oil Line
Accumulator Charging Procedure.
J3-28 Brake Circuit Component Service 06/03 J03025
Disassembly
1. Remove charging valve (3, Figure 3-27).
2. Remove gland (4).
Note: Figure 3-28 illustrates a tool that can be
fabricated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using
a round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).
Cleaning and Inspection
1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air.
All parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Inspect piston for damage. If scored or other-
wise damaged, replace with a new part.
3. Minor defects in the housing bore may be cor-
rected by honing.
a. Measure the bore at several places along
the length of the housing. Make two mea-
surements, 90° apart at each point to verify
tube is not out-of-round.
FIGURE 3-27. ACCUMULATOR ASSEMBLY
1. Capscrew 7. Bearing
2. Cover 8. "T" Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug
5. O-ring & Backup Ring 11. Plug FIGURE 3-28. GLAND REMOVAL TOOL
6. Piston (Fabricate Tool Locally)
J03025 06/03 Brake Circuit Component Service J3-29
b. Verify housing I.D. does not exceed 8.002 in. Testing
(203.25 mm).
To carry out the testing required, it will be necessary
c. Check dimensions frequently during honing to check for internal and external leaks at high pres-
operation to prevent removal of too much sure. A source of 5000 psi (35 MPa) hydraulic pres-
material. Do not hone gland seal area. sure and nitrogen pressure of 1400 psi (9.65 MPa)
4. If housing defects can not be removed within will be required. A small water tank with the neces-
the above limits, replace the housing. sary safety guards in place will be necessary for a
portion of the test.
Repair of the housing by welding, machining or
plating to salvage a worn area is NOT approved. Do not stand near gland during test procedure. A
These procedures may weaken the housing and box enclosure made of heavy steel plate is rec-
result in serious injury to personnel when pres- ommended to contain the accumulator during oil
surized. pressurization test.
5. Clean parts thoroughly to remove abrasive resi-
due after honing.
1. Fill each end of the accumulator with approxi-
mately 3.75 gallons (14.2 Liters) of clean type
C-4 hydraulic oil. Install an adaptor on the oil
Assembly end to connect to hydraulic power source. Plug
remaining ports.
a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage exists.
Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during 2. Release pressure and remove oil side fitting.
assembly to prevent possible contamination. 3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approx-
imately 100 psi (690 kPa) nitrogen pressure to
1. Install a new seal (8, Figure 3-27) on piston. move piston to bottom of housing.
Install new bearings (7). Coat seal and bear-
5. Submerge oil end of assembly in water.
ings with a small amount of petroleum jelly.
6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
2. Install the piston with the concave side toward
gas end and observe for 20 minutes. No leak-
gas end (gland end) of accumulator cylinder
age (bubbles) is permitted.
housing (9). Push the piston to the center of the
housing. 7. Release nitrogen pressure and remove assem-
bly from water.
3. Install new O-rings and backup rings (5) on
gland (4). Coat seals with a small quantity of 8. Drain any remaining oil or water.
type C-4 hydraulic oil. 9. If the accumulator is to be placed in storage,
4. Install gland and tighten to 850 ft. lbs. (1152 add 3 pints (1.5 L) of rust preventive oil in the
N.m) torque using tool as shown in Figure 6-5. nitrogen side of the accumulator. Add 1 pint (0.5
L) in the oil side. If the accumulator will be used
5. Install charging valve (3) with new O-ring.
immediately, type C-4 hydraulic oil may be used
Tighten charging valve large hex nut to 16.5
instead of rust preventive oil. Plug all open
ft.lbs. (22.3 N.m) torque.
ports.
6. Install pressure switch. Install pressure test fit-
tings in bottom of housing. (Refer to Testing.) 10. Verify all warning and caution labels are
attached and legible (Refer to parts book if
replacements are required).
J3-30 Brake Circuit Component Service 06/03 J03025
ACCUMULATOR CHARGING
PROCEDURE
1. Valve Cap
(Frame Mounted Brake Accumulators) 2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
Do not loosen or disconnect any hydraulic line or
7. O-ring
component until engine is stopped and key
8. Valve Stem
switch has been OFF for at least 90 seconds and
9. O-ring
brake accumulators have been manually bled
down.
Pure dry nitrogen is the only gas approved for
use in the brake accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure FIGURE 3-29. CHARGING VALVE
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas 7. Connect the charging kit to the charging valves.
in the accumulators, be sure the warning labels Open the regulator and charge the accumula-
are observed and the instructions regarding the tors simultaneously to 1400 psi (9.8 MPa).
charging valve are carefully read and under- NOTE: When charging the accumulators, allow
stood. adequate time for the system to fully charge. Insure
1. With engine shut down, the rest switch ON and all oil has returned from the accumulators to the
key switch in the OFF position, allow at least 90 hydraulic tank.
seconds for steering accumulators to bleed 8. Shut off charging kit and check pressure gauge
down. Turn steering wheel to be certain no oil reading. If gauge does not maintain 1400 psi
remains in accumulators. (9.7 MPa) continue charging procedure until
2. Open the bleed valves (6 & 7, Figure 3-1) pressure is stabilized.
located on the brake manifold in the hydraulic 9. Remove the charging kit and tighten small hex
components cabinet to completely bleed the nut on charging valve to 4 ft.lbs. (5.4 N.m)
pressure from all brake system accumulators. torque.
3. Remove charging valve guards. NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
If nitrogen pressure is present in the accumula- b. Loosen swivel nut.
tors, make certain only the small swivel hex nut
c. Retighten swivel nut to 10.5 ft.lbs. (14.2
is turned during the next step. Turning the com-
N.m) torque.
plete valve assembly may result in the valve
assembly being forced out of the accumulator by d. Again, loosen swivel nut.
the nitrogen pressure inside.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4
N.m) torque.
4. Remove charging valve cap (1, Figure 3-28).
10. Install charging valve cap (1) and tighten finger
Turn small swivel hex nut (4) three complete
tight. Install charging valve guard and tighten
turns counterclockwise.
capscrews to 25 ft.lbs. (33.9 N.m) torque.
5. Depress the valve stem and hold down until all
nitrogen has been released. 11. Close brake accumulator bleed valves.
6. If a loss in nitrogen pressure is the reason for 12. If necessary, recharge the smaller brake accu-
recharging, inspect the charging valve and mulators. Refer to Accumulators, Hydraulic
accumulator for damage. Replace or repair Components Cabinet, Charging Procedure.
items, as necessary, before charging. 13. Operate truck and check the brake system.
J03025 06/03 Brake Circuit Component Service J3-31
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)
Due to frequent use and wear, retarder control lever Disassembly and Adjustment
(4, Figure 3-30) may occasionally require adjustment
or repair. 1. Remove capscrews (6, Figure 3-30) and lock-
washers (7) from retarder control lever (4).
Removal 2. Remove potentiometer (8).
Adjustment of the retarder control lever or replace- 3. Bend tangs on washer (10) away from slots in
ment of the potentiometer requires removal of the locknut (9).
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 (9). Remove tang washer (10),
umn.
spring (11), and washer (12).
1. Remove capscrews (1, Figure 3-30) and lock-
Remove set screw (14).
washers (2) from steering column (3).
2. Disconnect the wiring harness from harness Remove the lever and shaft assembly. If nec-
connector (5) on retarder control lever (4). essary, unscrew lever (16) from shaft (15)
and handle (17).
3. Remove the retarder control lever.
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 (5, Figure 3-30) on retarder control lever (4). 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 (3). the position selected by the operator. At the
3. Install capscrews (1) and lockwashers (2). same time, the adjustment should not be so
Tighten the capscrews to 36 in. lbs. (4.1 N.m) tight as to cause the operator to use undue
torque. force to move the lever. Loosen or tighten
locknut (9) to attain the proper frictional force
4. Place the cover on the top of the steering col- (2 - 3 in.lbs (0.23 - 0.34 Nm) at the handle.
umn and return the steering wheel to its original
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 (10) into the slots
on locknut (9).
Detent Adjustment: The detent that holds the
lever in the OFF position can be adjusted, as
well. Loosen or tighten set screw (13) to
adjust the detent. The breakout force of the
detent must be between 17 - 20 in.lbs (1.92
- 2.26 Nm).
J3-32 Brake Circuit Component Service 06/03 J03025
FIGURE 3-30. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY
1. Capscrew 7. Lockwasher 13. Set Screw
2. Lockwasher 8. Potentiometer 14. Housing
3. Steering Column Assembly 9. Locknut 15. Shaft
4. Retarder Control Lever 10. Tanged Washer 16. Lever
5. Harness Connector 11. Disc Spring 17. Handle
6. Capscrew 12. Internal Tang Washer
J03025 06/03 Brake Circuit Component Service J3-33
Potentiometer Check Assembly
Potentiometer (8, Figure 3-30) is spring-loaded to the 1. Inspect the shaft bore and interior friction faces
OFF position. With the switch assembly removed in housing (14). Remove any scratches or
from the retarder control lever, make the following burrs, or replace the housing. Lightly lubricate
checks: the surfaces with a Multi-Purpose EP NLGI
Consistency #2 grease.
2. If handle (17, Figure 3-30) or lever (16) has
been removed from shaft (15), assemble as fol-
lows:
a. Apply Loctite™ #271 to the threads on each
end of lever (16).
b. Install the lever onto shaft (15). Hand
tighten, only!
c. Install handle (17) onto the lever. Hand
FIGURE 3-31. POTENTIOMETER CONNECTOR tighten, only!
3. Insert the lever, handle, and shaft assembly into
1. Obtain a 10 volt power supply for testing the housing (14).
potentiometer.
4. Install washer (12), new spring (11) [with the
2. Connect the positive lead to the supply terminal outer spring diameter against washer (12)],
on the potentiometer connector in Figure 3-31. tang washer (10), and locknut (9) onto shaft
3. Connect the negative lead to the ground termi- (14).
nal on the connector. 5. Tighten and secure locknut (9) as described in
4. Connect a voltmeter to the signal and ground Step 3.b. of Disassembly and Adjustment.
connections. 6. Move the lever to the full OFF (up) position.
5. Measure and record the OFF position signal Align the slot in potentiometer (8) with the key
voltage. on shaft (15) and rotate the potentiometer until
6. Rotate the potentiometer clockwise to the full the capscrew holes line up with the housing.
ON position. Measure and record the signal Install washers (7) and capscrews (6) to secure
voltage. the potentiometer to the housing. Tighten the
7. Determine whether the potentiometer falls socket head capscrews to 12 - 15 in. lbs. (1.36
within the specifications. When the potentiome- - 1.69 N.m) torque.
ter is in the OFF position, the signal voltage 7. Install set screw (13). Refer to Step 3.b. of Dis-
must be within 5 - 15% of input voltage. When assembly and Adjustment for adjustment proce-
the potentiometer is in the full ON position, the dures.
signal voltage must be within 75 - 95% of input 8. Install the retarder control lever on the steering
voltage. column. Refer to Installation.
signal voltage
% of input voltage = ( input voltage ) x 100
NOTE: With a 10 volt power supply, the
potentiometer voltage specifications are as follows:
OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts
Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts
8. Replace the potentiometer if it does not meet
these specifications.
J3-34 Brake Circuit Component Service 06/03 J03025
SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-7
Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11
CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-15
J04026 07/03 Brake Circuit Checkout J4-1
NOTES
J4-2 Brake Circuit Checkout 07/03 J04026
BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold. Some
NOTE: If internal leakage within the steering circuit is
brake system problems, such as spongy brakes, slow
excessive, this also may contribute to problems within
brake release, or abnormal operation of the overhead
the brake circuit. Be certain that steering circuit
display panel mounted low brake pressure warning
leakage is not excessive before troubleshooting brake
light can sometimes be traced to internal leakage of
circuit. For Steering Circuit Test Procedure, refer to
brake components. If internal leakage is suspected,
Section L, Hydraulic System.
refer to Brake Circuit Component Leakage Test.
FIGURE 4-1. HYDRAULICS COMPONENTS CABINET
1. Rear Brake Accumulator 11. Brake Lock Shuttle Valve 21. Park Brake Pressure Switch
2. Charging Valve 12. Brake Manifold 22. Stop Light Pressure Switch
3. Front Brake Accumulator 13. Pressure Reducing Valve (PR) 23. Brake Lock Degradation Switch
4. Charging Valve 14. Brake Lock Solenoid (SV1) 24. Rear Brake Pressure Test Port (BR)
5. Relief Valve (Hoist-Power Down) 15. Park Brake Solenoid (SV2) 25. Front Brake Pressure Test Port (BF)
6. Hoist Pilot Valve 16. Front Brake Accum. Bleed (NVF) 26. Manifold
7. Dual Relay Valve 17. Automatic Apply Valve 27. Brake Warning Delay Timer
8. Differential Pressure Switch 18. Low Accum. Test Port (LAP1) 28. Brake Warning Relay
9. Park Brake Release (Plug Port) 19. Rear Brake Accum. Bleed (NVR) 29. Supply Pressure Test Port
10. Brake Cabinet 20. Low Brake Pressure Switch 30. Brake Lock Pressure Test Port
J04026 07/03 Brake Circuit Checkout J4-3
The steering circuit can be isolated from the brake The steering accumulator can be bled down with
circuit by removing the brake supply line from the engine shut down, turning key switch OFF, and wait-
bleeddown manifold. Plug the brake supply line and ing 90 seconds. Confirm the steering pressure is
cap the port in the bleeddown manifold. (see released by turning the steering wheel - No front
WARNING below) wheel movement should occur. Open both bleed
down valves on brake manifold to bleed down all
four brake accumulators.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic Before disabling brake circuit, be sure truck
steering and brake accumulators. Hydraulic wheels are blocked to prevent possible rolla-
fluid escaping under pressure can have suffi- way.
cient force to enter a person's body by penetrat-
ing the skin and cause serious injury, and
possibly death, if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
FIGURE 4-2. BRAKE MANIFOLD
J4-4 Brake Circuit Checkout 07/03 J04026
BRAKE CIRCUIT ABBREVIATIONS EQUIPMENT REQUIRED
AA Automatic Apply Pressure Included on the last page of this module is a data
AF2 Accumulator, Front Brake sheet to record the information observed during the
hydraulic brake system check-out procedure. The
AF1 Supply Pressure to Brake Valve for data sheet can be removed, copied, and used during
Front Brakes the check-out procedure.
AF3 Plug Port
AR1 Supply Pressure to Brake Valve for
Rear Brakes * Steps indicated in this manner should be recorded
on the data sheet for reference.
AR2 Accumulator, Rear Brake
AR3 Plug Port
BF (B2) Brake Pressure, Front The following equipment will be necessary to prop-
erly check-out the hydraulic brake circuit:
BL Brake Lock Apply Pressure
• Hydraulic brake schematic, refer to Section "R"
BR (B1) Brake Pressure, Rear
this manual.
CV, CVR, Check Valve, Check Valve (Rear),
• Calibrated pressure gauges:
CVF Check Valve (Front)
HS1 High Pressure Shuttle Valve > One 0-5000 psi (0-34,475 kPa) range.
LAP1 Low Accumulator Pressure, Pressure > Three 0-3000 psi (0-20,685 kPa) range.
Tap • One PB6039 female quick disconnect and hose
LAP2 Low Brake Pressure Switch long enough to reach from brake cabinet to the
N.C. - 1850 ± 75 psi (12.95 MPa) inside of the operator's cab for each gauge.
LS1 Low Pressure Shuttle Valve • Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen.
NVF Front Accumulator Manual Drain Valve
NVR Rear Accumulator Manual Drain Valve
PK1 Park Brake Release Pressure
PK2 Plug Port
PK3 Park Brake Pressure Switch
N.C., 1250 psi (8.75 MPa)
PP3 Brake Lock Pressure Tap
PR Brake Lock Pressure Regulator
2000 psi (13.8 MPa)
PS1 Automatic Apply Valve
1650 psi (11.55 MPa)
SP1 Supply Oil Inlet
SP2 Plug Port
SP3 Supply Oil Pressure Tap
SP4 Plug Port
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return To Tank
T2 Plug Port
T3 Plug Port
J04026 07/03 Brake Circuit Checkout J4-5
INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, Hydrau-
lic System, for steering system operation trouble-
shooting procedures and specifications.
Be certain brakes have been properly bled to remove
trapped air. Refer to Wet Disc Brake Bleeding Proce-
dure in this section. Also, prior to checking the brake
system, make certain the parking brake is functioning
properly. Refer to Parking Brake in this section.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the rest switch in the ON
position, turn the key switch OFF to shut down
the engine, and allow approximately 90 sec-
onds for the steering accumulators to bleed
down. Confirm the steering pressure is
released by turning the steering wheel - no FIGURE 4-3. BRAKE CABINET PORT
movement should occur. Block the truck IDENTIFICATION
wheels. (Viewed from the bottom of the cabinet.)
NOTE: Leave rest switch in the ON position and the 1. AR1: Rear Brake Oil Supply to Brake Valve
GF cutout switch in the CUTOUT position throughout 2. AA: Automatic Apply Oil Supply to Brake Valve
brake tests. (See Figure 3-1, page E3-2, Propulsion 3. AF1: Front Brake Oil Supply to Brake Valve
System, for GF switch location.) 4. PK1: Oil Supply to Park Brake
5. T1: Oil Return to Hydraulic Tank
2. Open each brake accumulator bleeddown valve
6. SP1: Brake System Oil Supply from Bleeddown
and precharge both brake manifold accumula-
Manifold and filter
tors (1 & 3, Figure 4-1) to 1400 psi (9,652 kPa).
7. To "B1" Port on Brake Valve
Move the charging kit to the frame mounted
accumulators (behind right front tire) and pre-
charge both accumulators to 1400 psi (9,652 5. Set park brake. Release brake lock.
kPa). Allow gas temperature to approach ambi-
ent temperature before completing precharge 6. Start engine. Observe rising brake pressures as
process. system charges. Brakes should release at
approximately 1650 psi (11,375 kPa) both front
* Record on data sheet. and rear.
NOTE: For best performance, charge accumulators 7. Actuate brake lock. Turn parking brake switch
in the ambient conditions in which the machine will OFF. Rear brake pressure should not exceed
be operating. 2000 ± 100 psi (13,788 ± 690 kPa). Release
3. Close both accumulator bleeddown valves. brake lock.
4. Install pressure gauges at: * Record on data sheet.
a. Front brake test port "BF" (25, Figure 4-1) - 8. Slowly depress brake pedal and note brake
3000 psi (20,685 kPa) gauge. valve pressures. If the rear brake circuit
exceeds 2400 psi (16,545 kPa) at the "BR" test
b. Rear brake test port "BR" (24) - 3000 psi port or front brake circuit exceeds 2400 psi
(20,685 kPa) gauge. (16,545 kPa) at the "BF" test port, correct the
c. Park brake release pressure "PK2" (9) - problem before proceeding. This brake valve
3000 psi (20,685 kPa) gauge. may require adjustment or a dual relay valve
may be malfunctioning. Refer to repair proce-
d. Low accumulator pressure test port "LAP1"
dures, this section.
(18) - 5000 psi (34,475 kPa) gauge.
* Record on data sheet.
J4-6 Brake Circuit Checkout 07/03 J04026
BRAKE SYSTEM CHECKOUT Left front brake pressure reads 2400 ± 75 psi
(16,545 ± 517 kPa)
NOTE: Unless otherwise specified, perform the Right front brake pressure reads 2400 ± 75
following checks with engine running, rest switch in psi (16,545 ± 517 kPa).
the ON position, park brake on and brake lock Both pressures must remain above their
released. minimum values for a minimum of 20
seconds.
* Record on data sheet.
9. Apply brake lock. Turn the parking brake switch
to the OFF position: 19. Release pedal, assure that each circuit's pres-
sure is zero.
Verify park brake indicator lamp is off.
20. Remove gauges from front brake test ports and
Verify park brake release pressure (gauge
install at the "BR" and "BF" test ports in the
installed in "PK2" port in hydraulic cabinet) is
2700 ± 100 psi (18,615 ± 690 kPa). hydraulic cabinet.
* Record on data sheet. 21. Disconnect circuit #52B wire on the coil of the
brake lock solenoid (SV1) (14, Figure 4-1).
10. Cycle park brake several times to assure crisp Install a jumper wire between circuits #33 and
application and release of oil pressure when #33W at the brake warning delay timer (27, Fig-
switch is OFF. ure 4-1).
11. Place parking brake switch in the ON position 22. Apply the brake lock; the brake lock degradation
and release the brake lock. switch should close:
12. Install a 3000 psi (20,685 kPa) pressure gauge Verify the warning buzzer turns on.
at the "LBP" (9, Figure 4-5) and "RBP" (8) test
ports on the junction block at the left front cor- Verify the low brake pressure warning lamp
ner of the rear axle housing. illuminates.
23. Depress the brake pedal until the warning
13. Very slowly depress brake pedal. Force feed-
stops.
back of pedal on foot should be smooth with no
abnormal noise or mechanical roughness. 24. Very slowly, release the brake pedal while
observing the "BR" pressure gauge:
14. Slowly depress brake pedal:
Verify warning resumes when pressure drops
Verify brake indicator lamp and stop lights
to 1000 ± 25 psi (6,895 ± 172 kPa).
illuminate at 75 ± 5 psi (517 ± 34 kPa) rear
brake pressure. * Record pressure reading when alarm resumes.
* Record on data sheet. 25. Reconnect #52B wire at brake lock solenoid
15. Quickly and completely depress pedal. Verify coil. Remove jumper between circuits #33 and
that within 1 second after brake is applied: #33W.
26. Cycle brake lock several times to assure crisp
Left rear brake pressure ("LBP", 9) reads
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 ±
690 kPa).
* Record on data sheet.
* Record on data sheet.
16. Release pedal, assure that each circuit's pres-
sure is zero. 28. If above pressure is not correct, remove plug on
end of PR valve (13, Figure 4-1) and adjust to
17. Move the two 3000 psi (20,685 kPa) gauges to
obtain correct pressure. Reinstall plug after
the test ports on the front brake backplates.
adjustment.
18. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
J04026 07/03 Brake Circuit Checkout J4-7
Failure Modes Check-Out 36. Turn key switch ON. Very slowly, open the rear
brake accumulator bleeddown valve a small
29. Start engine and allow low brake accumulator
amount ([NVR] 19, Figure 4-1) while observing
pressure (LAP1 gauge) to stabilize at or above
LAP1 decreasing pressure.
2700 psi (18,613 kPa).
30. Turn the key switch OFF to shut down the Verify the low pressure warning lamp and the
buzzer activate within 100 psi (690 kPa) of
engine, and allow approximately 90 seconds for
the pressure recorded in step 33.
the steering accumulators to bleed down.
* Record on data sheet.
31. Disable the steering pressure switch by unplug-
ging the diode between circuits #33 and #33F
on diode board DB1 in the auxiliary control box
Verify the brake pressures "BR" and "BF"
or by disconnecting the wires at the steering begin to rise within 100 psi (690 kPa) of the
pressure switch. auto apply set point pressure recorded in step
32. Turn the key switch ON. After 2 minutes, record 33.
the low accumulator pressure (LAP1) gauge * Record on data sheet.
reading.
If pressure decreases to less than 2100 psi
(14,480 kPa), internal system leakage is 37. Reinstall diode on diode board DB1 or connect
excessive. The source of the leakage must be wire harness at steering pressure switch.
identified and repaired. 38. Start engine and allow low brake accumulator
* Record on data sheet. pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
39. Shut down engine but do not turn key switch
33. Very slowly, open the front brake accumulator OFF. (Do not allow steering accumulators to
bleeddown valve a small amount ([NVF] 16, bleed down.)
Figure 4-1) while observing LAP1 decreasing
pressure. 40. While observing pressure gauges, make
repeated, slow, brake applications until auto
The low brake pressure lamp and buzzer apply comes on.
must activate when pressure drops to 1850 ±
75 psi (12,755 ± 517 kPa). Auto apply must not actuate prior to the sixth
pedal application.
* Record on data sheet.
* Record on data sheet.
When the LAP1 pressure reaches 1650 psi
(11,375 kPa) brake pressures "BR" and "BF" 41. Turn the key switch OFF and allow the steering
should begin to rise (auto apply). accumulators to bleed down.
* Record on data sheet. 42. Open both accumulator bleeddown valves and
bleed down the entire brake system. Close
valves after all pressure is released.
34. Close the front brake accumulator bleeddown
43. Disconnect the hose (4, Figure 4-4) that sup-
valve. Start engine and allow low brake accu-
plies oil to the brake valve ("P2" port), front
mulator pressure (LAP1 gauge) to stabilize at or
brake circuit, by removing at the tee attached to
above 2700 psi (18,613 kPa).
the bottom of the hydraulic cabinet (brake mani-
35. Turn key switch OFF to shut down engine and fold port "AF1"). Cap the tee fitting, but hose
allow the steering accumulators to bleed down must be vented to atmosphere.
completely.
44. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
J4-8 Brake Circuit Checkout 07/03 J04026
45. Depress the brake pedal very slowly until the 48. Reconnect hose (4, Figure 4-4) to tee at "AF1"
brake differential pressure switch activates the port, bottom of hydraulic cabinet
low brake pressure lamp and buzzer. 49. Disconnect the hose (5, Figure 4-4) that sup-
Verify fault indicators are activated at 600 ± plies oil to the brake valve ("P1" port), rear
50 psi (4 137 ± 345 kPa). brake circuit, by removing at the tee attached
to the bottom of the hydraulic cabinet (brake
* Record Pressure on data sheet.
manifold port "AR1"). Cap the tee fitting, but
46. Shut down the engine and turn key switch hose must be vented to atmosphere.
OFF. Allow steering accumulators to bleed
50. Start engine and allow low brake accumulator
down.
pressure (LAP1 gauge) to stabilize at or above
47. Open both accumulator bleeddown valves and 2700 psi (18,613 kPa).
bleed entire brake system. Close valves after
all pressure is released.
FIGURE 4-4. HYDRAULIC COMPONENTS CABINET
1. Operator's Cab 6. To Brake Valve, Port "B1"
2. Hoses to Brake Valve & Steering Control Valve 7. To Rear, Frame Mounted Brake Accumulator
3. Hydraulic Components Cabinet 8. To Rear Axle Junction Block, Port "P1"
4. To Brake Valve, Port "P2" 9. To Front, Frame Mounted Brake Accumulator
5. To Brake Valve, Port "P1" 10. To Brake Valve, Port "B2"
J04026 07/03 Brake Circuit Checkout J4-9
51. Depress the brake pedal very slowly until the
brake differential pressure switch activates the
low brake pressure lamp and buzzer.
Verify fault indicators are activated at 600 ±
50 psi (4 137 ± 345 kPa).
* Record Pressure on data sheet.
52. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
53. Reconnect hose (5, Figure 4-4) to tee at "AR1"
port, bottom of hydraulic cabinet.
54. Remove all test equipment and verify all hoses
have been reconnected.
NOTE: If hoses (4, Figure 4-5) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.
FIGURE 4-5. REAR BRAKE HOSES
1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
J4-10 Brake Circuit Checkout 07/03 J04026
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking
Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
TROUBLE: Both Brake Circuits are Dragging
Tank line has back pressure. Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pres- Adjust pedal deadband with set screw.
sure.
TROUBLE: One Brake Circuit is Dragging
Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace piston.
Brake valve is defective. Rebuild or replace brake valve assembly.
A dual relay valve is defective Rebuild or replace dual relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure
Supply pressure is low. Check steering/brake pump system and accumula-
tors.
Internal malfunction of modulating section of brake Remove, disassemble, clean, and inspect brake
valve. valve.
Improper collar adjustment on brake valve. Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system. Check wiring.
Brake accumulator bleeding down. Valve open; close valve.
Differential pressure switch defective. Check switch on brake valve and dual relay valves;
replace defective switch assembly or adjust as nec-
essary.
Brake warning relay defective. Replace relay.
J04026 07/03 Brake Circuit Checkout J4-11
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking). Adjust collars according to instructions.
Differential pressure switch is defective or improp- Check the switch and replace if defective. Check dif-
erly adjusted. ferential pressure switch adjustment.
Accumulator precharge/leak. Check accumulators and recharge if necessary.
Problem in brake valve subassembly. Remove, disassemble, clean, and inspect brake
valve assembly or replace it.
Dual relay valve defective Inspect and repair dual relay valve(s)
Air in one brake circuit. Bleed brakes.
Small leak in one circuit. Inspect brake system and repair leaks.
Brake warning delay timer defective Replace timer.
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit. Inspect brake system and repair leaks.
Brake valve balance is out of adjustment. Adjust collars according to instructions.
Differential pressure switch is defective or improp- Check the switch and replace if defective. Check dif-
erly adjusted. ferential pressure switch adjustment.
A dual relay valve is defective Inspect and repair dual relay valve(s)
TROUBLE: The Differential Pressure Warning Circuit is not Operating
Low brake pressure lamp is burned out. Replace bulb.
Electrical problem. Check switch circuit wiring.
Differential pressure switch is defective or improp- Check the switch and replace if defective. Check dif-
erly adjusted. ferential pressure switch adjustment.
Problem in brake valve assembly. Remove, disassemble, clean, and inspect, or
replace brake valve.
Dual relay valve defective Inspect and repair dual relay valve(s)
Brake warning relay defective. Replace relay.
J4-12 Brake Circuit Checkout 07/03 J04026
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly
The low brake pressure lamp is burned out. Replace the bulb.
The electrical circuit is open. Check switch circuit wiring.
Pressure switch defective. Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper
Short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low
Steering circuit is malfunctioning. Check steering circuit pressures.
The pump is worn. Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Remove, disassemble, clean, reassemble; or
replace.
TROUBLE: A "Squeal" is Heard When Controller is Operated
Rapid operation of controller. Normal
Brake valve assembly is damaged. Replace the brake valve assembly.
Hydraulic oil is too hot. Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Remove, disassemble, clean, reassemble; or
replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.
Dual relay valve malfunctioning Repair or replace dual relay valve assembly.
J04026 07/03 Brake Circuit Checkout J4-13
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on top of brake valve. Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Steering accumulator precharge too high or too low. Check steering accumulator precharge.
Brake valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
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 cor- Adjust pump pressure controls.
rectly.
J4-14 Brake Circuit Checkout 07/03 J04026
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL_______ UNIT NUMBER__________SERIAL NUMBER______________
I. INITIAL SYSTEM SET-UP
Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 2 __________ All brake accumulators charged to 1400 psi (9.65 MPa).
STEP 7 __________ Maximum rear brake pressure (brake lock).
STEP 8 __________ Maximum rear brake pressure.
__________ Maximum front brake pressure.
II. SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and bleed brakes; bleed park brakes.
STEP 9 __________ Park brake indicator light off.
__________ Park brake circuit pressure.
STEP 14 __________ Pressure at which brake indicator light comes on.
__________ Pressure at which stop lights come on.
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 18 __________ Left front brake pressure within one second.
__________ Right front brake pressure within one second.
__________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20
seconds.
J04026 07/03 Brake Circuit Checkout J4-15
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 24 __________ Brake lock degradation switch actuation pressure.
STEP 27 __________ Rear brake pressure with brake lock applied.
FAILURE MODES CHECK-OUT
STEP 32 __________ Low accumulator pressure after 2 minutes.
STEP 33 __________ Pressure when warning systems actuate (front brakes).
__________ Pressure at which auto apply actuates.
STEP 36 __________ Pressure when warning systems actuate (rear brakes).
__________ Pressure at which auto apply actuates.
STEP 40 __________ Number of brake applications before auto apply actuates.
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.
Name of technician or inspector performing Check-Out _____________________________
J4-16 Brake Circuit Checkout 07/03 J04026
SECTION J5
WET DISC BRAKE ASSEMBLY
INDEX
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Removal/Installation - Wet Disc Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13
WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16
J05018 03/01 Disc Brake Assembly J5-1
NOTES
J5-2 Disc Brake Assemblyl 03/01 J05018
WET DISC BRAKE ASSEMBLY
The oil cooled, wet disc brake assemblies mounted
on the front and rear wheels are similar in design.
The rear wheel brakes differ from the front in their
mounting arrangement only. The rear brake assem-
bly requires an adapter hub (1, Figure 5-1) for instal-
lation on the wheel motor wheel hub.
Each disc brake assembly consists of the following
basic components:
• Ten friction discs
• Nine separator plates
• Two damper discs
• Piston assembly
• Stationary ring gear
• Rotating inner gear
• Floating ring oil seal assembly
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.
J05018 03/01 Disc Brake Assembly J5-3
MAINTENANCE
Brake disc wear should be checked every 1000 hrs.
using the wear indicator tool (Part Number EF9302),
included in the tool group shipped with the truck.
Refer to Figure 5-2.
Brake Disc Wear Indicator
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the inspec-
tion hole plug to insert the brake disc wear indicator
will cause the loss of some of this oil. Advance plan-
ning will help to minimize oil loss. FIGURE 5-2. BRAKE WEAR INDICATOR
Consider scheduling front brake disc wear inspec-
tions along with the recommended 1000 hr. change 1. Cover 5. O-Ring
of hydraulic oil and filters. Rear brakes should be 2. Indicator Pin 6. Tool Housing
inspected for wear whenever the rear tires are Face (Ref.) 7. O-Ring
removed. Also consider obtaining additional brake 3. Housing Face (Ref.) 8. Indicator Pin
disc wear indicator tools for permanent installation on 4. O-Ring
truck. If all brake assemblies are equipped with disc
wear indicators, future checks will not require instal-
lation and removal.
Removal/Installation - Wet Disc Brake Assembly
1. Place the selector switch in NEUTRAL, apply
Before removing test port plugs, always bleed the park brake, turn the rest switch ON, turn the
down hydraulic steering and brake accumula- key switch OFF and allow the steering accumu-
tors. The steering accumulators can be bled lators to bleed down completely. Block truck
down with engine shut down, turning the key wheels.
switch OFF and waiting 90 seconds. Confirm the 2. Open the bleeddown valves on the brake mani-
steering pressure is released by turning the fold (in the hydraulic components cabinet) and
steering wheel - No front wheel movement bleed all pressure from the brake accumulators.
should occur. Close valves after pressure is released.
Open bleed down valves located on the brake
manifold. This will allow both accumulators for 3. Thoroughly clean the brake assemblies, espe-
the rear brakes and both accumulators for the cially the area surrounding cooling oil lines.
front brakes to bleed down. 4. Remove the hex head O-ring plug from the port
Before disabling brake circuit, be sure truck (5, Figure 5-3) next to the cooling line opposite
wheels are blocked to prevent possible roll-away. the cooling line (3) with the adjacent brake
apply line (2) port. Quickly insert the brake wear
indicator tool and tighten securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply
pressure. The rear brakes do not have a diagnostic
connector installed on the brake backplate, but
instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
J5-4 Disc Brake Assemblyl 03/01 J05018
6. While fully applying the service brake pedal,
check brake wear as follows:
a. Remove wear indicator cover (1, Figure 5-2).
b. Push pin (8) in until it stops against brake
piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If pin end face (2) is even with the housing
face (3) or below, disc pack is worn to
maximum safe wear limits. Brakes should be
scheduled for rebuild.
If pin end face (2) extends out beyond
housing face (3), brake disc wear is still within
allowable limits.
7. Pull pin (8) out until it stops against tool housing
(6) and install protective cover (1).
8. Release brakes. Shut down engine, allow steer-
ing accumulators to bleed down. Open brake
accumulator bleeddown valves to remove all FIGURE 5-3. BRAKE WEAR INDICATOR
pressure from the brake system. Close valves INSTALLATION
after all pressure is released. (Left Front Brake Shown)
9. Remove the brake disc wear indicator tool and
reinstall O-ring plug in port. 1. Brake Assembly 4. Diagnostic Coupler
2. Brake Apply Line 5. Wear Indicator
10. To check the remaining brake assemblies, 3. Brake Cooling Line Installation Port
repeat Steps 4 through 9.
NOTE: Checking disc wear in all brake assemblies is
recommended. Disc wear in one brake assembly
may be different from the other due to dissimilar
operation of parts and/or haul profiles which require
repeated braking while steering in one direction only.
11. Refill hydraulic tank as required.
12. If brake repairs are necessary, refer to Brake
Rebuild this section.
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 5-2).
J05018 03/01 Disc Brake Assembly J5-5
BRAKE REBUILD
• The brake assembly should be disassembled
and reassembled on a clean, dry work surface.
The surface should be wooden or if metal,
covered with padding to prevent damaged to
machined surfaces
• Match mark individual parts for correct orientation
prior to disassembly.
• If a rear wheel brake is to be disassembled, start
with step 1 below. If a front wheel brake is to be
disassembled, start the disassembly procedure
at step 5.
The front brake assembly weighs approximately
3210 lbs. (1460 kg) The rear brake assembly
weighs approximately 4000 lbs. (1820 Kg). Be
certain lifting devices are rated to handle the
load.
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.
J5-6 Disc Brake Assemblyl 03/01 J05018
FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier 5. Hardened Washer 9. Separator Plate
2. Capscrew 6. O-Ring 10. Damper
3. Back Plate 7. Ring Gear 11. Friction Disc
4. Capscrew 8. Piston Housing 12. Inner Gear
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL
1. Piston Housing 3. Hardened Washer 5. Ring Gear
2. Capscrew 4. O-Ring
J05018 03/01 Disc Brake Assembly J5-7
FIGURE 5-7. PISTON REMOVAL
1. Capscrew 3. Piston Retract Spring 6. Seal Assembly
2. Spring Guide 4. Piston Assembly 7. Seal Assembly
5. Piston 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).
J5-8 Disc Brake Assemblyl 03/01 J05018
Cleaning and Inspection 5. Inspect piston retract springs (3, Figure 5-7).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . . . . . . 4.00 in. (101.6 mm)
If the brake wear indicator test indicates internal
Height @ 225 lb. (1000 N) working load:
brake components are worn to the maximum
allowable limit, it is recommended that all friction . . . . . . . . . . . . . . . . . . . . . . . . . 3.351 in. (85.12 mm)
discs, separator plates and dampers should be Height @ 600 lb. (2669 N) working load:
replaced with new parts. Always replace seal . . . . . . . . . . . . . . . . . . . . . . . . . . 2.750 in. (69.9 mm)
assemblies and O-rings with new parts.
6. Inspect friction disks for warping, tooth wear,
and excessive friction material wear. Replace if
1. Clean all parts thoroughly prior to inspection. wear exceeds minimum groove depth.
2. Remove and discard toric rings from floating
Disc thickness including friction material:
ring oil seal assembly (6, Figure 5-1) in seal
retainer and back plate. Inspect seal ring pol- . . . . . . . . . . . . . . . . . . 0.30 ± 0.01 in. (7.7 ± 0.3 mm)
ished (mating) surfaces for scratches or other Friction material thickness (new)
damage. Inspect the contact band of the mating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.04 in. (1.1 mm)
faces to determine amount of wear.
Nominal friction material groove depth:
NOTE: A new seal will have a contact band . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 in. (0.63 mm)
(dimension "A", Figure 5-8) approximately 0.06 in.
Minimum allowable friction material groove
(1.6 mm) wide. As wear occurs, the contact band will
depth:
widen slightly (dimension "B") and migrate inward
until the inside diameter is reached and the entire . . . . . . . . . . . . . . . . . . . . . . . . . . 0.010 in. (0.25 mm)
seal assembly must be replaced. Remaining seal life Flatness over friction material (new)
can be estimated by the width of the contact band. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.018 in. (0.45 mm)
7. Inspect separator plates for warping and tooth
3. Inspect piston housing for nicks or scratches in wear.
piston seal area. If nicks or scratches cannot be
removed by polishing, replace housing. Disc thickness (new)
4. Inspect piston seal assembly grooves for dam- . . . . . . . . . . . . . . . . 0.146 ± 0.004 in. (3.7 ± 0.1 mm)
age. Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
8. Inspect damper plate for warping, tooth wear
and excessive facing material wear
Disc thickness, including facing material
(new)
. . . . . . . . . . . . . . . . 0.323 ± 0.020 in. (8.2 ± 0.5 mm)
Disc thickness, steel plate only (new)
. . . . . . . . . . . . . . . . 0.146 ± 0.004 in. (3.7 ± 0.1 mm)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
9. Inspect ring gear for excessive tooth wear and
nicks and scratches in O-ring seal grooves.
10. Inspect inner gear for excessive tooth wear and
FIGURE 5-8. SEAL WEAR PROGRESSION damage at capscrew holes.
J05018 03/01 Disc Brake Assembly J5-9
Assembly 8. After completion of piston leakage test, release
pressure, remove hydraulic source and drain oil
from piston apply cavity. Plug ports to prevent
contamination.
9. Install O-ring (4, Figure 5-6) in groove of ring
The work area must be clean! Handle all parts gear (5).
carefully to avoid damage to polished sealing
10. Attach lifting eyes to piston/housing assembly
surfaces.
and lower into position over ring gear. Install
1. Check piston housing (5, Figure 5-7) bore for capscrews (2) and hardened washers (3). Alter-
nicks, scratches or dirt particles. Position hous- nately tighten capscrews to 575 ft. lbs. (780
ing on work surface with bore facing up. N.m) torque.
2. Lubricate square section O-ring portion of pis- 11. Insert inner gear (5, Figure 5-9) into assembly.
ton seal assemblies (6 & 7) with type C-4 Orient gear as shown.
hydraulic oil and install in piston (4) grooves. Be
certain O-ring is not twisted. 12. Place shipping (retainer) bars over the piston
housing as shown in Figure 5-9. Attach bars
3. Lubricate piston groove and outer piston seal
using 1/2 UNC x 1.75 in. capscrews and lock-
rings. Install in grooves over O-rings, using fin-
washers (7) at outer ends of bars (4). Insert
gers or a smooth rounded object to push seal
spacers (9) and 1/2 UNC x 8.0 in. capscrews
into groove.
and lockwashers (8) as shown to retain inner
4. Install two equally spaced 1/2 UNC x 5.0 in. gear in position.
guide studs in the housing at the piston retract
spring mount tapped holes. 13. Attach lift eyes to assembly, lift and rotate to
place piston housing on the bottom.
5. Lubricate housing bore. Install lift eyes and
attach an overhead hoist to piston. Position pis- 14. Install discs as follows:
ton over housing with retract spring cavity holes a. Insert a damper disc (1, Figure 5-10) into the
aligned with studs installed in previous step. ring gear and inner gear with the friction
Place a spring guide over each stud to aid align- material (down) facing the piston (5).
ment. Carefully lower straight into bore until
seated against housing. If necessary, seat pis- b. Insert a friction disc (2) on top of the damper.
ton by tapping with a soft mallet. c. Install a separator plate (3).
6. Assemble twelve capscrews (1), spring guides d. Continue installing the remaining friction
(2) and retract springs (3). Apply Loctite® to discs and separator discs, alternating each
capscrew threads and install assembled parts type as installed.
through piston into tapped holes in housing.
NOTE: The disc pack contains a total of ten (10)
Tighten capscrews to 90 ft. lbs. (122 N.m)
friction discs, nine (9) separator plates, and two (2)
torque.
damper discs.
Piston Pressure Test:
e. Install the remaining damper on top of the
7. Test piston/housing assembly as follows: last friction disc with its facing material on
a. Install a plug in one brake apply pressure top. (Unfaced side toward top friction disc.)
port (2, Figure 5-8). 15. Using a new O-ring (6, Figure 5-5), install back
b. Install a fitting into remaining port and attach plate (3) over ring gear. Be certain back plate is
a hydraulic pressure test device. oriented properly according to the match marks
made during disassembly.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from piston cavity. NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug
d. Cycle piston to full stroke ten times by apply-
on the piston housing.
ing 300 psi (2070 kPa) hydraulic pressure.
Observe piston for leakage. 16. Install capscrews (4) and hardened washers
(5). Alternately tighten capscrews to 575 ft. lbs.
NOTE: Minor oil seepage (non-measurable) is (780 N.m) torque.
permissible. If leakage is greater, disassemble piston
assembly and determine cause.
J5-10 Disc Brake Assemblyl 03/01 J05018
17. Follow procedures in Floating Ring Seal 18. Install seal carrier on back plate. Secure in
Assembly/Installation to install seal assembly place with six 1/2 UNC x 0.75 in. socket head
in cavities in the back plate and seal carrier. capscrews to retain seal carrier in position until
brake assembly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION
1. Cooling Oil Port 5. Inner Gear 9. Spacer
2. Brake Apply Pressure Ports 6. Drain Plug 10. Wear Indicator Installation
3. Piston Housing 7. Capscrew & Washer Port
4. Shipping Bar 8. Capscrew & Washer 11. Ring Gear
FIGURE 5-10. DISC PACK INSTALLATION
1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing
J05018 03/01 Disc Brake Assembly J5-11
NOTE: After a front wheel brake assembly is Seal Gap Adjustment:
installed, the seal must be setup for proper seal 24. Refer to Figure 5-12 and adjust seal gap:
compression. Refer to Seal Assembly Gap Check in
Section G, Front Wheel Hub and Spindle. a. Measure seal gap "A" at three equally
spaced locations. Add the three dimensions
19. Assembly is now complete if the brake assem-
and divide by 3 to determine an average
bly is to be installed on a front wheel. If the
dimension.
brake assembly is to be installed on a rear
wheel, follow the additional steps below. b. Add 21.470 in. (545.34 mm) to the average
dimension determined in previous step.
Rear Wheel Brake Assembly Only:
c. Measure dimension "B" at three equally
20. Install a new O-ring (1, Figure 5-11) in hub spaced locations. Add the three dimensions
groove. and divide by 3 to determine the average
21. Position hub over seal carrier. Orient the hub dimension.
according to the marks made during disassem- d. Subtract the dimension in step c. from the
bly. to align hub flange holes with seal retainer dimension in step b. to determine change in
tapped holes. shim pack.
22. Insert the following shims between hub flange e. Add or remove equal quantities and thick-
and seal retainer at each pair of capscrews (3) nesses of shims to the original shim pack as
(six places): determined in step at the six shim locations.
Ten . . . . . . . . . . . . 0.020 in. (0.51 mm) thick The shim pack must provide a final dimen-
sion "B" within 0.005 in. (0.13 mm) of the
One . . . . . . . . . . . 0.010 in. (0.25 mm) thick
dimension calculated in step b.
23. Install capscrews and lockwashers (3) and Example
tighten securely. Step a: average gap "A" = . . . . . . . . . . .0.600 in.
Step b: add "A" + 21.470 = . . . . . . . . . 22.070 in.
Step c: average dimension "B" = . . . . .22.034 in.
Step d: ("A" + 21.391) - ("B") = . . . . . . .0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension "B" of
22.074 in., and is within the tolerance limit
of 0.005 in.
25. Final tighten capscrews (3, Figure 5-11) to 90 ft.
lbs. (122 N.m) torque.
26. Install capscrews and hardened washers (8). It
will be necessary to remove the shipping bars
from the inner gear to access some capscrews.
Alternately tighten capscrews to 1995 ft. lbs.
(2705 N.m) torque. Replace shipping bars.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION
1. O-Ring 6. Socket Head Cap-
2. Hub Adapter screws
3. Capscrews & Washers 7. Ring Gear
4. Shims 8. Capscrew & Hardened
5. Seal Carrier Washer
9. Inner Gear
FIGURE 5-12. SEAL GAP ADJUSTMENT
J5-12 Disc Brake Assemblyl 03/01 J05018
Floating Ring Seal Assembly/Installation
Failures are usually caused by combinations of fac-
tors rather than one single cause, but many failures
have one common denominator: Assembly Error!
Floating ring seals should always be installed in When using tri-chloroethane or any solvent,
matched pairs: that is, two new rings or two rings avoid prolonged skin contact. Use solvents only
that have previously run together. Never assemble in well ventilated areas and use approved respi-
one new ring and one used ring; or two used rings rators to avoid breathing fumes. Do not use near
that have not previously run together. open flame or welding operations or other heated
ALWAYS USE NEW TORIC RINGS! surfaces exceeding 900°F (482°C). Do not smoke
around solvents.
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage
rubber seal rings. Hone smooth and clean, if Both ramps must be dry. Use clean, lint-free cloths
required. Remove any oil, dust, protective coat- or lint-free paper towels for wiping.
ing or other foreign matter from the metal seal
rings, the toric rings, and both the housing and NOTE: Oil from adjacent bearing installations or seal
seal ring ramps. Use tri-chloroethane #111 ring face lubrication must not get on the ramp or
which is a non-petroleum base, rapid drying toric until after both seal rings are together in
solvent leaving no film. Allow surfaces to dry their final assembled position.
completely. Use clean, lint-free material such
as "Micro-Wipes # 05310" for cleaning and wip-
2. Install the rubber toric on the seal ring.
ing.
Make sure it is STRAIGHT! Make sure the toric
ring is not twisted and that it is seated against the
retaining lip of the seal ring ramp. Use the flash line
as a reference guide to eliminate twist.The flash line
should be straight and uniform around the toric.
NOTE: Handle seal carefully; nicks and scratches
on the seal ring face cause leaks.
FIGURE 5-13. SEAL TERMINOLOGY
1. Seal Ring 6. Seal Ring Face
2. Rubber Toric 7. Seal Ring Ramp
3. Housing Retainer Lip 8. Seal Ring Retainer
4. Housing Ramp Lip
5. Seal Ring Housing
J05018 03/01 Disc Brake Assembly J5-13
3. Place installation tool onto seal ring with toric.
Refer to Section M, Special Tools, for installa-
tion tool. Lower the rings into a container of tri-
chloroethane until all surfaces of toric ring are
wet.
6. If small adjustments are necessary, DO NOT
push directly on the seal ring. Make any
required adjustments with installation tool.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with tri-
chloroethane #111.
DO NOT USE Stanosol or any other liquid that
leaves an oily film or does not evaporate quickly.
4. With all surfaces of toric ring wet, use installa-
tion tool to position seal ring and toric ring
squarely against the seal housing.
7. Toric can twist if it is dry on one spot or if there
APPLY SUDDEN AND EVEN PRESSURE to pop
are burrs or fins on the housing retaining lip.
(push) toric under housing retaining lip.
A bulging toric or cocked seal can contribute to even-
tual failure.
NOTE: Toric ring must not slip on ramps of either
seal ring or housing. To prevent slippage, - WAIT - at
least two minutes. Let all tri-chloroethane evaporate
5. Check with site gauge. Check variation in seal before further assembly. Once correctly in place, the
ring "assembled height" in four places, 90° toric ring must roll on the ramps only. If correct
apart. Height variation around the assembled installation is not obvious, repeat steps 3
ring should not exceed 0.51 ± 0.05 in. (1.30 ± through 6.
0.01 mm) for brake assembly floating seal or
0.45 ± 0.04 in. (1.14 ± 0.01 mm) for the hub
seal.
J5-14 Disc Brake Assemblyl 03/01 J05018
10. Be certain both housings are in correct align-
ment and are square and concentric. Move the
parts slowly and carefully toward each other.
8. Wipe the polished metal seal surfaces with
clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause leak-
age.
Ensure seals are
square and concentric.
NOTE: Do not slam, bump or drop seals together.
High impact can damage the seal face and cause
leakage.
9. Apply a thin film of clean oil on the seal faces.
Use a lint-free applicator or a clean finger to dis-
tribute the oil evenly. Make sure no oil comes in
contact with the rubber toric rings or their mat-
ing surfaces.
Before assembling both seals & housing
together - WAIT - at least two minutes. Let all
tri-chloroethane evaporate. (Some may still be
trapped between toric and housing ramp.)
J05018 03/01 Disc Brake Assembly J5-15
WET DISC BRAKE BLEEDING NOTE: The other cooling line has a single hex plug
PROCEDURE located adjacent. DO NOT use this plug for
bleeding brake.
NOTE: Rear wheel brakes must be bled prior to
rear tire installation.
1. Be certain the hydraulic brake supply (steering Front Wheel Brakes:
circuit) is operating properly.
NOTE: The front wheel brakes are equipped with a
2. If necessary, charge the brake system accumu- diagnostic coupler on the brake backplate. A hose
lators. Refer to Section J, Brake Circuit Compo- with a mating fitting can be attached and used to
nent Service - Hydraulic Brake Accumulators. direct the oil into a container during the bleeding
3. Be certain bleeddown valves on brake accumu- process.
lator manifold are closed. 8. Attach a hose to the diagnostic coupler on the
4. Check hydraulic tank oil level and correct if nec- brake backplate (brake apply pressure circuit).
essary. 9. Slowly depress the brake pedal until the service
5. With the wheels securely blocked, start the brake is partially applied.
engine and allow accumulators to fill. 10. After oil stream is clear of air, remove hose from
6. Slowly depress the brake pedal until the service coupler. Release brake pedal.
brake is partially applied.
11. Repeat Steps 8 through 10 for the remaining
Rear Wheel Brakes: wheel.
7. Crack open the O-ring plug located next to the 12. Shut down engine, allow steering accumulators
cooling oil port and brake apply port on the to bleed down and check hydraulic tank oil
brake backplate. Close plug after oil runs clear level.
and free of bubbles. Repeat for remaining
wheel.
J5-16 Disc Brake Assemblyl 03/01 J05018
SECTION J7
PARKING BRAKE
INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-4
Removal - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-5
Disassembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Cleaning and Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Assembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
J07010 12/98 Parking Brake J7-1
NOTES
J7-2 Parking Brake 12/98 J07010
PARKING BRAKE
The Model 930E truck is equipped with a dry disc When the parking brake switch is placed in the ON
type parking brake assembly mounted on each position, the parking brake solenoid valve (SV2)
wheel motor rotor shaft. The parking brake assem- located on the brake manifold in the hydraulic com-
blies are inboard mounted and can be accessed ponents cabinet is de-energized, removing hydraulic
through the rear axle housing door. pressure from the parking brake assemblies. Internal
belleville springs in the park brake assemblies act on
The parking brake is intended to prevent truck move-
the piston to compress the disc pack, preventing
ment after the vehicle has stopped, the engine is
rotation of a gear (4, Figure 7-1) mounted on the
shut down, and when the truck is left unattended.
wheel motor rotor shaft.
The parking brake is not for use during truck loading
or dumping operations. Refer to the Operation and When the parking brake is switched to the OFF posi-
Maintenance Manual for additional brake system tion, pressurized oil is supplied to the brake assem-
operation instructions. blies through the (energized) parking brake solenoid
valve. Oil pressure applied to the parking brake pis-
OPERATION ton compresses the belleville springs, releasing the
discs to allow the wheel motor rotor gear to rotate.
The parking brake is a spring applied, hydraulically
released, multiple disc type brake, actuated by the System interlocks prevent application of the parking
parking brake switch mounted on the instrument brake if the truck is in motion.
panel in the operator's cab.
FIGURE 7-1. PARKING BRAKE
INSTALLATION
(RH Shown)
1. Wheel Motor Mounting Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
J07010 12/98 Parking Brake J7-3
MAINTENANCE Removal - Parking Brake
The parking brake system requires periodic inspec- Parking brake repairs should be performed when the
tion to determine the amount of wear incurred to wheel motor is removed from the truck whenever
insure adequate brake torque is available. The fol- possible. If repairs are necessary when the wheel
lowing inspection should be made at 500 hour inter- motor is installed, it will be necessary to setup a lift-
vals. ing device inside the rear axle housing to support the
weight of the brake assembly when it is removed
Inspection - Parking Brake from the wheel motor.
If repairs are made when the wheel motor is
1. Apply the parking brake, put selector switch in removed, follow the appropriate procedures below. If
NEUTRAL, place the rest switch in the ON repairs must be accomplished with the wheel motor
position, turn the key switch OFF to shut down installed on the truck, follow all procedures listed
the engine, and allow approximately 90 sec- below.
onds for the steering accumulators to bleed
down. Confirm the steering pressure is
released by turning the steering wheel - no
movement should occur. Block the truck The parking brake assembly weighs approxi-
wheels. mately 350 lbs. (159 kg). Be certain a lifting
2. Open brake accumulator bleeddown valves device capable of supporting the weight is used
located on brake manifold inside the hydraulic to support the brake assembly when removed.
components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
completely. 1. Apply the parking brake, put selector switch in
3. Open the rear axle housing access door and NEUTRAL, place the rest switch in the ON
remove wing nuts retaining duct inside door. position, turn the key switch OFF to shut down
Remove duct tube and open access covers the engine, and allow approximately 90 sec-
inside axle housing. onds for the steering accumulators to bleed
down. Confirm the steering pressure is
4. Observe for signs of oil leakage or damage.
released by turning the steering wheel - no
5. Measure amount of disc wear as follows: movement should occur. Block the truck
a. With the parking brake applied, insert a wheels.
depth micrometer through one of the piston 2. Block wheels securely to prevent truck move-
position holes (18, Figure 7-2) and record ment during parking brake repair.
the dimension. 3. Open brake accumulator bleeddown valves
b. Repeat step a., measuring through the other located on brake manifold inside the hydraulic
two holes and recording the dimensions. components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
c. Add the three measurements and divide the
completely.
total by 3 to determine the average.
4. Open the rear axle housing access door and
d. If the resulting average of the three mea-
remove wing nuts retaining duct inside door.
surements is greater than 0.969 in. (24 mm),
Remove duct tube and open access covers
the parking brake assembly must be
inside axle housing. Remove ducts as required
removed and rebuilt.
to setup a lifting device for brake removal.
6. Repeat Step 5 for the other parking brake
5. Disconnect park brake apply supply hose (7,
assembly.
Figure 7-1).
7. After inspection is complete, close duct access
6. Remove capscrews and lockwashers (9). Install
covers and reinstall duct outlet tube.
guide studs in two of the mounting holes to sup-
port brake assembly when removed from wheel
motor frame.
7. Slide parking brake assembly out of wheel
motor frame and off inner gear (4). Remove
from axle housing.
J7-4 Parking Brake 12/98 J07010
Gear Removal: Park Brake Installation:
If the rotor shaft gear (4, Figure 7-1) is worn, dam- NOTE: Two oil supply ports are provided on the lower
aged or otherwise requires removal, follow the proce- half of the parking brake assembly. Install the O-ring
dures below: fitting for attaching the supply hose (7, Figure 7-1) to
the lowest port, depending on whether the brake is to
NOTE: The gear is a shrink fit on the splined motor
be installed on the right or left wheel motor. Install an
shaft.
O-ring plug in the unused port.
1. Remove capscrew and hardened washer (6,
Figure 7-1) from shaft. Remove retainer plate
(5). 1. Install two guide studs in wheel motor end
2. Install a gear puller using tapped holes provided frame to guide brake assembly into position. Be
in gear (4). certain mating surfaces are clean and free of
burrs.
3. Apply heat around gear hub area while tighten-
ing puller until gear is removed from shaft. 2. Lift parking brake into position for installation.
Note proper orientation depending on whether
Installation - Parking Brake brake is to be installed on a left or right wheel
motor. (Bleeder screw at top of brake will be
Gear Installation: tilted toward front of truck.)
If the wheel motor rotor shaft gear was removed, 3. Slide assembly over guide studs and gear on
install gear prior to parking brake installation. wheel motor rotor shaft.
1. Thoroughly clean gear (4, Figure 7-1) and 4. Install capscrews and lockwashers (9, Figure 7-
shaft. Inspect splines and remove burrs, etc. 1) Tighten evenly to be certain brake housing is
that may interfere with installation. properly seated on the wheel motor. Tighten to
2. Heat gear to 536°F (280°C). Install immediately 220 ft. lbs. (298 N.m) final torque.
on shaft; gear must be fully seated against 5. Install brake oil supply hose (7). Remove lifting
shoulder on rotor shaft. equipment.
3. Install retainer plate (5), washer and capscrew 6. Refer to Park Brake Bleeding Procedure in this
(6). Tighten capscrew to 440-495 ft. lbs. (595- chapter and bleed air from brake apply line and
670 N.m) torque. housing.
7. Reinstall all ducts removed.
J07010 12/98 Parking Brake J7-5
Disassembly - Parking Brake Assembly - Parking Brake
1. Match mark housing (3, Figure 7-2), piston 1. If dowel pins (2, Figure 7-2) have been
housing (4), and cap structure (5). removed, press new dowel pins into holes in
housing until fully seated against shoulder.
2. Install a separator disc (12) over dowel pins.
Insert a spring (1) over each dowel pin. Insert a
friction disc (13). Insert springs (1) over dowels.
The following procedure is necessary to properly 3. Install another separator disc, the 2nd friction
relieve the pressure exerted by the belleville disc and the remaining separator disc.
springs on the cap structure. Failure to follow
this procedure could result in capscrew failure NOTE: The internal teeth of the two friction discs
and personal injury during disassembly! must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
2. Loosen the 12-point capscrews (10, Figure 7-2)
enable the completed assembly to be installed
evenly, in 20 ft. lbs. (27 N.m) increments.
properly. If available, a mating gear as installed on
a. Alternate the loosening procedure by select- the wheel motor rotor shaft (4, Figure 7-1) should be
ing successive capscrews located approxi- used to simplify alignment.
mately 180° from the previous. 4. Assemble the seals (8 & 9) on the piston.
b. Continue loosening procedure until spring a. Install O-ring seal in bottom of each groove.
pressure is released and capscrews and Be certain O-rings are not twisted.
washers can be removed by hand.
b. If available, use an expander to expand the
3. Remove cap structure (5). Lift belleville springs
O.D. of each seal enough to allow it to slide
(7) out of piston (6) counterbore.
onto piston.
4. Lift piston/housing assembly off housing (3)
dowels. NOTE: If an expander tool is not available, the seals
may be heated to 400°F (204°C) MAXIMUM. This
5. Remove springs (1), separator discs (12), and
will allow ring to be manually expanded until it will fit
friction discs (13).
over piston.
6. Remove piston (6) from piston housing (4).
Remove piston seals (8 & 9) and discard. c. When each seal is over the groove, re-size
by compressing the seal ring. Use a full cir-
Cleaning and Inspection - Parking Brake cle clamp with any sharp edges or grooves
covered to prevent damage to the seal sur-
1. Clean all parts thoroughly.
faces.
2. Inspect dowel pins (2, Figure 7-2). If pins are
grooved from excessive wear or otherwise d. Install the quad ring in each seal.
damaged, press defective pin out of housing. 5. Lubricate the piston seals and insert piston (6)
3. Inspect compression springs (1, Figure 7-2). into piston housing (4).
Check springs for free height and test for height 6. Install piston/housing assembly over dowels on
under load. Replace if not within approximately housing (3).
10% of specification. 7. Place belleville springs (7) in piston counterbore
as shown in Figure 7-2.
Free Height:
8. Place cap structure (5) on assembly and insert
. . . . . . . . . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm)
capscrews (10) with hardened washer (11). Do
Height @ 36.4 lb. (162N) working load: not tighten capscrews.
0.350 in. (8.89 mm)
4. Inspect belleville springs for cracks or damage.
5. It is recommended the separator discs and fric-
tion discs be replaced if wear is indicated.
6. Check piston and piston housing bore for The following procedure is necessary to properly
scratches, nicks, pitting or other defects than compress the belleville springs. Failure to follow
may cause seal leakage. Slight defects may be this procedure could result in capscrew failure
repaired by polishing. and personal injury during assembly!
J7-6 Parking Brake 12/98 J07010
FIGURE 7-2. PARKING BRAKE ASSEMBLY
1. Compression Spring 7. Belleville Springs 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Gear (Armature)
3. Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap Structure 11. Hardened Washer 17. Bleeder & O-Ring Plug
6. Piston 12. Separator Disc 18. Piston Position Holes
9. Select three capscrews 120° apart and mark Pressure Test:
them. 10. Install the O-ring plug and bleeder (17). Install a
a. Tighten the marked capscrews to 30 ft. lbs. fitting in one of the pressure supply ports and
(41 N.m) torque. (Snug the remaining cap- attach a hydraulic power source. Install an O-
screws after each of the marked capscrews ring plug in the remaining port.
are torqued in the following steps.) a. Slowly apply pressure and open the bleeder
b. Re-tighten the marked capscrews until the valve to bleed air from the piston cavity.
gap between the cap structure and piston Close the bleeder and apply 300 psi (2068
housing is equalized. kPa) hydraulic pressure and hold for one (1)
minute.
c. Re-tighten the marked capscrews in 20 ft.
lbs. (27 N.m) increments until fully tight - 90 b. Observe for oil leakage. NO leakage is per-
ft. lbs. (122 N.m) torque. mitted.
d. Tighten the remaining capscrews to 90 ft. c. If leakage occurs, the brake assembly must
lbs. (122 N.m) torque. be disassembled and repaired.
J07010 12/98 Parking Brake J7-7
PARKING BRAKE BLEEDING
PROCEDURE
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.
J7-8 Parking Brake 12/98 J07010
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HIGH PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033 Index L1-1
NOTES
L1-2 Index L01033
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8
L02031 Hydraulic System L2-1
NOTES
L2-2 Hydraulic System L02031
HYDRAULIC SYSTEM
HYDRAULIC PUMP MODULE
The following is a general description of the model Hydraulic pumps (16 & 18, Figure 2-1) are mounted
930E hydraulic system. Additional information con- on a modular structure behind the traction alterna-
cerning individual component description and oper- tor. The pump module also contains the pilot oper-
ation can be found under the different system ated hoist valve (3), used to control operation of the
circuits such as the hoist circuit, steering circuit, and hoist cylinders during body dumping operations. An
hydraulic brake circuit. overcenter manifold (10) contains internal valves (8
& 9) used to ensure smooth operation and maxi-
mum service life from the hoist cylinders.
The overcenter manifold also provides quick discon-
nect fittings (12) to allow operation of the hoist cir-
cuit by an external hydraulic source or to utilize the
hoist circuit of the truck to dump the load from a dis-
abled truck.
FIGURE 2-1. HYDRAULIC PUMP MODULE
1. Hoist Valve Tank Return (To 7. Supply From Hoist Pump & Filter 14. Steering Pump Inlet Port
Brake/Hoist Return Manifold) 8. Counterbalance Valve 15. Unloader Valve
2. Supply to Pilot Valve 9. Needle Valve 16. Steering/Brake Pump
3. Hoist Valve 10. Overcenter Manifold 17. Hoist Pump Inlet Hoses
4. From Pilot Valve 11. Hoist Cylinder Supply Tubes 18. Hoist Pump
5. To Brake/Hoist Return Manifold 12. Hoist Quick Disconnects 19. Pump Driveshaft
6. Work Port Outlet 13. Pump Case Drain Line
L02031 Hydraulic System L2-3
HOIST CIRCUIT OPERATION
The hoist, steering and brake circuits share a com-
mon hydraulic tank (7, Figure 2-2). The tank is
located on the left side of the frame, forward of the
rear wheels. Service capacity of the tank is 250 gal.
Relieve pressure before disconnecting hydraulic
(947 l). Type C-4 hydraulic oil is recommended for
and other lines. Tighten all connections before
use in the hydraulic system. Oil used in the hoist,
starting truck.
steering and brake circuits flows from the bottom of
the tank through 100 mesh wire suction strainers.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by Hydraulic oil from the tank is supplied to a gear type
penetrating the skin and cause serious injury and hoist circuit pump (18, Figure 2-1), rated at 246 GPM
possibly death if proper medical treatment by a (931 l/min.) @ 1900 RPM and 2500 psi (17.2 MPa).
physician familiar with this injury is not received Oil from the pump outlet port is directed to high pres-
immediately. sure filters (4, Figure 2-2) and then enters the hoist
valve (5).
Always maintain complete cleanliness when
The hoist pump (and steering/brake pump) is driven
opening any hydraulic connection. Insure that all
by a driveshaft (6) off the rear of the traction alterna-
system lines are capped while the component is
tor.
removed from the truck.
Hoist valve (5) directs oil flow to hoist cylinders (1)
when the operator moves the body dump control
NOTE: It is highly recommended that any hydraulic lever. The body dump lever is connected to the hoist
oil to be used for filling or adding to the hydraulic pilot valve located in the hydraulic components cabi-
system is routed through a 3 micron filter device prior net by a flexible control cable. If the control lever is in
to use. the float position, oil is returned to the hydraulic tank
through brake/hoist return oil manifold (2) and also
flows through the disc brake circuit to cool the wet
disc brake system. Heat generated during service
brake application is removed by an oil-to-water heat
exchanger (1, Figure 2-5).
Hoist system pressure is limited to 2500 psi (17.2
MPa) maximum pressure.
L2-4 Hydraulic System L02031
FIGURE 2-2. HOIST PUMP PIPING (Top View)
1. Hoist Cylinders 5. Hoist Valve
2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. Hoist Circuit Filters
L02031 Hydraulic System L2-5
STEERING CIRCUIT OPERATION
Hydraulic oil from the tank is supplied to a piston Steering system oil is directed to accumulators (3),
type, pressure compensated steering and brake cir- used to store pressurized oil in the event of loss of
cuit pump (8, Figure 2-3), rated at 66 GPM (257 l/ pump pressure. Oil is also directed to flow amplifier
min.) @ 1900 RPM. An unloader valve (15, Figure 2- valve (4) for use by the cab mounted steering control
1) maintains system pressure between 2750 psi unit and steering cylinders (1).
(18.9 MPa) and 3025 psi (20.9 MPa). A relatively small volume of oil is supplied from the
Oil from the pump is directed to a high pressure filter flow amplifier to the steering control unit, mounted on
(9, Figure 2-3) before entering the bleeddown mani- the steering column in the cab. When the operator
fold (5). The bleeddown manifold provides several moves the steering wheel, oil is routed from the
functions in the steering, brake, and hoist systems. It steering control unit back to the flow amplifier based
is used to route oil flow to the steering system and on the direction and rate of speed of rotation of the
hydraulic brake system. (Refer to Section J for brake steering wheel.
system operation.) The flow amplifier provides a large volume of oil to
the steering cylinders to turn the front wheels deter-
mined by input from the steering control unit.
L2-6 Hydraulic System L02031
FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View)
1. Steering Cylinders 6. Hydraulic Tank
2. Manifold 7. Pump Supply Shutoff Valve
3. Steering System Accumulators 8. Steering/Brake Circuit Pump
4. Flow Amplifier Valve 9. Steering/Brake Circuit Filter
5. Bleeddown Manifold 10. Hoist Circuit Pump
L02031 Hydraulic System L2-7
DISC BRAKE COOLING SYSTEM
When the hoist control valve is in the float or hold
position, oil is supplied by the hoist valve to the disc
brake assemblies located at each wheel to remove
heat generated during service brake application.
Oil supplied to the rear wheel brakes flows from the
hoist valve to the brake/hoist return oil manifold (11,
Figure 2-5), to the brake assemblies and is then
returned to the brake/hoist return oil manifold and the
hydraulic tank (12). Oil supplied to the front wheel
brakes is routed from the hoist valve to an oil/water
heat exchanger (1) before entering the brake assem-
blies. The front brake oil is then returned to the
brake/hoist return oil manifold and then the hydraulic
tank. In addition, the front brake cooling oil is used to
lubricate the front wheel hub bearings.
The brake cooling circuit pressure is limited by ori-
ficed regulator valves located in the brake/hoist
return oil manifold. Figure 2-4 shows the piping and
flow of oil through the brake/hoist return oil manifold.
The internal check valves crack open at 35 psi (241
kPa). Their opening pressure will be slightly higher
as flow through it increases.
Refer to Section J for information regarding operation
of the brake system.
FIGURE 2-4. BRAKE/HOIST RETURN OIL
MANIFOLD
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply Press.
4. Front Brake Supply Press.
5. Rear Brake Cooling Oil (From Hoist Valve)
6. Return From Hoist Valve
7. Return From Hoist Valve
8. Manifold
9. Front Brake Bypass
10. Rear Brake Return Pressure
11. Hoist Return Pressure
12. Front Brake Return Pressure
13. Rear Brake Oil Return
14. Rear Brake Oil Return
15. Hoist Return to Tank
16. Front Brake Oil Return
17. Front Brake Oil Return
18. Front Brake Oil Return
L2-8 Hydraulic System L02031
FIGURE 2-4. DISC BRAKE COOLING CIRCUIT (Bottom View)
1. Heat Exchanger 5. R. F. Brake Cooling Outlet Hose 10. Rear Brake Cooling Supply &
2. Front Brake Cooling Oil Supply 6. L. F. Brake Cooling Inlet Hose Return Lines
From Hoist Valve 7. Hoist Pump 11. Brake/Hoist Return Oil Manifold
3. L. F. Brake Cooling Outlet Hose 8. Filters 12. Hydraulic Tank
4. R. F. Brake Cooling Inlet Hose 9. Rear Axle Housing
L02031 Hydraulic System L2-9
NOTES
L2-10 Hydraulic System L02031
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
INSPECTION OF PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
L03030 Hydraulic Component Repair L3-1
NOTES
L3-2 Hydraulic Component Repair L03030
HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
Removal
3. Remove the rear axle blower duct to allow the
NOTE: The hoist pump can be removed without hoist pump to be lowered from the pump mod-
removing the steering pump from the truck if ule mounting bracket for removal. Remove
desired. duct support bracket.
1. Turn keyswitch OFF and allow ample time 4. Close the pump supply shut-off valves.
(approximately 90 seconds) for the accumula-
tors to bleed down.
2. If necessary, drain the hydraulic tank by use of
the drain valve located on the rear side of the
tank.
Always maintain complete cleanliness when
NOTE: If oil in the hydraulic tank has not been opening any hydraulic connection. Insure that
contaminated, the shut-off valves can be closed and all system lines and components are capped
both pump inlet lines can be drained, eliminating the while the component is removed from the truck.
need to completely drain the tank.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)
1. Hoist Cylinders 5. Hoist Valve
2. Brake/Hoist Return Oil Manifold 6. Pump Drive Shaft
3. Overcenter Manifold 7. Hydraulic Tank
4. Hoist Circuit Filters
L03030 Hydraulic Component Repair L3-3
5. Loosen the capscrews securing the inlet and
outlet hoses (1, Figure 3-2) on the hoist pump
and allow oil to drain. Remove inlet and outlet
hoses. Cap or cover all lines and pump inlets
and outlets to prevent contamination.
6. Remove the capscrews securing the hoist
pump drive flange to the drive shaft.
The hoist pump weighs approximately 310 lbs
(140 kg). The hoist and steering pump together
weigh approximately 560 lbs (254 kg). Use a
suitable lifting or support device that can handle
the load safely.
FIGURE 3-2. HYDRAULIC PUMP
1. Pump Outlet Hoses 4. Pump Mount
2. Pump Mount Capscrews
Capscrews 5. Steering/Brake Pump
3. Hoist Pump 6. Pump Mount Bracket
7. Outlet Hose
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL
1. Hoist Pump 6. Bearing Plate 11. Steering & Brake Pump 14. Compensator Adju
2. Nut & Washer 7. O-ring 12. Pump Case Return ment
3. Dowel 8. Transition Plate Fitting (Pump Drain) 15. Unloader Adjustment
4. O-ring 9. Coupling 13. Inlet Port 16. O-ring
5. Capscrew 10. Capscrew 17. Nut
L3-4 Hydraulic Component Repair L03030
7. Attach a suitable lifting or support device to the Installation
hoist pump. Attach a support to the front end of
NOTE: The following assumes the steering pump is
the steering pump to hold it in place during
already in position on the truck.
removal of the hoist pump.
8. Remove four capscrews (2, Figure 3-2) secur- 1. Install O-ring (16, Figure 3-3) to steering pump
ing the hoist pump to the front support bracket. (11). Install coupler (9) to hoist pump.
Remove the six capscrews holding support
bracket (6) to the pump module support.
Remove support bracket.
9. Make sure the lifting and support devices are in
place on both pumps. Loosen (but do not The hoist pump weighs approximately 310 lbs
remove) the rear support bracket capscrews (140 kg). The hoist and steering pump together
holding the steering pump. Lower the pumps weigh approximately 560 lbs (254 kg). Use a suit-
allowing hoist pump to come down further than able lifting or support device that can handle the
steering pump. load safely.
10. Remove four steering/brake pump mounting 2. Attach a suitable lifting or support device to the
capscrews (4). Slide hoist pump forward to dis- hoist pump. Move pump into position in truck.
engage the splines of drive coupling (9, Figure 3. Lubricate the steering pump spline shaft and
3-3) from the steering pump. align with coupling (9). Install hoist pump to
11. Move pump to a clean work area for disassem- steering pump and install capscrews (10) with
bly. hardened washers and tighten to standard
torque. Raise pumps up into position.
4. Attach front support bracket to the pump mod-
ule support structure and to the pump with cap-
screws, lockwashers and nuts. Tighten
capscrews to standard torque.
5. Connect hoist pump drive flange to drive shaft
with capscrews, lockwashers and nuts. Tighten
to standard torque.
6. Tighten the capscrews for steering pump sup-
port bracket (6, Figure 3-2) to standard torque.
7. Uncap inlet and outlet hoses and install to
pumps using new O-rings. Tighten capscrews
securely.
8. Service the hydraulic tank with C-4 type hydrau-
lic fluid. Refer to Hydraulic Tank this section for
filling instructions.
9. Open the three suction line shut-off valves.
Loosen capscrews (at the pump) on suction
hoses to bleed trapped air. Then loosen cap-
screws (at the pump) on pressure hoses to
bleed any trapped air. Tighten all capscrews
securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Reinstall blower duct and support bracket.
L03030 Hydraulic Component Repair L3-5
Disassembly
NOTE: As parts are removed they should be laid out 3. The pump may be supported by placing on
in a group in the same order in which they are wood blocks with the input drive shaft pointing
removed. down. Mark each section nearest the input
1. Clean the exterior of the pump assembly thor- drive gear to facilitate reassembly
oughly. If the steering pump is attached, 4. Remove nuts (17, Figure 3-3). Remove bear-
remove capscrews (10, Figure 3-3) and pull ing plate (20, Figure 3-4) with transition plate
the steering pump free of transition plate (8). (22) and O-ring (26). Remove capscrews
Remove O-ring (16). securing the bearing plate to the transition
2. Remove coupling (9). Inspect the coupling. plate and remove O-ring (23). Remove dowels
Remove and discard internal snap ring, if if damaged, or if replacement of the transition
installed. Remove dowels (3) if damaged, or if plate is necessary.
replacement of the bearing plate is necessary.
FIGURE 3-4. HOIST PUMP
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
L3-6 Hydraulic Component Repair L03030
5. Remove connector plate (9, Figure 3-5). 8. Remove bearing plate (2, Figure 3-5). Remove
Remove O-ring (8) and steel rings (10) and O-ring (23) and stud O-rings (1). Remove dow-
(14). Remove dowels (6) if damaged, or if con- els (20) if damaged or replacement of the
nector plate replacement is necessary. bearing plate is necessary.
NOTE: If the connector plate is stuck, tap lightly with 9. Remove coupling (21). Remove snap ring (22)
a plastic hammer to loosen. if damaged or replacement is necessary.
6. Remove backup ring (15), O-ring and retainer NOTE: Disassembly of the rear pump section is now
(16) and isolation plate (17). Grasp the drive complete. Do not remove thru studs at this time as
gear (12) and idler gear (11) and pull straight the studs serve as guides for disassembly.
up and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
7. Remove gear plate (5) and pressure plate
(19). Remove steel rings, backup ring, O-ring
and retainer and isolation plate. Remove O-
ring (3) and stud O-ring (4).
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)
1. O-ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring & retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate
L03030 Hydraulic Component Repair L3-7
10. Remove bearing plate (10, Figure 3-6). If the 12. Unscrew thru studs (12) and remove. Remove
bearing plate is stuck, tap lightly with a plastic flange (5). If stuck, tap the flange lightly with a
hammer to loosen it. Remove O-rings (9) and plastic hammer to loosen. Remove O-ring (8).
(11). Remove dowels (6) if damaged, or if replace-
ment of the flange (5) or gear plate (7) is nec-
11. Remove steel rings (13), backup ring (14), O-
essary.
ring and retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace- 13. Remove steel rings, backup ring, O-ring and
ment of the bearing plate (10) is necessary. retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)
1. Drive Gear & Shaft 8. O-ring 15. O-ring & Retainer
2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Thru Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring
L3-8 Hydraulic Component Repair L03030
FIGURE 3-7. PREPARATION FOR SEAL
REMOVAL
1. Flange 3. Wooden Blocks
2. Bearings
14. Remove outboard shaft seal (2), snap ring (21)
and inboard shaft seal (20).
NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks as shown in Figure 3-7.
FIGURE 3-8. SHAFT SEAL REMOVAL
1. Flange 3. Bearings
2. Punch
15. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Fig-
ure 3-8.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).
L03030 Hydraulic Component Repair L3-9
INSPECTION OF PARTS NOTE: Replacing new bearing in the flange,
connector plates or bearing plate is not
1. Examine the gear bores in both gear plates; ref-
recommended due to close tolerances and special
erence Figure 3-9. During the initial break-in,
tooling required for crimping the bearing in place to
the gears cut into the aluminum gear plates.
prevent bearing spin.
The nominal depth of this cut is 0.008 in (0.203
mm) and should not exceed 0.015 in (0.381 6. Inspect the flange seal bore for scratches or
mm). As the gear teeth cut into the gear plates, gouges which may interfere with shaft seal
metal is rolled against the pressure plates. installation.
Using a knife or sharp pointed scraper, remove 7. For additional pump and system inspection
the metal that was rolled against the pressure refer to the Troubleshooting Guide.
plates. Remove all metal chips that were broken
loose. Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are
outlined for use with a vise, but they can be
adapted for use with a press if one is available.
When removing the rolled up metal, do not
attempt to remove the gear track-in grooves. 3. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
2. Examine the pressure plates. They should not and press ring.
show excessive wear on the bronzed side. If
deep curved wear marks are visible, discard 4. Place the wood blocks flat against the fixed jaw
and replace with new. of the vise. Place the flange plate against the
blocks in such a position that the bearing pro-
3. Examine the gears. If excessive wear is visible jections are between the blocks and clear of the
on the journals, sides, or face of the gears, or at vise jaw, refer to Figure 3-10.
the point where the drive gear rotates in the lip
seal, discard and replace with new. 5. Lubricate the seals with hydraulic oil. Position
inboard shaft seal (3, Figure 3-11) with the
4. If any of the internal parts show excessive wear, metal face toward the outboard end of the
replace with new. Replace all O-rings and seals flange.
with new.
5. Inspect the bearings, if they are worn beyond
the gray teflon into the bronze material, the
complete flange connector plates or bearing
plate should be replaced.
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
L3-10 Hydraulic Component Repair L03030
6. Position the press ring over the seal. Make sure 12. With the bronze side up and the milled slot fac-
the seal stays centered and true with the bore, ing toward the discharge side, slide pressure
and start applying pressure with the vise. Con- plate (2, Figure 3-13) down into the gear bores
tinue pressing the seal until it just clears the until it rests on the backup ring and O-ring. Do
snap ring groove in the bore. not force the plate down the gear bores. If it
7. Install snap ring (2, Figure 3-11) with the snap hangs up on the way down, work it back and
ring opening over weep hole (10). forth until it slides freely into place.
8. Install the outboard seal (metal face out), until it 13. Coat the inside of the gear plate and the gears
just contacts the snap ring. with clean hydraulic oil.
9. Lubricate thru stud threads (14, Figure 3-11)
with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short NOTE: To ensure the gear pump is correctly timed
studs. Reference Figure 3-12 for proper stud during reassembly, place a mark on the end of the
location. Lubricate and install O-ring (7). Install input shaft to indicate the location of the valley
dowel pins (12), if removed. Install gear plate between any two gear teeth. Refer to Figure 3-16
(13). Make sure the recess in the gear plate will which illustrates gear timing.
be toward the connector plate, or facing up
when the gear plate is installed.
14. With the extension end of the drive gear facing
10. Install steel rings (5, Figure 3-12). Lubricate and toward the shaft seals, install the drive gear. Do
install backup ring (8), O-ring (7) and ring not drop the gear in the bore as damage to the
retainer (6) as shown in Figure 3-12. bronze face of the pressure plate could result.
11. Install isolation plate (9) on the suction side of Use care when pushing the drive gear exten-
the gear plate. The isolation plate has a relief sion thru the shaft seals. Install the idler gear.
area milled on one side; turn that side up or
toward the pressure plate.
FIGURE 3-11. SHAFT SEAL INSTALLATION FIGURE 3-12. PUMP REASSEMBLY
1. Outboard Shaft Seal 8. Bearing 1. Gear Plate 7. O-ring
2. Snap Ring 9. Bearing 2. Drive Gear 8. Backup Ring
3. Inboard Shaft Seal 10. Weep Hole 3. Idler Gear 9. Isolation Plate
4. Seal, Metal Face 11. Plug 4. Bearing 10. Relief Area
5. Flange 12. Dowel 5. Steel Ring 11. Thru Studs
6. Steel Ball 13. Gear Plate 6. Retainer
7. O-ring 14. Thru Studs
L03030 Hydraulic Component Repair L3-11
15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
16. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings
(17) and install connector plate (6). Install snap
ring (8) and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION
1. Gear Plate 3. Slot
2. Pressure Plate
FIGURE 3-14. HOIST PUMP REASSEMBLY
1. Drive Gear & Shaft 7. O-ring 13. O-ring & Retainer
2. Idler Gear 8. Snap Ring 14. Dowel
3. Gear Plate 9. Coupling 15. Isolation Plate
4. Relief 10. Thru Studs 16. Pressure Plate
5. O-ring 11. Steel Ring 17. Bearings
6. Connector Plate 12. Backup Ring
L3-12 Hydraulic Component Repair L03030
18. Lubricate O-ring (3, Figure 3-15) and install in 20. Lubricate the I.D. of bearings (26). Install O-
bearing plate (7). Lubricate O-rings (4) and rings (8 & 9) and dowel (25), if removed. Install
install over studs (12). Replace dowel (2) if gear plate (10). Ensure the relief in gear plate
removed. Install bearing plate (7). is toward bearing plate (7).
19. Repeat Steps 10, 11 and 12 for installation of
the steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
FIGURE 3-15. HOIST PUMP REASSEMBLY
1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not Used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring
L03030 Hydraulic Component Repair L3-13
21. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-16.
FIGURE 3-17.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench 3. Pump
2. Input Shaft
22. Repeat Steps 15 and 16 for installation of the
remaining pressure plate, steel rings, backup 27. Lubricate the thru stud threads and install two
ring, O-ring, and retainer and isolation plate. opposite stud nuts and hardened washers.
Tighten the nuts to 240 to 250 ft. lbs. (325 to
23. Lubricate and install O-ring (24, Figure 3-15) in 339 N.m) torque.
connector plate (11). Install dowel (23) if
removed. Lubricate the I.D. of the bearing in 28. Using an 18 inch (45 cm) adjustable wrench,
connector plate (11). Install connector plate (11) check pump drive shaft rotation. The drive shaft
with flat washers and nuts. will be tight but should turn freely with a maxi-
mum of 5 to 10 ft. lbs. (7 to 14 N.m) torque,
24. Install dowel (22), if removed. Lubricate and after the initial surge. (Figure 3-17.)
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate 29. If the shaft will not turn properly, disassemble
and install capscrews (14). Tighten the cap- the pump and examine the parts for burrs or for-
screws to standard torque. eign material causing buildup or interference
between parts.
25. Lubricate O-ring (21) and position on bearing
plate (15). Install the assembled bearing plate 30. When the input shaft turns properly install the
and transition plate (15 & 16) to connector plate remaining hardened washers and nuts. Tighten
(11) and secure in place with nuts (20). Tighten nuts to 240 to 250 ft. lbs. (325 to 339 N.m)
the nuts to standard torque. torque.
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.
A snap ring may have been installed previously
inside of coupling (19). This snap ring is not nec-
essary, and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.
L3-14 Hydraulic Component Repair L03030
TROUBLESHOOTING GUIDE
(Hoist Pump)
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE
ACTION
1. Sandblasted band around pressure 1. Abrasive wear caused by 1. Was clean oil used?
plate bores fine particles. 2. Was filter element change period
2. Angle groove on face of pressure a. Dirt (fine contaminants, correct?
plate not visible to the eye) 3. Were correct filter elements used?
3. Lube groove enlarged and edges 4. Hoist cylinder rod wiper and seals
rounded in good condition?
4. Dull area on shaft at root of tooth 5. Cylinder rods dented or scored?
5. Dull finish on shaft in bearing area 6. Was system flushed properly after
6. Sandblasted gear bore in housing previous failure?
1. Scored pressure plates. 2. Abrasive wear caused by 1. Was system flushed properly after
2. Scored shafts metal particles previous failure?
3. Scored gear bore a. Metal (coarse) contami- 2. Contaminants generated else-
nants, visible to the eye where in hydraulic system?
3. Contaminants generated by wear-
ing pump components?
1. Any external damage to pump 3. Incorrect installation 1. Did shaft bottom in mating part?
2. Damage on rear of drive gear and 2. Any interference between pump
rear pressure plate only and machine?
1. Eroded pump housing 4. Aeration-Cavitation 1. Tank oil level correct?
2. Eroded pressure plates a. Restricted oil flow to 2. Oil viscosity as recommended?
pump inlet
b. Aerated Oil 3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Heavy wear on pressure plate 5. Lack of oil 1. Was oil level correct?
2. Heavy wear on end of gear 2. Any leaks in piping inside tank?
1. Housing scored heavily 6. Damage caused by metal 1. Metal object left in system during
2. Inlet peened and battered object initial assembly or previous repair?
3. Foreign object caught in gear teeth 2. Metal object generated by another
failure in system?
1. Pressure plate black 7. Excessive Heat 1. Metal object left in system during
2. O-rings and seals brittle initial assembly or previous repair?
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?
L03030 Hydraulic Component Repair L3-15
HYDRAULIC TANK 5. Continue to repeat Steps 1 thru 4 until the oil
level is maintained in the top sight gauge with
Filling Instructions the engine stopped, key switch OFF, and body
down.
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication NOTE: With the engine running and oil at operating
Chart. Filtering of oil with a 3 micron filtering system temperature, the oil should be visible in the lower
is recommended. sight glass. If not, shut down engine and add oil per
Filling Instructions.
NOTE: Minor adjustments to the oil level can be
made by using drain cocks (5) next to the filler neck.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown and keyswitch OFF.
1. With the engine stopped, body down, and the
Should a component fail in the hydraulic system,
key switch OFF, wait for at least 90 seconds.
an oil analysis should be made before replacing
2. Remove fill cap (1, Figure 3-18) and add clean any component. If foreign particles are evident,
type C-4 hydraulic oil until oil is visible at the top system must be flushed. Refer to Hydraulic Sys-
sight gauge. tem Flushing instructions.
3. Install the fill cap.
4. Start the engine, and raise and lower the dump
body three times. Removal
1. Turn the keyswitch OFF and allow at least 90
seconds for the steering accumulators to bleed
down.
NOTE: Be prepared to contain approximately 250
gal. (947 L) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a filtering (3
micron) system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by use of the drain
valve located on the rear side of the tank.
4. Disconnect hydraulic lines. Plug lines to prevent
possible contamination to the system. Tag each
line at removal for proper identification during
installation.
Use care to avoid contact with hot oil if truck has
been operating. Avoid spillage and contamina-
tion.
5. Attach a suitable lifting device to the hydraulic
FIGURE 3-18. HYDRAULIC TANK tank. The weight of the hydraulic tank is
approximately 1300 lbs (590 kg).
1. Fill Cap 4. Drain Valve 6. Remove the capscrews and lockwashers
2. Sight Gauges 5. Drain Cocks securing the hydraulic tank to the frame.
3. Breather Filters (2) 7. Move hydraulic tank to a clean work area for
disassembly or repair.
L3-16 Hydraulic Component Repair L03030
Installation NOTE: If the oil is to be reused, clean containers
must be used with a filtering (3-micron) system
1. Lift the hydraulic tank into position and secure
available for refill.
with capscrews and lockwashers. Tighten to
459 ft. lbs. (622 N.m) torque. 2. Be prepared to contain approximately 250 gal.
(947 l) of hydraulic oil. Drain hydraulic oil from
2. Uncap the hydraulic lines and attach to the
tank.
proper connections.
3. Disconnect pump suction hoses. (5, Figure 3-
3. Replace breather filters if required.
19).
4. Fill the hydraulic tank with clean, filtered C-4
4. Remove capscrews and lockwashers (3) secur-
hydraulic oil. Refer to Filling Instructions.
ing cover (2) to the hydraulic tank. Remove and
5. Bleed all air from the hydraulic lines. discard gasket.
6. Bleed trapped air inside steering pump. Refer to 5. Remove capscrews and lockwashers securing
Pump Pressure Setting, Section L for air bleed- suction strainers. Remove suction strainers.
ing procedure.
NOTE: If trapped air is not bled from steering pump, Inspect and Clean
possible pump damage and no output may result. NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
HYDRAULIC TANK STRAINERS components in the hydraulic system.
Removal
1. Clean the strainers with fresh cleaning solvent
from the inside out.
2. Inspect the strainers for cracks or wear.
Replace, if necessary.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulators to bleed down 3. Clean any sediment from the bottom of the
after engine shutdown with the key switch OFF. hydraulic tank.
1. Shut down the engine and the key switch OFF Installation
for at least 90 seconds.
1. Install suction strainers and secure in place with
capscrews and lockwashers. Tighten cap-
screws to standard torque.
2. Using new cover gasket, move cover (2, Figure
3-19) into position and install capscrews and
lockwashers (3). Tighten the capscrews to stan-
dard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank; refer to Hydraulic Tank
Filling Instructions. Open both suction line shut-
off valves (4).
5. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten the hose con-
nections.
6. Bleed trapped air inside steering pump. Refer to
Steering and Brake Pump Installation, this Sec-
tion, for air bleeding procedure.
FIGURE 3-19. STRAINER REMOVAL NOTE: If trapped air is not bled from steering pump,
1. Hydraulic Tank 3. Capscrews & Lock- possible pump damage and no output may result.
2. Cover washers
4. Shutoff Valve
5. Pump Suction Hoses
L03030 Hydraulic Component Repair L3-17
HYDRAULIC TANK BREATHERS
There are two breather filters located on top of the
hydraulic tank to allow air in and out of the tank. The
filters should be replaced at the interval specified on
the lubrication chart. Plugged breather filters can cause pressure build
up inside the hydraulic tank and can cause the
Keep the area around the breather filters clean and
service brakes to drag.
free of debris build up. If there is any sign that the
breather filters are oil soaked, replace the filters as
soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.
L3-18 Hydraulic Component Repair L03030
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L04038 Steering Circuit L4-1
NOTES
L4-2 Steering Circuit L04038
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The pump (8, Figure 4-1) supplies oil to the bleed- System pressure is regulated to between 2750 psi
down manifold (5) after passing through a high (19.0 MPa) and 3025 psi (20.9 MPa) by an unloader
pressure filter (9). This oil supply is then distributed valve located on the bottom of the steering pump
to the brake system and steering system. case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS (Bottom View)
1. Steering Cylinders 4. Flow Amplifier Valve 7. Shut-off Valve 9. Steering/Brake Circuit
2. Manifold 5. Bleeddown Manifold 8. Steering/Brake Pump Filter
3. Steering Accumulators 6. Hydraulic Tank 10.Hoist Circuit Pump
L04038 Steering Circuit L4-3
Oil pressure from the bleeddown manifold is routed COMPONENT DESCRIPTION
back to the pump and sensed by the “ACC” port on
the unloader valve. A steering pressure switch,
mounted on the bleeddown manifold is connected
electrically to a “Low Steering Pressure” warning
lamp mounted in the cab and warns the operator if
system pressure drops below 2300 psi (15.9 MPa).
The bleeddown manifold performs many functions,
including distribution of the steering circuit oil supply
to the steering system accumulators (3) and the flow
amplifier valve (4). Oil is also provided to the service
brake apply system, the automatic lubrication system
grease pump motor, and the optional radiator shut-
ters if installed.
Two accumulators, pre-charged with nitrogen, are
mounted on the left frame rail behind the front tire.
They provide a sufficient oil supply to allow the oper- FIGURE 4-2. STEERING CONTROL UNIT
ator to steer the truck off the haul road and park in a
safe area if a loss of steering circuit oil occurs. A “T”: Tank Port “LS”: Load Sense Port
steering circuit bleeddown solenoid mounted on the “L”: Left Steer Port
bleeddown manifold is electrically activated when the “P”: Pressure (Supply) 1. Valve Assembly
key switch is turned OFF. This action bleeds the Port
hydraulic oil back to the tank to release the pressur- “R”: Right Steer Port
ized oil when the truck is parked.
If a loss of steering pressure occurs during operation,
the truck must be stopped immediately. The pressure Steering Control Unit
in the accumulators allow the operator to steer the
The steering control unit (Figure 4-2) is mounted
truck for a short period. Do not attempt further opera-
inside the cab and is directly coupled to the lower
tion until the problem is located and corrected.
end of the steering column.
The bleeddown manifold and accumulators supply oil
Operation of the steering control unit is both manual
to the flow amplifier valve. The flow amplifier directs
and hydraulic in effect. This component incorporates
oil flow to the appropriate ports on the steering cylin-
a hydraulic control valve; steering effort applied to
ders as determined by inputs from the steering con-
the steering wheel by the operator actuates the
trol unit as the operator steers the truck (see Figure
valve, which in turn directs hydraulic oil through the
4-2).
flow amplifier valve to the steering cylinders to pro-
Oil entering the steering control unit is blocked until vide the operator with power steering.
the steering wheel is turned in a desired direction.
The valve then directs oil to the flow amplifier which
in turn, provides a high volume of oil to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow ampli-
fier, and bleeddown manifold to the hydraulic tank.
Oil flow to the brake apply system flows through a
check valve which will prevent loss of oil in the brake
circuit if a loss of oil occurs in the steering circuit.
(Refer to Section J for a detailed description of the
brake apply system hydraulic circuit and compo-
nents.)
L4-4 Steering Circuit L04038
Bleeddown Manifold Valve
Bleeddown manifold valve (5, Figure 4-1) is located
on the outside of the left hand frame rail just behind
the flow amplifier. The bleeddown manifold is
equipped with the following major circuit components
as shown in Figure 4-3:
• Steering Pressure Switch (7)
• Steering accumulator bleeddown solenoid valve
(6)
• 600 psi (4.1 MPa) Relief Valve (12)
• 4000 psi (28.0 MPa) relief valve (13)
• Body-Up Solenoid Valve (15)
• Pilot operated check valves (see Figure 4-4)
The bleeddown manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the accumulators, brake circuit, flow
amplifier and autolube system hydraulic pump. Oil
supply for the steering control unit and steering cylin-
ders is supplied via the flow amplifier. The manifold
also provides hoist circuit control when the body is
raised.
The relief valves, accumulator bleed down solenoid,
and body-up limit solenoid are factory preset and
cannot be individually rebuilt.
Bleeddown Solenoid
Each time the keyswitch is turned OFF, with the truck
stopped, it energizes the steering system bleed down FIGURE 4-3. BLEEDDOWN MANIFOLD
solenoid (6, Figure 4-3 & 27, Figure 4-4). When the 1. To Hoist Valve, Power Up
bleed down solenoid is energized, all hydraulic steer- 2. To Hoist Valve, Power Down
ing pressure, including the accumulators, is bled 3. Spare Pressure Port
back to the hydraulic tank. Brake pressure however, 4. Test Port
will not bleed down due to internal check valves in 5. To Brake System
the brake manifold and bleeddown manifold check 6. Steering Accumulator Bleed Solenoid
valve (see schematic). 7. Steering System Pressure Switch
After approximately 90 seconds, the solenoid will de- 8. Supply To Flow Amp
energize to close the return port to tank. By this time 9. Return From Flow Amp
all the oil in the accumulators should be returned to 10. To Front Steering Accumulator
tank. At start-up, the steering circuit will be charged, 11. To Rear Steering Accumulator
including the brake circuit. The low steering pressure 12. Relief Valve, 600 psi (4.1 MPa)
light and buzzer will turn on until steering pressure 13. Relief Valve, 4000 psi (28.0 MPa)
reaches 2300 psi (15.9 MPa). This is controlled by 14. Autolube Pump Supply Port
the steering pressure switch (7, Figure 4-3). 15. Hoist Up Solenoid Valve
16. Return From Hoist Pilot Valve
During operation, if steering pressure falls below 17. Hoist Pilot Valve, Power Down
2300 psi (15.9 MPa), the low steering pressure warn- 18. Hoist Pilot Valve, Power Up
ing light will illuminate until pressure returns to nor- 19. Return to Tank
mal. 20. Feedback Pressure to Unloader valve
21. Supply From Pump
L04038 Steering Circuit L4-5
FIGURE 4-4. BLEEDDOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet 16. Spare Return Port
2. Steering Pump Pressure Test Port 17. Autolube Pump Supply
3. Steering Accumulator 18. Hoist Pilot Return
4. APU Port 19. Hoist Pilot Power Down
5. Pressure Feedback (to Steering Pump) 20. Hoist Pilot Power Up
6. Steering Pressure Switch 21. Tank Return Port
7. (Not Used) 22. Hoist Power Up
8. Radiator Shutters (If installed) 23. Hoist Power Down
9. Spare Pressure Port 24. Hoist Up Limit Solenoid
10. Brake Circuit Supply 25. Relief Valve, 4000 psi (28.0 MPa)
11. Steering Accumulator 26. Cavity Plug
12. Steering Circuit Supply to Flow Amplifier 27. Steering Accumulator Bleeddown Sole-
13. Quick Disconnect, Supply Port noid
14. Steering Circuit Return From Flow 28. Relief Valve, 600 psi (4.1 MPa)
Amplifier 29. Pilot Operated Check Valve
15. Quick Disconnect, Return Port 30. Pilot Operated Check Valve
L4-6 Steering Circuit L04038
Relief Valves
The 4000 psi (28.0 MPa) relief valve limits maximum Low Precharge Warning Switch
steering circuit pressure by returning oil to the
hydraulic tank through internal passages in the Pressure switches located in the top of each accu-
bleeddown manifold. mulator monitor nitrogen pressure and are used to
activate the accumulator precharge warning light if
The 600 psi (4.1 MPa) relief valve provides maximum the nitrogen pressure drops below 1100 psi (7.6
pressure protection for the oil returning to the hydrau- MPa).
lic tank.
The switches monitor nitrogen pressure when the
Hoist Limit Solenoid key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
The body-up limit solenoid is a 3-way valve, activated
lamp turns on - a latching circuit prevents the warn-
by the hoist limit switch (refer to Section D for addi-
ing lamp from turning off when the engine is started
tional information) when the hoist cylinders approach
and steering system pressure compresses the nitro-
the maximum extension limit. When activated, the
gen remaining in the accumulator.
solenoid will close the power up pilot line to the hoist
valve from the hoist pilot valve mounted in the
hydraulic cabinet.
Pilot operated check valve (30, Figure 4-4) is opened
by the power down pilot pressure line (19) to allow oil
in the raise port to bypass the body-up limit solenoid Do not operate the truck with less than 1100 psi
(24) for the initial power down operation while the (7.6 MPa) nitrogen precharge in the accumulator.
solenoid is activated by the hoist limit switch. Low nitrogen pressure may not provide an ade-
quate supply of steering system oil in some
Refer to Section D, Electrical System (24VDC) for emergency conditions. If the low precharge warn-
adjustment procedure of the hoist limit switches. ing light remains on, check accumulator pre-
charge pressure and recharge if necessary.
Accumulators
The steering accumulators (5, Figure 4-1) are a float-
ing piston type. The top side of the accumulators are
High Pressure Filter
charged to 1400 psi (9.7 MPa) with pure dry nitrogen
with the piston at the bottom. The high pressure filter (9, Figure 4-1) filters oil for
the steering and brake circuits.
Oil entering the accumulators pushes the piston
upward compressing the nitrogen on the top side of If the filter element becomes restricted, a warning
the piston. The nitrogen pressure increases directly indicator is activated at 40 psi (276 kPa) and oil will
with steering circuit pressure. When steering circuit bypass the element at 50 psi (345 kPa).
pressure reaches 3025 psi (20.9 MPa) the unloader Refer to Section L9 for further information regarding
valve will unload the pump. The accumulators will hydraulic system filters and maintenance proce-
contain a quantity of oil under pressure and held by dures.
check valves in the bleeddown manifold, available for
steering the truck. When system pressure drops to Quick Disconnect Ports
2750 psi (19.0 MPa) the pump output will again
increase, to refill the accumulators and increase Ports on the bleeddown manifold allow service per-
steering system pressure. The accumulators also sonnel to connect an external hydraulic supply to
provide oil, for a limited period of time, to be used in allow operation of the truck steering and service
case the pump becomes inoperative. brake systems if the steering/brake pump, engine
etc. is not operational.
The external supply is connected to port 13, Figure
4-4 and the return is connected to port 15. 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.
L04038 Steering Circuit L4-7
Flow Amplifier
Flow amplifier (4, Figure 4-1, & Figure 4-5) is located The flow amplifier uses the amount of flow from the
on the left frame rail forward of the bleed down mani- steering control unit to determine a proportional
fold valve and is used in the steering circuit to pro- amount of flow to send from the bleed down manifold
vide the high volume of oil required for the steering to the steering cylinders.
cylinders.
L4-8 Steering Circuit L04038
FIGURE 4-5. FLOW AMPLIFIER VALVE
L04038 Steering Circuit L4-9
FLOW AMPLIFIER SYSTEM OPERATION
Refer to figures 4-6 through 4-9 for oil flow paths dur- No Steer
ing the following conditions:
(Refer to Figure 4-6):
• Neutral
High pressure oil from the steering pump and steer-
• Steering Left ing accumulators is available through the steering
• Steering Right bleeddown manifold to the “HP” port on the flow
amplifier assembly.
• External shock load
Upon entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port
“P” through a hose to port “P” on the steering control
unit. In the steering control unit, it goes to a closed
area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 500 psi (3.5
MPa), the spool moves, compressing its spring and
closes off oil supply through area “A” resulting in high
pressure at “PP”, but only 500 psi (3.5 MPa) at the
amplifier spool and steering control unit.
L4-10 Steering Circuit L04038
FIGURE 4-6. FLOW AMPLIFIER - NO STEER
L04038 Steering Circuit L4-11
Steering Left
(Refer to Figure 4-7):
When the operator turns the steering wheel “left”, the At the steering control unit, when the operator turned
steering control unit is opened to allow oil coming in the steering wheel, supply oil from port “P” was also
port “P” to pass to the gerotor section of the control delivered through the control unit valve to port “LS”.
unit to turn the rotor. Oil in the other side of the gero- This oil enters the flow amplifier assembly through its
tor flows through other passages in the control unit “LS” port and builds pressure in the spring area of the
valve and out steering control unit port “L”. This oil priority valve. This additional force on the spring end
enters port “L” of the flow amplifier assembly and of the priority valve causes area “A” to open and
goes to a closed area “B” in the directional valve. allow the necessary flow and pressure to pass
through the amplifier valve to operate the steering
As pressure in this area builds, it also passes into the
cylinders.
spool through orifice “C” to the spring area on the
end of the directional valve. The pressure then The flow amplifier valve includes a relief valve in the
moves the spool compressing the springs on the priority valve spring area that is used to control maxi-
opposite end. This movement allows the oil entering mum steering working pressure to 2750 psi (19.0
area “B” to pass through the directional valve to area MPa) even though supply pressure coming in to port
“D” of the amplifier valve through sleeve “E” holes to “HP” is higher. When 2750 psi (19.0 MPa) is
a passage between sleeve “E” and valve “F”, through obtained, the relief valve prevents the “LS” pressure
hole “G” in sleeve “E” where it initially is blocked by from increasing and thereby allows the priority valve
the valve body. to compress the spring enough to close off the area
“A” when 2750 psi (19.0 MPa) is present.
As pressure builds up in this area, oil also flows from
area “D”, around the outside of sleeve “E”, around
pin “H”, through orifice “J” to build pressure on the
end of the amplifier valve and opens hole “G” only
enough to allow the flow of oil coming from the steer-
ing control unit to pass to the control area of the
directional valve.
At the same time, the movement of sleeve “E”
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
“E”.
This oil now inside sleeve “E” pushes valve “F”
against its spring to give the oil access to a series of
holes “K”, that are in the same plane as hole “G”. The
passage of oil through holes “K” past the valve body
is metered by holes “K” being opened the same pro-
portion as is hole “G”. The number of holes “K” (7) in
sleeve “E” determine the amount of additional oil that
is added to the steering control unit oil passing
through hole “G”.
This combined oil going to the center area “Q” of the
directional valve passes out port “CL” of the flow
amplifier assembly and travels to the steering cylin-
ders to steer the front wheels to the left. As the cylin-
ders move, oil is forced to return out the opposite
ends, enter port “CR” of the flow amplifier assembly,
pass through the directional valve to area “M”,
passes through the return check valve “N”, and exit
port “HT” to the hydraulic reservoir.
L4-12 Steering Circuit L04038
FIGURE 4-7. FLOW AMPLIFIER - LEFT STEER
L04038 Steering Circuit L4-13
Steering Right
(Refer to Figure 4-8):
Only a few differences occur between steer left and The oil enters the flow amplifier assembly at port “R”
steer right. When the operator turns the steering and shifts the directional valve the opposite direction.
wheel right, oil is supplied out ports “R” and “LS” of The oils flow through the amplifier valve exactly the
the steering control unit. same. The combined oil from the amplifier valve
passes through the center area “Q” of the directional
valve to port “CR” where it goes to the opposite ends
of the steering cylinders to turn the wheels right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steer left.
L4-14 Steering Circuit L04038
FIGURE 4-8. FLOW AMPLIFIER - RIGHT STEER
L04038 Steering Circuit L4-15
No Steer, External Shock Load
(Refer to Figure 4-9):
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port
directional valve remains centered by its springs thus “CL”. This low pressure permits oil that is escaping
closing the passages to ports “CL” and “CR”. This through the “CR” port relief valve to flow through the
creates a hydraulic lock on the steering cylinders to check valve portion of the shock and suction relief
prevent their movement. valve connected to port “CL”. The oil then flows to the
low pressure ends of the cylinders to keep the cylin-
If the tires hit an obstruction to cause a large shock
ders full of oil and prevent cavitation. A shock load in
load to force the wheels to the left, increased pres-
the opposite direction merely reverses the above
sure will occur in the ends of the cylinders connected
procedure.
to port “CR”. The shock and suction relief valve
inside the flow amplifier assembly at port “CR” will
open at its adjusted setting (3100 psi (21.4 MPa) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
L4-16 Steering Circuit L04038
FIGURE 4-9. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
L04038 Steering Circuit L4-17
STEERING PUMP Operation
The steering/brake pump is mounted on the rear of Driveshaft (35, Figure 4-10) runs through the center-
the hoist system pump. The drive shaft mates with an line of pump housing (37) and valve plate (48). Cylin-
internally splined coupling inside the hoist pump der barrel (45) is splined to the drive shaft.
when the pump is bolted in place. Ball bearing (33) supports the outboard end of the
The pump is a pressure compensated piston type driveshaft and a bushing type bearing (47) supports
with system operating pressure controlled by an the inboard end. The pump cylinder barrel is carried
unloader valve. The pressure compensator is in a polymerous (journal type) bearing (41).
adjusted to 3325 psi (22.9 MPa). The pump mounted The valve plate has two crescent shaped ports (inlet
unloader valve maintains system pressure between and outlet). Pumping pistons (44) in the cylinder bar-
2750 psi (19.0 MPa) and 3025 psi (20.9 MPa). rel are held against swashblock (28) by shoe retainer
Oil flow from the pump is routed through a high pres- (17). The shoe retainer is held in position by the ful-
sure filter then to the bleeddown manifold valve crum ball (40) which is forced outward by retainer
where the flow is directed to the steering circuit springs (13). The springs act against the pump cylin-
(accumulators, flow amplifier, etc.) and to the brake der barrel (45) forcing it against the valve plate while
apply system components mounted in the hydraulic also forcing the piston shoes against the swashblock.
components cabinet behind the cab. The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped sad-
dle bearings (21). The cradle is swiveled by the con-
trol piston (14).
High Altitude Operation
The steering pump on later model trucks incorpo-
rates an adjustable stroke control device (25, Figure
4-10). If the truck is operating at high altitude loca-
tions (10, 000 feet (3,050 meters) above sea level or
greater), it may be necessary to adjust the pump
stroke to reduce oil flow to eliminate pump cavitation
problems.
L4-18 Steering Circuit L04038
1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop
Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assy.
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover FIGURE 4-10. STEERING PUMP
52. Seal
53. Cap
L04038 Steering Circuit L4-19
PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-11) controls the angle of
the swashblock (4). When control piston moves to
the full right position, the pump is at maximum pump-
ing capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes “ride” against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port “A”) and
right (port “B”) crescent shaped ports in the valve
FIGURE 4-11. PUMP AT FULL VOLUME
plate. While connected to left side (suction) port “A”,
each piston moves outward, drawing fluid from port
“A” into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
“B” until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:
Figure 4-12 shows that the position of the control pis-
ton (1) is near the center of its travel. The swash- FIGURE 4-12. PUMP AT HALF VOLUME
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
Neutral Position:
Neutral position (Figure 4-13) 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 4-13. PUMP IN NEUTRAL POSITION
L4-20 Steering Circuit L04038
Steering Pump
Figure 4-14 shows the steering pump and the loca-
tion of the pressure control adjustments and stroke
(flow) adjuster.
Note: Stroke adjuster (3, Figure 4-14) is set at the
factory to provide maximum pump flow and
adjustment is not normally required. If the truck is
operated at high elevations, 10,000 ft. (3,050 meters)
above sea level or more, it may be necessary to
readjust the stroke control to reduce pump flow to
prevent pump cavitation under certain conditions. If
the truck is operating at high altitude and problems
are experienced, consult your Komatsu service
representative for adjustment procedures.
Figure 4-15 shows the schematic of the pump and
the pressure control valves. FIGURE 4-14. PUMP ASSEMBLY
1. Outlet Port 5. Compensator Press.
2. Case Drain Adjust
3. Stroke Adjuster 6. 4-Way Valve
4. Unloader Valve 7. GPA Port
Press. Adjust 8. GP2 Port
FIGURE 4-15. STEERING PUMP PRESSURE CONTROL SCHEMATIC
1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. “ACC” Port 5. Case Drain 8. GPA Port
L04038 Steering Circuit L4-21
NOTES
L4-22 Steering Circuit L04038
SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
STEERING CONTROL UNIT REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Cleaning and Inspection - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Assembly - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05027 Steering Control Unit L5-1
NOTES
L5-2 Steering Control Unit L05027
STEERING CONTROL UNIT
Removal
NOTE: Clean steering control unit and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
1. Shut off engine and bleed down steering circuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators.
2. Disconnect hydraulic lines. Plug lines securely
to prevent spillage and possible contamination
to the system. Tag each line as removed for
proper identification during installation.
Use care to avoid contact with hot oil. Avoid spill-
age and contamination.
3. Remove capscrews (10, Figure 5-1) from steer- FIGURE 5-2. STEERING CONTROL UNIT
ing unit mounting bracket and remove sterring 1. Brake valve 5. "T" Port Hose
control unit (7). 2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose
Installation
1. Lubricate the male splines on the end of the
steering column shaft.
Note: There is no lower end bearing in this new
steering column assembly, therefore the male end of
the shaft will have to be guided into the mating
female part of the steering control unit (7).
2. Move the steering control unit (7) into place and
start each of the capscrews (10) without remov-
ing them from the holes in either the steering
column four bolt flange or the brackets.
3. Tighten the four capscrews (10) to standard
torque.
4. Remove plugs from the hydraulic lines. Be cer-
FIGURE 5-1. STEERING CONTROL UNIT tain that the previously tagged hydraulic lines
INSTALLATION are connected to their respective ports accord-
ing to the markings on the steering control unit.
1. Steering Wheel 7. Steering Control Unit
2. Button Horn 8. Bracket L.H.
3. Steering Column 9. Bracket R.H.
4. Capscrew 10. Capscrew
5. Flat Washer 11. Lock Washer
6. Lock Washer
L05027 Steering Control Unit L5-3
STEERING CONTROL UNIT REBUILD
Disassembly
The steering control unit is a precision unit
manufactured to close tolerances, therefore
Serious personal injury to the operator or to any- complete cleanliness is a must when handling the
one positioned near the front wheels may occur if valve assembly. Work in a clean area and use lint
a truck is operated with the hydraulic steering free wiping materials or dry compressed air. Clean
lines improperly installed. Improperly installed type C-4 hydraulic oil should be used during
lines can result in uncontrolled steering and/or reassembly to insure initial lubrication.
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually. 1. Allow oil to drain from valve ports.
After servicing the steering control unit, hydrau- 2. Match mark gear wheel set and end cover to
lic steering lines should be checked for correct insure proper relocation during reassembly.
hook-up before starting the engine. Refer to Figure 5-4.
FIGURE 5-3. VALVE PORT IDENTIFICATION
1. Steering Control "L" - Left Steering
Valve "R" - Right Steering
"T" - Return to Tank "LS" - Load Sensing FIGURE 5-4. MARKING VALVE COMPONENTS
"P" - Supply from Pump 1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover
5. Check for proper steering wheel rotation without
binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. 3. Remove end cover capscrews and washers.
Remove capscrew with rolled pin (3, Figure 5-
4). Mark hole location of capscrew with rolled
pin on end cover to facilitate reassembly.
L5-4 Steering Control Unit L05027
4. Remove end cover (4) and O-ring (2, Figure 5- 13. Remove the dust seal (2, Figure 5-6) using a
5). screwdriver. Take care not to scratch or damage
the dust seal bore.
FIGURE 5-5. END COVER REMOVAL
FIGURE 5-6. DUST SEAL REMOVAL
1. Gear Wheel Set 2. O-Ring
1. Screwdriver 3. Housing
2. Dust Seal
5. Remove outer gear of gear wheel set (1) and O-
ring between gear set and distribution plate.
6. Lift inner gear off cardan shaft.
7. Remove cardan shaft (11, Figure 5-7), distribu-
tion plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool
and sleeve vertical, carefully lift spool assembly
out of housing bore.
Cleaning and Inspection - Steering Control Unit
1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
If housing is not vertical when spool and sleeve replacements necessary.
are removed, pin (9) may slip out of position and
trap spools inside housing bore. NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
10. Remove O-ring (5), kin ring (6) and bearing hydraulic oil.
assembly (7).
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
12. Press the neutral position springs (10) out of
their slot in the inner spool.
L05027 Steering Control Unit L5-5
FIGURE 5-7. STEERING CONTROL VALVE
1. Dust Seal 7. Bearing Assembly 12. Spacer 18. O-ring
2. Housing & Spools 8. Ring 13. Tube 19. End Cover
3. Ball 9. Pin 14. O- ring 20. Washers
4. Threaded Bushing 10. Neutral Position 15. Distribution Plate 21. Rolled Pin
5. O-ring Springs 16. Gear Wheel Set 22. Capscrew With Pin
6. Kin Ring 11. Cardan Shaft 17. O-ring 23. Capscrews
L5-6 Steering Control Unit L05027
Assembly - Steering Control Unit
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool
and three holes in the sleeve. These must be
opposite each other on assembly so that the holes
are partly visible through the slots in the spool, refer
to Figure 5-8.
1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Fig-
ure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver. FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
3. Push two curved neutral position springs in 1. Slots 3. Spool
between one side of the screwdriver blade and 2. Hole 4. Sleeve
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install the cross pin (9, Figure 5-7).
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION
L05027 Steering Control Unit L5-7
6. With neutral position springs (7, Figure 5-10)
centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer
on the rear bearing must be facing away from
the bearing.
FIGURE 5-11. SPOOL INSTALLATION
1. Housing 2. Spool Assembly
FIGURE 5-10. BEARING INSTALLATION
1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs Cross pin must remain horizontal when spool
chamfer) and sleeve are pushed into bore to prevent pin
from dropping out of spool.
7. Place the dust seal (1, Figure 5-7) in position.
Using a flat iron block over the seal, tap into
position.
8. Position the O-ring and kin ring on the spool.
9. Position the steering unit with the housing hori-
zontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-11.
L5-8 Steering Control Unit L05027
10. Install the check ball in the hole shown in Figure 11. Grease the housing O-ring (3) with Vaseline and
5-12. Install threaded bushing and lightly install in the housing groove.
tighten.
12. Install the distribution plate (15, Figure 5-7) with
plate holes matching the corresponding holes in
the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using capscrews (23) and
washers (20).
18. Install capscrew with pin (22) into proper hole.
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
L05027 Steering Control Unit L5-9
NOTES
L5-10 Steering Control Unit L05027
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
FLOW AMPLIFIER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Cylinder Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
J06027 Steering Circuit Component Repair J6-1
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-15
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-15
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-15
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-19
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-19
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Disassembly - Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22
Cleaning and Inspection - Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22
Assembly - Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Testing - Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25
L6-2 Steering Circuit Component Repair L06027
STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped
and keyswitch has been off for at least 90 sec-
onds. Hydraulic fluid escaping under pressure
can have sufficient force to enter a person's body
by penetrating the skin and cause serious injury
and possibly death if proper medical treatment
by a physician familiar with this injury is not
received immediately.
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).
3. Disconnect, identify and plug each hydraulic
line to prevent contamination. FIGURE 6-1. BLEEDDOWN MANIFOLD
4. Remove mounting capscrews and remove the
1. To Hoist Valve, Power Up
bleed down manifold. Clean exterior of manifold
2. To Hoist Valve, Power Down
before starting disassembly. The weight of the
3. Spare Pressure Port
valve is 375 lbs (170 kg).
4. Test Port
Installation 5. To Brake System
6. Steering Accumulator Bleed Solenoid
1. Position the bleeddown manifold on the truck.
7. Steering System Pressure Switch
The weight of the valve is 375 lbs (170 kg).
8. Supply To Flow Amp
Tighten the capscrews to standard torque.
9. Return From Flow Amp
2. Unplug lines and attach. Tighten connections
10. To Front Steering Accumulator
securely. Install new O-rings at flange fittings.
11. To Rear Steering Accumulator
3. Attach electrical leads to solenoids and pres-
12. Relief Valve, 600 psi (4.1 MPa)
sure switch. If check valves or relief valves were
13. Relief Valve, 4000 psi (28.0 MPa)
removed, replace using new O-ring seals.
14. Auto Lube Pump Supply Port
4. Start the engine and check for proper operation
15. Hoist Up Solenoid Valve
and leaks. Check steering and brakes systems.
16. Return From Hoist Pilot Valve
5. Reinstall protective cover.
17. Hoist Pilot Valve, Power Down
NOTE: Relief valves are factory preset. Do not 18. Hoist Pilot Valve, Power Up
attempt to reset or repair if relief valves are defective. 19. Return to Tank
Replace as a unit. The check valves are also 20. Feedback Pressure to Unloader valve
replaced only as units. 21. Supply From Pump
J06027 Steering Circuit Component Repair J6-3
FLOW AMPLIFIER
Removal FIGURE 6-2. FLOW AMPLIFIER VALVE
1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
Relieve pressure before disconnecting hydraulic 5. Cover
and other lines. Tighten all connections before 6. O-ring
applying pressure. 7. O-ring
8. O-ring
Hydraulic fluid escaping under pressure can 9. (Not Used)
have sufficient force to enter a person's body by 10. O-ring
penetrating the skin and cause serious injury and 11. O-ring
possibly death if proper medical treatment by a 12. Shock/Suction Valve (Complete)
13. Orifice Screw
physician familiar with this injury is not received
14. Valve Housing
immediately.
15. Counterpressure Valve (Complete)
16. O-ring
17. Plug
1. Perform normal truck shutdown procedures. 18. Plug
Turn key switch OFF and allow 90 seconds for 19. Seal
the accumulators to bleed down. 20. Stop
2. Remove the protective cover from over the flow 21. Spring
amplifier. Disconnect, plug, identify, and tag 22. Spring
23. Spring Control
each hydraulic line.
24. Orifice Screw
3. Support the flow amplifier valve and remove the 25. O-ring
mounting capscrews. Remove the valve. The 26. Shock/Suction Valve (Complete)
weight of the valve is 64 lbs. (29 kg). 27. Main Spool
4. Move the valve to a clean work area for disas- 28. O-ring
29. Spring Control
sembly.
30. Spring
31. Spring
32. Spring Stop
Installation 33. Orifice Screw
34. Capscrews
1. Support the flow amplifier and move into posi- 35. Capscrew
tion. The weight of the valve is 64 lbs. (29 kg). 36. Lockwasher
2. Install mounting capscrews and tighten to stan- 37. Lockwasher
dard torque. 38. O-rings
39. Cover
3. Identify hydraulic line location, unplug lines and 40. O-rings
connect at proper location. Tighten fittings 41. (Not Used)
securely. Use new O-rings on the flange fittings. 42. Stop
4. Reinstall protective cover. 43. Spring
44. Spool
FLOW AMPLIFIER REBUILD 45. Orifice Screw
46. Name Plate
The flow amplifier valve is a precision unit manufac- 47. Check Valve
tured to close tolerances. Therefore complete cleanli- 48. Orifice Plug
ness is a must when handling the valve. Work in a 49. Spring
clean area and use lint free wiping materials or dry 50. Pins
compressed air. Use a wire brush to remove foreign 51. O-ring
52. Spring
material and debris from around the exterior of the
53. Amplifier Spool Assembly (Complete)
valve before disassembly. Clean solvent and type C- 54. Relief Valve Assembly
4 hydraulic oil should be used to insure cleanliness 55. Seal
and initial lubrication
L6-4 Steering Circuit Component Repair L06027
FIGURE 6-1. FLOW AMPLIFIER VALVE
J06027 Steering Circuit Component Repair J6-5
Disassembly
1. Remove counterpressure valve plug (17, Figure
6-2), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove plug (18) and seal (19). Using an 8
mm hex allen head wrench, remove the relief
valve assembly (54). Remove steel seal (55).
3. Remove capscrew (35) and capscrews (34)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (36 & 37).
Remove end cover (39).
4. Remove spring stop (42) and spring (43).
Remove spring stop (32) and springs (30 & 31).
Remove O-rings (38 & 40).
5. Remove spring control (29) and main spool FIGURE 6-2. SHOCK & SUCTION VALVE
(27). Remove priority valve spool (44). Remove ASSEMBLY
spring control (23), springs (21 & 22) and spring
1. O-Ring 3. O-Ring
stop (20).
2. Pilot Section
6. Remove amplifier valve spool assembly (53).
Set amplifier valve spool assembly aside for fur-
ther disassembly, if required. NOTE: Disassembly of the amplifier spool assembly
7. Remove shock and suction valve (26). Set is only necessary should O-ring (2, Figure 6-4),
shock and suction valve aside for further disas- spring (9) or orifice plug (11) require replacement.
sembly, if required. Otherwise, replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
8. Remove capscrews (1 & 3) using a 10 mm and
Steps 12 & 13.
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5). 12. Remove retaining ring (7, Figure 6-4), remove
9. Remove O-rings (6, 7 & 8). Remove spring (52). pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
10. Remove shock and suction valve assembly remove inner spool (8).
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice 13. Unscrew check valve (1) and remove. Remove
screw (13). O-ring (2). Remove orifice screw (11) from plug
(10).
11. Remove orifice screw (45). Remove check valve
(47). 14. Clean and inspect all parts carefully. Make any
replacements necessary.
NOTE: If further disassembly is required for the
shock and suction valves refer to Figure 6-3.
NOTE: The flow amplifier valve is equipped with two,
identical shock and suction valves. The shock and
suction valves are only serviced as complete valve
assemblies. O-rings 1 & 3, Figure 6-3 are
replaceable. Check valve (47) and counterpressure
valve (15) are also serviced only as assemblies.
L6-6 Steering Circuit Component Repair L06027
10. Install spring control (29), springs (30 & 31) and
spring stop (32).
11. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5). Install end
cover (5). Install capscrews (3) with lockwash-
ers (4). Tighten capscrews to 2 ft. lbs. (2.7
N.m) torque. Install capscrew (1) and lock-
washer (2). Tighten capscrew to 6 ft. lbs. (8
N.m) torque.
12. Lubricate O-rings (38 & 40) with molycote
grease and install on cover (39). Install end
cover (39). Install capscrews (34) with lock-
washers (37). Tighten capscrews to 2 ft. lbs.
(2.7 N.m) torque. Install capscrew (35) with
lockwasher (36). Tighten capscrew to 6 ft. lbs.
(8 N.m) torque.
FIGURE 6-3. AMPLIFIER SPOOL ASSEMBLY 13. To prevent contamination, fit plastic plugs to
each open valve port.
1. Check Valve 7. Retaining Ring
2. O-Ring 8. Inner Spool
3. Spool 9. Spring
4. Pin 10. Plug
5. Pin 11. Orifice Plug
6. Retaining Ring
Assembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to Steps 12 & 13, and Fig-
ure 6-4 under disassembly.
3. Install orifice screw (13, Figure 6-2). Tighten ori-
fice screw to 4 in. lbs. (.5 N.m) torque.
4. Install check valve (47). Tighten check valve to
8 in. lbs. (1 N.m) torque.
5. Install orifice screw (45). Tighten orifice screw
to 8 in. lbs. (1 N.m) torque.
6. Install seal (55) and relief valve assembly (54).
Install seal (19), and plug (18). Tighten plug to
22 in. lbs. (2.5 N.m) torque.
7. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 26)
as complete units. Install spring stop (20)
springs (21 & 22) and spring control (23). Install
orifice screws (24 & 33) if removed from main
spool (27). Install main spool (27).
9. Install amplifier spool assembly (53). Install pri-
ority valve spool (44) and spring (43). Install
spring (52).
J06027 Steering Circuit Component Repair J6-7
STEERING CYLINDERS
Figure 6-5 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and instal-
lation instructions.
Relieve pressure before disconnecting hydrau-
lic and other lines. Tighten all connections
before applying pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury
and possibly death if proper medical treatment
by a physician familiar with this injury is not
received immediately.
FIGURE 6-4. STEERING CYLINDER MOUNTING
1. Steering Cylinder 5. Bearing Retainer 9. Mount Bracket 12. Pin
2. Tie Rod 6. Capscrew (Frame) 13. Hardened Washer
3. Capscrew 7. Lockwashers 10. Bearing Spacer
4. Locknut 8. Retainer 11. Bearing
L6-8 Steering Circuit Component Repair L06027
FIGURE 6-5. STEERING CYLINDER ASSEMBLY
1. Housing 4. Piston Bearing 7. Backup Ring 10. Rod Structure
2. Locknut 5. Piston Seal Assembly 8. Gland 11. Rod Wiper
3. Piston 6. O-Ring 9. Capscrew 12. Rod Seal
13. Bearing
Disassembly Cylinder Assembly
1. Remove capscrews (9, Figure 6-6) and pull rod 1. Install new bearing (13, Figure 6-6), rod seal
(10) and gland (8) out of cylinder housing (1). (12), rod wiper (11), backup ring (7) and O-ring
2. Remove locknut (2) and piston (3). Remove pis- (6) in gland (8).
ton bearing (4) and piston seal (5) from piston. 2. Push rod (10) through top of gland, slowly
3. Pull rod (10) free of gland (8). Remove O-ring advancing rod over rod seal and rod wiper.
(6) and backup ring (7). Remove rod seal (12) 3. Install piston assembly (3) on rod. Secure pis-
and rod wiper (11). Remove Bearing (13). ton to rod with locknut (2). Tighten locknut to
4. Inspect cylinder housing, gland, piston and rod 2000 ft. lbs. (2712 N.m) torque.
for signs of pitting, scoring or excessive wear. 4. Carefully install rod and gland assembly into
Clean all parts with fresh cleaning solvent and cylinder (1). Insure backup ring and O-ring are
lubricate with clean Type C-4 hydraulic oil. not damaged during installation of gland.
5. Install capscrews (9). Tighten capscrews evenly
Piston Seal & Bearing Installation
to 310 ft. lbs. (420 N.m) torque.
1. Install new piston seal (5, Figure 6-6) on piston
(3) as follows: Test
a. Heat piston seal assembly (5) in boiling After cylinder assembly rebuild, perform the following
water for 3 to 4 minutes. tests to verify performance is within acceptable limits.
b. Remove piston seal from water and assem- 1. Piston leakage must not exceed 1 in3/min. (1.6
ble on piston. DO NOT take longer than 5 cm3/min.) at 2500 psi (17.5 MPa), port to port.
seconds to complete as seal will take a per-
manent set. The piston bearing (4) may be 2. Rod seal leakage must not exceed 1 drop in 8
used to position seal assembly in groove. cycles of operation.
Apply pressure evenly to avoid cocking seal. 3. Piston break-away force should not exceed 100
psi. (69 kPa).
c. If the seal has taken a slightly larger set
(loose on piston) a belt type wrench or simi-
lar tool can be used to compress the O.D. of
the seal until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.
J06027 Steering Circuit Component Repair J6-9
STEERING AND BRAKE PUMP 2. Drain the hydraulic tank by use of the drain
located on the bottom side of the tank.
Removal
NOTE: Be prepared to contain approximately 250
NOTE: Clean the steering pump and surrounding gal. (947 L) of hydraulic oil.If the oil is to be reused,
area carefully to help avoid contamination of clean containers must be used with a 3 micron
hydraulic oil when lines are opened. filtering system available for refill.
3. Disconnect the suction line and outlet (7, Figure
6-7) at the steering pump (5). Disconnect and
cap pump case drain line from fitting at top of
Relieve pressure before disconnecting hydraulic pump housing. Plug all lines to prevent oil con-
and other lines. Tighten all connections before tamination.
applying pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a The steering pump weighs approximately 250 lbs
physician familiar with this injury is not received (113 kg). Use a suitable lifting device capable of
immediately. handling the load safely.
1. Perform normal truck shutdown procedure. 4. Support the steering pump and the rear section
Turn keyswitch “Off” and allow 90 seconds for of the hoist pump. Remove mounting cap-
the accumulators to bleed down. Turn the steer- screws and rear support bracket (6). Remove
ing wheel to be sure no oil remains under pres- the four pump mounting capscrews (4).
sure. 5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
NOTE: If oil in the hydraulic tank has not been
(3) and remove pump.
contaminated, the shut-off valve between the tank
and steering pump can be closed, eliminating the 6. Clean exterior of steering pump.
need to completely drain the tank. 7. Move the steering pump to a clean work area
for disassembly.
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.
The steering pump weighs approximately 250 lbs
(113 kg). Use a suitable lifting device capable of
handling the load safely.
FIGURE 6-6. STEERING PUMP REMOVAL
1. Hoist Pump Outlet 5. Steering/Brake
Hoses Pump
2. Pump Mount 6. Pump Mount Bracket
Capscrews 7. Outlet To Filter
3. Hoist Pump
4. Pump Mount
Capscrews
L6-10 Steering Circuit Component Repair L06027
3. Move the steering pump into position. Engage 13. If required, top-off the oil level in the hydraulic
steering pump shaft with hoist pump spline cou- tank, to the level of the upper sight glass.
pler. 14. In the hydraulic components cabinet, open both
4. Install rear support bracket (6, Figure 6-7) with brake accumulator needle valves completely to
capscrews. Do not tighten capscrews at this allow the steering pump to start under a
time. reduced load.
5. Align capscrew holes and install steering pump 15. Move the hoist pilot control valve to the “Float”
mounting capscrews (4). Tighten mounting cap- position.
screws to standard torque. Tighten rear support
capscrews to standard torque. 16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
6. Remove plugs from pump inlet and outlet ports.
Remove caps from inlet and outlet lines and
install to steering pump using new O-rings.
Tighten capscrews securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7). Do not allow the engine to run with the needle
7. Remove case drain fitting from top of pump valves in the open position for longer than this
housing and add clean C-4 oil to pump through recommendation: excessive hydraulic system
opening until steering pump housing is full. This heating will occur.
may require 2 - 3 qt. (2 - 3 L) of oil.
8. Uncap the case drain line, connect to steering DO NOT start any hydraulic pump for the first
pump fitting and tighten case drain line. time after an oil change, or pump replacement,
with the truck dump body raised. Oil level in the
9. Replace hydraulic filter elements. Refer to hydraulic tank may be below the level of the
Hydraulic Filters, Section L9. pump(s) causing extreme pump wear during this
initial pump start-up.
17. Shutdown the engine. Fully close both brake
accumulator needle valves in the hydraulic
NOTE: Use only Komatsu filter elements, or ele- components cabinet.
ments that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200. 18. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
10. Open shut-off valve in steering pump suction the body is resting on the frame. If the hydraulic
line completely. oil level is not at the upper sight glass, follow
11. With the body down and the engine shut-off, fill service manual instructions for filling/adding oil.
the hydraulic tank with clean C-4 hydraulic fluid 19. Start engine and check for proper pump opera-
(as specified on the truck Lubrication Chart) to tion. If necessary, refer to Steering Circuit
the upper sight glass level. Checkout Procedure in Section L10, or Trouble
12. With suction line shut-off valve open, loosen Shooting Chart at the end of this section.
suction (inlet) hose capscrews (at the pump) to
bleed any trapped air. Tighten hose connection
capscrews to standard torque.
If trapped air is not bled from steering pump,
possible pump damage and no output may
result.
J06027 Steering Circuit Component Repair J6-11
Disassembly
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 6-8) 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), unscrew gland
welding, sand-blasting, grinding benches and the (15) and remove stroke adjuster as a complete
like. Place all parts on a CLEAN surface. To clean assembly.
parts which have been disassembled, it is impor-
9. Back out capscrews (1, Figure 6-10), 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 6-9).
used to handle and dry parts.
Valve Plate Group
NOTE: Valve plate (11, Figure 6-10) 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
6-10) 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 6-8) plate.
with O-rings (25) from both sides of pump.
14. To further disassemble control piston assembly,
4. Control piston (11, Figure 6-9) must be in the move control piston (11, Figure 6-9) into sleeve
“neutral” position. Control link pin (16) should be (4) until control piston maximum stop pin (8)
centered in the plug opening. contacts the sleeve. Use a large mallet to drive
5. Using appropriate snap ring pliers, remove piston and sleeve assembly outward from the
retaining rings (14) from both sides of the pin valve plate.
and remove control link washers (15).
15. When all sleeve seals (5, 6, & 7, Figure 6-9) are
6. For handling purposes, insert a 1/4-20 UNC clear of the valve plate, re-extend control piston.
capscrew into the threaded end of the control While tipping the assembly enough to clear the
link pin (16). hole, pull the assembly from the valve plate.
7. Using a brass rod and hammer, tap on end
16. Remove pin (18) from control piston by pressing
opposite the capscrew to remove control link
or tapping it out through the hole on opposite
pin.
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-11) and
remove compensator block (10).
18. Remove capscrews (7, Figure 6-10) and cover
plate (9).
L6-12 Steering Circuit Component Repair L06027
FIGURE 6-7. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Snap Ring 10. O-Ring 17. Pin 24. Plug
4. Retainer Ring 11. Plate 18. O-Ring 25. O-Ring
5. Lifting Eyes 12. O-Ring 19. Pin 26. Seal
6. Name Plate 13. Stem 20. O-Ring
7. Screw, Drive 14. O-Ring 21. Housing
J06027 Steering Circuit Component Repair J6-13
FIGURE 6-8. PUMP, ROTATING GROUP
1. Spring 8. Pin 15. Washer 22. Roll Pin
2. Seal 9. Back-Up Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Back-Up Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-Ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-Ring 14. Retainer Ring 21. O-Ring 28. Spring
L6-14 Steering Circuit Component Repair L06027
Rotating Group Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-8).
Use a mallet on the tail shaft and tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from pump housing.
The rotating group weighs approximately 30 lbs.
Use a mallet and tap saddle (20, Figure 6-9) out
Extreme care must be taken not to damage cylin-
from the inside of the pump housing. Saddle
der wear face or cylinder wear plate face, bearing
bearings (24) can then be easily removed and
diameters or piston shoes. Assistance from oth-
saddle O-ring (21) may also be removed at this
ers and use of proper lifting techniques is
time.
strongly recommended to prevent personal
injury.
19. To remove rotating group, firmly grasp the cylin- Inspection
der barrel (10, Figure 6-9) and pull assembly
outward until cylinder spline disengages from
driveshaft spline about 2.5 in. (63.5 mm). Once
clear, rotate cylinder barrel a revolution or two
to break any contact between piston/shoe
assemblies (13) and swashblock (25) wear Always wear safety goggles when using solvents
face. or compressed air. Failure to wear safety goggles
could result in serious personal injury.
20. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, pro- 1. Clean all parts thoroughly.
tective surface with piston shoes facing upward. 2. Replace all seals and O-rings with new parts.
21. Mark each piston, its cylinder bore and location 3. Check all locating pins for damage and all
in shoe retainer for ease of inspection and springs for cracking or signs of fatigue.
assembly.
Control Piston Group
22. Piston/shoe assemblies can be removed indi-
4. Control piston (11, Figure 6-9) must slide
vidually or as a group by pulling upward on
smoothly in sleeve (4).
shoe retainer (27).
5. Linkage to cradle should operate smoothly but
23. Remove fulcrum ball (12). not loosely (with slop). Check piston and bore in
24. If shoe retainer springs (28) are removed, mark sleeve for signs of scratching or galling. Polish
which spring came from which bore as they with fine emery if needed.
must be returned to that individual bore on
assembly. Valve Plate Group
6. Closely examine mating faces of valve plate
25. Remove the two pins (14, Figure 6-8) and pull
(11, Figure 6-10) and cylinder barrel (10, Figure
the cylinder bearing (26, Figure 6-9) straight out
6-9) for flatness, scratches or grooves. If faces
of the pump housing.
are not flat and smooth, the cylinder side will “lift
Swashblock Group off” from the port plate (valve plate) resulting in
delivery loss and damage to the pump. Replace
26. Remove the two swashblock retaining pins (19, if necessary.
Figure 6-8), tilt the bottom of the swashblock
(25, Figure 6-9) outward and remove the Rotating Group
swashblock from the pump case. 7. Check all pump piston assemblies (13, figure 6-
27. Saddle bearings (24) can be removed by using 9) for smooth action in their bores.
a very short screwdriver or back hammer to pry 8. Check piston walls and bores for scratches or
them loose; or continue to the next step for fur- other signs of excessive wear (pistons should
ther disassembly which will make their removal not have more than a few thousandths clear-
easier. ance). Replace if necessary.
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.003 in (0.076 mm).
J06027 Steering Circuit Component Repair J6-15
10. Check end play as follows:
a. Place square end of piston on bench and b. Measure shoe thickness (the part held
hold down firmly. Pull on end of shoe with between retainer (27, Figure 6-9) and cra-
other hand and note end play. A good pis- dle. All shoes must be equal within 0.0001
ton/shoe fit will have no end play, but the in. (0.003 mm). If one or more piston/shoe
shoe may rotate and pivot on the piston assemblies (13) needs to be replaced, all
ball. Inspect each shoe face for nicks or piston/shoes assemblies must be replaced.
scratches. c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if nec-
essary.
FIGURE 6-9. PUMP, REAR HOUSING
1. Capscrew 6. O-Ring 11. Valve Plate
2. O-Ring 7. Capscrew 12. Gasket
3. Plug 8. Capscrew 13. Bearing
4. Cap 9. Cover Plate
5. Back-Up Ring 10. O-Ring
L6-16 Steering Circuit Component Repair L06027
Swashblock Group
11. Inspect swashblock (25, Figure 6-9) for 12. Compare saddle bearing (24) thickness in
scratches, grooves, cracks or uneven surface. wear area to thickness in a non-wear area.
Replace if defective. Replace the saddle bearings if the difference is
greater than 0.004 in (0.102 mm).
NOTE: The wear face is coated with a gray colored
epoxy based dry film lubricant for break-in 13. Check mating surface of swashblock for cracks
purposes. Scratching or wear of this coating is not or excessive wear. Replace if necessary.
detrimental as long as the metal surface underneath 14. Swashblock movement in the saddle and sad-
the coating is not scored or “picked-up”. dle bearing must be smooth.
FIGURE 6-10. UNLOADER & COMPENSATOR CONTROLS
1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)
2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Control Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring
J06027 Steering Circuit Component Repair J6-17
Driveshaft Group Assembly
15. Remove shaft seal (26, Figure 6-8). The procedures for assembling the pump are basi-
16. Check shaft bearing (2) for galling, pitting, bind- cally the reverse order of disassembly procedures.
ing or roughness. Replace if necessary. During assembly, install new gaskets, seals, and O-
rings.
17. Check shaft and its splines for wear. Replace
any parts necessary. 1. Apply a thin film of CLEAN grease or hydraulic
fluid to sealing components to ease assembly. If
Compensator Block and Unloader Module a new rotating group is used, lubricate thor-
oughly with CLEAN hydraulic fluid. Apply fluid
18. Remove screws (17, Figure 6-11) and separate generously to all wear surfaces.
unloader module (18) from compensator block
(10).
19. Remove 4-way valve (11) and compensator (16) Swashblock Group
from compensator block. Remove all plugs and
2. Press or tap roll pin (22, Figure 6-9) into pump
orifices (9 & 15). Clean block in solvent; inspect
housing (18, Figure 6-8).
all passages and orifices for obstructions.
3. Press new shaft seal (26) into saddle (20, Fig-
20. Remove unloader valve from block (18). ure 6-9) using an arbor press. Install O-ring (21)
Remove plugs and clean block passages. If into the groove in the saddle.
unloader is inoperative, replace entire module.
4. Press four roll pins (23) into saddle (20) until
Stroke Adjuster Assembly they bottom, then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
21. Measure and record dimension “A” on stroke
adjuster assembly as shown in Figure 6-12.
22. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear. Extreme care should be used not to damage sad-
dle bearing surfaces while installing the saddle
24. Install new O-ring on stem and reassemble to into the pump housing.
gland. Adjust stem to gland to dimension “A”
5. Use a long brass bar and a mallet (or an arbor
recorded in Step 21. Tighten jam nut.
press), to install saddle and bearing assembly
into pump housing. Tap or press ONLY on the
area of the saddle that is exposed between the
saddle bearings (DO NOT tap on bearing sur-
faces). Saddle is fully seated when a distinct
metallic sound is heard when installing saddle
into pump housing.
6. Fasten control link (17, Figure 6-9) to swash-
block (25) using link pin (16) and two retaining
rings (14).
7. Be sure the two dowel pins (19), are pressed
into swashblock (25).
8. Insert swashblock into pump housing until it
engages in saddle bearing and allow swash-
block to settle to its lowest natural position.
9. Retain by installing two swashblock retaining
pins (19, Figure 6-8) and O-rings (20). Once
pinned, make certain swashblock strokes
smoothly in the saddle by pulling firmly on the
FIGURE 6-11. STROKE ADJUSTER ASSEMBLY free end of control link.
1. Stem 3. Gland
2. O-Ring 4. Jam Nut
L6-18 Steering Circuit Component Repair L06027
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 6-9) will face toward shaft end of pump.
The assembled rotating group weighs approxi-
mately (30 lbs.). Assistance from others and use
10. Insert cylinder bearing (26) straight into pump of proper lifting techniques is strongly recom-
housing. Be sure bearing is positioned so bear- mended to prevent personal injury.
ing retainer pins (14, Figure 6-8) can be
21. The rotating group can now be carefully
inserted in the case and into the bearing.
installed over the end of the driveshaft and into
11. Install O-rings (18) on pins (17) and install pins. the pump housing.
12. An arbor press is required to install shaft bear- 22. When installing the rotating group, support the
ing (2, Figure 6-8) onto driveshaft (1). IMPOR- weight of the cylinder barrel (10, Figure 6-9) as
TANT - press ONLY on the inner race of the cylinder spline is passed over the end of drive-
bearing. Press bearing until it contacts the shaft to avoid scratching or damage.
shoulder on driveshaft.
23. Push cylinder barrel forward until the cylinder
13. Use a long 6 in (153 mm) sleeve with an I.D. spline reaches the driveshaft spline. Rotate the
slightly larger than the retaining ring I.D. and cylinder slightly to engage shaft splines.
press retaining ring (4) towards bearing until it
24. Continue to slide cylinder barrel forward until it
seats in the groove.
encounters the cylinder bearing (26). Lifting the
14. Place seal retainer (22) over seal (26) inside the driveshaft slightly helps cylinder barrel and cyl-
pump housing (21). Lubricate shaft seal with inder bearing engagement. Continue pushing
clean hydraulic oil. cylinder forward until the piston shoes contact
15. Install entire driveshaft assembly through front swashblock (25).
of pump housing. A mallet will be required to 25. At this point, the back of the cylinder barrel
install the driveshaft through shaft seal. should be located approximately 0.25 in (6.3
16. Once the driveshaft assembly is fully seated in mm) inside the back of the pump housing.
the pump housing, install snap ring (3).
Control Piston Group
Rotating Group 26. Install seal and piston ring (2 & 3, Figure 6-9)
into their respective grooves on control piston
17. Mating surfaces should be greased. Place cylin- (11) using care to assure they are in proper
der assembly on clean table with the valve plate location.
side down.
27. Insert control piston assembly into sleeve (4).
18. During disassembly, shoe retainer springs were
referenced to individual bores. Assemble rotat- 28. While supporting the control piston, press or slip
ing group by inserting shoe retainer springs (28, in pin (8) and secure with cotter or roll pin (18).
Figure 6-9) into the same spring bores located 29. Order of piston sleeve seal installation starts at
in cylinder barrel (10) that they came from. widest end of sleeve.
19. Slide fulcrum ball (12) over the nose of the cylin- 30. Install backup ring (1, Figure 6-13) and O-ring
der barrel (10). (2) and back-up ring (3) in rear most groove on
20. Place shoe retainer (27) over fulcrum ball and piston sleeve. Install O-ring (4) and back-up ring
align holes in retainer with corresponding holes (5) in remaining groove.
(marked during disassembly) in the cylinder NOTE: Be certain that the grooves in Sleeve (4,
barrel. Once aligned, insert piston/shoe assem- Figure 6-9) are at the 12:00 and 6:00 O-clock
blies (13) into corresponding (marked during positions when inserted into the valve plate.
disassembly) holes completing the rotating
group. 31. Insert piston and sleeve assembly into valve
plate (11, Figure 6-10). Install O-ring (6) with
back-up ring (5) in seal groove of control cover
cap (4).
J06027 Steering Circuit Component Repair J6-19
40. With hole in control piston lined up with hole in
the link, carefully insert control link pin (16).
Care should be taken during this next step to pre-
vent the washer and retaining ring from falling
into pump housing.
41. Install second control link washer (15) and con-
trol link retaining ring (14) onto pin.
42. Once assembled, remove capscrew from pin.
FIGURE 6-12. 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 6-10) 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 6-9) 244 ft.lbs. (330 N.m) torque.
into control piston (11). Use four capscrews (1,
Figure 6-10) to fasten control cover cap to back 44. Install cover plate (9) with new O-ring (10) and
of valve plate. Tighten capscrews evenly to 138 capscrews (7).
ft.lbs. (187 N.m) torque. 45. Install O-rings (2, 3 and 4, Figure 6-11) in proper
33. Install O-ring (10) in rear of valve plate. Use four location on top of valve plate. Install block (10)
capscrews (7) to fasten cover plate (9) over to valve plate with socket head capscrews (12)
opening in valve plate. and tighten to 183 in lbs (20.7 N.m) torque.
34. Pull free end of control link (17, Figure 6-9) 46. Install 4-way valve (11), and compensator valve
toward back of pump housing until the open (16).
hole in the link lines up with open ports on sides 47. Install 0.062 in (1.575 mm) diameter orifice (9)
of pump case. and plug (7) with new O-ring (8) in side of com-
35. Install stroke adjuster assembly (Figure 6-12) to pensator block as shown in Figure 6-10. Install
hold swashblock in place. 0.032 in (0.813 mm) diameter orifice (15), plug
(7) and O-ring (8) in top of block.
Valve Plate Group 48. Install remaining plugs with new O-rings.
36. Be sure driveshaft bearing (13, Figure 6-10) is 49. Install unloader module (18) on compensator
in place. Using assembly grease (to hold block with new O-rings (19) and socket head
desired position), place valve plate gasket (12) capscrews (17). Tighten capscrews to 87 in.
in position on valve plate (11). lbs. (9.8 N.m) torque.
37. Support valve plate assembly from an overhead 50. Install plugs (9 & 24, Figure 6-8) and O-rings
hoist (lifting lug holes are provided) in prepara- (10 & 25) in pump housing.
tion for mating to the pump housing.
51. Measure pump rotation torque. Rotation torque
38. Assemble one control link retainer ring (14, Fig- should be approximately 15 ft. lbs. (20.4 N.m).
ure 6-9) and one control link washer (15) onto
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).
L6-20 Steering Circuit Component Repair L06027
ACCUMULATORS
Removal
1. Insure key switch has been OFF for at least 90
seconds to allow accumulator oil to drain back
to tank. Move steering wheel to be certain all
pressurized oil is released.
2. Remove charging valve guard (3, Figure 6-2)
and loosen small hex on charging valve (4)
three complete turns. Depress the valve core
until all nitrogen pressure has been relieved.
FIGURE 6-13. CHARGING VALVES
1. Accumulator 3. Charging Valve
Make certain only the small swivel hex nut turns. 2. Pressure Switch Guard
Turning the complete charging valve assembly Cover 4. Charging Valve
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when dis-
charging nitrogen gas.
3. Remove oil line from bottom of the accumulator.
Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the accumulator to be
removed.
5. Loosen the mounting band (3, Figure 6-3) cap-
screws and remove the mounting bands.
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for dis-
assembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the anti-rotation block positioned between the
two stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting
bracket using mounting bands (3, Figure 6-3),
capscrews, lockwashers and nuts. Do not over-
tighten nuts, as this could distort the accumula-
tor.
3. If pressure switches were removed, install at
this time. Connect electrical wiring to pressure
switches and reconnect oil line to the bottom of
the accumulator.
4. Precharge both accumulators with pure dry
nitrogen as outlined in Steering Accumulator FIGURE 6-14. ACCUMULATOR INSTALLATION
Charging Procedure in this section.
1. Accumulator 3. Mounting Band
2. Pressure Switch
J06027 Steering Circuit Component Repair J6-21
Disassembly - Accumulators
1. Remove charging valve (3, Figure 6-4).
2. Remove gland (4).
Note: Figure 6-5 illustrates a tool that can be
fabricated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using
a round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).
Cleaning and Inspection - Accumulators
1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air.
All parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Inspect piston for damage. If scored or other-
wise damaged, replace with a new part.
3. Minor defects in the housing bore may be cor-
rected by honing.
a. Measure the bore at several places along
the length of the housing. Make two mea-
surements, 90° apart at each point to verify
tube is not out-of-round.
FIGURE 6-15. ACCUMULATOR ASSEMBLY
1. Capscrew 7. Bearing
2. Cover 8. "T" Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug (or Adaptor)
5. O-ring & Backup Ring 10. Plug FIGURE 6-16. GLAND REMOVAL TOOL
6. Piston (Fabricate Locally)
L6-22 Steering Circuit Component Repair L06027
b. Verify housing I.D. does not exceed 8.002 in. Testing - Accumulators
(203.25 mm).
To carry out the testing required, it will be necessary
c. Check dimensions frequently during honing to check for internal and external leaks at high pres-
operation to prevent removal of too much sure. A source of 5000 psi (35 MPa) hydraulic pres-
material. Do not hone gland seal area. sure and nitrogen pressure of 1400 psi (9.65 MPa)
4. If housing defects can not be removed within will be required. A small water tank with the neces-
the above limits, replace the housing. sary safety guards in place will be necessary for a
portion of the test.
Repair of the housing by welding, machining or
plating to salvage a worn area is NOT Do not stand near gland during test procedure. A
APPROVED. These procedures may weaken the box enclosure made of heavy steel plate is rec-
housing and result in serious injury to personnel ommended to contain the accumulator during oil
when pressurized. pressurization test.
5. Clean parts thoroughly to remove abrasive resi- 1. Fill each end of the accumulator with approxi-
due after honing. mately 8.5 gallons (32.2 Liters) of clean type C-
4 hydraulic oil. Install an adaptor on the oil end
to connect to hydraulic power source. Plug
remaining ports.
Assembly - Accumulators
a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
Assemble the accumulators in a dust and lint free 3. Drain oil. Leave port open.
area. Maintain complete cleanliness during 4. Pressurize gas end of accumulator with approx-
assembly to prevent possible contamination. imately 100 psi (690 kPa) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
1. Install a new seal (8, Figure 6-4) on piston.
6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
Install new bearings (7). Coat seal and bear-
gas end and observe for 20 minutes. No leak-
ings with a small amount of petroleum jelly.
age (bubbles) is permitted.
2. Install the piston with the concave side toward
7. Release nitrogen pressure and remove assem-
gas end (gland end) of accumulator cylinder
bly from water.
housing (9). Push the piston to the center of the
housing. 8. Drain any remaining oil or water.
3. Install new O-rings and backup rings (5) on 9. If the accumulator is to be placed in storage,
gland (4). Coat seals with a small quantity of add 3 pints (1.5 L) of rust preventive oil in the
type C-4 hydraulic oil. nitrogen side of the accumulator. Add 1 pint (0.5
L) in the oil side. If the accumulator will be used
4. Install gland and tighten to 850 ft. lbs. (1152
immediately, type C-4 hydraulic oil may be used
N.m) torque using tool as shown in Figure 6-5.
instead of rust preventive oil. Plug all open
5. Install charging valve (3) with new O-ring. ports.
Tighten charging valve large hex nut to 16.5
ft.lbs. (22.3 N.m) torque. 10. Verify all warning and caution labels are
attached and legible (Refer to parts book if
6. Install pressure switch. Install pressure test fit-
replacements are required).
tings in bottom of housing. (See "Testing"
below.)
J06027 Steering Circuit Component Repair J6-23
Charging Procedure nitrogen charging procedure by turning the steering
wheel back and forth or by actuating the bleed down
solenoid by turning the key switch ON and then OFF.
Do not loosen or disconnect any hydraulic line or
component until engine is stopped and key
switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas
in the accumulators, be sure the warning labels
are observed and the instructions regarding the
charging valve are carefully read and under- FIGURE 6-17. CHARGING VALVE
stood. 1. Valve Cap 6. Valve Body
2. Seal 7. O-ring
1. With engine shut down and key switch in the
3. Valve Core 8. Valve Stem
OFF position, allow at least 90 seconds for
4. Swivel Nut 9. O-ring
accumulators to bleed down. Turn steering
5. Rubber Washer
wheel to be certain no oil remains in accumula-
tors. NOTE: When charging the accumulators, allow
2. Remove charging valve guards. adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1400 psi
If nitrogen pressure is present in the accumula- (9.65 MPa) continue charging procedure until
tors, make certain only the small swivel hex nut pressure is stabilized.
is turned during the next step. Turning the com- 8. Remove the charging kit and tighten small hex
plete valve assembly may result in the valve nut on charging valve to 4 ft.lbs. (5.4 N.m)
assembly being forced out of the accumulator by torque.
the nitrogen pressure inside.
NOTE: If a new charging valve was installed, the
3. Remove charging valve cap (1, Figure 6-6).
valve stem must be seated as follows:
Turn small swivel hex nut (4) three complete
turns counterclockwise. a. Tighten small hex swivel nut to 10.5 ft.lbs.
4. Depress the valve stem and hold down until all (14.2 N.m) torque.
nitrogen has been released. b. Loosen swivel nut.
5. If a loss in nitrogen pressure is the reason for c. Retighten swivel nut to 10.5 ft.lbs. (14.2
recharging, inspect the charging valve and N.m) torque.
accumulator for damage. Replace or repair
items, as necessary, before charging proce- d. Again, loosen swivel nut.
dure. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4
6. Connect the nitrogen charging kit to the charg- N.m) torque.
ing valves. Open the regulator and charge the 9. Install charging valve cap (1) and tighten finger
accumulators simultaneously to 1400 psi (9.65 tight. Install charging valve guard and tighten
MPa). capscrews to 25 ft.lbs. (33.9 N.m) torque.
NOTE: If a loss in nitrogen pressure occurred during 10. Operate truck and check steering.
operation, oil may still be present in the accumulator
below the piston. This oil can be bled off during the
L6-24 Steering Circuit Component Repair L06027
TROUBLESHOOTING CHART
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
J06027 Steering Circuit Component Repair J6-25
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE ACTION
1. Broken or worn linkage between steer- 1. Check for loose fitting bearings at
ing cylinder and steered wheels anchor points in steering linkage
Excessive free play at between cylinder and steered
steered wheels wheels
2. Leaky steering cylinder seals 2. Repair or Replace steering cylin-
der
1. Binding or misalignment in steering col- 1. Align column to steering control
umn or splined coupling and steering unit
control unit
2. High back pressure in tank can cause 2. Remove restriction in the lines or
slow return to center. Should not circuit. Check for obstruction or
Binding or poor centering of
exceed 300 psi (2068 kPa) pinched lines, etc.
steered wheels
3. Large particles can cause binding 3. Clean the steering control unit
between the spool and sleeve in the and filter the oil. If another com-
steering control unit ponent has malfunctioned gener-
ating contaminating materials,
flush the entire hydraulic system.
1. Large particles in meter section 1. Clean the steering control unit.
Steering control unit locks 2. Insufficient hydraulic power 2. Check hydraulic system pressure
up 3. Severe wear and/or broken pin 3. Repair or replace steering control
unit
1. Lines connected to wrong ports 1. Check line routing and connec-
Steering wheel oscillates or
tions
turns by itself
2. Parts assembled wrong; steering con- 2. Reassemble correctly and re-
trol unit improperly timed time control valve
Steered wheels turn in 1. Lines connected to wrong cylinder ports 1. Inspect and correct line connec-
opposite direction when tions
operator turns steering
wheel
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.
L6-26 Steering Circuit Component Repair L06027
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE ACTION
1. Low pump pressure 1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves
2. Internal pump wear 2. Repair or replace steering pump
Low pump output 3. Restricted inlet 3. Make certain shut-off valve is
open. Check suction hose. Clean
tank strainers.
4. Insufficient oil supply 4. Check hydraulic tank oil level.
Make certain shut-off valve is
open.
5. High pressure filter restricted 5. Replace filter element
1. Defective pressure control 1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
Loss of pressure valves.
2. Internal steering pump wear 2. Repair or replace pump
3. Excessive leakage in brake system 3. Inspect brake system and check
pressures
1. Defective or improperly adjusted pres- 1. Check unloader valve operation
sure control(s) and adjust pressure if necessary.
Excessive or high peak
Check compensator adjustment
pressure
pressure. Check system relief
valves and replace if necessary.
1. Low compensator or unloader valve 1. Check pressure and adjust pres-
setting sure controls
2. Fluid too cold or viscosity too high 2. Warm oil before starting or install
proper viscosity oil
3. Air leak at pump inlet 3. Inspect inlet hose, connections
Noise or squeal
and shut-off valve
4. Insufficient inlet oil supply 4. Check hydraulic tank level. Clean
suction strainer. Make certain
shut-off valve is open
5. Internal pump damage 5. Repair or replace pump
1. Pressure compensator adjusted incor- 1. Adjust pressure compensator or
rectly or defective repair if necessary.Check
unloader pressure settings.
Erratic pump (load/unload)
2. Excessive internal leakage in steering 2. Measure component leakage
cycle
circuit rates and replace defective com-
ponents
3. Unloader valve pilot seat damaged 3. Replace unloader valve module
1. Excessive system pressure 1. Adjust system pressures
Excessive heat 2. Low hydraulic fluid level 2. Service hydraulic tank
3. Worn steering or hoist pump 3. Repair or replace pump(s).
J06027 Steering Circuit Component Repair J6-27
SUGGESTED CORRECTIVE
TROUBLE POSSIBLE CAUSE ACTION
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.
L6-28 Steering Circuit Component Repair L06027
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Inlet Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Spool Sections - Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07023 Hoist Circuit L7-1
NOTES
L7-2 Hoist Circuit L07023
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist Hydraulic oil from the hoist filters is directed to the
system circuit as shown in Figure 7-1. Detailed com- hoist valve (7), mounted above the pumps The hoist
ponent operation is outlined under the individual valve directs oil to the body hoist cylinders (10) for
component descriptions. raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
Hydraulic fluid is supplied by a tank (1) located on lever connected to the hoist pilot valve (4) located in
the left frame rail. The tank’s service capacity is the hydraulic components cabinet. A hoist limit sole-
approximately 250 gal. (947 l). Hydraulic oil is noid (5) located in the bleeddown manifold shifts the
routed to a tandem gear type pump (2). A second hoist valve out of POWER UP before the hoist cylin-
pump, coupled to the rear of the hoist pump, sup- ders extend to their maximum physical limit.
plies oil for the steering and brake systems. The
pumps are driven by an accessory drive at the end When the hoist valve is in the HOLD or FLOAT posi-
of the traction alternator. tion, hoist circuit oil flows to the front (8) and rear (9)
service brakes, cooling the wet disc brakes during
Hoist pump output is directed to a pair of high pres- truck operation.
sure filters (3), mounted to the inboard side of the
fuel tank.
Hydraulic hoses deteriorate with age
and use. Prevent possible malfunc-
tions by inspecting all hoses periodi-
cally. Replace any hose showing
wear, damage or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
1. Hydraulic Tank 6. Pilot Operated Check Valve 11. Quick Disconnect
2. Hoist Pump 7. Hoist Valve 12. Overcenter Manifold
3. High Pressure Filter 8. Brake Cooling Oil Supply (Front) 13. Check Valve
4. Hoist Pilot Valve 9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve
5. Hoist Limit Solenoid 10. Hoist Cylinder 15. Bleeddown Manifold
L07023 Hoist Circuit L7-3
COMPONENT DESCRIPTION lows differential pressure input signals generated by
the hoist pilot valve as the operator moves the hoist
Hydraulic Tank control lever while raising and lowering the dump
body.
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity of the tank is 250 gal. (947 l).
Type C-4 hydraulic oil is recommended for use in the
hydraulic system. Oil used in the hoist circuit flows
through 100 mesh wire suction strainers to the inlet
hoses of the pump. Air drawn into the tank during
operation is filtered by air filters located on the top of
the tank. Oil level can be checked visually at sight
glasses located on the face of the tank.
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-
L7-4 Hoist Circuit L07023
The secondary low pressure relief is located between Tank Ports (Front) Spool Section
the low pressure core and the outlet to the brake
The primary low pressure valves are located in the
cooling circuit. It provides for pressure relief if pres-
front spool section of the hoist valve. These valves
sure spikes occur in the low pressure passage area.
maintain back pressure on the low pressure passage
The load check allows free flow from the inlet to the and direct the hoist cylinder return oil back to the
high pressure core and prevents flow from the high hydraulic tank.
pressure core to the inlet.
Hoist Pilot Valve
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre- The hoist pilot valve (Figure 7-3) is mounted in the
vents flow from the high pressure core to the low hydraulic components cabinet behind the operator’s
pressure core. cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
Spool Sections - Hoist Valve operator through a lever mounted on the console
between the operator and passenger seat. A cable
Work Ports (Rear) Spool Section connects the cab mounted lever to the hoist pilot
The rear spool section of the hoist valve consists of valve in the hydraulic components cabinet.
the following components: When the operator moves the lever, the pilot valve
• Pilot ports spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve. The pilot flow causes the
• Main spools main spool to direct oil flow to the hoist cylinders.
• Work ports The hoist pilot valve is equipped with a one way load
• Check poppets check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The pilot ports are located in the spool section cover.
The valve also contains the power down relief valve
These ports provide connections for a pilot line to the
(2), used to limit power down pressure to 1500 psi
hoist pilot valve. Each work port has a corresponding
(10.4 MPa).
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both end
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive dif-
ferential pressure at the bottom of the spool will over-
come the top spring bias and the spool will shift to
connect the work port to the low pressure core.
The check poppets located in the spool section per-
mit free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements during void conditions. FIGURE 7-3. HOIST PILOT VALVE
1. Hoist Pilot Valve 4. To Hoist Valve
2. Relief Valve (Rod End)
3. Supply Port 5. To Hoist Valve
(Base End)
L07023 Hoist Circuit L7-5
Bleeddown Manifold Overcenter Manifold
The pilot valve/hoist valve hydraulic circuit is routed The overcenter manifold (4, Figure 7-4), located on
through the bleeddown manifold, located on the left the pump module at the rear of the hoist valve (1)
frame rail. The hoist-up solenoid and pilot operated contains the counterbalance valve (2). This valve
check valve described below are contained in the controls the pressure of the cushion of oil in the
manifold. Refer to Section L4 for additional informa- annulus area of the hoist cylinder when the body
tion concerning these components. approaches the maximum dump angle. The valve
limits the maximum pressure build-up by relieving
Hoist-up Limit Solenoid pressure in excess of 3000 psi (20, 400 kPa), pre-
The hoist-up limit solenoid (5, Figure 7-1), located on venting possible seal damage.
the bottom of the bleeddown manifold, is used in the Quick disconnect fittings (5) mounted on the bottom
hydraulic circuit to prevent maximum hoist cylinder of the manifold allow service personnel to dump the
extension. load in a disabled truck by connecting jumper hoses
The solenoid valve is a 3-way valve, and is controlled from an operational truck, utilizing its hydraulic sys-
by a proximity switch (hoist limit switch) located near tem.
the body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body acti-
vates the magnetic proximity switch, signalling the
solenoid to open the “raise” pilot line to tank, and
close the “raise” pilot line to the hoist valve, stopping
further oil flow to the hoist cylinders.
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switches
Pilot Operated Check Valve
The pilot operated check valve (6, Figure 7-1),
located in the bleeddown manifold, is opened by
power down pilot pressure to allow oil in the raise
port to by-pass the hoist up limit solenoid for initial
power down operation while the solenoid is activated
by the hoist limit switch.
FIGURE 7-4. PUMP MODULE
1. Hoist Valve 4. Overcenter Valve
2. Counterbalance 5. Quick Disconnects
Valve 6. Steering/Brake Pump
3. Needle Valve 7. Hoist Pump
L7-6 Hoist Circuit L07023
HOIST CIRCUIT OPERATION
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.)
L07023 Hoist Circuit L7-7
Float Position Of Pilot Valve With Truck Body On
Frame
Figure 7-5 shows the position of the hoist pilot valve Pressure builds to approximately 60 psi (414 kPa) on
when the truck body is resting on the frame. How- the pilot of the flow control valve (2) causing the
ever, the hoist valve internal valves and spools will valve to compress the spring and open, allowing the
be in the position shown in Figure 7-7. oil to flow the through hoist valve port (23) to the ser-
vice brakes for brake disc cooling and eventually
Oil from the hoist pump enters the inlet sections of
back to the tank. Between the hoist valve port (23)
the hoist valve in port (11), passes through check
and the brakes or heat exchanger, the cooling supply
valve (18), and stops at the closed high pressure
tee’s to orificed regulator valves. If supply pressure
passage (19) at the two main spools (7 & 8) as
attempts to increase above 35 psi (240 kPa), the reg-
shown in Figure 7-4.
ulator valve opens and dumps to tank.
Oil also flows out hoist valve port (12) to port (12) on
the pilot valve, through the hoist pilot valve spool,
and out pilot valve port (10) to the tank. This oil flow
is limited by orifices in the inlet sections of the hoist
valve and therefore has no pressure buildup.
L7-8 Hoist Circuit L07023
FIGURE 7-5. FLOAT POSITION
1. Hoist Relief Valve (2500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1500 psi) 24. Overcenter Manifold
L07023 Hoist Circuit L7-9
Power Up Operation
(Figure 7-6)
The hoist pilot valve spool is moved to the power up If the load passing over the tail of the body during
position when the operator moves the lever rearward dumping attempts to cause the body to raise faster
in the cab. The pilot supply oil coming in port (12) is than the oil being supplied by the pump, the oil
prevented from returning to the tank and, instead, is returning from the annulus area of the hoist cylinders
directed out port (14) through hoist limit solenoid (13) passing through the counterbalance valve manifold
in the bleeddown manifold and into port (14) of the controls how fast the hoist cylinders can extend due
hoist valve. to the external force of the load. The speed is con-
trolled by counterbalance valve.
From there it goes to the top of the head end spool
(8), builds pressure on the end of the spool, causes During the normal raise process, the raise pilot pres-
the spool to move down compressing the bottom sure supplied to the counterbalance valve (24) will
spring, and connects the high pressure passage (19) open the cylinder return ports fully any time raise
to head end port (9). Working oil flow in the high pressure is above 666 psi (4,600 kPa). As the load
pressure passage is now allowed to flow through the shifts toward the tail of the body, the raise pressure
spool (8) and out port (9) to extend the hoist cylin- decreases. As it drops below 666 psi (4,600 kPa),
ders. the valve starts restricting oil flow causing a back-
pressure to the annulus area. If raise pressure were
Even though a small amount of oil flows through the
to drop to 0 psi (kPa), return pressure would increase
check poppet in the top of spool (8), raise pilot pres-
to 3000 psi (20,400 kPa) maximum.
sure at ports (14) increases to slightly higher pres-
sure than the required hoist cylinder pressure. As a When the operator releases the hoist lever, the
result, the pilot supply pressure in ports (12) also valves change to the HOLD position. If the body
increases causing back pressure to occur in the raises to the position that activates the hoist limit
spring area of the flow control valve (2). This over- switch located above the right rear suspension
comes the pilot pressure on the other end of the flow before the operator releases the lever, the hoist limit
control valve causing it to close and direct the incom- solenoid (13) is energized. The solenoid valve closes
ing pump oil through the head end spool (8) to the the raise pilot port (14) on the hoist and releases the
hoist cylinders to extend them. At this time, oil flow to hoist pilot valve raise pilot pressure at port (14) to
the brake cooling circuit is stopped. tank, allowing the head end spool (8) to center and
shut off supply of oil to the hoist cylinders. This pre-
If at any time the resistance to the flow of the pump
vents maximum extension of the hoist cylinders.
oil coming into the inlet section causes the pressure
to increase to 2500 psi (17,238 kPa), the pilot pres-
sure against hoist relief valve (1) causes it to open
and allow flow to exit out port (23) to the brake cool-
ing circuit and to return to the tank.
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the cyl-
inders. Initially, the rod end spool (7) ports are
closed. As the returning oil entering port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through ports (15), through the pilot
valve spool, and out port (10) of the pilot valve to the
bleeddown manifold and to the tank.
No pressure is present on the top of spool (7). Cylin-
der return pressure passes through the check-poppet
in the bottom of spool (7) to build pressure under the
spool which moves the spool upward compressing
the top spring. This movement allows the returning
cylinder oil to flow into the low pressure passage (20)
to the primary low pressure relief valve (22). Approxi-
mately 26 psi (179 kPa) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
L7-10 Hoist Circuit L07023
FIGURE 7-6. POWER UP POSITION
1. Hoist Relief Valve (2500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1500 psi) 24. Overcenter Manifold
L07023 Hoist Circuit L7-11
Hold Operation
(Figure 7-7)
The pilot valve spool is positioned to allow the pilot Both pilot ports (14 & 15) in the pilot valve are closed
supply oil entering port (12) to return to the tank by the pilot valve spool. In this condition pressure is
through port (10). Pilot supply pressure in ports (12) equalized on each end of each main spool (7 & 8)
then decreases to no pressure allowing flow control allowing the springs to center the spools and close all
valve (2) to open and route the incoming pump oil to ports to trap the oil in the cylinders and hold the body
the brake cooling circuit through port (23) and back in its current position.
to the tank.
L7-12 Hoist Circuit L07023
FIGURE 7-7. HOLD POSITION
1. Hoist Relief Valve (2500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1500 psi) 24. Overcenter Manifold
L07023 Hoist Circuit L7-13
Power Down Operation
(Figure 7-8)
When the operator moves the lever to lower the As oil attempts to return from the head end of the
body, the hoist pilot valve is positioned to direct the hoist cylinders, it initially encounters the closed head
pilot supply oil in ports (12) through ports (15) to the end spool (8). Pressure increases on the bottom end
top of the rod end spool (7). of the spool causing it to move upward. This allows
the returning oil to go into the low pressure passage
Pilot pressure increases to move the spool down
(20), build up 26 psi (179 kPa) to open the primary
compressing the bottom spring. Movement of the
low pressure relief (3), and exit the hoist valve
spool connects the high pressure passage (19) to the
through port (10) to the tank.
rod end (annulus area) of the hoist cylinders. At the
same time, the flow control valve (2) is forced to As the body descends and the hoist limit solenoid is
close as pilot pressure increases thus directing the no longer activated, the pilot operated check valve is
incoming pump oil to the hoist cylinders through no longer necessary.
spool (7) and check valve in the overcenter manifold
rather than back to the tank. Oil flow to the brake
cooling circuit ceases when the flow control valve
closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
therefore closing the raise port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open the pilot operated check valve (21)
located in the bleeddown manifold so the pilot pres-
sure in ports (14) is open to tank through the Pilot
valve spool.
L7-14 Hoist Circuit L07023
FIGURE 7-8. POWER DOWN POSITION
1. Hoist Relief Valve (2500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1500 psi) 24. Overcenter Manifold
L07023 Hoist Circuit L7-15
Float Operation
(Figure 7-9)
When the operator releases the lever as the body The 26 psi (179 kPa) in the low pressure passage
travels down, the hoist pilot valve spool returns to the causes oil to flow to the rod end of the cylinders to
FLOAT position. In this position all ports (10, 12, 14, keep them full of oil as they retract. When the body
& 15) are common with each other. Therefore, the reaches the frame and there is no more oil flow from
pilot supply oil is returning to tank with no pressure the cylinders, the main spools center themselves and
build-up thus allowing the flow control valve (2) to close the cylinder ports and the high and low pres-
remain open to allow the pump oil to flow through sure passages.
hoist valve port (23) to the brake cooling circuit and
eventually returning to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14 & 15) in the pilot valve, there is no pressure
on the top of either main spool. The oil returning from
the head end of the hoist cylinders builds pressure
on the bottom of the head end spool (8) exactly like
in POWER DOWN allowing the returning oil to trans-
fer to the low pressure passage (20). The back pres-
sure in the low pressure passage created by the
primary low pressure relief valve (22) causes pres-
sure under the rod end spool (7) to move the spool
upward. This connects the low pressure passage to
the rod end of the hoist cylinders.
L7-16 Hoist Circuit L07023
FIGURE 7-9. FLOAT POSITION
1. Hoist Relief Valve (2500 psi) 9. Head End Work Port 17. Anti-void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure Valve 11. Supply Port 19. High Pressure Passage
(250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Valve
6. Hoist Cylinders 15. Down Pilot Port (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1500 psi) 24. Overcenter Manifold
L07023 Hoist Circuit L7-17
NOTES
L7-18 Hoist Circuit L07023
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-8
FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
L08032 Hoist Circuit Component Repair L8-1
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-17
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18
Assembly - Quill and Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21
OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22
DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
L8-2 Hoist Circuit Component Repair L08032
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE move hoist lever to LOWER position to allow
body to lower against safety cable and relieve
Removal hoist cylinder pressure.
3. Thoroughly clean the exterior of the hoist
valve.
4. Mark, disconnect and cap or plug all line con-
Relieve pressure before disconnecting hydrau- nections to help prevent hydraulic oil contami-
lic lines. Tighten all connections securely before nation. Refer to Figure 8-1.
applying pressure. 5. Remove capscrews and lockwashers secur-
ing the hoist valve (5, Figure 8-1).
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury
and possibly death if proper medical treatment
by a physician familiar with this type of injury is The hoist valve weighs approximately 425 lbs.
not received immediately. (193 Kg). Use a suitable lifting device that can
handle the load safely.
1. Ensure adequate overhead clearance and
raise truck body. Secure body in raised posi- 6. Attach a lifting device to the hoist valve and
tion with safety cable. remove valve from truck.
2. Using standard procedures, shut down engine 7. Move the hoist valve to a clean work area for
and turn key switch to the off position. Slowly disassembly.
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
FIGURE 8-1. HOIST VALVE & PIPING
L08032 Hoist Circuit Component Repair L8-3
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove the four tie rod nuts and washers (5,
Figure 8-2) from one end of the valve. Slide the
tie rods from the valve and separate the sec-
tions.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
FIGURE 8-1. HOIST VALVE ASSEMBLY 3. Lubricate the new O-rings lightly with multipur-
1. Inlet Section (Rear) 4. Inlet Section (Front) pose grease. Replace O-rings between sec-
2. Spool Section 5. Nuts and Washers tions. Stack the sections together making sure
(Work Ports) 6. Tie Rods O-rings between the sections are properly posi-
3. Spool Section 7. Tube tioned.
(Tank Ports) 8. Separator Plate
4. Install the four tie rods with the dished washer
Installation between the nut and housing (Figure 8-3).
5. A torque wrench should be used to tighten the
1. Attach a suitable lifting device that can handle
nuts in the pattern shown in Figure 8-4. The tie
the load safely to the hoist valve. Move the hoist
rods should be tightened evenly to 105 ft. lbs.
valve into position and secure in place with cap-
(142 N.m) torque in the following sequence:
screws, nuts and lockwashers. Tighten cap-
screws to standard torque. a. Tighten nuts evenly to 15 ft. lbs. (20 N.m)
torque in order 1, 4, 2, 3.
Note: Valve should be positioned with separator plate
(8, Figure 8-2) toward front of truck. b. Tighten nuts evenly to 32 ft. lbs. (43 N.m)
2. Using new O-rings at the flange fittings, connect torque in order 1, 4, 2, 3.
hydraulic lines. Tighten flange capscrews to c. Tighten nuts evenly to 105 ft. lbs. (142 N.m)
standard torque. Refer to Figure 8-1 for hydrau- torque in order 1, 4, 2, 3.
lic line location.
3. Connect pilot supply lines, tighten fittings
securely.
4. Start the engine. Raise body and remove safety
cable. Lower and raise body to check for proper
operation. Observe for leaks.
5. Service hydraulic tank if necessary.
FIGURE 8-3. TIGHTENING SEQUENCE
FIGURE 8-2. TIE ROD INSTALLATION
L8-4 Hoist Circuit Component Repair L08032
FIGURE 8-4. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 8. O-Rings 12. Springs
2. Inlet Cover 6. Sleeve 9. Inlet Valve Body 13. Cover
3. Spring (Orange) 7. Secondary Low 10. O-Rings 14. Capscrews
4. Flow Control & Main Pressure Relief 11. Check Valves
Relief Valve
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 8-5. 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
L08032 Hoist Circuit Component Repair L8-5
Cleaning and Inspection REAR SPOOL SECTION (Work Ports)
1. Discard all O-rings and backup rings. Clean all
Disassembly
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion. NOTE: It is not necessary to remove the inlet
Inspect poppet seating surfaces for nicks or sections (1 or 4, Figure 8-2) to accomplish spool
excessive wear. All seats must be sharp and section (2 or 3) disassembly.
free of nicks. 1. Match mark or identify each part when removed
3. Inspect all bores and surfaces of sliding parts in respect to its location or respect to its mating
for nicks, scores or excessive wear. bore to aid reassembly.
4. Inspect poppets in their respective bore for fit. 2. Remove capscrews and lift spool section cover
Poppets should move freely, through a com- (1, Figure 8-9) from housing.
plete revolution, without binding. 3. Remove poppet (1, Figure 8-7) from spool
5. Inspect fit and movement between sleeve and cover. Remove and discard O-ring (3).
low pressure relief valve.
NOTE: The poppet (1) contains a small steel ball. Do
Assembly not misplace.
4. Remove and discard O-rings (4 & 5, Figure 8-
1. Coat all parts including housing bores with
8).
clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease. 5. Remove restrictor poppet (1). Remove and dis-
card O-ring (2) and backup ring (3), if used.
2. If restrictor poppet (2, Figure 8-6) was removed,
Note the position of the restrictor when removed
reassemble in the order shown.
to insure correct reassembly.
3. Install check valves (11, Figure 8-5) in their
6. Remove spool assembly (20, Figure 8-9). Note
respective bores. Install springs (12).
the color of the lower spring (blue) to insure
4. Install O-rings (10), and cover (13). Install cap- proper location during reassembly. Also note
screws (14). Tighten capscrews to 60 ft. lbs. the “V” groove on top end of spool.
(81 N.m) torque.
5. Install secondary low pressure relief (7) in
sleeve (6) and install assembly in housing (9).
Install flow control/main relief valve (4). Install
springs (3 & 5). Install cover (2). Install cap-
screws (1). Tighten capscrews to 60 ft. lbs. (81
N.m) torque. Connect external tube, tighten
nuts to 25 ft. lbs. (34 N.m) torque.
FIGURE 8-7. RESTRICTOR POPPET REMOVAL
1. Restrictor Poppet 4. O-Ring
2. O-ring * 5. O-Ring
3. Backup Ring *
FIGURE 8-6. POPPET AND BALL *Note: Items 2 and 3 not used on all valves.
1. Poppet 3. O-Ring
2. Steel Ball
L8-6 Hoist Circuit Component Repair L08032
FIGURE 8-8. WORK PORTS SPOOL SECTION ASEMBLY
1. Spool Cover 9. Restrictor Poppet 17. O-Ring
2. Spring Seat 10. O-Ring 18. Poppet
3. Plug 11. Spring 19. Spool Cover
4. O-Ring 12. Restrictor Poppet (Red) 20. Spool Assembly
5. O-Ring 13. Spool Housing 21. Restrictor Poppet (Green)
6. Poppet 14. Spool Assembly 22. Restrictor Poppet (White)
7. Ball 15. Spool End
8. O-Ring 16. Spring (Blue)
L08032 Hoist Circuit Component Repair L8-7
Assembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with
POPPET ORIFICE clean hydraulic oil. Install O-rings in spool hous-
COLOR DIAMETER DRILL SIZE ing. Install poppet (18). Install cover (19) and
secure in place with capscrews. Tighten cap-
Red .140 in. (3.556 mm) #28
screws to 60 ft. lbs. (81 N.m) torque.
Green .093 in. (2.362 mm) #42
2. Install spring (11, Figure 8-9) in spool (20).
White .063 in. (1.6 mm) #52 Install spring seat (2). Apply Loctite to the
FIGURE 8-9. POPPET IDENTIFICATION threads of spool end (15). Install spool end and
tighten to 25 ft. lbs. (34 N.m) torque. Install
Green poppet (21). Apply Dri-loc #204 to the
7. Remove plug (3) from end of spool. Remove threads of plug (3). Install plug and tighten to 15
spring seat (2) and spring (11). Remove poppet ft. lbs. (20 N.m) torque.
(21) and spool end (15).
NOTE: Poppets 12, 21 and 22 may be color coded
NOTE: Pay special attention to poppets (12, 21 and and must be installed in their original location.
22 Figure 8-9) during removal to ensure proper 3. Repeat step 2 for the opposite end of spool (20)
location during reassembly. Poppets may be to install spring, spring seat, and spool end.
identified with a colored dot (Red, Green or white). If Make certain spring (16) is blue in color. (A pop-
poppets are not color coded, use the chart in Figure pet and plug are not installed in lower end.)
8-10 and the specified drill bit to measure orifice
diameter for identification. 4. Lubricate spool assembly and carefully install in
spool housing as shown in Figure 8-11. Make
8. Repeat step 7 to disassemble opposite end of certain the “V” groove (1) in spool assembly (2)
spool (20). Note there is no plug or restrictor is positioned up as noted.
poppet in opposite end and the spring is blue.
5. Install spring (11, Figure 8-9) in top (grooved)
9. Remove spool assembly (14). At top end of end of remaining spool (14). Install spring seat
spool, remove plug (3). Remove spring seat (2) (2). Apply Loctite to the threads of spool end
and spring (11). Remove poppet (12) and spool (15). Install spool end and tighten to 25 ft. lbs.
end (15). (34 N.m) torque. Install Red poppet (12). Apply
10. At opposite end, remove plug (3), spring seat Dri-loc #204 to the threads of plug (3). Install
(2) and spring (16). Remove restrictor poppet plug and tighten to 15 ft. lbs. (20 N.m) torque.
(22) and spool end (15). 6. Repeat step 5 for the bottom end of spool (14).
11. Remove cover (19), remove O-rings (4, 5 & 10). Install spring (16) which is blue in color, spring
Remove poppet (18). seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 25 ft. lbs. (34 N.m) torque. Install
White poppet (22). Apply Dri-loc #204 to the
Cleaning and Inspection
threads of plug (3). Install plug and tighten to 15
1. Discard all O-rings and backup rings. Clean all ft. lbs. (20 N.m) torque.
parts in solvent and blow dry with compressed 7. Lubricate the assembled spool and install in
air. spool housing as shown in Figure 8-11. Make
2. Inspect all springs for breaks or distortion. certain the “V” groove is in the up position.
Inspect poppet seating surfaces for nicks or
NOTE: Spools (14, Figure 8-9) and (20) are
excessive wear. All seats must be sharp and
physically interchangeable. Make sure spool (14) is
free of nicks.
installed toward the base port of the spool housing.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely through a com-
plete revolution without binding.
L8-8 Hoist Circuit Component Repair L08032
FRONT SPOOL SECTION (Tank Ports)
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 or 4, Figure 8-2) to accomplish spool
section disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove capscrews and lift spool section cover
(4, Figure 8-12) from housing.
3. Remove and discard O-rings (5 & 6).
4. Remove capscrews and remove bottom cover
(9) from spool housing. Remove and discard O-
rings.
5. Remove springs (8). Push spools (7) out of
housing bores.
FIGURE 8-10. SPOOL INSTALLATION
1. “V” Groove 3. Work Ports Spool Cleaning and Inspection
2. Spool Assembly Section
1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
8. If used, install O-ring (2, Figure 8-8) and backup 2. Inspect springs for breaks or distortion.
ring (3) on restrictor poppet (1). Install poppet in
3. Inspect housing bores and surfaces of spools
spool housing as shown in Figure 8-9.
for nicks, scoring or excessive wear.
9. Install new O-rings (4, 5 & 10).
10. Install new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make certain the small Assembly
steel ball (7) is installed in poppet. Install poppet
1. Lubricate spools (7, Figure 8-12) with clean
in cover (1).
hydraulic oil and re-install in their original bores.
11. With new O-rings (4, 5 & 10) installed, position Install springs (8).
cover (1) over spool housing. Secure cover in 2. Lubricate O-rings (5 & 6) with clean hydraulic
place with capscrews. Tighten capscrews to 60 oil. Install O-rings in bottom of spool housing.
ft. lbs. (81 N.m) torque. Install bottom cover (9) and secure in place with
Note: Cover must be positioned according to match capscrews. Tighten capscrews to 60 ft. lbs. (81
marks made during disassembly. Do not reverse N.m) torque.
cover position. 3. Lubricate O-rings (5 & 6) and install in top of
spool housing. Install top cover (4) and secure
in place with capscrews. Tighten capscrews to
60 ft. lbs. (81 N.m) torque.
4. If removed, install plugs (2) with new O-rings
(3).
L08032 Hoist Circuit Component Repair L8-9
FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY
1. Spool Housing 4. Spool Cover 7. Spool
2. Plug 5. O-Ring 8. Spring
3. O-Ring 6. O-Ring 9. Spool Cover
L8-10 Hoist Circuit Component Repair L08032
HOIST PILOT VALVE Installation
1. Place the hoist pilot valve (1, Figure 8-13) into
Removal
position on the mounting bracket. Secure valve
1. Place the hoist control lever in the body down in place with mounting hardware (2).
position. Make certain the body is in the full
2. Position hydraulic lines (3) over valve ports
down position and resting on the frame.
and assemble fittings. Tighten hydraulic line
Release the hoist control lever to return the
connections securely.
hoist valve spool to the FLOAT position.
3. Place hoist control lever in spring-centered
2. Disconnect hydraulic lines (3, Figure 8-13) at
position. Adjust pilot valve spool until the cen-
the hoist pilot valve (1) located in the hydraulic
terline of the cable attachment hole extends
components cabinet at the rear of the cab.
1.16 in. (29.5 mm) from the face of the valve
Remove capscrews (5).
body.
3. Loosen and unthread jam nut (8). Unthread
4. Align control cable eye with pilot valve spool
sleeve (9) until cotter pin (6) and pin (10) are
hole and insert pin (10). Secure pin in place
exposed.
with cotter pin (6).
4. Remove cotter pin and pin.
5. Thread sleeve (9) upward until contact is
5. Remove the hoist pilot valve mounting hard- made with valve body. Move flange (4) into
ware (2) and remove valve from cabinet. Refer position and secure in place with capscrews
to hoist pilot valve disassembly for repair (5).
instructions.
6. Thread jam nut (8) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
FIGURE 8-12. HOIST PILOT VALVE & PIPING
(Located in Hydraulic Components Cabinet)
1. Hoist Pilot Valve 4. Flange 7. Control Cable 10. Pin
2. Mounting Hardware 5. Capscrew 8. Jam Nut
3. Hydraulic Tubes 6. Cotter Pin 9. Sleeve
L08032 Hoist Circuit Component Repair L8-11
Disassembly
2. Remove machine screw (15, Figure 8-14) seal
1. Thoroughly clean the exterior of the valve. plate (16), wiper (13) and O-ring (12).
Match mark components to assure proper reas- 3. Remove snap ring (1), capscrews (6), cap (24),
sembly. spacer (23), and detent sleeve (22). Detent
Balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-15) from the
spool housing (1).
8. Match mark the inlet and outlet housings in rela-
tionship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8 &10, Figure 8-14) and remove
tie rods (9). Separate the valve housings.
Remove O-ring (11). Remove the poppet check
and spring located on the outlet housing side of
the spool housing, from the spool housing.
FIGURE 8-13. HOIST PILOT VALVE
1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
10. Nut 24. Cap FIGURE 8-14. RELIEF VALVE
11. O-Ring 25. Seal Retainer 1. Spool Housing 4. To Hoist Valve
12. O-Ring 26. Wiper 2. Relief Valve (Rod End)
13. Wiper 27. O-Ring 3. Supply Port 5. To Hoist Valve
14. Spool (Base End)
L8-12 Hoist Circuit Component Repair L08032
Cleaning and Inspection
1. Clean all parts including housings in solvent 5. Install tie rods. Install tie rod nuts. Tighten tie
and blow dry with compressed air. rod nuts to the torques shown in Figure 8-16.
2. Inspect seal counter bores, they must be free of 6. Install a new O-ring (27, Figure 8-14) and wiper
nicks or grooves. (26). Install seal retainer (25).
3. Examine springs for breaks or distortion. 7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
4. Inspect spool (14, Figure 8-14). The spool must
pressure will be required to compress the
be free of longitudinal score marks, nicks or
detent spring. Tighten detent pin to 84-96 in.
grooves.
lbs. (9-11 N.m) torque. Install spring (20). Care-
5. Test spool (14) in spool housing for fit. Spool fully install spool into spool housing.
must fit freely and rotate through a complete
8. Apply grease to the cross holes of the detent
revolution without binding.
pin (3) to hold balls (21) and (2).
NOTE: The spool housing (17), spool (14), inlet 9. Slide detent sleeve (22) into cap (24) and place
housing (18) and outlet housing (7) are not serviced over a punch. Using this punch, depress ball
separately. Should any of these parts require (21) and insert balls (2) in detent pin cross
replacement, the entire control valve must be holes.
replaced.
10. While holding down on ball (21), slide detent
Assembly sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
1. Thoroughly coat all parts including housing
sleeve (22) until it contacts spring seat (19).
bores with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed 11. Secure cap (24) in place with capscrews (6).
follow steps 3 through 5 for reassembly. Tighten capscrews (6) to 5 ft. lbs. (7 N.m)
torque. Install spacer (23) and snap ring (1).
3. Install check poppet (2, Figure 8-16) and spring
(3) in spool housing (1). 12. Install a new O-ring (12) and wiper (13). Install
seal plate (16). Install machine screws (15).
4. Install new O-ring (4) in spool housing. Place
the inlet and outlet housings on the spool hous- 13. Using new O-rings, install relief valve (2, Figure
ing. 8-15) in spool housing.
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY
1. Spool Housing 4. O-ring FIGURE 8-16. TIE ROD NUT TORQUE
2. Check Poppet 5. Outlet Housing 1. Nut 4. Tie Rod
3. Spring 2. Tie Rod 5. Outlet Housing
3. Nut
L08032 Hoist Circuit Component Repair L8-13
HOIST CYLINDERS
5. Carefully lower cylinder until it lays against the
Removal inside dual tire. The hoist cylinder weighs
approximately 2500 lbs. (1135 kgs). Attach a
suitable lifting device that can handle the load
safely to the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
Relieve pressure before disconnecting hydraulic cylinder from extending during handling.
lines. Tighten all connections securely before 7. At the lower mount, straighten lock plate tabs to
applying pressure. allow capscrew removal. Remove all capscrews
(1, Figure 8-19), locking plate (2) and retainer
Hydraulic fluid escaping under pressure can plate (3).
have sufficient force to enter a person's body by 8. Carefully remove cylinder from frame pivot by
penetrating the skin and cause serious injury and pulling outward. Move cylinder to a clean area
possibly death if proper medical treatment by a for disassembly.
physician familiar with this type of injury is not
received immediately. NOTE: Do not lose spacer (6, Figure 8-19) between
cylinder bearing and frame.
1. Insure engine and key switch have been “Off”
for at least 90 seconds to allow accumulator to 9. Clean exterior of the cylinder thoroughly.
bleed down. Be certain the park brake is
applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove capscrew and lockwashers from
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement.
The hoist cylinder weighs approximately 2500
lbs. (1135 kg). Some means of support is neces-
sary to prevent it from falling or causing injury
when removing from the truck. Use a suitable lift-
ing device that can handle the load safely.
4. At the upper mount, remove self-locking nut (4,
Figure 8-18) from pin retaining capscrew.
Remove capscrew (5). Use a brass drift and
hammer to drive pin (1) from bore of mounting
bracket.
FIGURE 8-17. HOIST CYLINDER UPPER MOUNT
1. Pin 4. Locknut
2. Retainer Ring 5. Capscrew
3. Bearing
L8-14 Hoist Circuit Component Repair L08032
Installation
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 2500 lbs.
(1135 kg). Use a suitable lifting device that can
handle the load safely.
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug on top,
toward the front of the truck. Install spacer (6,
Figure 8-19). Align bearing eye with pivot point
and push cylinder into place.
2. Install retaining plate (3), locking plate (2),and
capscrews. Tighten capscrews to 220 ft. lbs.
(298 N.m) torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-18.
4. Align retaining capscrew hole in pin with hole in
mounting bracket and install pin. Install cap-
screw (5) and self-locking nut (4) and tighten to
standard torque.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports
and install flange clamps. Secure clamps with
capscrews and lockwashers. Tighten cap-
screws to standard torque.
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings. FIGURE 8-18. HOIST CYLINDER LOWER MOUNT
7. Start engine, raise and lower body several
times to bleed air from cylinder. Check for 1. Capscrew 4. Retainer Ring
proper operation and inspect for leaks. 2. Lock Plate 5. Bearing
8. Service hydraulic tank if necessary. 3. Retainer 6. Spacer
L08032 Hoist Circuit Component Repair L8-15
1. Rod & Third Stage
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Seal
25. Cushion
FIGURE 8-19. HOIST CYLINDER ASSEMBLY
L8-16 Hoist Circuit Component Repair L08032
Disassembly
1. If removal of the hoist cylinder eye bearings is NOTE: As internal parts are exposed during
necessary, remove retainer ring (4, Figure 8-19) disassembly, protect machined surfaces from
and press out bearing (5). scratches or nicks.
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180°.
8. Rotate the cylinder housing 180°. Remove the
3. Position cylinder with the cover (10, Figure 8- retainer installed in step 6.
20) mounting eye at the top. Remove cap-
9. Fabricate a round disc 12.5 in. (318 mm) in
screws (11) and lockwashers retaining the
diameter 0.38 in. (10 mm) thick with a 0.56 in.
cover to the housing (4).
(14 mm) hole in the center. Align the disc over
4. Install two 0.88 in. dia. x 9 in. long, threaded the second (2) and first (3) stage cylinders at
capscrews into the two threaded holes in the the bottom of the cylinder housing.
cover (10). Screw the capscrews in evenly until
the cover can be removed. Lift cover straight up 10. Insert a 0.50 in. (13 mm) dia. x 53 in. (1350 mm)
until quill assembly (22) is clear. Remove O-ring threaded rod through the top and through the
(12) and backup ring (23). hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
5. Remove capscrews (7) and plate (5) attaching
the rod bearing retainer (6) to the rod (1). 11. Screw a lifting eye on the top end of the rod.
Remove the seal (8). Attach it to a lifting device and lift the second
6. Fabricate a retainer bar using a 1/4" x 1" x 18" and first stage cylinders out of the housing.
(6 x 25 x 460 mm) steel flat. Drill holes in the 12. Remove lifting tools from the second and first
bar to align with a pair of tapped holes spaced stage cylinder assembly.
180° apart in the housing. Attach bar to housing
13. Slide the second stage cylinder (2) down inside
using capscrews (11).
the first stage cylinder (3). Remove snap ring
NOTE: A retainer bar is required to prevent the first (9) from inside the first stage cylinder.
and second stage cylinders from dropping out when
14. Remove second stage cylinder from first stage
the housing is inverted.
cylinder by sliding it out the top.
7. Rotate the cylinder assembly 180°, to position
15. Remove all old bearings, O-rings, and seals
the lower mounting eye at the top. Hook a lifting
from the hoist cylinder parts.
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the cyl-
inder housing. Remove cushioin (25).
L08032 Hoist Circuit Component Repair L8-17
Cleaning and Inspection
NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. The quill (2, Figure 8-21) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-21) and applying a
tightening torque of 1000 ft. lbs. (1356 N.m).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in “Quill Instal- FIGURE 8-20. QUILL INSTALLATION
lation”.
5. When a cylinder assembly is dismantled, the 1. Cap Assembly 2. Quill Assembly
capscrews (7, Figure 8-20) should be checked
carefully for distress and, if in doubt, replace
them. NOTE: SS1143 Tightening Tool can be made
locally. Request the following drawings from your
Area or Regional Service Manager:
SS1143 Tightening Tool - Assembly Drawing
• SS1144 - Square Tube (3.50" x 3.50" x 0.19"
wall x 2.0" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
• SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall x 15.50" long)
• SS1147 - Tube, Brass (1.75"O.D. x 1.50"
I.D.x 13.50" long)
• SS1148 - Square Cut (2.50" x 2.50" x 0.75"
thick)
• SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
All materials are 1020 Steel except SS1147.
L8-18 Hoist Circuit Component Repair L08032
Assembly - Quill and Cylinder
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
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.
* Note: If “LOCQUIC® Primer T” (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure 8-
22.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2000 ft. lbs. (2712 N.m)
torque after the tack welds are ground off. FIGURE 8-21. PLUG & CHECK BALL
INSTALLATION
1. Cap Assembly 3. Plug
2. Quill Assembly 4. Check Ball
L08032 Hoist Circuit Component Repair L8-19
Installation Of Check Balls And Plugs In Quill 1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
The check balls (4, Figure 8-22) in the side of the (free of oil and solvent).
quill assembly (2) are held in place with threaded
plugs (3). 2. Use Loctite “LOCQUIC® Primer T” (TL8753,
or equivalent), and spray mating threads of
If a plug is missing and the check ball is not found in both plugs (3, Figure 8-22) and quill assembly
the cylinder, the opposite side hoist cylinder and the (2). Allow primer to dry 3 to 5 minutes.
plumbing leading to the hoist valve should be exam- 3. Apply Loctite Sealant #277 (VJ6863, or equiv-
ined for damage. The hoist valve itself should also alent) to mating threads of both plugs and quill
be checked to see if the ball or plug has caused assembly.
internal damage to the spool. Peening of the necked
down sections of the spool may result. Spool stick- 4. Place check balls (4) in quill tube (2) and
ing may also occur under these circumstances. install plugs (3) with concave side facing ball.
Using SS1158 tool, tighten plugs to 70 ft.lbs.
Refer to Figure 8-23 for SS1158 tool that can be (95 N.m) torque. Allow parts to cure for 2*
made for installing or removing the check ball plugs. 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.
FIGURE 8-22. SS1158 PLUG INSTALLATION & REMOVAL TOOL
L8-20 Hoist Circuit Component Repair L08032
Assembly of Cylinder 12. Lubricate capscrews (1, Figure 8-24) with a lith-
ium base grease. Install capscrews and plate
1. Install seals (15, Figure 8-20) and bearing (14)
(2) and tighten to 575 ft. lbs. (780 N.m) torque.
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil (Type C-4).
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the sec-
ond stage to protrude far enough to install the
snap ring (9) on the inside of the first stage cyl-
inder.
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13 & 24) on the first stage cyl-
inder (3). Lift and align this assembly over the
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180° to position the lower mounting eye at the
top.
7. Install bearings (19) and buffer seal (18), rod FIGURE 8-23. 3rd STAGE PISTON
seal (20) and rod wiper (21) in the second stage 1. 12 Pt. Capscrew 3. Piston
cylinder (2). 2. Plate
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). Install cushion (25)
on rod with chamfered corner towards rod eye.
Lower the rod into the housing. Lubricate the
rod with hydraulic oil. 13. Install O-ring (12, Figure 8-20) and backup ring
9. Rotate housing 180° to position the cover end (23) on cover (10). Align and lower cover onto
at the top. Remove retainer installed in Step 5. housing (4). Lubricate capscrews (11), install
Install bearings (17) and seal (16) on the rod capscrews and lockwashers. Tighten cap-
bearing retainer (6). screws to 500 ft. lbs. (678 N.m) torque.
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.
NOTE: Check capscrews (1, Figure 8-24) carefully
for distress and, if in doubt, replace them with new
parts.
L08032 Hoist Circuit Component Repair L8-21
OVERCENTER VALVE MANIFOLD
The overcenter valve manifold is located to the rear
of the hoist valve. The internal counterbalance valve
relieves excessive pressure that can develop in the
annulus area of the hoist cylinders if the load sticks to
the tail of the body as the body goes overcenter while
dumping.
Figures 8-24 through 8-26 show the proper place-
ment of the O-rings and backup-rings on the needle
valve, counterbalance valve and the cavity plug.
For information on how the overcenter valve func-
tions, see “Hoist Circuit Operation”, this section. For
adjusting of the counterbalance valve, refer to the
“Hydraulic Checkout Procedure” in this Section. FIGURE 8-26. CAVITY PLUG
1. O-Rings 2. Backup-Rings
FIGURE 8-24. NEEDLE VALVE
1. O-Rings 2. Backup-Rings
FIGURE 8-25. COUNTERBALANCE VALVE
1. O-Rings 2. Backup-Rings
L8-22 Hoist Circuit Component Repair L08032
DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to raise the body of the "disabled" truck to dump the
load.
In the example below, Figure 8-27 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 930E, or a different Komatsu
model.
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.
L08032 Hoist Circuit Component Repair L8-23
NOTES:
L8-24 Hoist Circuit Component Repair L08032
SECTION L9
HYDRAULIC SYSTEM FILTERS
INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
L09008 Hydraulic System Filters L9-1
NOTES
L9-2 Hydraulic System Filters L09008
HYDRAULIC SYSTEM FILTERS
HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the
back of the fuel tank below the right frame rail. The
filter provides secondary filtering protection for
hydraulic oil flowing to the hoist valve and hoist cir-
cuit components.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 psid (240 kPa) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 50 psid (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may illuminate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service, for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement
FIGURE 9-1. HOIST CIRCUIT FILTER
Relieve pressure before disconnecting hydraulic
and lines. Tighten all connections before apply- 1. O-Ring 8. Set Screw
ing starting the machine. 2. Pressure Tap 9. Filter Element
3. Filter Head 10. Bowl
Hydraulic fluid escaping under pressure can 4. O-Ring 11. Drain Plug
have sufficient force to enter a person's body by 5. Indicator Switch 12. O-Ring
penetrating the skin and cause serious injury and 6. O-Ring 13. Bottom Plug
possibly death if proper medical treatment by a 7. Backup Ring
physician familiar with this injury is not received
immediately.
L09008 Hydraulic System Filters L9-3
Removal - Hoist Circuit Filter Installation - Hoist Circuit Filter
1. With the key switch OFF allow at least 90 sec- 1. Install new element (9). Install new O-ring (6)
onds for the accumulators to bleed down. and backup ring (7).
2. Remove drain plug (11, Figure 9-1). Remove 2. Install bowl on filter head and tighten. Lock in
bottom plug (13) and drain oil from the housing place with setscrew (8).
into a suitable container. 3. Install bottom plug (13), and drain plug (11).
Indicator Switch - Hoist Circuit Filter
Take care to avoid contact with hot oil if truck
has been operating. Avoid spillage and contami- The indicator switch (5, Figure 9-1) is factory preset
nation! to actuate at 35 psid (240 kPa). The switch and warn-
ing light should be routinely tested as a part of the
regular vehicle maintenance program. Refer to Indi-
3. Loosen setscrew (8). Remove bowl (10). cator Switch Test Procedure in this section.
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
L9-4 Hydraulic System Filters L09008
STEERING CIRCUIT FILTER
The steering circuit filter (Figure 9-2) is located on
the inboard side of the fuel tank. The filter provides
secondary filtering protection for hydraulic oil flowing
to the bleeddown manifold valve for the steering and
brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 ± 5 psid (240 ± 35
kPa) to actuate a warning lamp on the overhead dis-
play panel. Actual filter bypass occurs at 50 psi (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure. FIGURE 9-2. STEERING CIRCUIT FILTER
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.
L09008 Hydraulic System Filters L9-5
Removal - Steering Circuit Filter INDICATOR SWITCH
1. With the key switch OFF allow at least 90 sec- The hydraulic filter indicator switch is factory preset
onds for the accumulators to bleed down. to actuate at 35 ± 5 psid (240 ± 35 kPa). Switch
2. Remove drain plug (9, Figure 9-2) and drain oil adjustment is not necessary or recommended, how-
from the housing into a suitable container. ever the switch and warning lamp should be tested
periodically for proper operation. The indicator switch
is not repairable and if inoperative, replace switch
assembly.
Figure 9-3 shows a pressure switch tester and Figure
Use care to avoid contact with hot oil if the truck 9-4 shows a test block to accept the switch during
has been operating. Avoid spillage and contami- testing. The test block may be fabricated as shown.
nation!
3. Remove bowl (7) and element (6).
4. Remove and discard O-ring (5) on filter bowl. Test Procedure
5. Clean bowl in solvent and dry thoroughly. 1. With the key switch OFF allow at least 90 sec-
onds for the accumulators to bleed down.
Installation - Steering Circuit Filter 2. Disconnect wiring harness and remove switch
1. Install new element (6). Install new O-ring (5) from filter head.
on bowl. 3. Install switch in test block. Connect pressure
2. Install bowl on filter head and tighten. tester to pipe nipple. Reconnect wires to switch.
3. Install drain plug (9), and O-ring (8). 4. Turn key switch on. Pump up pressure to test
block while observing tester gauge and hydrau-
Indicator Switch - Steering Circuit Filter lic oil filter warning light in cab. Light should turn
The indicator switch (1, Figure 9-2) is factory preset on at 35 ± 5 psi (240 ± 34.5 kPa). If not, test
to actuate at 35 ± 5 psid (240 ± 35 kPa). The switch bulb and switch as follows:
and warning light should be routinely tested as a part a. If lamp fails to light, remove wire (circuit #39)
of the regular vehicle maintenance program. Refer to from switch and short to ground. If warning
Indicator Switch Test Procedure in this section. lamp does not light, replace bulb.
b. If lamp lights when wire #39 is grounded in
previous step, use an ohmeter to verify
switch contacts close at 35 ± 5 psid (240 ±
35 kPa).
5. If switch contacts fail to close, replace switch
assembly.
NOTE: The hydraulic filter warning lamp may be
activated by either the hoist or steering/brake circuit
filter indicator switches.
L9-6 Hydraulic System Filters L09008
The indicator switch tester may be ordered from:
Kent-Moore Heavy Duty Division
Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984
Phone: (313) 774-9500
FIGURE 9-3. INDICATOR SWITCH TESTER
Kent-Moore Part No. J-33884-4
FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK
L09008 Hydraulic System Filters L9-7
NOTES
L9-8 Hydraulic System Filters L09008
SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . L10-3
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Steering Control Unit and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10
Hoist Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
L10015 Hydraulic Check-out Procedure L10-1
NOTES
L10-2 Hydraulic Check-out Procedure L010015
HYDRAULIC CHECK-OUT PROCEDURE
GENERAL INFORMATION STEERING CIRCUIT CHECK-OUT &
The hydraulic check-out procedure is intended to ADJUSTMENT PROCEDURE
help the technician check, adjust, and diagnose The steering circuit hydraulic pressure is supplied
problems in the steering and hoist circuits. The tech- from the piston pump and steering accumulators.
nician should read the entire check-out procedure Some steering system problems, such as spongy or
prior to performing any steps to become familiar with slow steering or abnormal operation of the low steer-
the procedures and all the warnings and cautions. ing pressure warning light can sometimes be traced
The check-out procedure begins by checking the to internal leakage of steering components. If internal
basic system before checking individual compo- leakage is suspected, refer to Steering Circuit Com-
nents. ponent Leakage Test.”
Included on the last page is a data sheet to record NOTE: Excessive internal leakage within the brake
the information observed during the hydraulic system circuit may contribute to problems within the steering
check-out procedure. The data sheet is designed to circuit. Be certain that brake circuit leakage is not
be removed, copied, and used during the check-out excessive before troubleshooting steering circuit. For
procedure. Brake Circuit Test Procedure, refer to Section J,
* Steps indicated in this manner should be Brake System.
recorded on the data sheet for reference.
The steering circuit can be isolated from the brake
circuit by releasing all steering system pressure and
then releasing all pressure from the brake accumula-
tors and removing the brake system supply line (4,
Hydraulic fluid escaping under pressure can Figure 10-2) from the bleeddown manifold (see
have sufficient force to enter a person's body by WARNING). Plug the brake supply hose and cap the
penetrating the skin and cause serious injury, fitting at the bleeddown manifold to prevent high
and possibly death, if proper medical treatment pressure leakage.
by a physician familiar with this type of injury is
not received immediately.
Before disconnecting pressure lines, replacing Prior to checking the steering system, the hydraulic
components in the hydraulic circuits, or install- steering and brake systems must have the correct
ing test gauges, ALWAYS bleed down hydraulic accumulator precharge and be up to normal operat-
steering accumulator. ing temperatures. Refer to Steering Circuit Compo-
The steering accumulators can be bled down by nent Repair - Steering Accumulator Charging
shutting down the engine, turning key switch Procedure in this section of the manual for accumula-
“Off”, and waiting 90 seconds. Confirm the steer- tor charging instructions.
ing pressure is released by turning the steering
wheel; no front wheel movement should occur.
Bleed down brake system accumulators prior to
removing any hoses supplying oil to the brake
system. If the steering and brake pump has just been
installed, it is essential that the steering pump
case is full of oil prior to starting the engine.
Refer to Steering Circuit Component Repair -
Steering and Brake Pump, Section L6 for instruc-
tions.
The AC drive system rest switch, located on the
instrument panel, must be in the ON position and
the GF cutout switch in the CUTOUT position
during test procedures. (See Figure 3-1, page E3-
4, Propulsion System, for GF switch location.)
L10015 Hydraulic Check-out Procedure L10-3
Equipment Requirements
The following equipment will be necessary to prop-
erly check-out the hydraulic steering circuit
• Hydraulic schematic, refer to Section “R”.
• Two 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
• A graduated container marked to measure liquid
volume in cubic inches or milliliters.
Pump Pressure Control Adjustments
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place selector switch in NEUTRAL, apply the
parking brake and place the rest switch in the
ON position and the GF cutout switch in the
CUTOUT position. Shut down engine and turn
key switch off. Wait 90 seconds for the steering
accumulators to completely bleed down before
opening circuits to take leakage measurements,
to make repairs, or to install or remove a gauge. FIGURE 10-2. BLEEDDOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Pressure Test Port (TP2)
4. To Brake System
Be sure steering accumulator oil pressure has 5. Steering System Pressure Switch
been bled down. Turn the steering wheel; the 6. Steering Accumulator Bleeddown Solenoid
wheels should not move if all oil pressure has 7. Pressure Test Port (TP3)
been relieved. 8. Supply to Flow Amplifier
9. Return from Flow Amplifier
2. Check hydraulic oil level in tank and add oil if 10. To Front Steering Accumulator
required. Be certain suction line shut-off valves 11. To Rear Steering Accumulator
are open. 12. Relief Valve, 600 psi (4.1 MPa)
13. Relief Valve, 4000 psi (28.0 MPa)
14. Hoist Pilot Valve return
15. Return to Tank
16. Feedback Pressure to Unloader valve
17. Supply from Pump
3. Remove plug and install an accurate 5000 psi
(35,000 kPa) pressure gauge at the steering
pressure “GPA” test port (4, Figure 10-1)
located on the suction side of the pump. Install
a second 5000 psi (35,000 kPa) gauge in the
bleeddown manifold test port “TP2” (3, Figure
10-2).
4. Turn unloader valve adjustment screw (2, Fig-
ure 10-1) clockwise until it bottoms out.
5. Back out the pressure compensator adjustment
FIGURE 10-1. PUMP PRESSURE CONTROLS screw (3), by turning counterclockwise.
1. Stroke Adjustment 3. Compensator Adjust-
2. Unloader Adjustment ment
4. GPA Port
L10-4 Hydraulic Check-out Procedure L010015
6. Start engine and adjust pressure compensator Steering Control Unit and Flow Amplifier Leakage
(3) to obtain 3325 psi (22,923 kPa) on the pres- Test
sure gauge at the “GPA” pump port. Tighten 1. Disconnect the flow amplifier return line (9, Fig-
compensator jam nut. ure 10-2) at the bleeddown manifold. Plug the
* Record on Data Sheet port on the bleeddown manifold.
7. Shut down the engine and allow the accumula- 2. Disconnect steering control unit return line at
tors to bleed down. the flow amplifier. Install a plug in the open flow
8. Back out unloader valve adjustment screw (2, amplifier port. Do not turn steering wheel with
Figure 10-1) completely. hoses disconnected!
9. Start engine and allow pump pressure to build 3. Start engine and allow steering system to reach
until the pump unloads. normal operating pressure.
4. Measure leakage from flow amplifier return
NOTE: When the steering pump unloads, pump hose removed in step 1:
output pressure at the “GPA” pressure test port will
drop to approximately 200 to 400 psi (1380 to 2760 Maximum permissible leakage is 50 cubic
kPa). inches (820 ml) per minute.
If leakage is excessive, the flow amplifier
10. Steer the truck to cause the accumulator pres- should be repaired or replaced.
sure to drop until the pump loads.
* Record on Data Sheet
11. Observe increasing pressure readings on the
5. Measure leakage from steering control unit
gauge installed at the bleeddown manifold test
return hose removed in step 2:
port “TP2” (3, Figure 10-2).
Maximum permissible leakage is 10 cubic
When pressure increases to 3000 to 3050 inches (164 ml) per minute.
psi (20,680 to 21,025 kPa), adjust unloader If leakage is excessive, the steering control
valve by turning adjustment screw
valve should be repaired or replaced.
clockwise until the pump unloads and
pressure begins to decrease. * Record on Data Sheet
* Record on Data Sheet 6. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify
12. Steer the truck slowly again while observing
all pressure has bled off.
“TP2” steering pressure gauge.
The pump must reload when pressure
drops to 2750 psi (18,960 kPa) minimum.
* Record on Data Sheet
13. If minimum reloading pressure in step 12. is not Bleeddown Manifold Leakage Test
correct, repeat unloader valve adjustment,
1. With hydraulic lines still disconnected from
steps 11. and 12.
Steering Control Unit and Flow Amplifier Leak-
NOTE: The critical pressure setting is the 2750 psi age Test, disconnect the hoist pilot valve return
(18,960 kPa) when the pump loads. The unloading hose (14, Figure 10-2) located on the side of the
pressure follows the loading pressure adjustment bleeddown manifold.
and should occur at approximately 3025 psi (20,855 2. Before performing the next step, it will be nec-
kPa). essary to draw a vacuum on the hydraulic tank
14. Tighten jam nut to lock pressure adjustment. to prevent oil loss when the bleeddown manifold
tank return line is disconnected.
15. Steer truck to cause system to cycle several
times to verify system pressure begins to
increase (pump cycles from unload to load)
once pressure has dropped to 2750 psi (18,960
kPa).
16. Shut down engine and allow accumulators to
bleed down completely. Turn the steering wheel
to verify no pressure remains.
17. Remove gauges and cap test ports.
L10015 Hydraulic Check-out Procedure L10-5
STEERING/BRAKE PUMP STROKE
ADJUSTMENT
Later model trucks are equipped with an adjustable
Hydraulic tank oil level is above the level of this pump stroke control (1, Figure 10-1) to control the
return line. It is necessary to draw a vacuum on volume of oil produced by the steering/brake pump.
the hydraulic tank to prevent a large amount of Use of this feature is required only if the truck is oper-
oil draining from the tank with the return line dis- ated at high altitude locations (greater than 10,000 ft.
connected from the bleeddown manifold. (3,050 meters) above sea level). If the truck is oper-
3. Disconnect tank return line (15, Figure 10-2) ating at high altitudes, contact the Komatsu Area
from bleeddown manifold. Connect hoist pilot Service Representative for instructions regarding
valve return hose removed in step 1 to the tank stroke control adjustment procedures.
return line. For trucks operating at lower altitudes, this adjust-
4. Remove the vacuum on the hydraulic tank. ment should not be changed from the factory setting
5. Start the engine and allow the system to build (adjusted fully counterclockwise). The factory setting
pressure until the unloader valve unloads the provides full pump flow for maximum performance.
pump. Measure leakage at the open “tank”
return port on the bleeddown manifold.
Maximum permissible leakage is 33.0 cubic
inches (541 ml) per minute.
If leakage is excessive, the bleeddown
solenoid (6, Figure 10-2), the steering
system relief valve (13), or the piloted
check valve (located on top of bleeddown
manifold) is defective and should be
replaced.
* Record on Data Sheet
In the next step, DO NOT use the key switch to
shut down the engine and allow accumulators to
bleed down during the next operation. If the
instrument panel key switch is turned off, all
accumulator oil will be discharged through the
open port on the bleeddown manifold!
6. After test is complete, shut down the engine
using the shutdown switch located on the con- FIGURE 10-3. STEERING RELIEF VALVE
sole. ADJUSTMENT
7. Re-attach vacuum source to hydraulic tank and 1. Flow Amplifier Valve 4. Relief Valve
draw a vacuum before disconnecting tank 2. Plug Adjustment
return hose from pilot valve return hose. Attach 3. O-Ring
tank return hose to bleeddown manifold. Attach
hoist pilot return hose to fitting on manifold.
8. Remove vacuum source. Remove test equip-
ment and reinstall all remaining hoses to their
proper location.
9. Turn key switch to OFF position to allow steer-
ing accumulators to bleed down.
L10-6 Hydraulic Check-out Procedure L010015
SHOCK AND SUCTION VALVES 8. If pressure is incorrect during step 6 or 7, the
shock and suction valves must be replaced.
Equipment Requirements
NOTE: The shock and suction valves are only
The following equipment will be necessary to prop- serviced as complete units, and cannot be adjusted
erly test the steering circuit shock and suction valves: while installed in the flow amplifier valve.
• Hydraulic schematic, refer to Section “R”. 9. After the above test is complete, lower the
steering relief pressure to 2750 psi (18,960
• Three 0-5000 psi (0-35,000 kPa) range calibrated kPa) as follows:
pressure gauges and hoses.
a. Steer full left or right and maintain a slight
Before the shock and suction valves in the steering
pressure against the steering wheel.
circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing. b. Adjust steering relief valve, using the 5 mm
In addition, the steering relief valve pressure must be allen wrench to obtain 2750 psi (18,960 kPa)
raised above the pressure required to actuate the on the gauge showing pressure.
shock and suction valves. * Record on Data Sheet
10. After adjustment is complete, install plug (2, Fig-
ure 10-3) with O-ring (3) on valve body.
1. Install a 5000 psi (0-35,000 kPa) pressure
gauge at “TP2” (3, Figure 10-2) in the steering 11. Reset unloader valve to specified unload pres-
bleeddown manifold. sure; back out the unloader valve adjustment
screw completely counterclockwise.
2. Install a 5000 psi (0-35,000 kPa) gauge in each
steering cylinder manifold test port. (Located on 12. Steer the truck to reduce pressure in the steer-
frame crossmember, under engine.) ing circuit and cause the pump to load.
3. Raise steering relief valve pressure as follows: a. Observe increasing pressure readings on
a. Remove external plug (2, Figure 10-3) on the gauge installed at the steering pressure,
flow amplifier valve, using an 8 mm allen “TP2” test port (3, Figure 10-2).
wrench. When pressure increases to 3000 to 3050
b. Insert a 5 mm allen wrench into opening and psi (20,680 to 21,025 kPa), adjust unloader
gently bottom out adjustment (4) by turning valve by turning adjustment screw
clockwise until the pump unloads and
clockwise.
feedback pressure begins to decrease.
4. Start the engine and allow steering system to
b. Steer the truck again while observing the
build pressure.
steering pressure feedback gauge.
5. While observing gauge at the “TP2” steering
pressure test port, turn unloader valve adjust- The pump must reload when pressure
ment (2, Figure 10-1) clockwise until approxi- drops to 2750 psi (18,960 kPa) minimum.
mately 3300 psi (22,750 kPa) is obtained. * Record on Data Sheet
NOTE: This pressure is near the pump compensator 13. If minimum reloading pressure in step 12. is not
pressure setting and the pump may not unload, correct, repeat unloader valve adjustment.
however it is not necessary for the pump to unload * Record on Data Sheet
during this test.
NOTE: The critical pressure setting is the 2750 psi
6. While observing the two gauges installed on the
(18,960 kPa) when the pump loads. The unloading
steering manifold, steer the truck against the left
pressure follows the loading pressure adjustment
stop.
and should occur at approximately 3025 psi (20,855
Pressure on one of the gauges should read kPa).
3100 psi (21,370 kPa).
* Record on Data Sheet
7. Steer the truck to the opposite stop.
The other gauge should read 3100 psi
(21,370 kPa).
* Record on Data Sheet
L10015 Hydraulic Check-out Procedure L10-7
HOIST SYSTEM RELIEF VALVE AND
BRAKE COOLING CIRCUIT PRESSURES
NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist valve “power up”
pressure should be checked. Also, check the brake
cooling circuit for correct pressures.
Check hoist system “power down” relief pressure if
the hoist pilot valve has been replaced or rebuilt.
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before
applying pressure.
Equipment Requirements
The following equipment will be necessary to prop-
FIGURE 10-4. PUMP PRESSURE TAPS
erly check-out the hoist relief and brake cooling cir-
cuit pressures: 1. Hoist Valve 3. Brake/Hoist Return
• Hydraulic schematics, refer to Section “R”. 2. Front Brake Cooling Manifold
Supply 4. Overcenter Manifold
• Three 0-3500 psi (0-25,000 kPa) range calibrated
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
Pressure at front and rear brake cooling
1. Install a 0-100 psi (0-1000 kPa) low pressure circuits (3 & 4, Figure 10-7) should be
gauge at the brake cooling circuit manifold approximately 25 psi (172 kPa) or less.
block (2, Figure 10-4) at the front of the hoist * Record on Data Sheet
valve (1) to monitor front brake cooling oil pres-
sure. 2. With engine at low idle, move the hoist control
lever to POWER UP.
2. Install a 0-3500 PSI (0-25,000 kPa) gauge in
the overcenter manifold (4) power down test Pressure at front and rear brake cooling
port marked “TPD” located on front face of man- circuits (3 & 4) should drop to 0 psi (0 kPa)
ifold. while body raises.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in * Record on Data Sheet
each hoist pump filter pressure test port. 3. Increase engine speed to 1500 RPM. Place
4. Install a 0-100 psi (0-1000 kPa) low pressure hoist control lever in HOLD or FLOAT.
gauge at the upper left test port in the brake/
Pressure at front and rear brake cooling
hoist return manifold (3) to monitor rear brake
circuits (3 & 4) should be approximately 50
cooling supply pressure. psi (344 kPa) or less.
* Record on Data Sheet
4. With engine at 1500 RPM, move the hoist con-
trol lever to POWER UP.
L10-8 Hydraulic Check-out Procedure L010015
Pressure at front and rear brake cooling c. Move hoist control lever to the “power down”
circuits (3 & 4) should drop to 0 psi (0 kPa) position and allow body to completely rest on
while body raises. frame rails.
* Record on Data Sheet d. Disconnect tube from inlet section cover (2,
Figure 10-5). Disconnect hose(s) at top port.
Power Up Relief Pressure Test
e. Remove capscrews (1) from cover (2).
The hoist valve contains two relief valves. The rear
Remove cover (1) and spring (3) from relief
inlet section (toward rear of truck) contains the relief
valve (4).
valve for the rear section of the hoist pump. The front
inlet section (toward front of truck) contains the relief f. Loosen jam nut on relief valve (4) and turn
valve for the front section of the hoist pump. screw “in” (clockwise) to increase pressure
or “out” (counter-clockwise) to decrease
1. To allow full extension of the hoist cylinders, dis- pressure.
connect the hoist up limit solenoid, located on
the bottom of the bleeddown manifold from the NOTE: Each 1/4 turn of the adjustment screw will
wiring harness. cause approximately 150 psi (1,034 kPa) change in
pressure.
g. Install spring (3) and cover (2) with new O-
rings (8). Install and tighten capscrews (1).
Install tube to cover fitting. Install hose(s) at
Be sure there is adequate (safe) overhead clear- top port.
ance before raising body to full up position.
2. Check pressure again, repeating step 2. If nec-
essary, repeat adjustment procedure until cor-
rect pressure is attained.
2. With engine at low-idle, place hoist lever in
POWER UP position and hold until body is in
the full raised position. (Be certain gauges are
identified as to the front or rear section of the
pump when pressures are read.)
Pressure at both hoist pump filter test ports
should be 2500 ±100 psi (17,237 ±690
kPa).
* 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
if the front pump section pressure was incorrect.
1. If power up relief pressure is incorrect in either
FIGURE 10-5. INLET SECTION
the front or rear inlet section, adjust pressure as
(Front and Rear Inlet Sections are Identical)
follows:
1. Capscrew 6. Sleeve
a. Lower body until it is resting on frame rails 2. Inlet Cover 7. Secondary Low
and shut down engine. Wait at least 90 sec- 3. Spring Pressure Valve
onds until accumulators bleed down. 4. Main Relief Valve 8. O-Rings
b. Relieve all hydraulic pressure from hoist sys- 5. Spring 9. Inlet Valve body
tem.
L10015 Hydraulic Check-out Procedure L10-9
Power Down Relief Pressure Test 2. Recheck power down relief pressure (step 3)
after valve adjustment. Install cap on relief
NOTE: The hoist system “power down” relief valve is
valve.
located on the hoist pilot valve, located in the
hydraulic components cabinet, behind the cab. 3. Shut down engine, allow accumulators to bleed
down. Remove gauges, hoses etc.
1. If not installed previously, Install a 0-3500 psi
(0-25,000 kPa) pressure gauge at power down
circuit test port “TPD” on the overcenter mani-
fold.
2. Start engine and run at low idle. Allow the accu-
mulators to fill and the steering pump to unload.
3. With the body resting on the frame and engine
at low idle, place hoist lever in the power down
position.
Pressure at the test port “TPD” on the
overcenter manifold should be 1500 ±75 psi
(10,340 ±517 kPa).
* Record on Data Sheet
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.
FIGURE 10-7. BRAKE/HOIST RETURN OIL
MANIFOLD
1. Rear Brake Return 9. Front Brake Bypass
2. Rear Brake Supply 10. Rear Brake Return
3. Rear Brake Supply Pressure
Pressure 11. Hoist Return
4. Front Brake Supply Pressure
Pressure 12. Front Brake Return
5. Rear Brake Cooling Pressure
Oil (From Hoist 13. Rear Brake Return
Valve) 14. Rear Brake Return
6. Return From Hoist 15. Hoist Return to Tank
Valve 16. Front Brake Return
7. Return From Hoist 17. Front Brake Return
Valve 18. Front Brake Return
8. Brake/Hoist Return
Oil Manifold
FIGURE 10-6. POWER DOWN RELIEF VALVE
1. Spool Housing 2. Relief Valve
L10-10 Hydraulic Check-out Procedure L010015
Hoist Counterbalance Valve Adjustment
Preparation:
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down,
loosen locknut on adjustment stem of needle
valve (3, FIGURE 10-8) on overcenter manifold
(6). Turn adjustment stem fully clockwise.
2. Remove plug from “PILOT VENT” port (4) on
overcenter manifold. This port will remain open
to atmosphere during adjustment; do not allow
dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 5000 psi (35,000 kPa) gauge at test
port “TR” on overcenter manifold. (Gauge will FIGURE 10-8. COUNTERBALANCE VALVE
measure rod end pressure; the pressure con- ADJUSTMENT
trolled by the counterbalance valve.) 1. Hoist Valve 5. “TPD” Pressure Test
2. Counterbalance Valve Port
Counterbalance Valve Pressure Check Only: 3. Needle Valve 6. Overcenter Manifold
4. “Pilot Vent” Port Plug
1. Start the engine. At low idle, raise the body and
as it extends to the third stage, read the pres-
sure on the gauge connected to the “TR” port.
(All counterbalance valve pressures are read/ Counterbalance Valve Adjustment
adjusted while hoist cylinders are in third stage.) 1. Loosen locknut on adjustment stem of counter-
a. If pressure is 3000 psi (20.7 MPa) or above, balance valve (2, FIGURE 10-8) (Labeled
stop hoisting immediately. “CBV” on manifold). Turn adjustment stem fully
clockwise to start adjustment procedure so
Pressure is adjusted too high and must be
counterbalance valve pressure is as low as pos-
lowered. Refer to Counterbalance Valve
Adjustment and perform the adjustment sible.
procedure. Note: Turning adjustment stem in (clockwise)
b. If pressure is below 3000 psi (20.7 MPa), decreases the pressure. Turning the stem out
increase engine speed by approximately 300 (counterclockwise) increases the pressure.
rpm and observe pressure on gauge. Complete valve adjustment range is 3 turns.
1.) If pressure is still below 3000 psi (20.7 2. Start the engine and operate at high idle. Raise
MPa), continue increasing engine speed in the body while observing the pressure gauge.
steps of 300 rpm, while in third stage and Slowly adjust counterbalance valve to
observing pressure gauge. obtain 3000 psi (20.7 MPa) as the hoist
2.) Continue monitoring pressure gauge until cylinder 3rd stage extends while in POWER
engine high idle is attained. UP. When adjustment is complete, secure
locknut on adjustment stem.
c. If gauge indicates 3000 psi (20.7 MPa) while
at high idle, in POWER UP and in third 3. Repeat Counterbalance Valve Pressure Check,
stage, counterbalance valve adjustment is step 1. to verify proper adjustment.
correct. * Record on Data Sheet
d. If gauge does not indicate 3000 psi (20.7 4. Replace plug in “PILOT VENT” port. Remove
MPa) while in third stage and at high idle (or pressure gauge.
a lesser rpm during step 1b, 1.) adjust the
5. Turn needle valve adjustment stem fully out
counterbalance valve.
and secure locknut.
L10015 Hydraulic Check-out Procedure L10-11
HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for Flushing Procedure
flushing the hydraulic system. 1. Set all controls in the NEUTRAL position. Do
not steer the truck or operate controls until the
Preparation
next step is completed.
1. Verify and correct if necessary, the various relief
2. Start the engine and run at 1000 RPM for five
valves and adjustable hydraulic system compo-
minutes. This will circulate oil with all valves in
nents. (Refer to Hydraulic Checkout Proce-
the neutral position.
dure.)
3. To increase flow and turbulence in the system,
2. Place selector switch in NEUTRAL, apply the
increase engine speed to full throttle and main-
parking brake and place the rest switch in the
tain for four minutes. This will carry contami-
ON position. (Leave rest switch ON for all the
nates to the hydraulic tank.
following procedures.)
4. Shut down engine and turn key switch OFF.
a. Shut down engine and turn key switch OFF.
Allow at least 90 seconds for the accumulators
Be certain the Link Voltage warning
to bleed down.
lamps turn off.
5. Close the brake accumulator bleed down
b. Allow at least 90 seconds for the steering
valves on the brake manifold (opened in step
accumulators to bleed down.
2.c. of Preparation)
c. Open the brake accumulator bleed down
6. To enable full extension of the hoist cylinders,
valves on the brake manifold. (This will
disconnect hoist limit solenoid on bottom of
return contaminants in the brake accumula-
bleeddown manifold.
tors to the hydraulic tank.)
7. Start engine and run at 1000 RPM while per-
3. Thoroughly clean the exterior of the hydraulic
forming the following:
tank. Drain the hydraulic tank and flush the inte-
rior with a cleaning solvent. Inspect all hydraulic a. Steer truck full left then full right - repeat ten
hoses for deterioration or damage. times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
NOTE: If a system component fails, all flexible hoses
c. Steer full right (keeping pressure against the
should be removed and back flushed with a cleaning
steering wheel) and hold for 10 seconds.
solvent. Inspect for small particles which may be
trapped inside the hose. NOTE: Hydraulic tank oil temperature should be 110°
- 130°F (43° - 54°C) after accomplishing Step 6. If
not, repeat Step 3 to increase oil temperature to the
4. Remove, clean and reinstall the hydraulic tank proper operating range.
strainers. Change all high pressure filter ele- 8. Increase engine speed to full throttle and steer
ments. full left and full right.
5. Fill hydraulic tank with clean, Type C-4 hydrau- 9. Return all controls to NEUTRAL.
lic oil.
6. Be certain suction line shut-off valves are open.
7. Bleed trapped air inside steering pump. (Refer
to Steering and Brake Pump, Section L.)
L10-12 Hydraulic Check-out Procedure L010015
The following procedures involve raising and Filter Element Replacement
lowering the dump body. Be certain adequate
clearance is available before raising body to the After the hydraulic system flushing procedure has
full UP position. been completed, all system high pressure filter ele-
ments must be replaced.
10. Reduce engine speed to 1000 RPM and per-
form the following: 1. Close both hoist pump suction line shut-off
valves. Close the steering pump suction line
In all of the following “UP” exercises, as the sec- shut-off valve.
ond stage starts out of the hoist cylinder in the 2. Remove hoist, steering, and brake circuit
POWER UP mode, slowly decrease engine speed hydraulic filters, clean housings and install new
to prevent sudden bottoming of the cylinders. filter elements. (Detailed instructions may be
Severe damage to the hoist cylinders may occur found in Section L9.)
if this precaution is not followed.
3. Check hydraulic tank oil level and refill if neces-
a. Extend hoist cylinders fully and FLOAT
sary.
down - repeat ten times.
4. Open all (three) suction line shut-off valves.
b. Extend hoist cylinders to full extension and
hold hoist lever in UP position for 10 sec-
onds.
c. Lower hoist cylinders and hold lever in
DOWN position for 10 seconds after cylin-
ders are fully retracted.
11. Increase engine speed to full throttle and per-
form the following:
a. Hoist up to full extension, then allow cylin-
ders to float down.
b. Return hoist control to FLOAT.
12. Operate the truck (on a typical haul cycle if pos-
sible) to exercise the braking functions a mini-
mum of 30 times. Insure the braking is also
exercised in reverse, as would be seen in a typ-
ical haul cycle.
13. If the truck is equipped with any hydraulically
operated attachment, the attachment must also
be cycled in a similar manner, following the
checkout procedure or operational instructions
for the device.
14. Shut down engine and turn key switch OFF.
15. Allow at least 90 seconds for the accumulators
to bleed down. Turn the steering wheel to be
certain all pressure has been released.
16. Reconnect hoist limit solenoid on bleeddown
manifold.
L10015 Hydraulic Check-out Procedure L10-13
NOTES
L10-14 Hydraulic Check-out Procedure L010015
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
__________ Steering Accumulators charged to 1400 psi (9650 kPa).
Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 6___________ Steering pump compensator pressure
STEP 11__________ Steering pump unload pressure.
STEP 12__________ Steering pump load pressure.
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________ Flow amplifier return hose leakage.
STEP 5___________ Steering control unit return hose leakage.
BLEEDDOWN MANIFOLD LEAKAGE TEST
STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage.
SHOCK AND SUCTION VALVES TEST
STEP 6___________ Shock and suction valve pressure, left steer.
STEP 7___________ Shock and suction valve pressure, right steer.
STEP 9___________ Steering relief valve pressure setting.
STEP 12__________ Steering pump reload pressure.
Name of Technician or Inspector Performing Check-Out
__________________________
Date __________________________
L10015 Hydraulic Check-out Procedure L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM
DATA SHEET
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Proce-
dures.
BRAKE COOLING CIRCUIT TEST
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position.
___________ Brake cooling circuit pressure, 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.
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section.
________________ Hoist relief pressure, rear pump section.
POWER DOWN RELIEF PRESSURE TEST
STEP 3 __________ Power down relief pressure.
HOIST COUNTERBALANCE VALVE PRESSURE TEST
STEP 3 __________ Counterbalance valve pressure.
Name of Technician or Inspector Performing Check-Out__________________________
DATE _________________________
L10-16 Hydraulic Check-out Procedure L010015
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M01043 Index M1-1
NOTES
M1-2 Index M01043
SECTION M2
FIRE CONTROL SYSTEMS
INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005 Fire Control Systems M2-1
NOTES
M2-2 Fire Control Systems M02005
FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the Operation
machine in the event of a fire. The system consists
To actuate the fire control system, pull the safety ring
of:
on either of the actuators and depress the lever. One
• Actuators actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
• Pneumatic Actuator/Cartridge Receivers
ture near the bumper.
• Pressure Relief Valve
NOTE: Operating either actuator will activate fire
• Check Valves control system.
• Dry Chemical Tanks
• Hoses And Nozzles.
Inspection and Maintenance
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the It is imperative that the fire control system is
dry chemical tank has pressurized to a sufficient inspected at least every six months. To insure that it
pressure, a bursting disc in the tank outlet will break, will operate effectively:
allowing the fluidized chemical to flow to the nozzles. 1. Check the system for general appearance,
The nozzles will direct the agent at the fire and extin- mechanical damage and corrosion.
guish the flames.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if neces-
sary. Install cartridge hand tight.
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge
3. Safety Relief Valve 7. Bursting Disc Union
4. Check Valves 8. Dry Chemical Tank
M02005 Fire Control Systems M2-3
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If nec-
essary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chem-
ical tank and remove the cartridge.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP 9. Insure that the cartridge puncture pin is fully
retracted.
6. Inspect lines, fittings and nozzles for mechani- 10. Weigh the new cartridge. The weight must be
cal damage and cuts. within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with 11. Screw the new cartridge onto the actuator
plastic blow-off caps if equipped with nozzles as assembly, hand tight.
shown in Figure 2-2. Nozzles of the type shown 12. Replace the cartridge guard and install the dry
in Figure 2-3 are not to be packed with grease. chemical tank into its bracket.
Only the protective caps shown are to be used
on this type of nozzle. 13. Connect line at the bursting union, and line at
the tank actuator.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation 14. Remove the cartridge guard from the remote
of puncture pin. actuators and replace the cartridges.
9. Replace any broken or missing lead and wire 15. Replace the cartridge guards, and install ring
seals. pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechani-
cal damage. Replace all hose that has been
exposed to fire areas.
Recharging Procedures 17. Clean the nozzles and repack the openings with
After actuating the fire control system, the system silicone grease or install blow-off caps. Use
should be recharged. Follow the procedure below for caps for new designed nozzles shown in Figure
each dry chemical tank and actuator installed: 2.1-2.
1. Relieve the pressure from the lines by pulling
the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
M2-4 Fire Control Systems M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221°F (105°C) the insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.
Components of the checkfire electric detection and
actuation system are shown in Figure 2-5.
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 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM
1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown)
2. Manual/Automatic Actuator 4. Power Wire
M02005 Fire Control Systems M2-5
Actuator
(Figure 2-6)
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE
FIGURE 2-9. TEST KIT
1. Indicator Light Assembly
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
2. End-of-Line Detection Wire Jumper Assembly
Linear Detection Wire Test Kit
(Figure 2-7): (Figure 2-9):
Consists of a two conductor heat rated thermo cable. Provides for checking of electrical continuity and con-
The temperature rating of the cable is 221°F 105°C) sists of an indicator light assembly and an End-of-
black wire or 356°F (180°C) using red wire. When the Line linear detection wire jumper assembly.
cable is subjected to temperatures in excess of this
rating the insulating coating melts allowing the con-
ductors to short together, closing the actuating circuit
to fire the squib.
FIGURE 2-10. SQUIB
FIGURE 2-7. LINEAR DETECTION WIRE Squib
(Figure 2-10)
Power Wire
(Figure 2-8): Is an electrically detonated component containing a
small exact charge of powder. When the actuation
Consists of a battery connector and conductor lead
circuit is closed by the linear detection wire melting,
wires to connect the actuation system to the truck
an internal wiring bridge in the squib heats up caus-
electrical system (battery circuit). The battery con-
ing the power charge to detonate, forcing the punc-
nector is equipped with a 5 ampere in line fuse
ture pin to rupture the cartridge disc to release the
(replaceable).
nitrogen gas charge.
M2-6 Fire Control Systems M02005
Securing the Detection Wire be on. This indicates the power wire is
installed correctly to the control module. If
After the linear detection wire has been loosely
light does not appear, check all connections
installed, secure it to the equipment being protected
to insure they are snapped together. Retest
as follows:
by depressing button. If light is not on, refer
1. Begin at the control module with the first sec- to Troubleshooting The Electric Detection
tion of detection wire. If this section is sufficient System covered in this section.
to cover the total hazard area, no additional
b. If battery power is correct, proceed to check-
lengths are required. If additional lengths are
ing total system power.
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and recep-
tacles are keyed to allow insertion only in one direc-
tion. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).
2. Secure the wire every 12-18 in. (30-45 cm)
throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up
All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should
M02005 Fire Control Systems M2-7
c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.
! 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 2-15. INSTALL TEST MODULE
ASSEMBLY FIGURE 2-17. REMOVE INDICATOR LIGHT
ASSEMBLY
M2-8 Fire Control Systems M02005
Installation Procedure for Squib Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2-18).
After all testing has been completed and all test kit
components removed, proceed to arm the system. After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2-19).
Always install squib into actuator body first,
before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.
Placing the Electric Detection & Actuation
System Into Service
FIGURE 2-18.
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push man-
ual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).
FIGURE 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower
actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2-20.
M02005 Fire Control Systems M2-9
INSPECTION AND MAINTENANCE 4. Weigh the actuation cartridge on the electric
SCHEDULES detection and actuation system. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
Proper inspection and maintenance procedures bottom of electric detection and actuation sys-
must be performed at the specified intervals to tem for elasticity. If the temperature is below
be sure that the electric detection and actuation freezing, warm the gasket with body heat to
system will operate as intended. insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
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.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper FIGURE 2-22. REMOVE CARTRIDGE AND
assembly to end of linear detection wire assembly. DISCONNECT SQUIB
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service. Do Not reinstall cartridge at this time.
Record date of installation of new squib. 5. Test system power by depressing button on
control module. Note illumination of light while
button is depressed.
1. Check all mounting bolts for tightness.
6. Remove squib connector before proceeding
2. Check all wiring connectors for tightness and with next series of checks (Figure 2-22).
possible evidence of corrosion.
7. Using the furnished test kit assembly, proceed
3. Inspect detection and power wire as follows: to the end of the last length of detection wire.
a. Check for wear due to abrasion (at wall pen- Remove the plugged blank connector and
etrations, around corners, etc.). install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
b. Check for damage from direct impact or
completed).
other abuse.
8. With jumper in place, screw the squib connector
c. Check mounting locations for tightness. into receptacle on test module (Figure 2-23).
d. Insure mounting hardware has not come Light on the test module should immediately
loose or been broken, either of which would illuminate. This test confirms that the detection
allow the wire to sag. wire is properly installed and will function as
intended.
M2-10 Fire Control Systems M02005
10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2-24).
Failure to remove jumper assembly will cause
system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
FIGURE 2-23. ATTACH INDICATOR LIGHT 14. Install actuation cartridge back into lower actua-
ASSEMBLY (Test Module) tor body and tighten firmly by hand.
If test module light does not illuminate, refer to Trou-
bleshooting The Electric Detection System, covered
in this section. IN CASE OF FIRE
9. Proceed to the end of the last length of detec- Procedure to follow during and after a fire. In the
tion wire and remove the jumper assembly. Put event of a fire, the following steps should be taken:
original plugged blank connector back on detec- 1. Turn the machine off.
tion wire. Test module light should immediately
go out. If light does not go out, refer to Trouble- 2. Manually activate fire suppression system, if
shooting The Electric Detection System,cov- possible.
ered in this section. 3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
FIGURE 2-24. REMOVE TEST MODULE
M02005 Fire Control Systems M2-11
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the elec-
tric detection and actuation system cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the electric detection and actuation
system is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
FIGURE 2-25. ACTUATOR ASSEMBLY
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).
M2-12 Fire Control Systems M02005
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Battery connection loose
Clean and tighten
Connector between power wiring unsnapped or wire
broken Reconnect/install new length
Dead battery Charge battery or install new one
Bulb burned out Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Jumper assembly not in place on end of detection Install jumper assembly
zone wiring
Reconnect
Connector apart on either power or detection zone
Loosen green lens, install new bulb
wiring
Look for possible short in external power wiring and
Bulb burned out
change fuse
Blown fuse in battery connector assembly
Install new length
Wire broken
Charge battery or install new one
Dead battery
Clean and tighten
Battery connection loose
TROUBLE: Test Module Light Will Not Go Out
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Jumper assembly left in place on end of detection wire Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Check for previous fire condition Replace length(s) of detection zone wire. Replace
squib and recharge
Detection wire too close to heat source
Check for broken points of security, move away from
Test jumper assembly left in place after testing
heat source, and recharge
Remove jumper, reinstall plugged end of line connector
and recharge
M02005 Fire Control Systems M2-13
NOTES
M2-14 Fire Control Systems M02005
SPECIAL TOOLS
Part Num- Description Use
ber
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from
illustration shown, depending on Charging Kit P/N.
Part Number Description Use
EJ2626 Roller Assy. Power Module
(No longer Remove & Install
available as
complete unit)
EJ2271 Roller Mount
PC0706 Bearing
TH9449 Bearing
Retainer
Ring
TG1680 Roller
Retainer
Ring
C1645 Capscrew
0.75 -10 NC
x 2 1/4 in.
C1542 Lockwasher
0.75 in.
EH8686 Roller Ring
M08015 Special Tools M8-1
Part Number Description Use
PB8326 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1 7/16 in.
Part Number Description Use
TZ2734 3/4 in. Torque Miscellaneous
Adapter
Part Number Description Use
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
Part Number Description Use
BF4117 Seal Installation Front & Rear
Tool Disc Brake
Floating Ring
Seal Installation
ED3347 Seal Installation Rear Axle/Hub
Tool Adaptor Float-
ing Ring Seal
Installation
M8-2 Special Tools M08015
Part Number Description Use
EH4638 Sleeve Align- Steering Link-
ment Tool age and Tie Rod
Assembly, Refer
to Section “G”
Part Number Description Use
EF9302 Wear Indicator Brake Disc
Wear, Refer to
Section “J”
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-ring, Indica-
tor Pin
TL3995 O-ring, Indica-
tor Cap
EB4813 Housing, Indi-
cator
SV9812 O-ring, Housing
Part Number Description Use
EF9160 Harness Payload Meter
Download, Refer
to Section “M”,
Payload Meter
M08015 Special Tools M8-3
Part Number Description Use
EH7817 Alignment Tool Upper Hoist Pin
Part Number Description Use
PB4684 Hydraulic Cou- Miscellaneous
pling
Part Number Description Use
PB9067 Bulkhead Con- Battery Jumper
nector
M8-4 Special Tools M08015
930E-2 SPINDLE REMOVAL TOOL
Dimension "A" - Bolt Hole Diameter Dimension "F" - Cylinder Height
Dimension "B" - Plate Outside Diameter Dimension "G" - Cylinder Outer Diameter
Dimension "C" - Bolt Circle Diameter Dimension "H" - Cylinder Inner Diameter
Dimension "D" - Plate Inside Diameter Dimension "I" - Cylinder Wall Thickness
Dimension "E" - Plate Thickness NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.
M08015 Special Tools M8-5
TABLE 1. PUSHER TOOL DIMENSIONS
Dimension Description 930E-2
Refer to Section G, Drive Axle, Spindles, and
Plate Bolt 1.37 in. Wheels, for information on using the spindle tool to
"A"
Hole Diameter (34.8 mm) properly remove the spindles from the machine.
22.75 in.
"B" Plate O.D.
(577.9 mm)
Bolt Circle 20.38 in.
"C"
Diameter (517.7 mm)
2.00 in.
"D" Plate I.D.
(50.8 mm)
1.37 in.
"E" Plate Thickness
(34.8 mm)
Pusher 5.25 in.
"F"
Cylinder Height (133.4 mm)
Pusher 12.62 in.
"G"
Cylinder O.D. (320.6 mm)
Pusher 9.00 in.
"H"
Cylinder I.D. (228.6 mm)
Cylinder Wall 1.81 in.
"I"
Thickness (46.0 mm)
M8-6 Special Tools M08015
SECTION M20
PAYLOAD METER III ™
INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Keyswitch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
M20008 11/03 Payload Meter III M20-1
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
M20-2 Payload Meter III 11/03 M20008
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
No Payload Display When Keyswitch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-42
M20008 11/03 Payload Meter III M20-3
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 15 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 24 - System Key-On Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
PAYLOAD METER III COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
M20-4 Payload Meter III 11/03 M20008
OPERATION SECTION
INTRODUCTION Data Gathering
Windows 95/98/NT software is available to down-
Payload Meter III (PLMIII) measures, displays and
load, store and view payload and fault information.
records the weight of material being carried by an off-
The PC software will download an entire truck fleet
highway truck. The system generally consists of a
into one Paradox database file. Users can query the
payload meter, a gauge display, deck-mounted lights,
database by date, time, truck type and truck number
and sensors. The primary sensors are four suspen-
to produce reports, graphs and export the data. The
sion pressures and an inclinometer. Other inputs
software can export the data in '.CSV' format that can
include a body up signal, brake lock signal, and
be easily imported into most spreadsheet applica-
speed.
tions. The Windows software is not compatible with
the Payload Meter II system.
Data Summary
It is important that each payload meter be configured
5208 haul cycles can be stored in memory. The fol- for each truck using the PC software. The informa-
lowing information is recorded for each haul cycle: tion for frame serial number and truck number is
• Payload used by the database program to organize the pay-
load data. In addition, the payload meter must be
• Operator ID number (0000-9999) configured to make calculations for the proper truck
• Distance traveled loaded and empty model. Improper configuration can lead to data loss
and inaccurate payload calculations.
• The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
• Maximum speed loaded and empty with time of
day
• Average speed loaded and empty
• Empty carry-back load
• Haul-cycle, loading, dumping start time of day.
• Peak positive and peak negative frame torque
with time of day
• Peak sprung load with time of day
• Tire ton-mph for each front and average per rear
tires
The payload meter stores lifetime data that cannot be
erased. This data includes:
• Top 5 maximum payloads and time stamps.
• Top 5 positive and negative frame torque and
time stamps
• Top 5 maximum speeds and time stamps
M20008 11/03 Payload Meter III M20-5
COMPONENT DESCRIPTION
System Diagram
Suspension Pressure Sensors Operator Display
PLMIII uses a two-wire pressure sensor. The range The speedometer/display gauge is used as a speed-
for the pressure sensor is 4000 psi (281 kg/cm2) and ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
the overload limit is 10,000 psi (700 kg/cm2). One
(mph) units. Grounding terminal #4 on the back of
wire to the sensor is the supply voltage and the other
the speedometer will switch the meter to display met-
is the signal. The 0-4000 psi range is converted into
ric units. Leaving terminal #4 unconnected will cause
an electrical current between 4-20 ma. The supply
the gauge to display English units. The speedometer
voltage for the sensor is nominally +18vdc. Each
can be adjusted using a calibration potentiometer in
pressure sensor has an 90" length of cable that is
the back just like existing speedometers.
terminated with #10 ring terminals. The cable is spe-
cially shielded and reinforced to provide mechanical The payload meter uses the lower display for pay-
strength and electronic noise immunity. A typical part load information. The normal display mode shows
number for the pressure sensor is PC1578. the current payload. The display can be changed to
show the load and total tons counter or the Operator
Inclinometer ID. Using the operator switch on the dash panel, the
The inclinometer is used to increase the accuracy of current suspension pressures and incline can be dis-
load calculations on an incline. The inclinometer played. The units for display are set using the PC
uses three wires. For the sensor, red is the +18vdc software. Payloads can be displayed in Short Tons,
supply voltage, black is ground and the white is the Long Tons or Metric Tons. A typical part number for
signal. The incline signal is a voltage between 1 and this gauge is the PC0550.
4 volts. Zero degrees of incline is represented by
2.6vdc on the signal line. The voltage signal will be
decreased by 0.103vdc for every degree of nose up
incline. A typical part number for the inclinometer
assembly is 7861-92-5330.
M20-6 Payload Meter III 11/03 M20008
Operator Switch Payload Meter
The payload operator switch is used to set, view and The payload meter is housed in a black aluminum
clear the Total Load Counter and Total Ton Counter. housing. There is a small window on the face of the
It is also used to enter the Operator ID number (0- unit. Status and active alarm codes can be viewed
9999). This switch can also be used to view the sus- through the window. During normal operation, a two-
pension pressures and inclinometer. The payload digit display flashes 0 back and forth. Active fault
meter operator switch is located on the dashboard. It codes will be displayed for two seconds. These
is a two-way momentary switch. The top position is codes are typically viewed using the laptop computer
the SELECT position. The SELECT position is used connected to the serial communications port.
step through the different displays. The lower posi-
There is one 40-pin connector on the payload meter.
tion is the SET position. The SET position is used to
A jack-screw is used to hold the payload meter and
set the Operator ID or clear the load and total ton
wire harness connector housings together. This
counters. Normally the inputs from the switch to the
screw requires a 4mm or 5/32 hex wrench. The cor-
payload meter are open circuit. The switch momen-
rect tightening torque for this screw is 25 lb-in. Four
tarily connects the circuit to ground.
bolts hold the payload meter housing to its mounting
Speed Input bracket in the cab.
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.
M20008 11/03 Payload Meter III M20-7
Keyswitch Input Load Lights
PLMIII monitors the status of the keyswitch. 24vdc PLMIII uses load lights to indicate to the shovel oper-
indicates that the keyswitch is on, open indicates the ator the approximate weight of the material in the
keyswitch is off. The payload meter does not receive truck. The load lights are illuminated only when the
its electrical power from the keyswitch circuit. The brake lock is applied. The lights are controlled by the
payload meter will remain on for several seconds payload meter through a series of relays in the junc-
after keyswitch is removed. When the keyswitch tion box. The payload meter controls the relays with
power is removed, payload meter performs a series 24vdc outputs. A 24vdc signal from the payload
of internal memory operations before turning itself meter powers the relay coil and connects battery
off. To allow for these operations, the keyswitch power to the load light. When the relay is not pow-
should be turned off for at least 15 seconds before ered by the payload meter, a pre-warm resistor con-
turning the keyswitch back on. The payload meter nects the load light to a reduced voltage. This circuit
will automatically reset itself without error if not pre-warms the load light filaments and reduces the
enough time is given for these operations. The dis- inrush current when the light is fully illuminated. This
play may blink briefly. lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
Payload Meter Power the truck.
The payload meter receives its power from the bat- A flashing green light indicates the next swingload
tery circuit on the truck. Removing battery power will make the measured load greater than 50% of
from the payload meter before removing keyswitch rated load. A solid green light indicates that the cur-
and waiting 15 seconds may result in lost haul cycle rent load is greater than 50% of rated capacity.
data. The payload meter turns itself off approximately
15 seconds after the keyswitch power is removed. A flashing amber light indicates the next swingload
Some haul cycle data will be lost if battery power is will make the measured load greater than 90% of
removed before waiting 15 seconds. The payload rated load. A solid amber light indicates that the cur-
meter system operates at a nominal voltage of 24vdc rent load is greater than 90% of rated capacity.
at 1 to 2 amps depending on options. The payload A flashing red light indicates the next swingload will
meter is designed to turn itself off if the supply volt- make the measured load greater than 105% of rated
age rises above 36vdc. The payload meter is also load. A solid red light indicates that the current load
protected by a 5 amp circuit breaker located in the is greater than 105% of rated capacity.
junction box.
The optimal loading target is a solid green and amber
Power to the load lights comes from the same battery lights with a flashing red light. This indicates that the
circuit. The load lights are powered through a relay. load is between 90% and 105% of rated load for the
The keyswitch circuit controls the relay. The load truck and the next swingload will load the truck over
lights are also protected by a 15 amp circuit breaker 105%.
in the junction box.
M20-8 Payload Meter III 11/03 M20008
Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16awg, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal, part number VH2584.
Most connections for the PLMIII system are made in
the payload meter junction box.
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.
M20008 11/03 Payload Meter III M20-9
OPERATOR’S DISPLAY AND SWITCH Using the Operator ID
The current Operator ID number is recorded with
Reading the Speedometer
each haul cycle. The number can be between 0 and
The top window of the speedometer/display gauge is 9999.
the speedometer section. The display shows the
To set the Operator ID:
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potenti- 1. Press the “SELECT” switch until Id= is dis-
ometer on the back of the gauge. In addition, the played.
units for the display can be changed. Terminal #4 2. Hold the “SET” button until 0000 is displayed.
controls the displayed units. If #4 is grounded, the The first digit should be flashing.
display will be metric. If terminal #4 is left open, the
3. Press the “SET” button again to change the
display will be in English units.
digit.
4. Press the “SELECT” button once to adjust the
second digit.
Reading the Load Display
5. Use the “SET” button again to change the digit.
The lower display on the speedometer/display gauge 6. Press the “SELECT” button once to adjust the
is used for payload information. The SELECT posi- third digit.
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for 7. Use the “SET” button again to change the digit.
the displays is as follows: 8. Press the “SELECT” button once to adjust the
fourth digit.
9. Use the “SET” button again to change the digit
10. Press the “SELECT” button one more time to
• PL= Payload enter the ID.
• Id= Operator ID If no buttons are pressed for 30 seconds, the display
• tL= Total Shift Tons will return to normal operation. The number being
entered will be lost and the ID number returns to the
• LC= Shift Load Counter previous ID number.
• LF= Left Front Suspension Pressure
• rF= Right Front Suspension Pressure Using the Load and Ton Counter
• Lr= Left Rear Suspension Pressure PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
• rr= Right Rear Suspension Pressure during the shift. This display can be cleared at the
• In= Inclinometer beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
The display holds the displayed information until the
Total Ton Counter
SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are The Total Ton Counter records the number of tons
based on current sensor inputs. hauled since the last time it was cleared. This dis-
play is in 100’s of tons. For example, if the display
Communications to the display use the same serial
link as the download connection. Whenever another shows 432 the total tons is 43,200. This display
computer is connected to serial port #1 to download can be cleared at the beginning of each shift to allow
or configure the system, the lower display will blank. the operator to record how many tons have been
This is not the same connection used by mine dis- hauled during the shift. The units are selected using
patch systems. the PC software.
• To view the Total Ton Counter press and release
the “SELECT” switch until tL= is displayed on
the gauge.
M20-10 Payload Meter III 11/03 M20008
Total Load Counter The inclinometer displays whole degrees of incline.
Positive incline is truck nose up. The gauge will
The Total Load Counter records the number of loads
quickly display the type of information shown every
hauled since the last time it was cleared. This dis-
10 seconds. For example, if the left-front pressure is
play can be cleared at the beginning of each shift to
allow the operator to record how many loads have being displayed, Lf= will flash on the display every
been hauled during the shift.
minute. Only the payload display, PL= does not
• To view the Total Load Counter press and release display this information.
the “SELECT” switch until LC= is displayed on • Left Front Pressure - To display the pressure in
the gauge. the left-front suspension, press and release the
“SELECT” switch until Lf= is displayed.
Clearing the Counters • Right Front Pressure - To display the pressure in
the right-front suspension, press and release the
Clearing the Total Ton Counter or Total Load Counter
clears both records. “SELECT” switch until rf= is displayed.
• Left Rear Pressure - To display the pressure in
the left-rear suspension, press and release the
To clear the total ton and total load counter:
“SELECT” switch until Lr= is displayed.
1. Press the “SELECT” switch until tL= or
• Right Rear Pressure - To display the pressure in
LC= is displayed. the right-rear suspension, press and release the
2. Hold the “SET” button until the display clears. “SELECT” switch until rr= is displayed.
• Inclinometer - To display the truck incline, press
Viewing Live Sensor Data
and release the “SELECT” switch until In= is
displayed.
The display can also be used to quickly show the cur-
rent readings from the four suspension pressure sen-
sors and the inclinometer. This can be used during
regularly scheduled service periods to check the
state of the suspensions. These displays are live Other Display Messages
and will update as the values change. On startup of the payload meter system, the gauge
The live displays cannot be cleared and the SET but- display will scroll the truck type that the PLMIII is con-
ton will have no effect. figured for. For example, on a 930E, the gauge will
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.
M20008 11/03 Payload Meter III M20-11
PAYLOAD OPERATION & CALCULATION loading. This can happen if the brake lock is not
used during loading. If the load increases above
Description of Haul Cycle States 50% of rated load for 10 seconds without the brake
lock applied, the meter will switch to loading and
The typical haul cycle can be broken down into eight
record the continuous_loading flag in the haul cycle.
distinct stages or states. Each state requires the pay-
load meter to make different calculations and store The payload meter switches from loading to maneu-
different data. vering as soon as the truck begins moving. The
maneuvering zone is 160m and is designed to allow
“States" or stages of a typical haul cycle
the operator to reposition the truck under the shovel.
1. Tare Zone More payload can be added anytime within the
2. Empty maneuvering zone. Once the truck travels 160m (0.1
miles) the payload meter switches to the final_zone
3. Loading and begins calculating payload. If the body is raised
4. Maneuvering while the payload meter is in the maneuvering state,
the no_final_load flag will be recorded in the haul
5. Final Zone
cycle record, no payload will be calculated, and the
6. Hauling meter will switch to the dumping state.
7. Dumping While in the final_zone moving faster than 5 km/h (3
8. After Dump mph), the payload meter calculates the loaded
sprung weight of the truck. The same advanced
algorithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
Haul Cycle Description the final_zone to the dumping state if the Body-Up
A new haul cycle is started after the load has been signal is received. If the truck has moved for less
dumped from the previous cycle. The payload meter than 1 minute in the final_zone, the payload meter
will stay in the after_dump state for 10 seconds to will calculate the final payload using an averaging
confirm that the load has actually been dumped. If technique which may be less accurate. If this hap-
the current payload is less than 20% of rated load, pens, the average_load flag will be recorded in the
the payload meter will switch to the tare_zone and haul cycle.
begin calculating a new empty tare. If, after dump- The payload meter switches to the dumping state
ing, the payload has not dropped below 20% of rated when the dump body rises. The payload meter will
load the meter will return to the maneuvering or haul- switch from dumping to after_dump when the dump
ing states. In this case, the false_body_up flag will body comes back down.
be recorded in the haul cycle record.
From the after_dump, the payload meter will switch
While in the tare_zone state, and moving faster than to one of three states:
5 km/h (3 mph), the payload meter calculates the
empty sprung weight of the truck. This tare value will 1. If the average payload is greater than 20% of
be subtracted from the loaded sprung weight to cal- rated load and no final payload has been calcu-
culate the final payload. The payload meter will lated, the payload meter will return to the
switch from the tare_zone or empty to the loading maneuvering state. After the truck travels 160m
state if swingloads are detected. By raising the (0.1 mile) the meter will switch to the final_zone
dump body while in the empty state the payload and attempt to calculate the payload again. The
meter can be manually switched back to the false_body_up flag will be recorded in the haul
tare_zone to calculate a new tare. cycle record.
2. If the average payload is greater than 20% of
From the empty state, the payload meter will switch
rated load and the final payload has been calcu-
to the loading state through one of two means. If the
lated, the payload meter will switch back to the
brake lock is applied, the payload meter will be ana-
hauling state. The false_body_up flag will be
lyzing the suspension pressures to detect a swing-
recorded in the haul cycle record.
load. If a swingload is detected, the meter will switch
to the loading state. The minimum size for swingload 3. If the average payload is less than 20% of rated
detection is 10% of rated load. Swingload detection load, the payload meter will switch to the
usually takes 4-6 seconds. The second method to tare_zone and begin to calculate a new empty
switch from empty to loading is through continuous tare.
M20-12 Payload Meter III 11/03 M20008
Load Calculation SOURCES FOR PAYLOAD ERROR
The final load calculation is different from the last
Payload Error
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and The number one source of error in payload calcula-
the position of the truck during loading. The last tion is improperly serviced suspensions. The pay-
swingload calculation is not the value recorded in load meter calculates payload by measuring
memory as the final load. The final load is deter- differences in the sprung weight of the truck when it
mined by a series of calculations made while the is empty and when it is loaded. The sprung weight is
truck is traveling to the dump site. the weight of the truck supported by the suspensions.
The only method for determining sprung weight is by
measuring the pressure of the nitrogen gas in the
suspensions. If the suspensions are not properly
Carry Back
maintained, the payload meter cannot determine an
Carry back is calculated as the difference between accurate value for payload. The two critical factors
the current truck tare and the clean truck tare. The are proper oil height and proper nitrogen charge.
clean truck tare is calculated using the PC software.
If the suspensions are overcharged, the payload
When the suspensions are serviced or changes are
meter will not be able to determine the empty sprung
made that may affect the sprung weight of the truck,
weight of the truck. The suspension cylinder must be
a new clean truck tare should be calculated.
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
Measurement Accuracy case, the pressure inside the cylinder does not accu-
Payload measurements are typically repeatable rately represent the force necessary to support that
within 1%. Accuracy for a particular scale test portion of the truck.
depends on specific combinations of pressure sen- If the suspensions are undercharged, the payload
sors and payload meters as well as the specifics of meter will not be able to determine the loaded sprung
each scale test. Comparisons from different scale weight of the truck. The suspension cylinder must be
tests are often made without considering the differ- able to travel up and down as the truck drives loaded.
ences introduced by the specific installation and If the pressure in an undercharged suspension can-
operation of the scales for each test. In addition, not support the load, the suspension will collapse
each pressure sensor and payload meter introduces and make metal-to-metal contact. In this case, the
it's own non-linearity. Each truck becomes an indi- pressure inside the cylinder does not accurately rep-
vidual combination of sensors and payload meter. resent the force necessary to support that portion of
Errors from these sources can introduce up to a ±7% the truck.
bias in the payload meter calculations for a specific
scale test, for an individual truck. Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
Because the PLMIII calculates a new empty tare for rect oil height and nitrogen charge are the most
each payload, a detailed scale test must weigh the critical factors in the measurement of payload. If the
trucks empty and loaded for each haul cycle. Using suspensions are not properly maintained, accurate
a simple average of 2 or 3 empty truck weights as an payload measurement is not possible. In addition,
empty tare for the entire scale test will introduce sig- suspension maintenance is very important to the life
nificant error when comparing scale weights to of the truck.
PLMIII weights.
M20008 11/03 Payload Meter III M20-13
Loading Conditions HAUL CYCLE DATA
The final load calculation of the PLMIII system is not PLMIII records and stores data in its on-board flash
sensitive to loading conditions. The final load is cal- memory. This memory does not require a separate
culated as the truck travels away from the shovel. battery. The data is available through the download
Variations in road conditions and slope are compen- software.
sated for in the complex calculations performed by
the payload meter. PLMIII can store 5208 payload records. When the
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.
Pressure Sensors PLMIII can store 512 alarm records in memory.
When the memory is full, the payload meter will
Small variations in sensors can also contribute to erase the oldest 312 alarm records and continue
payload calculation error. Every pressure sensor is recording.
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can All data is calculated and stored in metric units within
add or subtract from payload measurements. This is the payload meter. The data is downloaded and
also true of the sensor input circuitry within individual stored in metric units within the Paradox database on
payload meters. These differences can stack up 7% the PC. The analysis program converts units for dis-
in extreme cases. These errors will be consistent plays, graphs and reports.
and repeatable for specific combinations of payload The units noted in the Table 1 are the actual units
meters and sensors on a particular truck. stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
Swingloads times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
Swingload calculations can be affected by conditions
converts these numbers into dates and times for
at the loading site. Parking the truck against the
graphs and reports.
berm or large debris can cause the payload meter to
inaccurately calculate individual swingloads. While
the PLMIII system uses an advanced calculation
algorithms to determine swingloads, loading site con-
ditions can affect the accuracy.
Speed and Distance
The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload
meter uses this frequency to calculate speeds and
distances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire
will also change between a loaded and empty truck.
The payload meter does not compensate for these
changes.
M20-14 Payload Meter III 11/03 M20008
Haul Cycle Data
The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA
Data Unit Remark
Truck # alpha- Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
numeric truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operator’s seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored
M20008 11/03 Payload Meter III M20-15
Haul Cycle Warning Flags F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in This message is generated when the payload meter
a particular way. When something unexpected takes senses a Body-Up while it is calculating the final pay-
place, the system records a warning flag. Several load indicating that the operator has dumped the
events within the haul cycle can cause a warning flag load. It may also be generated if the Body-Up signal
to be generated. Each one indicates an unusual is not properly reaching the payload meter and the
occurrence during the haul cycle. They do not nec- weight in the truck falls dramatically while the truck is
essarily indicate a problem with the payload meter or calculating the final payload.
payload calculation.
H: False Body Up
A: Continuous Loading
This message indicates that the body was raised dur-
This message is generated when the truck is loaded ing the haul cycle without the load being dumped.
over 50% full without the payload meter sensing The Body-Up signal indicated that the truck was
swingloads. This indicates that a continuous loading dumping, but the weight of the truck did not fall below
operation was used to load the truck. It may also 20% of the rated load.
indicate that the payload meter did not receive the
Brake Lock input while the truck was being loaded. I: Body Up Signal Failed
There may be a problem with the wiring or the Brake This message indicates that the load was dumped
Lock was not used. The payload meter will not mea- without a Body-Up signal being received by the pay-
sure swingloads unless the Brake Lock is used dur- load meter. The weight of the truck fell below 20%,
ing the loading process. but the payload meter did not receive a Body-Up sig-
nal from the sensor.
B: Loading to Dumping Transition
This message is generated when the payload meter J: Speed Sensor Failed
senses a body up input during the loading process. This message indicates that the payload meter
This message is usually accompanied by a sensed the truck loading and dumping without
no_final_load flag. receiving a speed signal.
C: No Final Load K: New Tare Not Calculated
This message is generated when the payload meter The payload meter was not able to accurately calcu-
is unable to determine the final payload in the truck. late a new empty sprung weight for the truck to use
Typically, this means that the payload meter switched as the tare value for the haul cycle. The tare value
from a loaded state to the dumping state before the from the last haul cycle was used to calculate pay-
load could be accurately measured. load.
D: Maneuvering to Dumping Transition L: Incomplete Haul Cycle
This message is generated when the payload meter The payload meter did not have proper data to start
senses a Body-Up input during the maneuvering or the haul cycle with after powering up. When the
repositioning process indicating that the operator has PLMIII powers off, it records the data from the haul
dumped the load. It may also be generated if the cycle in progress into memory. This flag indicates
Body-Up signal is not properly reaching the payload that this data was not recorded the last time the pay-
meter and the weight in the truck falls dramatically load meter was shut down. This can happen when
while the truck is maneuvering or repositioning. the main battery disconnect is used to shut the truck
down instead of the keyswitch. A haul cycle with this
E: Average Load or Tare Used
warning flag should not be considered accurate. Haul
This message indicates that the recorded payload cycles with this warning are displayed in red on the
may not be as accurate as a typical final load calcula- Payload Summary window and are not included in
tion. Typically, this is recorded when loading begins the summary statistics for reports or display.
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.
M20-16 Payload Meter III 11/03 M20008
M: Haul Cycle Too Long Alarm Records
The haul_cycle_too_long flag indicates that the haul The payload meter stores alarm records to give ser-
cycle took longer than 18.2 hours to complete. The vice personnel a working history of the system. All
times stored for particular events may not be accu- codes are viewed using the PC connected to the
rate. This does not affect the payload calculation. payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
has a specific cause and should lead to an investiga-
N: Sensor Input Error tion for correction. Some failures can be overcome
by the payload meter. Haul cycle data will indicate if
An alarm was set for one of the 5 critical sensor an alarm condition was present during the cycle.
inputs during the haul cycle. The five critical sensors Failures with the suspension or inclinometer sensors
are the four pressure sensors and the inclinometer. cannot be overcome.
Without these inputs, the payload meter cannot cal-
culate payload. A haul cycle with this warning flag
should not be considered accurate. Haul cycles with
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display.
Table 2: FAULT CODE DATA
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 vdc
10 Inclinometer low Input voltage > 5.08 vdc
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
24 System key-on status Payload Meter failed to correctly start at power up. Cycle power and recheck.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground
Frame Torque Data
Payload meter records the top 5 peak positive and For example, if the left front and right rear pressure
negative frame torque values and the time they rises as the right front and left rear pressure drops,
occurred. The frame torque is a measure of the the truck frame experiences a twisting motion along
twisting action along the centerline of the truck. Pos- the longitudinal centerline. In this case, the payload
itive frame torque is measured when the suspension meter will record a positive frame torque.
forces on the front of the truck act to twist the frame
The 5 highest values in the positive and negative
in the clockwise direction as viewed from the opera-
direction are stored in permanent memory within the
tor's seat. Negative frame torque is measured when
payload meter.
the forces from the suspensions act in the opposite
direction.
M20008 11/03 Payload Meter III M20-17
Sprung Weight Data System Configuration
The payload meter is constantly monitoring the live PLMIII needs to be configured for operation when it
payload calculation. This value naturally rises and is first installed on the truck. This process requires
falls for a loaded truck depending on road and driving several steps and uses the laptop computer to make
conditions. The payload meter records the top 5 the necessary settings. The setup procedure can be
highest payload calculations and the time they broken down into several steps:
occurred. This information is stored in permanent
memory inside the meter.
• Connecting the laptop to the PLMIII system.
• Starting communications
Maximum Speed Data
• Setting the time & date
The payload meter records the top 5 highest speeds • Setting the truck type
and the time they occurred. This information is
stored in permanent memory inside the meter. • Setting the truck ID
• Setting the speedometer/display gauge units
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.
M20-18 Payload Meter III 11/03 M20008
DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC To download the payload meter:
software is designed to download the data from a 1. Connect to the payload meter and start the PC
whole truck fleet. Instead of creating one data file for software.
each truck, the PC software combines all the data
2. From the main menu, select "Connect to Pay-
from many trucks into one database on the hard
load Meter". The PC will request the latest sta-
drive of the computer. The software then allows
tus information from the payload meter. The
users to query the database to create custom reports
number of haul cycles and alarms will be dis-
and graphs. Data for individual trucks or groups of
played.
trucks can be easily analyzed. This same data can
be exported for use in other software applications like 3. Select the " Begin Download" button. The PC
word processors and spreadsheet applications. will request the payload and alarm data from the
payload meter and save it into the database.
As the database grows, performance of the PC soft- This may take several minutes. A progress bar
ware for analysis will slow down. It may be helpful to at the bottom will show the approximate time
periodically export data. For example, query the left.
database to show the oldest quarter, month, or half
year and print out a summary report. Then export
the data to a compressed format and save the file in
a secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.
The PC software downloads the data from the pay-
load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading
M20008 11/03 Payload Meter III M20-19
PLM III SYSTEM CONFIGURATION Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Starting Communications
Metric Tons: Payload is displayed in metric tons, dis-
The PDM software allows users to download and tances and speeds are displayed in Kilometers
configure the system.
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles
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
Before connecting to the payload meter, select
"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port.
Most laptops use Comm 1 for serial communications.
The units displayed for reports and graphs by the PC
software can be set on this form. Click “Done” to
return to the main menu.
The connection screen displays basic system infor-
mation to the user.
• Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
• Truck Number is an ID number assigned to the
truck by the mine.
• The Payload Meter Date / Time values come
from the payload meter at the moment of
From the main menu, click the "Connect to Payload connection.
Meter" button. The PC will try to connect to the pay- • Number of Haul Cycle Records is the number of
load meter and request basic information from the haul cycles records stored in memory and
system. In the event of communications trouble, the available for download.
PC will try 3 times to connect before "timing-out". • Number of Active Alarms shows how many
This may take several seconds. alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Displayed Payload Units • Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
Three options are available for the display of units in
available for download.
the PC software, reports, and graphs:
• PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.
M20-20 Payload Meter III 11/03 M20008
There are also many configuration and download Setting the Date and Time
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
The time shown on the form is the time transmitted
nection has been established and the PC software
from the payload when the connection was first
has connected to the payload meter.
established.
Connecting to the Payload Meter
Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does The date and time are maintained by a special chip
not affect the operation of the speedometer. on the PLMIII circuit board. The memory for this chip
• Connect the laptop to the system using the is maintained by a very large capacitor when the
EF9160 communications harness. The download power is removed from the payload meter. This will
connector is typically located on the housing maintain the date and time settings for approximately
mounted in the cab to the back wall. The PLMIII 30 days. After this time, it is possible for the payload
system uses the same connection as the meter to lose the date and time setting. It is recom-
Payload Meter II system. mended that the system be powered every 20 days
to maintain the date and time. If the date and time is
Configure the Payload Meter lost, simply reset the information using this proce-
Configuration of the payload meter requires a serial dure. It takes approximately 90 minutes to recharge
connection to the PLMIII system. Clicking the "Con- the capacitor.
figure Payload Meter" button will bring up the Truck Changing the date and time will affect the haul cycle
Configuration screen and menu. This screen dis- in progress and may produce unexpected results in
plays the latest configuration information stored on the statistical information for that one haul cycle.
the payload meter.
To change the time:
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the 1. Click on the digit that needs to be changed.
changes into the payload meter. To confirm the 2. Use the up/down arrows to change or type in
changes, exit to the main menu and re-connect to the the correct value.
payload meter. 3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
M20008 11/03 Payload Meter III M20-21
Setting the Truck Type Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
1. From the Truck Configuration screen, use the
ber for each truck using the PLMIII system. This
pull-down menu to select the truck type that the
number is one of the key fields used within the haul
payload meter is installed on.
cycle database. The field will hold 20 alpha-numeric
2. Press the "Save Changes" button to program characters.
the change into the meter.
1. On the Truck Configuration screen, enter the
Setting the Gauge Display Units truck number in the appropriate field.
The Payload Meter Speedometer / Display Gauge 2. Press the "Save Changes" button to program
displays the speed on the upper display. The units the change into the payload meter.
for the speed display are selected using a jumper on
the rear of the case.
Setting the Komatsu Distributor
The payload units on the lower display can be
changed from metric to short tons or long tons using This field in the haul cycle record can hold the name
the Truck Configuration screen. This selection also of the Komatsu distributor that helped install the sys-
switches between metric (kg/cm2) and psi (lbs/in2) for tem. Komatsu also assigns a distributor number to
the live display of pressure on the gauge. each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
1. From the Truck Configuration screen, select the put into this field. The field will hold 20 alpha-
payload units to be used on the lower display of numeric characters.
the speedometer/display gauge.
2. Press the "Save Changes" button to program
the change into the payload meter. 1. On the Truck Configuration screen, enter the
distributor name or number in the appropriate
field.
Setting the Frame Serial Number 2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Komatsu Customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
The frame serial number is located on the plate
customer. This number is used on all warranty
mounted to the truck frame. The plate is outboard on
claims. This Komatsu customer number can also be
the lower right rail facing the right front tire. It is very
put into this field. The field will hold 20 alpha-
important to enter the correct frame serial number.
numeric characters.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters. 1. On the Truck Configuration screen, enter the
1. On the Truck Configuration screen, enter the customer name or number in the appropriate
truck frame serial number in the appropriate field.
field. 2. Press the "Save Changes" button to program
2. Press the "Save Changes" button to program the change into the payload meter.
the change into the payload meter.
M20-22 Payload Meter III 11/03 M20008
Clean Truck Tare Inclinometer Calibration
The payload meter uses the clean truck tare value to
The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The
compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new
the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare.
the payload calculation.
This procedure should be performed after service to
This procedure should be performed on relatively flat
the suspensions or when significant changes are
ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per-
tion for this procedure.
forming this procedure, be sure the suspensions are
properly filled with oil and charged. It is critical to 1. After cleaning debris from the truck and check-
payload measurement that the proper oil height and ing to see that the suspensions are properly
gas pressure be used. serviced, use the PLMIII software to connect to
the payload meter.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung 2. From the "Truck Configuration" screen, select
weight of the truck. This calculation continues while "Inclinometer".
the truck drives to the next loading site. Once the 3. With the truck stopped and the brake lock on,
procedure is started, there is no reason to continue press the “Start” button. This instructs the pay-
to monitor the process with the PC. The truck does load meter to sample the inclinometer once.
not need to be moving to start this procedure. 4. Turn the truck around. Drive the truck around
1. After cleaning debris from the truck and check- and park in the exact same spot as before, fac-
ing to see that the suspensions are properly ing the other direction.
serviced, use the PLMIII software to connect to 5. With the truck stopped and the brake lock on,
the payload meter. press the “Start” button. This instructs the pay-
2. From the "Truck Configuration" screen, select load meter to sample the inclinometer again.
"Clean Truck Tare". The payload meter will average the two sam-
ples to determine the average offset.
3. Be sure to follow the screen instructions.
6. Be sure to follow the screen instructions.
M20008 11/03 Payload Meter III M20-23
DATA ANALYSIS
PAYLOAD SUMMARY FORM
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.
M20-24 Payload Meter III 11/03 M20008
Sorting on Date Range 2. Change the “From” date to July 1, 2000.
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a
specific date, change the “From” and “To” dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:
1. Select truck 374 from the Truck Unit pull-down
menu.
3. Change the “To” date to July 31, 2000.
4. Change the “From” time to 06:00.
5. Change the “To” time to 18:00.
6. Press the "Query Database and Display" to
view the results.
2. Change the “From” date to July 1, 2000.
This query will display haul cycles from January 5 to
January 8, from 6:00 AM to 6:00 PM.
Date
Time
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
6:00
3. Change the “To” date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
12:00
Sorting on Time Range
18:00
The time range sorts the times of the day for valid
dates. Changing the time range to 6:00AM to
6:00PM will limit the payloads displayed to the loads
that occurred between those times for each day of 24:00
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
truck 374 from January 5, 2000 to January 8, 2000:
The shift times selected can extend the query past
the original date. If the dates set for the query are
1. Select truck 374 from the Truck Unit pull-down January 5 to January 8 and the times were changed
menu. to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:
M20008 11/03 Payload Meter III M20-25
Creating Reports
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
Query : Date: 1/5/00 to 1/8/00
Haul Cycles Included in the Query
Daily Shift Time: 18:00 to 6:00
Payload Detail Screen
The Payload Detail screen gives the details for any
individual haul cycle. From the “Payload Summary”
screen, double-click on any haul cycle to display the
detail.
M20-26 Payload Meter III 11/03 M20008
NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.
Summary - one page report
A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.
Detailed - multi-page report
The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle times,
and cycle distances, speeds and the number of swing
loads.
M20008 11/03 Payload Meter III M20-27
Creating Graphs Exporting Data
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the “Payload Summary” screen. From the "Sorting
on Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
The data from the database can be exported for use
1. From the Payload Summary Screen select the with other software applications. The data is
“Graph” button at the bottom. The Histogram selected from the currently displayed query. The
Setup screen will display exported data can be put into a ".CSV" file or a com-
pressed ".zip" file.
• The “.CSV” format allows data to be easily
imported into spreadsheet applications and word
processing applications.
• The “.Zip” format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.
CSV Export
2. Enter the "Lowest Value". This will be the low-
est payload on the graph. Any payloads less
than this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this
value will be summed in the last bar.
4. Enter the "Incremental Change". This will
determine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page. CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
5. Press the “Create Graph” button.
cations like Excel and Lotus 123 to import data eas-
The graph will be displayed based on the query set- ily. To export the data into a ".csv" file, press the
tings from the Payload Summary screen. The graph "Export" button at the bottom of the payload sumary
can be customized and printed. screen and select "To CSV". The program will
request a filename and location for the file.
M20-28 Payload Meter III 11/03 M20008
. • Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
• Reserved 6: This value is the payload estimate
at the shovel just before the truck begins to
move.
Two sets of data are exported. At the top of the file
will be the haul cycle data. The columns, left to right
are:
• 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.
M20008 11/03 Payload Meter III M20-29
To export data in ZIP format: Deleting Haul Cycle Records
1. Confirm that the data displayed is the query To delete haul cycle records from the main database,
data that needs to be exported. press the "Delete" button at the bottom of the “Pay-
2. From the payload summary screen, press the load Summary” screen. The program will display a
"EXPORT" button and select "To ZIP". summary of the records from the displayed query. To
delete a record, select one at a time and press the
3. The program will ask for a filename and loca- "Delete" button. It is recommended that records be
tion. exported to a zip file for archival purposes before
deletion. Multiple records may be selected by hold-
ing down the Shift key. Pressing the "Delete All" but-
Importing Data ton will select all the records from the current query
This import function allows the data from one laptop and delete them.
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central NOTE: There is no recovery for records that have
computer for analysis. This can also be used to copy been deleted from the main database. It is highly
haul data from a particular truck from a diskette into a recommended that all records be exported and
database for analysis. archived in a compressed file format for future
reference before being deleted.
To import data, press the "IMPORT" button at the
bottom of the “Payload Summary” screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import
".zip" files created by another computer running the
PDM Software.
M20-30 Payload Meter III 11/03 M20008
Viewing Alarms Deleting Alarm Records
From the Payload Summary screen, click the To delete alarm records from the main database,
“Alarms” button to display the alarm screen. The press the "Delete" button at the bottom of the “Alarm
alarms are sorted by the query settings from the Pay- Display” screen. The program will display a sum-
load Summary screen. Alarms can be displayed as mary of the alarms from the query. To delete an
Active or Inactive. alarm, select one at a time and press the "Delete"
button. It is recommended that the query data be
exported to a “.zip” file for archival purposes before
deletion. Multiple records may be selected by hold-
ing down the Shift key. Pressing the "Delete All" but-
ton will select all the alarms from the current query
and delete them.
NOTE: There is no recovery for alarms that have
been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.
M20008 11/03 Payload Meter III M20-31
TROUBLESHOOTING SECTION
TROUBLESHOOTING Real-Time Data Display
Troubleshooting the PLMIII system is done through
the PC software you can:
• View active alarms.
• View the sensor inputs using the Real-Time Data
Display.
• Test the payload lights.
• Create log files of sensor inputs for further analy-
sis.
• These activities require a connecion to the
PLMIII system. The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
Viewing Active Alarms
1. Connect to the payload meter and start the PC
Active alarms are alarms that have been set, but not software.
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is 2. From the main menu, select "Connect to Pay-
cleared when the condition has been returned to nor- load Meter". The PC will request the latest sta-
mal range for 5 seconds. For example, 5 seconds tus information from the payload meter.
after the left-rear pressure sensor is disconnected, 3. Select the "Real Time Data" button. The data
the LR-Pressure Lo alarm will be activated. This can screen will pop up. The PC will request the pay-
be viewed using to the "Connect to Payload Meter" load meter to begin transmitting data.
screen. 5 seconds after the pressure sensor is re- 4. To exit, press the “Close” button.
connected, the alarm will clear and be recorded in
memory. The units for each measurement are determined by
the setting in the Program Options for the PC soft-
Active alarms are recorded in memory as "cleared" ware. The four suspension pressures and inclinome-
when the keyswitch is turned off. When power is ter are shown. The status of the Body-Up and Brake-
restored to the payload meter, the alarms will be re- Lock inputs is also shown. The haul cycle state and
activated if the conditions still exist for 5 seconds. speed is displayed. The current sprung weight is dis-
To view active alarms: played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
1. Connect to the payload meter and start the PC above the suspension. It does not include the tires,
software. spindles, wheel motors, drive case, or anything
2. From the main menu, select "Connect to Pay- below the suspensions.
load Meter". The PC will request the latest sta-
tus information from the payload meter. Testing the Payload Lights
3. If there are active alarms, the "Display Active The real time data display also allows the user to
Alarms" button in the lower left corner will be individually power the payload lights. This can be
available. If the button is not available, there useful for testing the lights. To turn on a particular
are no active alarms at the time of connection. color payload light:
The screen does not automatically refresh. If a
1. Click the check box beside the color light to
condition changes to cause an alarm, the user
power.
must exit and re-enter the "Connect to Payload
Meter" screen. 2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.
M20-32 Payload Meter III 11/03 M20008
Creating Log Files of Inputs Daily Inspections
The PC software can create a text file of the live data An important part of maintaining the Payload Meter
stream from the payload meter. This can be very III (PLMIII) system is monitoring the basic inputs to
useful for diagnostic purposes. The data is written the system. It is recommended that the truck opera-
into a text data file in comma separated value format. tor walk around the truck and visually inspect the fol-
The data is recorded in metric units at 50 samples lowing:
per second. The data file can grow large very
• Charging condition of the suspensions - not flat,
quickly. Each sample writes one line into the ASCII not overcharged.
file in comma separated format.
• Pressures in the suspensions - check
The order for each line of data in is: suspensions by using the operator gauge and the
• Date operator switch.
• Time
• Sprung Weight
• LF Pressure Periodic Maintenance
• RF Pressure
• LR Pressure It is recommended that the following items be
• RR Pressure checked every 500 hours:
• Incline • Confirm the suspension pressures using external
• Speed gauges.
• Body Up State (1=up)
• Brake Lock State (1=on) • Confirm proper suspension height.
• Payload State • Confirm suspensions do not collapse and make
• Status Flags metal-to-metal contact when the truck is loaded.
• Spare
• Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:
1. Connect to the payload meter and start the PC
software. In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
2. From the main menu, select "Connect to Pay-
complete haul cycle. Record the suspension pres-
load Meter". The PC will request the latest sta-
sures using the CSV log file tool in the Payload Data
tus information from the payload meter.
Manager software for the PC. The suspension pres-
3. Select the "Real Time Data" button. The real sures in this log file can be graphed to inspect for flat
time data screen will pop up. The PC will or overcharged suspensions.
request the payload meter to begin transmitting
data.
4. Click the "Set File Name" button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.CSV) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the “Start Log” button to start taking data
and recording into the file. Once a file is
started, it cannot be stopped and started again.
7. Press the “Stop Log” button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.
M20008 11/03 Payload Meter III M20-33
Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:
• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.
M20-34 Payload Meter III 11/03 M20008
No Payload Display When Keyswitch is Turned ON
• Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
• Check the 5A circuit breaker (CB A) in PLMIII junction box.
• Check all connectors and terminal connectors in the power circuits to the payload meter.
• If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator
Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.
M20008 11/03 Payload Meter III M20-35
No Display on Speedometer
No Display on Operator Display
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Keyswitch is Turned ON”.
M20-36 Payload Meter III 11/03 M20008
No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
• Confirm power to the payload meter.
• Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
• Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
• Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
• Before the beginning of troubleshooting, turn keyswitch “OFF”. Wait 1 minute and turn keyswitch “ON”.
M20008 11/03 Payload Meter III M20-37
Load Lights Don’t Light During Loading
• 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.
M20-38 Payload Meter III 11/03 M20008
Load Lights Remain ON
Load Lights Remain ON During Dumping
Display Doesn't Clear When The Load Is Dumped
• 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".
M20008 11/03 Payload Meter III M20-39
Calibration Problems
• Confirm that the truck is empty and clean.
• Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
• The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.
M20-40 Payload Meter III 11/03 M20008
Alarm 1 - Left Front Pressure High
Alarm 2 - Left Front Pressure Low
Troubleshoot Wiring to Left Front Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.
M20008 11/03 Payload Meter III M20-41
Alarm 3 - Right Front Pressure High
Alarm 4 - Right Front Pressure Low
Troubleshoot Wiring to Right Front Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.
M20-42 Payload Meter III 11/03 M20008
Alarm 5 -Left Rear Pressure High
Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.
M20008 11/03 Payload Meter III M20-43
Alarm 7 - Right Rear Pressure High
Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension
These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.
M20-44 Payload Meter III 11/03 M20008
Alarm 9 - Inclinometer High
Alarm 10 - Inclinometer Low
Troubleshoot Inclinometer Wiring
These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than .5v and less than 5.0v as measured in the junction box between TB46-.
M20008 11/03 Payload Meter III M20-45
Alarm 13 - Body Up Input Failure
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.
M20-46 Payload Meter III 11/03 M20008
Alarm 15 - Memory Write Failure
Alarm 16 - Memory Read Failure
Alarm 24 - System Key-On Status
These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the keyswitch “OFF”. Wait 30 sec-
onds, then turn the battery disconnect “OFF”. Wait 1 minute before restoring power.
In cases where repowering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
• See “Troubleshooting Abnormal Displays at Power-Up” for more information.
M20008 11/03 Payload Meter III M20-47
Operator Switch Doesn't Work
Alarm 26 - User Switch Fault - SELECT
Alarm 27 - User Switch Fault - SET
• Confirm power to the Payload Meter Speedometer and Display gauge.
• Confirm that a laptop is not connected to the PLMIII system.
• Turn keyswitch “OFF”. Wait 1 minute and turn keyswitch “ON”. Confirm problem still exists.
M20-48 Payload Meter III 11/03 M20008
Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
M20008 11/03 Payload Meter III M20-49
Connectors
M20-50 Payload Meter III 11/03 M20008
PLMIII CHECK OUT PROCEDURE
General Description and TB45-X. This voltage should be 18vdc
±1vdc.
The process consists of attaching dummy loads in
place of the suspension pressure sensors and 8. Return to the cab and check the speedometer/
checking the pressures indicated by the payload display gauge. The gauge will display the cur-
meter. In addition, connecting to the payload meter rent payload. With the EJ3057 harnesses
using a laptop PC in order to confirm the latest soft- attached at the sensor locations, the payload
ware version and the rest of the inputs and outputs of should be 0.
the system. NOTE: The display can be used to quickly show the
current readings from the four suspension pressure
Tools Required sensors and the inclinometer. This can be used
• Payload Data Manager software during regularly scheduled service periods to check
the state of the suspensions. These displays are live
• EF9160 - Download Harness
and will update as the values change. The display is
• EJ3057 - Harness Str, PLMIII test (4 needed). changed by pressing the 'SELECT' button on the
dashboard. The sequence of displays is:
Checkout Procedure
1. Attach one EJ3057 Harness Structure to the
left-front suspension connection box. The red · PL= Payload
alligator clip attaches to the 39F circuit at TB42-
A. The white alligator clip attaches to the 39FD · Id= Operator ID
circuit at TB42-B. The EJ3057 acts as a
dummy load to simulate a suspension pressure · tL= Total Shift Tons
sensor for the payload system.
· LC= Shift Load Counter
2. Attach one EJ3057 Harness Structure to the
right-front suspension connection box. The red · LF= Left Front Suspension Pressure
alligator clip attaches to the 39F circuit at TB41-
A. The white alligator clip attaches to the 39FC · rF= Right Front Suspension Pressure
circuit at TB41-B.
3. Attach one EJ3057 Harness Structure to the
· Lr= Left Rear Suspension Pressure
left-rear suspension connection in the Rear sus- · rr= Right Rear Suspension Pressure
pension connection box. The red alligator clip
attaches to the 39F circuit at TB61-A. The · In= Inclinometer
white alligator clip attaches to the 39FB circuit
at TB61-C.
NOTE: The live displays cannot be cleared and the
4. Attach one EJ3057 Harness Structure to the
SET button will have no effect.
right-rear suspension connection in the Rear
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB61-A. The NOTE: The units for the display are controlled by the
white alligator clip attaches to the 39FA circuit at configuration of the payload meter. The payload
TB61-B. meter defaults to display metric units, the pressures
5. In the PLMIII junction box, check the input volt- will be displayed in tenths of kg/cm2. For example, if
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24vdc from the bat-
the display shows 202 the actual value is 20.2
2
teries. kg/cm . If the payload meter is set to display short
6. Turn the keyswitch ON. The speedometer/dis- tons, the pressures will be displayed in psi (lbs/in2).
play gauge on the dashboard will scroll the To convert from kg/cm2 to psi, multiply by 14.2233.
truck type across the lower display. The pay- 14.2233 psi (lbs/in2) = 1 kg/cm2.
load meter defaults to 930E.
7. In the PLMIII junction box, check the sensor
supply voltage on circuit 39F between TB46-L
M20008 11/03 Payload Meter III M20-51
NOTE: The inclinometer displays whole degrees of 15. Press and hold the “SELECT” button on the
incline. Positive incline is when front of truck is point-
ing up.
dashboard. rr= will be displayed. Release
the button and the right-rear pressure will be
NOTE: The gauge will quickly display the type of displayed. This value should be in metric units.
information being displayed every 1 minute. For The nominal value should be 23.4 kg/cm2
example, if the left-front pressure is being displayed, (332psi). Values between 17.6 and 29.2 kg/
Lf= will quickly display every minute. Only the cm2 (250 psi and 416 psi ) are acceptable.
16. Press and hold the “SELECT” button on the
payload display, PL= does not display this infor-
mation. dashboard. In= will be displayed. Release
9. Press and hold the “SELECT” button on the the button and the inclinometer value will be
displayed. This value is in degrees. The incline
dashboard. Id= will be displayed. Release will depend on how the truck is set during
the button and the Operator ID will be dis- assembly. Values between ±3° are accept-
played. This value should be 0. able. It is not necessary to zero this reading by
adjusting the attitude of the inclinometer in the
10. Press and hold the “SELECT” button on the
buddy seat.
dashboard. tL= will be displayed. Release
17. Press and hold the “SELECT” button on the
the button and the total tons will be displayed.
This value should be 0. dashboard. PL= will be displayed. Release
the button and the current payload will be dis-
11. Press and hold the “SELECT” button on the
played.
dashboard. LC= will be displayed.
18. Connect a laptop to the PLMIII system. Typi-
Release the button and the number of loads will cally an EF9160 download cable is used. The
be displayed. This value should be 0. payload meter connector is behind the buddy
12. Press and hold the “SELECT” button on the seat on the back wall on the side of the PLMIII
mounting bracket. The laptop must have the
dashboard. Lf= will be displayed. Release Payload Data Manager software installed.
the button and the left-front pressure will be dis-
played. This value should be in metric units. 19. Run the PC software.
The nominal value should be 23.4 kg/cm2 20. From the main menu, select "Connect to Pay-
(332psi). Values between 17.6 and 29.2 kg/ load Meter".
cm2 (250 psi and 416 psi ) are acceptable.
13. Press and hold the “SELECT” button on the
dashboard. rf= will be displayed. Release
the button and the right-front pressure will be
displayed. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
cm2 (250 psi and 416 psi ) are acceptable.
14. Press and hold the “SELECT” button on the
dashboard. Lr= will be displayed. Release
the button and the left-rear pressure will be dis-
played. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
cm2 (250 psi and 416 psi ) are acceptable.
M20-52 Payload Meter III 11/03 M20008
21. The Connection Menu will be displayed. Select
"Configure Payload Meter".
NOTE: The frame serial number is located on a plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
22. Confirm that the PLMIII software version numeric characters.
matches the latest available version. As of 09- • On the Truck Configuration screen, enter the
May-01 the EJ0575-1 software version will dis- frame serial number in the appropriate field.
play as "01/28/01A". The latest version can be • Press the "Save Changes" button to program the
found at http://www.kms-peoria.com/payload. If change into the payload meter.
the version does not match the latest indicated
on the internet, download the latest and update
25. Setting the Customer Unit Number.
the PLMIII software using the Flashburn soft-
ware. See “Checkout Procedure Confirmation”
for more information. NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
23. Using the Truck Configuration menu, set the fol-
number or name can be entered in the Customer
lowing:
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
• On the Truck Configuration screen, enter the
truck number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
26. Setting the Komatsu Distributor.
NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
• Set the time. the system. Komatsu also assigns a distributor
• Set the Date to today’s date. number to each distributor. This number is used on
• Set the Gauge display units to Metric, Short Tons all warranty claims. This Komatsu distributor number
or Long Tons according to the final destination of can also be put into this field. This number is one of
the vehicle. If nothing has been specified, set to the key fields used within the haul cycle database.
Metric Tons. The field will hold 20 alpha-numeric characters. If
• Set the truck type to the proper truck model. the distributor is not known, enter "UNKOWN".
• Press the “Save Changes” button to program the • On the Truck Configuration screen, enter the dis-
change into the payload meter. tributor name or number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
24. Setting the Frame Serial Number. 27. Setting the Komatsu Customer.
M20008 11/03 Payload Meter III M20-53
32. Confirm that the suspension pressures are
NOTE: This field in the haul cycle record can hold the within range. The nominal value should be 23.4
name of the mine or operation where the truck is in kg/cm2 (332psi). Values between 17.6 and
service. Komatsu also assigns a customer number to 2
29.2 kg/cm (250 psi and 416 psi ) are accept-
each customer. This number is used on all warranty
able. Record the values displayed.
claims. This Komatsu customer number can also be
put into this field. This number is one of the key 33. Confirm that the inclinometer is within range
fields used within the haul cycle database. The field and record the value.
will hold 20 alpha-numeric characters. If the cus- 34. Confirm that the Body Up input is working cor-
tomer is not known, enter "UNKOWN" rectly. Place a steel washer on the body up
·On the Truck Configuration screen, enter the cus- switch. The real time data screen should indi-
tomer name or number in the appropriate field. cate "No". Remove the washer and the real
·Press the "Save Changes" button to program the time data screen should indicate "Yes". The
chnge into the payload meter. Haul Cycle State should change to "Dumping".
35. Confirm that the Brake Lock input is working
28. Press "Save Changes" and close the Truck correctly. Turn the Brake Lock on using the
Configuration screen and the Connection Menu. switch on the dashboard. The real time data
29. From the main menu select "Connect to Pay- screen should indicate "On". Turn the Brake
load Meter". Lock off. The real time data screen should indi-
cate "Off".
30. From the Connection Menu select "Configure
Payload Meter". Confirm that all previous 36. Turn on the green payload lights by checking
changes have been saved and close the Truck "Green Light" and pressing the "Set Lights" but-
Configuration form. ton. Check to be sure that only the green pay-
load lights on the truck are illuminated.
31. From the Connection Menu select "Real Time
Data". 37. Uncheck the green light and turn on the amber
payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illu-
minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 25
NOTE: The weight shown on the real time data
MPH (40.2 Km/h) speed signal. Confirm that
screen is the sprung weight and includes the weight
this value is displayed by the speedometer on
of the truck. Given the suspension pressure dummy
the dashboard and the real time data screen.
loads, the nominal value shown should be 112 short
The value can be ±1 MPH (±2 km/h). The brake
tons (101 metric tons).
lock must be off for the PLMIII to recognize
speed input.
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.
M20-54 Payload Meter III 11/03 M20008
42. Remove the EJ3057 harness from the left front PLMIII CHECKOUT PROCEDURE
suspension junction box, TB42-A and TB42-B. CONFIRMATION
43. Wait at least 1 minute and remove the EJ3057
harness from the left-rear connections in the Flashburn Programming
rear junction box, TB61-B and TB61-C. General Instructions:
44. Wait at least 1 minute and remove the EJ3057 Before beginning, be sure the ".kms" file required to
harness from the right-rear connections in the program the product and you know where to find it on
rear junction box, TB61-A and TB61-C. your computer.
45. Wait at least 1 minute and remove the EJ3057 Programming will reset all the truck configuration
harness from the right-front connections in the information.
right-front junction box, TB61-B and TB61-C.
NOTE: BEFORE STARTING THIS PROCEDURE,
46. Wait at least 1 minute. RECORD THE PAYLOAD METER
47. From the main menu of the PC software press CONFIGURATION INFORMATION.
the "Connect to Payload Meter" button.
This information can be found using the Payload
48. From the Connection Menu select "Display Data Manager software. After programming, it will be
Active Alarms". Confirm that the four alarms necessary to restore this information in the payload
displayed occurred in the proper order; meter configuration.
Left-front suspension low
Left-rear suspension low 1. Turn off power to the payload meter by turning
the keyswitch “OFF”.
Right-rear suspension low
2. Start the "Flashburn" software installed on the
Right-front suspension low laptop.
49. Close all screens and disconnect the laptop Flashburn
from the PLMIII system.
1. Power Before programming, power must be
OFF turned off to the target device. Be sure
the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON
< Back Next > Cancel
3. Confirm that the payload meter power is OFF
and press “NEXT".
M20008 11/03 Payload Meter III M20-55
4. Confirm the proper communications port for the
programming laptop. This is usually COM 1. Flashburn
Press “NEXT”.
1. Power Turn on power to the target device. This
OFF will start the programming process.
Flashburn
Comm Port: COM 1
2. Select
1. Power Select the serial communications port to Port Filename: 071000A.KMS
OFF use between the computer and the
Steps Status
target device. For most computers this 3. Select
2. Select will be COM 1. Connection: Complete
File
Port Preparation: Complete
COM 1 4. Power
3. Select Programming: Complete
ON
File
Verification: Complete
4. Power 61 %
ON
< Back Cancel
< Back Next > Cancel
7. After successful programming, turn the key
witch “OFF”.
5. Press “BROWSE” and select the ".kms" file to 8. Wait 20 seconds and turn the keyswitch “ON”.
program into the payload meter. Press “NEXT”. 9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Flashburn Manager software on the laptop computer.
1. Power Select the file that will be used to
OFF program the target device. This file will
end with the ".KMS" extension.
2. Select
Comm Port: COM 1
Port
Filename: *.KMS Browse
3. Select
File
4. Power
ON
< Back Next > Cancel
6. When instructed, turn the keyswitch “ON” in
order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.
M20-56 Payload Meter III 11/03 M20008
Confirmation Checklist
Use the Real Time Data Screen in order to verify the checklist items in the table below.
Checklist Item Value Initials
PLMIII Software Version
User switch and display works properly
Left - Front Pressure
Right - Front Pressure
Left - Rear Pressure
Right - Rear Pressure
Inclinometer
Green light works properly
Amber light works properly
Red light works properly
Brake Lock input works properly
Body Up input works properly
Speed input works properly
Date
Truck
Signature
M20008 11/03 Payload Meter III M20-57
PAYLOAD METER III COMPONENTS
Pressure Sensor - PC1578
PLMIII Controller - EG6514
All Reference dimensions are in mm.
Speedometer - PC0550
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE
MANUFACTURED UNDER LICENSE F ROM
L.G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
M20-58 Payload Meter III 11/03 M20008
SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Breaker or Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31002 12/03 Reserve Engine Oil System M31-1
NOTES
M31-2 Reserve Engine Oil System 12/03 M31002
RESERVE ENGINE OIL SYSTEM
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (9, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
Filter (14) in the supply circuit protects the pumping
unit (11) and prevents transfer of contaminants to the
engine sump which might enter the tank during ser-
vicing. It also gives an added level of oil cleanup.
The normal supply system capacity of oil carried in
the reserve tank is roughly equivalent to the volume
in the engine. In the process of continuous adjust-
ment of the engine oil level, there is a constant circu-
lation of oil between the engine and the reserve tank.
The volume of oil in the tank becomes part of the
working oil for the engine. Oil change intervals may
usually be extended in proportion to the increased
working oil volume. Extension beyond a proportional
increase is often possible, but should be undertaken
only as determined by oil sampling and analysis. FIGURE 31-1. OIL RESERVE TANK
Local conditions such as engine application, climate, 1. Suction Line 8. Tank Fill Cap
and fuel quality should be taken into consideration 2. Remote Fill Line 9. Reserve Tank
before determining permissible oil life. 3. Fill Valve 10. Engine Add Line
4. Engine Add Line 11. Pumping Unit
5. Fill Switch 12. Sight Gauge
6. Air Relief Valve 13. Tank Add Line
7. Tank Fill Line 14. Filter
M31002 12/03 Reserve Engine Oil System M31-3
Operation LED Monitor Light
Engine oil is circulated between engine oil pan (1, • Steady - Pump 1 is withdrawing oil from the
Figure 31-2) and reserve tank (2) by two electrically engine sump and bringing down the oil level.
driven pumps (pump 1 and pump 2) within a single • Regular pulsing - Pump 2 is returning oil to the
pumping unit (4). The pumping unit is mounted on engine sump and raising the oil level.
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side. • Irregular pulsing - Oil is at the correct running
level.
Pump 1 draws oil from the engine oil pan (1) at a
preset control point determined by the height of the
suction tube (6). Oil above this point is withdrawn
and transferred to the reserve tank. This lowers the
level in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises
the engine oil level until air is no longer drawn by
pump 1. Pump 2 then turns off. The running level is
continuously adjusted at the control point by alter-
nating between withdrawal and return of oil at the
engine oil pan. The oil returning to the engine oil
pan is below the normal operating level to prevent
aeration of the oil.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Oil Filter 6. Suction Tube C. Engine Oil Level
M31-4 Reserve Engine Oil System 12/03 M31002
Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper “full”
level is fast and accurate and accomplished in 2 to 3
minutes.
The reserve oil tank for the engine is designed to add
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be full of oil before starting the engine.
NOTE: Do Not use the oil in the reserve tank to fill
the engine pan.
System switch (2, Figure 31-3) is an illuminated
push-pull power-on switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote fill feature)
NOTE: This procedure adds oil to the reserve tank. FIGURE 31-3. RESERVE OIL TANK
1. Connect the pressure supply hose from the REMOTE FILL
new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure. 1. Remote Control 3. Start Switch
2. Pull out on system switch (2, Figure 31-3) to Box 4. FULL Light
turn the fill system on. 2. System Switch 5. VALVE OPEN
Light
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.
M31002 12/03 Reserve Engine Oil System M31-5
SERVICE Changing Oil
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
Every 10 Hours, or once each shift: the top sight gauge
1. Before starting engine, check oil level using
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys-
tem for proper operation.
2. The engine oil quality will be best if the reserve
tank is kept reasonably full. Check the oil level
in the reserve tank. As a minimum guideline, if
the oil is below the half-full level, fill the tank
manually so the oil is just visible in the top sight
glass or by using the automatic fill control
method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
‘steady on’ and ‘flashing’.
Every 500 Hours:
1. Change all engine and system filters, if applica-
ble.
2. More system failures result from bad electrical
connections than all other causes combined.
Check electrical system connections for tight-
ness, corrosion and physical damage. Check
battery, alternator, oil pressure switch, junction
boxes, remote control fill box and circuit break-
ers.
3. Examine electrical cables over their length for
possible damage.
4. Small hose leaks can cause system malfunc-
tion. Examine all hoses, including those on the
reserve tank and the ones leading to and from
the engine for leaks, cracks or damage. Check
all fittings for tightness, leakage or damage.
M31-6 Reserve Engine Oil System 12/03 M31002
TROUBLESHOOTING NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
It is important to understand the LED signal for the and reserve tank are overfilled, there is no room in
pumping unit. It is used primarily to verify that the the tank to draw the oil level down in the engine. In
system is maintaining the oil level at the level of the this case, the LED signal would never start ‘flashing’
open end of the withdrawal tube in the engine oil pan. because pump 1 is never receiving air. It will
The signal is also a valuable tool in troubleshooting continue to pump oil from the engine to the tank, but
the system. because the tank is full, the oil will be routed back to
When the signal is ‘steady’ (not flashing), pump 1 is the engine via the air relief valve on top of the tank.
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is ‘flashing’, pump 1 is drawing air There are two explanations for an overfilled tank and
from the suction tube which triggers operation of the engine:
pump 2 to operate and transfer oil back to the engine • When the tank is filled to “FULL” and the engine
from the tank (the flashing is actually the pulses of is overfilled.
pump 2). When the oil is at the correct level in the
• When oil is added directly to the engine between
engine, air and oil are alternatively entering the suc-
oil changes. The system transfers the oil to the
tion tube, with pump 1 commanding operation of reserve tank until it can not receive any more and
pump 2 with each portion of air that comes through the engine remains overfilled. It is, therefore,
the line. important that oil should be added only to the
This is a complete test for proper operation of the reserve tank between oil changes; except, of
course, if the engine is extremely low.
pumping unit. This operation can be accomplished
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is ‘steady’, pump 1 should be
pumping oil. Verify by loosening the hose at Circuit Breaker or Fuse
pump 1 outlet to verify that oil is coming The Reserve System is protected either by a 15 amp
through (pump 1 is marked by a groove on its circuit breaker or a 15 amp fuse located in the auxil-
outlet). iary control cabinet. If the truck is protected by circuit
2. Loosen the hose at the inlet of pump 1 to admit breakers, it will be CB10. If the truck is protected by
air. Pump 2 should then run and the signal fuses, the fuse will be in Fuse Block 2, position 10.
should be flashing. Verify proper pumping of
pump 2 by loosening the hose at its outlet to
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.
M31002 12/03 Reserve Engine Oil System M31-7
SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. SYSTEM SCHEMATIC
1. Pumping Unit (Pump 1 & Pump 2) 4. 15 Amp Circuit Breaker or Fuse (CB10
2. Engine Oil Pressure Switch or Fuse Block 2, position 10)
3. Engine Subframe 5. Power Supply
6. Auxiliary Box
FIGURE 31-5. FILL SYSTEM SCHEMATIC
1. Fill Valve 4. Battery Disconnect Box
2. Oil Level Sensor 5. Ground Wire
(top of reserve oil tank) 6. Remote Fill Control Box
3. 15 Amp Circuit Breaker
M31-8 Reserve Engine Oil System 12/03 M31002
SECTION N
CAB COMPONENTS
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01020 Index N1-1
NOTES
N1-2 Index N01020
SECTION N2
TRUCK CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Door Glass Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Door Window Regulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Door Handle or Latch Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Adhesive Bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Windshield And Rear Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
N02015 06/03 Truck Cab N2-1
NOTES
N2-2 Truck Cab 06/03 N02015
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and con-
trols have been designed to simplify operation and
are placed within easy reach of the operator. Servic- DO NOT attempt to modify or repair damage to
ing of cab and associated electrical systems is sim- the ROPS structure without written approval
plified by use of heavy-duty connectors on the from the manufacturer. Unauthorized repairs to
various wiring harnesses. Hydraulic components are the ROPS structure will void certification. If mod-
located outside of the interior and are accessed ification or repairs are required, contact the ser-
through covers (2, Figure 2-1) on the front of the cab. vicing Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY
1. Mounting Pad 6. Retard Light (Retarder Applied)
2. Access Covers 7. Lifting Eye
3. Filter Cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)
N02015 06/03 Truck Cab N2-3
Prior to cab removal or repair procedures, it may be Preparation
necessary to remove the body to provide clearance 1. Reduce the engine speed to idle. Place the
for lifting equipment to be used. If body removal is selector switch in NEUTRAL and apply the
not required, the body should be raised and the parking brake. Be certain the parking brake
safety cables installed at the rear of the truck. applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the rest mode by turn-
ing the Rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
Read and observe the following instructions 3. Shut down the engine using the keyswitch. If,
before attempting any repairs! for some reason the engine does not shut
• Do not attempt to work in deck area until body down, use the shutdown switch on the center
safety cables have been installed. console.
• Do not step on or use any power cable as a 4. Verify the link voltage lights are off. If they
handhold when the engine is running. remain on longer than 5 minutes after shut-
down, notify the electrical department.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all NOTE: One of the link voltage lights is located
shutdown procedures have been followed. behind the operator's seat on the DID panel, two
• All removal, repairs and installation of others are located on the electrical cabinet.
propulsion system electrical components, 5. Place the GF cutout switch in the CUTOUT
cables etc. must be performed by an position.
electrical maintenance technician properly
6. Verify the steering accumulators have bled
trained to service the system.
down by attempting to steer.
• In the event of a propulsion system 7. Bleed down the brake accumulators using the
malfunction, a qualified technician should
manual bleed valves on the brake manifold.
inspect the truck and verify the propulsion
system does not have dangerous voltage 8. Open the battery disconnect switches.
levels present before repairs are started.
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
N2-4 Truck Cab 06/03 N02015
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab 3. Hydraulics Components Cabinet
2. Hydraulic System Hoses 4. Electrical Harnesses
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.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved Recovery/Recycle Station must be
used to remove the refrigerant from the air condi-
The cab assembly weighs approximately 5000
tioning system.
lbs. (2270 kg). Be sure lifting device is capable of
lifting the load.
N02015 06/03 Truck Cab N2-5
9. Remove the capscrews and washers from each CAB DOOR
mounting pad (1, Figure 2-1) at the corners of
the cab. The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
10. Check for any other remaining hoses or wiring heavy duty hinge. For repairs on the door latches or
which may interfere with cab removal. window controls it is usually better, but not neces-
11. Lift the cab assembly off the truck and move to sary, to remove the door from the cab and lower it to
an area for further service. the floor for service.
12. Place blocking under each corner of the cab to Removal
prevent damage to floor pan and fittings before
cab is lowered to the floor. 1. If overhead space is available, raise body to
allow access to door with overhead hoist.
Installation - Cab Secure body in raised position with safety
cables.
1. Lift cab assembly and align mounting pad holes
with tapped pads. Insert at least one capscrew 2. Lower door glass far enough to allow insertion
and hardened washer at each of the four pads of lifting sling when door is removed.
prior to lowering cab onto the truck. 3. Remove door panel for access to power win-
2. After cab is positioned, insert the remaining dow motor harness connector. Disconnect
capscrews and hardened washers. (32 total). motor and remove cab harness from door.
Tighten the capscrews to 700 ft. lbs. (950 N.m) 4. Remove the retainer clip and bolt clip from the
torque. travel limiting strap.
3. Route wire harnesses to the electrical connec- 5. Insert lifting sling through door and attach to
tors on the rear corner of the cab (4, Figure 2- hoist. Remove capscrews (a swivel socket
2). Align cable connector plug key with recepta- works best) securing door hinge to cab and lift
cle key and push plug onto receptacle. Carefully door from cab.
thread retainer onto receptacle and tighten 6. Place door on blocks or on a work bench to pro-
securely. Install clamps if removed during cab tect the window glass and allow access to inter-
removal. nal components for repair.
4. Remove caps from hydraulic hoses and tubes
and reinstall. Reinstall hose clamps as required.
5. Install heater hoses and clamps on fittings on Installation
underside of cab. Connect other end of hose to 1. Attach sling and hoist to door assembly, lift
fittings at shutoff valves on engine. Open heater door up to the deck and position door hinges to
shutoff valves. Connect air cleaner restriction cab.
indicator hoses.
2. Align door hinges with cab and install cap-
6. Remove caps and reinstall air conditioning sys- screws securing door to cab.
tem hoses from compressor and receiver/drier.
3. Attach the travel limiting strap with the bolt and
7. Refer to Section N, Operator Comfort, for clip removed previously.
detailed instructions regarding evacuation and
recharging with refrigerant. 4. Reconnect door harness to receptacle mounted
in the cab floor.
8. Close brake accumulator bleed down valves.
5. Verify proper operation of power window and
9. Close battery disconnect switch. door latch adjustment.
10. Service hydraulic tank and engine coolant as 6. Install door panel.
required.
11. Start the engine and verify proper operation of
all controls.
12. Complete air conditioning system recharging
procedures.
N2-6 Truck Cab 06/03 N02015
Door Adjustment
3. Hold a piece of paper such as a dollar bill
If adjustment is necessary to insure tight closure of between where the door seal (4) will hit the skin
door, loosen striker bolt in the door jamb, adjust, and of the cab and firmly close the door ensuring
retighten. that it latches on the second catch. (The door
A rubber sealer strip is mounted with adhesive latch mechanism has a double catch mecha-
around the perimeter of the door assembly to nism.)
exclude dirt and drafts. This sealer strip should be 4. The door seal should firmly grip the paper all
kept in good condition and replaced if it becomes along the top, front, and bottom edge of the
torn or otherwise damaged. door. If the paper is loose all around, repeat
Step 2. If the paper is firmly gripped, but can be
Door Jamb Bolt Adjustment removed without tearing it, open door and
Over a period of time, the door latch mechanism and tighten the jamb bolt completely without affect-
door seals may wear and allow dirt and moisture to ing the adjustment.
enter the cab. To insure proper sealing of the door 5. If the paper slips out from the door seal easily
seals, the door jamb bolt may need to be adjusted along the top and not at the bottom, the door
periodically. itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
• If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
• If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
1. Washer 3. Frame
door. Press in one or two times, then remove the
2. Striker Bolt 4. Seal
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat procedure again until seal
Step A. If the door closes, but not tightly enough to compression is uniform all the way around.
give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jamb bolt with a marker, pen, or
pencil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen the door jamb bolt (2) and move straight
inwards 1/16" and retighten.
N02015 06/03 Truck Cab N2-7
Step B. If the door bucks back when trying to close it, Door Handle Plunger Adjustment
the striker bolt (2, Figure 2-4) has probably loosened
If the door handle becomes inoperative, it can either
and slipped down from where the catch can engage
be adjusted or replaced. The following is a procedure
with the bolt.
for adjusting the exterior door handle plunger.
1. Open the door and close both claws (3 & 5, Fig-
1. Determine the amount of free play in the door
ure 2-4) on the catch until they are both fully
release plunger by pushing in on the plunger
closed.
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF
PLUNGER
2. Remove door panel.
FIGURE 2-4. LATCH ASSEMBLY a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
1. Cab 4. Door
door.
2. Striker Bolt 5. Lower Latch
3. Upper Latch b. Remove 2 capscrews (3), which hold the
door strap bracket to the door.
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is c. Disconnect wiring harness (4) to the window
located. Use a T-square or other measuring regulator.
equipment and mark on the cab with a pencil. d. Open the door as far as possible in and
NOTE: Release the door catch before trying remove the internal door panel.
to close the door.
e. Before removing all door panel mounting
3. Loosen and vertically align (center) the door screws, support the panel to prevent the
jamb bolt with this mark and tighten it firmly assembly from dropping. Remove 15 mount-
enough to hold it in place but still allow some ing screws (5).
slippage.
NOTE: Remove panel screws across the top, last.
4. Carefully try to close door (4) and determine if
this has helped the "bucking" problem. If the
door latches but not firmly enough, follow proce-
dures listed previously in "Step A". If the door
latch does not catch, move the bolt outward and
try again. When corrected, follow adjustment Door glass and internal door panel will drop
procedures listed in "Step A" to ensure a good when door panel screws are removed.
seal. By design, if both seals are in good condi-
tion, proper adjustment of the outside seal will
ensure good contact on the inside seal to pre-
vent dust and moisture from entering the cab.
N2-8 Truck Cab 06/03 N02015
• Carefully lower the door panel a few inches. Hold Door Glass Replacement
glass at top to prevent it from dropping. Slide the
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
door panel toward the cab to disengage the
window regulator roller (Figure 2-7) from the from the door check strap closes to the door.
track on the bottom of the glass. Slide the panel
away from the cab to disengage the other top
roller and lower roller from its tracks. Place the
panel out of the way after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to
see if door latch mechanism works properly by
performing the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
c. Close pawls again. FIGURE 2-6.
d. Press the outside door button to see if pawls 1. Hair Pin Clip 4. Wiring Harness
open. 2. Door Strap Bolt 5. Panel Screws
e. If mechanism operates properly go on to 3. Strap Bracket 6. Window Regulator
Step 6. If mechanism does not work properly, Mounting Screw
replace with a new door latch assembly then
continue with Step 6.
6. Remove the mounting screws (3) from the out- 2. Remove 2 M8x12 capscrews (3), which hold
side door handle. With the door handle the door strap bracket to the door.
removed, adjust the plunger counter clock wise 3. Disconnect wiring harness (4) to the window
to increase the height of the door handle regulator.
release button. Lock the plunger capscrew with 4. Open the door as far as possible in order to
locking nut. Apply lock tight to prevent screw remove the internal door panel.
from working loose.
7. Reassemble door assembly by reversing the
previous steps.
Door glass and internal door panel will drop
when door panel screws are removed.
N02015 06/03 Truck Cab N2-9
5. Before removing all door panel mounting 7. Remove 2 screws (Figure 2-8) holding the roller
screws, support the panel to prevent the track to the bottom of the door glass.
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches
(Figure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
FIGURE 2-8.
8. Support glass in door frame as shown (1, Fig-
ure 2-9). Remove screws (2) that hold the
adapter for the window regulator track.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block 2. Screws
N2-10 Truck Cab 06/03 N02015
Lift door glass up in the frame (1, Figure 2-12) so that
it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
Bracket (2, Figure 2-9) at bottom of glass must
clear the door frame, if still on glass.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
Remove the screw at the lower end of the window
channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides. FIGURE 2-12.
1. Window Frame 2. Window Bracket
10. Move window glass and frame to an area where
the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-13) to be sure they are tight. Also
be sure the rubber felt insert in the window
channels is in good condition. Replace, if nec-
essary.
12. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
FIGURE 2-11. 13. Lift window frame, holding glass at the top of the
1. Screws frame, and lower the assembly into the door.
N02015 06/03 Truck Cab N2-11
FIGURE 2-13.
1. “L” Shaped Brackets
FIGURE 2-14.
1. Capscrw & Nut 3. Mounting Screw - Out-
2. Mounting Screws - side Door Handle
Latch 4. Latch Assembly
5. Window Frame
Be sure the one channel (5, Figure 2-14) which is
next to the door latch passes to the inside of the latch 17. Install the 2 screws removed in step 8. Be sure
assembly (4). the rubber felt insert is back in place after
installing the screws.
14. Lower glass in frame and support it as seen in
Figure 2-9. 18. Reinstall window regulator track bracket as
seen in Figure 2-7. Be sure nylon bushings and
15. Reinstall window frame screws which holds it to
gaskets are installed properly to prevent dam-
the door frame.
age to the glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step
18. See Figure 2-8.
Screws along the bottom of window frame may be
20. Holding window glass as seen in Figure 2-9 (a
shorter than the ones along the sides and top. These
few inches from the top.) install lower and upper
screws must be used in this area to prevent the win-
regulator rollers in their tracks. Start by moving
dow glass from being scratched or cracked. See Fig-
door panel (with window regulator) away from
ure 2-11.
cab just far enough to allow the rollers to enter
16. Install trim material over the top of screws that their tracks. Then with the rollers in the tracks
holds the window frame to the door. Use a flat slide the panel toward the cab. Move the panel
blade screwdriver to assist with installing the just far enough to allow the upper regulator
trim material. See Figure 2-15. Be careful not to roller to go into the track on the bottom of the
cut the retainer lip on the trim material. glass.
N2-12 Truck Cab 06/03 N02015
motor is engaged properly into the regulator
gear. Also, the regulator should be in the
"up" position before replacing the motor
assembly. Be sure the motor mounting
screws are tight.
b. If replacing the window regulator assembly,
the new regulator should be in the "up" posi-
tion before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in Step 2. Be
sure screws are tight.
5. Refer to door glass replace procedure and fol-
low steps 20-23 to complete replacement.
Door Handle or Latch Assembly Replacement
The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new
assembly. The outer latch handle assembly on each
door is furnished with a key-operated lock to enable
the operator to lock the truck cab while the truck is
parked unattended.
1. Follow steps 1-6 procedure for door glass
replacement.
2. Refer to Figure 2-14. Remove capscrew and
FIGURE 2-15.
nut (1) from inside door handle.
3. Remove 4 mounting screws (2) for the latch.
21. Lift door panel, regulator and glass up to align Remove old latch assembly.
screw holes in the panel with holes in door * If replacing the latch assembly go to step 5.
frame. Install screws that retain panel to door 4. If replacing the outside door handle, remove 3
frame. screws holding handle to door panel (3, Figure
22. Hook-up electrical connector for the window 2-14).
regulator. Install the two cap screws that hold
Note: Only 1 screw is shown, the other 2 are behind
the door strap bracket to the door frame.
the latch assembly.
23. Align door check strap opening with holes in the
bracket and install bolt. Install the hair pin clip.
See Figure 2-6. 5. Install new latch assembly and align mounting
holes. Install 4 mounting screws. Be sure they
are tight.
Door Window Regulator Replacement 6. Align inside door handle and install capscrew
and nut (3 Figure 2-14).
1. Follow Steps 1-6 procedure for door glass
7. Follow steps 20-23 of the door glass replace-
replacement.
ment procedure to complete the repair.
2. Move inner panel assembly to a work area to
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
a. If replacing the motor assembly of the win-
dow regulator, be sure the worm gear on the
N02015 06/03 Truck Cab N2-13
Door and Door Hinge Seal Replacement
1. The door assembly seal has only three mem-
bers to it (sides and top) and is glued on the
door. This seal can be replaced by peeling the
seal away from the door frame. Then use a
suitable cleaner to remove the remaining seal
and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
2-16).
4. The door hinge seal is glued to the hinge. Use
the same procedure as above for this seal (2,
Figure 2-17).
Door Opening Seal Removal
FIGURE 2-16.
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull 1. Door Opening Seal 2. Door Assembly Seal
loose from the cab opening lip. Pull seal loose
all the way around the opening (1, Figures 2-16
& 2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perime-
ter of opening is clean and free of burrs, etc.
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.
N2-14 Truck Cab 06/03 N02015
GLASS REPLACEMENT Replacement Procedure
Adhesive Bonded Windows
Recommended Tools/Supplies The first concern with all glass replacement is
• Cold knife, pneumatic knife, or a piano wire SAFETY! Wear heavy protective gloves and
cutting device, long knife. Cutout tools are safety eyeglass goggles when working with
available at an auto glass supply store. glass.
• Heavy protective gloves 1. Using chosen cut-out tool, slice into existing
urethane adhesive and remove window.
• Safety eyeglass goggles
2. Carefully clean and remove all broken glass
• Windshield adhesives, proper cleaners, primers chips from any remaining window adhesive.
& application gun The surface should be smooth and even. Use
• SM2897 glass installation bumpers (6 - 7 per only clean water.
window) NOTE: Removal of all old adhesive is not required;
• Window glass (Refer to Parts Catalog) just enough to provide an even bedding base.
Recommended adhesives: SikaTack Ultrafast or
3. Using a long knife, cut remaining urethane from
Ultrafast II (both heated). Vehicle can be put into
vehicle, leaving a bed 2-4 mm thick. If existing
service in 4 hours under optimum conditions. Heated
urethane is loose or otherwise unsound, com-
adhesives require a Sika approved oven to heat
pletely remove. Leave the installation bumpers
adhesive to 80° C (176° F).
in place, if possible. Clean metal with Sika Akti-
Sikaflex 255FC or Drive (unheated). Vehicle can be
vator, allow ten minutes to dry. Then paint on a
put into service in 8 hours under optimum conditions.
thin coat of Sika Primer 206G+P and allow ten
Sika Corporation minutes to dry.
30800 Stephenson Hwy. 4. Using only the new side window(s) which are to
Madison Heights, MI 48071 be bonded in place, center the new glass over
Toll Free Number: 1-800-688-7452 opening in the cab. Using a permanent marker,
Fax number: 248-616-7452 mark on the cab skin along all the edges of the
http://www.sika.com or new glass that is to be installed. All edges must
http://www.sikasolutions.com be marked on the cab in order to apply the
adhesive in the proper location.
5. Using Sika Primer 206G+P, touch up any bright
metal scratches on the metal frame of vehicle.
Do not prime existing urethane bed. Allow to dry
for ten minutes.
Due to the severe duty application of off-highway 6. Using a clean lint free cloth, apply Sika Aktiva-
vehicles, the cure times listed by the adhesive tor to the black ceramic Frit surrounding the
manufacturer should be doubled before a truck is new window. Use a clean cloth and wipe off
moved. If the cure time is not doubled, vibration Sika Aktivator. Allow ten minutes to dry.
or movement from a moving truck will weaken 7. For the side windows, be sure to utilize a total
the adhesive bond before it cures, and the glass of six or seven (SM2897) glass installation
may fall off the cab. bumpers to the cab, equally spaced around the
If another adhesive manufacturer is used, be cer- previously marked glass perimeter, approxi-
tain to follow that manufacturer's instructions for mately 0.75 in (19 mm) inboard from where the
use, including the use of any primers, and double edge of the glass will be when installed.
the allowances for proper curing time.
NOTE: Be careful not to place adhesive too far
inboard, as it will make any future replacement more
difficult.
N02015 06/03 Truck Cab N2-15
8. Apply a continuous even bead of the adhesive Windshield And Rear Glass
approximately 0.38 in. (10 mm) in diameter to
Two people are required to remove and install the
the cab skin at a distance 0.50 - 0.63 in. (13 - 16
windshield or rear glass. One person inside the cab,
mm) inboard from the previously marked final
and the other person on the outside.
location of the glass edges from Step 4.
9. Immediately install glass to the vehicle. Care- Special tools are available from local tool suppliers
fully locate the glass in place with the black that are helpful in removing and installing automotive
masking side towards the adhesive. Carefully glass.
press firmly, but not abruptly, into place assur-
ing that the glass is properly seated. DO NOT
POUND THE GLASS INTO PLACE. Removal
10. Using a wooden prop and furnace/duct tape,
1. If windshield is to be replaced, lift windshield
hold the glass in place for at least two (2) full
wiper arms out of the way.
hours (or double the adhesive manufacturer’s
curing time, which ever time is longer). 2. Starting at the lower center of the glass, pull the
weatherstrip locking lip out (2, Figure 2-18 or 2-
19). Use a non-oily rubber lubricant and a
NOTE: Do not allow the truck to move until double screwdriver to release the locking lip.
the cure time for the adhesive has passed. 3. Remove glass from weatherstrip by pushing out
Otherwise, vibration or movement from a moving from inside the cab.
truck will weaken the adhesive bond and the glass 4. Clean weatherstrip grooves of dirt, sealant etc.
may fall off the cab. Be certain perimeter of cab glass opening is
clean and free of burrs etc.
Be certain to follow all the adhesive manufac-
turer's instructions for use, including full allow-
ances for proper curing time. The curing time
may be as long as 48 hours (24 hours for some
adhesives, then double it) before a truck can be
driven.
11. Remove tape or prop from glass after the cure
time has expired.
FIGURE 2-18. Front Windshield
1. Glass 3. Weatherstrip Material
2. Locking Lip 4. Sheet Metal
N2-16 Truck Cab 06/03 N02015
Installation 3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
1. If the weatherstrip material previously removed
2-18 or 2-19) to secure the glass in the weather-
is broken, weathered, or damaged in any way,
strip.
use new rubber weatherstrip material.
4. If windshield was being replaced, lower wind-
NOTE: Using a non-oily rubber lubricant on the shield wiper arms/blades back to the glass.
weatherstrip material and cab opening will make the
following installation easier:
a. Install the weatherstrip around the opening in
the cab for the glass. Start with one end of
the weatherstrip at the center, lower part of
the window opening and press the weather-
strip over the edge of the opening.
b. Continue installing weatherstrip while going
all the around the opening. When the ends of
the weatherstrip meet at the starting point at
the lower, center area of the window open-
ing, there must be 0.5 in. (12.7 mm) of over-
lapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely,
then while holding ends together, force them
back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
a. Lower the glass into the groove along the FIGURE 2-19. Rear Window
bottom of the opening.
1. Glass 3. Weatherstrip Material
b. Two people should be used for glass installa- 2. Locking Lip 4. Sheet Metal
tion. Have one person on the outside of the
cab and push in on glass against opening,
while the person inside uses a soft flat tool
(plastic knife) and goes around the glass to
work the weatherstrip over the edge of the
glass.
N02015 06/03 Truck Cab N2-17
NOTES
N2-18 Truck Cab 06/03 N02015
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Arm Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
N03020 Cab Components N3-1
NOTES
N3-2 Cab Components N03020
CAB COMPONENTS
WINDSHIELD WIPERS Installation
The windshield wipers are operated by a 24 volt elec- 1. Place wiper motor (1, Figure 3-1) into position
tric motor. The wipers can be adjusted for a variable on plate (2).
intermittent delay or a constant low or high speed by 2. Install three capscrews (3) and the washers.
the switch mounted on the instrument panel. Torque the capscrews to 71-79 in. lbs. (8-9
Nm).
Wiper Motor Replacement
3. Align the motor output shaft with the linkage.
Removal Install nut (4) and torque the nut to 16-18 ft. lbs.
(22-24 Nm). Hold the linkage stationary while
1. Remove the five screws, inside of the cab, that tightening the nut.
secure the visor assembly/access panel. Lower
4. Reconnect the wiper motor harness connector.
the access panel.
5. Verify the wipers operate properly and park in
2. Disconnect the wiper motor harness connector.
the proper position. Refer to Figure 3-3.
3. Remove nut (4, Figure 3-1), and disconnect the
linkage from the motor. Hold the linkage station-
ary while loosening the nut.
4. Remove three capscrews (3) and the washers
attaching motor (1) to plate (2). Remove the Wiper Arm Replacement
motor assembly.
Removal
1. Note the position of wiper arm (1, Figure 3-2).
for installation purposes.
1. Lift the wiper arm cover and remove nut (2).
Remove washer (3).
2. Disconnect the washer hose, and remove the
wiper arm.
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION
1. Wiper Motor 3. Capscrew FIGURE 3-2. WIPER ARM DETAIL
2. Plate Structure 4. Nut
1. Wiper Arm 4. Cap
2. Nut 5. Washer
3. Spring Washer 6. Nut
N03020 Cab Components N3-3
Installation
1. Place wiper arm (1, Figure 3-2) into the position 4. If equipped, remove four capscrews (2, Figure
noted during removal. Install the washer and 3-4), the washers, and the nuts that secure pil-
nut (2). Tighten the nut to 142-177 in. lbs. (16- low blocks (3). Remove spacer blocks (1). Note
20 Nm). Close the cover. the orientation of the spacer blocks for assem-
bly purposes.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.
FIGURE 3-4. PILLOW BLOCK INSTALLATION
1. Spacer Block 3. Pillow Block
2. Capscrew
5. Remove the linkage from the wiper compart-
ment.
Installation
1. Place the linkage into position in the wiper com-
FIGURE 3-3. PARK POSITION partment.
1. Wiper Motor 2. Linkage Retainer 2. If equipped, place spacer blocks (1, Figure 3-4)
into position under pillow blocks (3). Install cap-
screws (2), the washers, and the nuts that
secure the pillow blocks.
3. Install nut (3, Figure 3-2) on each wiper shaft
and tighten finger-tight. Torque the nuts to 160-
177 in. lbs. (18-20 Nm). Do not overtighten.
Wiper Linkage Replacement The threads on the shafts are easily stripped
when improperly tightened.
Removal
4. Align the linkage and attach to the wiper motor
1. Remove the wiper arms. Refer to Wiper Arm drive arm using retainer (2, Figure 3-3).
Replacement in this section.
NOTE: When the motor is parked, the drive arm will
2. Remove wiper retainer (2, Figure 3-3) and dis- be in the 3 o’clock position as shown in Figure 3-3.
connect the wiper linkage from the wiper motor
5. Install the wiper arms. Refer to Wiper Arm
drive arm.
Installation. Ensure the wipers arms operate
3. Remove nut (3, Figure 3-2) and the washer properly and park in the proper position after
from each wiper shaft. installation is complete.
N3-4 Cab Components N03020
WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-5)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is acti-
vated by pressing the knob. When the switch is acti-
vated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the wind-
shield wiper arms.
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.
FIGURE 3-5. WINDSHIELD WASHER FLUID
RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap
N03020 Cab Components N3-5
OPERATOR COMFORT
OPERATOR SEAT
The operator's seat provides a fully adjustable cush-
ioned ride for driver comfort and easy operation.
Adjustment
The following adjustments are available to the opera-
tor while sitting in the seat.
• Headrest (1, Figure 32-5): Adjust up, down, fore,
or aft by moving headrest to desired position.
• Armrests (3): Rotate adjusting knob until armrest
is at desired angle.
• Backrest: Rotate knob (9) to adjust the backrest
angle.
• Seat Belt Harness: Operator must always have
four-point seat belt harness (2) buckled in place
and properly adjusted during machine operation.
• Air Lumbar Support: Use lumbar hand pump (8)
to adjust the air support. A release button on the
back of the hand pump releases the air from the
lumbar support.
• Weight Adjustment: Adjust the weight
adjustment dial to match the approximate weight
of the operator. The dial ranges from 110 - 265
lbs. (50 - 120 kg).
• Fore/Aft Adjustment: Lift lever (8) and hold.
Slide the seat to a comfortable position and
release the lever to lock the adjustment.
• Seat Height: Lift lever (7) and then push the FIGURE 32-108. OPERATOR’S SEAT
lever down to raise the seat one level. Remove
body weight from the seat to allow it to adjust. To
lower the seat one level, push lever (7) down, 1. Headrest 6. Fore/Aft Lever
and then pull the lever up. Release lever to lock 2. Seat Belt 7. Seat Height/Tilt
the adjustment. 3. Armrest Adjustment Lever
4. Seat Belt Anchor 8. Lumbar Pump
• Seat Tilt: Pull lever (7) up to tilt the seat 5. Weight Adjustment 9. Backrest Angle
rearward. Push the lever down to tilt the seat
Dial Adjustment Knob
forward. Release the lever to lock the
adjustment.
N3-6 Cab Components N03020
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
N04024 Operator Comfort N4-1
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Stabilizing the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . N4-41
N4-2 Operator Comfort N04024
OPERATOR COMFORT
HEATER / AIR CONDITIONER Fan Control Knob
The heater/air conditioner assembly incorporates all Fan control knob (4, Figure 4-1) controls the cab air
the controls necessary for regulating the cab interior fan motor. The fan motor is a 3-speed motor: low
temperature; heated air during cold weather opera- (setting 1), medium (setting 2), and high (setting 3).
tion, and de-humidified, cool air during warm weather Speeds are selected by rotating the control knob
operation. clockwise to the desired position. OFF is full counter-
clockwise position (setting 0).
Operation
Heater/Air Conditioner Selector Switch
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil. Selector switch (5, Figure 4-1) allows the operator to
Blowers move air across the heating coil which select heat, A/C, or neither. The left position of the
warms the air for heating or defrosting. switch activates the air conditioning and the right side
of the switch activates the heater. The middle posi-
An engine driven refrigerant compressor passes
tion is OFF. Neither the heat nor the air conditioning
refrigerant through an evaporator coil mounted in the
can be activated in this position.
same enclosure. The same blowers used for heating
move air across the evaporator to provide cooled air NOTE: The air conditioner will not operate unless the
through the outlet vents. fan control knob is turned ON.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Fig-
ure 4-1 for the following:
Heater/Air Conditioner Vents
Each heater/air conditioner vent (6, Figure 4-1) is a
flapper type which may be opened or closed or
rotated 360° for optimum air flow. There are four
(three not shown) across the top of the panel, one
each in the right and left panel modules, and four
below the panel.
Defroster Control Switch
Defroster control switch (1, Figure 4-1) directs
heated air for windshield defrosting. "Down" position
of the toggle switch is OFF. "Up" position of the tog-
gle switch is ON.
Heat Control Switch
Heater control 2, Figure 4-1) directs heated air to the
cab floor for heating of the cab. "Down" position of
the toggle switch is OFF. "Up" position of the toggle
switch is ON.
Temperature Control Knob
Temperature control knob (3, Figure 4-1) allows the
operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow) will
select cooler temperatures. Full counter-clockwise
position is the coldest air setting. Rotating the knob
clockwise (red arrow) will select warmer tempera-
tures. Full clockwise position is the warmest heater
setting.
FIGURE 4-1. A/C & HEATER CONTROLS
N04024 Operator Comfort N4-3
COMPONENTS
Figures 4-2 and 4-4 illustrate both the heater system Relays
and air conditioning system parts contained in the
cab mounted enclosure. Refer to Air Conditioning Five relays (9, Figure 4-2) control the air dampers,
System in this section for additional information A/C compressor and the heater valve. All five relays
regarding air conditioning system components, require 12VDC through the coil which is supplied by
maintenance and repair. a 24VDC to 12VDC converter (2).
One relay (Relay 1) switches 24 volt current to actu-
ate the A/C compressor clutch. The temperature
Circuit Breakers control switch, heater valve and the actuator motors
all operate on 12 VDC current.
Before attempting to troubleshoot the electrical cir-
cuit in the heater enclosure, turn key switch ON and Heater Core
verify circuit breaker CB31 (located on power distri-
bution module behind operator's seat) and the inter- Heater core (46, Figure 4-4) receives engine cool-
nal heater circuit breaker have not opened by ant through heater valve (14) when heat is selected.
verifying 24 VDC is present on the junction block If temperature control potentiometer (37) is placed
(38, Figure 4-4). in between the red and blue area, or turned counter-
clockwise to the blue area, coolant flow should be
blocked.
If the selector switch (34) and heater valve appear
to be working properly, yet no heat is apparent in
heater core (46), the core may be restricted.
Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER
COMPONENTS
1. Enclosure
2. Converter (24 V to 12 V)
3. Water Control (Heater) Valve
4. A/C Refrigerant Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Core
8. Heater Core
9. Relays
N4-4 Operator Comfort N04024
Fan Motor And Speed Control Filter
Fan speed is controlled by inserting resistor(s) (49 & Service
50) in series with the supply circuit to the blower
motor to reduce voltage. The number of resistors in Filter (19) and cab filter (2, Figure 4-3) in the front
series is determined by the position of the fan speed access panel of the cab need periodic cleaning to
selector switch. prevent restrictions in air circulation. Restricted filters
will decrease the performance of the heater and air
At low speed, 3 resistors are used; at medium speed, conditioner. The recommended interval for cleaning
1 resistor is used; at high speed, the full 24 VDC is and inspection is 250 hours, but in extremely dusty
supplied to the blower motor, bypassing all resistors. conditions, the filters may need daily service and
inspection, especially the outer panel filter on the cab
Test
shell. The filter elements should be cleaned with
If motor (5) does not operate at any of the speed water and dried in a dust free environment before
selections, verify battery voltage is available at the reinstallation. Replace the filter element every 2000
switches, relay, and circuit breakers (refer to electri- hours or sooner if inspection indicates a clogged or
cal schematic, Section R). If voltage is present, the damaged filter.
motor is probably defective and should be removed
and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resis-
tors as required.
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.
N04024 Operator Comfort N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Blower Housing 13. Foam 26. Louver 39. Thermostat
2. Blower Wheel 14. Heater Valve 27. Louver Adapter 40. Hose
3. Cover Plate 15. Grommet 28. Foam 41. Switch, Blower
4. Venturi 16. Casing 29. Plate, Coil 42. Screw
5. Motor, 24V 17. Gasket 30. Evaporator Core 43. Discharge Flapper
6. Motor Mount 18. Filter Holder 31. O-Ring 44. Toggle Switch (2 pos.)
7. Converter (24V-12V) 19. Air Filter 32. Expansion Valve 45. Bracket, Flapper
8. Actuator Motor 20. Knob 33. Knob 46. Heater Core
9. Screw 21. Filter Holder 34. Toggle Switch (3 pos.) 47. Relay (12V)
10. Spacer 22. Foam Insulation 35. Overlay 48. Circuit Breaker
11. Defrost Flapper 23. Nut 36. Plate, Control 49. Resistor (12 Volt)
12. Snap Bushing 24. Flatwasher 37. Potentiometer 50. Resistor (24 Volt)
25. Cover 38. Block, Junction 51. Retainer, Blower
N4-6 Operator Comfort N04024
AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile
equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon.
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container
N04024 Operator Comfort N4-7
(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air condition-
ing systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those tradi-
tionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the “recycling” of the refrig-
erant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING PRINCIPLES OF REFRIGERATION
Mining and construction vehicles have unique char- A brief review of the principles of air conditioning is
acteristics of vibration, shock-loading, operator necessary to relate the function of the components,
changes, and climate conditions that present differ- the technique of troubleshooting and the corrective
ent design and installation problems for air condition- action necessary to put the AC unit into top operating
ing systems. Off-highway equipment, in general, is efficiency.
unique enough that normal automotive or highway
Too frequently, the operator and the serviceman
truck engineering is not sufficient to provide the reli-
overlook the primary fact that no AC system will func-
ability to endure the various work cycles encoun-
tion properly unless it is operated within a completely
tered.
controlled cab environment. The circulation of air
The cab tightness, insulation, and isolation from heat must be a directed flow. The cab must be sealed
sources is very important to the efficiency of the sys- against seepage of ambient air. The cab interior must
tem. It is advisable to close all vents, even the be kept free of dust and dirt which, if picked up in the
intakes of pressurization systems, when there are air system, will clog the intake side of the evaporator
high humidity conditions. coil.
The general cleanliness of the system and compo- Air Conditioning
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the Air conditioning is a form of environmental control. As
system's cooling capacity. applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
The compressor, condenser, evaporator units, hoses the broad sense, a heating unit is as much an air
and fittings must be installed clean and tight and be conditioner as is a cooling unit. The term “air condi-
capable of withstanding the strain and abuse they tioner” is commonly used to identify an air cooling
are subjected to on off-highway vehicles. unit. To be consistent with common usage, the term
Equipment downtime costs are high enough to “air conditioner” will refer to the cooling unit utilizing
encourage service areas to perform preventative the principles of refrigeration; sometimes referred to
maintenance at regular intervals on vehicle Air Con- as the evaporator unit.
ditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
N4-8 Operator Comfort N04024
Refrigeration - The Act Of Cooling The Refrigeration Cycle
• There is no process for producing cold; there is In an air conditioning system, the refrigerant is circu-
only heat removal. lated under pressure through the five major compo-
• Heat always travels toward cooler temperatures. nents in a closed circuit. At these points in the
This principle is the basis for the operation of a system, the refrigerant undergoes predetermined
cooling unit. As long as one object has a pressure and temperature changes.
temperature lower than another, this heat transfer The compressor (refrigerant pump) takes in low pres-
will occur.
sure heat laden refrigerant gas through the suction
• Temperature is the measurement of the intensity valve (low side), and as its name indicates, pressur-
of heat in degrees. The most common measuring izes the heat laden refrigerant and forces it through
device is the thermometer. the discharge valve (high side) on to the condenser.
• All objects have a point at which they will turn to Ambient air, passing through the condenser removes
vapor. Water boiling is the most common heat from the circulating refrigerant resulting in the
example of heating until vapor is formed. Boiling
conversion of the refrigerant from gas to liquid.
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not The liquid refrigerant moves on to the receiver drier
increase in temperature once brought to a boil. where impurities are filtered out, and moisture
The heat energy is used in the vaporization removed. This component also serves as the tempo-
process. The boiling point of a liquid is directly rary storage unit for some liquid refrigerant.
affected by pressure. By changing pressure, we
can control the boiling point and temperature at The liquid refrigerant, still under high pressure, then
which a vapor will condense. When a liquid is flows to the expansion valve. This valve meters the
heated and vaporizes, the gas will absorb heat amount of refrigerant entering the evaporator. As the
without changing pressure. refrigerant passes through the valve, it becomes a
• Reversing the process, when heat is removed low temperature, low pressure liquid and saturated
from water vapor, it will return to the liquid state. vapor. This causes the refrigerant to become cold.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on The remaining low pressure liquid immediately starts
the cooler object. to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
• Refrigerant - Only R-134a should be used in the pulled through the evaporator by the evaporator
new mobile systems which are designed for this blower. Since the refrigerant is colder than the air, it
refrigerant.
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
N04024 Operator Comfort N4-9
AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of Ram air condensers depend upon the vehicle move-
the system changes to high pressure. It concentrates ment to force a large volume of air past the fins and
the refrigerant returning from the evaporator (low tubes of the condenser. The condenser is usually
side) creating high pressure and a temperature much located in front of the radiator or on the roof of the
higher than the outside air temperature. The high truck.
temperature differential between the refrigerant and
Condensing of the refrigerant is the change of state
the outside air is necessary to aid rapid heat flow in
of the refrigerant from a vapor to a liquid. The action
the condenser from the hot refrigerant gas to much
is affected by the pressure of the refrigerant in the
cooler outside air.
coil and air flow through the condenser. Condensing
To create high pressure concentration, the compres- pressure in an AC system is the controlled pressure
sor draws in refrigerant from the evaporator through of the refrigerant which affects the temperature at
the suction valve and during compression strokes, which it condenses to liquid, giving off large quanti-
forces it out through the discharge valve to the con- ties of heat in the process. The condensing point is
denser. The pressure from the compressor action sufficiently high to create a wide temperature differ-
moves the refrigerant through the condenser, ential between the hot refrigerant vapor and the air
receiver-drier and connecting hoses to the expansion passing over the condenser fins and tubes. This dif-
valve. ference permits rapid heat transfer from the refriger-
ant to ambient air.
The compressor is driven by the engine through a v-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Receiver-Drier
The receiver-drier is an important part of the air con-
Service Valves ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
Quick-connect hose end fittings with integral service
and foreign matter present which may have entered
valves attach to system service ports for servicing
the system. The receiver section of the tank is
the unit. A manifold gauge set is connected into the
designed to store extra refrigerant until it is needed
system at the service valve ports and all procedures,
by the evaporator. The storage of this refrigerant is
such as discharging, evacuating and charging the
temporary and is dependent on the demand of the
system, are performed through the service valves.
expansion valve.
A desiccant is a solid substance capable of removing
Condenser moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
The condenser receives the high pressure, high-tem- act as strainers.
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid. The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
It is designed to allow heat movement from the hot good indication of the charge of the system. If the
refrigerant vapor to the cooler outside air. The cool- sight glass is not clear, the system is low on refriger-
ing of the refrigerant changes the vapor to liquid. ant.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is The moisture indicator is a device to notify service
achieved by air flowing from the radiator fan along personnel that the drier is full of moisture and must
with ram air provided by vehicle movement. The radi- be replaced. The indicator is blue when the compo-
ator fan moves more than 50% of condenser air flow nent is free from moisture. When the indicator turns
unless travel speed is at least 25 mph. beige or tan, the drier must be replaced.
N4-10 Operator Comfort N04024
Expansion Block Valve Evaporator
The expansion block valve controls the amount of The evaporator cools and dehumidifies the air before
refrigerant entering the evaporator coil. Both inter- it enters the cab. Cooling a large area requires that
nally and externally equalized valves are used. large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
The expansion valve is located near the inlet of the
becomes a vital part of the evaporator assembly. It
evaporator and provides the functions of throttling,
not only draws heat laden air into the evaporator, but
modulating, and controlling the liquid refrigerant to
also forces this air over the evaporator fins and coils
the evaporator coil.
where the heat is surrendered to the refrigerant. The
The refrigerant flows through a restriction creating a blower forces the cooled air out of the evaporator into
pressure drop across the valve. Since the expansion the cab.
valve also separates the high side of the system from
Heat exchange, as explained under condenser oper-
the low side, the state of the refrigerant entering the
ation, depends upon a temperature differential of the
valve is warm to hot high pressure liquid; exiting it is
air and the refrigerant. The greater the temperature
low pressure liquid and gas. The change to low pres-
differential, the greater will be the amount of heat
sure allows the flowing refrigerant to immediately
exchanged between the air and the refrigerant. A
begin changing to gas as it moves toward the evapo-
high heat load condition, as is generally encountered
rator. This produces the desired cooling effect.
when the air conditioning system is turned on, will
The amount of refrigerant metered into the evapora- allow rapid heat transfer between the air and the
tor varies with different heat loads. The valve modu- cooler refrigerant.
lates from wide open to the nearly closed position,
The change of state of the refrigerant in and going
seeking a point between for proper metering of the
through the evaporator coil is as important as that of
refrigerant.
the air flow over the coil.
As the load increases, the valve responds by open-
All or most of the liquid that did not change to vapor
ing wider to allow more refrigerant to pass into the
in the expansion valve or connecting tubes boils
evaporator. As the load decreases, the valve reacts
(expands) and vaporizes immediately in the evapora-
and allows less refrigerant into the evaporator. It is
tor, becoming very cold. As the process of heat loss
this controlling action that provides the proper pres-
from the air to the evaporator coil surface is taking
sure and temperature control in the evaporator.
place, any moisture (humidity) in the air condenses
This system uses an internally equalized, block type on the cool outside surface of the evaporator coil and
expansion valve. With this type valve, the refrigerant is drained off as water.
leaving the evaporator coil is also directed back
At atmospheric pressure, refrigerant boils at a point
through the valve so the temperature of the refriger-
lower than water freezes. Therefore, the temperature
ant is monitored internally rather than by a remote
in the evaporator must be controlled so that the water
sensing bulb. The expansion valve is controlled by
collecting on the coil surface does not freeze on and
both the temperature of the power element bulb and
between the fins and restrict air flow. The evaporator
the pressure of the liquid in the evaporator.
temperature is controlled through pressure inside the
NOTE: It is important that the sensing bulb, if evaporator, and temperature and pressure at the out-
present, is tight against the output line and protected let of the evaporator.
from ambient temperatures with insulation tape.
N04024 Operator Comfort N4-11
ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere cir- the thermostat to disengage the compressor when it
cuit breaker. is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
The blower control is a switch which provides a blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the ther- to the compressor by mechanical means depending
mostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
The thermostat reacts to changing temperatures ture is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no mag-
evaporator coil to sense temperature. netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
When the contacts are closed, current flows to the on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains remains stationary. This causes the compressor
at the set speed. After the evaporator temperature crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger- When the switch or thermostat is opened, current is
ation cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the com-
Thermostat
pressor clutch electrical circuit control clutch opera-
An electromagnetic clutch is used on the compressor tion, disengaging the clutch if system pressures are
to provide a means of constant temperature control abnormal.
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.
N4-12 Operator Comfort N04024
Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
• High Pressure - This switch opens and
This switch is mounted on the receiver-drier and has disengages the compressor clutch if system
three functions, as implied by the name: pressure rises above the 300 - 350 psi range.
1. Disengage the compressor clutch when system After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
pressure is too high.
engage.
2. Disengage the compressor clutch when system
pressure is too low. The switch functions will automatically reset when
system pressure returns to normal.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres- OPENS CLOSES
sure. Low 15-30 psi - 40 psi -
The Trinary™ switch performs three distinct func- Pressure descending rising pressure
tions to monitor and control refrigerant pressure in pressure
the system. This switch is installed on the receiver- High 300-350 psi 210-250 psi
drier. The switch functions are: Pressure
Terminals 1 & 2 are connected internally through two, Fan Clutch 35-60 psi - 200-230 psi -
normally closed pressure switches in series, the low below closing rising pressure
pressure switch and the high pressure switch. pressure
The pressures listed above are typical of pres-
sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher. This
factor should be observed when checking for
proper operation of the switch.
NOTE: One other pressure controlling device is
installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
Terminals 3 & 4 are connected internally through a relief valve will open at 500 - 550 psi. The purpose of
normally open switch that is used to control the this valve is to protect the compressor in the event
clutch that drives the radiator fan. This switch closes that pressure should be allowed to rise to that level.
and causes the cooling fan clutch to engage when Damage to the compressor will occur if pressure
system pressure rises to 200 - 230 psi. When pres- exceeds 550 psi.
sure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
• Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 40 psi, the switch contacts
close, and the clutch engages the compressor.
Since temperature has a direct effect on
pressure, if the ambient temperature is too cold,
system pressure will drop below the low range,
and the pressure switch will disengage the
clutch.
N04024 Operator Comfort N4-13
SYSTEM SERVICING .
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors Federal regulations prohibit venting R-12 and
involved in the R-134a refrigerant quality and quan- R134a refrigerant into the atmosphere. An SAE
tity in an air conditioning system. and UL approved recovery/recycle station must
be used to remove refrigerant from the AC sys-
Because the refrigerant in an air conditioning system tem. Refrigerant is stored in a container on the
must remain pressurized and sealed within the unit to unit for recycling, reclaiming, or transporting. In
function properly, safety is a major consideration addition, technicians servicing AC systems must
when anything causes this pressurized, sealed con- be certified they have been properly trained to
dition to change. The following warnings are pro- service the system.
vided here to alert service personnel to their
Although accidental release of refrigerant is a
importance before learning the correct procedures.
remote possibility when proper procedures are
Read, remember, and observe each warning before
followed, the following warnings must be
beginning actual system servicing.
observed when servicing AC systems:
NOTE: If the mine operates a fleet with some trucks Provide appropriate protection for your eyes
using R-12 and others using R-134a refrigerant, it is (goggles or face shield) when working around
essential that servicing tools that come into contact refrigerant.
with the refrigerant (gauge sets, charging equipment,
A drop of the liquid refrigerant on your skin will
recycle/recovery equipment etc.) be dedicated to one
produce frostbite. Wear gloves and exercise
type refrigerant only, to prevent cross contamination.
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will
seek low areas of shop.
When exposed to flames or sparks, the compo-
nents of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
area where refrigerant is used or stored.
Never direct steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120° F (49° C).
Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.
N4-14 Operator Comfort N04024
SYSTEM OIL
R-134a air conditioning systems require the use of REPLACING OIL
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At Component Oil to add
present time, General Motors part number
Condenser 2-3 ounces
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC Evaporator 1 ounce
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alterna- Receiver-Drier 2 ounces
tive is General Motors part number (12356151)
Compressors come with 10.5
which is now becoming more popular and is
Compressor ounces of oil in the sump. Refer to
expected to become the furnished oil in Komatsu AC
"Setting Up a New Compressor"
systems. This oil is light blue-green in color and may
be mixed with the other recommended oil. Block Valve
Adding oil is not necessary
(Expansion)
Handling and Reusing PAG Oil
Drain and measure amount
• Avoid skin contact and inhalation of PAG oil, as Hoses
removed
these are normal precautions with any chemical.
• No PAG oil removed from new or old components Setting Up a New Compressor
should be retained for re-use. It should be stored
in a marked container and properly sealed. PAG Compressors come with 10.5 ounces of oil in the
oil is an environmental pollutant and should be sump. Compressors being replaced should have
properly disposed of after use. been operating with 6 ounces of oil in the sump,
• PAG oil in containers or in an air conditioning therefore, the new compressor should be adjusted,
system should not be left exposed to the accordingly.
atmosphere any longer than necessary. PAG oil
Example: If a compressor is being replaced, the
absorbs moisture very rapidly, and therefore, any
receiver drier must also be replaced. (The receiver-
absorbed moisture could cause damage to an air
conditioning system. drier should be replaced whenever the system is
opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
Oil Quantity
accounts for the 6 ounces needed for the compres-
It is critical to keep the correct amount of lubricant in sor, and the 2 ounces for the new receiver-drier.
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving Never run the system with more than 10.5 ounces
parts. Excessive oil can result in “slugging” the com- of oil in the compressor sump. Damage to the
pressor. This condition occurs when the compressor compressor as well as other system components
attempts to compress liquid oil as opposed to vapor- may occur. It is important to have a good balance
ized refrigerant. Since liquid cannot be compressed, of oil throughout the system.
damage to internal parts results.
Replacing Oil After Servicing the System
Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the chart below for adding oil.
N04024 Operator Comfort N4-15
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it An unclear sight glass on R-134a systems can
passes through filters located on the unit that meet indicate that the system may be low on refriger-
specifications stipulated by Society of Automotive ant. However, the sight glass should not be used
Engineers, SAE J2099. The refrigerant that has as a gauge for charging the system. Charging the
passed through the filtering process has only been system must be done with a scale to ensure the
cleaned of contaminants that are associated with proper amount of refrigerant has been added.
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
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.
Always use new, recycled, or reclaimed refriger-
ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.
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.
N4-16 Operator Comfort N04024
SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-7, Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle sta-
which follows the new guidelines for handling used tion to each type of refrigerant processing to
refrigerant. The recovered refrigerant is recycled to avoid equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station sep- Test equipment is available to confirm the refrigerant
arates the oil from the refrigerant and filters the in the system is actually the type intended for the
refrigerant multiple times to reduce moisture, acidity, system and has not been contaminated by a mixture
and particulate matter found in a used refrigerant. of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the (SAE) and carry a UL approved label. The basic prin-
largest refrigeration shops. cipals of operation remain the same for all machines,
Equipment is also available to just remove or extract even if the details of operation differ somewhat.
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing. Leak Detector
The electronic detector (Figure 4-8) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-7. RECOVERY/RECYCLE STATION FIGURE 4-8. TYPICAL ELECTRONIC LEAK
DETECTOR
N04024 Operator Comfort N4-17
FIGURE 4-9. R-134a SERVICE VALVE FIGURE 4-10. VACUUM PUMP
1. System Service Port 3. Service Hose
Fitting Connection
2. Quick Connect
Vacuum Pump
The vacuum pump (Figure 4-10) is used to com-
pletely evacuate all of the refrigerant, air, and mois-
ture from the system by deliberately lowering the
Service Valves pressure within the system to the point where water
Because an air conditioning system is a sealed sys- turns to a vapor (boils) and together with all air and
tem, two service valves are provided on the com- refrigerant is withdrawn (pumped) from the system.
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-9)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
N4-18 Operator Comfort N04024
Manifold Gauge Set
A typical manifold gauge set (Figure 4-11) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put in,
or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special FIGURE 4-11. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
Low Side Gauge
NOTE: When hose replacement becomes necessary, The low side gauge, registers both vacuum and pres-
the new hoses must be marked “SAE J2916 R- sure. The vacuum side of the scale is calibrated from
134a”. 0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.
Functions of the manifold gauge set are included in
many of the commercially available recovery or
recovery/recycle stations.
Never open the hand valve to the high side at
anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.
N04024 Operator Comfort N4-19
Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect ser-
vice equipment when the engine is running.
1. Be sure all valves on the manifold are closed all
the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor as shown in Figure 4-12. (High side to
compressor discharge valve and low side to FIGURE 4-12. SERVICE HOSE HOOK-UP
compressor suction side.) Do not open service
valves at this time.
This gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
N4-20 Operator Comfort N04024
Purging Air From Service Hoses
The purpose of this procedure is to remove all the The initial purging is best accomplished when con-
air trapped in the hoses prior to actual system test- nected to recovery or recycle equipment. With the
ing. Environmental regulations require that all ser- center hose connected to the recovery station, ser-
vice hoses have a shutoff valve within 12 inches of vice hoses connected to the high and low sides of
the service end. These valves are required to the system, we can begin the purging. The manifold
ensure only a minimal amount of refrigerant is lost valves and service valves should be closed. Activat-
to the atmosphere. R-134a gauge sets have a com- ing the vacuum pump will now pull any air or mois-
bination quick disconnect and shutoff valve on the ture out of the center hose. This will require only a
high and low sides. The center hose also requires a few minutes of time. The hose is the only area that
valve. is being placed in a vacuum and this will not require
a lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-13. PURGING SYSTEM
N04024 Operator Comfort N4-21
Stabilizing the AC System SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
During this stabilization period, do not open
hand valves on manifold for any reason. Equip- 2. Place fan in front of condenser to simulate nor-
ment damage and personal injury may result. mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
1. Start the engine and return to an idle speed of
closest to evaporator.
1200 to 1500 RPM. Turn on the air conditioner.
4. Evaluate the readings obtained from the
2. After a performance check of the control func-
gauges to see if they match the readings for the
tions, blower speeds and air flow, set the AC
ambient temperature.
system controls to maximum cooling and
blower speed on high. Open the cab to ensure As preliminary steps to begin checkout of the system,
continuous operation of the compressor. perform the following:
3. Run the engine and air conditioner about 5 min- 1. Close all windows and doors to the cab.
utes for the system to stabilize.
2. Set air conditioning system at maximum cooling
4. If the humidity is high it will be necessary to and blower speed operation.
place a fan in front of the AC condenser to help
3. Readings on the two manifold gauges should
the air flow across the condenser. This helps to
be within normal range, adjust for ambient tem-
stabilize the system by simulating normal oper-
perature.
ating conditions.
4. Compare evaporator discharge air temperature
5. It is then possible to observe the gauge read-
reading to see if it matches the recommended
ings and the temperature coming out of the air
temperature for the ambient temperature and
ducts with a thermometer.
gauge readings obtained.
NOTE: If low refrigerant is indicated by lower than 5. Carefully feel the hoses and components on the
normal pressure readings, recover and charge the high side. All should be warm-hot to the touch.
proper amount of refrigerant to enable adequate Check the inlet and outlet of receiver-drier for
system testing. even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under certain con-
ditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N4-22 Operator Comfort N04024
SYSTEM LEAK TESTING Electronic Leak Detector
Refrigerant leaks are probably the most common (Refer to Figure 4-8). As the test probe is moved into
cause of air conditioning problems, resulting from an area where traces of refrigerant are present, a
improper or no cooling, to major internal component visual or audible announcement indicates a leak.
damage. Leaks most commonly develop in two or Audible units usually change tone or speed as inten-
three places. The first is around the compressor shaft sity changes.
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while Tracer Dyes
(winter months), the shaft seal may dry out and leak Tracer dyes are available that can be added to the
slightly. The centrifugal force of the clutch pulley system as refrigerant is added. The system is then
spinning can also cause the problem. When the sys- operated to thoroughly circulate the dye. As refriger-
tem is operated and lubricant wets the seal, the leak ant escapes, it leaves a trace of the dye at the point
may stop. Such leaks can often be located visually, of leakage, which is then detected using an ultravio-
or by feeling with your fingers around the shaft for let light (“black light”), revealing a bright fluorescent
traces of oil. (The R-134a itself is invisible, odorless, glow.
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.) Soap and Water
A second common place for leaks is the nylon and Soap and water can be mixed together and applied
rubber hoses where they are crimped or clamped to to system components. Bubbles will appear to pin-
the fittings, or where routing allows abrasion. Other point the specific location of leaks.
threaded joints or areas where gaskets are used
After determining the location or source of leak(s),
should be visually and physically examined. Moving
repair or replace leaking component(s).
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the NOTE: The length of the hose will affect the
condensate will quickly indicate the condition of the refrigerant capacity. When replacing hoses, always
evaporator. Any trace of fresh oil here is a clear indi- use the same hose length, if possible.
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Before system assembly, check the compressor
oil level and fill to specifications.
Use extreme caution when leak testing a system
while the engine is running.
In its natural state, refrigerant is a harmless, col-
orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
N04024 Operator Comfort N4-23
SYSTEM REPAIR Hoses and Fittings
The following service and repair procedures are not When replacing hoses, be sure to use the same type
any different than typical vehicle service work. How- and ID hose you removed. When hoses or fittings are
ever, AC system components are made of soft met- shielded or clamped to prevent vibration damage, be
als (copper, aluminum, brass, etc.). Comments and sure these are in position or secured.
tips that follow will make the job easier and reduce
unnecessary component replacement. Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. When grommets or clamps
All of the service procedures described are only
are used to prevent line vibration, be certain these
performed after the system has been discharged.
are in place and secured.
Never use any lubricant or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean. It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
age may occur. Refer to the following torque
System Cleaning
chart for tightening specifications.
When performing repairs on air conditioning compo-
nents, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the Fitting Size Foot Pounds Newton Meters
system should be checked for the source of the
material. 6 10 - 15 ft.lbs. 14 - 20 Nm
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.
N4-24 Operator Comfort N04024
Receiver-Drier Clutch
The receiver-drier can not be serviced or repaired. It Clutch problems include electrical failure in the clutch
must be replaced whenever the system is opened coil or lead wire, clutch pulley bearing failure, worn or
for any service. The receiver-drier has a pressure warped clutch plate or loss of clutch plate spring tem-
switch to control the clutch, and should be removed per. Defective clutch assembly parts may be
and installed onto the new unit. replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
Thermostat age, replace the whole assembly.
A thermostat can be stuck open or closed due to con- The fast way to check electrical failure in the lead
tact point wear or fusion. The thermostat temperature wire or clutch coil is to hot wire the coil with a fused
sensing element (capillary tube) may be broken or lead. This procedure enables you to bypass clutch
kinked closed and therefore unable to sense evapo- circuit control devices.
rator temperature.
Clutch pulley bearing failure is indicated by bearing
When thermostat contact points are stuck open or noise when the AC system is off or the clutch is not
the sensing element can not sense temperature in engaged. Premature bearing failure may be caused
the evaporator, the clutch will not engage (no AC by poor alignment of the clutch and clutch drive pul-
system operation). Causes are a loss of charge in ley.
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass Sometimes it may be necessary to use shims or
the thermostat by hot wiring the clutch coil with a enlarge the slots in the compressor mounting bracket
fused lead. If the clutch engages, replace the thermo- to achieve proper alignment.
stat. Excessive clutch plate wear is caused by the plate
Thermostat contact points may be fused (burned) rubbing on the clutch pulley when the clutch is not
closed and the clutch will not disengage. Causes are engaged or the clutch plate slipping when the clutch
a faulty switch that could be due to fatigue. The ther- coil is energized. A gap that is too small or too large
mostat must be replaced. When the clutch will not between the plate and clutch pulley or a loss of clutch
disengage you may also note that condensate has plate spring temper are possible causes. The ideal
frozen on the evaporator fins and blocked air flow. air gap between the clutch pulley and the clutch plate
There will also be below normal pressure on the low is 0.023 to 0.057 in. (1.02 ± 0.043 mm). If the gap is
side of the system. Side effects can be compressor too wide, the magnetic field created when the clutch
damage caused by oil accumulation (refrigeration oil coil is energized will not be strong enough to pull and
tends to accumulate at the coldest spot inside the lock the clutch plate to the clutch pulley.
system) and lower than normal suction pressure that
can starve the compressor of oil.
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.
N04024 Operator Comfort N4-25
Before a compressor is dismissed as being seized, a 1. Remove the belt guard from the front of the air
check for proper voltage to the coil should be per- conditioning compressor.
formed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range:
12.0 ± 0.37 Ohms @ 68° F (20° C)
16.1 ± 0.62 Ohms @ 240° F (116° C)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
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-9399 Thin Wall Socket
**J-9403 Spanner Wrench 2. Remove the drive belt from compressor belt
pulley (1, Figure 4-14).
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly
J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot
***J-24092 Puller Legs
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer
*Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.
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.
N4-26 Operator Comfort N04024
3. Remove locknut (4) using thin wall socket (1, 5. Remove square key (1, Figure 4-17) from the
Figure 4-15) or the equivalent. Use clutch hub keyways.
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
FIGURE 4-18.
1. Clutch Hub 2. Pulley
FIGURE 4-16. 6. Inspect the friction surface on the clutch hub
and the friction surface on the pulley. Scoring on
1. Clutch Assembly 2. Clutch Plate & Hub
the friction surfaces is normal. DO NOT replace
Assembly Remover
these components for this condition only.
4. Thread clutch plate and hub assembly remover
(2, Figure 4-16) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
Inspect the steel friction surface on the clutch
and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.
FIGURE 4-17.
1. Square Key 2. Keyway in Shaft
N04024 Operator Comfort N4-27
Pulley Removal 10. Tighten the center screw on the puller against
the shaft of the compressor to remove the pul-
ley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evi-
dent.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 ± 0.37 ohms @ 68° F (20° C)
16.1 ± 0.62 ohms @ 239° F (115° C)
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
7. Use retaining ring pliers (3, Figure 4-19) to
remove pulley retainer ring (2) from pulley (1). Pulley Installation
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 4-21.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
21), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
FIGURE 4-20. the bearing. Applying force to the outer race of
1. Pulley Puller 3. Puller Pilot the bearing will result in bearing damage.
2. Pulley Assembly
2. Ensure the pulley rotates freely. If the pulley
does not rotate freely, remove the pulley and
9. Install pulley puller (1, Figure 4-20) and puller check for damaged components. Replace any
pilot (3) onto the compressor, as shown. If a damaged components and reinstall the pulley.
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the stan- 3. Install the pulley retainer ring and ensure that
dard legs. Extend the puller legs to the back the ring is properly seated.
side of the pulley. DO NOT use the belt grooves 4. Install the absorbent sleeve into the neck of the
to pull the pulley from the compressor. compressor. Install the sleeve retainer.
N4-28 Operator Comfort N04024
Clutch Assembly Installation 4. Press the clutch onto the compressor using
installer (1). Continue to press the clutch plate
1. Insert square key (1, Figure 4-16) into the key-
until a 2 mm (0.079 in.) gap remains between
way in the clutch hub. Allow the key to protrude
the clutch friction surface and the pulley friction
about 4.5 mm (0.18 in.) from the outer edge of
surface. Refer to Figure 4-23.
the hub. Use petroleum jelly to hold the key in
place.
0.040 ± 0.017 in.
FIGURE 4-23. CLUTCH GAP
FIGURE 4-22.
NOTE: The outer threads of installer (J-9480-01) are
1. Drive Plate Installer 2. Spacer left handed threads.
5. Install locknut (4, Figure 4-14) and tighten the
nut until it seats. The gap should now measure
1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
2. Place the clutch assembly into position on the is not within the specification, check for proper
compressor. Align the square key with the key- installation of the square key.
way on the shaft. 6. Install the drive belt onto the compressor.
3. Thread drive plate installer (1, Figure 4-22) onto Ensure that the proper tension on the belt is
the shaft of the compressor. Spacer (2) should attained. Refer to the belt tension chart in the
be in place under the hex nut on the tool. appropriate engine manual for the proper speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condi-
tioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
N04024 Operator Comfort N4-29
RECOVERING AND RECYCLING THE 9. Check the system pressure after the recovery
REFRIGERANT equipment stops. After five minutes, system
pressure should not rise above “0” gauge pres-
Draining the Oil from the previous recovery cycle sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
1. Place the power switch and the controller on
cycle should continue until the system is void of
the recovery unit in the OFF position.
refrigerant.
2. Plug in the recovery station to the correct
10. Check the sight glass oil level to determine the
power source.
amount of oil that needs to be replaced. (The
3. Drain the recovered oil through the valve amount of oil that was lost during the recovery
marked “oil drain” on the front of the machine. cycle must be replaced back into the system).
4. Place the controller knob in the ON position. 11. Mark the cylinder with a “RECOVERED” (red)
The low pressure gauge will show a rise. magnetic label to reduce the chance of charging
5. Immediately switch to the OFF position and a system with contaminated refrigerant. Record
allow the pressure to stabilize. If the pressure the amount of refrigerant recovered.
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the “oil drain” valve, collect the oil in an appro- Performing the Recycling Procedure
priate container, and dispose of container as
indicated by local, state or federal regulation. The recovered refrigerant contained in the cylinder
The oil is not reusable due to contaminants must undergo the recycle procedure before it can be
absorbed during use. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
Performing the Recovery Cycle equipment manufacturer's instructions for this proce-
dure.
1. Be sure the equipment being used is designed
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero. Evacuating and Charging the AC System
3. Check the cylinder refrigerant level before Evacuate the system once the air conditioner compo-
beginning recovery to make sure you have nents are repaired or replacement parts are secured,
enough capacity. and the AC system is reassembled. Evacuation
4. Confirm that all shut-off valves are closed removes air and moisture from the system. Then, the
before connecting to the AC system. AC system is ready for the charging process, which
adds new refrigerant to the system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
N4-30 Operator Comfort N04024
EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212°F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75°F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
72°F. Thus any moisture in the system will vaporize
and be drawn out by the pump if the pump is run for
approximately an hour. The following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems. FIGURE 4-24. VACUUM PUMP HOOKUP
Do not use the air conditioning compressor as a vac- 1. Low Pressure Hand 2. High Pressure Hand
uum pump or the compressor will be damaged. Valve Valve
NOTE: Lower the vacuum requirement one inch for 3. Vacuum Pump
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected 4. Observe gauge reading and wait 10 minutes.
(after discharging the system), connect the cen- Reading should not vary more than 1-2 in. hg.
ter hose to the inlet fitting of the vacuum pump After waiting, if more vacuum is lost than this, a
as shown in Figure 4-24. Then open the low serious leak is indicated and the system must
side hand valves to maximum. be recharged, leak tested, repaired and evacu-
2. Open the discharge valve on the vacuum pump ated.
or remove the dust cap from the discharge out- 5. Turn on pump, open hand valves and continue
let. Turn the pump on and watch the low side evacuation for at least one hour.
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak). NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
3. Run the pump for five minutes and close the
the water must turn to a vapor to be drawn out of the
hand valves and shut off the pump.
system. If it has been verified that no system leaks
exist and gauge readings increase after 1 hour,
extend the evacuation time to ensure total moisture
removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.
N04024 Operator Comfort N4-31
The moisture must turn to gas before the pump can CHARGING THE AC SYSTEM
pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum When charging the system, it is possible to put it in
pump can draw most of the air out quickly, but a deep as a gas or as a liquid. Adding refrigerant as a liquid
vacuum requires more time; the deeper the vacuum is faster but can damage the compressor if not done
the more time required. correctly. The procedure used, and where the refrig-
erant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R-
The most important factor is the ability for the
134a system is to first, recover all of the refrigerant
system to hold the deepest vacuum the pump
from the system. The charging refrigerant should
can pull, and hold it for 15 minutes after the
then be weighed on a scale to ensure the proper
pump has stopped. This may take several tries
amount is charged into the system. Most recovery
depending on how long the system was held in a
units include a scale within the apparatus, thus mak-
vacuum.
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
N4-32 Operator Comfort N04024
TROUBLESHOOTING
Pre-Diagnosis Checks • Refrigerant charge - Make sure system is
properly charged with the correct amount of
If the system indicates Insufficient cooling, or no refrigerant.
cooling, the following points should be checked
before proceeding with the system diagnosis proce-
dures.
Preliminary Steps
NOTE: If the truck being serviced is a model 930E,
The following steps outline the correct procedures
be certain the rest switch in the cab is ON. Place the
necessary to prepare the truck and the system for
GF cutout switch in the CUTOUT position.
testing and diagnosis:
Preparing For Diagnosis 1. Correctly connect the manifold gauge set to the
Successfully servicing an air conditioning system, system. Refer to the connection and purging
beyond the basic procedures outlined in the previous procedures outlined in this section.
section, requires additional knowledge of system 2. Run the engine with the air conditioning system
testing and diagnosis. on for five to ten minutes to stabilize the system.
A good working knowledge of the manifold gauge set 3. With the engine and the system at normal oper-
is required to correctly test and diagnose an air con- ating temperature, conduct a Performance Test
ditioning system. An accurate testing sequence is as outlined in this section.
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
• Compressor belt - Must be tight, and aligned. System Performance Test
• Compressor clutch - The clutch must engage. If it This test is performed to establish the condition of all
does not, check fuses, wiring, and switches. components in the system. Observe these conditions
• Oil leaks - Inspect all connection or components during testing:
for refrigeration oil leaks (especially in the area of 1. Start engine and operate at 1200 to 1500 RPM.
the compressor shaft). A leak indicates a
refrigerant leak. 2. Place fan in front of condenser to simulate nor-
mal ram air flow and allow system to stabilize.
• Electrical check - Check all wires and
3. Place a thermometer in air conditioning vent
connections for possible open circuits or shorts.
Check all system fuses. closest to evaporator.
4. Evaluate the readings obtained from the
Note: Some systems use different safety devices in
gauges to see if they match the readings for the
the compressor circuit to protect the compressor.
ambient temperature.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary As preliminary steps to begin checkout of the system,
pressure switch if equipped. perform the following:
• Cooling system - Check for correct cooling 1. Close all windows and doors to the cab.
system operation. Inspect the radiator hoses, 2. Set air conditioning system at maximum cooling
heater hoses, clamps, belts, water pump, and blower speed operation.
thermostat and radiator for condition or proper
operation. 3. Readings on the two manifold gauges should
be within normal range, adjust for ambient tem-
• Radiator shutters - Inspect for correct operation perature.
and controls, if equipped.
4. Compare evaporator discharge air temperature
• Fan and shroud - Check for proper operation of reading to see if it matches the recommended
fan clutch. Check installation of fan and shroud. temperature for the ambient temperature and
• Heater/water valve - Check for malfunction or gauge readings obtained.
leaking. 5. Carefully feel the hoses and components on the
• System ducts and doors - Check the ducts and high side. All should be warm-hot to the touch.
doors for proper function. Check the inlet and outlet of receiver-drier for
N04024 Operator Comfort N4-33
even temperatures, if outlet is cooler than inlet, Diagnosis Of Gauge Readings And System
a restriction is indicated. Performance
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
Use extreme caution when placing hands on high vice procedures, and explanations to gain a full
side components and hoses. Under certain con- understanding of the system malfunction. Refer to
ditions these items can be extremely hot. information listed under “Suggested Corrective
Action” for service procedures.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N4-34 Operator Comfort N04024
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:
After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and perform-
ance test the system.
PROBLEM: Little or No Cooling
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.
Possible Causes Suggested Corrective Actions
- 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.
N04024 Operator Comfort N4-35
PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Possible Causes Suggested Corrective Actions
- Extremely low or no refrigerant in the system. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
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.
PROBLEM: Air and/or Moisture in the System
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.)
Possible Causes Suggested Corrective Actions
Leaks in the system. Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check AC operation and performance.
N4-36 Operator Comfort N04024
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions
- Leaks in system. Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and perform-
ance.
PROBLEM: Expansion Valve Stuck or Plugged
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.
Possible Causes Suggested Corrective Actions
An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 32° F, on the capillary coil
sensing bulb is not operating. If the sensing bulb (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
N04024 Operator Comfort N4-37
PROBLEM: Expansion Valve Stuck Open
Indications:
Low side pressure - HIGH
High side pressure - Normal
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes Suggested Corrective Actions
The expansion valve is stuck open and/or the Test: Operate the AC system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
PROBLEM: High Pressure Side Restriction
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.
Possible Causes Suggested Corrective Actions
Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.
N4-38 Operator Comfort N04024
PROBLEM: Compressor Malfunction
Indications:
Low side pressure - HIGH
High side pressure - LOW
Compressor operates noisily.
Possible Causes Suggested Corrective Actions
- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction
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.
Possible Causes Suggested Corrective Actions
- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
N04024 Operator Comfort N4-39
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Possible Causes Suggested Corrective Actions
- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
N4-40 Operator Comfort N04024
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________
Site Unit Number____________________________ Name of Service Technician________________
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
N04024 Operator Comfort N4-41
NOTES:
N4-42 Operator Comfort N04024
SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Telescope Lock Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Turn Signal/Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Accelerator (Throttle) Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Starting on a Grade With a Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . N5-8
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
F-N-R Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Lowering The Dump Body: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
PSC Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Diagnostics Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
TCI Download Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
N05055 Operator Cab Controls N5-1
Passenger Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Payload Meter Download Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
INSTRUMENT PANEL AND INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
CONTROL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
PANEL GAUGES, INDICATORS, AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Normal Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Panel Illumination Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Parking Brake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
AC Drive System Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Windshield Wiper and Washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
STATUS / WARNING INDICATOR LIGHT SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Link-On Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
N5-2 Operator Cab Controls N05055
OPERATOR CAB CONTROLS
STEERING COLUMN Steering Column Inspection
Whenever the steering column or steering control
Removal
unit is removed for service, the steering column shaft
1. Shut off engine by turning the key switch OFF. splines should be inspected for excessive wear.
Allow at least 90 seconds for the steering accu-
1. With the column assembly removed from the
mulators to bleed down. Turn the steering
truck, thoroughly clean splines on steering col-
wheel to be certain no pressure remains.
umn shaft and inspect for damage or excessive
2. Open the battery disconnect switch. wear.
3. Remove access cover (15, Figure 5-1) from the
2. Using an outside micrometer or dial caliper,
front of the cab. Do not remove hydraulic lines
measure the outside diameter of the male
from steering control unit unless necessary.
splines on the steering column shaft.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way. • Minimum diameter: 0.950 in. (24.13 mm)
5. Disconnect steering column wire harness(s). 3. If splines are smaller than minimum diameter
6. Remove screws retaining trim cover (14) where specification, replace steering column.
steering column enters the instrument panel
Installation
and remove cover.
7. Remove capscrews (12) and brackets (8 & 9). 1. Insert capscrew (10), lockwashers (11), and
flatwashers (5) through brackets (8 & 9) and
8. Remove four capscrews (4). Access to these
then through steering column flange. Add sec-
screws is from the front of the cab through the
ond flatwasher (5) and nut (13) to each cap-
access opening.
screw to hold parts together. Tighten nuts
9. Lift the steering column from instrument panel. securely.
2. Slide the entire assembly down the tapered
blocks until brackets (8 & 9) contact the mount-
ing surface in the cab. Install capscrews (4) and
(12) with washers (5) and (6). Only tighten cap-
screws (4).
3. Inspect brackets (8 & 9) to see if they contact
the mounting surface evenly, and are flat and
inline with the surface. If so, tighten capscrews
(12). If brackets are not quite parallel, install flat
washers (as needed) between brackets and
mounting surface to eliminate any gaps.
Tighten capscrews (12) to standard torque.
4. After capscrews (4 & 12) are tightened to stan-
dard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
two brackets. Do not remove capscrews (10)
from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
FIGURE 5-1. STEERING COLUMN INSTALLATION
1. Steering Wheel 9. Bracket R.H. Note: There is no lower end bearing in this new
2. Button Horn 10. Capscrew steering column assembly, therefore the male end of
3. Steering Column 11. Lock Washer the shaft will have to be guided into the mating
4. Capscrew 12. Capscrew female part of the steering control unit (7).
5. Flat Washer 13. Nut 6. Without removing capscrews (10) from the
6. Lock Washer 14. Trim Cover holes, move the steering control unit (7) into
7. Steering Control Unit 15. Access Cover place and start each of the capscrews.
8. Bracket L.H.
N05055 Operator Cab Controls N5-3
7. Tighten the four capscrews (10) to standard 9. If disconnected, re-connect the hoses to the
torque. steering control unit.
8. Check for proper steering wheel rotation with- 10. Connect the steering column wire harness(es)
out binding. Be certain wheel returns to neutral to the harness(es) in the cab.
after rotating 1/4 turn left and right.
11. Install access and trim covers.
FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW
1. Steering Wheel 6. Heater/Air Conditioner Controls 11. Radio, AM/FM Stereo
2. Retarder Control Lever 7. Instrument Panel 12. Warning Lights Dimmer Control
3. Retarder/Service Brake Pedal 8. Grade/Speed Retard Chart 13. Warning/Status Indicator Lights
4. Throttle/Accelerator Pedal 9. Radio Speakers 14. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 10. Warning Alarm Buzzer 15. Windshield Wipers
N5-4 Operator Cab Controls N05055
STEERING WHEEL AND CONTROLS
Steering wheel (1, Figure 5-3) will telescope "in" and
"out" and adjust through a tilt angle to provide a com-
fortable wheel position for most operators.
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.
Telescope Lock Ring
Telescope lock ring (3, Figure 5-3) around the horn
button locks/unlocks the telescoping function of the
steering column. Rotating the ring 90° - 180° coun-
terclockwise (L.H. rotation), releases the column to
move "in" or "out". Rotating the ring clockwise (R.H. FIGURE 5-3. STEERING WHEEL AND CONTROLS
rotation), locks the column in the adjusted position.
DYNAMIC RETARDING
Tilt Wheel Lever
Dynamic retarding is a braking torque (not a brake)
Adjust the tilt of the steering wheel by pulling tilt
produced through electrical generation by the wheel-
adjustment lever (4, Figure 5-3) toward the steering
motors when the truck motion (momentum) is the
wheel and moving the wheel to the desired angle.
propelling force.
Releasing the lever will lock the wheel in the desired
location. For normal truck operation, dynamic retarding should
be used to slow and control truck speed.
Turn Signal/Headlight Dimmer
Dynamic retarding is available in FORWARD/
Turn signal lever (5, Figure 5- 3) is used to activate REVERSE at all truck speeds above 0 mph/kph;
the turn signal lights and to select either high or low however, as the truck speed slows below 3 mph (4.8
headlight beams. kph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
Move the lever upward to signal a turn to complete stop.
the right.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel brake lock
An indicator in the top, center of the instrument
for this purpose.
panel will illuminate to indicate turn direction
selected. Refer to Instrument Panel and Indicator Dynamic retarding is available in NEUTRAL only
Lights in this section. when truck speed is above 3 mph (4.8 kph).
When dynamic retarding is in operation, engine rpm
Move the lever downward to signal a
will automatically go to an advance retard speed set-
turn to the left.
ting. This rpm will vary depending on temperature of
several electrical system components.
Moving the lever toward the steering
wheel changes headlight beam. When Dynamic retarding will be applied automatically, if the
high beams are selected, the indicator speed of the truck obtains the maximum speed set-
in the top, center of the instrument panel will illu- ting programmed in the control system software.
minate.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart should always be used to
determine safe downhill speeds. Refer to grade/
speed retard chart in this chapter.
N05055 Operator Cab Controls N5-5
Retarder Control Lever resistance will be felt when the service brakes are
applied.
Retarder control lever (6, Figure 5-3), mounted on
the right side of the steering column, can be used to For normal truck operation, dynamic retarding (lever
modulate retarding effort. The lever will command or foot-operated pedal) should be used to slow and
the full range of retarding and will remain at a fixed control the speed of the truck.
position when released.
The service brakes should be applied only when
a. When the lever is rotated to full “up” (coun- dynamic retarding requires additional braking force to
terclockwise) position, it is in the OFF/no slow the truck speed quickly, or when bringing the
retard position. An adjustable detent holds truck to a complete stop.
the lever in the OFF position. Refer to Sec-
tion J, Brake Circuit Component Service for
adjustment procedures.
Accelerator (Throttle) Pedal
b. When the lever is rotated to full "down"
Accelerator (throttle) pedal (4, Figure 5-2) is a foot-
(clockwise) position, it is in the full ON/retard
operated pedal which allows the operator to control
position.
engine rpm, depending on pedal depression.
c. For long downhill hauls, the lever may be
It is used by the operator to request torque from the
positioned to provide a desired retarding
motors when in forward or reverse. In this mode, the
effort. It will remain where it is positioned.
propulsion system controller commands the correct
NOTE: The retarder control lever must be rotated engine speed for the power required. In NEUTRAL,
back to the OFF position before the truck will resume this pedal controls engine speed directly.
the propel mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently. Starting on a Grade With a Loaded Truck
The Propulsion System Controller (PSC) will deter- Initial propulsion with a loaded truck should begin
mine which device is requesting the most retarding from a level surface whenever possible, but when
effort and apply that amount. there are circumstances where starting on a hill or
grade cannot be avoided, use the following proce-
dure:
Dynamic Retarder/Service Brake Pedal
1. Fully depress the foot-operated retarder/ser-
Dynamic retarder/service brake pedal (3, Figure 5-2) vice brake pedal (Do Not use retarder lever) to
is a single, foot-operated pedal which controls both hold the truck on the grade. With service brakes
retarding and service brake functions. The first por- fully applied, move the selector switch to a drive
tion of pedal travel commands retarding effort position (FORWARD/REVERSE) and increase
through a rotary potentiometer. The second portion engine rpm with throttle pedal.
of pedal travel modulates service brake pressure 2. As engine rpm approaches maximum, and
directly through a hydraulic valve. Thus, the operator operator senses propulsion effort working
must first apply, and maintain, full dynamic retarding against the brakes, release the brakes and let
in order to apply the service brakes. Releasing the truck movement start. Be sure to completely
pedal returns the brake and retarder to the OFF posi- release the foot-operated retarder/service brake
tion. pedal. As truck speed increases above 3-5 mph
When the pedal is partially depressed, dynamic (5-8 kph) the Propulsion System Control (PSC)
retarding is actuated. As the pedal is further will drop propulsion if the retarder is still applied.
depressed, to where dynamic retarding is fully Releasing and reapplying dynamic retarding
applied; the service brakes (while maintaining full during a hill start operation will result in loss of
retarding) are actuated through a hydraulic valve propulsion and, if truck speed is above 1-2 mph,
which modulates pressure to the service brakes. application of retarding effort.
Completely depressing the pedal causes full applica-
tion of both dynamic retarding and the service
brakes. An indicator light in the overhead panel (B3,
Figure 5-7) will illuminate), and an increase in pedal
N5-6 Operator Cab Controls N05055
GRADE/SPEED RETARD CHART The "short term" numbers listed on the chart indicate
the combination of speeds and grades which the
The grade/speed retard chart (8, Figure 5-2 & shown vehicle can safely negotiate for a short duration
below) provides the recommended MAXIMUM before system components reach the maximum
retarding limits at various truck speeds and grades allowable temperature during retarding. These
with a fully loaded truck. speeds are faster than the "continuous" values,
This decal in the truck may differ from the decal reflecting the thermal capacity of various system
below due to optional truck equipment such as: components. System components can accept heat-
wheel motor drive train ratios, retarder grids, tire ing at a higher-than-continuous rate for a short period
sizes, etc. Always refer to this decal in the opera- of time. Beyond this short duration of time, the sys-
tor's cab, and follow these recommendations for tem would become overheated.
truck operation. If the vehicle is operated at "short term" grade and
The operator should reference this chart before speed limits for a period of time exceeding thermal
descending any grade with a loaded truck. Proper capacity, the Propulsion System Controller (PSC)
use of dynamic retarding will maintain a safe speed. gradually reduces retarding effort from "short term" to
"continuous". The "retard @ continuous" indicator
light will illuminate alerting the operator of the retard-
ing reduction and the need for a reduction in speed.
The operator must use the service brakes to quickly
slow the truck to maximum "continuous" retarding
limits or less.
Do Not LIGHTLY apply the service brakes when
attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. Fully apply
the brakes (within safe limits for road conditions)
in order to quickly slow the truck to maximum
"continuous" retarding limits or less.
NOTE: The "three minute" curve is a minimum and
the actual time limit could be greater. Ambient
temperature, barometric pressure and recent motor
power levels can affect this number.
The "short term" rating will successfully accommo-
date most downhill loaded hauls. It is necessary to
divide haul road grade segment length by allowable
speed to determine actual time on grade. If actual
time on the grade exceeds the allowable limits, the
grade will need to be negotiated at the "continuous"
speed.
Two speed lists are provided, one for continuous The "continuous" numbers on the chart indicate the
retarding, and the second, for short term (approx. 3- combination of speeds and grades which the vehicle
minute) retarding. Both lists are matched to the truck can safely negotiate for unlimited time or distance
at maximum Gross Vehicle Weight (GVW). The two during retarding.
ratings are guidelines for proper usage of the retard
function on downhill grades. DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
N05055 Operator Cab Controls N5-7
HEATER / AIR CONDITIONER
COMPARTMENT AND CONTROLS
Heater/Air Conditioner Selector Switch
The heater/air conditioner compartment contains the
heater/air conditioner controls (6, Figure 5-2) and Selector switch (5, Figure 5-4) allows the operator to
some of the heater/air conditioner components, such select heat, A/C, or neither. The left position of the
as the blower motor assembly and heater coils. Opti- switch activates the air conditioning and the right side
mum cab air climate can be selected by using the fol- of the switch activates the heater. The middle posi-
lowing controls in various combinations. tion is OFF. Neither the heat nor the air conditioning
can be activated in this position.
Heater/Air Conditioner Vents NOTE: The air conditioner will not operate unless the
Each heater/air conditioner vent (6, Figure 5-4) is a fan control knob is turned ON.
flapper type which may be opened or closed or
rotated 360° for optimum air flow. There are four
(three not shown) across the top of the panel, one
each in the right and left panel modules, and four
below the panel.
Defroster Control Switch
Defroster control switch (1, Figure 5-4) directs
heated air for windshield defrosting. "Down" position
of the toggle switch is OFF. "Up" position of the tog-
gle switch is ON.
Heat Control Switch
Heater control 2, Figure 5-4) directs heated air to the
cab floor for heating of the cab. "Down" position of
the toggle switch is OFF. "Up" position of the toggle
switch is ON.
Temperature Control Knob
Temperature control knob (3, Figure 5-4) allows the
operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow) will
select cooler temperatures. Full counter-clockwise
position is the coldest air setting. Rotating the knob
clockwise (red arrow) will select warmer tempera-
tures. Full clockwise position is the warmest heater
setting.
Fan Control Knob
Fan control knob (4, Figure 5-4) controls the cab air
fan motor. The fan motor is a 3-speed motor: low
(setting 1), medium (setting 2), and high (setting 3).
Speeds are selected by rotating the control knob
clockwise to the desired position. OFF is full counter-
clockwise position (setting 0).
FIGURE 5-4. A/C & HEATER CONTROLS
N5-8 Operator Cab Controls N05055
INSTRUMENT PANEL
Instrument panel (7, Figure 5-2) includes a wide variety of switches, gauges, and indicators. Refer to Instrument
Panel and Indicator Lights, in this chapter for a detailed description of function and location of these components.
OVERHEAD PANEL AND DISPLAYS
The items listed below are located on the overhead panel. Refer to Figure 5-2 for the location of each item. A brief
description of each component is documented below.
Radio Speakers Status/Warning Indicator Light Panel
Radio speakers (9, Figure 5-2) for the AM/FM Stereo Panel (13, Figure 5-2) contains an array of indicator
radio are located at the far left and right of the over- lights to provide the operator with important status
head panel. messages concerning selected truck functions. Refer
to Instrument Panel and Indicator Lights, in this chap-
ter for a detailed description of these indicators.
Warning Alarm Buzzer
Warning alarm buzzer (10, Figure 5-2) will sound
Air Cleaner Vacuum Gauges
when activated by any one of several truck functions.
Refer to Instrument Panel and Indicator Lights, in this Air cleaner vacuum gauges
chapter for a detailed description of functions and (14, Figure 5-2) provide a con-
indicators that will activate this alarm. tinuous reading of maximum
air cleaner restriction reached
during operation. The air
Cab Radio (Optional) cleaner(s) should be serviced
when the gauge(s) shows the
This panel will normally contain AM/FM stereo radio following maximum recom-
(11, Figure 5-2). Refer to Section 7 in the Operation mended restriction:
and Maintenance Manual for a more complete
description of the radio and its functions. Individual Komatsu SSDA16V160 Engine: 25 inches of H2O
customers may use this area for other purposes, vacuum.
such as a two-way communications radio. NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
Warning Indicator Light Dimmer Control
Dimmer control (12, Figure 5-2) permits the operator
to adjust the brightness of warning indicator lights
(13).
Windshield Wipers
Windshield wipers (15, Figure 5-2) are powered by
an electric motor. Refer to Instrument Panel and Indi-
cator Lights, in this chapter for a location and
description of the windshield wiper and washer con-
trols.
N05055 Operator Cab Controls N5-9
CENTER CONSOLE
The center console (1, Figure 5-5) contains:
(1) Center Console
(2) F-N-R Selector Switch
(3) Hoist Control Lever
(4) Ash Tray
(5) Cigar/Cigarette Lighter
(6) L.H. Window Control Switch
(7) R.H. Window Control Switch
(8) Engine Shutdown Switch
(9) Override/Fault Reset Switch
(10) Blank - Not Used on this truck
(11) RSC Switch
(12) Retarder Speed Control Dial
(13) Propulsion System Controller (PSC)
Diagnostic Port
(14) Engine Diagnostic Port (CENSE)
(15) Truck Control Interface (TCI)
(16) Passenger Seat
(mounted on top of the right hand
portion of the Console structure)
(17) Engine Diagnostic Port (QUANTAM)
(18) Modular Mining Port (Optional)
(19) Data Store Button
FIGURE 5-5. CENTER CONSOLE
F-N-R Selector Switch
Selector switch (2, Figure 5-5) is mounted on a con-
sole to the right of the operator's seat. It is a three
position switch that controls the forward-neutral-
reverse motion of the truck. When the selector switch
handle is in the center "N" position, it is in NEUTRAL.
The handle must be in NEUTRAL to start the engine.
The operator can select FORWARD drive
by moving the handle forward.
REVERSE drive can be selected by moving
the handle to the rear.
The truck must be stopped before the selec-
tor handle is moved to a drive position.
N5-10 Operator Cab Controls N05055
Hoist Control Lever Ash Tray
Hoist control (3, Figure 5-5) is a four position hand- Ash tray (4, Figure 5-5) is used for extinguishing and
operated lever located between the operator seat depositing smoking materials. Do Not use for flam-
and the center console (see illustration below). mable materials, such as paper wrappers, etc. Be
certain that all fire ash is extinguished!
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.
L.H. Window Control Switch
LH window control switch (6, Figure 5-5) is spring-
loaded to the OFF position.
Raising The Dump Body
• Pushing the front of the switch raises the left side
1. Pull the lever to the rear to actuate the hoist cir- cab window.
cuit. (Releasing the lever anywhere during
• Pushing the rear of the switch lowers the window.
"hoist up" will place the body in HOLD at that
position.)
2. Raise engine rpm to increase hoist speed.
R.H. Window Control Switch
3. Reduce engine rpm as the last stage of the
hoist cylinders begin to extend and then let the RH window control switch (7, Figure 5-5) is spring-
engine go to low idle as the last stage reaches loaded to the OFF position.
half-extension. • Pushing the front of the switch raises the right
4. Release the hoist lever as the last stage side cab window.
reaches full extension.
• Pushing the rear of the switch lowers the window.
5. After material being dumped clears the body,
lower the body to frame.
Refer to Operating Instructions - Dumping, Section 3, Engine Shutdown Switch
of the Operation and Maintenance Manual for more Engine shutdown switch (8, Figure 5-5) is
complete details concerning this control used for engine shutdown by depressing
this button and holding it until engine
stops.
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.
N05055 Operator Cab Controls N5-11
Override/Fault Reset Switch Retard Speed Control (RSC) Adjust Dial
Override/Fault reset RSC adjust dial (12, Figure 5-5) allows the operator
switch (9, Figure 5- to vary the downhill truck speed that the retard speed
5) is spring-loaded control system will maintain when descending a
to the OFF position. grade. This function can be overridden by the accel-
When pushed in erator, retard lever, or retard pedal.
and held, this
When the dial is rotated counterclockwise
switch may be used for several functions.
toward this symbol, the truck will descend
1. This switch permits the operator to override the a grade at lower speeds.
body-up limit switch and move the truck forward
When the dial is rotated clockwise toward
when the selector switch is in FORWARD, the
this symbol, the truck speed will increase.
dump body is raised, and the brakes are
released.
ALWAYS refer to the grade/speed retard chart in the
Use of the override switch for this purpose is
operator's cab, and follow the recommendations for
intended for emergency situations only!
truck operation. DO NOT exceed these recom-
2. The push button deactivates the retard pedal mended MAXIMUM speeds when descending
function when speed of truck is below 3 mph grades with a loaded truck.
(4.8 kph).
Throttle pedal position will override the RSC setting.
3. The override switch is also used to reset an If the operator depresses the throttle pedal to
electric system fault when indicated by a red increase truck speed, dynamic retarding will not
warning light (Refer to Overhead Status/Warn- come activate unless the truck overspeed setting is
ing Indicators in this section. reached or the foot operated retard pedal is used.
When the throttle pedal is released and the RSC
10, Figure 5-5 - Blank
switch is on, dynamic retarding will activate at, or
This position is not used for the above, the RSC dialed speed and will adjust truck
930E. speed to, and maintain, the dialed speed.
To adjust the RSC control, pull switch (11) ON and
start with dial (12) rotated toward fastest speed while
In some other truck models, this posi- driving the truck at the desired maximum speed.
tion is used for an engine idle switch. Relax the throttle pedal to let the truck coast and
slowly turn the RSC adjusting dial counterclockwise
until dynamic retarding is activated. Dynamic retard-
ing will now be activated automatically anytime the
"set" speed is reached, the RSC switch is on, and the
Retard Speed Control (RSC) Switch
throttle pedal is released.
Retard speed control switch (11, Figure 5-5) turns With the RSC switch on and dial adjusted, the sys-
the system off or on. Push the knob in to turn off and tem will function as follows: As truck speed increases
pull the knob out to turn the system on. to the "set" speed and throttle pedal released,
“IN” “OFF” dynamic retarding will apply. As truck speed tries to
increase, the amount of retarding effort will automati-
cally adjust to keep the selected speed. When truck
speed decreases, the retarding effort is reduced to
maintain the selected speed. If truck speed continues
“OUT” “ON”
to decrease to approximately 3 mph (4.8 kph) below
"set" speed, dynamic retarding will turn off automati-
cally. If truck speed must be reduced further, the
operator can turn the adjust dial to a new setting or
depress the foot operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.
N5-12 Operator Cab Controls N05055
PSC Download Port PAYLOAD METER
PSC download port (13, Figure 5-5) is for use by Payload meter (1, Figure 5-6) and download connec-
qualified personnel to access diagnostic information tor (2) are used to provide management with opera-
from the Propulsion System Controller (PSC). tional data such as tonnage hauled and cycle times.
The payload meter is located on the back wall inside
of the cab.
Engine Diagnostics Download Port Refer to Section M, Payload Meter, for a more com-
Engine diagnostics download port (14, Figure 5-5) is plete description of the payload meter and its func-
for use by qualified personnel to access the diagnos- tions.
tic information for the engine control system.
(CENSE)
Payload Meter Download Connector
Connector (2, Figure 5-6) is used with a special cable
Engine Control System to allow the payload meter to communicate with a
Engine control system port (17, Figure 5-5) is for use portable computer.
by qualified personnel. This 9-PIN connector is used
to access diagnostic information for the engine con-
trol system. (QUANTUM)
TCI Download Port
TCI download port (15, Figure 5-5) is for use by qual-
ified personnel to access the Truck Control Interface
(TCI) diagnostic information and data.
Passenger Seat
Passenger seat (16, Figure 5-5) is mounted on top of
the right hand portion of the center console structure.
The area beneath the passenger seat provides a
cabinet for various 24 VDC electrical components.
FIGURE 5-6. PAYLOAD METER
Modular Mining System (Optional) 1. Payload Meter III 2. Download Connector
Modular mining system connector (18, Figure 5-5) is
for use by qualified personnel to access the Modular
Mining System for diagnostic information and data.
N05055 Operator Cab Controls N5-13
NOTES
N5-14 Operator Cab Controls N05055
INSTRUMENT PANEL AND INDICATOR LIGHTS
CONTROL SYMBOLS
Many control functions are identified with "International" symbols that the operator should learn to recognize imme-
diately. The operator must understand the function and operation of each instrument and control. This knowledge
is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the instru-
ment panel.
This symbol may be used alone This symbol when it appears on
or with another symbol. This an indicator or control identifies
symbol identifies the OFF posi- that this indicator or control is
tion of a switch or control. NOT used.
This symbol may be used alone This symbol identifies a rotary
or with another symbol. This control or switch. Rotate the knob
symbol identifies the ON position clockwise or counterclockwise for
of a switch or control. functions.
This symbol identifies the This symbol identifies a switch
"Pushed-In" position of a push- used to test or check a function.
pull switch or control. Press the switch on the side near
the symbol to perform the test.
This symbol identifies the
"Pulled-Out" position of a push-
pull switch or control.
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.
N05055 Operator Cab Controls N5-15
FIGURE 5-7. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Keyswitch 15. Right Turn Signal Indicator Light
2. Engine Shutdown Switch with Timer Delay 16. High Beam Headlight Indicator Light
3. Backup Light Switch (N./O.) 17. Left Turn Signal Indicator Light
4. Ladder Light Switch (3 - Way) 18. Digital Speedometer
5. Fog Light Switch (N./O.) 19. Voltmeter Gauge
6. Panel Illumination Light(s) 20. Engine Oil Pressure Gauge
7. Vent(s) - Cab Air Conditioner/Heater 21. Engine Water Temperature Gauge
8. Not used on 930E 22. Fuel Gauge
9. Rotating Beacon Light Switch (N./O.) (Optional) 23. AC Drive System Temperature
10. Heated Mirror Switch (N./O.) (Optional) 24. Engine Hourmeter
11. Not used on 930E 25. Hydraulic/Brake Oil Temperature
12. Wheel Brake Lock Switch (N./O.) 26. AC REST Switch
13. Parking Brake Switch (N./O.) 27. Headlights Switch (N./O.)
14. Digital Tachometer 28. Wiper / Washer Switch
29. Panel Illumination Lights Dimmer Rheostat
WIRE NUMBERS
1. 712/21PB/11S 11. 71/79M/SPR55/79H/72F/ 21. 712D/31TS/710/49
2. 11S/11TD/11R SPR54 22. 712D/38G/710/49
3. 712/47S/47L/710 12. 712BL/52B/39H/710/SPR59 23. 15V/72MT/49/710
4. 11L/48A/48B 13. 71/52C/21PB/21 24. 11L/36
5. 11L/48F 14. 41TS/74X/74Z/710 25. 15V/34BT/710/49
6. 49/710 15. 45R/710 26. 710/72RQ
7. N/A 16. 41H/710 27. 11D/41L/41TS
8. 712/28E 17. 45L/710 28. High 66S/Low 66L/710/66P
9. 11L/11RB 18. 41TS/77/77A/710 Park/712W / Washer 66
10. 712/69M/SPR56/SPR57/ 19. 712D/710/49 29. 49/41TS
SPR58 20. 712D/31PS/710/49
N5-16 Operator Cab Controls N05055
PANEL GAUGES, INDICATORS, AND CONTROLS
(Figure 5-7)
Key Switch Normal Engine Shutdown
Key switch (1, Figure 5-7) is a three position (OFF, 1. Stop the truck. Reduce engine rpm to low idle.
RUN, START) switch. Place selector switch in NEUTRAL and apply
parking brake switch.
2. Place rest switch in ON position (put drive sys-
tem in "rest" mode of operation). Refer to dis-
cussion of rest switch (26, Figure 5-7).
3. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes or use the engine shut-
down with timer delay as described on the fol-
lowing page.
4. With truck stopped and engine cooled down,
turn keyswitch counterclockwise to OFF for nor-
mal shutdown of engine. If engine does not
shutdown with keyswitch, use engine shutdown
switch on center console (see Center Console)
and hold this switch down until engine stops.
5. With keyswitch OFF, and engine stopped, wait
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
Starting relieved.
When the switch is rotated one position clockwise, it 6. Verify all the link voltage lights turn off within 5
is in the RUN position and all electrical circuits minutes after the engine is shut down. (One is
(except START are activated. located in cab, behind the operator seat, two
others are located in the access panel at the left
1. With the selector switch in NEUTRAL, rotate front corner of the electrical cabinet.) If lights
the keyswitch fully clockwise to the START remain on, refer to Section E for additional
position, and hold this position until the engine instructions and information.
starts. The START position is spring-loaded to
7. Close and lock all windows, remove key from
return to RUN when the key is released.
keyswitch and lock cab to prevent possible
2. After the engine has started, place the rest unauthorized truck operation. Dismount truck
switch in the OFF position (de-activate the properly.
"rest" mode of operation). Refer to discussion of
rest switch (26, Figure 5-7). NOTE: A ground level shutdown switch is located on
lower front left side of truck.
Cold Weather Starting
Do not crank an electric starter for more than 30
seconds at a time. Allow two minutes for cooling
before attempting to start engine again. Severe
damage to starter motor can result from over-
heating.
N05055 Operator Cab Controls N5-17
Engine Shutdown Switch with
5 Minute Idle Timer Delay
5. Verify all the link voltage lights turn off within 5
The timer delayed, engine shut- minutes after the engine is shut down. (One is
down switch (2, Figure 5-7) is a located in the cab behind the operator seat, two
3-position, rocker type switch others are located in the access panel at the left
with OFF, ON and MOMEN- front corner of the electrical cabinet. If the lights
TARY positions. When used, the remain on, refer to Section E for additional
engine is allowed to idle for approximately 5 minutes instructions and information.
before actual shutdown occurs. The delayed shut- 6. Close and lock all windows, remove key from
down feature allows the engine to cool down slowly, keyswitch and lock cab to prevent possible
reducing internal temperatures as coolant is circu- unauthorized truck operation. Dismount the
lated through the engine. truck properly.
Operation
1. Stop the truck, and reduce engine rpm to low
idle. Place the selector switch in NEUTRAL and
apply the parking brake switch. Place the rest Fog Lights (Optional)
switch in ON position (put drive system in "rest" Fog lights (5, Figure 5-7) are
mode of operation). Refer to the discussion of optional equipment that are use-
the rest switch later in this chapter. ful in foggy conditions and heavy
2. Press the top of the engine shutdown switch to rain. Pressing the top of the
select the ON (center) position. Press the top of rocker switch turns the lights on.
the switch again to activate the timer delay Pressing the bottom of the switch
(momentary position). Release the switch and turns the lights off.
allow it to return to the ON position.
When the engine shutdown timer has been
activated, the timer delay indicator light (C4, Ladder Light Switch
Figure 5-8) in the overhead status panel will
illuminate to indicate that the shutdown timing The switch (4, Figure 5-7) turns
sequence has started. The engine will continue the ladder lights on or off after or
to idle for approximately 5 minutes to allow for before using ladder. Pressing
proper engine cool-down before stopping. the top of the rocker switch turns
the lights on. Pressing the bot-
3. Turn the keyswitch counterclockwise to the
tom of the switch turns the lights
OFF position to cause the engine to shutdown
off. Another switch is mounted at
when the timing sequence is complete. When
the front left of truck near the
the engine stops, this will activate the hydraulic
base of ladder.
bleeddown timer and turn off the 24 VDC elec-
tric circuits controlled by the keyswitch.
NOTE: To cancel the 5 minute idle timer sequence, Manual Backup Switch
press the timer delay shutdown switch to the OFF
(lower) position. If the keyswitch is in the OFF The manual backup switch (3,
position, the engine will stop. If the keyswitch is in the Figure 5-7) allows backup lights
ON position, the engine will continue to run. to be turned on providing added
visibility and safety when the
selector switch (see Operator
4. With keyswitch OFF, and engine stopped, wait Controls) is not in REVERSE
at least 90 seconds. Ensure the steering circuit position. When the switch is
is completely bled down by turning the steering pressed toward the ON position, the manual back up
wheel back and forth several times. No front light indicator (B4, overhead panel, Figure 5-7) will
wheel movement will occur when hydraulic be illuminated.
pressure is relieved.
N5-18 Operator Cab Controls N05055
Panel Illumination Lights Wheel Brake Lock Control
These lights (6, Figure 5-7) provide illumination for The wheel brake lock (12, Figure 5-7)
the instrument panel. Brightness is controlled by the should be used with engine running for
panel light dimmer switch (28). dumping and loading operations only. The
brake lock switch actuates the hydraulic
brake system which locks the rear wheel service
brakes only. When pulling into shovel or dump area,
stop the truck using the foot-operated service brake
Cab/Air Conditioner Vents pedal. When truck is completely stopped and in load-
These Vents (7, Figure 5-7) are spherically mounted ing position, apply the brake lock by pressing the
and may be directed by the operator to provide the rocker switch toward the ON symbol. To release,
most comfortable cabin air flow. press the rocker switch toward the OFF symbol.
Use at shovel and dump only to hold truck in
position.
(8, Figure 5-6) Not Used
Rotating Beacon Light Switch (Optional)
The optional rotating beacon light
(9, Figure 5-7), is activated by
this rocker-type switch (if
equipped) when it is pressed
toward the ON position.
Do not use this switch to stop truck, unless foot-
operated treadle valve is inoperative. Use of this
switch applies rear service brakes at full, unmod-
Heated Mirror Switch (Optional) ulated pressure!
Do not use brake lock for parking. With engine
The optional heated mirror (10, stopped, hydraulic pressure will bleed down,
Figure 5-7), is activated by this allowing brakes to release!
rocker-type switch (if equipped)
when it is pressed toward the ON Parking Brake Control
position.
The parking brake (13, Figure 5-7) is
spring applied and hydraulically released.
It is designed to hold a stationary truck
when the engine is shutdown and key-
switch is turned OFF. The truck must be completely
stopped before applying the parking brake, or dam-
(11, Figure 5-7) Not Used age may occur to parking brake.To apply the parking
brake, press the rocker switch toward the ON sym-
bol. To release the parking brake, press the rocker
switch toward the OFF symbol. When the keyswitch
is ON and parking brake switch is applied, the park-
ing brake indicator light (A3, overhead panel, Figure
5-8) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch ON and engine running,
sudden shock caused by loading or dumping could
cause the system's motion sensor to release the park
brake.
N05055 Operator Cab Controls N5-19
Tachometer Voltmeter
The tachometer (14, Figure 5-7) registers engine The voltmeter (19, Figure 5-7)
crankshaft speed in hundreds of revolutions per indicates the voltage of the 24V
minute (rpm). battery system. Normal indicated
Governed rpm voltage at high rpm is 27 to 28
Low Idle - 750 rpm volts with batteries in fully
charged condition. When key-
High Idle - 1910 rpm
switch (10) is ON and engine is
Full Load - 1900 rpm not running, voltmeter indicates
battery charge condition.
Right Turn Signal Indicator
This light (15, Figure 5-7) illumi- Engine Oil Pressure Gauge
nates to indicate the right turn The engine oil pressure gauge
signals are operating when the (20, Figure 5-7) indicates pres-
turn signal lever on the steering sure in the engine lubrication
column is moved upward. Mov- system in pounds per square
ing the lever to its center position inch (psi).
will turn indicator off.
Normal operating pressure after
engine warm up should be:
Idle - 20 psi (138 kPa) Minimum
High Beam Indicator
Rated Speed - 45 to 70 psi (310 - 483 kPa)
The high beam indicator (16, Fig-
ure 5-7) when lit, indicates that
the truck headlights are on high Water Temperature Gauge
beam. To switch headlights to
high beam, push the turn indica- The water temperature gauge
tor lever away from steering (21, Figure 5-7) indicates the
wheel. For low beam, pull lever temperature of the coolant in the
toward the steering wheel. engine cooling system. The tem-
perature range after engine
warm-up and truck operating
under normal conditions should
Left Turn Signal Indicator be:
This light (17, Figure 5-7) illumi-
185°-207°F (85°-97°C)
nates to indicate the left turn sig-
nals are operating when the turn
signal lever on the steering col-
umn is moved downward. Mov- Fuel Gauge
ing the lever to its center position The fuel gauge (22, Figure 5-7)
will turn indicator off. indicates how much diesel fuel is
in the fuel tank.
The fuel tank capacity is 1200
Speedometer gallons (4542 liters).
The speedometer (18, Figure 5-7) indicates the truck
speed in miles per hour (mph), or with optional
speedometer, it may indicate truck speed in kilome-
ters per hour (kph). The display also shows payload
meter information. For more information, see section
M, Payload Meter
N5-20 Operator Cab Controls N05055
AC Drive System Temperature Gauge Hourmeter
The AC drive system tempera- The hourmeter (24, Figure 5-7)
ture gauge (23, Figure 5-7) indi- registers the total number of
cates the drive system hours the engine has been in
temperature. There are three operation.
colored bands: green; yellow;
and red. Green indicates "nor-
mal" operation.
Yellow indicates the system temperature is rising.
There is also an amber (yellow) "temperature warn-
ing" light in the overhead panel (C5, Figure 5-8) that Rest Switch
will illuminate when the temperature exceeds a cer- The rest switch (26,
tain level. When this condition occurs, the operator Figure 5-7) is a
should consider changing truck operation in order to "rocker" type switch
reduce system temperature. with a locking device
If the AC drive system temperature should reach the for the OFF (left side)
red band, continued operation could damage compo- position. When in this
nents in the system. position, a small black
Safely stop truck, shutdown engine, and notify tab must be pushed to the left to unlock the switch
maintenance personnel immediately. before it can be depressed to switch to the ON (right
side) position. When in the ON position, an internal
amber lamp will illuminate. It should be activated to
de-energize the AC drive system whenever the
Hydraulic Oil Temperature Gauge
engine is to be shutdown, or the truck parked for a
The hydraulic oil temperature length of time with the engine running.
gauge (25, Figure 5-7) indicates
The selector switch must be in NEUTRAL and the
oil temperature in the hydraulic
vehicle not moving to enable this function. This will
tank. There are two colored
allow the engine to continue running while the AC
bands: green, and red. Green
drive system is de-energized.
indicates "normal" operation.
As the needle gets close to the
red zone, the minimum engine idle speed will
increase to help cool the oil.
Activation of the rest switch alone does NOT
Red indicates high oil temperature in the hydraulic completely ensure that the drive system is safe
tank. Continued operation could damage compo- to work on.
nents in the hydraulic system. There is also a red Refer to Safety Procedures, and check all "link-
"temperature warning" light in the overhead panel on", or "link energized", indicator lights to verify
(D5, Figure 5-8) that will illuminate when the temper- the AC drive system is de-engergized before per-
ature exceeds a certain level (when the needle forming any maintenance on the drive system.
enters the red zone). If this condition occurs, the DO NOT activate the rest switch while the truck is
operator should safely stop the truck, move selector moving! The truck may unintentionally enter the
switch to NEUTRAL, apply the park brake, and oper- “rest” mode after stopping.
ate engine at 1200 - 1500 rpm to reduce system tem-
perature.
If temperature gauge does not move into the An amber (yellow) indicator light
green range after a few minutes, and the red in the overhead panel (B6, Fig-
overhead indicator light does not go out, shut- ure 5-8) will illuminate when the
down truck and notify maintenance personnel "rest" state has been requested
immediately. and entered.
N05055 Operator Cab Controls N5-21
Light Switch Panel Light Dimmer
The instrument panel lights, The panel light dimmer control
clearance lights, and the head- (29, Figure 5-7) is a rheostat
lights are controlled by this three which allows the operator to vary
position rocker type switch (27, the brightness of the instruments
Figure 5-7). OFF is selected by and panel lights.
pressing the bottom of the
switch. Press the top of the
switch until it reaches the first • Rotating knob to the full
detent to select the panel, clearance, and tail lights counterclockwise position turns panel lights on to
only. Press the top of the switch again, until it brightest condition.
reaches the second detent to select headlights, as • Rotating knob clockwise continually dims lights
well as panel, clearance, and tail lights. until OFF position is reached at full clockwise
rotation.
Windshield Wiper and Washer
The windshield wiper control
switch (28, Figure 5-7) is a four
position rotary switch with
intermittent wiper delay and
wash feature.
OFF position is the detented
position when the knob is
rotated fully counterclockwise against the stop. The
intermittent wiper position is located between OFF
and the first detent position, when rotating the knob
clockwise.
• Rotating the knob closer to the first detent
position decreases the time interval between
wiper strokes.
• Rotate the knob clockwise to the first detent
position for slow speed.
• Rotate the knob to the second detent position for
fast speed.
To use the windshield washer,
press and hold the knob "in" to
activate the windshield washer
system.
N5-22 Operator Cab Controls N05055
OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR
Row / Indicator Indicator Color Row / Indicator Indicator Color
Column Description Wire Index Column Description Wire Index
A1* Not Used 12FD/34TL A5 No Power Red-12M/75-6PI
B1* Low Steering Pressure Red-12FD/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Pr. Red-12F/33K Warning
D1 Not Used Red-12F/79V C5 Propulsion System Amber -12F/34TW
Temperature
E1 Low Brake Pressure Red-12F/33L
D5 Hydraulic Oil Temperature Red-12F/34TGI
A2* Hydraulic Tank Level Red-12FD4/34LL High
B2* Low Automatic Amber-12FD8/ E5 Stop Engine Red-12M/528A
Lubrication Pressure 68LLP
A6 NO PROPEL Red-12M/75NPI
C2* Circuit Breaker Tripped Amber-12FD/31CB
B6 Propulsion System @ Rest Amber-12M/72PR
D2* Hydraulic Oil Filter Amber-12MD/39
C6* Propulsion System Not Amber-12MD/72NR
E2* Low Fuel Amber-12MD/38 Ready
A3* Park Brake Applied Amber-12MD/52A D6* Reduced Propulsion Amber-12MD/72LP
B3* Service Brake Applied Amber-12MD/44L System
C3* Body Up Amber-12MD6/63L E6* Retard @ Continuous Amber-12MD/76LR
Level
D3* Dynamic Retarding Amber-12MD/44DL
-Switches-
E3 Stop Engine Red-12M/509MA
7 Hazard Lights Switch N/O 11L/45L/45R
A4* Not Used Amber-12MD/SPR2
8 Lamp Check Switch N/O 33H/528/710/712
B4* Manual Back-Up Lights Amber-12MD/47L
(Mom.)
C4* 5 Min. Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R * NOTE: Brightness for these Indicator Lamps can be
adjusted by using dimmer control (12, Figure 5-2).
E4* Check Engine Amber-12MD7/419
N05055 Operator Cab Controls N5-23
STATUS / WARNING INDICATOR LIGHT SYMBOLS
Amber (Yellow) color indicator lights alert the opera- considered "normal", and truck operation may
tor that the indicated truck function requires some continue.
precaution when lighted. • If the indicator light illuminates at higher truck
Red color indicator lights alert the operator that the speed and high engine rpm, DO NOT operate
indicated truck function requires immediate action the truck.
If the low steering
by the operator. Safely stop the truck and shut down
warning light con-
the engine.
tinues to illumi-
DO NOT OPERATE THE TRUCK WITH A RED nate and the alarm
WARNING LIGHT ILLUMINATED. continues to sound, low steering pressure is
indicated. The remaining pressure in the accu-
Refer to Figure 5-8 and the descriptions below for
mulators allows the operator to control the truck
explanations of the symbols.
to a stop. Do not attempt further operation until
Location of the symbols is described by rows (A-E) the malfunction is located and corrected.
and columns (1 - 6).
C1. LOW ACCUMULATOR PRECHARGE
PRESSURE
A1 Not Used
The low accumulator precharge warning light, if illu-
minated, indicates low nitrogen precharge for the
steering accumulator(s). To check for proper accu-
B1 Low Steering Pressure RED
mulator nitrogen precharge, engine must be stopped
and hydraulic system completely bled down; then
turn keyswitch to RUN position. Warning light will
C1 Low Accumulator RED NOT illuminate if system is properly charged. The
Precharge Pressure warning light will flash if the nitrogen precharge
within the accumulator(s) is below 1100 ± 45 psi
D1 Not Used (7585 ± 310 kPa).
If low accumulator
precharge warning
light flashes, notify
E1 Low Brake Pressure RED
maintenance per-
sonnel. Do not attempt further operation until the
accumulators have been recharged with nitrogen
A1. NOT USED to 1400 psi (9653 kPa). Sufficient energy for
Not currently used. Reserved for future use or emergency steering may not be available, if sys-
options. tem is not properly charged.
B1. LOW STEERING PRESSURE D1. NOT USED
When the keyswitch is turned ON, the low steering Not currently used. Reserved for future use or
pressure warning light will illuminate until the steering options.
system hydraulic pressure reaches 2100 psi (14.7
E1. LOW BRAKE PRESSURE
MPa). The warning horn will also turn on, and both
will remain on, until the accumulator has been This red indicator light indicates a malfunction within
charged. the hydraulic brake circuit. If this light comes on and
buzzer sounds, shut down truck operation and
During truck operation, the low steering pressure
notify maintenance personnel.
warning light and warning horn will turn sound if
steering system hydraulic pressure drops below NOTE: Adequate hydraulic fluid is stored to allow the
2100 psi (14.7 MPa). operator to safely stop the truck.
• If the light illuminates momentarily ("flickers")
while turning the steering wheel at low truck
speed and low engine rpm, this may be
N5-24 Operator Cab Controls N05055
A2 Low Hydraulic Tank RED A3 Parking Brake AMBER
Level
B2 Low Automatic Lube AMBER B3 Service Brake AMBER
System Pressure
C2 Circuit Breaker AMBER C3 Body Up AMBER
Tripped
D3 Dynamic Retarding AMBER
D2 Hydraulic Oil Filter AMBER
Monitor
E3 Stop Engine RED
E2 Low Fuel AMBER
E2. LOW FUEL
A2. LOW HYDRAULIC TANK LEVEL
This amber low fuel indicator will illuminate when the
This warning light indicates the oil level in the usable fuel remaining in the tank is approximately 25
hydraulic tank is below recommended level. Damage gallons (95 liters). A warning buzzer will also sound.
to hydraulic pumps may occur if operation continues.
Shut truck down and notify maintenance personnel A3. PARKING BRAKE
immediately.
This amber parking brake indicator will illuminate
B2. LOW AUTO LUBE SYSTEM PRESSURE when the parking brake is applied. Do not attempt to
drive truck with parking brake applied.
The amber light will illuminate if the automatic lubri-
cation system fails to reach 2,300 psi (at the junction B3. SERVICE BRAKE
block on the rear axle) within one minute after the
This amber service brake indicator will illuminate
lube timer initiates a grease cycle. To turn the light
when the service brake pedal is applied or when
off, turn the key switch off, then back on again. Notify
wheel brake lock or emergency brake is applied. Do
maintenance personnel at earliest opportunity.
not attempt to drive the truck from stopped position
C2. CIRCUIT BREAKER TRIPPED with service brakes applied, except as noted in Sec-
tion 3, Operating Instructions, Starting On a Grade
This light will illuminate if any of the circuit breakers With a Loaded Truck, in the O&M.
in the relay circuit control boards are tripped. The
relay circuit boards are located in the electrical inter- C3. BODY UP
face cabinet.
This amber indicator, when illuminated, shows that
NOTE: Additional circuit breakers are in the operator the body is not resting on the frame. The truck should
cab behind the center console, however tripping of not be driven until body is down and light is off.
these circuit breakers should not activate this light.
D3. DYNAMIC RETARDING
D2. HYDRAULIC OIL FILTER MONITOR
This amber indicator illuminates whenever the
This light indicates a restriction in the high pressure retarder pedal or lever is operated, RSC (Retard
filter assembly for either the steering or hoist circuit. Speed Control) is activated, or the automatic over-
This light will come on before filters start to bypass. speed retarding circuit is energized, indicating the
Notify maintenance personnel at earliest opportunity dynamic retarding function of the truck is operating.
after light comes on.
E3. STOP ENGINE
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil This red warning light will illuminate if a serious
is cold. If the light turns off after the oil is warmed, engine malfunction is detected in the electronic
filter maintenance is not required. engine control system. (Continued on next page.)
N05055 Operator Cab Controls N5-25
E3. STOP ENGINE (Continued)
• Electric propulsion to the wheel motors will be
discontinued. A4 Not Used
• Dynamic retarding will still be available if needed
to slow or stop the truck.
B4 Manual Backup Lights AMBER
Stop the truck as quickly as possible in a safe C4 Engine Shutdown AMBER
area and apply parking brake. Timer - 5 Minute Idle
SHUT DOWN THE ENGINE IMMEDIATELY. Addi-
tional engine damage is likely to occur if opera- D4 Retard Speed Control AMBER
tion is continued. Indicator
E4 Check Engine AMBER
A few conditions that would cause the Stop Engine
light to illuminate are listed below:
• Low Oil Pressure - Red warning light will A4. NOT USED
illuminate, but engine does not shut down.
Reserved for future use or options.
• Low Coolant Level - Red warning light will
illuminate, but engine does not shut down. B4. MANUAL BACKUP LIGHTS
• Low Coolant Pressure - Red warning light will
This amber indicator will illuminate when the manu-
illuminate, but engine does not shut down.
ally operated manual backup switch (3, Figure 5-7,
• High Coolant Temperature - Red warning light Instrument Panel) is turned ON.
will illuminate, but engine does not shut down.
C4. ENGINE SHUTDOWN TIMER - 5 Minute Idle
When the engine shutdown timer switch (2, Figure 5-
7, Instrument Panel) has been activated, this indica-
tor light will illuminate to indicate that the shutdown
timing sequence has started. Refer to "Instrument
Panel" for operation of this switch.
D4. RETARD SPEED CONTROL INDICATOR
This amber light is illuminated when the RSC switch
mounted on the console is pulled out to the ON posi-
tion. The light indicates the retarder is active. It is for
feedback only and does not signal a problem.
E4. CHECK ENGINE
This amber "check engine" indicator will illuminate if
a malfunction is detected by the engine electronic
control system. If this indicator illuminates, truck
operation may continue, but maintenance per-
sonnel should be alerted as soon as possible.
N5-26 Operator Cab Controls N05055
• If the truck is moving, and the oil temperature
exceeds 221° F (105° C), the minimum idle
speed will be 1200 rpm (normally 1050).
A5 No Power RED
• If the truck is moving, and the oil temperature
goes above 230° F (110° C), the minimum idle
speed will be 1700 rpm (normally 1050).
B5 Propulsion System AMBER
Warning • If the truck is stopped, and the oil temperature
goes above 212° F (100° C) the minimum idle
speed will be 1000 rpm (normally 750).
C5 Propulsion System AMBER
NOTE: Once the oil cools down to the normal
Temperature
operating range, the engine rpm will return to normal
speed.
D5 High Hydraulic Oil RED
Temperature • The red warning light will illuminate if the oil
temperature rises above 248° F (120° C).
Continued operation could damage components
E5 Stop Engine RED in the hydraulic system.
If this condition occurs, the operator should safely
stop the truck, move selector switch to NEUTRAL,
A5. NO POWER apply the park brake, and operate engine at 1200 -
This red "no propel/no retard" indicator light indicates 1500 rpm to reduce system temperature.
a fault has occurred which has eliminated the retard-
ing and propulsion capability. A warning buzzer will If temperature gauge (25, Figure 5-7) does not
also sound. move into the green range after a few minutes,
If this condition occurs, the operator should and the red overhead indictor light does not go
safely stop the truck, move selector switch to out, notify maintenance personnel immediately.
NEUTRAL, apply the park brake, shutdown
E5. STOP ENGINE
engine, and notify maintenance personnel imme-
diately. This red engine monitor warning light will illuminate if
a serious engine malfunction is detected in the elec-
B5. PROPULSION SYSTEM WARNING tronic engine control system.
When this amber indicator is illuminated, the light • Electric propulsion to the wheel motors will still be
indicates a "no propel" or "no retard" event may be available.
about to occur. It is intended to provide advance
• Dynamic retarding will still be available if needed
notice of these events when possible. It does not
to slow the truck.
require the operator to stop the truck, but may sug-
gest that truck operation be appropriately modified, in
case a red alarm does occur.
Stop the truck as soon as possible in a safe area
C5. PROPULSION SYSTEM TEMPERATURE and apply the parking brake.
SHUT DOWN THE ENGINE immediately. Addi-
This amber AC drive system "temperature warning" tional engine damage is likely to occur if opera-
light indicates the drive system temperature is above tion is continued.
a certain level. When this condition occurs, the oper-
ator should consider modifying truck operation in An example of a condition that could cause the stop
order to reduce system temperature. The operator is engine light to illuminate:
not required to stop the truck at this time. • If the governor senses an overspeed condition,
the ECM will close the fuel solenoid and stop the
D5. HIGH HYDRAULIC OIL TEMPERATURE flow of fuel to the engine until engine speed is
This red warning light indicates high oil temperature back within normal operating range.
in the hydraulic tank. Several things occur before the
red light illuminates:
N05055 Operator Cab Controls N5-27
D6. REDUCED PROPULSION
The amber "reduced propulsion" light is used to indi-
A6 No Propel RED cate that the full AC drive system performance in pro-
pulsion is not available. At this time, the only event
that should activate this light is the use of "limp home
B6 Propulsion System @ AMBER mode". This mode of operation requires a technician
Rest to enable.
C6 Propulsion System Not AMBER
Ready E6. RETARD AT CONTINUOUS LEVEL
The amber "retard continuous" light indicates the
D6 Reduced Propulsion AMBER retarding effort is at a reduced level. The operator
should control the speed of the truck in accordance
to the "continuous" speeds on the grade/speed
retard chart. The chart is shown on page N5-5 in this
E6 Retard @ Continuous AMBER
module.
Level
A6. NO PROPEL
The red "no propel" light indicates a fault has
occurred which has eliminated the propulsion capa-
bility.
If this condition occurs, the operator should
safely stop the truck, move selector switch to
NEUTRAL, apply the park brake, shutdown
engine, and notify maintenance personnel imme-
diately.
B6. PROPEL SYSTEM @ REST
The amber "propel system @ rest" light is used to
indicate that the AC drive system is de-energized
and propulsion is not available. This light is activated
when the instrument panel rest switch is turned ON
and the AC drive system is de-energized. The three
"link energized" lights (one on rear wall of operator
cab, and two on the deck-mounted control cabinets)
should NOT be illuminated at this time.
C6. PROPEL SYSTEM NOT READY
The amber "propel system not ready" indicator light
functions during start-up much like the hourglass
icon on a computer screen. This light indicates the
computer is in the process of performing the self-
diagnostics and set-up functions at start-up. Propul-
sion will not be available at this time.
N5-28 Operator Cab Controls N05055
Hazard Warning Lights Link-On Warning Light
The hazard warning light The "link-on", or "link energized",
switch (7, Figure 5-8) flashes indicator light is located next to
all the turn signal lights. the D.I.D. display panel behind
Pressing the bottom side of the passenger seat and indicates
the rocker switch (toward the the AC drive system is energized.
triangle) activates these
The D.I.D. display panel is for use
lights. Pressing the top side
by maintenance personnel only,
of the rocker switch (toward
and is located out of the operator's field of vision for
the OFF symbol) turns these
that reason.
lights off.
Lamp Test Switch
The lamp test switch (8, Fig-
ure 5-8) is provided to allow
the operator to test the indi-
cator lamps prior to starting
the engine. To test the
lamps, and the warning horn,
turn the key switch (1, Figure
5-7) to the RUN position and
press the bottom side of the
rocker switch for the CHECK position. All lamps
should illuminate, except those which are for optional
equipment that may not be installed. The warning
horn should also sound. Any lamp bulbs which do not
illuminate should be replaced before operating the
truck. Releasing the spring-loaded switch will allow
the switch to return to the OFF position.
N05055 Operator Cab Controls N5-29
NOTES
N5-30 Operator Cab Controls N05055
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024 Index P1-1
NOTES
P1-2 Index P01024
SECTION P2
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
P02036 11/02 Lubrication and Service P2-1
NOTES
P2-2 Lubrication and Service 11/02 P02036
LUBRICATION AND SERVICE
Recommended preventive maintenance will contrib- HYDRAULIC TANK SERVICE
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the There are two sight gauges on the side of the
performance of checks and adjustments at the rec- hydraulic tank. With engine stopped, keyswitch OFF,
ommended intervals is most important. hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
Lubrication requirements are referenced to the lube oil is not visible in the top sight gauge, follow Adding
key found in the Lubrication Chart (page 2-5). For Oil instructions below.
detailed service requirements for specific compo-
nents, refer to the service manual section for that Adding Oil
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.). Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
Refer to manufacturer's service manual when servic- system contamination.
ing any components of the General Electric system.
Service the tank with clean Type C-4 hydraulic oil
Refer to engine manufacturer's service manual when only. All oil being put into the hydraulic tank should
servicing the engine or any of its components. be filtered through 3 micron filters.
1. With engine stopped, keyswitch OFF, hydraulic
The service intervals presented here are in hours of
system bled down and body down, check to
operation. These intervals are recommended in
see that hydraulic oil is visible in the top sight
lieu of an oil analysis program which may deter-
gauge.
mine different intervals. However, if the truck is
being operated under extreme conditions, some or 2. If hydraulic oil is not visible in the top sight
all, of the intervals may need to be shortened and the gauge, remove the tank fill cap and add clean,
service performed more frequently. filtered C-4 hydraulic oil (Lubrication Chart,
Lube Key “B”) until oil is visible in the top sight
The 930E truck is equipped with a Lincoln Automatic gauge.
Lubrication System. The initial setup for this system
3. Replace fill cap.
provides for nominal amounts of lubricant to be deliv-
ered to each serviced point. The lubrication injectors 4. Start engine. Raise and lower the dump body
can be adjusted to vary the amount of lubricant deliv- three times.
ered. In addition, the timer for lubrication intervals is 5. Repeat Steps 1 through 4 until oil is maintained
normally adjustable. For adjustments to these in the top sight gauge with engine stopped,
devices, refer to Automatic Lubrication System later body down, and hydraulic system bled down.
in this manual.
930E SERVICE CAPACITIES
WHEEL MOTOR SERVICE
Crankcase: Liters U.S.
Due to differences in gear ratio and component evo-
(including 4 oil filters) Gallons
lution/design, wheel motor service intervals may be
Komatsu SSDA16V160 Engine 280 74 unit number and/or mine specific. Because of the
Cooling System: 594 157 wide variety of factors involved, it is necessary to
Komatsu SSDA16V160 Engine consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
Hydraulic System: 1325 350
eral intervals for oil service and sampling are listed in
Refer to “Hydraulic Tank Service”
the interval charts.
Wheel Motor Gear Box 76 20
(each side)
Fuel Tank (Diesel Fuel Only) 4542 1200
P02036 11/02 Lubrication and Service P2-3
COOLANT LEVEL CHECK RESERVE ENGINE OIL SYSTEM
(Optional)
Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add cool- The reserve oil tank for the engine is designed to add
ant to the system before truck operation. Refer to the more oil capacity to the engine to reduce the frequent
procedure below for the proper filling procedure. servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. If
RADIATOR FILLING PROCEDURE engine oil level is not correct, check for proper opera-
tion of reserve oil system. Never add oil to engine
unless it has been drained.
If the engine oil has been drained from the oil pan,
the new oil must be added to the engine oil pan
Cooling system is pressurized due to thermal before starting. Do Not use the oil in the reserve tank
expansion of coolant. Do Not remove radiator to fill an empty engine with oil. After an oil change,
cap while engine and coolant are hot. Severe both engine and reserve tank must be full of oil
burns may result. before starting the engine.
1. With engine and coolant at ambient tempera-
Reserve Oil Tank Filling Procedure (Remote fill)
ture, remove radiator cap.
1. Connect the pressure supply hose from the
Note: If coolant is added using the Wiggins quick fill
new oil supply to the quick coupler on the truck.
system, the radiator cap MUST be removed prior to
Open valve on supply hose to apply pressure.
adding coolant.
2. Pull out on switch (2, Figure 2-1) to turn the sys-
2. Fill radiator with proper coolant mixture (as
tem on.
specified by the engine manufacturer) until
coolant is visible in the sight gauge. 3. Push start switch (3). The "VALVE OPEN" light
(5) should illuminate and the filling process will
3. Install radiator cap.
begin.
4. Run engine for 5 minutes, check coolant level.
4. When tank is full, the "VALVE OPEN" light will
5. If coolant is not visible in the sight gauge, turn off and the “FULL” light (4) will illuminate.
repeat Steps 1 - 4. Any excess coolant will be
5. Close the oil supply valve in the fill hose.
discharged through the vent hose after the
engine reaches normal operating temperature. 6. Press and hold start switch (3) for a couple of
7. Disconnect the new oil supply hose.
Engine coolant must always be visible in the sight 8. Push switch (2) in to turn system power OFF.
gauge before truck operation.
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of Protection
Anti-Freeze To:
10 + 23° F - 5° C
20 + 16° F - 9° C
25 + 11° F - 11° C
30 + 4° F - 16° C
35 - 3° F - 19° C
40 - 12° F - 24° C
45 - 23° F - 30° C
50 - 34° F - 36° C
55 - 48° F - 44° C
FIGURE 2-1.
60 - 62° F - 52° C
Use only anti-freeze that is compatible with engine as
1. Remote Control Box 4. “FULL” Light
specified by engine manufacturer. 2. System Switch 5. “VALVE OPEN”
3. Start Switch Light
P2-4 Lubrication and Service 11/02 P02036
LUBRICATION CHART
P02036 11/02 Lubrication and Service P2-5
10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration or unusual noise. Check alternator
and fan belt condition and alignment.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level on the dipstick. Refer to
the engine manual for oil recommendations.
(Lube Key “A”).
NOTE: If the truck is equipped with a reserve engine
oil tank, the oil should be visible in the center (middle)
sight gauge. If not, add oil to the reserve tank until oil
is visible in the top sight gauge. Also, with the engine
running, check operation of the LED indicator light.
See below for description of LED light signals. Refer
to Figure 2-1.
LED Light Signals:
• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular pulsing - Oil is at the correct running
level.
b. Inspect exhaust piping for security.
c. Check for abnormal noises and fluid leaks.
5. HYDRAULIC TANK - Check the oil level in the tank;
add oil if necessary. Refer to Section L, Hydraulic
Tank - Filling Instructions. Oil should be visible in the
sight glass. - Do Not overfill. Lube Key “B”.
6. BATTERIES - Check the electrolyte level and add
water if necessary.
7. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.
8. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.
P2-6 Lubrication and Service 11/02 P02036
10 HOUR (DAILY) INSPECTION (Continued)
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
9. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-2.
10. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-3. The air
cleaner(s) should be serviced if the gauge(s) shows
the following maximum restriction:
Komatsu SSDA16V160 Engine:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H2O vacuum.
Refer to Section C in the service manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
11. BODY-UP & HOIST LIMIT SWITCHES - Clean the
sensing areas of any dirt accumulation and inspect
the wiring for any signs of damage.
12. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 40 psi
(275 kPa). Reinstall the filter. Refer to Figure 2-4.
FIGURE 2-2. FIGURE 2-3. FIGURE 2-4.
1. Filter Cover 2. Cab Filter
P02036 11/02 Lubrication and Service P2-7
10 HOUR (DAILY) INSPECTION (Continued)
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
13. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
14. AUTOMATIC LUBE SYSTEM -
• Check the grease reservoir; fill as required. Lube
Key “D”.
• When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
• Inspect the system and check for proper
operation. Be certain the following important
areas are receiving adequate amounts of grease.
Lube Key “D”.
Steering Linkage
Final Drive Pivot Pin -
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins -
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
P2-8 Lubrication and Service 11/02 P02036
50 HOUR LUBRICATION AND MAINTENANCE CHECKS
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
*1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
*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).
P02036 11/02 Lubrication and Service P2-9
100 HOUR LUBRICATION AND MAINTENANCE CHECKS
*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:
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
*1. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.
P2-10 Lubrication and Service 11/02 P02036
250 HOUR LUBRICATION AND MAINTENANCE CHECKS
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. ENGINE - Refer to Cummins Operation & Mainte-
nance manual for complete specifications regarding
engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel™
oil system and/or the Eliminator™ filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Refer to Cummins Operation &
Maintenance manual for specific oil and filter change
intervals.
* The Centinel™ system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key “A”.
b. Replace lube oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. If the truck is equipped with a reserve engine
oil tank, change the reserve tank oil filter.
d. Check belt tension and condition of each
accessory belt. Refer to Cummins Operation
& Maintenance manual for specific adjust-
ment instructions.
e. Check the torque on the mounting capscrews
on cooling fan (1, Figure 2-5). Tighten eight
capscrews (2) to 175 ft.lbs. (237 Nm).
2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the Cummins maintenance manual for cool-
ant filter replacement instructions and proper coolant
mixture instructions.
(CONTINUED NEXT PAGE)
P02036 11/02 Lubrication and Service P2-11
250 HOUR LUBRICATION AND MAINTENANCE (Continued)
TASK COMMENTS CHECKED INITIALS
3. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to Cummins Operation & Maintenance
manual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B, Fuel Tank - Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-6) on the steering linkage.
(525 ft.lbs. (712 N.m) Check the torque on tie rod
retaining nuts (2). (310 ft.lbs. (420 N.m)
6. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Check that each bearing of the cross & bearing
assembly is receiving grease. Lube Key “D”.
7. REAR WHEEL MOUNTING - Using a mirror on a long
rod and a flashlight, inspect all inner and outer wheel
mounting nuts/studs for any evidence of looseness,
damage, or missing hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to the Shop manual, Section G, for
these procedures.
FIGURE 2-5. FIGURE 2-6.
P2-12 Lubrication and Service 11/02 P02036
250 HOUR LUBRICATION AND MAINTENANCE (Continued)
TASK COMMENTS CHECKED INITIALS
8. REAR AXLE HOUSING - Check the rear axle housing
for fluid leaks by removing the two drain plugs on the
bottom of the axle housing. If fluid is present, the
cause must be found and corrected before releasing
the truck to operation.
9. MAGNETIC PLUG - Remove the magnetic plugs from
the front wheel hub covers and inspect for debris.
Clean the plugs and perform any necessary repairs.
Refer to Figure 2-7.
10. MOTORIZED WHEELS - Check for the correct oil
level. Rotate a magnetic plug to the 6 o’clock position
and remove the plug. The oil level should be even
with the bottom of the plug opening. Inspect the mag-
netic plugs for ferrous materials. Service the wheel
motor as necessary. Refer to Figure 2-8.
11. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
*12. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key “B”.
*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.
P02036 11/02 Lubrication and Service P2-13
500 HOUR LUBRICATION AND MAINTENANCE CHECKS
Maintenance requirements for every 10, 50, & 250 hour Lubrication and Maintenance Checks should also be car-
ried out at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM FILTERS - Replace the tank
breathers and high pressure filter elements. Check
the oil level. Add oil as necessary. Lube Key “B”.
3. HYDRAIR® SUSPENSION - Check for proper piston
extension (front and rear).
4. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
5. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean and adjust as necessary.
6. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
7. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
8. RESERVE ENGINE OIL SYSTEM (OPTIONAL)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
9. WHEEL MOTOR OIL (Initial 500 hours only) -
Change or filter wheel motor gear oil only after initial
500 hours or operation. Wheel motor gear oil must be
filtered or changed every 2500 hours of operation
thereafter.
P2-14 Lubrication and Service 11/02 P02036
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with oil; approx-
imate capacity 250 gal. (947 l). Use Lube Key “B”.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the Cummin’s
Operation and Maintenance Manual for the correct
additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key “D”.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to
Section J, Brake Check-out Procedure.
6. AUXILIARY BLOWER - Apply a few applications of
grease to the auxiliary blower bearings. Two grease
zerks (1, Figure 2-9) are located on blower (2).
FIGURE 2-9. AUXILIARY BLOWER
1. Grease Zerk 2. Auxiliary Blower
P02036 11/02 Lubrication and Service P2-15
2500 HOUR MAINTENANCE CHECKS
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
WHEEL MOTOR GEAR OIL - Wheel motor gear oil
must be filtered or changed every 2500 hours of oper-
ation.
5000 HOUR MAINTENANCE CHECKS
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS
AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.
P2-16 Lubrication and Service 11/02 P02036
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Pressure Failure Detection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
LUBRICANT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTORS (SL-1 Series “H”)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Lubrication Cycle Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
Lubrication Cycle Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P03018 04/00 Automatic Lubrication System P3-1
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
PREVENTATIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
P3-2 Automatic Lubrication System 04/00 P03018
AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION During the down stroke, the pump cylinder is
extended into the grease. Through the combination
The Lincoln automatic lubrication system is a pres- of shovel action and vacuum generated in the pump
surized lubricant delivery system which delivers a cylinder chamber, the grease is forced into the pump
controlled amount of lubricant to designated lube cylinder. Simultaneously, grease is discharged
points. The system is controlled by an electric timer through the outlet of the pump. The volume of grease
which signals a solenoid valve to operate a hydraulic during intake is twice the amount of grease output
motor powered grease pump. Hydraulic oil for pump during one cycle. During the upstroke, the inlet check
operation is supplied by the truck steering circuit. valve closes, and one half the grease taken in during
Grease output is proportional to the hydraulic motor the previous stroke is transferred through the outlet
input flow. A pump control manifold, mounted on top check and discharged to the outlet port.
of the hydraulic motor, controls input flow and pres-
sure. A 24VDC solenoid mounted on the manifold
turns the pump on and off.
The pump is driven by the rotary motion of the
hydraulic motor, which is then converted to recipro-
cating motion through an eccentric crank mecha- Over-pressurizing of the system, modifying
nism. The reciprocating action causes the pump parts, using incompatible chemicals and fluids,
cylinder to move up and down. The pump is a posi- or using worn or damaged parts, may result in
tive displacement, double-acting type as grease out- equipment damage and/or serious personal
put occurs on both the up and the down stroke. injury.
• DO NOT exceed the stated maximum working
pressure of the pump, or of the lowest rated
component in the system.
• Do not alter or modify any part of this system
unless approved by factory authorization.
• Do not attempt to repair or disassemble the
equipment while the system is pressurized.
• Make sure all fluid connections are securely
tightened before using this equipment.
• Always read and follow the fluid
manufacturer's recommendations regarding
fluid compatibility, and the use of protective
clothing and equipment.
• Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease pres-
sure. Extreme caution should be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing seri-
FIGURE 3-1. PUMP AND RESERVOIR
ous bodily injury including possible need for
COMPONENTS
amputation. Adequate protection is recom-
1. Hose from Filter 7. Pressure Gauge mended to prevent splashing of material onto the
2. Outlet to Injectors 8. Pump Assembly skin or into the eyes.
3. Hydraulic Motor 9. Flow Control Valve
4. Pressure 10. Pressure Switch If any fluid appears to penetrate the skin, get
Reducing Valve 11. Relay Box emergency medical care immediately! Do not
5. Solenoid Valve 12. Grease Reservoir treat as a simple cut. Tell attending physician
6. Vent Valve 13. Vent Hose exactly what fluid was injected.
P03018 04/00 Automatic Lubrication System P3-3
FIGURE 3-2. AUTO LUBE SYSTEM INSTALLATION
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, Top Bearing
2. L.H. Suspension, Bottom Bearing 14. R.H. Hoist Cylinder, Bottom Bearing
3. L.H. Body Pivot Pin 15. R.H. Anti-Sway Bar Bearing
4. L.H. Hoist Cylinder, Top Bearing 16. Vent Hose
5. L.H. Hoist Cylinder, Bottom Bearing 17. Junction Box
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. Pressure Switch, N.O., 2000 psi (13 790 kPa) 21. Filter
10. R.H. Suspension, Top Bearing 22. Grease Supply to Injectors
11. R.H. Suspension, Bottom Bearing 23. Truck Frame
12. R.H. Body Pivot Pin 24. Injector
P3-4 Automatic Lubrication System 04/00 P03018
SYSTEM COMPONENTS
Filter (21, Figure 3-2) Vent Valve (6, Figure 3-1)
A filter assembly mounted on the grease reservoir fil- With the vent valve closed, the pump continues to
ters the grease prior to refilling the reservoir from the operate until maximum grease pressure is achieved.
shop supply. A bypass indicator alerts service per- As this occurs, the vent valve opens and allows the
sonnel when the filter requires replacement. grease pressure to drop to 0, so the injectors can
recharge for their next output cycle.
Hydraulic Motor and Pump (3 & 8, Figure 3-1)
Lubrication Cycle Timer (1, Figure 3-4)
The rotary hydraulic pump is a fully hydraulically
operated grease pump. An integrated pump control The solid state lubrication cycle timer provides a 24
manifold is incorporated with the motor to control VDC timed-interval signal to energize the solenoid
input flow and pressure. valve (5, Figure 3-1), providing oil flow to operate the
grease pump motor. This timer is mounted in the
Note: The pump crankcase oil level must be Electrical Interface Cabinet.
maintained to the level of the pipe plug port. If
necessary, refill with 10W-30 motor oil. Delay Timer (11, Figure 3-4)
The delay timer, located in the electrical interface
cabinet, provides a one minute delay in the low pres-
sure warning lamp circuit to allow a normally operat-
ing system to attain full grease system pressure
without activating the warning lamp. If the system
Hydraulic oil supply inlet pressure must not fails to reach 2000 psi (13 789 kPa) within this time
exceed 3000 psi (20 685 kPa). Exceeding the period, the timer will apply 24VDC to several relays
rated pressure may result in damage to the sys- which will illuminate the low pressure warning lamp in
tem components and personal injury. the overhead display. An external 604K ohm resistor
determines the delay period.
Grease Reservoir (12, Figure 3-1) Pump Cutoff Pressure Switch (N.O. 2500 psi [17
237 kPa]) (10, Figure 3-1)
The reservoir has an approximate capacity of 60 lbs.
(27 kg) of grease. When the grease supply is replen- This pressure switch de-energizes the pump sole-
ished by filling the system at the service center, the noid relay when the grease line pressure reaches the
grease is passed through the filter to remove con- switch pressure setting, turning off the motor and
taminants before it flows into the reservoir. pump.
Pressure Reducing Valve (4, Figure 3-1) Grease Pressure Failure Switch (N.O. 2000 psi
[13 789 kPa]) (9, Figure 3-2)
The pressure reducing valve, located on the manifold
reduces the hydraulic supply pressure (from the truck This pressure switch monitors grease pressure in the
steering circuit) to a suitable operating pressure, injector bank on the rear axle housing. If the proper
[325-350 psi (2 240 to 2 415 kPa)] for the hydraulic pressure is not sensed within 60 seconds (switch
motor used to drive the lubricant pump. contacts do not close), several relays energize, actu-
ating a warning lamp circuit to notify the operator a
Flow Control Valve (9, Figure 3-1) problem exists in the lube system.
The flow control valve mounted on the manifold, con- Pressure Gauge (7, Figure 3-1)
trols the amount of oil flow to the hydraulic motor.
The flow control valve has been factory adjusted The pressure gauge monitors hydraulic oil pressure
and the setting should not be disturbed. to the inlet of the hydraulic motor.
Solenoid Valve (5, Figure 3-1) Injectors (24, Figure 3-2)
The solenoid valve, when energized, allows oil to Each injector delivers a controlled amount of pres-
flow to the hydraulic motor. surized lubricant to a designated lube point. Refer to
Figure 3-2 for locations.
P03018 04/00 Automatic Lubrication System P3-5
SYSTEM OPERATION
Normal Operation
1. During truck operation, the lubrication cycle
timer (1, Figure 3-4) will energize the system at a 5. During this period, the injectors will meter the
preset time interval. appropriate amount of grease to each lubrication
2. The timer provides 24 VDC through the normally point.
closed relay, RB7K5 (4) used to energize the 6. When grease pressure reaches the pressure
pump solenoid valve (5), allowing hydraulic oil switch (3, Figure 3-4) setting, the switch contacts
provided by the truck steering pump circuit to will close and energize the relay RB7K5, remov-
flow to the pump motor and initiate a pumping ing power from the hydraulic motor/pump sole-
cycle. noid and the pump will stop. The relay will remain
3. The hydraulic oil pressure from the steering cir- energized until grease pressure drops and the
cuit is reduced to 325 to 350 psi (2 240 to 2 413 pressure switch opens again or until the timer
kPa) by the pressure reducing valve (4, Figure 3- turns off.
3) before entering the motor. In addition, the 7. After the pump solenoid valve is de-energized,
amount of oil supplied to the pump is limited by hydraulic pressure in the manifold drops and the
the flow control valve (6). Pump pressure can be vent valve will open, releasing grease pressure
read using the gauge (5) mounted on the mani- in the lines to the injector banks. When this
fold. occurs, the injectors are then able to recharge for
4. With oil flowing into the hydraulic motor, the the next lubrication cycle.
grease pump will operate, pumping grease from 8. The system will remain at rest until the lubrica-
the reservoir to the injectors (13), through a tion cycle timer turns on and initiates a new
check valve (10) and to the vent valve (11). grease cycle.
FIGURE 3-3. HYDRAULIC SCHEMATIC
1. Hydraulic Oil Return 5. Motor Pressure Gauge 9. Pressure Switch (N.O.)
2. Hydraulic Oil Supply 6. Flow Control Valve 10. Check Valve
3. Pump Solenoid Valve 7. Hydraulic Motor 11. Vent Valve
4. Pressure Reducing Valve 8. Grease Pump 12. Orifice
13. Injector Bank
P3-6 Automatic Lubrication System 04/00 P03018
Pressure Failure Detection Circuits will energize relay RB7K4 (12) after 60 seconds,
turning on the low lube system pressure warning
1. When the lubrication cycle is initiated, 24VDC
lamp on the overhead display. After RB7K4 relay
flows through relay RB7K1 (7, Figure 3-4) N.C.
energizes, it will energize relay RB7K3 (10).
contacts to a 1 minute delay timer (11).
4. Once RB7K3 is energized, it will latch and
2. If the system is operating normally, grease pres-
remain energized as long as the keyswitch is on.
sure at the rear axle injector bank will rise to
In addition, RB7K4 will also remain energized
pressure switch (6) setting of 2000 psi (13.8
and the low lube pressure warning lamp will
MPa) and energize relay RB7K1 (7), removing
remain on to notify the operator a problem exists
24VDC from the delay timer.
and the system requires service.
3. If a problem occurs and the system is not able to
attain 2000 psi (13.8 MPa), the delay timer (11)
FIGURE 3-4. ELECTRICAL SCHEMATIC
1. Lubrication Cycle Timer 9. Circuit Breaker CB9 (In Electrical Interface Cabinet)
2. Circuit Breaker CB7 (In Electrical Interface Cabinet) 10. Relay K3 (On Relay Board RB7)
3. Pressure Switch; N.O., 2500 psi (17 237) 11. Circuit Time Delay Module
4. Relay K5 (On Relay Board RB7) 12. Relay K4 (On Relay Board RB7)
5. Grease Pump Motor Solenoid Valve 13. Low Grease Pressure Warning Lamp (On Overhead
6. Pressure Switch; N.O. 2000 psi (13 790) Display Panel)
7. Relay K1 (On Relay Board RB7) 14. Warning & Caution Lamp Test Switch (On Overhead
8. Lube System Manual Test Switch Display Panel)
P03018 04/00 Automatic Lubrication System P3-7
INJECTOR OPERATION
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 mea-
suring chamber (1) above the injector piston
(2) which forces lubricant from the discharge
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).
The injector is now ready for the next cycle.
P3-8 Automatic Lubrication System 04/00 P03018
GENERAL INSTRUCTIONS
LUBRICANT REQUIREMENTS Pump Pressure Control
Grease requirements will depend on ambient tem- High pressure hydraulic fluid from the truck steering
peratures encountered during truck operation: system is reduced to 325 to 350 psi (2 240 to 2 413
kPa) by the pressure reducing valve located on the
• Above 90°F (32°C) - Use NLGI No.2
manifold on top of the pump motor. This pressure
multipurpose grease (MPG).
can be read on the gauge installed on the manifold
• -25° to 90°F (-32° to 32°C) - Use NLGI No. 1 and should be checked occasionally to verify pres-
multipurpose grease (MPG). sure is within the above limits.
• Below -25°F (-32°C) - Refer to local supplier for
extreme cold weather lubricant requirements. Pressure Control Valve Adjustment
1. With the truck engine running, activate the lube
System Priming system manual test switch to start the hydraulic
The system must be full of grease and free of air motor and pump.
pockets to function properly. After maintenance, if the 2. Loosen the locknut on the pressure control (1,
primary or secondary lubrication lines were replaced, Figure 3-5) by turning the nut counterclockwise.
it will be necessary to prime the system to eject all 3. Turn the valve stem counterclockwise until it no
entrapped air. 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 (2).
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: The flow control valve (4) is factory adjusted to
2.5 gpm (9.5 L/min.). Do not change this setting.
5. Remove the caps from each injector and con-
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 (3, Figure 3-5) and fill housing to bottom of
plug hole.
FIGURE 3-5. PUMP CONTROLS
1. Pump Pressure Control 3. Oil Level Plug
2. Pressure Gauge 4. Flow Control Valve
P03018 04/00 Automatic Lubrication System P3-9
INJECTORS (SL-1 Series “H”))
Injector Specifications
• Each lube injector services only one grease
point. In case of pump malfunction, each injector
is equipped with a covered grease fitting to allow
the use of external lubricating equipment.
• Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
• Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
Injector Adjustment
FIGURE 3-6. TYPE SL-1 INJECTOR
The injectors may be adjusted to supply from 0.008
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
6. Viton O-Ring 16. Washer
Turn the adjusting screw (1, Figure 4-9) counter- 7. Injector Body Assy. 17. Gasket
clockwise to increase lubricant amount delivered and 8. Piston Assembly 18. Adapter Bolt
clockwise to decrease the lubricant amount. 9. Fitting Assembly 19. Adapter
When the injector is not pressurized, maximum injec- 10. Plunger Spring 20. Viton Packing
tor delivery volume is attained by turning the adjust-
ing screw (1) fully counterclockwise until the
indicating pin (8) just touches the adjusting screw. At
the maximum delivery point, about 0.38 inch (9.7 SYSTEM CHECKOUT
mm) adjusting screw threads should be showing. To check system operation (not including timer), pro-
Decrease the delivered lubricant amount by turning ceed as follows:
the adjusting screw clockwise to limit injector piston
1. Turn keyswitch ON and start the engine.
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 0.19 inch 2. Actuate the lube system test switch at the reser-
(4.8 mm) threads are showing. The injector will be voir/pump assembly on the front bumper.
set at minimum delivery point with about 0.009 inch 3. The motor and pump should operate until the
(0.22 mm) thread showing. system attains 2500 psi (17 237 kPa).
NOTE: The above information concerns adjustment 4. Once the required pressure is achieved, the
of injector delivery volume. The timer adjustment pump motor should turn off and the system
should also be changed, if overall lubricant delivery is should vent.
too little or too much. Injector output should NOT be 5. Check for pump, hose or injector damage or
adjusted to less than one-fourth capacity. leakage with the system under pressure.
NOTE: The piston assembly (8) has a visible indica- 6. After checking system, shutdown engine,
tor pin at the top of the assembly to verify the injector observing normal precautions regarding high
operation. voltage present in the propulsion system before
attempting to repair lube system.
P3-10 Automatic Lubrication System 04/00 P03018
Lubrication Cycle Timer Check Lubrication Cycle Timer Adjustment
To check the solid state timer operation without wait- The timer is factory set for a nominal 2.5 minute (off
ing for the normal timer setting, proceed as follows: time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
1. Remove timer dust cover.
turning the Selector knob (3, Figure 3-7) to the
NOTE: The timer incorporates a liquid and dust tight desired position.
cover which must be in place and secured at all times
NOTE: Set timer by turning the selector knob (3) to
during truck operation.
the 2.5 minute setting point. Then, turn the Selector
2. Adjust timer selector (3, Figure 3-7) to 5 minute clockwise, one detent at a time, to the desired
interval setting. setting, or until the maximum limit of eighty minutes
3. The timer should cycle in five minutes if the is reached.
truck is operating.
The timer is a sealed unit, do not attempt disas-
NOTE: If the timer check is being made on a cold sembly.
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be FILTER ASSEMBLY
within the selected time tolerance.
The filter assembly element (5, Figure 3-8) should be
4. Voltage checks at the timer should be accom-
replaced if the bypass indicator (2) shows excessive
plished if the above checks do not identify the
element restriction.
problem.
a. Insure timer ground connection is clean and
tight.
b. Using a volt-ohm meter, read the voltage
between positive and negative posts on the
solid state timer with the truck keyswitch
ON.
Normal reading should be 18-26 VDC,
depending upon whether or not the engine
is running.
FIGURE 3-7. TIMER (TOP COVER REMOVED)
1. Timer Enclosure
2. Red LED (Light Emitting Diode) FIGURE 3-8. FILTER ASSEMBLY
1. Housing 6. Spring
3. Timer Selector
2. Bypass Indicator 7. Bowl
3. O-Ring 8. O-Ring
4. Backup RIng 9. Plug
5. Element
P03018 04/00 Automatic Lubrication System P3-11
PUMP REBUILD 13. Using a 0.50 in. (13 mm) diameter wooden or
plastic rod, push the cup seal (22) and the
pump cylinder (24) from the reciprocating tube.
14. Remove the pump plunger (20) from the
plunger link rod (17). (A spanner wrench, which
uses the holes in the pump plunger, is
Be certain to bleed steering accumulators to required.)
relieve hydraulic pressure and to relieve pump 15. Unscrew the plunger link rod (17) from the
outlet grease pressure before removing any plunger tube (11) and slide off the cup seal (16)
hoses or fittings. backup washer (15) and wrist pin anchor (14).
Disassembly 16. Unscrew the plunger tube (11) from the outlet
pin (9).
1. Remove the four socket head screws (33, Fig-
ure 3-9) and separate the manifold (37) from 17. To dismantle the crankrod assembly (1 through
the hydraulic motor (42). 8), remove flat head screws (1) and the inner
2. Remove pipe plug (45) and drain the crankcase and outer weights (2 & 3).
oil from pump housing (46). 18. Remove the small retaining rings (6) and press
3. Remove the six screws (29) and remove the the crank eccentric (7) out of the ball bearing
housing cover (30) and cover gasket (31). (8). Be sure to support the ball bearing on the
inner race.
4. Remove retaining ring (57) and pull the shovel
plug (56) from the housing tube (55).
5. Remove two socket head screws (44) and sep-
arate hydraulic motor (42) from the pump hous- Cleaning and Inspection
ing (46). 1. Discard all seals and gaskets. Repair kits are
6. Remove two outlet pin nuts (50) from pump available containing all the necessary seals and
housing. gaskets for reassembly. Refer to the appropri-
ate truck parts book.
7. Remove the pump subassembly (1 through 28)
from the pump housing. Pushing the subassem- 2. Clean and inspect the following parts. Replace
bly up with a 0.75 in. (19 mm) diameter wooden if excessive wear is evident:
or plastic rod against the check seat housing • Ball bearing (8)
(28) is helpful.
• Crank eccentric (7)
8. Remove the housing tube (55) from the pump
housing by inserting a 0.75 in. (19 mm) diame- • Crankrod (5)
ter rod through the inlet holes at the bottom of • Wrist pin bushings (13)
the housing tube and unscrewing it.
• Plunger tube (11)
9. Remove the bronze bearing (51), O-ring (52),
backup washer (53), and O-ring (54) from the • Pump plunger & upper check parts (20, 19 & 18)
housing tube. • Pump cylinder (24)
10. Remove the crankrod assembly (1 through 8) • Check seat housing/lower check ball (28, 26)
from the pump by unscrewing the button head
screws (12) and then pulling out the wrist pin • Upper bronze bushing (51)
bushings (13). • Housing tube (55)
11. Remove the check seat housing (28) from the • Shovel plug (56)
reciprocating tube (21).
• Reciprocating tube (21)
Note: There is a 3/8 in. allen head socket in the
throat of the check seat housing to facilitate removal.
12. Unscrew the wrist pin anchor (14) from the
reciprocating tube (21) and pull the plunger
assembly (9 through 20) from the tube.
P3-12 Automatic Lubrication System 04/00 P03018
FIGURE 3-9. LUBE PUMP ASSEMBLY
1. Screw 16. Cup Seal 31. Cover Gasket 46. Pump Housing
2. Outer Weight 17. Plunger Rod 32. Gauge 47. Backup Ring
3. Inner Weight 18. Spring 33. Screw 48. O-Ring
4. Retaining Ring 19. Steel Ball 34. Valve Cartridge 49. O-Ring
5. Crankrod 20. Plunger 35. Solenoid Valve 50. Nut
6. Retaining Ring 21. Reciprocating Tube 36. Connector 51. Bronze Bearing
7. Eccentric Crank 22. Cup Seal 37. Manifold 52. O-Ring
8. Ball Bearing 23. O-Ring 38. Press. Reducing Valve 53. Backup Washer
9. Outlet Pin 24. Cylinder 39. Flow Control Valve 54. O-Ring
10. O-Ring 25. Ball Cage 40. O-Ring 55. Housing Tube
11. Plunger Tube 26. Steel Ball 41. Gasket 56. Shovel Plug
12. Screw 27. O-Ring 42. Hydraulic Motor 57. Retaining Ring
13. Wrist Pin Bushing 28. Check Seat 43. Washer 58. Orifice Fitting
14. Wrist Pin Anchor 29. Screw 44. Screw
15. Backup Washer 30. Housing Cover 45. Pipe Plug
P03018 04/00 Automatic Lubrication System P3-13
Assembly
Note: Use Loctite® 242 (or equivalent) thread locker 8. Assemble crank rod assembly, to pump with
on all torqued, threaded connections. Use extreme bushings (13) and button head screws (12).
care to prevent thread locker from flowing into Tighten screws to 100 - 110 in. lbs. (11.3 - 12.4
adjacent areas such as clearance fits and ball check. N.m) torque.
Allow a minimum of 30 minutes cure time before 9. Place pump subassembly (parts 1 through 28)
operating pump. into pump housing (46).
10. Install new O-ring (54), backup washer (53) and
O-ring (52) and bronze bushing (51) into hous-
1. Support ball bearing (8, Figure 3-9) inner race
ing tube (55).
and press eccentric (7) into bore. Install small
retaining rings (6). 11. Install housing tube assembly onto pump hous-
2. Assemble crankrod assembly parts; large ing (46). Be certain reciprocating tube (21) is
retaining rings (4), inner weights (3), outer inserted through both bushings. Using a 0.75 in.
weights (2) and install flat head screws (1). (19 mm) diameter rod through the inlet holes at
Tighten to 100 - 110 in. lbs. (11.3 - 12.4 N.m) bottom of tube, tighten to 20 - 25 ft. lbs. (27.1 -
torque. 33.9 N.m) torque.
3. Using a new O-ring (10), install plunger tube 12. Install shovel plug (56) and retainer (57).
(11) on outlet pin (9). Tighten to 100 - 110 in. 13. Install new backup rings (47), O-rings (48 & 49),
lbs. (11.3 - 12.4 N.m) torque. and outlet pin nuts (50). Tighten to 30 - 35 ft.
4. Assemble the wrist pin anchor (14), backup lbs. (40.7 - 47.5 N.m) torque.
washer (15), cup seal (16) and plunger link rod
14. Install gasket (41) and motor (42) on pump
(17) onto plunger tube (11). Tighten to 100 - 110
housing (46). Install washers (43) and socket
in. lbs. (11.3 - 12.4 N.m) torque.
head screws (44).
5. Assemble spring (18), ball (19), and plunger
15. Install shovel plug (56) in housing tube (55).
(20) on plunger link rod (17). Tighten plunger to
Install retaining ring (57).
100 - 110 in. lbs. (11.3 - 12.4 N.m) torque.
6. Install reciprocating tube (21) onto wrist pin 16. Install gasket (31), cover (30) and six self-tap-
anchor (14). Tighten to 20 - 25 ft. lbs. (27.1 - ping screws (29), on pump housing.
33.9 N.m) torque. 17. Using new O-rings (40), install manifold (37) on
7. Install cup seal (22), O-ring (23), cylinder (24), motor (42). Install socket head screws (33).
ball cage (25), ball (26), O-ring (27) and check 18. With the pump assembly in its normal operating
seat (28) into reciprocating tube (21). Tighten position, add SAE 10W-30 motor oil to pump
check seat housing to 20 - 25 ft. lbs. (27.1 - housing until oil is level with bottom of pipe plug
33.9 N.m) torque. (45) hole. Install pipe plug.
P3-14 Automatic Lubrication System 04/00 P03018
SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate
Lube system not grounded. Correct grounding connections to pump assembly
and truck chassis.
Electrical power loss. Locate cause of power loss and repair. Check circuit
breaker CB7. Be sure keyswitch is ON.
Timer malfunction. Replace timer assembly.
Solenoid valve malfunctioning. Replace the solenoid valve assembly.
RB7K5 Relay malfunctioning Replace relay.
Motor or pump malfunction. Replace motor and/or pump assembly.
Pressure switch defective Replace pressure switch.
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.
TROUBLE: Pump Will Not Prime
Low lubricant supply. Dirt in reservoir, pump inlet clogged, filter clogged.
TROUBLE: Pump Will Not Build Pressure
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.
TROUBLE: Injector Indicator Stem Does Not Operate
NOTE: Normally, during operation, the injector indicator stem will move into the body of the injector when pressure
builds properly. When the system vents (pressure release) the indicator stem will again move out into the adjusting
yoke.
Malfunctioning injector - usually indicated by Replace individual injector assembly.
the pump building pressure and then venting.
All injectors inoperative - pump build up not Service and/or replace pump assembly.
sufficient to cycle injectors.
P03018 04/00 Automatic Lubrication System P3-15
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pressure Gauge Does Not Register Pressure
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.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All
No signal at RB7K5 relay. Check timer and CB7.
Pressure switch may be defective. Replace pressure switch.
Pressure reducing valve may be set too low. Refer to Pressure Control Valve Adjustment.
Grease viscosity may be too high for temperature Replace grease with a lower viscosity lubricant.
at which pump is operating.
Pump inlet check or outlet check may have foreign Remove, inspect and clean, if necessary.Inspect
matter trapped causing leakage. sealing surfaces between checks. Replace if rough
or pitted.
Lubricant supply line leaks or is broken. Repair lubricant supply line.
Insufficient hydraulic oil supply. Check oil pressure and flow to motor.
TROUBLE: Lube Cycle Timer Not Operating
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 Stays Timed Out
Commutation failure in timer caused by damaged Replace timer.
component.
Output relay contacts welded shut caused by Replace timer.
extended short to ground.
Solenoid valve connected to "IGN" terminal of Correct wiring hook-up.
timer instead of terminal marked "SOL".
P3-16 Automatic Lubrication System 04/00 P03018
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
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.
TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings
Timer out of adjustment or damaged component. Refer to Timer Adjustment and re-adjust timer or
replace timer.
P03018 04/00 Automatic Lubrication System P3-17
PREVENTATIVE MAINTENANCE PROCEDURES
The following maintenance procedures should be 4. Inspect all bearing points for a bead of lubricant
used to insure proper system operation. around the bearing seal.
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 lube system test switch. The
3. Check all grease feed line hoses from the SL-1
hydraulic motor and grease pump should
Injectors to the lubrication points.
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. a. 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 b. 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
required. necessary.
c. Check that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
P3-18 Automatic Lubrication System 04/00 P03018
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-54 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-3
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . L6-21 Failure Modes Checkout Procedure . . . . . . . . . . J4-8
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-24 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-11
AC Drive System Electrical Checkout . . . . . . . . . . E3-3 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . J5-4
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Brake Seal Assembly, Rear . . . . . . . . . . . . . . . . . J5-13
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7 Brake Seal Gap Adjustment (Rear) . . . . . . . . . . . J5-12
Component Service . . . . . . . . . . . . . . . . . . . . . N4-14 Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-5 Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
Alternator, Propulsion . . . . . . . . . . . . . . . . . . . . . . C4-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-3
C
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
B Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Charging Procedure
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Brake Accumulators (Hydraulic Cabinet) . . . . . J3-27
Battery Charging System. . . . . . . . . . . . . . . . . . . D10-3 Brake Accumulators (Frame Cabinet). . . . . . . . J3-31
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-24
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Checkout Procedures
Brake Apply Circuit . . . . . . . . . . . . . . . . . . . . . . . J4-3
Battery Disconnect Switches . . . . . . . . . . . . . . . . . D2-6
Brake Cooling Circuit . . . . . . . . . . . . . . . . . . . . L10-8
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Data Sheet (Hydraulic System). . . . . . . . . . . . L10-15
Bearing, Wheel
Electrical Propulsion System . . . . . . . . . . . . . . . E3-3
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-17
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Center Console . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Control Cabinet, Electrical . . . . . . . . . . . . . . . . . . E2-50
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Cooling System (Engine) . . . . . . . . . . . . . . . . . . . . C3-3
Body Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-6
Cooling System (Disc Brakes) . . . . . . . . . . . . . . . . L2-8
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Cylinders
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-24
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Steering
Bleeding Procedures
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-13
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Q01046 Alphabetical Index Q1-1
D H
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5 Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3
Diagnostic Information Display . . . . . . . . . . . . . . . E2-7 Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7 Coil, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10 Fan Motor and Speed Control . . . . . . . . . . . . . . N4-5
Differenatial Pressure Switch . . . . . . . . . . . . . . . . J3-20 Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-17 Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23 Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
E Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Electrical Interface Cabinet. . . . . . . . . . . . . . . . . . D3-8 Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Electrical Propulsion Components . . . . . . . . . . . . E2-3 HYDRAIR® II Suspensions
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Oil and Nitrogen Specifications . . . . . . . . . . . H4-10
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3 Hydraulic System
Disc Brake Cooling System . . . . . . . . . . . . . . . . .L2-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
F Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Filters Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4 Steering and Brake Pump . . . . . . . . . . . . . . . . .L6-10
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3 System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-12
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . D3-3 Troubleshooting
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-12 Steering System. . . . . . . . . . . . . . . . . . . . . . . . .L6-25
Front Suspension, HYDRAIR® II . . . . . . . . . . . . . H2-3
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-4
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3 I
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
L
G
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-3
Q1-2 Alphabetical Index Q01046
M R
Manifold, Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3 Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-3
Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-2 Rear HYDRAIR® II Suspension. . . . . . . . . . . . . . . H3-3
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-6 Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-54
N Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-8
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10 Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
O S
Oiling and Charging Procedure, Suspension . . . . H4-3 Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-3 Software Functions, PSC. . . . . . . . . . . . . . . . . . . E2-32
Optional Equipment Starter, 24VDC (Refer to Engine Manual)
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-3
Seal Assemblies, Gap Adjustment
Payload Meter II . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-23 Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
P Solenoid
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3 Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Pedal Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-54 Specifications
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-54 HYDRAIR® II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-10
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5 HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . . . . . H4-10
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1 Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . E3-6 Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8 Starter Isolation Diode . . . . . . . . . . . . . . . . . . . . . . D2-5
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-24
Pressure Control Adjustment, Pump . . . . . . . . . . L10-4 Steering
Propulsion System Controller (PSC) . . . . . . . . . . . E2-5 Accumulator Charging Procedure . . . . . . . . . . . L6-24
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-22 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3 Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-10 Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-25
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Suspension, HYDRAIR® II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Q01046 Alphabetical Index Q1-3
V
Switch
Valves
Accumulator Pressure . . . . . . . . . . . . . . . . . . . . .L4-7
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-5
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Differential Pressure . . . . . . . . . . . . . . . . . . . . . J3-20
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
Low Steering Pressure. . . . . . . . . . . . . . . . . . . . .L4-5 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
T Pressure Compensator, Adjustment . . . . . . . . .L10-4
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Tank
Unloader Adjustment . . . . . . . . . . . . . . . . . . . . L10-4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Tires and Rims W
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4 Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15 Wheel Bearing Adjustment
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Torque Table Front Wheel Bearing Seal Adjustment. . . . . . . G3-11
Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1 Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Troubleshooting Wheels and Tires
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . D10-3 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11
Window, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-25
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . E2-6
Checkout Procedure . . . . . . . . . . . . . . . . . . . . E3-14
U
Unloader Valve, adjustment . . . . . . . . . . . . . . . . .L10-4
Q1-4 Alphabetical Index Q01046
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SUPPLY AND BRAKE COOLING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH347
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH352
PLM III ELECTRICAL SYSTEM SCHEMATIC (930E). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE479
PLM III HOOK-UP WIRING (730E, 830E, 930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE480
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS0500
R01061 Index R1-1
NOTES
R1-2 Index R01061
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